Integral Study, Economic, Social and Environmental Technical Study (TESA)

from the Dual Carriageway Caracollo - Colomi (Oruro-Cochabamba)

TABLE OF CONTENTS

CHAPTER 5. GEOMETRIC DESIGN - SECTION 4.........................................................1

5.1 INTRODUCTION. 1

5.2 PROJECT LOCATION: SECTION 4 ANGOSTURA - COLOMI.........3

5.3 CHARACTERISTICS OF THE SECTION........................................................5

5.4 CLASSIFICATION OF THE ROAD SECTION......................................5

5.5 DESIGN VEHICLE. 7

5.6 DEFINITION OF THE ROUTE. 7

5.7 GEOMETRIC DESIGN PARAMETERS.............................................................9

5.7.1 DESIGN SPEED. 10
5.7.2 PARAMETERS OF HORIZONTAL ALIGNMENT..............................................10
[Link] MINIMUM RADIOS. 11
[Link] MAXIMUM PERALTA AND ELEVATION ON CURVES......................................13
[Link] TRANSITION SPIRALS.14
[Link] ABOUT WIDTHS IN CURVES................................................................................14
5.7.3 PARAMETERS OF VERTICAL ALIGNMENT....................................................15
[Link] INCLINATION OF SLOPES..................................................................................16
[Link] LONGITUDE IN SLOPE AND OPERATION SPEED................................16
[Link] LENGTH OF VERTICAL CURVES......................................................17
[Link] VERTICAL GALIBO. 18
5.7.4 PARAMETERS OF THE CROSS SECTION..................................................19
[Link] ROAD. 20
[Link] TRANSVERSE PENDANT (PUMPING)...............................................................21
[Link] BURMA. 23
[Link] CENTRAL CANTER. 23

5.8 SIGNAGE. 23

5.9 LINKS, INTERSECTIONS AND ACCESS.................................24

5.10 DEFINITION OF THE ROAD PROJECT..........................................................25

5.10.1 HORIZONTAL GEOMETRY.................................................................26
5.10.2 VERTICAL GEOMETRY. 29
5.10.3 SPEED DISTRIBUTION.........................................................................29
5.10.4 ACCESS, DISTRIBUTORS AND ROUNDABOUTS........................................................30
5.10.5 LOCATION OF BRIDGES AND VIADUCTS..............................................................31
5.10.6 LOCATION OF WALLS. 32
5.10.7 EARTH AND MATERIAL MOVEMENT.............................................................33
5.11 JUSTIFICATION OF THE ROAD ALIGNMENT OF SECTION 4................................................33

5.12 BIBLIOGRAPHY. 39

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TABLE OF CONTENTS

Table 5.1: Dimensions of Vehicle Type. 7

Table 5.2: Design Speeds for Primary Roads..............................................................10
Table 5.3: Maximum Values for Superelevation and Transverse Friction..............................................11
Table 5.4: Absolute minimum radii in horizontal curves........................................................12
Table 5.5: Recalculated minimum radii with a cant of 8%.....................................................12
Table 5.6: Minimum absolute radii for primary roads adopted.................................12
Table 5.7: Road Widening E(m). 15
Table 5.8: High Mountain Path Maximum Slopes % according to height above sea level......................16

Table 5.9: Critical length on slopes for ∆V=24 km/h and ∆V=40 km/h....................................17
Table 5.10: Minimum parameters in vertical curves by braking visibility criterion......18
Table 5.11: Widths of Auxiliary Lanes.21
Table 5.12: Road Pumping. 21
Table 5.13: Rainfall intensity for 1 hour duration with a Return Period of 10 years........22
Table 5.14: Distribution of Speeds Table............................................................30
Table 5.15: Access points, Distributors, and Roundabouts of Segment 4........................................................30

Table 5.16: Location of Bridges and Viaducts.31

Table 5.17: Location of Cyclopean Concrete Walls..............................................................32
Table 5.18: Location of Reinforced Earth Walls...........................................................................33
Tabla 5.19: Resumen de Movimiento de tierras y volúmenes de materiales.................................33

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TABLE OF FIGURES

Figure 5.1: Axis of the Fundamental Road Network.3

Figure 5.2: Provincial Map of the Plurinational State of Bolivia......................................................4

Figure 5.3: Route of the Caracollo – Colomi Project.................................................................4

Figure 5.4: Segment 4 Angostura - Colomi Crossing.5
Figure 5.5: Section 4 Angostura - Melga Crossing (Opening Section)................................................8
Figure 5.6: Section 4 Melga - Colomi (Section over the existing track).................................................9

Figure 5.7: Radius - Cant for roads and paths....................................................13

Figure 5.8: Axis of the Basic Road Network..............................................................19
Figure 5.9: Rainfall intensity of 1 hour duration with a Return Period of 10 years.........22

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ANNEXES

ANNEX A - "HORIZONTAL ELEMENTS FORM"

ANNEX B - "VERTICAL ELEMENTS FORM"

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CHAPTER 5. GEOMETRIC DESIGN – SECTION 4

5.1 INTRODUCTION

The geometric design is the most important part of a road project, establishing,
based on the existing constraints or factors, the final geometric configuration
of the three-dimensional set that is assumed, to maximize the objectives
fundamental, that is to say, functionality, security, comfort, integration into your
environment, harmony or aesthetics, economy, and flexibility of the route.

The functionality is determined by the type of road to be projected and its characteristics, as well as
due to the volume and transit properties, allowing for adequate Mobility through the
territory to users and goods through a sufficient operating speed to
the circulation.

Road safety must be the basic premise in any road design, inspiring all of the
phases of the same, down to the smallest facets, reflected mainly in simplicity and
uniformity of the designs.

The comfort of vehicle users must increase in accordance with the

general improvement of quality of life, reducing accelerations and, especially, their
variations that reduce the comfort of vehicle occupants. All of this
adjusting the curvatures of the geometry and its transitions to the operating speeds
by which drivers choose along the alignments.

The integration into its environment must seek to minimize environmental impacts.
account for the use and values of the affected soils, being basic the greater physical adaptation
possible to the existing topography.

The harmony or aesthetics of the resulting work has two possible points of view: the exterior or
static, related to landscape adaptation, and the interior or dynamic linked to the
visual comfort of the driver in the face of changing perspectives that crowd around them
pupils and can cause fatigue or distraction, which is a source of danger. It is necessary to
obtain a geometric design that offers the driver an easy and pleasant journey, free of
of surprises and disorientations.

On a road, the economy and the lowest possible cost must be ensured.
construction, taking into account the quality in the execution of the work, such as the

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maintenance and future operation of it, always reaching a solution of

commitment to the rest of the objectives or criteria.

Signage is a fundamental part of the road that provides organization and

safety for the vehicles that transit the road, as both vertical and
horizontal information important to the driver in such a way as to avoid possible accidents
and inform about the services on the road they are traveling.

The drainage of the road guarantees its durability, as the presence of water
superficial and/or groundwater weakens the structural package of the platform
decreasing its structural capacity and efficiency. For this reason, it is necessary to give a
appropriate transverse and longitudinal drainage on the road for which works are used
adequate drainage according to the level of water presence, if the water flow is not sufficient
large drainage works are known as minor structures. In the presence of
Channels and rivers where the flow of water is greater use larger structures.
how to be bridges.

This report is part of the Geometric Design of the project: 'Technical Study,
Economic, Social and Environmental (T.E.S.A.) of the Double Track Caracollo - Colomi
specifically the SECTION 4 "ANGOSTURA CROSSING – COLOMI".

The Double Track Caracollo – Colomi includes three departments: La Paz, Oruro.
and Cochabamba. The route of this road will directly benefit 14 municipalities.
(Municipality of SipeSipe, Arbieto, Arque, Colomi, Tapacari, Tiraque, Santivañez, Punata,
Caracollo, Soracachi, Tolata, Sacaba, San Benito and Colquiri). The transportation network and
communication within the municipalities presents deficient structures both in the
coverage as in the quality of roads, this road scenario in the current conditions is a
it would be limiting to deploy productive capacity and improve levels of exchange
Commercial, the characteristics of each network are variable, with paved and gravel roads observed.
of first and second order even of horseshoe as is the case of the municipality of SipeSipe.
Only the municipality of Arque, in terms of communication, does not have the
necessary reception for telephony when the connection of this medium is null, since the others
communities have access to this service.

This project is part of the West-East Corridor of Bolivia, which is one of the axes of
regional integration, the most important political and economic aspects of Bolivia, allowing in turn
integrate Bolivia with the Republics of Brazil and Chile. This Corridor is the project that forms
part of one of the three Project Groups that make up the Integration Axis
Development established by the Project Portfolio of the Initiative for Integration of the
Regional Infrastructure of South America (I.I.R.S.A.) hence its great importance.

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The road section: Angostura Crossing – Colomi belongs to Route No. 4 of the Road Network.
The fundamentals of Bolivia develop over a terrain that is between mountainous and undulating.
Since it is a route belonging to the Fundamental Road Network, its entirety
The length is constructed with an asphalt pavement structure.

Figure 5.1: Axis of the Fundamental Road Network

Source: Self-made

5.2 PROJECT LOCATION: SECTION 4 ANGUSTRIA - COLOMI CROSSING

The Comprehensive Study Project, Technical Economic, Social and Environmental (T.E.S.A.) of the Double
Caracollo – Colomi Road (Oruro – Cochabamba) is located between the
departments of Oruro, La Paz and Cochabamba, between the following coordinates
geographical (DATUM WGS-84 Zone 19 South) approximate:

Latitud: 17°35'1.50"
Longitud: 67°14'45.60"O
Latitude: 17°32'4.01"S
Longitude: 65°43'29.73"W.

The road section Caracollo - Colomi is divided into four sections:

SECTION 1: CARACOLLO - DEPARTMENTAL LIMIT

SEGMENT 2: DEPARTMENTAL LIMIT - PUMPING
SECTION 3: PUMPING - ANGOSTURA CROSSING
SECTION 4: ANGOSTURA - COLOMI CROSSING

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In this chapter, the description of Segment 4: Angostura Crossing - Colomi will be made.

Figure 5.2: Provincial Map of the Plurinational State of Bolivia

Source: Atlas of Bolivia

Figure 5.3: Route of the Caracollo – Colomi Project

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Source: Own preparation

Figure 5.4: Segment 4 Angostura - Colomi Crossing

Source: Own preparation with the help of Google Earth

5.3 CHARACTERISTICS OF THE SECTION

Section 4 is divided into two important sectors:

Angostura Crossing to Melga Crossing, area where the road alignment axis is
full opening, which crosses wavy and mountainous terrain with
strong slopes, the terrain has ravines and erodible sites in certain areas
sectors.
Melga to Colomi crossing, sector where the road axis was adjusted to the route.
existing in the most geometrically and economically suitable way giving
the necessary improvement of the horizontal and vertical geometry. With the journey of
Inspection in this sector shows that the existing geometric design is
It develops in wavy terrain, which is why it was decided to take geometry as a basis.
existing, improving the geometric design according to the requirements of the dual carriageway.

5.4 CLASSIFICATION OF THE ROAD SECTION

To define the characteristics of a road, it is necessary to consider the criteria and concepts.
for the classification indicated in the ABC Technical Manual. In that sense, the term

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Highway is used to designate a road with high design characteristics, suitable

to accommodate significant volumes of vehicular traffic, traveling at speeds
high, consequently it must always have superior type pavement; within
This classification includes highways, expressways, and primary roads. On the other hand, the
The term 'Path' is used to designate a route with average geometric characteristics.
low, to service moderate and low traffic volumes, whose function
the main purpose is to provide access to the adjacent property; within this classification
they find the Collector, Local, and Development roads.

From a functional standpoint, the expected service quality will be at Level B in the
initial years, which represents a steady flow condition, where the conductors can
select their speeds with reasonable freedom. The service level for the horizon year
it will be C, which represents the steady flow condition, but taking into account that the
speeds and maneuverability will be closely controlled by the elders
traffic volumes.

As mentioned earlier, the Oruro - Cochabamba road belongs to the

Fundamental Road Network of the country and, additionally, as a linking road
national and international, is part of an important integration corridor
subcontinental.

Based on the requirements of the ABC as well as on the forecast of traffic

vehicular and to the Technical Manual for Road Design of the ABC (Table 1.3-3
Typical characteristics of roads and pathways according to functional classification
Pages 1-27 of the geometric design manual of the ABC). The Double Way project.
Caracollo - Colomidebe to be carried out for a classification as ROAD
PRIMARY (I.B).

The Primary Roads will have:

Partial access control.

It will connect with highways, expressways, and collector roads. It will also be
will link to road intersections.
The service level that will be presented in the initial years will be B and for the years
horizon is expected to have a service level from C to D.
The speeds will be 100, 90, and 80 [km/hr] for flat, undulating, and
mountainous respectively. However, in highly mountainous areas the
design speed will be reduced to 50 [km/hr] in certain critical sections
way to avoid high costs, which have been agreed upon.
recommendations from the ABC.

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5.5 DESIGN VEHICLE

The designed vehicle that circulates on the road is fundamentally influenced by

two points of view: speed they are capable of developing and dimensions that are applicable to them
own.

Light vehicles: cars and similar, determine the maximum speeds at

consider the design, as well as the minimum dimensions, they participate in the determination
of the visibility distances for braking and overtaking. Heavy vehicles:
trucks of various types, and to a lesser extent buses, experience reductions
important in their operating speed when there are uphill sections. The need
to limit these speed reductions determines the acceptable length and magnitude of the
pendants. The dimensions of these vehicles: length, width, and height, have a significant influence
measure various elements of the cross-section and determine the minimum radii of
curve radii, the widening of the roadway in curves and the vertical clearance under structures.

The type of vehicle for which the Double Track is designed represents one of the parameters.
determinants in road safety, in this case SECTION 4: ANGOSTURA CROSSING -
COLOMI is designed for the heavy vehicle WB-20 according to AASHTO which is 22.40m
of length.

Table 5.1: Dimensions of Vehicle Type

Design Vehicle (Truck Type) AASHTO WB-20 Semitrailer (Length=22.41m)
L1 [m] 1.22
L2 [m] 5.95
L3 [m] 13.26
Source: Own elaboration

5.6 DEFINITION OF THE ROUTE

The route of section 4 of the Double Track Caracollo - Colomi project which has a length
complete of 46632.25 [m]. One of the first activities carried out was the study of
definition of the route of Section 4, divided into two main sections:

1. Opening Section. It includes from the Angostura Crossing to the Melga Population,
segment is of complete opening whose progressives develop from the
Progressive 0+000 (Angostura Crossing) to Progressive 25+600 (Melga Population).
The section presents highly mountainous topography and undulating terrain with reliefs of
great height, with canyons that do not have considerable hydraulic contribution, there are
also sectors with the formation of erodible ravines, for which the design
minimized as much as possible traversing these sectors. The geometry of the Double Way has been
suitable as much as possible to the topography, however due to the characteristics of
The road as a Primary Road has significant earth movement. On the other hand

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It is necessary to mention that due to social conflicts (urbanized areas or

(productive), the outline was shifted towards the hillside of the hills minimizing the
impacts.

Figure 5.5: Section 4 Angostura - Melga Crossing (Opening Section)

Source: Own elaboration with the help of Google Earth

2. Section of the Existing Way. It includes from the town of Melga to Colomi and
it develops over the existing track, the progressions covering that section are:
Progressive 25+600 (Population of Melga) to Progressive 46+632.25 (Municipality of
Colomi). The section features undulating terrain with slopes in extended stretches.
The geometric design aims to maintain the existing geometry in such a way that
use most of the platform, criterion recommended by the specialist of
pavements. The geometry was improved in specific locations following the review of the report
of accidentability. Although the geometry of the road was adapted in the best
possible way to a double lane, there are sections with longitudinal slopes greater than the
8.00%, for which it was decided to create an Auxiliary Lane for slow vehicles or a third lane.

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Figure 5.6: Section 4 Melga - Colomi (Section over the existing track)

Source: Own elaboration with the help of Google Earth

5.7 GEOMETRIC DESIGN PARAMETERS

The geometric design parameters that were adopted for the road project,
are mainly related to the morphology of the area, with the speeds of
design and with other factors, such as existing, historical and generated vehicle traffic,
estimated during the lifetime.

Other aspects that were taken into account refer to the security conditions of the
usuarios, funcionalidad de la carretera, impactos al medio ambiente, costos de construcción,
vehicle operating costs and maintenance operations. It also sought
minimize the impacts on properties and urban developments, economically disadvantaged areas
productive, etc., taking advantage, as much as possible, of the existing path in order to minimize the
interventions that need to be made. On the other hand, the definition of the variant is taken
from the need for the new designed road to have the possibility that the traffic that

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do not require entering the city of Cochabamba, move directly through areas
detours, in this case through Santibáñez, La Angostura, and Sacaba, thereby avoiding this way
congestion in urban areas, greatly improving the traffic flow of the section.

The Design Standards and Parameters, according to the Terms of Reference, of the
geometric design characteristics and other technical aspects of the engineering project,
they are governed by the Geometric Design Norms for roads of the Administrator
Bolivian Roads, however, if sectors are present in this project
geometric, that the ABC Manual does not include these will be duly and technically
justified.

5.7.1 DESIGN SPEED

The design speed corresponds to the classification of a Primary Road (I.B) according to
the provisions of the ABC manual (Table 1.3-2 "Design speeds for
"primary roads" from page 1-25 of the ABC Geometric Design Manual
is detailed below:

Table 5.2: Design Speeds for Primary Roads

Flat Land and
Type of Road Mountainous Terrain
Strong Wavy
One-Way Streets 100 - 90 km/h 80 km/h
Bidirectional Roads 100 – 90 km/h 80 km/h
Source: Geometric Design Manual of the ABC

Section 4, in the opening part, has mountainous and high mountain topography.
presenting a section with very high costs, which is why it was deemed appropriate to reduce the
design speed of at least 50 km/h at certain specific points, in such a way
that design speeds vary from 50 km/h to 100 km/h.

This reduction in speed provided values for geometric design parameters more
conservatives, but significantly reduced the costs in the project budget, this
the reduction of speed was made by always giving greater priority to road safety.
road which is imperative in the design of the project.

5.7.2 PARAMETERS OF HORIZONTAL ALIGNMENT

The horizontal alignment consists of straight alignments joined by curves.

circular and/or spiral. The geometric elements of the road under study must be
conveniently related to ensure safe operation, at a speed of
design or project speed. The main criterion for this step is to draw tangents
to adjust as best as possible to the existing road, with the aim of:

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Minimize cuts and embankments.

Achieve tangents whose length allows for the design of circular curves that allow for the
specifications to achieve an alignment that provides safety,
comfort and efficiency for the user.
Ensure that the deflection between successive tangents is not excessively large.
because it would force smaller radius curves than the minimum specified.
When the central angles of the curves are small, lengths will be avoided.
short curves to remove the appearance of an elbow.

[Link] MINIMUM RADIOS.

The criterion for defining the minimum radii to be used in horizontal curves is in
function of the adopted value of the superelevation (emax), lateral friction coefficient (f), of the
project speed (Vp), regional weather conditions, type of traffic and its
composition.

The expression that will be used to find the minimum radii will be:

Vp2
Rmin=
127e+ f
( max )
Where:
R = Minimum curve radius, in meters
V = Guiding speed, in Km/hour
e = Elevation in m/m
f = Allowable transverse friction coefficient between tire and pavement
dimensional

The values of friction vary depending on whether it is a path or a road, the following table
was extracted from the ABC manual (Table 2.3-3 "Maximum values for the cant and the
transversal friction" from page 2-22 of the ABC Geometric Design Manual).

Tabla 5.3: Valores Máximos para el peralte y la fricción transversal

emax f
Paths
7% 0.265-V/602.4
Vp 30 to 80 km/h
Roads
8% 0.193-V1134
From 80 to 120 km/h
Source: Geometric Design Manual of the ABC

The minimum radii calculated according to the ABC manual (Table 2.3-4 "Minimum Radius")
absolutes in horizontal curves" from page 2-22 of the Geometric Design Manual
the ABC) are as follows:

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Table 5.4: Minimum absolute radii in horizontal curves

Collector Roads – Local – Development
Vp [km/h] emax [%] f Rmin [m]
30 7 0.215 25
40 7 0.198 50
50 7 0.182 80
60 7 0.165 120
70 7 0.149 180
80 7 0.132 250
Roads - Highways - Toll roads - Primary
80 8 0.122 250
90 8 0.114 330
100 8 0.105 425
110 8 0.096 540
120 8 0.087 700
Source: Geometric Design Manual of the ABC

For this project, speeds of up to 50 [km/h] were used as a minimum with a superelevation.
maximum of 8% corresponding to a Primary road, for which the radii were recalculated.
absolute minimums for speeds of: 50, 60 and 70 [km/h] using friction for a
8% slope, while maintaining speeds of 80 to 100 [km/h] corresponding to a
road, which gives us the following values:

Table 5.5: Minimum radii recalculated with a superelevation of 8%

SPEED emax f Rmin Calculado [m] Assumed Radio
50 8.00% 0.149 86.00 90
60 8.00% 0.140 128.79 130
70 8.00% 0.131 182.62 185
Source: Self-made

The minimum radii assumed for the project are as follows:

Table 5.6: Minimum absolute radii for adopted primary roads

Primary Roads
Vp [km/h] emax [%] f Rmin [m]
50 8 0.149 90
60 8 0.140 130
70 8 0.131 185
80 8 0.122 250
90 8 0.114 330
100 8 0.105 425
110 8 0.096 540
120 8 0.087 700

For the case of one-way lanes (Double Way), the absolute radius will be determined with the
next equation:

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m
Remain the axis of the layout=absolute minimum+
( n−1 ) a+
2
Being:
m: width of central garden bed [m]
n: number of lanes per roadway
a: normal width of each lane [m]

The necessary verification of the absolute radios was carried out.

[Link] MAXIMUM PERALTA AND ELEVATION IN CURVES

a) Maximum superelevation. The maximum superelevation depends on the classification of the

route, in this case the route has a classification of Primary Road for which it
a maximum slope of 8% is applicable.
b) Superelevations on curves. The superelevations or canting on the curves
will depend exclusively on the classification of the road and the radii of each
curve. The graph that shows the behavior of the superelevation adopted for each
the curve is as follows:

Figure 5.7: Radius - Superelevation Relationship for Roads and Paths

Source: ABC Manual

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In the previous figure was extracted from the ABC manual (Figure 2.3-2 "Radio Relationship -
"Superelevation for roads and pathways" from page 2-25 of the Geometric Design Manual.
the ABC).

The superelevations of the curves were adopted from the graph with an interpolation from the Table of
ABC Manual (Figure 2.3-3 "Specific speeds in horizontal curves according to
radio – superelevation and transverse friction” from page 2-26 of the Geometric Design Manual
from the ABC) corresponding to Roads.

[Link] TRANSITION SPIRALS

The variable curvature allows for the development of the superelevation along a curved element, avoiding
banked curves in a straight line, at the same time, the uncompensated transverse acceleration
the slope gradually increases from zero on the straight or its maximum value at the beginning of
the circular curve, which makes driving more comfortable.

Link or transition arches will be used in any project whose Vp is greater than or equal to 40.
km/h. On roads with Vp ≤ 80 km/h, the connection arches can only be dispensed with for
radios ≥1500 m. On roads with Vp ≥ 80 km/h, arcs can only be omitted.
link for radios ≥ 3000 m.

The parameter A of the transition lengths (Spiral lengths) will use the criteria
recommended by the ABC manual (Figure 2.3-9 'Minimum and Normal Parameters')
of the clothoid as a function of the curvature radius” from page 2-46 Design Manual
Geometric of the ABC) applied to Highways.

[Link] ON WIDTHS IN CURVES

In small and medium radius curves, depending on the type of commercial vehicles that
commonly circulate on the road or path, the roadway must be widened with the
object of ensuring adequate free spaces (strikes), between crossing vehicles in
bidirectional roads or those that overtake on one-way roads, and between the
vehicles and the edges of the roadways.

The required additional width corresponds to the increase in the space occupied transversely by the
vehicles when describing the curves plus the theoretical strikes adopted, (average values). The
oversizing cannot be at the expense of a reduction in the width of the shoulder or the SAP
corresponding to the category of the route.

The overwidth will be calculated using the recommended expression in the Design Manual.
Geometric of the ABC (Table 2.3-11 "Widening of the Road E" on page 2-35
Geometric Design Manual of the ABC), based on the radius of curvature, vehicle type,

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whose results are the product of the geometric analysis of the trajectories described by the
type of vehicle considered.

The following table was extracted from the ABC manual corresponding to the design type vehicle.
SEMITRAILER TRUCK.

Table 5.7: Road Widening E(m)

Type of Parameter of Radios
E [m] e. int e. ext
Vehicle Calculation [m] Limits
Straight road 7.0m (n=2) 0.5m≤E≤3.0m E=[Link]+[Link] h1=0.6m h2=0.4m
L1= 5.6 L1 2 + L2 2
Semitrailer
L2= 15.5
−0.20 0.70 E 0.30 E 85 ≤ R ≤ 380
R
Source: ABC Manual

If the calculated [Link] ≤ 0.35m, [Link] = 0 is adopted and the entire widening E is given in [Link].

The type of truck adopted for this project according to the required characteristics is the
SEMI-TRAILER TRUCK.

On one-way roads and pathways with lane widths of 3.5 m, it is possible to give
cases with n=3 or more. In these cases, commercial vehicles will circulate regularly.
by the two outer lanes of each roadway and the radius to be considered for the widening of
those two lanes will be the effective radius according to the common edge of both lanes, which
it would correspond to the roadway without widening, calculating for them the widenings as if
it will be a two-lane road.

5.7.3 VERTICAL ALIGNMENT PARAMETERS

The grade of a road is a line that represents in a plane the levels, elevations or
levels of the points of the reference line of the roadway. Generally, this line of
reference is the axis of the roadway or geometric axis; in this case of divided roadways with
Wide median is the inner edge of each roadway, and in branches, it is the edge chosen as
replotting axis.

For practical reasons of project, calculations, layout, and construction, the ground level is
normally made up of a series of straight lines connected by vertical curves
simple analytical expression. In the project of the slope, one can broadly distinguish
two main characteristics: shape and position.

The shape: it includes the combination of slopes and curvatures, it depends

basically from the weighting of the technical-functional factors, security and
aesthetics.

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The position: refers to the height relative to the natural terrain profile depends
basically from technical, economic, and construction factors. The alignment can
to undergo small adjustments, raising or lowering its position, for economic reasons
to modify the ground movement.

In general terms, it can be said that, like the topography, the shape of the slope
It will be smoother and more stretched, and its higher position, the greater the volume of traffic.

[Link] SLOPE OF ALIGNMENTS

The values of the longitudinal slope are primarily influenced by the volume and
composition of vehicular traffic, the class or category of the road, and the topography of
land. This parameter has a significant influence on the quantities of work and,
consequently, in the costs of construction of the roadway.

MAXIMUM SLOPE. On high mountain roads, when exceeding 2,500 m above sea level.
sea level, the maximum slope must be limited according to the following Table (Table 2.4-2
High Mountain Trail maximum slopes % according to Height S.N.M. from page 2
65 Geometric Design Manual of the ABC

Table 5.8: High Mountain Road Maximum Slopes % according to altitude A.S.L.
VELOCIDAD DE PROYECTO [Km/h]
ALTITUDE S.N.M.
30 40 50 60 70 80
2500 - 3000 9 8 8 7 7 7/5
3100 - 3500 8 7 7 6.5 6.5 6/5
About 3500 7 7 7 6 6 5/4.5
Source: ABC Manual

In section 4, the average elevation exceeds 2500m above sea level, therefore the maximum slope is
will be adopted from the previous table.

MINIMUM SLOPE. To allow for adequate drainage, in cutting areas it will be attempted to
use a minimum longitudinal slope of 0.5%. For sites with transverse pumping
2.5% will be accepted regardless of 0.0% in embankment formation sites.
ensuring that proper drainage is guaranteed in the embankment toe lines.

[Link] LONGITUDE IN SLOPE AND OPERATING SPEED

Drops of up to 6% only marginally affect the Operation Speed of the large.

most cars, regardless of the length of the slope. In the case of the
trucks, about 3% cause significant reductions in Operating Speed, to
as the slope length increases; this affects the Operating Speed of the
automobiles, especially on two-way roads with high traffic density.

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In the ABC manual (Figure 2.4-1 "Effect of slope on speed")

"operation" on page 2-65 of the ABC Geometric Design Manual illustrates the effect
of the uniform slopes of ascent, of increasing lengths, on the Speed of
Operation of trucks that circulate on paved roads.

The previous concepts constitute elements of judgment that the Bolivian Administrator of
Highways and the designer must weigh to achieve a balanced project. AASHTO
It is recommended in normal cases not to exceed a speed reduction of 15 km/h for trucks.
pending. Given the prevailing conditions in the country, it would seem desirable to raise this
value at 24 km/h in tunnels and 40 km/h in open field, that is for a speed of
entry of 88 km/h accepting speed drops down to ≈ 64 km/h and 48 km/h,
respectively. If the length and magnitude of an inevitable slope produce descents
superiors, especially on two-way roads where there is no visibility for
to advance, or with a high volume of heavy vehicles, a technical analysis is imposed
economic in order to establish the feasibility of projecting auxiliary lanes. In the following
table(Table 2.4-3 'Critical length on slopes for ∆V=24 km/h and ∆V=40 km/h' from the
página 2-67 Manual de Diseño Geométrico de la ABC),ilustra la longitud crítica en
pending for an entry speed of around 88 km/h and a ΔV of around 24 and 40
km/h.

Table 5.9: Critical length on slopes for ∆V=24 km/h and ∆V=40 km/h
i% Critical Length
2 ∆V < 24km/h for all L ∆V < 40km/h for all L
3 1100 -
4 590 1800
5 380 700
6 310 510
7 260 420
8 210 360
Source: ABC Manual

It will be about maintaining critical lengths at fully open sites, at sites

where these requirements cannot be met, such as existing right-of-way sites, it
It is recommended to create induced lanes for slow traffic, which will be analyzed later.

[Link] LENGTH OF VERTICAL CURVES

For the geometric design of the alignment, it has been planned to use parabolic vertical curves.
of second degree, which will allow for a gradual and safe transition between two
adjacent gradients of the longitudinal profile providing, at a minimum, a distance of
visibility equals the minimum stopping or braking distance.

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In this sense, the length of the parabola (L) in horizontal projection is a function of
value K (parameter of the recommended vertical curve by the standards and that is a function of the
minimum braking distance) and of the value A, which represents the relationship of the change in
slopes of the curve.

The expression to be used is:

L=K ∙ A
Where:
L = Length of horizontal curve (m)
K = Minimum value adopted for concave and convex curves
A = Algebraic difference of the slopes converging to the PIV.

The following are the minimum K values that will be adopted for the design.
geometric design of the road considering the stopping sight distance criterion, according to the
Recommendations from the ABC manual (Table 2.4-4 'Minimum parameters in curves')
verticals by braking visibility criteria” from page 2-67 of the Design Manual
Geometric of the ABC.

Table 5.10: Minimum parameters on vertical curves by braking visibility criteria

Speed of Curves
Convex Curves Kv
project Concave
V*=Vp V* = Vp + 5 V* = Vp + 10
Vp [km/h] Vp [km/h]
km/h [Km/h] [km/h]
30 300 300 300 400
40 400 500 600 500
50 700 950 1100 1000
60 1200 1450 1800 1400
70 1800 2350 2850 1900
80 3000 3550 4400 2600
90 4700 5100 6000 3400
100 6850 7400 8200 4200
110 9850 10600 11000 5200
120 14000 15100 16000 6300
Source: ABC Manual

[Link] GALIBO VERTICAL

The clearance adopted, within the suggested range of 0.50 to 1 meter, will allow the passage of
loads of minors and greater exceptional heights, respectively. As the network
Fundamental of transport in the southern cone, serves international and national transit.
the designer must adopt as the vertical clearance of the section they design the greater of:

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The one that arises from the definition of agreement 2.18, for the type of vehicle and with the
additional mentioned.
The one established by the respective national regulations (Law 1769, Law on Freight).

The type of vehicle referred to in this standard has a maximum height of 4.2 m. The clear height,
vertical measurement between any point of the platform and the bottom of a
structure that crosses above it must be 5.5 m.

5.7.4 CROSS SECTION PARAMETERS

The cross-section of a road is its intersection with a vertical plane.

perpendicular to the horizontal projection of the axis.

Figure 5.8: Axis of the Fundamental Road Network

Source: Own elaboration

On a highway or semi-highway as is the case of the Doble Vía Caracollo - Colomi,

There are countless factors that determine the accident rate of it.

It is important to mention that within geometric design, a good Plan-Height Design

represents 50% of the safety of the studied road and the definition of the Section or Profile
The appropriate transversal for the environment represents the 50% missing security for the user.

The proposed section or cross profile is based on multiple parameters, which are
mention below:

Track Width and Cross Slope

Internal and External Berms, Cross Slope of the Berm (Type or material of
the same one
Width of Medium

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Type of Median

[Link] SIDEWALK

A roadway is a material and geometrically defined band, such that its

surface can support a certain vehicular traffic and allow comfortable movement
insurance of the same.

The roadway is made up of two or more lanes. A lane will be each of the
divisions of the roadway that can accommodate a row of vehicles passing in a
sense.

In the case of roads or paths with a two-lane bidirectional roadway, each of

ellos podrá ser utilizado ocasionalmente por vehículos que marchan en el sentido opuesto,
at the moment they overtake slower ones.

All new roads with 4 or more lanes, with one-way roadways on the platform
unique, it must have a free space between the inner edges of the pavements of
each roadway, called 'Central Canter', which will normally have a constant width
according to what is defined in the road type profile.

For the determination of the track width on the platform, the recommendations from the
ABC Manual (Table 3.1-1 "Summary of embankment platform widths")
of its elements at pavement level” from page 3-4 of the Geometric Design Manual
from the ABC). This table summarizes the Platform Widths in Embankment and of the
elements that constitute it, given based on the Category of the road and the Speed
of the corresponding Project.

Except in the cases of Local Roads and Development with project speeds
less than or equal to 60 km/h, in which the Bolivian Road Administrator may
authorize lane widths of less than 3.5 m, for all other categories and
Project speeds, the minimum width of lanes will be 3.5 m.

AUXILIARY RAILS INDUCED BY SLOW TRAFFIC.

Extended slopes and long sections whose layout in plan does not allow the
Advancements produce decreases in the capacity of a road. Both factors
they tend to combine to aggravate such a situation.

Estas reducciones de capacidad dependen principalmente del porcentaje de camiones que

they circulate, from the distance along which the situation is maintained and of the value of the
pending in the first of the cited cases.

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They can be solved by creating auxiliary lanes for vehicles.

slow lanes or 'Slow Lanes', in Bidirectional Roads, or 'Fast Lanes' for Vehicles
Light vehicles on one-way roads. The recommendations of the ABC (Table 3.2-
"Auxiliary Track Width" from page 3-4 of the Geometric Design Manual
ABC), are given in the following table:

Table 5.11: Widths of Auxiliary Rails

Vp [km/h] 30-70 80-120
For Slow Traffic Width [m] 3 3.5
For Rapid Transit Width [m] 3.5
Source: ABC Manual

Given the characteristics of the road, it has been deemed appropriate in some sectors
add a slow lane on each road, the width of the induced auxiliary lane will be 3.0 m
it will be located on the outer shoulders of each road.

[Link] CROSS SLOPE (PUMPING)

The roadways must have, for the purpose of draining surface water, a
minimum cross slope or camber, which depends on the type of pavement surface and
of the Intensity of 1 Hour Rainfall Duration with a Return Period of 10 Years () I 110
mm/h, typical of the area where the layout is located.

The following table (Table 3.2-4 “Pumping of the Road” on page 3-4 Manual of
Geometric Design of the ABC) these values are specified indicating in some cases a
range within which the designer must operate, refining their choice according to the nuances
of the roughness of surfaces and of prevailing climates.

Table 5.12: Road Pumping

Transversal Slope
Type of Surface 1 1
I 10≤ 1 5 m m /h I 10>15mm/h
Cement or Asphalt 2 2.5
Surface treatment 3 3.5
Earth, Gravel, Crushed 3-3.5 3.5-4
Source: ABC Manual

The intensity equations for the different rain gauge stations were determined.
for a return period of 10 years and a duration of 60 [min], the results were
obtained through the hydrological study of the project, the following is shown
results in the following table:

Table 5.13: Rainfall intensity of 1 hour duration with a Return Period of 10 years

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Equation of
Recurrencia Duración Intensity
Station intensity
T(years) (min) (mm/h)
(mm/h)
Caracollo 10 60 612.66 d-0.767 26.51
Capinota 10 60 568.12 d-0.723 29.40
Santivañez 10 60 730.71 d -0.736
35.90
Cochabamba 10 60 525.93 d-0.738 25.60
The Violet 10 60 594.2 d-0.736 29.20
Parotani 10 60 579.49 d-0.737 28.30
Saint Benedict 10 60 395.77 d -0.737
19.40
Arani 10 60 428.24 d-0.736 21.00
Colomi 10 60 484.95 d-0.735 23.90
Source: Hydrological Study Volume III

Figure 5.9: Rainfall intensity of 1 hour duration with a Return Period of 10 years

40.00
35.00
30.00
25.00
20.00
15.00
10.00
5.00
0.00

Seasons
Source: Hydrological Study Volume III

From the previous determined information, it is observed that the intensity of the rain for a
10-year return period exceeds I 110>15mm/h for section 4, for which it
a 2.5% pumping will be applied to the entire platform, that is, it covers the
median, roadway, and shoulders. The turn of the superelevation will be made around the central axis just like the
case of a one-way road.

[Link] BURMA

The shoulders are the strips that flank the pavement of the roadway(s). They can
to be constructed with concrete pavement, asphalt layers, surface treatment, or
simply be an extension of the gravel layer on unpaved roads.

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The shoulders serve four basic functions: they provide protection to the pavement and to its
lower layers, which would otherwise be affected by erosion and instability;
they allow occasional arrests; they ensure a free lateral light that acts psychologically
about the drivers, increasing the capacity of the road, and providing space
additional for emergency maneuvers, increasing safety.

The normal widths of the Berms are given in the ABC manual (Table 3.1-1 "Chart
summary of platform widths in embankment of its elements at grade level
from page 3-4 of the Geometric Design Manual of the ABC). Associated with the Category of
the route and corresponding Vp, being able to use the lower value of the range for very transits
moderates in restrictive topography terrain, a decision that must be made beforehand
authorization from the Bolivian Road Administrator.

The values determined for the classification of a Primary road are:

Interior Shoulder Width = 1.0m and Exterior Shoulder Width = 2.0m for speeds between
80 km/h. This will be fully applied in section 4 as its prevailing speed is that.

[Link] CENTRAL BULL

The median is an essential and irreplaceable element of highways or semi-highways.

as is the case with this project, due to the fact that its main objective is to
separate opposing traffic flows to mitigate severe head-on collisions. The criteria
to design (configure and size) the mediants are:

Rural or Urban Zone

Limitations of available space
Economic and financial restrictions

For the case of a mountainous site like the one located in section 4, a separator will be used.
central of the new jersey type, 810mm in height and 600mm in width, which will go on
the pavement belonging to the internal shoulder 1m wide.

5.8 SIGNAGE

The signage and road safety project for segment 4 of the Double Lane Caracollo -
Colomi will be carried out under the current regulations approved by the Bolivian Administrator.
Roads of the 'MANUAL OF DEVICES FOR TRAFFIC CONTROL ON
"ROADS" of the ABC developed by the Planning and Development Management
Technological in the year 2008.

The design of both horizontal and vertical signage is intended to be carried out in full compliance.
to the traffic devices manual, continuing the projects managed by the
ABC and in compliance with the base contracting documents.

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Regarding the vertical signage for preventive and regulatory signs, it will be taken into account
count the minimum dimensions based on the operating speed of the track in which
will be installed. The calculation procedure recommended by the ABC will be followed for
determine the dimensions of the informational signals.

The horizontal signage consisting of flat and raised markings on the road,
in addition to symbols, letters, and diagrams that will complement the sent message
to the conductor.

5.9 LINKS, INTERSECTIONS AND ACCESS

They are road devices in which two or more roads meet at the same or different point.
level, producing crossings and changes of vehicle trajectories that pass through them
They circulate. When it is necessary to look for an entrance to a main road or a secondary path.
or vice versa, it is necessary to design an access and/or intersection, with all the
devices that ensure proper maneuverability for traffic, with the respective
acceleration and deceleration lanes.

When the main road intersects with a major thoroughfare with significant traffic, this
crossing conflict is resolved through the elevation change of tracks, using a device called
Link.

On the other hand, the main objective of the design of at-grade intersections is to reduce the
probability and severity of conflicts involving road traffic, pedestrians,
bicycles, cars, trucks, buses, and all the vertical elements present in the
device as well as providing users with convenience, ease, and comfort
to adjust as best as possible to their trajectories and operational characteristics.

The design of an intersection will be the result of an analysis, interpretation of a series of

factors, among which the most important are: human factors, considerations of
transit, vehicle type selection, physical elements, economic factors, etc.

5.10 DEFINITION OF THE ROAD PROJECT

As previously mentioned based on the design parameters agreed upon with the
The contracting party proceeded to carry out the geometric design of Section 4 of the Dual Highway.
Caracollo - Colomi.

In this section 4, of 46632.2 meters in length, 2 subsections have been defined for better management.
analysis

SUBSECTION T4A ANGOSTURA - MELGA CROSSING (OPENING):

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The variant is developed on a wavy high mountain topography. This alternative

it develops over a line drawing, which although it involves greater movement of
lands, considerably reduces the length of development, an important advantage to be
considered. On the other hand, as it passes through practically rural areas, the route
constitutes a purely arterial route, a fundamental aspect for a dual carriageway.

The use of design parameters is found to be between desirable and very few minimums, due to
that the line has been implemented in mountainous areas. These geometric parameters
respond at design speeds between 50 and 80 km/h, and avoid all types of
urban sector on its route.

The maximum slope used is 8% in 3 mountainous sectors, also being used

a 7% incline in 6 sections of the road. A four-leaf clover type interchange was projected.
leaves at the crossing of the Petrolera-Angostura road, an at-grade distributor at the intersection with the route
Sacaba-Tolata, and a trumpet-type distributor to reconnect with the national route.
in the Melga community sector at progressive 25+600.

SUBSECTION T4B MELGA – COLOMI (EXISTING TRACK):

From this section, the project takes advantage of the infrastructure of the main route.
existing N4, improving its geometric design. Although there are currently notable
Deformations of the existing pavement, it will be necessary to reconstruct the base layer.

The line starts at the Melga distributor at Prog. 25+600, covering an area
semi-urban area with significant characteristics, with high costs related to the P.R.P. To this
they continue with a hilly area up to the summit and then a steep stretch up to the
entry to the community of Aguirre and Colomi, the latter with urban characteristics, due to
which was recommended for the Municipality to consolidate urban roads parallel to the Double Road of such
a way that only from two roundabouts the local traffic enters the Double Way. The project
finish at the end of the Colomi population at Prog. 46+632.25

5.10.1 HORIZONTAL GEOMETRY

The horizontal geometry was defined as the most suitable for the terrain's topography, always trying
to find the most economical solution while meeting the technical specifications for
primary roads in Dual Lane according to the recommendations of the Manual of the
Bolivian Road Administration (ABC).

The following shows the definition of road in terms of horizontal alignment:

NARROW CROSSING - MELGA (OPENING)

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El proyecto se inicia en la Progresiva 0+000 con las coordenadas N: 8062201 E:

808930 (UTM-WGS 1984 Datum, Zone 19 South, Meter; Central Meridian 69° W)
exactly after the river at the Angostura crossing. From the start of the section to the
Progressive 1+800 has a rolling topography, then a
very mountainous topography up to Melga.
At the progressive 0+200, a cloverleaf type distributor with 4 leaves was designed with a step to
displacement for the existing road (currently the Autonomous Government of
Cochabamba is drafting the design for a double lane on this existing road.
Petrolera-Valle Alto, for which the proper coordination was carried out for the
location of this work). The double track Caracollo - Colomi at this point will pass
1.7 meters below the existing track, and to the new double track Petrolera-Valle Alto
They will incorporate embanked branches to make all the connections with the double.
Caracollo - Colomi road. This decision was made because the existing road has
a more uniform slope than the double track Caracollo - Colomi, avoiding greater
earthworks.
At Progressiva 1+550 there is a gas pipeline crossing, it is buried, for the
what is the gradient of the road that goes above, in such a way that the due can be given
protection and does not affect its operation.
At Progressiva 0+980 and 1+980 there are two gas pipeline crossings, which for reasons
of the slope of the roadway, the vertical line should pass underneath said infrastructure;
the design anticipated enforcing the minimum clearance for the crossing to be aerial,
therefore, two special works must be implemented to ensure continuity of this
gas pipeline
Two level returns are expected for the Olimpo Urbanization plus a vehicular stop.
on the progressive 1+400 in order to ensure the continuity of vehicular traffic.
At Progresiva 5+070, there is an important gas pipeline crossing because it is
inevitable to make a high cut. A special work must be placed, either overhead or
underground to ensure the continuity of the gas pipeline.
At the progressive 7+750 there is a crossing with a local road that connects Sacaba-
Tolata, although this road currently has low traffic, the double lane provided continuity.
to that path with access through two returns.
At Progressiva 10+300, there is an urban area near the road, which is why it has been
A one-way return and a return are planned for the entry to the Double lane.
From the progressive 12+400 to 12+860, there is a restriction in the layout.
since there is a high-tension tower on the right and a church on the left
community, the design completely avoids these two points in such a way that the
Effective width of the road did not affect this infrastructure. Additionally in
this site has an intersection with an existing local road, which connects to Sacaba
with the Angostura Lagoon, for which access and returns at grade were anticipated for the
entry and circulation on the road.

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In Progresiva 18+150 near the Aguada Population, there is a secondary road.

used by the inhabitants to access their farming areas, which is why it was laid out
accesses with returns at level.
At progressive 19+660, access to poultry farms and a dam is available.
actual construction, which made it necessary to trace access points and returns.
In the progressives 20+060 to 20+160, there is a curved bridge with abutments that
they will support in reinforced earth walls in such a way as to minimize the impacts on the
to the left of the track where there is an important cultivation area (vineyard), which is
out of the right of way.
At the progressive 23+630 there is access to a local road, for which
provided for proper access and return to level.
In the progressive 24+770 and 24+890 a curved bridge was designed with a minimum radius of
100m, this curvature was chosen because this area has sites with large
depressions.
At Progresiva 25+600, there is a trumpet-type distributor for entry into Melga.
the structure is composed of a 4-way overpass, along with the
due vehicular branches.

MELGA - COLOMI (EXISTING ROUTE)

The beginning of the line is at progressive 25+600 at the Melga distributor.

On the progressive 26+220, a return and access have been designed that connects the
Santa Rita urbanization with the Dual Highway.
Access to the Melga cemetery is planned at progressive 26+550.
Vehicle stops were anticipated at progressive point 27+090, due to being an area that...
communicate directly to the Church of Melga.
On progressive 27+540, an overpass over the double lane is planned, which will be
2 bidirectional lanes, this work was implemented due to the refusal of the
community to sign the public consultation if such request was not taken into account.
At Progressiva 28+800, road improvements were made by increasing the radius to
240m, this is due to the fact that constant accidents have occurred in this sector.
In the progressive 29+140, the radius was improved as it was another site of potential accidents.
From the progressive 29+260 to 29+820 there are two accesses plus a return at level.
for the entrance to the dual way of the neighboring communities.
On progressive 34+100, there is the La Cumbre sector where the axis passes through the
center of the existing road, in such a way as to have the least amount of impact,
In this sector, two level returns were also implemented.
At the progressive point 37+820, the geometry of the track was improved, due to the fact that it presents
very tight and dangerous curves.
At the progressive 38+960 and 40+090, there are at-grade roundabouts for access to
Tiraque and Aguirre respectively.

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At progressive 40+900 there is a toll before entering Colomi which was

located in the existing toll sector.
From progressive 41+700 to 46+300, we have the urban road of Colomi, which
It reaches almost the end of the project at the height of the barracks. This urban road consists of 8
tracks, of which 4 are exclusively for double and the other 4 for traffic
Urban under the responsibility of the Municipality.

At progressive points 44+350 and 46+300, there are at-grade roundabouts on urban roads.
and give higher priority to the Dual Route, the roads for urban traffic should take priority
to its internal traffic and enter the road only through the two proposed roundabouts.
At progressive 45+350 there is a level crossing of 2 bi-directional lanes that
crosses the urban road, which connects the street of the main road with an access
important and to the Colomi market.
The route trace exists; the axis and the gradient were defined in such a way as to take advantage of the
existing pavement.
In the road design, the horizontal geometry was improved throughout the section, trying to
always look for the most economical solution.
The project ends at Progressive 46+632.25 with the coordinates N:
8081471.8313 E: 832275.1483 (UTM-WGS 1984 Datum, Zone 19 South, Meter; Cent.
Meridian 63d W) in the town of Colomi.

Section 4 is located between two UTM zones, 19 and 20 South.

decided to bring everything to UTM-WGS 1984 Datum geographic coordinates, Zone 19 South,
Meter; Cent. Meridian 69d W, this is for the reasons of avoiding working with two time zones
different which makes the work difficult.

The horizontal geometric elements of Section 4 are detailed in Annex A 'FORM'

HORIZONTAL ELEMENTS" (See Attachments)

5.10.2 VERTICAL GEOMETRY

The road definition of vertical geometry is made by enforcing all the

recommendations presented in the ABC in this report.

NARROWS CROSSING - MELGA (OPENING)

From the complete cloverleaf distributor at progress 0+200 to progress

5+340 has a very steep incline, although an attempt was made to find the route.
more suitable, however a maximum slope of 8% had to be adopted in
some sectors in order to overcome are pending (logically with the due
rest stops.
At Progressiva 5+070 there is an important gas crossing, as it is required
make a closed cut with a height of around 30m. Although it was analyzed the

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possibility of building a tunnel, this solution is much more expensive, so it was opted
for the cutting alternative.
From progressive 5+340 to Melga, the slope of the track is relatively
uniform and do not exceed 7%. However, due to the rugged topography,
It is necessary to make elevated cuts.

MELGA - COLOMI (EXISTING ROUTE)

Starting from the progressive 25+600 to 38+900, the existing track has a slope.
of almost constant ascent, with an average slope of 7.00% to 7.5% without any type
for rest. To minimize the effects of this steep slope, it is being
implementing in the Dual carriageway an auxiliary lane for slow traffic. On the other hand,
in places where the slope is reduced to less than 5%, the section will be maintained
typical normal of the route.
Starting from the progressive 38+900, the longitudinal slope is more uniform until the end.
of Project.

The horizontal geometric elements of Section 4 are detailed in Annex B "SHEET

VERTICAL ELEMENTS

5.10.3 VELOCITY DISTRIBUTION

The speed distribution for section 4 in its entirety is presented as follows.

way

Table 5.14: Speed Distribution Chart

SPEED CHART
SPEED
START END LONGITUDE [m] OBSERVATION
[Km/hr]
0+000.00 1+600.00 60 1600 Opening
1+600.00 5+250.00 50 3650 Opening
5 + 250.00 8+300.00 60 3050 Opening
8+300.00 12+750.00 70 4450 Opening
12+750.00 117.00 60 4350 Opening
117.00 381.00 80 4260 Opening
381.00 24+600.00 70 3240 Opening
24+600.00 27+800.00 50 3200 Opening
27+800.00 32 + 450.00 70 4650 Existing Route

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SPEED CHART
SPEED
START END LONGITUD [m] OBSERVATION
[Km/hr]
32+450.00 36+450.00 80 4000 Existing Route
36+450.00 38+800.00 60 2350 Existing Route
Urban Zone of
38+800.00 46+632.25 80 7832.25
Colomi
Total Length [m] 46632.25
Source: Own Preparation

The distribution of speeds was made based on the characteristics of the alignment.
horizontal as well as vertical.

5.10.4 ACCESS, DISTRIBUTORS AND ROUNDABOUTS

The location of the access points, distributors, and roundabouts is detailed below in the
next table:

Table 5.15: Accesses, Distributors, and Roundabouts of Segment 4

ACCESS POINTS, DISTRIBUTORS, ROUNDABOUTS, AND UNDERPASSES
No PROGRESSIVE SIDE TYPE OBSERVATION
1 0+200 - DISTRIBUTOR Distributor of the Angostura Crossing
Crossing with the local road of Sacaba -
2 7+756 RIGHT ACCESS
Angostura Lagoon
Crossing with local road of Sacaba -
3 7+768 LEFT ACCESS
Angostura Lagoon
Intersection with the local road of Sacaba -
4 12+539 RIGHT ACCESS
Angostura Lagoon
Crossing with local road of Sacaba -
5 12+704 LEFT ACCESS
Angostura Lagoon
6 18+089 LEFT ACCESS Crossing with the local road of the Aguada
7 18+178 RIGHT ACCESS Crossing with the local road of the Aguada
8 19+657 RIGHT ACCESS Intersection with rural road
9 19+663 LEFT ACCESS Crossing with local road
10 23+619 RIGHT ACCESS Crossing with a local road
11 25+600 - DISTRIBUTOR Melga Distributor
12 26+020 LEFT ACCESS Access to Santa Rita
13 26+226 LEFT ACCESS Access to Santa Rita
14 26+521 RIGHT ACCESS Access to the Melga cemetery
15 27+091 LEFT ACCESS Access to the Church of Melga
16 27+383 RIGHT ACCESS Access to Melga
17 27+540 - Overpass Melga
18 29+267 RIGHT ACCESS Access to population
19 29+813 RIGHT ACCESS Access to population
20 31+563 LEFT ACCESS Access to population
21 32+716 LEFT ACCESS Access to the population

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ACCESS, DISTRIBUTORS, ROUNDABOUTS AND UNEVEN STEPS

No PROGRESSIVE SIDE TYPE OBSERVATION
22 33+760 RIGHT ACCESS Access to population
23 33+834 LEFT ACCESS Access to population
24 33+952 RIGHT ACCESS Access to the population of the Summit
25 34+448 RIGHT ACCESS Access to the population of the Summit
26 38+963 - ROTUNDA Roundabout at the Tiraque crossing
27 40+086 - ROTUNDA Roundabout at the Aguirre Crossing
28 44+350 - ROUNDBOUT Roundabout at the level of Colomi urban area
29 45 + 355 - Overpass in Colomi
30 46+304 - ROUNDABOUT Roundabout at the level of Colomi urban area
Source: Self-made

5.10.5 LOCATION OF BRIDGES AND VIADUCTS

The location of major artworks is specifically situated in the opening section.

from Cruce Angostura to Melga, the list of the location of bridges and viaducts is given to
continuation:

Table 5.16: Location of Bridges and Viaducts

BRIDGES SECTION 4
Progressive Progressive Progressive Length Length
No. Work
Location Start Final Initial Last
1 4+195 4+146.06 4+253.96 107.90 107.90 viaduct over the ravine
2 6+480 6+420.00 6 + 511.86 91.86 91.86 viaduct over the creek
3 7+380 7+330.00 7+421.86 91.86 91.86 viaduct over the ravine
4 8+695 8+674.60 8 + 723.83 49.23 49.23 viaduct on/broken
5 12+200 12+150.00 12+241.86 91.86 91.86 Bridge over river

6 14+100 14+096.70 14+127.30 35.00 30.60 35 m beam bridge

7 14+450 14+402.00 14 + 490.06 60.00 88.06 Two-span beam bridge of 30
8 14+770 14+744.33 14+805.64 60.00 61.31 Girder bridge with 2 spans of 30
9 14+990 14+965.00 15 + 056.86 90.00 91.86 Three-span beam bridge of 30
10 15 + 820 15+775.24 15+883.14 107.90 107.90 viaduct over the ravine
11 17+630 17 + 589.92 17+772.84 182.92 182.92 the bridges 17+620 to 17+720 were joined
12 20+110 20+018.51 20+211.49 150.00 192.98 viaduct over the ravine
13 530 20 plus 463.00 20+563.00 100.00 100.00 viaduct over the ravine
14 21 + 700 21+677.00 21738.88 35.00 61.88 Single-span beam bridge of 35
15 22+690 22+646.98 22+735.01 60.00 88.03 Two-span beam bridge of 30
16 23+830 23+798.00 23 + 871.26 70.00 73.26 Beam bridge of 2 spans of 35
24+756.55 24+912.82 156.27
17 24+850 146.50 Bridge over river
24+765.74 24+903.63 137.89
Source: Own elaboration

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5.10.6 LOCATION OF WALLS

The walls of section 4 are detailed in the following table:

Table 5.17: Location of Cyclopean Concrete Walls

TYPE OF
Cyclopean Concrete Wall [m]
STRUCTURE
Height of Distance to the outer berm [m] Total general
Walls 0 5 10
1.5 250 250
2 105 105
2.5 225 225
3 250 10 260
3.5 255 255
4 145 145
4.5 625 20 20 665
Total general 1855 30 20 1905
Source: Own Preparation

Table 5.18: Location of Reinforced Earth Walls

TYPE OF
Reinforced Earth Walls [m]
STRUCTURE
Distance to the berm
Height of Walls external [m] Total general
0 5
6 1095 55 1150
8 805 805
10 630 630
12 440 10 450
15 435 435
18 470 470
21 330 330
24 130 130
Total general 4335 65 4400
Source: Self-made

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5.10.7 EARTH AND MATERIALS MOVEMENT

The earthworks and volume of materials for section 4 are detailed in the following table.
summary.

Table 5.19: Summary of Earth Movement and Material Volumes

MATERIAL VOLUMEN TOTAL [m3]
Earth movement (Cut) 6739757.18
Earthworks (Embankment) 2225987.26
Pavement 83449.98
Treatment 5999.76
Base 206956.81
Subbase 344905.03
Source: Own Preparation
Note: the volumes of earthworks are bank volumes.

5.11 JUSTIFICATION OF THE ROAD ALIGNMENT OF SECTION 4

a) DISTRIBUTOR OF THE ANGOSTURA CROSSING (Progressive 0+200)

A four-leaf clover type roundabout was designed, which intersects the road.
current (Petrolera-Angostura) with the dual carriageway. Although the current road has 2 lanes.
bidirectional, the Governor's Office of Cochabamba is currently working on the final design
the widening of this road to a Dual Carriageway, due to the high traffic it presents
same. Given the importance of this point of intersection, the project defined the
Location of a distributor, which has an almost 30m clear span underpass.

The Double Track Caracollo-Colomi will pass 1.7 m below the current track, which is why the track
Petrolera-Angostura will have to pass over our projected route, this is due to that
the projected road has a uniform longitudinal slope, minimizing the volumes
of earthworks in the implementation of this distributor.

b) URBANIZATION OLIMPO II (1+400)

It was planned for the dual carriageway to pass next to the Olimpo neighborhood, for which a ...
vehicle stop (Prog. 1+400) and 2 level returns (Prog. 1+050 and Prog. 1+750), these
road elements will be able to connect the urbanization of Olimpo with the dual carriageway
continuity to future vehicular flow.

The returns in Program 1+030 and 1+740 were placed in such a way that they do not affect the
no way to the urbanization of Olimpo II, that is why they were placed next to
left since the right side is mostly urbanized.

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c) ROAD CROSSING - LOCAL ROAD (7+750)

At this point, there is a vehicular intersection with a rural road that connects to Sacaba.
with Tolata, this rural road is quite winding and crosses the entire mountainous area.
this road junction has two accesses (Prog. 7+760 and Prog. 7+770) and two at-grade returns
(Prog. 6+150 and Prog. 7+950) will provide the necessary communication of these intersections
with the project's dual channel.

d) URBANIZATION (10+300)

In this progress, the location of two at-grade returns was anticipated (Prog. 9+980 and Prog.
10+970), in this sector it is expected that the urban sprawl will approach the Dual carriageway in the
future, it is necessary to anticipate the entry or exit of vehicles.

e) ROAD CROSSING - LOCAL ROAD (12+700)

In this place, another vehicle crossing is presented with the local road that connects to Sacaba.
with Laguna Angostura. At this roadway intersection, two access points were established (Prog. 12+550 and Prog.
12+700) and two returns (Prog. 12+500 and Prog. 12+830), infrastructure that will provide the necessary
communication of these intersections with the dual road of the project.

This site also has a church and a high voltage tower, such infrastructure does not
it was affected by the stroke.

f) ROAD CROSSING - AGUADA ACCESS (18+150)

In this place, there is access to a rural road, which is currently used for
transport the agricultural products of the local residents, in public consultations
the local inhabitants demanded that this access to their land not be removed,
therefore, it was agreed to implement two accesses (Prog. 18+100 and Prog. 18+180)
with their respective returns at level (Prog. 17+250 and Prog. 19+770).

g) ROAD CROSSING - LOCAL ROAD (19+650)

In this sector, there is access to a local road that is used by a farm.

poultry and it is the access to a reservoir currently under construction, in the project a design was made
access on both sides of the double track (Prog. 19+660) with two at-grade returns (Prog.
19+510 and Prog. 19+770.

h) ROAD CROSSING - ACCESS (23+630)

In this place, there is access to a local road, which is used for entry to
crop areas and an important dam, for which access was designed.
(Prog.23+630) and a return to level (Prog. 23+520) was arranged, with this infrastructure it was given

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solution to access, and this same return will additionally use the population of Melga
due to its proximity.

i) MELGA DISTRIBUTOR (25+650)

The Melga distributor is of the trumpet type with a grade-separated junction, this distributor
connect the double track with the existing track, and then continue along this track.

Under the recommendation of the ABC, this existing road (Sacaba to Tutimayo) will become
the future in double lanes, the Melga distributor was designed to connect the 2 double lanes,
this is due to the high traffic that both roads will present in the future. This distributor will give
continuity of uninterrupted vehicular flow, ensuring road safety.

Initially, a layout with a at-grade roundabout was proposed at station 20+700, which was
dismissed due to social issues, furthermore this area has steep slopes
and it is not possible to place a roundabout level at that site.

The problems presented by this route are the crossing of gas pipelines at the progressions.
25+430 and 25+225, the first is a main gas pipeline and it was verified that the crossing complies with the requirements.
technical specifications of YPFB to provide the most optimal solution. In the second case, it is
It is necessary to move the gas pipelines to avoid risk in their operation.

j) URBANIZATION SANTA RITA (26+150)

In this area, intersections were planned (Prog. 26+020 Prog. 26+230) and a level return.
(Prog. 26+130), this is due to the request of the communities and to ensure the continuity of the flow.
access vehicle to the dual carriageway.

k) URBAN AREA OF MELGA (27+090)

In the urban area of the town of Melga, the necessary accesses were provided (Prog. 26+550
Entrance to the Melga cemetery and Prog. 27+380), vehicle stops (Prog. 27+090).

It was about ensuring that the impacts are as minimal as possible within the 30-foot right-of-way.
m (15 m on each side).

l) MELGA LEVEL CROSSING (27+540)

It was intended to locate a level crossing 200m above this point, however
for social reasons, a closer return could not be arranged, additionally the
inhabitants of the area demanded a route to connect both urban areas of
to access the church of said population. In response to these demands, it was proposed and

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it agreed on the design of a 2-lane overpass with bidirectional traffic of 3.5m for each lane
and one meter of external berm.

m) ACCESS (29+500)

From the progressives 29+260 to 29+820 there are accesses to the right plus a return at level
At the progressive 29+870, all these road elements are arranged to provide the necessary
communication to the neighboring populations regarding the dual road, so that there is consensus
of said populations with the proposed design.

n) IMPROVEMENT OF CURVES (29+140 and 32+300)

The existing road at these two sites has sharp curves and additionally
they present slopes of more than 7%, which makes the stretch dangerous having occurred
accident constants, according to the accident report. For this reason it was decided
improve the horizontal alignment by increasing the design radius, but
trying to avoid high earthworks.

o) POPULATION OF THE SUMMIT (34+100)

The residents in this area requested returns on the entry and exit of the sector (request
specified in the public consultations), for which two returns at level were designed (Prog.
33+700 and Prog. 34+580), located in places that have the least possible impact,
An access to communicate with the dual carriageway was also added.

p) IMPROVEMENT OF THE TRACE (34+600 to 38+900)

In this section, the horizontal alignment was improved, as the existing road has...
with inadequate geometry and has a slope of around 7% (not counted
with transition spirals and others).

ADDITIONAL LANES FOR SLOW TRAFFIC

The existing road has steep slopes in extended sections, which does not have
with rest areas on inclines for heavy traffic causing traffic congestion.
To minimize this effect, it was decided to use the outer berm as an additional lane for the
slow traffic in the following progressives:

Prog. 26+400 to Prog. 28+930

Prog. 29+910 a Prog.38+830
Prog. 34+350 to Prog. 37+750

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These sites have slopes of around 7% over very long stretches, which is why
It has deemed it appropriate to employ a typical section with additional lanes for slow traffic.
(view engineering plans)

r) ROUNDABOUTS AT INTERSECTION TIRAQUE AND AGUIRRE (38+960 and 40+090)

These roundabouts were positioned in such a way that the impacts are minimal.
possible.

La rotonda del cruce a Tiraque fue emplazado alrededor de 40 metros adelante del actual
access point, due to the fact that the current crossing has space limitations, for

The Aguirre roundabout was designed at the request of the community, expressed in the
public consultation held. While this solution affects several houses, the residents
they accepted the proposed solution.

TOLL ENTRY TO COLOMI (40+900)

The new toll will be located at the same site as the current toll, so the current
infrastructure must be expanded to ensure high traffic and avoid waits.

The type of toll will consist of 7 booths, of which the necessary ones will be enabled according to the
traffic demand.

URBAN AREA OF COLOMI

The urban area of Colomi begins at prog. 41+700, so there will be a transition of the
typical section of the dual carriageway (four lanes) to the typical section of the urban area (eight
rails), with a transition length of about 250 m.

The typical urban section of Colomi consists of 8 lanes, 4 lanes for double traffic.
way and 4 lanes for urban traffic in Colomi. The urban section was agreed upon with the
Alcandía de Colomi according to the needs and forecasts that the mayor's office will adopt within
your urban plan.

The urban section ends at the progressive 46+300 for which there will be a transition.
together with a level roundabout.

It should be clarified that the volumes and movements of earth were quantified only for the
double lane (only for the lanes of the main double lane), since it was agreed that for the

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The urban traffic of Colomi will be handled by the municipality of Colomi; the volumes were quantified.
of pavement, base layer, sub-base layer, and earthworks.

u) ROUNDABOUTS AT COLOMI LEVEL (44+350 and 46+300)

The roundabouts at ground level serve to connect urban roads with double lane roads.
Through this, greater priority was given to the dual lane traffic as it has higher traffic.

The location of the first roundabout was agreed upon with the Colomi mayor's office, as this
The area in the future will be a sector of high urban growth.

The second roundabout is located at the end of the urban area of Colomi, in the access sector.
At the Colomi barracks, this roundabout will serve as a transition from the urban road to the dual carriageway.

The project concludes at progressive 46+632.25, before the fork to Corani.

v) COLOMI OVERPASS (45+359)

The overpass will cross the urban road with a length greater than 60m, this overpass
The gradient will consist of 2 bidirectional lanes of 3.5m per lane and 1m of shoulder on each side.
side.

This overpass is justified because it will connect the main square with the market.
from Colomi, providing a high vehicular traffic, additionally in this sector there is
a local road that passes over an existing bridge towards a nearby town, this traffic
he will cross the double track via the underpass.

5.12 BIBLIOGRAFÍA

The following bibliography was consulted:

Manual and Standards for the Geometric Design of Roads, S.N.C., 1990.
American Association of State Highway and Transportation Officials, AASHO 1996
Geometric Design Standards for Rural Roads
National Roadway Direction - ARGENTINA
Design Standards DNER - BRAZIL
Road Study and Project, Jacob Carciente
Road Statistics 1997 - 1998, S.N.C.
ABC Highway Design Manual, Year 2007
Manual of devices for Road Traffic Control of the ABC

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ANNEXES

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ANNEX A
ELEMENTS FORM
HORIZONTALS

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ANNEX B
VERTICAL ELEMENTS FORM

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