!"#$%#$"!$&

!&

'()'*+,&-./()0&

12345.'.0/(6.&789:;:;<&=25&-4*'&=(.>-&.0)(0..5/&

&

&

!"#$%#$"!$&

?24(1/&

1.0 DESIGN STANDARDS

2.0 BASIC CONSIDERATIONS 9/23/13

3.0 ELEMENTS OF DESIGN

4.0 OTHER FACTORS AFFECTING GEOMETRIC DESIGN

5.0 CR10/26/2012OSS SECTION ELEMENTS

!"#$%#$"!$&

1.2 DEFINITION

Design Criteria/Standards are generally accepted set of values considered reliable or authoritative which is used as the basis for design. Some commonly accepted criteria/standards are supported by research while others represent a pooling of judgment of many design engineers. Seldom however can they be considered as exact beyond debate. Design Criteria/Standards are minimum requirements which could either be a minimum value, as in minimum radius or a maximum value as in maximum recommended superelevation.

10/26/2012

1.3 PURPOSE AND DEPARTURE FROM STANDARDS

The primary purpose of establishing the Design Criteria/Standards is to provide consistency in the designs. By adapting these Criteria/Standards and avoiding abrupt changes in these standards, we would be ensuring that every design element conform to the driver’s expectations while using the road thereby contributing to a smooth flowing and accident-free facility.

10/26/2012

!"#$%#$"!$&

$&

Design policies and standards generally represent minimum requirements – caution should therefore be exercised when using borderline values. Higher or optimum standards may be used within reasonable economic limits. To ensure uniform practice, lower design standards should not be used unless it has been reviewed by the Bureau of Design and approved by the concerned DPWH Secretary.

10/26/2012

1.4 SOURCES OF STANDARDS AND OTHER PUBLICATIONS

Introduction to the sources of the basic criteria and other books would be one of the most important benefit we can derive from this presentation. Some of the more important reference materials are the following:

10/26/2012

•  +& 4@A:BC& @;& )D@ED78:B& -DF:<;& @G& 5H89A&':<IJ9CFK&++/'?2K&!L%M&

•  +&4@A:BC&@;&)D@ED78:B&-DF:<;&@G&':<IJ9CF&9;N&/78DD7FK&++/'?2K&!LLO&

•  -DF:<;& )H:NDA:;DFK& 18:7D8:9& 9;N& /79;N98NFK&6@AHED&((K&-4*'&

•  ':<IJ9C& .;<:;DD8:;<K& 2<ADFPC& Q& ':BRFK&*:ADC&Q&/@;FK&!LS$&

•  ':<IJ9C& 4A9;;:;<&39;H9AK& 6@AHED& ((K& -4*'K&!LS$&

•  -4*'& /79;N98N& /TDB:UB9V@;FK& 6@AHED& ((K&!LLM&

&WFDD&+;;DX&!YOY$K&3:;:EHE&-DF:<;&/79;N98NF& G@8&4I:A:TT:;D&

':<IJ9CFZ&&&&

!"#$%#$"!$&

!"#$!%&'!(&$"!)*+$ ,-"&'$.//$ .//$0$1//$ 1//$0$2///$ 2///$0$.///$$ 34'&$#5!-$.///$

?5+==(1&20&24.0(0)& 3(0(3[3& -./(5+\>.& 3(0(3[3& -./(5+\>.& 3(0(3[3& -./(5+\>.&

-./()0&/4..-&&&W]3#'Z&

=>+?&?242)5+4',& %"& ^"& ^"& L"& S"& L"& L"& !""&

52>>(0)&&&&&&&_& O"& M"& %"& S"& %"& S"& ^"& L"&

32[0?+(02[/&&&&_& `"& O"& O"& M"& M"& %"& %"& ^"&

5+-([/&&&W3.?.5Z&

=>+?&?242)5+4',& !`"& !%"& !%"& $""& $$"& `$"& $""& `M"&

52>>(0)&&&&&&&_& M"& S"& !$"& $$"& !$"& $$"& !%"& $""&

32[0?+(02[/&&&&_& `"& M"& M"& S"& S"& !$"& !""& !%"&

)5+-.&&&W4.51.0?Z&

=>+?&?242)5+4',& %Y"& %Y"& MY"& `Y"& OY"& `Y"& OY"& `Y"&

52>>(0)&&&&&&&_& SY"& ^Y"& %Y"& %Y"& MY"& MY"& MY"& OY"&

32[0?+(02[/&&&&_& !"Y"& LY"& SY"& %Y"& ^Y"& %Y"& ^Y"& MY"&

4+6.3.0?&&&&*(-?'&W3Z& !aOY"#OY"& $a`Y"M#%Y!& $a`Y`M#%Y^"& $a`Y`M#%Y^"& $a`Y`M#%Y^& $a`Y%M#^Y`&

/'2[>-.5&&&&*(-?'&W3Z& "YM"& !Y"& !YM"& $Y""& $YM"& $YMW!YM&4+6.-Z&

$YMW!YM&4+6.-Z&

`Y"W!YM&4+6.-Z&

5()'?&2=&*+,&*(-?'&W3Z& $"& `"& `"& `"& `"& %"&

/[4.5.>.6+?(20&&W3#3Z& "Y"S&W3+aYZ& "Y"S&W3+aYZ& "Y"S&W3+aYZ& "Y"S&W3+aYZ&

3(0(3[3&-./()0&/?+0-+5-&4'(>(44(0.&'()'*+,/&

+00.a&!YOY$&

!"#$%#$"!$&

!"#$%#$"!$&

`&

!"#$!%&'!(&$"!)*+$ ,-"&'$.//$ .//$0$1//$ 1//$0$2///$ 2///$0$.///$$ 34'&$#5!-$.///$

?5+==(1&20&24.0(0)& 3(0(3[3& -./(5+\>.& 3(0(3[3& -./(5+\>.& 3(0(3[3& -./(5+\>.&

020&4+//(0)&/()'?&-(/?+01.&&&W3.?.5Z&

=>+?&?242)5+4',& SM& !"M& !"M& !%"& !`"& !^M& !%"& !SM&

52>>(0)&&&&&&&_& M"& %M& SM& !`"& SM& !`"& !"M& !%"&

32[0?+(02[/&&&&_& `M& M"& M"& %M& %M& SM& SM& !"M&

4+//(0)&/()'?&-(/?+01.&&&W3.?.5Z&

=>+?&?242)5+4',& O!"& OSM& OSM& %!M& MO"& %OM& %!M& %^"&

52>>(0)&&&&&&&_& $^"& `OM& O!"& MO"& O!"& MO"& OSM& %!M&

32[0?+(02[/&&&&_& $""& $^"& $^"& `OM& `OM& O!"& O!"& OSM&

?,4.&2=&/[5=+1(0)& )5+6.>K&15[/'.-&)5+6.>&25&15[/'.-&/?20.&\(?K&45./.56+?(6.&?5.+?3.0?K&/(0)>.&25&-2[\>.&\(?K&/[5=+1.&?5.+?3.0?K&\(?[3(02[/&3+1+-+3&4+6.3.0?&

\(?[3(02[/&3+1+-+3&4+6.3.0?K&-.0/.&25&24.0&)5+-.-&4>+0?&3(a&/[5=+1.&12[5/.K&\(?[3(02[/&12015.?.&/[5=+1.&12[5/.&

\(?[3(02[/&12015.?.&/[5=+1.&12[5/.&

\(?[3(02[/&12015.?.&/[5=+1.&12[5/.K&425?>+0-&1.3.0?&12015.?.&4+6.3.0?&

!"#$%#$"!$&

2.0 BASIC CONSIDERATIONS

The designer should always bear in mind these following basic consideration.

!  Functionality – The design must be simple yet

functional in respect to traffic volume. !  Consistency – The design must be consistent and must

avoid abrupt changes in design elements. !  Aesthetics – the design must be pleasing to the user

and to those living along it.

10/26/2012

2.0 BASIC CONSIDERATIONS

!  Completeness – The design must be complete – ensure effectiveness of the design by providing the necessary road signs, pavement markings and other important road appurtenances.

!  Cost – The design must be economical – this pertain not only to construction cost but to maintenance cost as well (consider life cycle cost).

!  Safety – The design must be safe for driving and should ensure confidence for the motorist.

10/26/2012

3.0 ELEMENTS OF DESIGN

3.1 sight distance 3.2 horizontal alignment 3.3 superelevation 3.4 widening 3.5 vertical alignment 3.6 combination of horizontal and vertical

alignment

10/26/2012

!"#$%#$"!$&

O&

3.0 ELEMENTS OF DESIGN

The volume of traffic, type of traffic and the required level of service are the factors determining the number and width of lanes, the width of shoulders and the design speed. All other design elements are a consequence of the design speed. The geometric parameters that contribute to the attainment of a given design speed are the following:

10/26/2012

3.1 SIGHT DISTANCE

Sight Distance is the distance along the roadway that an object is continuously visible by the driver. This should be considered in the preliminary stages of design when the horizontal and vertical alignment could still be subject to adjustments.

10/26/2012

3.1.3 Sight Distance Controls

On crest vertical curves, the sight distance is limited by the roadway surface. On horizontal curves, it is limited by a lateral obstruction beyond the roadway, such as a cut slope, clump of trees, bridge abutments, etc.

Design Controls : Height of Eye = 1.07 m. Height of Object = 0.15 m. (stopping) Height of Object = 1.30 m. (passing)

10/26/2012

3.2 HORIZONTAL ALIGNMENT

The alignment of a road is a series of straight line called tangents connected by curves. Normally, the largest possible radius of curvature ( flatter curves) should be provided unless earthworks, R.O.W, constraints and other critical conditions govern.

10/26/2012

!"#$%#$"!$&

M&

3.2.1 Circular Curves

Because of its perceived simplicity in calculations, circular/simple curve are widely used locally. The main drawback in the use of circular curves is in the development of superelevation especially in the critical borderline values of design speed and degree of curve. For this reason, circular curves should be used only when flatter curves are prevalent. Along tangents, there is no centrifugal force but at the point of curvature, full centrifugal force develops at once. The change from normal crown to full superelevation is therefore affected partly on the tangent and partly on the curve. This could be uncomfortable to the driver and his passengers especially on sharper curves at higher speed.

10/26/2012

3.2.3 General Controls for Horizontal Alignment

!  The alignment should be directional as possible, but should be consistent with topography.

!  Flatter curves should be used as much as possible with sharper curves used only on critical situations.

!  Consistent alignment should be observed, avoid abrupt changes from tangents to sharp curves.

!  Avoid presence of kinks in the alignment by using sufficiently longer curves.

10/26/2012

!  Avoid abrupt reversal in alignment ( it is difficult for drivers to keep to their lane). Also, superelevation may not be effected adequately.

!  Tangents are recommended oh high, long fills. !  When compound curve are necessary, R1 should

not exceed 1.5 R2 !  Avoid broken back curves (drivers usually expect

succeeding curves to be in opposite direction. !  Horizontal alignment should be coordinated

closely with profile. 10/26/2012

3.3 SUPERELEVATION

The superelevation is the transversal inclination of the road along the curve sections- also called banking of curves. When a vehicle travels on a curved section of the roadway, the vehicle is forced radially outwards by the centrifugal force. This force is counteracted by the side friction developed between the tires and the road and the superelevation. In DPWH Design Guidelines, it was assumed that the centrifugal force resulting from a speed equal to ! of the design speed is counteracted by the effects of superelevation (with the balance assumed to be counteracted by the side friction). Consistent with AASHTO Policy, DPWH Design Guidelines set generally desirable maximum superelevation rate of 8% (or 0.80 m/m width of roadway). For road systems where superelevation is a major design control, other limiting rates can be applied. 10/26/2012

!"#$%#$"!$&

%&

3.3.1 Formula

The required superelevation for various design speeds and radius is given by the formula:

e = 0.004 V2 R where: e = superelevation ; m/m V = design speed ; kph R = Radius of curvature ; m.

(see annex 3.3.1.1 for the Superelevation Chart, emax=8%, and Annex 3.3.1.2 Superelevation values for various speed and radius).

10/26/2012

3.3.2 Superelevation Run-off

Superelevation run-off is the length of roadway needed to accomplish the change in cross slope from a normal crown to a fully superelevated section- for practical purposes, the required length of spiral. Regardless of road width and superelevation rate, recommended minimum run-off lengths should be between 30-75 m. Length of superelevation run-off could be determined using the formula:

L = W * (nc+e) s

10/26/2012

L = W * (nc+e) s where: W = width of road ; m. nc = normal crown slope ; m/m. e = superelevation ; m/m s = relative slope between road edge & centerline

10/26/2012

note: in some cases, e s p e c i a l l y o n reverse curves, the values for s maybe e x c e e d e d , b u t seldom beyond 1%

Design Speed (kph)

maximum relative slope between edge of

pavement and centerline (%)

30 0.75

40 0.70

50 0.65

60 0.60

70 0.55

80 0.50

90 0.45

100 0.40 10/26/2012

!"#$%#$"!$&

^&

3.3.3 Methods of Attaining Superelevation

•  The most common method of attaining superelevataion is rotation about the centerline profile.

•  On simple curves, 2/3 of the superelevation run-off is placed on the tangent while the remaining 1/3 is placed on the curve – the effect would be superelevating when not yet needed (on tangents) and less applied superelevation (from point of curvature) when there is already full centrifugal force.

10/26/2012

•  On compound curves, there should be transition length where the decrease or increase in superelevation, if any, could be effected.

•  On reverse curves, the point of reverse curvature has a flat road surface with superelevation developed on the respective curve.&

!"#$%#$"!$&

3.4 WIDENING

Pavement widening on curves is the difference in pavement width required on a curve and that used on a tangent. On sharp curves, widening is provided to account for such factors as: 1) The difficulty of some drivers in steering on the center of their lane, and 2) The increased vehicle width because rear wheels generally track inside front wheels.

10/26/2012

3.5 VERTICAL ALIGNMENT

Simplicity in use and its close approximation of the necessary transition when entering and leaving a curve are the reasons why parabolic curves are used to connect tangents along vertical alignment. Parabolic curves may either be symmetrical or unsymmetrical – the latter should be avoided when possible. Vertical parabolic curves should provide adequate sight distance, safety, comfort (change in direction should be gradual), good drainage and pleasing appearance.

10/26/2012

!"#$%#$"!$&

S&

3.5.1 Maximum Gradient

Most passengers cars can readily negotiate grades as steep as 7 to 8 % appreciable loss of speed. On mountainous terrain 12 % is the recommended maximum gradient.

10/26/2012

3.5.2 Minimum Gradient

For economy of vehicle operation, grades should be as flat as possible. Level grades should be used only on adequately crowned (for lateral drainage) road sections on high fills. A minimum of 0.35 % gradient on high type pavements and 0.5 % gradient on through cut sections should be provided to effect longitudinal drainage.

10/26/2012

3.5.3 Critical Length of Upgrade

For 20T truck. This critical length of upgrade will effect a 25 kph reduction in speed below the average running speed. The following critical length of upgrade should be used as a guide, particularly in p rov i d i ng mo to r i ng information to drivers:

Upgrade % Critical length of

upgrade, m

3 500

4 340

5 240

6 200

7 170

8 150 10/26/2012

3.5.4 Design Control – Sight Distance

The required length of crest vertical curves to satisfy the requirements of minimum stopping sight distance, comfort and appearance should not be shorter than:

L = K * A

where L = minimum length of vertical curve, m.

K = constant for varying design speed A = algebraic difference in grades

10/26/2012

!"#$%#$"!$&

L&

RECOMMENDED K VALUE

Terrain FLAT ROLLING MOUNTAINOUIS

Design Speed 70 kph 60 kph 40 kph

Minimum K value

30 15 25 12 30 10

Desirable absolute Desirable absolute Desirable absolute

The minimum requirement of vertical curve without considering K – value is 60 m.

10/26/2012

3.5.5 Other General Controls for Vertical Alignment

•  A smooth grade line with type of highway and character of terrain is preferable over a grade line with numerous breaks and shorter tangent lengths.

•  The “roller coaster” or “hidden-dip” type of profile should be avoided.

•  Avoid a long upgrades, which on the opposite lane, may undesirably result to high downgrades speed of trucks.

10/26/2012

•  Avoid broken back grade line.

•  On long upgrades, it is preferable to break the sustained grade by introducing short intervals of lighter grade.

•  On intersections at end of upgrades, it is desirable to reduce the grade through the intersection.

•  Climbing lanes (extra lane) should be considered where critical length of upgrade is exceeded particularly for higher traffic roads.

10/26/2012

3.6 COMBINATION OF HORIZONTAL AND VERTICAL ALIGNMENT

There should be coordination between horizontal and vertical alignment – these should not be designed independently. The reason why presentation of drawings is such that the plan is shown on the upper portion while the profile is shown at the lower part is to facilitate checking. Always refer to the cross sections so that even at the early stages of design, the designer can already visualize locations of excessive cuts or fills and take note of the design controls before making the decision regarding design adjustments.

10/26/2012

!"#$%#$"!$&

!"&

4.0 OTHER FACTORS AFFECTING GEOMETRIC DESIGN

4.1 RIGHT OF WAY 4.2 DRAINAGE 4.3 ROAD SIGNS AND PAVEMENT MARKINGS 4.4 EROSION CONTROL 4.5 ROADSIDE TURNOUT AND REST AREAS 4.6 LIGHTING 4.7 UTILITIES 4.8 DRIVEWAYS AND ROADSIDE CONTROLS

10/26/2012

4.1 RIGHT OF WAY

!  For national roads, minimum R.O.W. should be 30 m. !  In undeveloped areas, minimum R.O.W. should be

60 m. !  Where existing R.O.W. are widened through

developed places, it is best to do the widening on one side to minimize property damage. Better design of existing alignment is always preferable than the road being controlled by the existing facility, however, overall economy of designs should always be taken into consideration.

10/26/2012

!  For multilane high capacity roads, the R.O.W. width should be dictated by the required number of lanes (including allowance for a wider highway section), the median, the curb and sidewalk, ramps, etc.

!  The location of existing properties, especially fixed structures should be indicated in the plans to guide the designer in the proper choice of alignment.

10/26/2012

4.2 DRAINAGE

!  Drainage should have adequate capacities and should be so located to minimize damage to property, to prevent saturation of the roadbed (always keep water out of the road) and to avoid flooding.

!  On curbed section, inlet should be properly spaced for quick draining.

!  Whenever practicable, the full cross section should be carried over culverts bridges – there should be no reduction of carriageway and shoulder width.

10/26/2012

!"#$%#$"!$&

!!&

4.3 ROAD SIGNS AND PAVEMENT MARKINGS Although safety and efficiency of operation depend much

on the geometric design, the road must also be provided with effective means of controlling, warning and informing motorists. The three (3) general types of highway signs are as follows

!  Regulatory Signs – indicates the required method of

traffic movement. !  Warning Signs – indicates hazardous conditions to

drivers. !  Guide Signs – used to direct traffic along the road or

towards a destination.

10/26/2012

Pavement markings, particularly the center line markings are important elements that guide the drivers especially at night. Caution should be exercised when using the edge markings on 2-lane highways since studies indicate that drivers tend to veer towards the center on these roads – which could be hazardous during higher speeds.

10/26/2012

4.4 EROSION CONTROL

Generally could be effected with the use of flat side slopes, slope roundings, properly designed drainage channels, the use of lined ditches, introduction of interceptor ditches, berms and by sodding of affected slopes.

10/26/2012

4.5 ROADSIDE TURNOUT AND REST AREAS

These are desirable elements on heavily traveled road and on those carrying recreation traffic. The design and location of these areas depend much on the character and volume of traffic, type of highway and adjacent land use.

10/26/2012

!"#$%#$"!$&

!$&

4.6 LIGHTING

Lighting of rural highways is seldom justified except on certain critical sections such as intersections, long bridges and areas where roadside interference is a factor. Consideration of the location of lighting poles should be made a factor in design of the above road sections.

10/26/2012

4.7 UTILITIES

Proper coordination with utility companies should be made during the preliminary design stages so that necessary adjustments in plans, with regard to placement or relocation of utilities, could be effected.

10/26/2012

5.0 CROSS SECTION ELEMENTS

5.1 PAVEMENT 5.1.1 Width of 2-lane Highways 5.1.2 Surfacing 5.1.3 Cross Slope

5.2 SHOULDERS 5.3 SIDEWALKS 5.4 GUARDRAILS 5.5 MEDIANS

10/26/2012

5.1 PAVEMENT

Relative to this topic, pavement is defined as the running surface of the road excluding the shoulders. Pavements may be classified as single lane, two-lane or multilane. A traffic lane is the portion of pavement allotted to a single line of vehicles.

10/26/2012

!"#$%#$"!$&

!`&

5.1.1 Width of 2-Lane Highways

The type of traffic generally governs in the determination of pavement width. Typical pavement width of 6.10 m. is generally adopted, with pavement width of 6.70 m. considered desirable. For roads with significant truck traffic, pavement width of 7.30 m. Should be considered. Pavement width in excess of 7.30 m. is not recommended since drivers will attempt to travel 3 vehicles abreast on a wide pavement.

10/26/2012

5.1.2 Surfacing

Pavement surfacing is normally a function of the traffic volume. Greater volume of traffic requires a better type of pavement than less trafficked roads. Refer to the minimum design standards (annex 1.4.2) for the recommended type of pavement surfacing.

10/26/2012

5.1.3 Cross Slope

The main purpose of the cross slope is to drain surface water. The rates of cross slope should normally conform to the following table:

Surface Type Range in Rate of Cross Slope (meter/meter)

High: AC, PCCP 0.01 to 0.02

Intermediate: AC, DBST 0.015 to 0.03

Low: Earth, Gravel 0.02 to 0.04

10/26/2012

5.2 SHOULDER

Shoulder is the width of road from the edge of pavement to the intersection of the shoulder and side slope planes. Minimum shoulder width should be 1.0 m. with up to 2.5 m. recommended on high trafficked roads. Shoulder should consist of materials wherein surface water can drain over it or through it (water should not penetrate the underlying layer through the shoulders).

10/26/2012

!"#$%#$"!$&

!O&

Shoulder should also be stable enough to resist occasional passing of traffic (especially on curves) and loads due to stalled vehicles. Desirably, the color and texture of shoulder surface should contrast the pavement (helps the driver in defining the travelled way).

10/26/2012

5.3 SIDEWALK

There is little or no provision of sidewalks on rural highways but this should be considered when the road passes through point of community development. When sidewalks are to be provided, minimum width should be 1.5 m. and this should be set back at least 1.0 m. from the curb. When setback cannot be sufficiently provided, the sidewalk width should be increased.

10/26/2012

5.4 GUARDRAILS

Corrugated metal beam guardrails spaced at 3.81 m. fixed to concrete posts are normally provided at points of hazards, particularly at high fills (>5.0 m.) as a guide in defining the roadway. These are designed to resist impact by deflecting the vehicle so that it continues to move at a reduced velocity along the guardrail.

10/26/2012

5.5 MEDIANS

Medians act as separator between opposing traffic. These are normally provided on roads designed for higher speeds. Minimum median width should be 1.22 m. Medians with width of 4.5 m. could be constructed without curbs.

10/26/2012

!"#$%#$"!$&

!M&

!!65#4$7$289:$

-./()0&6.'(1>.&

"&6)(-$%&5);*&$ ")3&-6)4-6$)-$3&#'&6$

?,4.& /,3\2>& *'..>\+/.&26.5'+0)& 26.5+>>&

>.0)?'&26.5+>>&>.0)?'& '.()'?&

=520?& 5.+5&

49FFD;<D8&198& 4& `Y`M& "YL!& !YM$& MY^L& $Y!`& !Y$$b!Y%S&

/:;<ADb[;:7&?8HBR&@8&\HF&

/[& %Y!"& !Y$$& !YS`& LY!M& $YML& !YSLbOY!$&

/DE:789:AD8&1@EP:;9V@;&

*\bO"&!$Y!L&

`YL%cSY$`&!Y$$& !YS`& !MY$O& $YML& $Y!`bOY!$&

/DE:789:AD8&1@EP:;9V@;&

*\bM"&!MY$O&

%Y!"cLY!O&"YL!& "Y%!& !%Y^%& $YML& $Y!`bOY!$&

?9PAD&$Y!&

!"#$%#$"!$&

.7*!-&$5)(5<!+$

3(0(3[3&4+//(0)&/()'?&-(/?+01.&=25&6+5(2[/&-./()0&/4..-&20&>.6.>&

?9PAD&`YO&b&9&

"&6)(-$6=&&"$>?@A$

3)-)3,3$=!66)-($")6#!-;&$B'4,-"&"C$

`"& $""&

O"& $^"&

M"& `O"&

%"& O$"&

^"& OL"&

S"& M%"&

L"& %$"&

!""& %^"&

!!"& ^O"&

!$"& S!"&

"&6)(-$6=&&"$%B>?@AC$

3)-)3,3$6#4==)-($6)(5#$

")6#!-;&$6B3&#'&6C$

>$'&3!'>6$

1234[?.-& 52[0-.-&

O"& M"& SYO$& SYM&

M"& %"& !"YSO& !!Y"&

%"& S"& !MYL$& !%Y"&

^"& L"& !SYMO& !SYM&

S"& !!"& $`YS^& $OY"&

L"& !`"& $SY`!& $LY"&

!""& !M"& `OY^S& `MY"&

!!"& !S"& O`Y"L& O`Y"&

!$"& $""& OSY%%& OLY"&

?9PAD&`YO&b&P&

6!($%&'#);!*$;,'%&6$0$>$%!*,&6$

!"#$%#$"!$&

"&6)(-$;')#&')!$0$<&#$=!%&3&-#$

3)-)3,3$6#4==)-($6)(5#$")6#!-;&$

-./()0&/4..-&

+//[3.-&/4..-&=25&120-(?(20&

4.51.4?(20&+0-&\5+].&5.+1?(20&

12.==(1(.0?&2=&

=5(1?(20&

\5+](0)&-(/?+01.&20&>.6.>&

/?244(0)&/()'?&-(/?Y&

?(3.& -(/?+01.& 1234[?.-&52[0-.-&=25&-./()0&

]E#I& ]E#I& /DB@;NF& 3D7D8F& =& 3D7D8F& 3D7D8F& 3D7D8F&

O"& `^& $YM& $%YSL& "Y`^& !MY`"& O!Y%L& M"&

M"& O^& $YM& `$Y%O& "Y`%& $OY"%& M%Y^"& %"&

%"& MM& $YM& `SY!L& "Y`O& `OYSL& ^`Y"S& S"&

^"& %$& $YM& O`Y"%& "Y`$& O^Y!!& L"Y!^& L"&

S"& ^"& $YM& OSY%!& "Y`!& %!YLL& !!"Y%"& !!"&

L"& ^S& $YM& MOY!^& "Y`"& ^LYM`& !``Y^"& !`"&

!""& S%& $YM& MLY^$& "Y`"& L%Y%S& !M%YO"& !M"&

!!"& L$& $YM& %`YSL& "Y$L& !!OYOM& !^SY`M& !S"&

!$"& LS& $YM& %SY"%& "Y$S& !`OYM!& $"$YM^& $""&

?9PAD&`Y`&!"#$%#$"!$&

;43=!'!#)%&$%!*,&6$0$"'+$=!%&3&-#$

3)-)3,3$6#4==)-($6)(5#$")6#!-;&$

-./()0&/4..-&

+//[3.-&/4..-&=25&120-(?(20&

4.51.4?(20&+0-&\5+].&5.+1?(20&

12.==(1(.0?&2=&

=5(1?(20&

\5+](0)&-(/?+01.&20&>.6.>&

/?244(0)&/()'?&-(/?Y&

?(3.& -(/?+01.& 1234[?.-&52[0-.-&=25&-./()0&

]E#I& ]E#I& /DB@;NF& 3D7D8F& =& 3D7D8F& 3D7D8F& 3D78DF&

O"& O"& $YM& $^YS"& "Y%$& !"Y!"& `^YL"& O"&

M"& M"& $YM& `OY^`& "Y%!& !%Y"^& M"YS$& M"&

%"& %"& $YM& O!Y^"& "Y%"& $`YM$& %MY$$& %M&

^"& ^"& $YM& OSY%M& "YML& `$YM^& S!Y$$& S"&

S"& S"& $YM& MMY%"& "YMS& O`Y$^& LSYS^& !""&

L"& L"& $YM& %$YMM& "YM^& MMY^`& !!SY$S& !$"&

!""& !""& $YM& %LYM"& "YM%& ^"Y"`& !`LYM`& !O"&

!!"& !!"& $YM& ^%YOM& "YMM& S%Y$^& !%$Y^$& !%"&

!$"& !$"& $YM& S`YO"& "YMO& !"OYMS& !S^YLS& !L"&

0@7Dd&&+//[3.-&/4..-&=25&120-(?(20&WeZ&+0-&12.==(1(.0?&&2=&=5(1?(20&(0?.542>+?.-&=523&&&++/'2&6+>[./&!"#$%#$"!$&

!"#$%#$"!$&

!%&

?+\>.&2=&/>24.&5+?(2/&+0-&/>24.&52[0-(0)&

!=='4D)3!#&$6*4=&$'!#)46$'.()'?&2=&/>24.&WEZ&

0+?[5.&2=&3+?.5(+>&1[?&

/>24.&5+?(2&=(>>&

/>24.&5+?(2&5.3+5]/&

"Y"&?2&!Y"& .+5?'& Od!& Od!&

!Y!&?2&$Y"& .+5?'& $d!& $d!&

!Y!&?2&$Y"&/2=?&521]K&125+>&/'+>.K&

1.3.0?.-&)5Y&

6+5(./&=523&!&?2&&!d!&

$d!&1[?&/>24.&/?+].&*(>>&

-.4.0-&[420&/?+\(>(?,&2=&3+?.5(+>Y&

!Y!&?2&$Y"& '+5-&521]&0+?[5+>&\5.+]&

W-DF:<;&/A@TD&fd!Z&$d!&

0+?[5+>&\5.+]&(/&/>24.&5./[>?(0)&+=?.5&\>+/?(0)&+0-&/1+>(0)&2=&>22/.0.-&3+?.5(+>Y&-./()0&4[542/./K&0253+>&/>24.&[/.-&(0&'+5-&

521]&*(>>&\.&fd!&

26.5&$Y"& .+5?'& !&gd!& !&gd!&

26.5&$Y"&/2=?&521]K&125+>&/'+>.K&

1.3.0?.-&)5Y&

6+5(./&=523&

g&d!&?2&&!d!&

!&gd!&&

1[?&/>24.&/?+].&*(>>&-.4.0-&[420&/?+\(>(?,&2=&

3+?.5(+>Y&

26.5&$Y"& '+5-&521]&0+?[5+>&\5.+]&

W-DF:<;&/A@TD&gd!Z&

fd!&?2&&

!&gd!&

!fd!&=(>>&/>24.&*(>>&\.&[/.-&20>,&*'.5.&=(>>&3+?.5(+>&120/(/?&2=&>+5).&521]&

=5+)3.0?/Y&!"#$%#$"!$&

6*4=&$'4,-")-($

'.()'?&/>24.&WEZ& 52[0-(0)&WEZ&

"&?2&OYM"& !YM"&

26.5&OYM"& $YM"&

?9PAD&`Y^&

!"#$%#$"!$&