<![CDATA[Geometric road design begins with route selection, yet Indonesian practice generally treats route weighting and alignment computation as two separate exercises, so the geometric and safety consequences of a chosen route are seldom traced back to the weighting decision itself. This study designs a 975,11 m segment of a class II arterial road (STA 8+925 to STA 9+900,11) in Sleman Regency, Indonesia, and links both stages explicitly. Three candidate routes were ranked using a weighted sum model over seven technical, non-technical, and economic criteria. The selected route was then designed following the Indonesian inter-urban geometric design guideline No. 038/TBM/1997 for a design speed of 70 km/h, and every criterion was re-verified through an independent, fully reproducible recomputation. Route 1 ranked first with a score of 3,45 against 3,25 and 3,10. A weight sensitivity test, however, revealed that the technical and economic blocks do not discriminate between the two leading routes at all: the entire margin rests on one qualitative social-conflict criterion, and the ranking collapses into a tie once that weight is redistributed. The alignment produced two curves of 165 m radius, a spiral-circle-spiral with a deflection of 39,72 degrees and a spiral-spiral with 24,32 degrees, a curve widening of 2,386 m, a stopping sight distance of 106,51 m, and a passing sight distance of 436,95 m To provide sufficient overtaking sight distance, the two curves require lateral clearance zones of 245.83 m and 268.66 m, respectively. Since these requirements cannot be met, both curves must be designated as no-overtaking zones. An evaluation of the alignment coordination shows that two of the five requirements have not been met; therefore, the design requires geometric revisions and re-verification before it can be finalized.]]>
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