MX Start

DESIGN OF ROAD PROJECT USING
HEADS AND MX ROAD SOFTWARE
DISSERTATION
SUBMITTED IN PARTIAL FULFILMENT OF REQUIREMENTS
FOR THE AWARD OF THE DEGREE OF
MASTER OF TECHNOLOGY
IN
CIVIL ENGINEERING
(Transportation Engineering)
BY
SACHIN DASS
(Roll No. 2062/06)
Under the Guidance of
Dr. S. N. SACHDEVA Dr. PRAVEEN AGGARWAL

Professor Assistant Professor
Department of Civil Engineering Department of Civil Engineering
National Institute of Technology National Institute of Technology
Kurukshetra Kurukshetra
\ srtfr^Ha<<i 'Q'î "^
NATIONAL INSTITUTE OF TECHNOLOGY

KURUKSHETRA-136119
February, 2010
CERTIFICATE
This is to certify that the dissertation entitled "DESIGN OF ROAD PROJECT

USING HEADS AND MX ROAD SOFTWARE" being submitted by Sh. Sachin Dass
(Roll No. 2062/06) to National Institute of Technology Kurukshetra for the award of
the Degree of Master of Teclinology in Civil Engineering (Transportation
Engineering), is a bonafide research work carried out by him under our supervision and
guidance. His dissertation has reached the standard of fulfilling the requirements of the
regulations related to the degree.
The contents in this dissertation have not been submitted in part or in full to any
other University for the award of any Degree or Diploma.
(Dr. STNTSachdeva) (Dr. I^lveen l&ggarwal)

Professor Asstt. Professor
Department of Civil Engineering Department of Civil Engineering
National Institute of Technology National Institute of Technology
Kurukshetra-136 119 Kurukshetra-136 119
Dated : o^.X-XoU
Place : NIT Kurukshetra
ACKNOWLEDGMENTS
I am indebted to a number of people who helped me throughout the course of this

dissertation. First and foremost, I would like to thank Dr. S. N. Sachdeva and
Dr. Praveen Aggarwal, my thesis supervisors, for all the guidance and encouragement
throughout this research work. I have learned a lot from them during the course of this
study and I feel very lucky to have had them as my thesis supervisors.
My thanks are also due to the faculty and the staff members of Civil Engineering
Department for their help throughout the dissertation work.
I could not have completed my thesis without the support of my friend and
colleague Mr. Vipin Chauhan. I greatly appreciate all his help that he provided
throughout my dissertation.
1 am also extremely grateful to my wife Reena Elizabeth George, who has

encouraged me throughout the course of this thesis, pushing me harder when I needed the
same and sympathizing with me when I needed a pat on the back.
Thanks to my parents who have supported me from the beginning. They are truly
a blessing in my life and I would not have been here at this position without their constant
love and support.
Finally, I would like to thank my savior Jesus Christ who has blessed me and
helped me to remain faithful throughout.
ytSACHIN DASS)
Roll No. 2062/06
i ACKNOWLEDGEMENTS
TABLE OF CONTENTS
Page
CERTIFICATE (i)
ACKNOWLEDGEMENTS (ii)
LIST OF TABLES (viii)
LIST OF FIGURES (ix-x)

CHAPTER
1. INTRODUCTION I.4
LI GENERAL 1
1.2 HEADS 1
13 MX ROAD 2
1.4 THESIS PROBLEM AND ITS OBJECTIVES 2
1.5 SCOPE OF THE STUDY 3
1.6 PRESENTATION OF THE THESIS 3
2. OVERVIEW OF MX ROAD AND HEADS 5-11
2.1 TEMPLATE AND STRING MODELLING 5
2.1.1 Station Strings 5
2.1.2 Contour Strings 5
2.1.3 Feature Strings 5
2.1.4 Point Strings 6
2.1.5 Master Strings 6
2.1.6 Section Strings 6
2.1.7 Earthwork Strings 6
2.1.8 Volume Strings 6
ni
CONTENTS
2.1.9 Mass-Haul Strings 7
2.1.10 Triangulation Strings 7
2.1.11 Text Strings 7
2.2 RELATED SOFTWARE AVAILABLE IN MARKET 7
2.2.1 AutoCAD Civil 3D design model 8
2.2.2 Bentley Inroads Suite design model 8
2.3 HEADS OVERVIEW 9
2.3.1 Application 9
2.3.2 Industry 9
2.4 MX ROAD OVERVIEW 9
2.4.1 Application 9
2.4.2 Industry 10
2.4.3 Organisation Types 10
3. ROAD GEOMETRIC DESIGN 12-30
3.1 GEOMETRIC DESIGN STANDARDS 12
3.1.1 Design Controls and Criteria 12
3.2 CROSS SECTION ELEMENTS 15
3.3 ALIGNMENT 16
3.3.1 Requirements 16
3.3.2 Factor Controlling Alignment 17
3.3.3 Horizontal Alignment Design 19
3.3.4 Guidelines on Super elevation 19
3.3.5 Radius of Horizontal Curve 19
3.3.6 Extra Widening 20
3.3.6.1 Mechanical Widening 20
' CONTENTS iv
3.3.6.2 Psychological Widening 21
3.4 VERTICAL ALIGNMENT DESIGN 21
3.4.1 Overview 21
3.4.2 Gradient 22
3.4.2.1 Types of Gradient 22
3.4.2.2 Grade Compensation 24
3.4.3 Summit Curves 24
3.4.3.1 Design Considerations 25
3.4.3.2 Length of Summit Curve 26
3.4.4 Valley Curves 27
3.4.4.1 Design Considerations 28
3.4.4.2 Length of Valley Curve 29
4. INPUT DATA STRUCTURE 31-36
4.1 INTRODUCTION 31
4.2 HEADS 32
4.3 MX ROAD 35
4.3.1 Database Creation 35
4.3.2 Auto Level Data Sample in MX Road 35
5. DESIGN STEPS 37-73
5.1 INTRODUCTION 37
5.2 STEPS FOR ROAD DESIGNING IN HEADS 39
5.3 STEPS FOR ROAD DESIGNING IN MX ROAD 51
5.3.1 Data Import Option: Chainage - Offset 51
5.3.2 To Use the Exe (Executable Programs) 52
5.3.3 Data Import Option: Total Station 55
CONTENTS
5.3.3.1 Creating a New Project 55
5.3.3.2 Data Import Option : Total Station 55
5.3.3.3 Creating a Survey Model from Imported Data 57
5.3.3.4 Surface Analysis 60
5.4 HORIZONTAL DESIGN 61
5.5 VERTICAL ALIGNMENT 62
5.6 ROAD DESIGN 62
5.7 PAVEMENT AND SUB GRADE DESIGN 63
5.8 EARTHWORK 64
5.9 QUANTITIES 65
5.10 DRAW PLAN/ VERTICAL PROFILE/ CROSS SECTIONS 66
5.11 ANNOTATION 70
5.11.1 Displaying Drawing the Ground Model 70
5.11.2 Create a New Plan Display 70
5.11.3 Assign Style and Feature Sets to a Model 70
5.11.4 Display the Ground Model 72
5.11.5 Creating a Plan Page Layout 73
6. DATA ANALYSIS AND DESIGN REPORTS 74-148
6.1 GENERAL 74
6.2 HORIZONTAL ALIGNMENT USING HEADS 74
6.3 VERTICAL ALIGNMENT USING HEADS 86
6.4 CROSS SECTIONAL ANALYSIS USING HEADS 92
6.5 EARTHWORK CALCULATIONS USING HEADS 116
6.6 HORIZONTAL ALIGNMENT USING MX ROAD 122
6.7 VERTICAL ALIGNMENT USING MX ROAD 127
] CONTENTS vi
6.8 CROSS SECTIONAL ANALYSIS USING MX ROAD 131
6.9 EARTHWORK CALCULATIONS USING MX ROAD 146
7. CONCLUSIONS AND SCOPE FOR FUTURE STUDY 149-152
7.1 CONCLUSIONS 149
7.2 SCOPE FOR FUTURE STUDY 152
REFERENCES 153
Vll
CONTENTS
LIST OF TABLES
Table Description Page

No.
3.1 , Design Speed on Rural Highways as per IRC 73:1980 14

3.2 Terrain Classification as per SP 23:1993 14
3.3 IRC Specifications for gradients for different roads as per SP 23:1993 22
4.1 Sample Data for feature LOTS using Total Station 34
4.2 Sample Data Auto Level Type I 34
4.3 Sample Data Auto Level Type 2 35
4.4 Auto Level Sample Data : Fixed Type 36
4.5 Auto Level Sample Data : Variable Data Type 36
Vlll
CONTENTS
LIST OF FIGURES
Fig. Description Page

No.
2.1 Typical Project Sequence 1\

3.1 Elements of Cross Sections 16
3.2 Representation of Gradient 22
3.3 Types of Summit Curves 25
3.4 Types of Valley Curves 28
4.1 Co ordinate Conversion for GPS and Total Station 33
5.1 Data Import Spreadsheet Option Window 51
5.2 Import Data Spreadsheet Option Window 53
5.3 Verify Data Panel 53
5.4 Right Click Menu in Verify Data Panel 54
5.5 Import Data Spreadsheet for Fixed type Data 55
5.6 Start up Panel for MX Road 56
5.7 String Naming Convention Window 57
5.8 File Menu 5g
5.9 Drop in Command Panel for MX Road 58
5.10 Survey Data Selection Window 59
5.11 Panel for Selecting Model 59
5.12 Import Data Spreadsheet Option Window 60
5.13 Surface Analysis Panel 60
5.14 Contour Display Menu 61
5.15 Horizontal Alignment Option Window 62
5.16 Road Design Option Window 62
5.17 Pavement Design Input Option Window 63
5.18 Pavement and Subgrade Design Option Window 64
5.19 Earthwork Model Details 65
5.20 Assign Earthwork Style Option Window 65
5.21 Volume Calculation Option Window 66
5.22 Create Profile Option Window 67
5.23 Additional Surface Menu ^^
5.24 Create Cross section Reference Details Panel 68
IX
CONTENTS
5.25 New Plan Display 70
5.26 Edit Model Style Window 71-
5.27 Display Model Window 71
5.28 Edit Model Defaults Display 72
5.29 Display Plan with Style Set 72
5.30 Save Page Layout Panel 73
6.1 Alignment for the proposed road using HEADS and MX Road 77
6.2 Cross Section drawn by HEADS Software at Chainage 0.000 " 95
6.3 Cross Section drawn by HEADS Software at Chainage 30.000 96
6.4 Cross Section drawn by MX Road Software at Chainage 0.000 132
6.5 Cross Section drawn by MX Road Software at Chainage 10.000 133
I CONTENTS
CHAPTER 1
INTRODUCTION
1.1 GENERAL
Tlie development of an effective road transport system is the primary need of any
country. The upgrading of existing road network system is also essential as the traffic on
urban and rural highways touches to saturation level over a period of time.
The road development projects being highly capital intensive involve very high
degree of attention by the project authorities as well as by the consultants, engineers and
contractors. Any mistake may result in wastage of millions, which could have been
avoided. Normally the alignment and the pavement composition decide the cost of a
highway project and for this job the best experienced manpower and the best available
tools must be deployed.
Today in extremely competitive and sensitive business environment a timely

preparation of road construction and reconstruction projects depends on modem
computer-based facilities. MX Road and HEADS are the two design software that are
most widely used the world over in the road projects. In the present study these design
software HEADS and MX Road are compared.
1.2 HEADS
HEADS is a versatile software system for highway engineering and design,

developed by highly experienced highway engineering experts at Techsoft Engineering
Services. Acclaimed as premier software, HEADS is widely used in transportation
engineering projects. Ever since its introduction, the software has been continuously
updated to cater to the needs of engineers and consultants who are engaged in planning,
design and construction of prestigious highway projects worldwide.
The origin of the Company goes back to 1990 when a group of research workers
began work on the software, - HEADS. This team, in 1997, set up an independent
company, Techsoft Engineering Services (I) Pvt. Ltd, which has grown annually in size
since then. With continuous development, there HEADS range of software products have
' CHAPTER 1: INTRODUCTION ^

now become some of the most respected packages available today.
HEADS software is based on "String" modeling technique. It accepts

Topographical Survey data from Total Station, Auto level, GPS, Topo Maps, Aerial
Photographs and Satellite Imagery. It offers the facility to use Digitized Topo Maps in
case of absence of Topographical Survey data.
HEADS has its own CAD engine and is best appreciated for its power,
completeness, versatility, fastest processing, simplicity and exchangeability of input and
output with other commonly used road engineering software of similar kind and all
popular CAD software.
1.3 MX ROAD
Developed by Bentley, MX Road is an advanced, string-based modeling tool that

enables rapid and accurate design of all road types. With MX Road, we can quickly create
design alternatives to build an ideal road system. Once a final alignment alternative is
selected, we can automate much of the design detailing process, saving time and money.
As the world's leading company dedicated to providing comprehensive software

solutions for the infrastructure lifecycle, Bentley believes in the vital role that
infrastructure must play both in sustaining society and in sustaining the environment.
Bentley has proven applications that help engineers, architects, contractors, governments,
institutions, utilities and owner-operators to design, build and operate more productively,
collaborate more globally and deliver infrastructure assets that perform more sustainably.
1.4 THESIS PROBLEM AND ITS OBJECTIVES
This study, 'Design of Road Project using MX Road and HEADS Software'
compares two software, MX Road and HEADS. These two software have similar
purposes but deliver ftinctionality in different ways. This study discusses how MX Road
and HEADS meet the requirements of any road design project.
The study analyzes the models and the abilities of MX Road and HEADS
software designated for a computer aided road design. The analysis and the comparison of
CHAPTER 1: INTRODUCTION
these software will help to answer the questions raised by the designers regarding the
selection of the software. It will thus be helpfiil in saving user's time and money and will
be of interest to agencies involved in the business of road designing.
MX Road and HEADS software have been used to evolve various design features
of a road project. The study has been undertaken with the following main objectives:-
1. To have proper understanding of various design features of the software.
2. To decide road alignment using given ground data for a road project
3. To evolve geometric features for the alignment such as
> Horizontal design
> Vertical design
4. To plot cross section using both the software
5. To use the software for making earthwork calculations
1.5 SCOPE OF THE STUDY
The study for evolving various design features of a road project has been
undertaken using the software MX Road and HEADS.
MX Road version XM 2007 and HEADS 2007 have been used in the study. The
design features evolved relate to a generalized made up data of a 2 lane NH / SH road
project located in a plain terrain.
Though the study has been undertaken using above mentioned versions of the
software and for the given category of road located in plain terrain, the contents of the
study are quite general in nature and can be easily applied using other versions of the
soflAvare and for other type of roads/ terrain conditions.
1.6 PRESENTATION OF THE THESIS
The study undertaken for the thesis has been presented in seven chapters. The first
chapter of Introduction discusses about the thesis problem, its objectives and scope of
the study.
In the second chapter, discussion on various software present in the market and an
Overview of the software MX Road and HEADS under study is presented.
In the third chapter, the Road Geometric Design Background is discussed.

Various aspects such as the alignment, design speed, horizontal design and vertical design
have been discussed.
In the forth chapter of Input Data Structure, the data collection by various
modes such as total station, auto level and GPS is presented.
In the fifth chapter, Design Steps for HEADS and MX Road are presented.
In the sixth chapter of Data Analysis and Design Reports, the road project data
is analysed to prepare various design reports covering various design features.
In the seventh chapter various Conclusions based upon the study and Scope for
further research are discussed.
CHAPTER 2
OVERVIEW OF MX ROAD AND HEADS
2.1 TEMPLATE AND STRING MODELLING
There are two varieties of Software availabJe based on two basic concepts namely:
"Template" and "String" modelling. The first group of products are simple to learn and
handle but have substantial limitations in handling today's demand for road geometric
design, Whereas software using "String" modelling technique is efficient for highway
projects involving Widening of existing roads. Surface Profile Correction etc.
A string is a series of points each joined to its predecessor and successor by a

straight or curve-fitted line. Strings may be two-dimensional (2D), three-dimensional
(3D), or multi-dimensional. The number of dimensions is just the number of data storage
slots at each point on the string. For example, a 3 D string has three slots; one for the X
coordinate, one for the Y coordinate and one for the Z coordinate.
Different type of string are used to represent particular features, such as highway
and railway centre lines, survey stations etc.
Different types of string are:
2.1.1 Station Strings
Station strings link instrument stations. The dimensions of each station are its X,
Y and Z co-ordinates and the name of the station, so a station string is a 4D string.
2.1.2 Contour Strings
Contour strings represent contours. The dimensions of each point are its X and Y
co-ordinates, so it's a 2D string. The level of the contour (the Z value) is stored at the
fi"ont of the string data because it is common to all string points.
2.1.3 Feature Strings
Feature strings define linear ground features such as a ridge or the base of a hill or
design features such as a channel or back of verge. The dimensions of each point in the
string are its X, Y and Z co-ordinates, so a feature string is a 3D string.
. CHAPTER 2: OVERVIEW OF MX ROAD AND HEADS

2.1.4 Point Strings
Point strings define discrete items such as manholes and lamp columns. A point
string records the X, Y and Z co-ordinates of a set of like items, where there is no
physical continuity from item to item. MX processes these strings differently from other
strings. Point strings generally record detail in survey models.
2.1.5 Master Strings
Master strings are used to represent road or railway centrelines and other
curvilinear master design lines. These are 6D strings. The first three dimensions of each
point in the string are its X,Y and Z co-ordinates, followed by its chainage along the
string, then the whole circle bearing of the string at that point, and its radius of curvature.
2.1.6 Section Strings
Section strings represent cross-sections, long sections or baseline sections (long

sections taken along a straight baseline). These are all 5D strings. For cross-sections, for
example, the first three dimensions of each point are its X,Y and Z co-ordinates, followed
by the offset of the point from the centre-line string from which it was generated, and the
name of the string that was cut to produce the section.
2.1.7 Earthwork Strings
Earthwork strings represent the outer limits of embankments and cuttings. These
are 5D strings. The first three dimensions of each point are X,Y and Z co-ordinates,
followed by its offset and the bearing of a line normal to the line used to generate it
(called the reference line).
2.1.8 Volume Strings
Volume strings generally contain earthwork volumes. These are lOD strings, used
to store volumes computed between successive sections. The first three dimensions of
each point are its X,Y and Z co-ordinates, followed by its chainage, and finally the
volume between the sections of two specified models (usually ground and design models,
specified at the start of the run). The remaining dimensions record volumes between the
various strata, though since this information is not always available, these dimensions are
often zero.
CHAPTER 2: OVERVIEW OF MX ROAD AND HEADS

2.1.9 Mass-Haul Strings
Mass-haul strings contain accumulated mass-haul balances along a road design.

These are lOD strings, the first three dimensions of each point are its "X,Y and Z co-
ordinates, followed by its chainage, and the accumulated mass-haul balance at that
chainage. The remaining dimensions record running balances for various strata, where
these are known; otherwise they are zero.
2.1.10 Triangulation Strings
Triangulation strings contain a lattice of links between 3D triangle vertices. Also

stored is adjacent triangle information used to optimise the display and analysis of a
triangulated surface.
2.1.11 Text Strings
Text strings are multi-dimensional strings that hold character information for
naming items in drawings. The first two dimensions of each point are the X and Y co-
ordinates of the start position of a string of text (in world co-ordinates, not drawing co-
ordinates). The third dimension specifies the height of the characters when plotted. The
fourth dimension is the whole circle bearing of the baseline of the characters, and
subsequent dimensions contain the characters themselves.
All strings must have a four-character alphanumeric name, but cannot include
spaces or special characters, ABCD, 1234, and XA45 are valid examples, though many
organizations will adopt a convention for names to indicate the type of the string
referenced.
2.2 RELATED SOFTWARE AVAILABLE IN MARKET
Road design models are very similar in many of computer aided design software.
Design stages are practically the same in all software products. The main stages of this
model are as follows: topographical 3D data input or creation, creation of digital terrain
model, design of horizontal alignment and vertical alignment, creation of model for the
route, choose of road pavement structures, creation of the final surface model joining it to
the route, preparation of project documentation, i.e. drawings for printing, creation of
1 CHAPTER 2: OVERVIEW OF MX ROAD AND HEADS

other project details.
2.2.1 AutoCAD Civil 3D Design Model
AutoCAD Civil 3D is a multi-purpose software tool for computer aided road

design. Civil 3D is used to execute the whole design process starting with data input from
electronic measuring devices and ending with complete sheets of plan and profile
drawings and estimations of earthwork volumes. The software design road by creating
horizontal and vertical road geometry, longitudinal and cross sections by the specially
designated objects. The objects are created together with their characteristic features in a
very simple way. For example, the route will be created at once with stakeouts and
horizontal curve information.
The interactive 3D objects allow the user to computerize design processes since
they have a dynamic relationship, i.e. a change to one Civil 3D object creates changes in
all the other related objects.
2.2.2 Bentiey Inroads Suite Design Model
Bentley InRoads Suite - an integral multi-fijnction set of construction and

environmental engineering design tools aimed at designing transport infrastructure
objects (roads, bridges, sites, ponds, engineering networks, etc.), creation of working
drawings and data management.
In this software all the project data has a dynamic relationship, i.e. a change in one
object causes an automatic renewal and representation of the other related project data.
Bentley InRoads Suite consists of the following set of applications designated to

construction design:
InRoads (for road design),
InRail (for railway design),
InRoads Site (for site design).
1 CHAPTER 2: OVERVIEW OF MX ROAD AND HEADS

2.3 HEADS OVERVIEW [HEADS Manual]
Next generation Software for Transportation and Highway Engineering, based on

versatile Model/String concept, with full power CAD engine for interactive design and
drafting.
<2.3.1 Application
Multi Level Grade Separated Interchanges, Multi Alignment Carriageway design

for Highway widening, Hill Roads with hair pin bents, Underground vehicular subways.
Skyways, Item Rate Analysis, Mass Haul Diagram., Digital Terrain Modelling,
Transversing, EDM, GPS, Highway Drainage, Complex Route Alignment Geometries,
Drawings for Plan-Profile-Cross sections. Profile Correction, MSA Computation, Design
of Rigid & Flexible Pavement, Pavement Overlay Design, Layered Pavement system for
Airfields, Survey.
2.3.2 Industry
Aviation / Airports, Construction (Roads, Bridges, Buidlings, Dams etc.),

Designing of Tunnels and Subways, Education & Research, Engineering Consultancy,
Infrastructure (Dams, Bridges, Tunnels, Roads, Embankments, Excavations and Mines),
Railways, Surveying, Traffic Monitoring, Transportation Infrastructure, Urban
Infrastructure Development.
2.4 MX ROAD OVERVIEW [MX Road Manual]
Bentley MX Road is an advanced, string-based modeling tool that enables the

*apid and accurate design of all road types. With MX Road you can quickly create design
iltematives to achieve the "ideal" road system. Upon selection of the final design
alternative, MX Road automates much of the design detailing process, saving the user
lime and money.
:!.4.] Application
MX Road can be used on a wide variety of highway projects, from corridor

Jtudies to municipal street schemes, commercial building, plant and manufactunng sites
tk airports, rail terminals, and drainage, utility and floodplain projects.
CHAPTER 2: OVERVIEW OF MX ROAD AND HEADS

At its core MX Road V8 XM Edition uses 3D string modeling technology - a
proven, powerful and concise method of creating any 3D surface. Localised in ail key
markets, MX Road has an interoperable database that allows engineers to create and
annotate 3D project models in the most popular CAD platforms and in a Stand-Alone
version which has fully functional, high quality CAD tools built in. Digital Terrain Model
(DTM) creation and analysis, fuU alignment, road and junction design capability, 2D and
3D drainage design, volume and quantity extraction, 2D and 3D PDF creation, integration
with Google Earth and automated production of contract drawings, complete a tool set
that allow MX Road users to feel confident tackling the design of any type of road, large
or small.
2.4.2 Industry
• Civil engineers and designers
• Professional surveyors
• Geotechnical engineers
• Storm drainage and water/sewer system designers
• Civil engineering consultants
2.4.3 Organization Types
• Civil engineering firms
• Municipal engineering organizations
• Surveying companies
• Land and site developers
• Landscape design
• Departments of transportation (DOT)
• National highway organizations
• Design/build companies
| C H AFTER 2: ON'ERVIEW OF MX ROAD AND HEADS ^^

Fig. 2.1 gives a scheme illustrating a typical sequence of Bentley MX Road computer
aided road design tnodel.
GENIO
I Alignment |
|PtanwfthStyteSel I I Design |
I Modify' I
I Plan with Toots [
I Sections |
I Analysis | jy
Import Display Design Output Export
Figure 2.1 Typical Project Sequence
CHAPTER 2: OVtRVltW OF MX ROAB AND HKADS U

CHAPTER 3
ROAD GEOMETRIC DESIGN
3.1 GEOMETRIC DESIGN STANDARDS
The Geometric Design of a highway deals with the dimensions and layout of
visible features of the highway such as alignment, sight distances and intersections.
The geometries of highway should be designed to provide optimum efficiency in

traffic operations with maximum safety at reasonable cost.
Geometric design of highway deals with following elements:
• Cross sectional elements
• Sight distance considerations
• Horizontal alignment details
• Vertical alignment details
• Intersection elements
Under cross sectional elements, the considerations for width of pavement, the
surface characteristics and cross slope of pavement are included. The sight distance or
clear distance visible ahead of the driver at horizontal and vertical curves and at
intersections govern the safe movements of vehicles.
The change in the road directions are made possible by introducing horizontal
curves. Super-elevation is provided by raising the outer edge of pavement to counteract
the centrifugal force developed on a vehicle traversing a horizontal curve. In order to
introduce the centrifugal force and the super-elevation gradually, transition curves are
introduced between straight and circular curves. The gradients and vertical curves are
introduced in the vertical alignment of a highway.
3.1.1 Design Controls and Criteria
The geometric design of highways depends on several design factors. The

important of these factors, which control the geometric elements, are:
12
CHAPTER 3: ROAD GEOMETRIC DESIGN
i. Design speed
ii. Topography
iii. Traffic factors
iv. Design hourly volume and capacity
V. Environmental and other factors.
(i) Design Speed
The design speed is the most important factor controlling the geometric design
^lements of highways. The design speed is decided taking into account the overall
tjequirements of the highway. In India different speed standards have been assigned
epending upon the importance or the class of the road such as National/State Highways,
Major/Other District Roads and Village Roads. Further the design speed standards are
nodified depending upon the terrain or topography. Similarly urban roads have a
cifferent set of design speeds.
Design of almost every geometric design element of a road is dependent on the

dssign speed. For example the requirements of the pavement surface characteristics, the
C'oss section element of the road such as width and clearance requirements, the sight
d stance requirements, the horizontal alignment elements such as radius of curve super-
evation, transition curve length and the vertical alignments such as gradient, summit and
valley curve lengths-all these depend mainly on the design speed of the road.
Since there are wide variations in the speed adopted by different drivers, and by
d fferent types of vehicles, design speed should be selected such that it satisfies nearly all
drivers. At the same time, a higher design speed has cascading effect in other geometric
designs and thereby cost escalation. Therefore, an 85th percentile design speed is
normally adopted. This speed is defined as that speed which is greater than the speed of
85% of drivers. In some countries this is as high as 95 to 98 percentile speed. Table 3.1
shows the design speed on rural highways as recommended by IRC.
13
'> CHAPTER 3: ROAD GEOMETRIC DESIGN
Table 3.1 Design Speed on Rural Highways as per IRC 73:1980
Design Speed in kmph for various terrains

Road Classification Plain Rolling Mountainous Steep
Ruling Min. Ruling Min. Ruling Min. Ruling Min.
National & State 100 80 80 65 50 40 40 30
Highways
Major District Roads 80 65 65 50 40 30 30 20
Other District Roads 65 50 50 40 30 25 25 20
Village road 50 40 40 35 25 20 25 20
(ii) Topography
The topography or the terrain conditions influence the geometric design of

highway significantly. The terrains are classified based on the general slope of the
country across the alignment, as plain rolling, mountainous and steep terrains as given in
Table 3.2. The design standards specified for different classes of roads are different
depending on the terrain. As the speed standards affect every geometric design element,
topography also affects the geometric design of roads. Further in hilly terrain, it is
necessary to allow for steeper gradients and sharper horizontal curves due to the
construction problems.
Table 3.2 Terrain Classification as per SP 23:1993
Terrain Classification Cross Slope of the country, %

Plain 0-10
Rolling 10^25
Mountainous 25-60
Steep Greater than 60
(iii) Traffic Factors
The factors associated with the traffic that affect geometric design of roads are the
vehicular characteristics and human characteristics of road users. It is difficult to decide
the design vehicle or the standard traffic lane under the mixed traffic flow condition
prevalent especially on urban roads of developing countries. This is a complex problem.
The different vehicle classes such as passenger cars, buses, trucks, motor cycles, etc. have
different speed and acceleration characteristics, apart from having different dimensions
14
and weights. However, it is often necessary to consider some standard vehicle as the
design vehicle. Passenger car has been universally adopted as standard vehicle. The
important human factors which affect traffic behaviour include the physical, mental and
psychological characteristics of drivers and pedestrians.
(iv) Design Hourly Volume and Capacity
The traffic flow or volume keeps fluctuating with time, from a low value during
off-peak hours to the highest value during the peak hour. It will be uneconomical to
design the roadway facilities for the peak traffic flow or the highest hourly traffic volume.
Therefore a reasonable value of traffic volume is decided for the design and this is called
the design hourly volume. The facilities designed with capacity for 30**^ highest hourly
traffic volume in the year is found to be satisfactory fi-om both facility and economic
considerations. The 30^*^ highest hourly volume is the hourly volume that will be exceeded
only 29 times in a year and all other hourly volumes of the year will be less than this
value. Thus the 30'*' highest hourly volume is generally taken as the design hourly
volume.
(v) Environmental and Other Factors
The environmental factors such as aesthetics, landscaping, air pollution, noise

pollution and other local conditions should be given due consideration in the design on
road geometries. Some of the arterial high speed highways and expressways are designed
for higher 'speed standards and uninterrupted flow of vehicles by providing grade
separated intersections and controlled access.
3.2 CROSS SECTION ELEMENTS
The features of the cross-section of the pavement influences the life of the
pavement as well as the riding comfort and safety. Camber, kerbs, and geometry of
various cross-sectional elements are important aspects to be considered in this regard.
A typical cross section for a normal two lane two-way rural road and divided rural
road is shown in Figure 3.1.
15
Carriageway
Catch Drain
'<<:>////' y\^777^^^^
Batter
Table Drain
Table Drain Batter
TWO LANE TWO WAY RURAL ROADS
^ Carriageway ^ ^ Carriageway
S oulder Shoult ir
Median Traffic
\er9 I Shoulder Shoulder Lanes erg
Batter
Batter
*:^^:^3^5^^ Natural
Surface ^\^>S^/\\^
DIVIDED RURAL ROADS
Figure 3.1 Elements of Cross Sections
3.3 ALIGNMENT
The layout of the centre line of the highway on the ground is called alignment. The
horizontal alignment includes the straight path, the horizontal deviations and curves.
Vertical alignment covers changes in gradient and vertical curves. The alignment should
be such that it offers maximum utility, by serving maximum population/ industry per unit
length.
3.3.1 Requirements
The requirements of an ideal alignment are
• The alignment between two terminal stations should be short and as far as possible
be straight, but due to some practical considerations deviations may be needed.
• The alignment should be easy to construct and maintain. It should be easy for the
operation of vehicles, so to the maximum extent easy gradients and curves should be
provided.
16
• It should be safe both from the construction and operating point of view especially at
slopes, embankments, and cutting. It should have safe geometric features.
• The alignment should be economical and it can be considered so only when the
initia] cost, maintenance cost, and operating cost are minimum.
3.3.2 Factors Controlling Alignment
It is not always possible to satisfy all the requirement for an alignment. Hence we
have to make a judicial choice considering all the factors. The various factors that control
the alignment are as follows:
• Obligatory points: These are the control points governing the highway alignment.
These points are classified into two categories. Points through which alignment
should pass and points through which it should not pass. Some of the examples are:
~ Bridge site: The bridge should be located only where the river has straight and
permanent path and also where the abutment and pier can be strongly founded.
The road approach to the bridge should not be ctirved and skew crossing should
be avoided as far as possible. Thus location of a bridge may change the highway
alignment.
- Mountain: When the alignment passes through a mountainous region, various

alternatives are to either construct a tunnel or to go round the hills. The
suitability of the alternative depends on factors like topography, site conditions
and construction & operation cost.
- Intermediate town: The alignment may be slightly deviated to connect an

intermediate town or village nearby.
These were some of the obligatory points through which the alignment should
pass. Coming to the second category that is the points through which the alignment
should not pass are:
- Religious places: These have been protected by the law from being acquired for
any purpose. Therefore, these points should be avoided while aligning a road.
- Very costly structures: Acquiring such structures means heavy compensation

which would result in an increase in initial cost. So the alignment needs to be
17
' CHAPTER 3: ROAD GEOMETRIC DESIGN
deviated not to pass through such points.
- Lakes/ponds etc: The presence of a lake or pond on the alignment path would
also necessitate deviation of the alignment.
Traffic: The alignment should suit the traffic requirements. Based on the origin-
destination data of the area, the desire lines should be drawn. The new alignment
should be drawn keeping in view the desire lines, traffic flow pattern etc.
Geometric design: Geometric design factors such as gradient, radius of curve, sight
distance etc. also govern the alignment of the highway. All the factors are further
governed by design speed. The design standards vary with the class of road and the
terrain and accordingly the highway should be aligned.
Economy: The alignment finalised should be economical. While considering

economy all the three costs i.e. construction, maintenance, and operating cost should
be considered. Construction cost can be minimized by balancing cutting and fiUing.
Very high embankments and very deep cuttings should be avoided as this increases
construction cost.
Other considerations; Other factors that govern the alignment are drainage
considerations, political factors and monotony.
- Drainage; Though the surface water can be drained off to the side drains by
providing proper camber on the pavement surface and cross slope on
shoulders, a certain longitudinal slope is essential, to drain the water along the
side drain, depending on the surface of the drains.
- Political: If a foreign territory comes across a straight alignment, we will have

to deviate the alignment around the foreign land.
- Monotony: For a flat terrain it is possible to provide a straight alignment, but

it will be monotonous for driving. Hence a slight bend may be provided after a
few kilometres of straight road to keep the driver alert by breaking the
monotony.
- Hydrological (rainfall/water table)
It is always usefiil to consider 2 or 3 possible alignments and evaluate each
18
alternative from the construction costs and related benefits considerations, before
finalising an alignment. By adopting such an approach, many unfavourable features can
be avoided like long length covered by problematic soils (e.g.. Black Cotton soils), too
many cross-drainage works, high cost bridges, landslide susceptible slopes on hill roads
etc. Similarly, the ease with which the desired geometric design standards can be attained
may vary from one alternative to another alternative. Once the road is aligned and
constructed, it is not easy to change the alignment due to increase in cost of adjoining
land and construction of costly structures by the road side.
3.3.3 Horizontal Alignment Design
The horizontal design of a road is a plan view and usually consists of a series of
straights and circular curves. A combination of factors such as design speed, radius of
circular curves, type and length transition curves, superelevation and widening of
pavement on curves are used to assist the circular movement of a vehicle. The alignment
should enable consistent, safe and smooth movement of vehicles operating at design
speed.
3.3.4 Guidelines on Superelevation
While designing the various elements of the road like superelevation, we design it
for a particular vehicle called design vehicle which has some standard weight and
dimensions. But in the actual case, the road has to cater for mixed traffic. Different
vehicles with different dimensions and varying speeds ply on the road. For example, in
the case of a heavily loaded truck with high centre of gravity and low speed,
superelevation should be less, otherwise chances of toppling are more. Taking into
practical considerations of all such situations, IRC has given some guidelines about the
maximum and minimum superelevation. Depends on (a) slow moving vehicle and (b)
heavy loaded trucks with high CG. IRC specifies a maximum super-elevation of 7 percent
for plain and rolling terrain, while that of hilly terrain is 10 percent and urban road is 4
percent. The minimum super elevation is 2-4 percent for drainage purpose, especially for
large radius of the horizontal curve.
3.3.5 Radius of Horizontal Curve
The radius of the horizontal curve is an important design aspect of the geometric
design. The maximum comfortable speed on a horizontal curve depends on the radius of
19
' CHAPTER 3: ROAD GEOMETRIC DESIGN
the curve. Although it is possible to design the curve with maximum superelevation and
coefficient of friction, it is not desirable because re-alignment would be required if the
design speed is increased in future. Therefore, a ruling minimum radius Rruiing can be
derived by assuming maximum superelevation and coefTicient of friction.
•-ruling
Where, v = design speed, m/s
g = acceleration due to gravity m/s^
e = superelevation, percent
f = coefficient of friction, percent
Ideally, the radius of the curve should be higher than RruUng- However, very large curves
are also not desirable. Setting out large curves in the field becomes difficult. In addition,
it also enhances driving strain.
33,6 Extra Widening
Extra widening refers to the additional width of carriageway that is required on a

curved section of a road over and above that required on a straight alignment. This
widening is done due to two reasons: the first and most important is the additional width
required for a vehicle negotiating a horizontal curve (off tracking) and the second is due
to the tendency of the drivers to ply away from the inner edge of the carriageway as they
drive on a curve. The first is referred as the mechanical widening and the second is called
the psychological widening. These are discussed in detail below.
3.3.6.1 iVIechanical Widening
The reasons for the mechanical widening are: When a vehicle negotiates a
horizontal curve, the rear wheels follow a path of shorter radius than the front wheels.
This phenomenon is called off -tracking, and has the effect of increasing the effective
width of a road space required by the vehicle. Therefore, to provide the same clearance
between vehicles traveling in opposite direction on curved roads as is provided on straight
sections, there must be extra width of carriageway available. This is an important factor
when high proportions of vehicles are using the road. Trailor trucks also need extra
20
carriageway, depending on the type of joint. In addition speeds higher than the design
speed causes transverse skidding which requires additional width for safety purpose. If
the road has n lanes, R is the mean radius of the curve and I is the length of wheel base of
longest vehicle then the mechanical widening (Wm) of a road is given by,
^•^ 2R
3.3.6.2 Psychological Widening
Widening of pavements has to be done for some psychological reasons also. There is a
tendency for the drivers to drive close to the outer edges of the pavement on curves. Some
extra space is to be provided for more clearance for the crossing and overtaking
operations on curves. IRC proposed an empirical relation for the psychological widening
at horizontal curves Wps:
2.64VR
Where, v = design speed, m/s
R = mean radius of the curve, m
Therefore, the total widening needed at a horizontal curve We is:
We = Wn,+Wps
nV V
2R 2.64VR
3.4 VERTICAL ALIGNMENT DESIGN
3.4.1 Overview
Another important feature in road design is the vertical alignment. This is the
elevation of the central line of the horizontal alignment. The vertical alignment of a road
consists of gradients (straight lines in a vertical plane) and vertical curves. The vertical
alignment is usually drawn as a profile, which is a graph with elevation as vertical axis
and the horizontal distance along the centre line of the road as the horizontal axis.
Horizontal circular curve is used to connect horizontal straight stretches of road, vertical
21
curves connect two gradients. Vertical curves are either convex or concave. The former is
called a summit curve, while the latter is called a valley curve. This section covers a
discussion on gradient and summit curves.
It includes level stretches, slopes or grades and vertical curves (summit and valley
curves). Many factors influence the vertical alignment design are vehicle speed,
acceleration, deceleration, stopping distance, sight distance and comfort in vehicle
movement at high speed.
3.4.2 Gradient
Gradient is the rate of rise or fall along the length of the road with respect to the
horizontal. It is expressed as a ratio of 1 in N (1 vertical unit to N horizontal units) as
shown in Fig. 3.2. Before finalizing the gradients, the construction cost, vehicular
operation cost and the practical problems in the site also has to be considered. Usually
steep gradients are avoided as far as possible because of the difficulty to climb and
increase in the vehicle operation cost.
Figure 3.2 Representation of gradient
Table 3.3 IRC Specifications for gradients for different roads as per SP 23:1993
Terrain Ruling Limiting Exceptional

Plain/Rolling 3.3 5.0 6.7
Hilly 5.0 6.0 7.0
Steep 6.0 7.0 8.0
J.4.2.1 Types of Gradient
Gradients are divided into the following categories:
• Ruling gradient
22
• Limiting gradient
• Exceptional gradient
• Minimum gradient
Different types of grades are discussed below and the recommended type of
gradients for each type of terrain and type of gradient is given in table 3.4.
• Ruling Gradient
The ruling gradient or the design gradient is the maximum gradient with which the
designer attempts to design the vertical profile of the road. This depends on the terrain,
length of the grade, speed, pulling power of the vehicle and the presence of the horizontal
curve. In flatter terrain, it may be possible to provide flat gradients, but in hilly terrain it is
not economical and sometimes not possible also. The ruling gradient is adopted by the
designer by considering a particular speed as the design speed and for a design vehicle with
standard dimensions. But our country has a heterogeneous traffic and hence it is not
possible to lay down precise standards for the country as a whole. Hence IRC has
•ecommended some values for ruling gradient for different types of terrain.
• Limiting Gradient
This gradient is adopted when the ruling gradient results in enormous increase in
(bost of construction. On roiling terrain and hilly terrain it may be frequently necessary to
j.dopt limiting gradient. But the length of the limiting gradient stretches should be limited
md. must be sandwiched by either straight roads or easier grades.
• Exceptional Gradient
Exceptional gradient are very steeper gradients given at unavoidable situations.

They should be limited for short stretches not exceeding about 100 metres at a stretch. In
mountainous and steep terrain, successive exceptional gradients must be separated by a
rjinimum 100 metre length gentler gradient. At hairpin bends, the gradient is restricted to
5%.
• Critical Length of the Grade
The maximum length of the ascending gradient which a loaded truck can operate
23
CHAPTERS: ROAD GEOMETRIC DESIGN
without undue reduction in speed is called critical length of the grade for a design. The
critical length for design depends on several factors such as size, power, load and grade
ability of the truck, initial speed and final desirable minimum speed.
• Minimum Gradient
TTiis is important only at focations where surface drainage is important. Camber

will take care of the lateral drainage. But the longitudinal drainage along the side drains
require some slope for smooth flow of water. Therefore minimum gradient is provided for
drainage purpose and it depends on the rain fall, type of soil and other site conditions. A
minimum of 1 in 500 may be sufficient for concrete drain and 1 in 200 for open soil
drains are found to give satisfactory performance.
3.4.2.2 Grade Compensation
When a vehicle is negotiating a horizontal curve, if there is a gradient also, then there
will be increased resistance to traction due to both curve and the gradient. In such cases, the
total resistance should not exceed the resistance due to gradient specified. For the design, in
some cases this maximum value is limited to the ruling gradient and in some cases as
limiting gradient. So if a curve need to be introduced in a portion which has got the
maximum permissible gradient, then some compensation should be provided so as to
decrease the gradient for overcoming the tractive loss due to curve. Thus grade
compensation can be defined as the reduction in gradient at the horizontal curve because
of the additional tractive force required due to curve resistance, which is intended to
offset the extra tractive force involved at the curve. IRC gave the following specification
for the grade compensation.
1. Grade compensation is not required for grades flatter than 4% because the loss of
tractive force is negligible.
2. Grade compensation is %, where R is the radius of the horizontal curve in
meters.
75
3. The maximum grade compensation is limited to — %•
R
3.4.3 Summit Curves
Summit curves are vertical curves with convexity upwards. They are formed when
24
I CHAPTER 3: ROAD GEOMETMC DESIGN
two gradients meet as illustrated in figure 3.3 in any of the following four ways:
1. When a positive gradient meets another flatter positive gradient (Fig. 3.3 a).
2. When positive gradient meets a flat gradient (Fig. 3,3 b).
3. When an ascending gradient meets a descending gradient (Fig. 3.3 c).
4. When a descending gradient meets another steeper descending gradient (Fig. 3.3 d).
Different types of gradients and IRC recommendations for their maximum and
minimum limit were discussed. At points of combination of horizontal curve and
gradient, grade compensation has to be provided. Due to changes in grade in the vertical
alignment of the highway, vertical curves become essential. One of the application of
summit curves that can be seen usually in the urban areas are where fly-overs come.
+ n2
/-) N = n.
n2 = 0
+ n.
+ n,
(a
/^ N = ni+n2
-fii
+ ni J
-n?
(0
-n2
Figure 3.3 Types of Summit Curves
3.4.3.1 Design Considerations
In determining the type and length of the vertical curve, the design considerations
CHAPTER 3: ROAD GEOMETRIC DESIGN 25

are comfort and security of the driver, and the appearance of the profile alignment.
Among these, sight distance requirements for the safety is most important on summit
curves. The stopping sight distance or absolute minimum sight distance should be
provided on these curves and where overtaking is not prohibited, overtaking sight
distance or intermediate sight distance should be provided as far as possible. When a fast
moving vehicle travels along a summit curve, there is less discomfort to the passengers.
This is because the centrifugal force will be acting upwards while the vehicle negotiates a
summit curve which is against the gravity and hence a part of the tyre pressure is relieved.
Also if the curve is provided with adequate sight distance, the length would be sufficient
to ease the shock due to change in gradient. Circular summit curves are identical since the
radius remains same throughout and hence the sight distance. From this point of view,
transition curves are not desirable since it has varying radius and so the sight distance will
also vary. The deviation angle provided on summit curves for highways are very large,
and so the a simple parabola is almost congruent to a circular arc, between the same
tangent points. Parabolic curves is easy for computation and also it had been found out
that it provides good riding comfort to the drivers. It is also easy for field implementation.
Due to all these reasons, a simple parabolic curve is preferred as summit curve.
3.4.3.2 Length of Summit Curve
The important design aspect of the summit curve is the determination of the length
of the curve which is parabolic. As noted earlier, the length of the curve is guided by the
sight distance consideration. That is. a driver should be able to stop his vehicle safely if
there is an obstruction on the other side of the road. Equation of the parabola is given by y
2 ^
= ax , where a =-—, where N is the deviation angle and L is the length of the In deriving
the length of the curve, two situations can arise depending on the uphill and downhill
gradients when the length of the curve is greater than the sight distance and the length of
' CHAPTER 3: ROAD GEOMETRIC DESIGN ^^

the curve is greater than the sight distance.
Let L is the length of the summit curve, S is the SSD/ISD/OSD, N is the deviation angle,
hi driver's eye height (1.2 m), and hs the height of the obstruction, then the length of the
summit curve can be derived for the following two cases.
Case a. Length of summit curve greater than sight distance (L > S)
NS'
Case b. Length of summit curve Jess than sight distance (L<S)
L = 2S-
N
When stopping sight distance is considered the height of driver's eye above the
road surface (hj) is taken as 1.2 metres, and height of object above the pavement surface
(h2) is taken as 0.15 metres. If overtaking sight distance is considered, then the value of
driver's eye height (hi) and the height of the obstruction (h2) are taken equal as 1.2
metres.
3.4.4 Valley Curves
As discussed earlier, changes in topography necessitate the introduction of vertical

curves. The second type vertical curve is the valley curve.
The valley curve should be designed such that there is enough headlight sight
distance. Improperly designed valley curves results in extreme riding discomfort as well
as accident risks especially at nights. The length of valley curve for various cases were
also explained in the section. The concept of valley curve is used in underpasses.
This section deals with the types of valley curve and their geometrical design.
Valley curve or sag curves are vertical curves with convexity downwards. They are
formed when two gradients meet as illustrated in figure 3.4 in any of the following four
ways:
1. When a descending gradient meets another flatter descending gradient (Fig. 3.4 a).

2. When a descending gradient meets a flat gradient (Fig. 3.4 b).
3. When a descending gradient meets an ascending gradient (Fig. 3.4 c).
4. When an ascending gradient meets another steep ascending gradient (Fig. 3.4 d).
HI
n2=0
(a) (b)
ni .,
N = (n2-n.)
""'•<) N = -(n,4-n2) J-
(c) <d)
Figure 3.4 Type of Valley Curves
3.4.4.1 Design Considerations
There is no restriction to sight distance at valley curves during day time. But
visibility is reduced during night. In the absence or inadequacy of street light, the only
source for visibility is with the help of headlights. Hence valley curves are designed
taking into account of headlight distance. In valley curves, the centrifugal force will be
acting downwards along with the weight of the vehicle, and hence impact to the vehicle
will be more. This will result in jerking of the vehicle and cause discomfort to the

L.
passengers. Thus the most important design factors considered in valley curves are;
(1) impact-free movement of vehicles at design speed and
(2) availability of stopping sight distance under headlight of vehicles for night
driving.
For gradually introducing and increasing the centrifugal force acting downwards, the best
shape that could be given for a valley curve is a transition curve. Cubic parabola is
generally preferred in vertical valley curves.
During night, imder headlight driving condition, sight distance reduces and availability of
stopping sight distance under head light is very important. The head light sight distance
should be at least equal to the stopping sight distance. There is no problem of overtaking
sight distance at night since the other vehicles with headlights could be seen from a
considerable distance.
3.4.4.2 Length of Valley Curve
The valley curve is made fully transitional by providing two similar transition
curves of equal length The transitional curve is set out by a cubic parabola y = bx^ where
2N
b = —Y ^^ length of the valley transition curve is designed based on two criteria:
1. Comfort criteria; restricting allowable rate of change of centrifugal acceleration to a

comfortable level of about 0.6m/sec^
The length of the valley curve based on the rate of change of centrifrigal
acceleration that will ensure comfort: Let L is the length of valley curve, c is the rate of
change of acceleration, R the minimum radius of the curve, v is the design speed and t is
the time, then L is given as:
1—1
Where, L is the total length of valley curve, N is the deviation angle in radians or
—— -^ 29
tangent of the deviation angle or the algebraic difference in grades, and c is the allowable
rate of change of centrifugal acceleration which may be taken as 0.6m/sec^.
2. Safety criteria; ensuring adequate headlight sight distance at any part of the curve
during night driving.
Length of the valley curve for headlight distance may be determined for two
conditions: (1) length of the valley curve greater than stopping sight distance and (2)
length of die vaKey curve less than the stopping sight distance.
Case 1: Length of valley curve greater than stopping sight distance (L > S)
The total length of valley curve L is greater than the stopping sight distance SSD.
The sight distance available will be minimum when the vehicle is in the lowest point in
the valley. This is because the beginning of the curve will have infinite radius and the
bottom of the curve will have minimum radius which is a property of the transition curve
2h|+2^tanflf
where N is the deviation angle in radians, hi is the height of headlight beam, a is the head
beam inclination in degrees and S is the sight distance. The inclination a is == 1 degree.
Case 2: Length of valley curve less than stopping sight distance (L < S)
The length of the curve L is less than SSD. In this case the minimum sight
distance is from the beginning of the curve. The important points are the beginning of the
curve and the bottom most part of the curve. If the vehicle is at the bottom of the curve,
then its headlight beam will reach far beyond the endpoint of the curve whereas, if the
vehicle is at the beginning of the curve, then the headlight beam will hit just outside the
curve. Therefore, the length of the curve is derived by assuming the vehicle at the
beginning of the curve
2/ii +25* tana

L = 2S-
N
CHAPTER 3: ROAD GEOMETRIC DESIGN ^"

CHAPTER 4
INPUT DATA STRUCTURE
4.1 INTRODUCTION
The survey data chosen for the research work was taken from Eugene-Springfield,
Oregon. Survey was done using total station for the existing ground features in the area
under study. Survey data text file contain data as space separated (tab delimited text)
values. Each record line of data must hold "Serial-Number X Y Z Feature-Code".
In case of Survey by Total Station the points must be in proper sequence, so that when
joined will describe the shape of the feature (say a house) in the drawing.
All 2-D features are assigned a null value for elevations or 'Z' values as *-999'. In
this way we are able to register the presence of a level while ignoring its value. Null
levels are also usefiil when recording feature strings for objects such as hedges and
fences, where levels are often not required. All 3-D features will have positive or zero
values of 'Z' or elevation and must be stored in a separate text file with a file name of
maximum eight characters. This file name will be considered as the Model name holding
a set of Strings having labels obtainedfi*omthe Feature-Code written in the text file.
First GENIO file is created from the given data which can be used as one of the
common input mode for both the software and surface analysis is done on the data.
Contouring and triangulation is done to check the profile of the area and to check any
discrepancy if any in the survey data.
The location of centre line of road to be designed is surveyed by GPS by marking

Horizontal Intersection Points (HIPs). The Lattitude Longitude GPS data is converted in
Easting Northing data for uniformity with the Total Station Data using software. The
string generated by the HIPs is marked as master string. Master string data is then
superimposed on the existing ground drawing using different model. Actual GENIO file
used for alignment of the road in both the software surveyed by GPS is as follows:
GENIO,DESIGN ROAD
001,Format(4F12.3)
003,ORDR,4-1,1,2,3,4
31
i CHAPTER 4: INPUT DATA STRUCTURE
080,ROAD„,7=4
00087103.01900271741.583-0000999.00000000001.000
00087228.61400271546.550-0000999.00000000002.000
00087285.75500270982.395-0000999.00000000003.000
00087115.95500270271.970-0000999.00000000004.000
00087570.62300269953.083-0000999.00000000005.000
00087739.00200269674.307-0000999.00000000006.000
00088116.26100269384.432-0000999.00000000007.000
00088410.41600269062.255-0000999.00000000008.000
00089200.12200268556.592-0000999.00000000009.000
00089419.28500267908.801-0000999.00000000010.000
00000000.00000000000.000
999
FINISH
4.2 HEADS
String based software generally starts functioning using the Detail Survey data
primarily using Total Station instrument. The GPS instrument is used to collect location
of HIPs for setting of alignment of the road on existing ground. The GPS data is more
reliable if obtained in the form of Longitude and Latitude (than in the form of East
North), the Longitude Latitude data may be converted to Easting and Northing by using
correct parameters specific to the location in the globe shown in Fig.4.1. Once the GPS
data are available in Easting and Northing, these become usable by the Total Station
instrument. The data conversion needs correct parameters and the process is also quite
cumbersome. Here comes HEADS as the complete solution for all these requirements by
the site engineers at simplest effort. Table 4.1 shows the sample data for feature LOTS
32
CHAPTER 4: INPUT DATA STRUCTURE
collected using Total Station. Table 4.2 and Table 4.3 shows the two type formats of data
collected using Auto Level accepted by HEADS.
HEADS produces detailed reports for every analysis and design and CAD
drawings for Plan & Profile, Cross sections with designed Pavement Layers, Mass Haul
diagram, Contours, Ground Models, DTM, Digital Mapping, Benched/Stepped slopes for
Cut & Fill in Embankment construction. Embankment Toes on either side. Road side
Drains, Gabion walls in Hill roads, Diagrammatic details for Horizontal & Vertical
alignments and Super Elevations, and detailed design reports required for preparation &
submissions for various Detail Project Reports.
j^rQKiiU n
ZLttrtHriCDrrwMlConePreiKtion r F^rtijCCToWeSW
SphaioMPatailfietai*
A- fB377apV,2<3
F- ijs; mamf
I.
XOffw*- [3000000
, VOffHt hoooooo
I. 'Origh - -
'LaOft«*(D,M.SJ. |i9* |l4.38ie
: UxvQFlMlD.M.S]'*!^
f StwxUrdPwalult
|RHtl(D,M.S|-
'F
;PMt2(D,M,S|-
W
ftoo—d I
Fig 4.1 Co ordinate Conversion for GPS and Total Station
33
Table 4.1 Sample Data for feature LOTS using Total Station
S.No. Easting Northing Elevation Description of feature

1 99108.597 99923.745 -999 LOTS
2 99114.058 99926.230 -999 LOTS
3 99111.082 99918.284 -999 LOTS
4 99103.136 99921.260 -999 LOTS
5 99108.597 99923.745 -999 LOTS
6 99162.303 99805.699 -999 LOTS
7 99156.842 99803.214 -999 LOTS
8 99159.818 99811.160 -999 LOTS
9 99167.764 99808.183 -999 LOTS
10 99162.303 99805.699 -999 LOTS
0 0 0 -999
n 98650.445 99945.021 -999 LOTS
12 98645.303 99951.149 -999 LOTS
13 98656.574 99950.163 -999 LOTS
14 98655.588 99938.892 -999 LOTS
15 98650.445 99945.021 -999 LOTS
16 98721.687 100004.800 -999 LOTS
17 98726.83 99998.672 -999 LOTS
18 98715.559 99999.658 -999 LOTS
19 98716.545 100010.928 -999 LOTS
20 98721.687 100004.800 -999 LOTS
0 0 0 -999 LOTS
Table 4.2 Sample Data Auto Level Type 1
Chainage Interval (m) Offset (m) RL(m)

0 0 99.815
-1.5 99.840
-3 99.860
-4.5 99.485
-6 99.655
1.5 99.685
3 99.615
4.5 99.635
6 99.525
7.5 99.530
25 0 99.870
50 0 99.880
-1.5 99.780
-3 99.940
-4.5 99.840
1.5 99.975
3 99.740
4.5 100.17
34
Table 4.3 Sample Data Type 2
Chainage 12000
Offset (m) -20 -5 _4 -3.52 -2.5 0 3.5 7
R L ( m ) 36.544 36.544 36.714 36.809 37.539 36.609 37.653 37.568
12010
-20 -5 -4 -3.6 -2.5 0 3.5 7
36.364 36.689 36.794 36.864 37.524 37.589 37.653 37.528
12020
-20 -5 -4 -3.36 -2.5 0 3.5 7
36.254 36.464 36.574 36.574 37.489 37.564 37.686 37.556
12030
-21 -12 -5 -4 -3.33 -2.5 0 3.5
36.239 36.324 366.524 37.574 37.449 37.474 37.541 37.446
12040
-21 -12 -5 -4 -3.72 -2.5 0 3.5
36.309 36.429 36.489 36.539 37.319 37.359 37.381 37.281
12050
-20 -5 -4 -3.52 -2.5 0 3.5 7
36.544 36.544 36.714 36.809 37.539 36.609 37.653 37.568
4.3 MX ROAD
4.3.1 Database Creation
The methods used by the two programs to access the survey data and to analyze it
are very different. HEADS accepts all sort of survey data i.e. total station data, auto level
data in its raw form and it even accepts the data entered manually in a text file. The
naming convention of strings does not cause any trouble in displaying and analyzing the
data on the other hand if the data formal does not match for MX Road naming convention
it will not accept it or shows absurd results. Unlike HEADS, the user must set up a
specified database for survey data when using MX Road. In other words, the role of
surveyor is very crucial for the design and analysis of any road project in MX. The string
naming convention must be clearly defined to Surveyor before the start of any MX Road
project.
4.3.2 Auto Level Data Sample in MX Road
In MX Road Auto Level data input file can be of two types:
1 Fixed data type
35
' CHAPTER 4: INPUT DATA STRUCTURE
Sample data for fixed type Auto Level is shown in Table 4.4.
2 Variable data type
Sample data for variable type Auto Level is shown in Table 4.5.
Table 4.4 Auto Level Sample Data Fixed Type
CHAINAGE Offset (m)

-12.5 -11.15 -11 -9.5 -6 -2.5 -2.25
234000 10.117 10.157 10.162 10.199 10.287 10.374 10.380
234010 10.188 10.228 10.233 10.270 10.358 10.445 10.451
234020 10.263 10.303 10.308 10.345 10.433 10.520 10.526
234030 10.338 10.378 10.383 10.420 10.508 10.595 10.601
234040 10.413 10.453 10.458 10.495 10.583 10.670 10.676
234050 10.489 10.529 10.534 10.571 10.659 10.746 10.752
234060 10.564 10.604 10.609 10.646 10.734 10.821 10.827
234070 10.639 10.679 10.684 10.721 10.809 10.896 10.902
234080 10.714 10.754 10.759 10.796 10.884 10.971 10.977
234090 10.786 10.826 10.831 10.868 10.956 11.043 11.049
234100 10.844 10.884 10.889 10.926 11.014 11.101 11.107
Table 4.5 Auto Level Sample Data Variable Data Type
Chainage SIDE Offset RL Remarks

234000 L 25 8.547
23 8.657
21.5 8.632
15.5 8.967
11 9.977
10.2 9.937
10.1 9.952 CL
9.5 9.957
6 10.047
3.3 10.062 CR
3.2 10.032
2.25 10.047
R 0 9.707
2.25 9.807
3.75 9.992
5.25 9.827
6 9.532
36
CHAPTER 5
DESIGN STEPS
5.1 INTRODUCTION
Alignment is used to create the master string on which the rest of our design is
based; typically, this would be a highway or railway center line or equivalent.
Firstly, we create alignment horizontally using any of the available methods;

Element, Horizontal Intersection Point (HIPs) or Spline. The Element method allows us
to construct an alignment from a series of elements, either straights or circular arcs,
connected by spiral curves as required. The HIP method produces the same end result but
allows us to construct the alignment by entering a series of intersection points. The lines
joining these points are tangential to the curves which connect the straight elements.
Spirals can also be included if required. Finally, the Spline method allows us to specify a
series of points through which a cubic Spline curve is fitted.
In all three methods, design and display parameters govern the properties of the
curves and how they are displayed on the screen.
Once the horizontal design is in place, we can do the vertical design, i.e. add
elevations to the alignment and to assist us in specifying the elevations, a profile of the
ground from the survey model is displayed so we can see where to position the alignment.
When the alignment is completed, two strings are created in our design model; the
master string and its associated geometry string which describes the geometry of the
alignment.
Design a String options are used to derive additional strings from a meiSieT string;
typically, for a highway project, these would be strings such as roadway edge or hard
shoulder strings. The different options allow us to specify different information to create
the strings, for example, we can specify a horizontal and a vertical offset from the master
string, or a horizontal offset and a cross slope.
Feature sets are particulariy useful here as we can select the type of feature we
want (eg, shoulder) and the next available string name is automatically assigned.
The Earthworks Wizard is used to create earthworks strings, ie, strings which
37
\ CHAPTER 5: DESIGN STEPS
define the intersection between our design and the ground. The earthwork design rehes on
the specification of earthwork styles, together with any alternative strategies to be used
when certain criteria are met. These strategies determine the shape of the earthworks
slope in particular situations.
To make the procedure as simple as possible, the wizard has access to a library of
earthwork styles such as simple slope and slopeênch combination styles, which can be
used immediately. Additionally, we can create our own custom earthworks styles specific
to the current design or our national design rules. These custom earthwork styles can be
saved in our own library for iuture use.
Once created, the earthworks strings may be drawn with tadpole annotation or
with slope signature strings.
The Triangulation options create various types of triangulation. A triangulation is a

mesh of triangles created ôm all the string points in a model. If we imagine that the model
strings are the frame of our model, then triangulation is the process of applying a skin over the
frame. The links in the strings form triangle sides unless the points contain null elevations. Using
a triangulation, the surface can be analyzed anywhere and not just at the string locations.
Section is used to create cross sections from a string, and profiles along a string or a
straight line. Both types of section are useful for checking the quality of a design, and cross
sections can also be used to calculate volumes. The sections created are displayed in a separate
viewer used by the software. In the Viewer, we can add many types of annotation and inspect
the design for any errors or weaknesses. At any time, we can create a working drawing of the
sections we are viewing.
Contour generates contours from a triangulation. The contours are categorized as either
index contours or normal contours, where index contours are used to indicate a significant
height interval, for example, an index contour can be generated for every five normal
contours.
The Area options calculate the plan or surface area of a model. We can define the part of
the model whose area is required either by boundary strings or by means of two strings limited
in extent by normals to a reference string.
Volume is used to calculate volumesfromeither triangulated surfeces or sections.
38
I CHAPTER^DESIGN STEPS
Surface Analysis is a wizard which simplifies the analysis processes and displays the
results in graphical form. We can perform analyses to show elevations, slopes or aspect bands,
or show all slopes which are less than a specified grade. We can also display flat spots and flow
arrows. The wizard also handles sectioning and triangulation automatically.
Volumetric Anafysis is a Wizard for calculatii^ cut and fill areas and volumes, either
between two surfaces, or between a surface and a plane. It has many potential uses in civil
engineering,fix)mthe analysis of linear schemes such as roads and railroads, through to quarrying
and dredging works. Comparing two surfaces could be used to analyze the difference between
the existing ground and a pad for a building, or the bottom of a layer of contaminated material.
Comparing a surface with a plane could be used to model navigation channels (where the plane
could be the mean low water level), or to model retaining structures such as reservoir dams.
Cross Slope Checker displays a graphical analysis of the supenslevation applied to a

roadway. The superelevation can be displayed using either drop/rise or percentage diagrams. A
superelevation report is then displayed in a separate window, which we can save or print.
The analysis can then be output as a report. We can then save or print the report.
5.2 STEPS FOR ROAD DESIGNING IN HEADS
Let the survey Data is stored in a folder named "Survey Data"
Stepl:
Use HEADS Menu option "File_Open",
Select Folder "Survey Data" and select File containing survey data.
Select: HEADS Menu Option File-Open-Survey data file.
Run: HEADS-Utilities-Format data as 2D/3D or TEXT DGM file-Proceed
Output: Survey.DGM Select HEADS menu option "DGM_Modeling from 2D/3D or Text
DGM [GENIO]"
Click on "Proceed",
For all messages click on "OK",
39
CHAPTER 5: DESIGN STEPS
The File is processed and HEADS model is created in files MODEL.FIL and
MODEL.LST
Step 2:
Use HEADS Menu option "FileOpen",
From Folder "Survey Data", seJect File "02 DGM_GroundModelingTriangulation"
Select HEADS menu option "DGM_Ground [Triangulation]"
Click on "OK",
Click on "Select All",
Click on "OK",
Click on "Proceed",
The File is processed and Digital Terrain Model (DTM) is created in file HDSOOl .FIL
Step 3:
Use HEADS Menu option "FileOpen",
From Survey Data Folder select File "03 DGM_ContourModeIing"
Select HEADS menu option "DGM_ ContourModeling"
Click on "RUN",
Click on "Save",
Close the Contour Screen by clicking on Top_Right comer.
Close the Contour Window at the bottom of the PC by clicking on "Quit",
The File is processed and Contours are created in files MODEL.FIL and MODEL.LST
Step 4:
From Folder "Survey Data", select File "04 Input-01_Horizontal"
40
{ CHAPTER^: DESIGN STEPS
Select HEADS menu option "Geometrics_200 Halignment"
Click on "Proceed",
For all messages click on "OK", finally on "Finish",
The File is processed and Horizontal Alignment is created as model DESIGN and string
MOOl in files MODEL.FIL and MODEL.LST
Design database file is created as HALIGN.FIL
Design report file is created as Halignment.REP
Step 5:
Select HEADS menu option "Viewing_Interactive Drawing"
Select Viewer menu option "Format_Layers Dialog"
In the layer Dialog, in the top right box, click mouse and type a layer name "GROUND"
Click on button "New layer".
The Layer "GROUND" comes in the List below,
Click on "GROUND" in the List in the layer Dialog,
Click on button "Set Current",
Click in the small square box, in the row "GROUND" and Column "Color",
Color box appears, take Green or any other Color,
Click on "OK" in the Color box. Click on "OK" in the layer Dialog to close.
Select Viewer menu option "File_Draw String",
Select Model Name "GROUND", Click on "Select All String Labels",
Click on "OK", Click on "View_Zoom_ZoomExtends",
Step 6:
41
I CHAPTER 5: DESIGN STEPS
In the layer Dialog, in the top right box, click mouse and type a layer name "CONTOUR
01"
Click on button "New layer",
The Layer "CONTOUR 01" comes in the List below.
Click in the small square box, in the row "CONTOUR 01" and Column "Color",
Color box appears, take DARK GREY or any other Color,
Click on "OK" in the Color box, Click on "CONTOUR 01" in the List in the layer
Dialog,
Click on button "Set Current", Click on "OK" in the layer Dialog to close.
Select Viewer menu option "File_Draw String",
Select Model Name "CONTOUR", Select String label "COOl", Click on "OK",
Click on "View_Zoom_ZoomExtends",
Step 7:
In the layer Dialog, in the top right box, click mouse and type a layer name "CONTOUR
05"
The Layer "CONTOUR 05" comes in the List below,
Click in the small square box, in the row "CONTOUR 05" and Column "Color",
Color box appears, take YELLOW or any other Color,
Click on "OK" in the Color box. Click on "CONTOUR 05" in the List in the layer
Dialog,
Select Viewer menu option "File_Draw String", Select Model Name "CONTOUR",
CHAPTER 5: DESIGN STEPS ^^

Select String label "COOS", Click on "OK",
Step 8:
Select Viewer menu option "Fomiat_Layers Dialog"
In the layer Dialog, in the top right box, click mouse and type a layer name "DSMCOO"
Click on button "New layer", TTie Layer "DSMCOO" comes in the List below.
Click in the small square box, in the row "D$ MCOO" and Column "Color",
Color box appears, take WHITE or any other Color,
Click on "OK" in the Color box, Click on "DSMCOO" in the List in the layer Dialog,
Select Viewer menu option "File_Draw Stnng", Select Model Name "DESIGNS",
Select String label "MCOO", Click on "OK",
Click on "View_Zoom_2oomExtends",
Step 9:
In the layer Dialog, in the top right box, click mouse and type a layer name "MCOO"
Click on button "New layer", The Layer "MCOO" comes in the List below,
Click in the small square box, in the row "MCOO" and Column "Color",
Color box appears, take RED or any other Color, Click on "OK" in the Color box.
Click on "MCOO" in the List in the layer Dialog, Click on button ''Set Current,
Click on "OK" in the layer Dialog to close, Select Viewer menu option "FiIe_Draw
String",
Select Model Name "DESIGN", Select String label "MCOO", Click on "OK",
CHAPTER 5: DESIGN STEPS ^^

Step 10:
Select Viewer menu option "Design_Chainage_ON"
Select Model "DESIGN", String "MCOO". Click on "OK",
Chainages are displayed along the alignment string MCOO
Step 11:
Select Viewer menu option "Design_Details_ON"
Select Model "DESIGN", String "MCOO", Click on "OK",
HIP and Curve details are displayed along the alignment string MCOO
Step 12:
Select Viewer menu option "File^Save as"
Select Working F o i t e as 'Save in' Type a 'Filename' -. "Settmgo^t"
Select 'Save as Type': DWG 2007 (*.dwg)
The File name is displayed at the top, as the file Settmgout.DWG is saved.
Step 13:
Use HEADS Menu option "FileÔpen",
Select Folder "Survey Data" and select File "05 Input-02_DGM"
Select HEADS menu option "DGM_gromd Long Section-
Click on "Proceed",
For all messages click on "OK",
The File is processed, Alignment string MCOO and DIM file HDSOOl.FIL and Original
Ground Levels (OGL) model & strings is created as DESIGN & EOOl in files
MODEL.FIL and MODEL.LST
CHAPTER 5: DESIGN STEPS ^

Step 14:
From same Folder "Survey Data", select File "06 Input-03_Vertical"
Select HEADS menu option "Geometrics_300 Valignment"
Click on "Proceed",
For all messages click on "OK", finally on "Finish", The File is processed and Vertical
Alignment is created in model DESIGN and string MOOl in files MODEL.FIL and
MODEL.LST Design database file is created as VALIGN.FIL
Design report file is created as Valignment.REP
Step 15:
Select Viewer menu option "File^New",
In the layer Dialog, in the top right box, click mouse and type a layer name "OGL"
The Layer "OGL" comes in the List below,
Click in the small square box, in the row "OGL" and Column "Color",
Color box appears, take RED or any other Color,
Click on "OK" in the Color box.
Click on "OGL" in the List in the layer Dialog,
Click on "OK" in the layer Dialog to close,
Select Viewer menu opfion "D6sign_LSection__DrawLSection",
Select Model Name "DESIGN",
I CHAPTER 5: DESIGN STEPS 45

Select String label "ECOO",
Click on "OK",
Select Viewer menu option "Design_LSection_GridON",
Click on "OK",
Step 16:
In the layer Dialog, in the top right box, click mouse and type a layer name "GRADES'
The Layer "GRADES" comes in the List below.
Click in the small square box, in the row "GRADES" and Column "Color",
Color box appears, take WHITE or any other Color,
Click on "GRADES" in the List in the layer Dialog,
Click on "OK" in the layer Dialog to close.
Select Viewer menu option "Design_LSection_DrawLSection",
Select Mode! Name "DESIGN#",
Select String label "MCOO",
Click on "OK",
46
JCHAPTER 5: DESIGN STEPS
step 17:
Select Viewer menu option "Fomiat_Layers Dialog"
In the layer Dialog, in the top right box, click mouse and type a layer name "PROFILE"
Click on button "New layer",
The Layer "PROFILE" comes in the List below,
Click in the small square box, in the row "PROFILE" and Column "Color",
Color box appears, take RED or any other Color,
Click on "PROFILE" in the List in the layer Dialog,
Click on "OK" in the layer Dialog to close,
Select Viewer menu option "Design_LSection_DrawLSection",
Click on "OK",
Once Again, select Viewer menu option "Design_LSection_Vertical DetailsON",
Click on "OK",
Step 18:
47
1 CHAPTER 5:ÊSIGN STEPS
From same Folder "Survey Data", select File "07 Input-04_Offset_VO"
Select HEADS menu option "Geometrics_400 Offsets"
Click on "Proceed",
The File is processed and all strings for Carriageway are created in model DESIGN and
strings as
CLOl, CL02, CL03, CROl, CR02 AND CR03 in files MODEL.FIL and MODEL.LST
Design database file is created as OFFDAT.FIL
Design report file is created as OFFSETS.REP
Step 19:
From same Folder "Survey Data", select File "08 Input-05_XSections"
Select HEADS menu option "Geometrics_500 Xsections"
Click on "Proceed",
The File is processed and all strings for Carriageway as CLOl, CL02, CL03, CROl, CR02
AND
CR03 are combined to create road cross sections at user given interval along the
Chainages.
Design database file is created as HDS002.FIL
Design report file is created as XSECTIONS.REP
Step 20:
From same Folder "Survey Data", select File "09 Input-06_Interface"
48
Select HEADS menu option "Geometrics_600 Interface"
Click on "Proceed",
Design database file is created as HDS003.FIL, HDS003A.FIL, Design report file is

created as INTERFACEDSLOPES.REP
Step 21:
From same Folder "Survey Data", select File "10 Input-07_Volume"
Select HEADS menu option "Geometrics_700 Volume"
Click on "Proceed",
The File is processed and Quantities for Earthwork for Cut/Fill from road to Ground cross
sections are created at user given interval along the Chainages.
Design report file is created as VOLUME.REP
MassHauI Diagram is created as MassHaul.DRG, To view, use Viewer menu option
"File_Import DRG" and from the working folder select file MassHaul.DRG, For full view
use menu option, View_Zoom_ZoomExtends. May save the drawing as DWG.
Step 22:
Use HEADS Menu option "Fi]e_Open",
From same Folder "Survey Data", select File "11 Input-08_Sections"
Select HEADS menu option "Drawing_1300 Sections"
Click on "Proceed",
The File is processed and 3 Cross Section Drawings are created as XSECl, XSEC2 &
49
|CHAPTER 5: DESIGN STEPS
XSEC3 within folder "Design Drawings".
The files may be viewed by using Viewer menu option "File_Open".
Step 23:
From same Folder "Survey Data", select File "12 Input-09_ProHalign"
Select HEADS menu option "ProHEADS_200 ProHALIGN"
Click on "Proceed",
The File is processed and 1 Alignment Drawing is created as HALIGN.DRG.
The file may be viewed by using Viewer menu option "Filejmport DRG".
Step 24:
From same Folder "Survey Data", select File "13 Input-]0_ProValign"
Select HEADS menu option "ProHEADSJOO ProVALIGN" '
Click on "Proceed", For all messages click on "OK", finally on "Finish",
The File is processed and I Alignment Drawing is created as VALIGN.DRG.
The file may be viewed by using Viewer menu option "File_Import DRG".
Step 25:
From same Folder "Survey Data", select File "14 Input-1 l_ProOffset"
Select HEADS menu option "ProHEADS_400 ProOFFSET"
The File is processed and 1 Alignment Drawing is created as Superelevation.DRG.
•^CHAPTER 5: DESIGN STEPS ^^

The file may be viewed by using Viewer menu option "File_Import DRG".
Step 26:
From same Folder "Survey Data", select File "15 Input-12_Profile"
Select HEADS menu option "Drawing_1200 Profile"
The File is processed and Long Section Drawing is created as LSECl within folder
"Design Drawings". The files may be viewed by using Viewer menu option "File_Open".
Step 27:
Use HEADS Menu option "File_0pen",
From same Folder "Survey Data", select File "16 Drawing^l 100 PLAN"
Select HEADS menu option "Drawing^! 100 Plan"
The File is processed and Long Section Drawing is created as PLANl within folder
"Design Drawings". The files may be viewed by using Viewer menu option "File_0pen".
5.3 STEPS FOR ROAD DESIGNING IN MX ROAD
53A Data Import Option: Chainage - Offset
1^
Excel Information - — ^ -
Next >>
Excei Spreadsheet Name:
Cancel
first Ro« Containing Data; Y^
First Column Containing Data;
Data T y p c ^ —
Variable Offset ^ ' Fixed Offset Q
Fig. 5-1 Data Import Option Window
51
Add-In tool (Fig. 5.1) which directly takes chainage-offset data from Excel Spreadsheet
i) Purpose:
This add-in allows direct import of two types of chainage-offset data into MX w.r.t a
reference string.
1) Variable Offset
2) Fixed Offset
ii) Features
The Excel data sheets can be of the following formats
1. Variable Offset
• Chainage, Offset (direction specified by Left = -ve, Right = +ve). Elevation
• Chainage, Direction (specified by Left = L, Right - R), Offset, Elevation
• Chainage, Offset (-/+), Elevation, Description (First/First two character of

string name)
• Chainage, Direction(L/R), Offset, Elevation Description
2. Fixed Offset
• Chainage, Fixed Offset in Columns, Levels for respective columns for the
chainage
iii) Requirements
1. An Excel data file for import. "N.B. this file MUST contain only one 'set' of data per
line and must be formatted in the same way throughout.
2. Excel 97 or 2000 {from the Microsoft Office 97 or 2000 suites)
5.3.2 To Use the Exe (Executable Programs);
The Bonus Tool and any associated files are installed to ...\m^\exec folder and will be
available from Add-Ins menu.
JCHAPTERS^DESIGN STEPS
1. Select Import- Offset data from Add-rns>Persona( Add-Ins.
a) For Variable data type
1. Click on 'Browse button' in Import Data spreadsheet option window (Fig. 5.2) and
select the "Variable sample.xls" file from the project directory.
2. Specify the First row and column containing data
3. Select Data Type as 'Variable Offset'
m^QpG^ ^
; ipEKcel Information - ^-
Next >>
Excel Spreadsheet Name:
Variable sample.xls
First Row Containing Data: Cancel
First Column Containing Data; fi
i^Data Type
Variable Offset (? Fixed Offset Q
S
Fig. 5.2 Import Data spreadsheet option window
4. Click'Next»'
This will read the Excel data tile, identity the extents of data and take the information for
further processing. After it has processed it will display a panel to verify the processed
data.
5) This panel will display (Fig. 5.3) the loaded data; specify the data type for each
column.
r'-^JEEifJl . ^
1
. . - ^ z . ^^^__
- -
If 'Choifwff? IsJdeCLft) " " ! Offset Elevation ] Descripttori |:l*ll
) Next »
<i^mi ;L ?5 1 B,61B
Cancel
23 8591 1
. ^.5 6.511
1
! • •!
: 20 8501 b
1 185 ^ 9 1
_17 B.481
\ -H 1[iVJ
Total 2l6D5raws of data is Loaded
Fig. 5.3 Verify Data panel
CHAPTER 5: DESIGN STEPS 53

A Menu (Fig. 5.4) will appear listing various headings which can be selected,
select the required heading, i.e. if we are specifying offset with (+/-) then we do not need
to specify side, so specify 'Side not Available', similarly if data set does not have any
description then specify 'Description Not Available'
After we have selected data type click on ' N e x t » ' to format.
11
fcCLiCK ON THE CDiUVU KEADEnS TO OHfWGE THE DATA T W E -
B^vsfiwi
J.^jJ. ..Next»
Ch*»9B ^*sel Des —
Ouinage
8.E1E DMI
8591 SkJe(+H
B.S11 I Sde{HR)
8.501 Side not Avsiabi?
Offset with (+\-)

Offset:
Tola, 21 E35rows of da-a Is uoadBO.

Qevatlon
Fig. 5.4 Right click menu in verify data panel
6) Type the new model name. Select type of string (P/L), select model containing
reference string and specify reference string name.
7) Click on Finish to process and import data into MX.
The Offsets containing description will be imported as strings with the

description, and the others will be imported as P or L strings. Different strings will be
created as per the different descriptions specified.
b) For Fixed data type
1. Click on 'Browse button' shown in Fig. 5.5 and select "Fixed Sample.xls "file
containing Auto level data of fixed type from project directory.
2. Specify the First row and column containing data
3. Select Data Type as 'Fixed Offset'
4. Specify details for Fixed Offset
5. First Character of New strings for string name, and the model and string name of the
reference string.
6. Click ' N e x t » ' to process and import.

.•,.iaâbB;feîMtJW4^HMiJk.«^-
S7EKCC\ Information
Excel Spreadsheet Name:

FiyfidsamnlfixiR
Finish
3
• First Row Containing Data: Cancel
First Column Containing Data: ji ,,
Data T y p e
Variable Offset G Fixed Offset < ^
- F i x e d Offset
First Character of New MX String(s) |C
Model Name
[DESIGN
B:
, Strrg Name
Custom
3'
Fig. 5.5 Import Data spreadsheet for fixed type data
These strings will be imported as strings parallel to the reference string with the
levels specified. These strings will be created in the same model as reference string.
Processing Total Station data
5.3.3 Data Import Option: Total Station
5.3.3.1 Creating a new project
When we start MX, a startup panel is displayed. The startup panel gives us quick access
to the options on the initial File menu (Windows) or MX menu (AutoCAD and MicroStation), as
well as providing additional facilities for accessing Help and our project settings.
5.3.3.2 Data Import Option: Total Station
From either the startup panel or the File/MX menu, we can create a new project, open
an existing project, archive projects using the zip/unzip facility or access the on-line Help. Li
addition, the most recently opened projects are listed at the bottom of the menu.
MX uses projects to group information which relates to a particular design scheme,

such as the survey and design models, the drawings and the design parameters used for the
project.
55
To create a new project, click the New Project button on the Startup panel or select New
Project from the MX menu bar, then specify the name of our project, its location and the location
of the design parameters to be used for this project. If the folder specify does not already exist, it
is created for the project.
An empty model file is created in the project folder when a new project is started.
However, if MX finds that there is already a model file in the folder, we can choose to keep it
rather than overwrite it with an empty one. This gives the opportunity to move an existing model
file in to place so we can continue with a design. If we are working on a project on the
network, perhaps because several people need access to the project, we can use the
network project facility to copy the project temporarily to our local disk, work on the
project, then copy it back again when we have finished. We should only have one project in
a folder.
pnnr TiJr
. - --
•' • If-rt, t '
1 \
]
(i-
--i^,(F tt^t^.in* •>
fTuh.nd U
.1
1,. ON . v . r , -^
JUUM,
Fig. 5.6 Start up panel for MX Road
Click on the MXROAD icon to start the application
Select new project for opening new project and open project for opening existing project
(Fig. 5.6).
Enter details of new project name and directory where project is to be stored in the
window opened. Select "default project setting" as "IN_metric" and tick on the non-
tangenfial alignment in the window. Then click OK to accept the data (name and
directory) supplied.
I CHAPTER 5: DESIGN STEPS 56

Then accept to create project.
q|^liÎE]iaF^**'^-^'?^""^'Tft
The m ttondard tiring naawig convention it off.

<3) You aie ibonglp actvited (o lead the help infonnaticn
before continuing.
O E)i> not ihDi* Ihtt mettage again
t DK 1 1 Help I
Fig 5.7 String Naming Convention window
The MX standard string naming convention is off. CHck OK in the pop up window as
shown in Fig. 5.7.
5.3.3.3 Creating a Survey Model from Imported Data
The survey model describes the existing ground and any other features which are
present in the area of our proposed design. It is essential that the data describing this
model is both complete and accurate, as any errors could have a serious impact on the
proposed design. It is also important that the string names in the import file conform to a
string naming convention used in a feature set and style set combination. We can either
change the names of the strings in our import file to suit an existing feature set and style
set, or we can create new ones.
The data describing the survey model can be input to MX in any of the following formats:
• MX Input
• MX GENIO
• MX Survey
• General ASCII
• MicroStation DGN
• AutoCAD DXF / DWG
. LandXML
57
ii;î jTKixiTm m q i >i <
J l ^ File View TKF : Dsîj] Ara'
Open DuplayâwTig..
liput.,
iDponOu^)ut'=Sft..
Cpen Jau-ialRfe..,
rtoL,.
(YrtDnpUf..
^fÔT...
UPM...
Fite MsnagBmen:
Eiplorar.,.
c o r w t to Ma>OAO E N : .,.
Irrport
BqDi-t
CtowrttiJKt
Btit
Fig.5.8 File menu
To import data in ASCII file format, select File Input (Fig. 5.8), for any of the MX
formats (e.g. GENIO). If the imported file contains drawing information, the survey model will
be created and drawn on the screen; otherwise we need to create a plan woricing display.
Now go to file and import data as ASCII File for total Station data and ASCII
import for (x,y,2) format data. Select the design modelfi-omdrop in command menu (Fig.
5.9)
t File View lools Desisi Analysis Modify D[£;ây ft-aw Visualise Repoft Quantities Addilns £AD Help
' © i 3 @ ^1 SIJBSTRGSMX4iTUTORIA»123MG0l
"3^ S Slis:
Fig. 5.9 Drop in command panel for MX ROAD
Make sure that file type in selecfion popup window is "*.txt" (shown in Fig. 5.10).
58
CJigD "MBl
Lookr: f O h o T "Zl ^ 1^ cJ- i i '
••t-iP ^MxData
MyR«»cenl 'Qstyfes
Docunenti
OetkiQp
My DocLinents
MjiCompulei
v7 i f^"* la'f*: ^ open
My Network
Places
Files oftype: lAutoCADDXFr.tM)
AuloCAD DXF ('.dKf)
"H Caicsl
National Transfer Foimal ['.nlll

iriJJII.IJ.IljJlIillL—>—^
SuiveyPalar.inpl
Fig, 5.10 Survey Data Selection window
Commands: Tools\ System Parameters\ String Naming and check the box.
To view the survey data entered.
^ ge gew l3ofc DftsJgn apalysis HMff. Dpptr ^ « « ysiAie Rstxit fiJHnSfiM Adcym £W tt* ; 1 ^ •(* ^ * ^ A ¥ ^ ,
^ J '-1 •••'>••> -111 •'*•' ii-...>il---iti-..c.JW:,ir«,

:^!i3
Fig. 5.11 Panel for selecting Model
Select the survey model entered (Fig. 5.11) then click on the icon next to drop in
command to view the survey data.
Select the Feature Set and Style Set in the next pop up window. Click on OK.
Next go for surface checker
Commands: Analysis\ Surface Checker
Select the model and set the parameters to be checked like null levels, etc as shown in
Fig. 5.12.
Then apply. Check the report if required. Click Cancel to leave the command then click
finish on next window to exit the window or rename the model to save.
59
H
, Model Name fê-.t
I^^^^^S" ;3 Cdnc^
JNoHsifciig
3]
Check*
(2> _ T 1 r Nul Levob
r ZHoLevHs
•• L J r-Single PciniStrJnaj
I 1 | - t l ] r.HitfiPointt
. I * | - n r LowPortt
1^ I- p l r CofKidenI Pants
Save Settings
Fig. 5.12 Import Data spreadsheet option window
5.3.3.4 Surface Analysis
Commands: AnalysisX Surface Analysis
Name the model to be analyzed leave the rest of information software will pick it
up automatically and click on next. A toolbar will open (Fig. 5.13).
SgCSsaQiElB^
Next,
CorUou(s>
<Ba(^
Level 8arxls>
Cancei
Slope Bands >
Aspect Bends >
Flat Spots >
V. Steep Slopes >
Flow Arrows >
Sinn^ Long S ectioti >
Displav Triangulation >

Qptions..
Catchment Aieas
Fig. 5.13 Surface Analysis panel
Select the surface analysis required like contours, triangulation etc. by clicking on
the icons of respective analysis.
60
'TjnsEife
intMval JLevobI Smooltw«]
• . Nwd>
Nottrd Conloui Intoival 1) ,|
<Ba(*
PiomnentConloulntBival IB ^ • '.
CvKcl
-ContouCotow* —
Normal Comout
• 01
Prominent Cor>lour)
J trpo^s.
Fig. 5.14 Contour display menu
For contouring click on the contour icon and enter the contour interval then click
on next (Fig. 5.14)
To save the model with contours click on finish otherwise click next.
For saving the contour model rename the model name in the popup window.
Same procedure will be adopted for all other surface analysis menus.
To check the models for contours and triangulation change the model from drop in
command and click on view.
5.4 HORIZONTAL DESIGN
Commands: Design\ Quick Alignment Horizontal Design
Give the name of the model (different from previous one). Click on create model
on popup window and give the string name starting from "MC??" (Master String) and
then click next.
A menu for string editing will popup, select the ADD IP icon and make the
desired string (road) by clicking on the survey data.
We can edit the string by using by various commands in the menu.
We can accept the string by clicking on OK (Fig. 5.15) in the menu bar. Enter
start chainage and interval in the popup window.
61
-it,--. -l-''«h
" T ^
n ^ —^r GiadeS ;j Q i 2 . F i X fDKIsrence—i.-HorizontdRaAii ^ ^ ^ _
Fig. 5.15 Horizontal Alignment option window
5.5 VERTICAL ALIGNMENT
Commands: Desigf\ Quick Alignment Vertical Profile\
Enter name of the model and string name (center line of the foad to be designed)
(MC??) then next.
Popup window will open showing details for vertical alignment
Draw the string joining two end^_pQinjte_ and a point in center and click on join the
ends then click ok.
5.6 ROAD DESIGN
Commands: \)esign\ RoadDesi,
Desiffii Lana'ysfe Hpdtfy DLipjay. . & : w Visjako EPPwt fijantities A

Aigrmert.,,
QUckAlonment was
Best Fit Aignment
Road Design > Catrtageways,,,

Junction Design Rule-based Supn-elevation.,.
Pavenwnt and Sjbgrade Design... Road Widening...
Shoulder Design...
Road ReDesign and RehabWation,..
Kert» Verges afvj Footways...
L'rbar. Design
SteDesiî
TraA Design
Design a String
AmendaString
EarthvrarksWizad...
Draiiage D e s i ^ . . .
Fig. 5.16 Road Design option window
Follow the steps as in the command menu (Fig. 5.16)
/. Carriageway
Enter design model as model analyzed and design string as M??? or center line of the
road proposed.
62
i CHAPTER 5: DESIGN STEPS
Then select the road profile from the standard models or we can edit it as per
requirement by selected the desired model and then edit. Enter start chain age and end
chain age and finish to complete the design of road. Same steps are followed for rest
of the designs (super elevation, road widening, etc.).
2. Rule-based Super elevation (enter the design speed in the popup window for
super elevation)
5. Road widening
4. Shoulder Design
5. Kerbs Verges and Footways
Run cross fall checker after road design
Commands: analysis] cross fall checker]
5.7 PAVEMENT AND SUBGRADE DESIGN
Commands: Design\ Pavement andSubgrade Design\
Enter the name of the design model (Fig. 5.17) in which road exists and string name
MC?? (center line of the road ) (Master string)
* . i»M<Jt,;.:Jittj.,. iiiÂtt„;\^
^
ModdDelait loFtulsl Next>
<B«:k
|MXTUT0RLAL123
J Cancel
| A P P ^ Cutrent Mastuhg
A
|TMPTR1ANGLES1
1 tiangulalion bttngNeme iTXOt

A
"•" J
[•JoMasiirs
A
Fig. 5.17 Pavement Design Input option window
Enter the triangulation model as existing surface model and triangulation string as
TX??
A new command window will open.
63
^•>,.. •,i-iH^^.i.i*-T'r,:£t.^^..tlîl^,-itJJfl.,,^. ^ ^
Pavemert Lay« 0 ejign ^ —

<Back
" 5 ! ^ Subgrade Dwign
jctt^ Chansgei Ffwh

|(AIDwaga>
Don Section Wcxkhg Drsvwigt
P^ General Repodt
Fig. 5.18 Pavement and Sub grade Design option window
Select the commands in the order it appears in the menu bar (Fig. 5.18).
• Pavement Layer design
Enter new style in style set preview
• Subgrade Design
• Chainage
• Cross Section Working Design
• General Reports
5.8 EARTHWORK
Commands: Design\ Earthwork Wizard
Enter the details of design model to be analyzed (Fig. 5.19).
Enter triangulation model as ground model and 'TX??' string as triangulation string name
Then click next.
64
[ CHAPTER 5: DESIGN STEPS
^- •\v-.;;r,:^jl'-m*mniir
JS
)MXTUTDR1AL123 _-j
9f,.>.
Retaence S&tig Narne IMCOG '|
Cancel
[Road Centreline: ( M q T ]
Lovd Datum String»Ldl |EROO T ]
[ShouUeisOwd Datum) (EH) 3
IJvelOalumStrhgtoRiflW j^HCi -vl
ShoiAfeti (Level OatunJIEHj

-B
GioundModei
|TMPTRIANGLES1 ^
Ttiangiialkiii Siring Name lyxM »!
(T(iengulatan{Kis6no [IX)
"3
^
"31
Fig. 5.19 Earthwork Model Details
Assign earthwork style and strategy. We can assign earthwork style by selecting
style to one view and rest by simply dragging to the view from the selected one then click
on next (Fig.5.20).
.-CUttottiaHBW - — — • —
JM
'V <0SEk
C(«icd
eM
[ltey\M>runhiMN_StylBt\MFWSimpfaSklpe•^^y . | |tley\MX\mlHMM_Sly<eiWFWSiiyteSloped -.(I

AHatnalivB Stiategy . .|| i AHemalive Stialogy l|
FilofrioLofl — — - I pF»lolhoRighl—• — —
|BByWXWwW_S'y'"^MFWSirtile5lQpB.rty -I | |lley\MX\m(w'JSi_5liilMWFWSinpleSlope.ity -I
AAonatfve 5tiategv> .. | ANocntfive S(7ala^ ... I
Fig. 5.20 Assign Earthwork Style option window
Enter start and end chain age in next window and click on finish.
5.9 QUANTITIES
Commands: Modify\ Cross Sectional EditoA Calculate Volume.
Enter model name and model string name in the popup window (Fig. 5.21) and
then click next
65
In the next popup window enter the name of triangulation model and triangulation string.
Select Calculate volume and then apply to get the report of cutting and filling. Save the
file in "*.txt" by clicking on "output to file" and then click next. In the next popup
window uncheck the store sections and click finish.
dSDâftiflaa
Ecfit Section [ C a E u l ^ e ^ ^ ^ Preferences | Next>
Chalnage to <B3ck
Apply
10,000 •3 |1602.7GO 3
Cancel
Output fofiie
Section Set 1 Section Set 2
Design 31 iGround
31 f ? Apply Curvature Coriection Maximize
Fig. 5.21 Volume Calculation option window
5.10 DRAW PLAN/ VERTICAL PROFILE/ CROSS SECTIONS
Commands: Draw\ Final Drawing ManageA Final Drawing Toolbar
a) Plan
From the Final Drawing Manager select ''Add to Drawing\ Then select type of Drawing
> Plan.
Lastly, select the design model, confirm the style set used.
b) Profile
Profile is generated and placed on the display.
Command: Draw\ Type ofDrawings\ Create Profiles
Add design model and center line of the road as 'Reference String' and then click next
Commands: Draw\ Type ofDrawings\ Create Profiles
66
(V Rofte String Next>
FleJetence Modd
|MXTUT0R1AL123 Cancel
J
Referer^ce StfinQ jjj^ Open Set-up..
zl
d
|7 AM/Etk Sufacei
C Long Sedion between 2 PoinU

"1
1
1 J
XT
1
I -Y
1
-3
Fig. 5.22 Create Profile option window
A popup window (Fig. 5.22) showing " Reference String Details" will open enter the
name of design model and master String " MC??" rest leave other information as default
and click next.
Additional Surface menu
\
v?^lp7ri l¥c<M^,E"dil ion
4.
^
s/
Adcfitiand Suf ace

XZ TBOZ 730.-9371-164
Poiiil In'niBalioi) «.
Prooeitv 1 Value 1
X 4133.522 f
Y 8135515 1
Z 31.331 1
Grade 7.327S: 1
Chamege OOOO i
Fig. 5.23 Additional Surface Menu
In the popup window (Fig. 5.23) click on 'Additional Surface' menu to display 'Display
Associated String'. There are three profile types available; Surface Model, Associated
String and Offset Profile.
67
[CHAPTER 5: DESIGN STEPS
c) Surface Model
Select Additional Surface Model and select the triangulation model to the drawing as the
existing surface, then click OK. The profile of the existing ground is added to the
drawing.
d) Associated String
Select 'Display Associated String" and add the model name containing road and add the
string of carriageway edges.
e) Offset Profile
It displays a profile to the right and left of the reference string. Select 'Offset Profile' and
add contour model in 'Model to Section'.
In 'Reference Model' add design model and MC?? as design string and 6 m as offset
distance. Accept all changes then click finish.
f) Cross Sections
From the Final Drawings Manager, select Type of Drawing -> Create Sections.
The 'Create Cross Sections: Reference Details' panel is displayed (Fig. 5.24 ).
'|j[t^jâfit^^<î^fffitlj[p jgt^tgFTIEgj^jiM^ TUxj

R(.'^vW=:=. ?.Y.^[ fJeKt
DESIGN
a Caned
i ne*:: 'r.'<-:j:.: Sh--rJ MCAC
Road Centrelines (MO

p ; S ? : ^ m^-. Wgfr(f f Sbngs OrT^y
ISECTIQNS
Open Set-Up-, j
SavftSet-itt)..
Show Dc!<^^Jb
Fig 5.24 Create Cross Sections: Reference Details panel
68
Ensure that the reference model is set to design model and select the reference string as
master string.
Type the name of the model to store the cross sections. Tick Section Additional Models,
Limit or Add Section Locations and Display Cross Sections.
Click Next.
The Section Additional Models panel is displayed.
Select EXISTING TRIA as the additional model to section.
With EXISTING TIUA (TRIA) still selected in Selected Models, change the description
from Unknown to Existing Ground.
In Selected Models select DESIGN and change the description from Unknown to Design.
Click Next.
The Section Location panel is displayed.
Select Method All Chainages, and click Add to add to the chainage list.
Click Finish.
The cross sections are generated and the Draw Cross Sections panel is displayed.
Tick all the Available Sections. Select the DESIGN reference model and change
the Line Colour to Red. Select the EXISTING reference model and change the Line
Colour to Green.
Select the Position tab. Check Defined by XY to manually select the insertion
location for the sections. Change the Vertical Exaggeration to 1:5. Ensure that the Gap
between Sections is set to 100. Set the Section Insertion Point Rounding Value to 1. Tick
Place Sections in an Array. Set Maximum Number of Sections in a Column to 20 and
Column Offset to 250.
Select Apply, and then fit view to see all the sections displayed in a grid layout.
—^. ^r^ ~ - ^9
I CHAPTER 5: DESIGN STEPS
5.11 ANNOTATION
Commands: Draw\ Annotate Drawing or Pages
Add configuration for Plan, Profile and Cross sections separately by selecting respective
*.mxtip file from the library of the MX Road in C:\ programV Bentley.
5.11.1 Displaying/ Drawing the Ground Model
Once the Survey model file has been copied to local project directory run the
Survey INPUT files into an empty model file to view the existing ground information. In
this section following steps are discussed:
• Create a new plan display
• Assign Style and Feature sets to models
• Display the GROUND model
• Create a Plan Page Layout
• Generate scaled plan drawings for plotting.
5.11.2 Create a New Plan Display
L UMMMOi
Once the survey information has been run into MX, we now
need to display this information on the screen. To do this, we need 1
to create a New Plan Display (Fig. 5.25): ^^
1. Select File\ New Plan Display from the menu bar
2. A dialog box will appear asking for the name of the new
Irt-r
plan display. Enter the new name and click OK. We are now
working in new display. We should verify this by reading the title
bar at the top of the MX window. It shows the path of your current Fig. 5.25 New Plan
Display
display or drawing.
5.11.3 Assign Style and Feature Sets to a model
Each model contained in the model file should be assigned a default style and

feature set. There are two ways to do this, and both methods will be described here. If we
don't assign a specific default style and feature set to a model, then MX will assign the
Mxroad style and feature set to the model automatically.
^jm
-- - — -
OK 1
J •
CaiK<ri 1
Sljrta 3 i ^ Nama
iPfwateStyfesSmdol plan coloi.pJS
Feature S H
y
|PnvaleSt}fes\mdo< plan coloi.fns ^^^
P ijMk S t ^ and Hebjn Set
OMOtnc
Fig. 5.26 Edit Model Style window
Method 1 - From the Menu Bar:
To set the default style and feature set at any time (Fig. 5.26):
1. Select Tools => Model Defaults from the menu bar.
2. Click on each model name that's listed, a style and feature set is assigned at the bottom
of the panel under the Model Defaults frame. If not, then we need to assign them. To
assign a default style and feature set, select the model in the Model Names List, and then
click on the Edit button.
D^.i^Hodei
a
1 CONTQUf^
TEMP ^
TEXT
TRAVERSE
Fig. 5.27 Display Model Window
3. Find the correct Style and Feature sets for the GROUND model by clicking on the
small buttons shown in the picture on the right.
Method 2 - From the Model Control:
On some occasions, users forget to assign a model's style and feature sets before
attempting to use the model in one of the MXRoad panels. A model control looks like as
shown in Fig. 5.27:
71
[CHAPTER^DESIGN STEPS
If we like to set the default feature and style sets for the current model listed in the model
control (Fig. 5.28):
Der3nMt>iH
j^v,:.:iTJ
WorkngD
flrtwKncB S»mg Narr»e
J j y Stfi-j
|AII ^ J*i(|PSi.*LJ
p Si*!cH'Ofn Masts* Stii
^'^ cut
Cooy
Fig. 5.28 Edit Mode] Defaults Display
1. Right-click on the model name in the drop down box
2. Select Edit Model Defaults from the popup menu
3. Assign the style and feature sets as outlined in step 3 of Method 1 shown above.
5.11.4 Display the GROUND Model
To Display the Existing GROUND Model
ffitJUnW^WBIUHI - — [ ^
- -
Mendel N B P C OK 1
j.:i^^»ii
™ ^ Aw* t
^-•roNmm ^^^^^
2l Cancel j
N..__.. izl
'•^.it
JPkwstoSiîlA^ffldet pton colar.ptt S 1
QNL.
J ^
Fig. 5.29 Display: Plan with Style Set
1. Select Display => Plan with Style Set from the menu bar (Fig. 5.29)
2. Select the model to be displayed (GROUND), and set the scale and style set if we
want to use a different one than is shown in the panel. When the information is correct,
select either OK to draw the GROUND model and dismiss the panel, or APPLY to draw
the ground model, and keep the panel open to specify another model. We can quit this
panel by clicking Cancel.
72
[ CHAPTERS: DESIGN
DESIG STEPS
5.11.5 Creating a Plan Page Layout
To create plots of the model data, MX has a pre-defined set of drawing sheets.
MX provides an interactive means to do this called Plan Page Layout. These layouts can
be saved in the project directory, and a number of different layouts can be created with
different sheet sizes, etc.
To begin creating Plan Page Layout:
Select Draw => Working Drawings => Create New Drawing from the menu bar.
The first panel is a default panel. Browse to the correct locations for the sheets.
Click on the Private folder. This will open up the correct path for the project.
On the Page Setup Panel, Select the page description from the File Details area at
the bottom of the panel, or select one of the sheets shown graphically. New page setups
can be created from this panel, or existing page setups can be edited, and then saved as
new setups. Click Next to proceed.
Reference String Details Panel that appears, have two type layout options. The
"Along a String" choice will automatically align your selected sheet size along a specified
Master String. The "Adjacent Pages" choice doesn't orient the sheets along a specific
string; rather they are defined relative to each other.
llH^ypOitg^Wtrorfft
Ixtd
frkh 1
Pf^L-îutFltK- m ^
|\PinVFlBn9elev'HêrialV[«data\pJflncheolcAp| - | <EsA( 1
•M-
0^-- ]
( ^ "^-re:.^ •• [i: -rtyt
I»*;D*«
Fig. 5.30 Save Page Layout Panel

If we have created all of the sheets necessary, proceed to the next panel (Fig.
5.30), with the forward arrow.
Uncheck the "Produce drawings", verify that the drawing file is being saved in the
correct folder and has a descriptive name.
Select Finish.
This completes the entire design process using MX Road.
73
CHAPTER 6
DATA ANALYSIS A N D DESIGN REPORTS
6.1 GENERAL
Using made-up data for road project various reports are generated. Input and
output data as generated by two software i.e. HEADS and MX Road in respect of
Horizontal Alignment, Vertical Alignment, Cross-sectional Elements and Earthwork
Calculation have been given in the following sections. Total length of the road to be
considered for the study is 5645.372 m whereas the results given here are for the starting
one km stretch. The rest of the results being of the repetitive nature have not been shown
here for paucity of space. Giving the results of only a part of the total length of the road
considered in the project does not in any way affect the objectives of the research work.
6.2 HORIZONTAL ALIGNMENT USING HEADS
The input data generated by the software is given in the following paragraph. The
user input data as shown below is also generated by the software using the raw data as
shown in table 4.1
The alignment using GPS Data as generated by the software is shown in Fig. 6.1.
The output data as generated by the software is shown in Element Data, Element
Summary and Alignment Details.
* * • * * • * * * * * • * * * * * * * * * * * * * • * * • * * * * * * * * * +* +* +* +* + *
HEADS R e l e a s e 12+
R e p o r t on H o r i z o n t a l A l i g n m e n t Design
Program was r u n on Sun J u l 26 0 6 : 4 8 : 0 4 2009
TechSOFT E n g i n e e r i n g S e r v i c e s (I) Pvt. Ltd.
* * * * * * * + * * * * + *****•*** + * * * * * * * * * + * * * * * * * * * * *
USER INPUT DATA
HEADS
200 HALIGN
201 MODEL DESIGN STRING MCOG
202 XC 0 . 0 YC 0 . 0 SC 0 IN 1 0 . 0 0 0 V 100.00 E 5.0
203 SX XI 8 7 1 0 3 . 0 1 9 0 Yl 2 7 1 7 4 1 . 5 8 3 0 X2 8 7 2 2 8 . 6 1 4 0 Y2 271546.5500
74
CHAPTER 6: DATA ANALYSIS AND DESIGN REPORTS
203 CRE RA 200
203 SX XI 87228.6140 Yl 271546.5500 X2 87285.7550 Y2 270982.3950
203 CRE RA 200
203 SX XI 87285.7550 Yl 270982.3950 X2 87115.9548 Y2 270271.9695
203 CLE RA 200
203 SX XI 87115.9548 Yl 270271.9695 X2 87570.6230 Y2 269953.0830
203 CRE RA 200
203 SX XI 87570.6230 Yl 269953.0830 X2 87739.0020 Y2 269674.3070
203 CLE RA 200
203 SX XI 87739.0020 Yl 269674.3070 X2 88116.2610 Y2 269384.4320
203 CRE RA 200
203 SX XI 88116.2610 Yl 269384.4320 X2 88410.4160 Y2 269062.2550
203 CLE RA 200
203 SX XI 88410.4160 Yl 269062.2550 X2 89200.1220 Y2 268556.5920
203 CRE RA 200
203 SX XI 89200.1220 Yl 268556.5920 X2 89419.2850 Y2 267908.8010
203 CRE RA 200
203 SX XI 89419.2850 Yl 267908.8010 X2 89034.8910 Y2 267257.7540
FINISH
In this analysed data 10 HIPs are used and radius of curve is fixed to 200 m.
Following are the list of notations used in the Input file that is generated by HEADS
software using the locations of HIPs collected by using GPS instrument:
HEADS This is the starting label for the Input Data.
200 This major option number is followed by the title HALIGN which is
for the design of Horizontal Alignment.
201 This minor option number is to be used to specify the name of the
design model and the string label.
202 This minor option number is to be used to provide four data values
related to the design of Horizontal Alignment. The data should be
given as per the.specified order.
XC = Additive Constant zero or any positive value for all X - Co-

ordinate values in meters.
CHAPTER 6: DATA ANALYSIS AND DESIGN REPORTS 75

y C = Additive Constant zero or any positive value for all Y - Co-
ordinate values in meters.
SC =Start Chainage in meters, may be either a negative or zero or a

positive value
iN = Chainage mcrement in meters, nûst be positive vaJue
EC = End Chainage in meters, this data is optional.
203 This minor option number is used to provide data concerned to various
free and fixed elements. HEADS recognizes two types of elements
free and fixed. A free element must be preceded and followed by two
fixed elements. The free circular element may have free leading and
trailing transition elements before and after the circular element. The
data must be in meters. The meaning of various data labels are
explained below.
SX Fixed Straight Element, xl, yl is the start and x2, y2 is the end
co-ordinates
CLE Free Circular Curve turning towards left; RA is the radius of

Curvature, LI and L2 are the lengths of either Leading or Trailing
Spiral Transition curves which may exist either before or after the
Circular Curve respectively.
CRE Free Ctrcukr Curve turning towards right; RA is the radius of

Curvature, LI and L2 are the lengths of either Leading or Trailing
Spiral Transition Curves which may exist either before or and after the
Circular Curve respectively.
FINISH ^rhis is the end statement for major option '200, HALIGNMENT'
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6.3 VERTICAL ALIGNMENT USING HEADS
The input data generated by the software is given in the following paragraph.
The output data as generated by the software is shown in Vertical Curve Details and
Vertical Alignment Running Chainage.
HEADS Release 12-f

Report on Vertical Alignment Design
Program was run on Sun Jul 26 06:48:35 2009
TechSOFT Engineering Services (I) Pvt. Ltd.
*********************************************
USER INPUT DATA :
1 HEADS
2 300 VALIGN
3 301 MODEL DESIGN STRING MCOO
4 302 VIP 9 SC 0.00000 EC 4900.746 IN 10.000
5 303 0.00000 20.509
6 303 560.838 28.903 120
7 303 918.980 20.509 120
8 303 1391.117 25.885 120
9 303 1837.780 20.509 120
10 303 2502.090 13.583 120
11 303 3641.658 33.797 120
12 303 4341.424 42.462 120
13 303 4900.424 24.934
14 FINISH
In this analysed data 9 VIPs are used and radius of curve is fixed to 120 m.
Various notations used in the input file generated by the software are as follows:
300 This major option number is followed by the title VALIGN, which is
for the design of vertical alignment by VIP or Vertical Intersection
Point method. The VIP data are defined in terms of Chainages in
86
[ CHAPTER 6: DATA ANALYSIS AND DESIGN REPORTS
meters, Elevations in meters and VCL in meters (except at the start
and end VIP). VCL stands for the Vertical Curve Length. The option
takes input data from the user as given in the user input data file and
searches for the presence of ahgnment in the MODEL.FIL. If the
horizontal ahgnment is absent, VALIGNMENT creates NULL
horizontal ahgnment with Chainage, X, Y and Z co-ordinates, where
the values for X & Y will be - 999.9 or NULL.
M\ This minor option number is to be used to specify the name of the

design model and the string label. If the horizontal alignment is
already created by HALIGNMENT the same model name and string
label are to be used here otherwise user can specify any other model
name. It is to be noted that a model name must be up to eight
characters long and with no blank space in between. The length of the
string label must be up to four characters long and is advisable to start
with alphabetic characters.
302 This minor option number is to be used to provide two data values
related to the design of the Vertical Alignment. The data should be
given as per the specified order.
VIP - To specify the total number of VIPs in the data
SC = Start chainage in meters for the vertical alignment
EC = End chainage in meters for the vertical alignment
IN = Interval for the chainage, in meters if the horizontal ahgnment

already exist, then the same interval for chainage is to be given,
otherwise user can give any positive chainage interval.
303 This minor option number is to be used to specify the VIP data in
terms of VIP Chainage, VIP Elevation and VCL - the Vertical Curve
Length. All the values should be in meters. The first and last 303 data
should not have the VCL value. All other intermediate 303 data will
have the VCL values. If the Vertical Curve is symmetrical there will
be only one data for VCL, but if the vertical curve is unsymmetrical
87
the lengths of two parts of the vertical curve are to be given.
For symmetrical curve there will be the data will be as follows:
303, VIP Chainage, VIP Elevation, VCL
and for unsymmetrical vertical curves the data will be as follows:
303, VIP Chainage, VIP Elevation, VCLl, VCL2
In case of symmetrical Vertical Curve, VCL is the total length of the
entire Vertical Curve and for unsymmetrical Vertical Curve VCLl and
VCL2 are the lengths of two parts of the vertical curve on left and
right hand side of the VIP respectively.
FINISH This is the end statement for the Major Option '300,
VALIGNMENT'.
VERTICAL CURVE DETAILS:
VIP 1 0.000 20.509
GRADIENT = 1.4967
BVC 500.838 28.005

VIP 2 560.838 28.903 VCL=120.000, Mo=-0.576, k=-31.246
EVC 620.838 27.497
GRADIENT = -2.3438
BVC 858.980 21.915

VIP 3 918.980 20.509 VCL=120.000, Mo=0.522, k-34.459
EVC 978.980 21.192
GRADIENT = 1.1387
BVC 1331.117 25.202

VIP 4 1391.117 25.885 VCL=120.000, Mo=-0.351, k=-51.233
EVC 1451.117 25.163
GRADIENT = -1.2036
BVC 1777.780 21.231

VIP 5 1837.780 20.509 VCL=120.000, Mo=0.024, k=745.312
EVC 1897.780 19.883
GRADIENT = -1.0426
BVC 2442.090 14.209

VIP 6 2502.090 13.583 VCL=120.000, Mo=0.422, k=42.607
EVC 2562.090 14.647
GRADIENT = 1.7738
BVC 3581.658 32.733

VIP 7 3641.658 33.797 VCL=120.000, Mo=-0.080, k—224.065
EVC 3701.658 34.540
GRADIENT = 1.2383
BVC 4281.424 41.719

VIP 8 4341.424 42.462 VCL=120.000, Mo=-0.656, k—27.436
EVC 4401.424 40.581
GRADIENT = -3.1356
VIP 4900.424 24.934
VERTICAL ALIGNMENT RUNNING CHAINAGE:
-CHAINAGE- -LEVEL- -GRADE*100- -V. DIST- -V. RADIUS
START CHAINAGE- O.OOO 20.509 1.497 0.000 INFINITY

10.000 20.659 1.497 0.000 INFINITY
20.000 20.808 1.497 0.000 INFINITY
30.000 20.958 1.497 0.000 INFINITY
40.000 21.108 1.497 0.000 INFINITY
50.000 21.257 1.497 0.000 INFINITY
60.000 21.407 1.497 0.000 INFINITY
70.000 21.557 1.497 0.000 INFINITY
80.000 21.706 1.497 0.000 INFINITY
90.000 21.856 1.497 0.000 INFINITY
89
100.000 22.006 1.497 0.000 INFINITY
110.000 22.155 1.497 0.000 INFINITY
120.000 22.305 1.497 0.000 INFINITY
130.000 22.455 1.497 0.000 INFINITY
140.000 22.604 1.497 0.000 INFINITY
150.000 22.754 1.497 0.000 INFINITY
160.000 22.904 1.497 O.QOO INFINITY
170.000 23.053 1.497 0.000 INFINITY
180.000 23.203 1.497 0.000 INFINITY
190.000 23.353 1.497 0.000 INFINITY
200.000 23.502 1.497 0.000 INFINITY
210.000 23.652 1.497 0.000 INFINITY
220.000 23.802 1.497 0.000 INFINITY
230.000 23.951 1.497 0.000 INFINITY
240.000 24.101 1.497 0.000 INFINITY
250.000 24.251 1.497 0.000 INFINITY
260.000 24.400 1.497 0.000 INFINITY
270.000 24.550 1.497 0.000 INFINITY
280.000 24.700 1.497 0.000 INFINITY
290.000 24.849 1.497 0.000 INFINITY
300.000 24.999 1.497 0.000 INFINITY
310.000 25.149 1.497 0.000 INFINITY
320.000 25.298 1.497 0.000 INFINITY
330.000 25.448 1.497 0.000 INFINITY
340.000 25.598 1.497 0.000 INFINITY
350.000 25.747 1.497 0.000 INFINITY
360.000 25.897 1.497 0.000 INFINITY
370.000 26.047 1.497 0.000 INFINITY
380.000 26.196 1.497 0.000 INFINITY
390.000 26.346 1.497 0.000 INFINITY
400.000 26.496 1.497 0.000 INFINITY
410.000 26.645 1.497 0.000 INFINITY
420.000 26.795 1.497 0.000 INFINITY
430.000 26.945 1.497 0.000 INFINITY
440.000 27.094 1.497 0.000 INFINITY
450.000 27.244 1.497 0.000 INFINITY
460.000 27.394 1.497 0.000 INFINITY
470.000 27.543 1.497 0.000 INFINITY
480.000 27.693 1.497 0.000 INFINITY
490.000 27.843 1.497 0.000 INFINITY
500.000 27.992 1.497 0.000 INFINITY
90
BVC- 500.838 28.005 1.497 0.000 -3124.6
510.000 28.129 1.203 -0.013 -3124.6
520.000 28.233 0.883 -0.059 -3124.6
530.000 28.305 0.563 -0.136 -3124.6
540.000 28.346 0.243 -0.245 -3124.6
550.000 28.354 -0.077 -0.387 -3124.6
560.000 28.330 -0-397 -0-560 -3124.6
570.000 28.275 -0.717 -0.414 -3124.6
580.GOD 28.187 -1.037 -0.267 -3124.6
590.000 28.067 -1.357 -0.152 -3124.6
600.000 27.916 -1.677 -0.069 -3124.6
610.000 27.732 -1.997 -0.019 -3124.6
620.000 27.516 -2.317 -0.000 -3124.6
EVC- 620.838 27.497 -2.344 0.000 INFINITY
630.000 27.282 -2.344 0.000 INFINITY
640.000 27.048 -2.344 0.000 INFINITY
650.000 26.813 -2.344 0.000 INFINITY
660.000 26.579 -2.344 0.000 INFINITY
670.000 26.345 -2.344 0.000 INFINITY
680.000 26.110 -2.344 0.000 INFINITY
690.000 25.876 -2.344 0.000 INFINITY
700.000 25.641 -2.344 0.000 INFINITY
710.000 25.407 -2.344 0.000 INFINITY
720.000 25.173 -2.344 O.OOD INFINITY
730.000 24.938 -2.344 0.000 INFINITY
740.000 24.704 -2.344 0.000 INFINITY
750.000 24.469 -2.344 0.000 INFINITY
760.000 24.235 -2.344 0.000 INFINITY
770.000 24.001 -2.344 0.000 INFINITY
780.000 23.766 -2.344 0.000 INFINITY
790.000 23.532 -2.344 0.000 INFINITY
800.000 23.298 -2.344 0.000 INFINITY
810.000 23.063 -2.344 0.000 INFINITY
820.000 22.829 -2.344 0.000 INFINITY
830.000 22.594 -2.344 0.000 INFINITY
840.000 22.360 -2.344 0.000 INFINITY
850.000 22.126 -2.344 0.000 INFINITY
BVC- 858.980 21.915 -2.344 0.000 3445.9

860.000 21.892 -2.314 0.000 3445.9
870.000 21.675 -2.024 0.018 3445.9
880.000 21.487 -1.734 0.064 3445.9

890.000 21.328 -1.444 0.140 3445.9
900.000 21.198 -1.153 0.244 3445.9
910.000 21.097 -0.863 0.378 3445.9
920.000 21.025 -0.573 0.505 3445.9
930.000 20.983 -0.283 0.348 3445.9
940.000 20.969 0.007 0.220 3445.9
950.000 20.984 0.298 0.122 3445.9
960.000 21.028 0.588 0,052 3445.9
970.000 21.102 0.878 0.012 3445.9
EVC- 978.980 21.192 1.139 0-000 INFINITY
980.000 21.204 1.139 0.000 INFINITY
990.000 21.318 1.139 O.OOQ INFINITY
1000.000 21.432 1.139 0.000 INFINITY
6.4 CROSS SECTIONAL ANALYSIS USING HEADS
The user input data generated for cross section analysis by the software is given in
the following paragraph.
The output data as generated by the software is shown in Chainage-Wise Cross-

Section Details. Few cross sections are also shown in Fig. 6.land 6.2 for detailing
provided by the software.
HEADS Release 12+

Report on Cross Section Analysis
Prograin was run on Sun Jul 26 06:51:21 2009
TechSOFT Engineering Servic&s (I) Pvt. Ltd.
***************^^*^^^^^^^^^^^^^^^^^^^^^^^^^
USER INPUT DATA :

HEADS
500,XSECTIONS
501,MODEL-DESIGN,STRING=MCOO,CH1=0.000',CH2 = 4900.74 5,INC=10

502,LHS,MODEL=DESIGN,STRING=CL01
502,RHS,MODEL=DESIGN,STRING=CR01
504,GRO
FINISH
CHAPTER 6: DATA ANALYSIS AND DESIGN REPORTS ^2

500 This major option number is followed by the title XSEC which is used
for the analysis of Cross Section for the proposed road and/or the
existing ground.
501 This minor option number is to be used to specify the model name and
string label of the Reference String. The start and end chainages and
the interval are also to be specified here. This input will be considered
in creating the cross section data at each chainage along the control
line as the result of the analysis. The data and their order are as given
below:
MODEL = Model name of the Reference String
STRING = String label of the Reference String
CHI = Start Chainage in meters on the Reference String
CH2 = End Chainage in meters on the Reference String
INC = Chainage Increment in meters
502 This minor option number may be used to mention about the Offset
Sub-String to be present in the Cross Section of the proposed road.
The data is to be provided as per the specified order as given below:
LHS or RHS This is a label for either the Left Hand Side or the
Right Hand Side of the Reference / Control String
MODEL = Model name of the Offset Sub-String
STRING = String label of the Offset Sub-String
503 This minor opfion number may be used to mention about the Master
Sub-String to be present in the Cross Section of the proposed road.
The data is to given as per the specified order as given below:
LHS or RHS This is a label for either the Left Hand Side or the Right
Hand Side of the Reference / Control String

MODEL = Mode! name of the Master Sub-String
STRING = String label of the Master Sub-String
504 This minor option number may be used to mention about the existing
ground to be included in the Cross Section. The elevation of the
existing ground will be determined at the same points of the Cross
Section wherever there are elevations available on the proposed road
section i.e., at the points where a offset/master sub-string or reference
/ control string is present for this analysis. The user doesn't have to
mention about any model name or string label and the data is to be
provided as given below:
GRO This is a label for the Existing Ground
FINISH This is the end statement for the Major Option '500, XSECTIONS'.
CHAINAGE-WISE CROSS-SECTION DETAILS :
CHAINAGE 0.000, NO. OF C/S PTS
OFFSET X-EAST Y-NORTH PROPOSED EXISTING CUT/
-3.000 87105.541 271743.207 20.434 20.885 CUT

0.000 87103.019 271741.583 20.509 20.782 CUT
3.000 87100.497 271739.959 20.434 20.698 CUT
CHAINAGE 10.000, NO. OF C/S PTS 3
OFFSET X-EAST Y-NORTH PROPOSED EXISTING CUT/FILL
-3.000 87110.955 271734.800 20.584 20.783 CUT

0.000 87108.433 271733.175 20.659 20.692 CUT
3.000 87105.911 271731.551 20.584 20.587 BAL
CHAINAGE .20.000, NO. OF C/S PTS
94
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96
-3.000 87116.370 271726.392 20.733 20.293 FILL
0.000 87113.847 271724.768 20.808 20.419 FILL
3.000 87111.325 271723.144 20.733 20.454 FILL
OFFSET X-EAST Y-NORTH PROPOSED EXISTING CUT/F
-3.000 87121.784 271717.985 20.883 20.535 FILL

0.000 87119.262 271716.360 20.958 20.426 FILL
3.000 87116.739 271714.736 20.883 20.286 FILL
-3.000 87127.198 271709.577 21.033 20.242 FILL

0.000 87124.676 271707.953 21.108 19.906 FILL
3.000 87122.153 271706.329 21.033 19.844 FILL
CHAINAGE 50.000, KO. OF C/S PTS 3
-3.000 87132.612 271701.170 21.182 20.337 FILL

0.000 87130.090 271699.545 21.257 20.153 FILL
3.000 87127.568 271697.921 21.182 20.041 FILL
-3.000 87138.026 271692.762 21.332 19.891 FILL

0.000 87135.504 271691.138 21.407 20.078 FILL
3.000 87132.982 271689.514 21.332 20.050 FILL
X-EAST Y-NORTH PROPOSED EXISTING CUT/FILL

OFFSET
21.482 20.227 FILL

-3.000 87143.441 271684.355
97
0.000 87140.918 271682.730 21.557 20.166 FILL
3.000 87138.396 271681.106 21.482 19.940 FILL
CHAINAGE 80.000, NO. OF C / S PTS
-3.000 87148.855 271675.947 21.631 20.171 FILL

0.000 87146.332 271674.323 21.706 19.946 FILL
3.000 87143.810 271672.698 21.631 19.755 FILL
-3.000 87154.269 271667.539 21.781 19.999 FILL

0.000 87151.747 271665.915 21.856 19.889 FILL
3.000 87149.224 271664.291 21.781 19.760 FILL
-3.000 87159.683 271659.132 21.931 19.736 FILL

0.000 87157.161 271657.508 22.006 19.655 FILL
3.000 87154.639 271655.883 21.931 19.362 FILL
-3.000 87165.097 271650.724 22.080 19.911 FILL

0.000 87162.575 271649.100 22.155 19.650 FILL
3.000 87160.053 271647.476 22.080 19.454 FILL
-3.000 87170.511 271642.317 22.230 20.166 FILL

0.000 87167.989 271640.693 22.305 19.723 FILL

3.000 87165.467 271639.068 22.230 19.419 FILL
-3.000 87175.926 271633.909 22.380 19.889 FILL

0.000 87173.403 271632.285 22.455 19.752 FILL
3.000 87170.881 271630.661 22.380 19.636 FILL
-3.000 87181.340 271625.502 22.529 19.923 FILL

0.000 87178.818 271623.878 22.604 19.851 FILL
3.000 87176.295 271622.253 22.529 19.558 FILL
-3.000 87186.754 271617.094 22.679 19.751 FILL

0.000 87184.232 271615.470 22.754 19.617 FILL
3.000 87181.709 271613.846 22.679 19.480 FILL
-3.000 87192.168 271608.687 22.829 19.817 FILL

0.000 87189.646 271607.062 22.904 19.637 FILL
3.000 87187.124 271605.438 22.829 19.432 FILL
CHAINAGE no.000, NO. OF C/S PTS
-3.000 87197.582 271600.279 22.978 19.694 FILL

0.000 .87195.060 271598.655 23.053 19.496 FILL
3.000 87192.538 271597.031 22.978 19.356 FILL

-3..000 87202.997 271591.872 23.128 19.785 FILL

0,.000 87200.474 271590.247 23.203 19.676 FILL
3.,000 87197.952 271588.623 23.128 19.562 FILL
-3 .000 87208.348 271583.393 23.278 19.567 FILL

0 .000 87205.811 271581.791 23.353 19.439 FILL
3 .000 87203.274 271580.190 23.278 19.419 FILL
-3.,000 87213.361 271574.582 23.427 19.733 FILL

0.,000 87210.753 271573.099 23.502 19.508 FILL
3.,000 87208.145 271571.616 23.427 19.338 FILL
-3,.000 87217.933 271565.521 23.577 19.998 FILL

0,.000 87215.254 '271564.170 23.652 20.029 FILL
3,.000 87212.575 271562.820 23.577 19.373 FILL
-3.000 87222.047 271556.243 23.727 18.450 FILL

0.000 87219.304 271555.028 23.802 19.327 FILL
3.000 87216.561 271553.813 23.727 19.960 FILL
100
-3,000 87225.691 271546.771 23.876 19.873 FILL

0.000 87222.891 271545.695 23.951 19.946 FILL
3.000 87220.091 271544.618 23.876 20.169 FILL
-3.000 87228.858 271537.129 24.026 20.094 FILL

0.000 87226.007 271536.194 24.101 19.993 FILL
3.000 87223.157 271535.259 24.026 19.931 FILL
-3..000 87231.539 271527.340 24.176 19.873 FILL

0,.000 87228.645 271526.549 24.251 19.659 FILL
3..000 87225.731 271525.758 24.176 19.471 FILL
-3.000 87233.727 271517.430 24.325 19.135 FILL

0.000 87230.797 271516.784 24.400 19.100 FILL
3.000 87227.867 271516.139 24.325 19.149 FILL
-3.000 87235.417 271507.423 24.475 19.910 FILL

0.000 87232.459 271506.924 24.550 19.815 FILL
3.000 87229.500 271506.426 24.475 19.702 FILL
101
-3.000 87236.612 271497.347 24.625 20.343 FILL

0.000 87233.633 271496.995 24.700 20.326 FILL
3.000 87230.654 271496.642 24.625 20.283 FILL
-3.000 87237.626 271487.348 24.774 20.546 FILL

0.000 87234.641 271487.045 24.849 20.551 FILL
3.000 87231.656 271486.743 24.774 20.539 FILL
-3.000 87238.633 271477.399 24.924 20.530 FILL

0.000 87235.649 271417.096 24.999 20.511 FILL
3.000 87232.664 271476.794 24.924 20.515 FILL
-3.000 87239.641 271467.450 25.074 20.582 FILL

0.000 87236.656 271467.147 25.149 20.500 FILL
3.000 87233.67 2 2714 66.845 25.074 20.440 FILL
-3.000 8724 0.64 9 271457.500 25.22 3 20.792 FILL

0.000 87237.664 271457.198 25.298 20.602 FILL
3.000 87234.679 271456.896 25.223 20.482 FILL
102
{ CHAPTER 6: DATA ANALYSIS A N D DESIGN REPORTS
- 3 .000 87241.657 271447.551 25.373 21.044 FILL

0,. 0 0 0 87238.672 271447.249 25.448 20.954 FILL
3 .. 0 0 0 87235.687 271446.947 25.373 21.079 FILL
-3.000 87242.664 271437.602 25.523 21.416 FILL

0.000 87239.679 271437.300 25.598 21.134 FILL
3.000 87236.695 271436.998 25.523 20.827 FILL
-3.000 87243.672 271427.653 25.672 21.761 FILL

0.000 87240.687 271427.351 25.747 21.810 FILL
3.000 87237.702 271427.049 25.672 21.939 FILL
-3.000 87244.680 271417.704 25.822 21.854 FILL

0.000 87241.695 271417.402 25.897 21.866 FILL
3.000 87238.710 271417.099 25.822 21.893 FILL
-3.000 87245.687 271407.755 25.972 21.827 FILL

0.000 87242.7 03 2714 07.4 53 26.047 21.820 FILL
3.000 87239.718 2714 07.150 25.972 21.847 FILL

-3.000 87246.695 271397.806 26.121 21.775 FILL
0.000 87243.710 271397.504 26.196 21.844 FILL
3.000 87240.726 271397.201 26.121 21.852 FILL
CHAINAGE 390.000, ]NO. OF C/S PTS 3
-3.000 87247.703 271387.857 26.271 21.814 FILL

0.000 87244.718 271387.554 26.346 21.926 FILL
3.000 87241.733 271387.252 26.271 21.936 FILL
-3.000 87248.710 271377.908 26.421 22.031 FILL

0.000 87245.726 271377.605 26.496 22.190 FILL
3.000 87242.741 271377.303 26.421 22.406 FILL
-3.000 87249.718 271367.959 26.570 22.400 FILL

O.OOO 87246.733 271367.656 26.645 22.617 FILL
3.000 87243.749 271367.354 26.570 22.886 FILL
-3.000 87250.726 271358.010 26.720 23.019 FILL

0.000 87247.741 271357.707 26.795 23,244 FILL
3.000 87244.756 271357.405 26.720 23.536 FILL
, CHAPTER 6: DATA ANALYSIS AND DESIGN REPORTS 104

-3.000 87251.734 271348.060 26.870 23.951 FILL
0.000 87248.749 271347.758 26.945 24.048 FILL
3.000 87245.764 271347.456 26.870 24.364 FILL
-3.000 87252.741 271338.111 27.019 24.925 FILL

0.000 87249.757 271337.809 27.094 25.022 FILL
3.O00 87246.772 271337.507 27.019 25.147 FILL
-3.000 87253.749 271328.162 27.169 25.438 FILL

0.000 87250.764 271327.8 60 27.244 25.613 FILL
3.000 87247.780 271327.558 27.169 25.725 FILL
CHAINAGE 460.000, WO. OF C/S PTS 3
-3.000 87254.757 271318.213 27.319 25.957 FILL

0.000 87251.772 271317.911 27.394 26.071 FILL
3.000 87248.787 271317.608 27.319 26.179 FILL
-3.000 87255.764 271308.264 27.468 26.504 FILL

0.000 87252.780 271307.962 27.543 26.650 FILL
3.000 87249.795 271307.659 27.468 26.743 FILL
-3.000 87256.772 271298.315 27.618 27.011 FILL

0.000 87253.787 271298.013 27.693 27.135 FILL
3.000 87250.803 271297.710 27.618 27.198 FILL
-3.000 87257.780 271288.366 27.768 27.440 FILL

0.000 87254.795 271288.064 27.843 27.516 FILL
3.000 87251.810 271287.761 27.768 27.567 FILL
-3.000 87258.787 271278.417 27.917 27.768 FILL

0.000 87255.803 271278.114 27.992 27.808 FILL
3.000 87252.818 271277.812 27.917 27.823 FILL
CHAIMGE 510.000, NO. OF C/S PTS 3
-3.000 87259.795 271268.468 28.054 28.005 FILL

0.000 87256.810 271268.165 28.129 28.025 FILL
3.000 87253.826 271267.863 28.054 28.009 FILL
-3.000 87260.803 271258.519 28.158 28.187 CUT

0.000 87257.818 271258.216 28.233 28.188 FILL
3.000 87254.833 271257.914 28.158 28.169 CUT
-3.000 87261.811 271248.569 28.230 28.385 CUT

0.000 87258.826 271248.267 28.305 28.423 CUT

3.000 87255.841 271247.9 65 28.230 28.312 CUT
OFFSET X-EAST
Y-NORTH PROPOSED EXISTING CUT/FILL
-3.000 87262.818 271238.620 28.271 28.554 CUT

0.000 87259.834 271238.318 28.346 28.782 CUT
3.000 87256.849 271238.016 28.271 28.766 CUT
-3.000 87263.826 271228.671

28.279 27.849 FILL
0.000 87260.841 271228.369
28.354 27.521 FILL
3.000 87257.857 271228.067
28.279 27.490 FILL
OFFSET X-EAST Y-NQRTH PROPOSED EXISTING CUT/FILL
-3 .000 87264.834 271218.722 28.255 27.842 FILL

0..000 87261.849 271218.420 28.330 27.939 FILL
3.,000 87258.864 271218.118 28.255 28.050 FILL
-3.000 87265.841 271208.773 28.200 28.781 CUT

0.000 87262.857 271208.471 28-275 28.896 CUT
3.000 87259.872 271208.168 28.200 28.912 CUT
-3.000 87266.849 271198.824 28.112 28.937 CUT

0.000 87263.864 271198.522 28.187 28.989 CUT
3.000 87260.880 271198.219 28.112 29.002 CUT
CHAPTER 6: DATA ANALYSIS AMD DESIGN REPORTS 107

-3.000 87267.857 271188.875 27.992 28.852 CUT

O.QQO 87264.872 271188.573 28.067 28.849 CUT
3.000 87261.887 271188.270 27.992 28.832 CUT
-3.000 87268.865 271178.926 27.841 28.628 CUT

0.000 87265.880 271178.623 27.916 28.605 CUT
3.000 87262.895 271178.321' 27.841 28.665 CUT
-3 .000 87269.872 271168.977 27.657 28.545 CUT

0..000 87266.888 271168.674 27.732 28.528 CUT
3..000 87263.903 271168.372 27.657 28.628 CUT
-3.000 87270.880 271159.028 27.441 28.451 CUT

0.000 87267.895 271158.725 27.516 28.401 CUT
3.000 87264.911 271158.423 27.441 28.337 CUT
-3.000 87271.888 271149.078 27.207 28.269 CUT

0.000 87268.903 271148.776 27.282 28.165 CUT
3.000 87265.918 271148.474 27.207 28.075 CUT
108
CHAINAGE 6-30.000, NO. OF C/S PTS 3
-3.000 87272.895 271139.129 26.973 28.095 CUT

0.000 87269.911 271138.827 27.048 27.970 CUT
3.000 87266.926 271138.525 26.973 27.907 CUT
-3.000 87273.903 271129.180 26.738 28.088 CUT

0.000 87270.918 271128.878 26.813 27.987 CUT
3.000 87267.934 271128.576 26.738 27.802 CUT
-3.000 87274.911 271119.231 26.504 28.235 CUT

0.000 87271.926 271118.929 26.579 27.726 COT
3.000 87268.941 271118.627 26.504 27.733 CUT
-3.000 87275.918 271109.282 26.270 27.947 CUT

0.000 87272.934 271108.980 26.345 27.639 CUT
3.000 87269.949 271108.677 26.270 27.641 CUT
-3,000 87276.926 271099.333 26.035 27.879 CUT

0.000 87273.941 271099.031 26.110 27.491 CUT
3.000 87270.957 271098.728 26.035 27.390 cm
109
-3.000 87277.934 271089.384 25.801 27.518 CUT

0.000 87274.949 271089.082 25.876 27.370 CUT
3.000 87271.964 271088.779 25.801 27.238 CUT
-3.000 87278.942 271079.435 25.566 27.212 CUT

0.000 87275.957 271079.132 25.641 27.302 CUT
3.000 87272.972 271078.830 25.566 27.270 CUT
-3.000 87279.949 271069.486 25.332 26.922 CUT

0.000 87276.965 271069.183 25.407 26.974 CUT
3.000 87273.980 271068.881 25.332 26.835 CUT
-3.000 87280.957 271059.537 25.098 26.872 CUT

0.000 87277.972 27105 9.234 25.173 26.729 CUT
3.000 8727 4.988 271058.932 25.098 26.560 CUT
-3.000 87281.965 271049.588 24.863 27.749 CUT

0.000 8727 8.980 271049.285 24.938 27.086 CUT
3.000 87 275.995 271048.983 24.863 27.049 CUT
CHAPTER 6: DATA ANALYSIS AND DESIGN REPORTS no

-3.000 87282.972 271039.638 24.629 27.295 CUT

0.000 87279.988 271039.336 24.704 26.960 CUT
3.000 87,277.003 271039.034 24.629 25.659 CUT
-3.000 87283.980 271029.689 24.394 26.817 CUT

0.000 87280.995 271029.387 24.469 26.983 CUT
3.000 87278.011 271029.085 24.394 27.441 CUT
-3.000 87284.988 271019.740 24.160 26.754 CUT

0.000 87282.003 271019.438 24.235 26.806 CUT
3.000 87279.018 271019.136 24.160 26.993 CUT
CHAINAGE • 770.000, NO. OF C/S PTS 3
-3.000 87285.889 271009.748 23.926 26.683 CUT

0.000 87282.901 271009.479 24.001 26.743 CUT
3.000 87279.913 271009.210 23.926 27.099 CUT
-3.000 87286.325 270999.617 23.691 26.552 CUT

0.000 87283.328 270999.489 23.766 26.584 CUT
3.000 87280.331 270999.361 23.691 26.490 CUT
111
-3.000 87286.255 270989.469 23.457 26.507 CUT
0.000 87283.256 270989.490 23.532 26.414 CUT
3.000 87280.256 270989.512 23.457 26.344 CUT
-3.000 87285.678 270979.336 23.223 2 6.479 CUT

0.000 87282.683 270979.508 23.298 26.514 CUT
3.000 87279.688 270979.680 23.223 26.469 CUT
-3.000 S1284.596 270969.245 22.98S 26.362 CUT

0.000 87281.613 270969.566 23.063 26.435 CUT
3.000 87278.630 270969.888 22.988 26.422 CUT
'3.000 87283.010 270959.221 22.754 25.953 CUT

0.000 87280.047 270959.691 22.829 26.164 CUT
3.000 87277.084 270960.161 22.754 26.420 CUT
OFFSET X-EAST Y-NQRTR PROPOSED EXISTING CUT/FILL
'3.000 87280.925 270949.288 22.519 26.105 CUT

0.000 87277.989 270949.906 22.594 26.233 CUT
3.000 87275.053 270950.523 22.519 26.364 CUT
112
-3.000 87278.583 270939.482 22.285 26.546 CUT
0.000 87275.665 270940.180 22.360 26.231 CUT
3.000 87272.747 270940.877 22.2S5 26.368 CUT
CHAINAGE 850.000, NO. OF C/S PTS ^
-3.000 87276.258 270929.756 22.051 26.562 CUT

0.000 87273.340 270930.454 22.126 26.306 CUT
3.000 87270.423 270931.151 22.051 26.190 CUT
-3.000 87273.934 270920.030 21.817 26.593 CUT

0.000 87271.016 270920.728 21.S92 2^.i^49 CUT
3.000 87268.098 270921.425 21.817 26.079 CUT
~3. .000 87271.609 270910.304 21.600 26.329 CUT

0,.000 87268.691 270911.001 21.675 26.381 CUT
3..000 87265.773 270911.699 21.600 25.951 CUT
OFFSET X-EAST Y-NORTH PROPOSED EXISTING caT/FILL
-3..000 87269.284 270900.578 21.412 25.915 CUT

0 .000 87266.366 270901.275 21.487 25.860 CUT
3,.000 872 63.449 270901.973 21.412 25.840 CUT
CHAINAGE 890.000, TÔ. OF C / S PTS 3
-3.000 87 2 6 6 . 9 6 0 27 0 8 9 0 . 8 5 2 21.253 25.996 CUT

0.000 87264.042 270891.549 21.328 25.999 CUT
3.000 87261.124 270892.247 21.253 25.823 CUT
-3.000 87264.635 .270881.126 21.123 26.208 CUT

0-000 87261.717 270881.823 21.198 26.094 CUT
3.000 87258.799 270882.521 21.123 25.894 CUT
OFFSET X-EAST Y-NORTH PROPOSED EXISTING CUT/:
-3.000 87262.310 270871.400 21.022 26.188 CUT

0.000 87259.393 270872.097 21.097 25.077 CUT
3.000 87256.475 270872.795 21.022 25.861 CUT
-3.0O0 87259.986 270861.674 20.950 25.699 CUT

0.000 87257.068 270862.371 21.025 25.583 CUT
3.000 8725'^.150 270863.069 20.950 25.362 CUT
OFFSET X-EAST y-NORTH PROPOSED EXISTING CUT/FILL
-3.000 81257.561 2708S1.34e 20.90S 26.22S CUT
0.000 87254.743 270852.645 20.983 26.218 CUT
3.000 87251.825 270853.343 20.908 25.541 CUT
-3.000 87255.336 270842,222 20.894 26.209 CUT
87252.419 270842.919 20.969 25.426 CUT

0.000
11A
3.000 87249.501 270843.617 20.894 25.322 CUT
-3.000 87253.012 270832.496 20.909 26.074 CUT

0.000 87250.094 270833.193 20.984 25.341 CUT
3.000 87247.176 27 0 8 3 3 . 8 9 0 20.909 25.113 CUT
OFFSET X-EAST Y-NORTH PROPOSED EXISTING CUT/
-3.000 87250.687 270822.770 20.953 25.717 CUT

0.000 87247.769 270823.467 21.028 25.507 CUT
3.000 87244.852 270824.164 20.953 25.331 CUT
-3.000 87248.363 270813.044 21.027 25.742 CUT

0.000 87245.445 270813.741 21.102 25.641 CUT
3.000 87242.527 270814.438 21.027 25.422 CUT
-3.000 87246.038 270803.318 21.129 26.003 CUT

0.000 87243.120 270804.015 21.204 26.128 CUT
3.000 87240.202 270804.712 21.129 24.916 CUT
CHAINAGE 990.000, N 0. OF C/S PTS 3
-3.000 87243.713 270793.591 21.243 26.028 CUT

0.000 87240.795 270794.289 21.318 26.301 CUT
3.000 87237.878 270794.986 21.243 25.256 CUT
11
115
-3.000 87241.389 270783.865 21.357 26.131 CUT

0.000 87238.471 270784.563 21.4 32 26.391 CUT
3.000 87235.553 270785.260 21.357 26.344 CUT
6.5 EARTHWORK CALCULATIONS USING HEADS
The user input data generated for Earthwork Calculations by the software is given
in the following paragraph.
The output data as generated by the software is shown in Quantity enclosed by

Finished Surface Level and Existing Level. Earth work in cut and fill is calculated at a
interval of 10m in the results.
*****if:^t ***********************************
HEADS Release 12+

Report on Estimation of Volume for Earthwork
Program was run on Sun Jul 26 06:52:36 2009
TechSOFT Engineering Services (I) Pvt. Ltd.
*******************************************
User Input Data :
1 HEADS
2 700 VOLUME
3 710 EARTHWORK
4 711 INPUT XSEC
5 712 SUB 1000
6 720 MASSHAUL
7 721 CHI 0 CH2 4900.746
8 722 HS 1000 VS 50000
9 723 HIN 500 VIN 1000
10 724 SL 200000 SW lOOOQO
11 725 LM 20 RM 20 TM 20 BM 20
12 726 LCO 1 BCD 9 TOO 7 TSI 6
13 FINISH
116
700 This major option number is followed by the title VOLUME which is used for
the estimation of Earthwork in cut and fill.
710 This minor option number is used to specify about the job title for the
Earthwork estimation. The data in this option is EARTHWORK.
711 This minor option number is to be used to specify about the input data file
(whether HDS002.FIL or HDS003.FIL or HDS004.F1L or HDSC02.FIL) by
mentioning as either XSEC or INTERFACE or CROSSECT or COMBINED
respectively
The data is to be given as described below:
INPUT-XSEC
Or
INPUT INTERFACE
Or
INPUT - CROSSECT
Or
INPUT = COMBINED
712 This minor option is to be used to specify about the chainage interval in
metres to give intermediate breaks in the Earthwork Computation report. The
data is to be given as described below:
SUB =1000
720 This minor option number is optional and is immediately followed by the
option title MASSHAUL, it is a single word and there is no blank space
within this. This is used to request HEADS to analyse and to create the
drawing file for MASSHAUL diagram.
117
721 This minor option number is used to specify about the start and end chainage
to define the length segment along the alignment for which the MASS HAUL
diagram is to be created. The data is to be given as described below:
CHI = Start Chainage in metres
CH2 = End Chainage in metres
722 This minor option number is used to specify about the horizontal and vertical
scales to draw the MASS HAUL Diagram. The horizontal scale is applied on
the chainage values and the vertical scale is applied on the accumulative
volume values. The user may check the Report File "VOLUME.REP" to get
an idea about the maximum values for the Chainage and Accumulative
volume. The Accumulative volume is the sum of positive Cut and negative
Fill values at each chainage. The values are to be divided by the scale values
(either HS or VS) to fit them within the selected paper size. The data is to be
given is described below:
HS = Horizontal scale as ( 1 :HS )
VS = Vertical scale as ( 1: VS )
723 This minor option number is used to specify about the increment of chainage
in metres to be written along the horizontal axis and the accumulative volume
in cubic metres to be written along the vertical axis. The data is to be given as
described below:
HIN = Increment for chainage in metres along the horizontal axis
VIN = Increment for accumulative volume in Cubic metres along the

Vertical axis
724 This minor option number is used to specify about the length and width of the
drawing sheet. The data is to be given as described below:
SL = The length of the sheet in millimetres
SW = The width of the sheet in millimeters
118
725 This minor option number is used to specify about the margin all around the
drawing sheet. The data is to be given as described below:
LM = The left margin in millimetres
RM = The right margin in millimetres
TM = The top margin in millimetres
BM = The bottom margin in millimeters
726 This minor option number is used to specify about the colour number and text
size to draw the line and write the texts in the drawing. The data is to be given
as described below:
LCO = Colour number for the line to draw the diagram
BCO = Colour number for the line to draw the box
TCO = Colour number for the texts
TSI = Size of the texts in millimeters
FINISH This is the end statement for the Major Option '700, VOLUME'
Q u a n t i t y enclosed by Finished Surface Level and E x i s t i n g Level:
CHAINAGE CUT-AREA FILL-AREA EARTH-CUT EARTH-FILL BASE-AREA

(M.) {Sq.M.) (Sq.M.) (Cum,} (Cum.) PLAN(Sq.M.
0.000 1.891 0.000

10.000 0.402 0.000 11.468 0.000 60.000
20.000 0.000 2.245 2.010 11.227 60.000
30.000 0.000 3.013 0.000 26.295 60.000
40.000 0.000 6\57 6 0.000 47.948 60.000
50.000 0.000 6.291 0.000 64.335 60.000
60.000 0.000 8.072 0.000 71.813 60.000
70.000 0.000 8.368 0.000 82.200 60.000
80.000 0.000 10.284 0.000 93.262 60.000
90.000 0.000 11.606 0.000 109.447 60.000
0.000 14.199 0.000 129.023 60.000

100.000
1 10
110.000 0.000 14.708 0.000 144.533 60.000
120.000 0.000 15.059 0.000 148.830 60.000
130.000 0.000 15.961 0.000 155.100 60.000
140.000 0.000 16.625 0.000 162.930 60.000
150.000 0.000 18.601 0.000 176.130 60.000
160.000 0.000 19.415 0,000 190.080 60.000
170.000 0.000 21.030 0.000 202.223 60.000
180.000 0.000 20.945 0.000 209.873 60.000
190.000 0.000 23.097 0.000 220.207 60.000
200.000 0.000 23.656 0.000 233.767 60.000

210.000 O.OGQ 22.544 0.000 231.000 60.000
220.000 0.000 26.991 0.000 247.672 60.000
230.000 0.000 23.580 0.000 252.855 60.000
240.000 0.000 24.365 0.000 239.723 60.000
250.000 0.000 27.288 0.000 258.263 60.000
260.000 0.000 31.449 0.000 293.685 60.000
270.000 0.000 28.212 0.000 298.305 60.000
280.000 0.000 26.058 0.000 271.350 60.000
290.000 0.000 25.589 0.000 258.233 60.000
300.000 0,000 26.668 0.000 261.285 60.000
310.000 0.000 27.636 0.000 271.522 60.000
320.000 0.000 27.846 0.000 277.410 60.000
330.000 0.000 26.416 0.000 271.312 60.000
340.000 0.000 26.596 0.000 265.065 60.000
350.000 0.000 23.277 0.000 249.368 60.000
360.000 o.ooo 23.938 0.000 236.078 60.000
370.000 0.000 25.086 0.000 245.122 60.000
380.000 0.000 25.978 0.000 255.322 60.000
390.000 0.000 26.448 0.000 262.133 60.000
400.000 0.000 25.525 0.000 259.868 60.000
410.000 0.000 23.865 0.000 246.952 60.000
420.000 0.000 20.981 0.000 224.228 60.000
430.000 0.000 16.829 0.000 189.045 • 60.000
440.000 0.000 12.165 0.000 144.968 60.000
0.000 9.656 0.000 109.103 60.000

450.000
0.000 7.722 0.000 86.887 60.000
460.000
5.213 0.000 64.672 60.000
470.000 0.000
3.214 0.000 42.135 60.000
480.000 0.000
1.775 0.000 24.945 60.000
490.000 0.000
0.917 0.000 13.455 60.000
500.000 0.000
0.453 0.000 6.848 60.000
510.000 0.000
120
520.000 0.020 0.095 0.101 2.741 60.000
530.000 0.709 0.000 3.649 0.476 60.000
540.000 2.475 0.000 15.922 0.000 60.000
550.000 . 0.000 4.327 12.375 21.637 60.000
560.000 0.000 2.100 0.000 32.137 60.000
570.000 3.803 0.000 19.013 10.500 60.000
580.000 4.979 0.000 43.905 0.000 60.000
590.000 4.896 0.000 49.373 0.000 60.000
600.000 4.483 0.000 46.897 0.000 60.000
510.000 5.177 0.000 48.300 O.OOO 60.000
620.000 5.514 0.000 53.453 0.000 60.000
630.000 5.544 0.000 55.290 0.000 60.000
640.000 5.850 0.000 56.970 0.000 60.000
650.000 7.143 0.000 64.965 0.000 60.000
660.000 7.881 0.000 75.120 0.000 60.000
670.000 8.454 0.000 81.675 0.000 60.000
680.000 8.942 0.000 86.978 0.000 60.000
•690.000 9.213 0.000 90.773 0.000 60.000
700.000 10.008 0.000 96.105 0.000 60.000
710.000 9.341 o.ooo 96.743 0.000 60.000
720.000 9.522 0.000 94.313 0.000 60.000
730.000 14.052 0.000 117.870 0.000 60.000
740.000 13.812 0.000 139.320 0.000 60.000
750.000 15.747 0.000 147.795 0.000 60.000
760.000 15.854 0.000 158.003 0.000 • 60.000
770.000 17.121 0.000 164.873 0.000 60.000
780.000 16.944 0.000 170.325 0.000 60,000
790.000 17.552 0.000 172.478 0.000 60.000
800.000 19.401 0.000 184.763 0.000 60.000
810.000 20.328 0.000 198.645 0.000 60.000
820.000 20.303 0.000 203.152 0.000 60.000
830.000 22.064 0.000 211.830 0.000 60.000
840.000 24.129 0.000 230.963 0.000 60.000
850.000 25.515 0.000 248.220 0.000 60.000
860.000 27.228 0.000 263.715 0.000 60.000
870.000 27.738 0.000 274.830 0.000 60.000
880.000 26.516 o.ooo 271.268 0.000 6Q.000
890.000 27.982 0.000 272.490 0.000 60.000
900.000 29.472 0.000 287.272 0.000 60.000
910.000 29.948 0.000 297.097 0.000 60.000
920.000 27.416 0.000 286.815 0.000 60.000
' CHAPTER 6: DATA ANALYSIS AND DESIGN REPORTS 121

930.000 30.630 0.000 290.227 0.000 60.000
940.000 27.985 0.000 293.077 0.000 60.000
950.000 27.125 0.000 275.550 0.000 60.000
960.000 27.150 0.000 271.373 0.000 60.000
970.000 27.282 0.000 272.160 0.000 60.000
980.000 27.763 0.000 275.227 0.000 60.000
990.000 28.146 0.000 279.547 0.000 60.000
1000.000 29.519 0.000 288.322 0.000 60.000
CUM. QTY: 7652.603 8905.523 . 6000.000
6.6 HORIZONTAL ALIGNMENT USING MX ROAD

The output data as generated by the software is shown in Horizontal Alignment Report.
HORIZONTAL ALIGNMENT REPORT

Model: DESIGN INDIA •
String: MCll
Units: Metric
Date : 7/25/2009 10:08:02 AM
********Element 1 Straight********
Bearing 147 13 11.147
Length 183.964
Begin on Straight X 87103.019
Begin on Straight Chainage 0+000.000
Begin on Straight Y 271741.583
Straight End Y 271586.914
Straight End X 87202.621
Straight End Chainage 0+183.964
********Element 2 Arc********
Intersection Point Chainage 0+231.974
Intersection Point X 87228.614
Intersection Point Y 271546.550
•Radius 200.000
Arc Start Chainage 0+183.964
Arc Start X 87202.621
Arc Start Y 271586.914
Included Angle 26 59 48.122
Arc Centre X 87034.470

Arc Centre Y 271478.631
Arc End Y 271498.785
Arc End X 87233.452
Arc End Chainage 0+278.201
Arc Length 94.236
Tangent 48.010
Bearing 174 12 59.269
Length 485.158
Straight Start X 87233.452
Straight Start Chainage 0+278.201
Straight Start Y 271498.785
********Element 4 ^j-c********
Radius 200.000
Arc End Y 270949.449
Arc End X 87277.881
Arc Length 67.110
Tangent 33.874
Bearing 193 26 31.879
Length 560.647
•*-*•******Element 6 ^J-Q********
C H A P T E R 6: D A T A ANALYSIS A N D DESIGN R E P O R T S 123

Radius 200.000
Arc End Y 270193.927
Arc End X 87227.229
Arc Length 238.753
Tangent 135.914
Bearing 125 02 39.741
Length 377.244
********EXement 8 j^j-^********
Radius 200.000
Arc End Y . 269916.969
Arc End X 87592.436
Arc Length 83.161
Tangent ^2.190
********Elenient 9 straight********
124
CHAPTER 6: DATA ANALYSIS A N D DESIGN REPORTS
Bearing 148 52 05.809
Length 245.825
********Element 10 ^rc********
Radius 200.000
Arc End Y 269651.358
Arc End X 81168.369
Arc Length 74.458
Tangent 37.665
Bearing 127 32 15.514
Length 420.486
********Eleitient 12 ^^c********
Radius 200.000
125
Arc End Y 269371.425
Arc End X 88128.137
Arc Length 35.135
Tangent 17.613
********EIernent 13 Straight********
Bearing 137 36 11.531
Length 392.371
* * * * * * * * £ J_gf^g[^^ ]^^ P^j-^* *******

Radius 200.000
Arc End Y 269048.084
Arc End X 88432.547
Arc Length 52.259
Tangent 26.279
Bearing 122 37 55.807
Length 841.259
126
straight End Chainage 4+152.069
********Eleinent 16 Straight********
Bearing 161 18 29.186
Length 613.673
Finish on Straight Y 267908.801
Finish on Straight X 89419.285
Finish on Straight Chainage 4+900.746
6.7 VERTICAL ALIGNMENT USING MX ROAD
The output data as generated by the software is shown in Vertical Ahgnment Report.
VERTICAL ALIGNMENT REPORT
Model: DESIGN INDIA

String: MCll
Units: Metric
Date : 7/25/2009 10:01:31 AM
********Eleinent 1 Grade********
Gradient Length 500.838
Begin on Gradient Chainage 0+000.000
Begin on Gradient Level 20.509
Gradient End Level 28.005
Gradient End Chainage 0+500.838
Gradient 1.497
********Element 2 Vertical Curve********
IP Chainage O-t-SeO.SSS
IP Level 28.903
Curve Length 120.000
Vertical Radius -3124.152
M Value -3.201
K Value 31.242
Curve Type Hog
Sight Distance 117.205
Curve Start Chainage 0+500.838
Curve Start Level 28.005
Curve End Level 27.496
Curve End Chainage 0+620.838
127
Curve Start Gradient 1.497
Curve End Gradient -2.344
********EleTnent 3 Grade********
Gradient Start Chainage 0+620.838
Grade Start Level 27.-396
Gradient -2.344
********Element 4 Vertical'Curve********
IP Chainage 0+918.890
IP Level 20.509
Vertical Radius 3445.514
M Value 2.902
K Value 34.455
Curve Type Sag
Curve End Chainage 0+978-890
Curve Start Gradient -2.344
Curve End Gradient 1.138
********Element 5 Grade********
Grade Start Level 21.192
Gradient 1.138
IP Level 25.885
M Value -1.952
K Value 51.238
Curve Type Hog
C H A P T E R 6: D A T A ANALYSIS A N D DESIGN R E P O R T S 128

********Element 7 Grade********
Gradient Length 326,663
Gradient Start Chainage 1+451,117
Gradient -1.204
IP Level 20.509
M Value -134
K Value 745.312
Curve Type Sag
Curve End Level ' 19.883
********Element 9 Grade********
Gradient End Chainage ' 2+442.090
Gradient -1.043
**+*****Elejênt 10 Vertical curve********
IP Level 13.583
M Value 2.347
K Value ^2.607
Curve Type 2^*3
129
********Eleraent 11 Grade********
Gradient Length 1019.56S
Gradient 1.774
IP Level 33.797
M Value -.446
K Value 224.082
Curve Type Hog
********Element 13 Grade********
Gradient Start Chainage ' 3+701.658
Gradient 1.238
IP Level 42.462
M Value -3.643
K value 27.446
130
Curve Type Hog
Sight Distance 109,.856
Curve Start Chainage 4+281,.424
Curve Start Level 41,,719
Curve End Level 40.,582
Curve End Chainage 4+401.,424
Curve Start Gradient 1.,238
Curve End Gradient -3.,134
********Element 15 Grade********
Gradient Length 499.,322
Gradient Start Chainage 4+401 .424
Grade Start Level 40 .582
Gradient End Level 24 .934
End on Gradient Chainage 4 + 900.746

Gradient -3 .134
6.8 CROSS SECTIONAL ANALYSIS USING MX ROAD
The user input data generated for cross section analysis by the software is given in
the following paragraph.
The output data as generated by the software is shown in Chainages and Offsets Report
The cross section design template of the software is used as user input and few
cross sections generated by the software are shown in Fig. 6.3 and 6.4.
CHAINAGES AND OFFSETS REPORT
Model: DESIGN
Reference String: MCOD
Offset String: CEOO
Units: Metric
Date-. l/lS/2010 \ ( J - . 2 1 ; 5 1 ?M
Offset String Point Numbej: 1

Offset X 87105.541
Offset Y 271743.207
Offset Level 20.434
Offset -3.000
Chainage 0+000.000
X 87103.019
Y 271741.583
Level 20.509
Offset String Point Number 2
Offset X 87110.955
Offset Y 271734.800
Offset Level 20.533
131
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Offset '3.000
Chainage 0+010.000
X 87108.433
Y 271733.175
Level 20.608
Offset X 87116.370
Offset Y 271726.392
Offset Level 20.631
Offset -3.000
Chainage 0+020.000
X 87113.847
y 271724.768
Level 20.706
Offset X 87121.784
Offset Y 271717.985
Offset Level 20.730
Offset -3.000
Chainage 0+030.000
X 87119.262
Y 271716.360
Level 20.805
Offset X 87127.198
Offset Y 271709.577
Offset Level 20.829
Offset -3.000
Chainage 0+040.000
X 87124.676
Y 271707.953
Level 20.904
Offset X 87132.612
Offset Y 271701.170
Offset Level 20.928
Offset -3.000
Chainage 0+050.000
X 87130.090
Y 271699.545
Level 21.003
Offset X 87138.026
Offset Y 271692.762
Offset Level 21.026
Offset -3.000
Chainage 0+060,000
X 87135.504
Y 271691.138
Level 21.101
Offset X 87143.441
Offset Y 271684.355
Offset Level 21.125
Offset -3-000
Chainage 0+070.000
X 87140.918
Y 271682.730
Level 21.200
Offset String Point dumber ^
Offset X 87148.855
134
CHAPTER 6; DATA ANALYSIS AND DESIGN REPORTS
Offset Y 271675.947
Offset Level 21.224
Offset -3.000
Chainage 0+080.000
^ 87146.332
Y 271674.323
Level 21.299
Offset X 87154.269
Offset Y 211661.539
Offset Level 21.323
Offset -3.000
Chainage 0+090.000
^ 87151.747
^ 271665.915
Level 21.398
Offset X 87159.683
Offset Y 271659.132
Offset Level 21.421
Offset -3.000
Chainage 0+100.000
^ 87157.161
Y 271657.508
Level 21.496
Offset X 87165.097
Offset Y 271650.724
Offset Level 21.520
Offset -3.000
Chainage _ 0+110.000
X 87162.575
Y 271649.100
Level 21.595
Offset X 87170.511
Offset Y 271642.317
Offset Level 21.619
Offset -3.000
Chainage 0+120.000
X 87167.989
y 271640.693
Level 21.694
Offset X 87175.926
Offset Y 271633.909
Offset Level 21.718
Offset -3.000
Chainage 0+130.000
X 87173.403
Y 271632.285
Level 21.793
Offset X 87181.340
Offset Y 271625.502
Offset Level 21.816
Offset -3.000
Chainage . 0 + 140.000
X 87178.818
Y 271623.878
Level 21.891

Offset X 87186.754
Offset Y 271617.094
Offset Level 21.915
Offset -3.000
Chainage 0+150.000
X 87184.232
Y 271615.470
Level • 21.990
Offset X 87192.168
Offset Y • 271608.687
Offset Level 22.014
Offset -3.000
Chainage 0+160.000
X 87189.646
Y 271607.062
Level 22.089
Offset X 87197.582
Offset Y 271600.279
Offset Level 22.113
Offset -3.000
Chainage 0+170.000
X 87195.060
Y 271598.655
Level 22.188
Offset X 87202.997
Offset Y 271591.872
Offset Level 22.211
Offset -3.000
Chainage 0+180.000
X 87200.474
Y 271590.247
Level 22.286
Offset X 87205.143
Offset Y 271588.539
Offset Level 22.250
Offset -3.000
Chainage 0+183.964
X 87202.621
Y 271586.914
Level 22.325
Offset X 87208.382
Offset Y 271583.339
Offset Level 22.310
Offset -3.000
Chainage 0+190.000
X 87205.811
Y 271581.791
Level 22.385
Offset X 87213.397
Offset Y 271574.516
Offset Level 22.409
Offset -3.000
Chainage 0+200.000
X 87210.753
136
Y 271573.099
Level 22.484
Offset X 87217.966
Offset Y 211565.-iSS
Offset Level 22.507
Offset -3.000
Chainage 0+210.000
X 87215.254
Y 271564.170
Level 22.582
Offset X 87222.076
Offset Y 271556.174
Offset Level 22.606
Offset -3.000
Chainage 0+220.000
X 87219.304
Y 271555.028
Level 22.681
Offset X 87225.717
Offset Y 271546.701
Offset Level 22.705
Offset -3.000
Chainage 0-^230.000
X 87222.891
Y 271545.695
Level 22.780
Offset X 87228.880
Offset Y 271537.057
Offset Level 22.804
Offset -3.000
Chainage 0+240.000
X 87226.007
Y 271536.194
Level 22.879
Offset X 87231.557
Offset Y 271527.268
Offset Level 22.902
Offset -3.000
Chainage 0+250.000
X 87228.645
Y 271526.549
Level 22.911
Offset X 87233.742
Offset Y 271517.357
Offset Level 23 .001
Offset -3.000
Chainage 0+260.000
X 87230.797
Y 271516.784
Level 23.076
Offset X 87235.428
Offset Y 271507.349
Offset Level 23.100
Offset -3.000
CHAPTER 6: DATA ANALYSIS A N D DESIGN REPORTS 137

Chainage 0+210.000
X 87232.459
Y 271506.924
Level 23.175
Offset X 87236.437
Offset Y 271499.087
Offset Level 23.181
Offset -3.000
Chainage 0+278.201
^ 87233.452
Y 271498.785
Level 23.256
Offset X 87236.618
Offset Y 271497.297
Offset Level 23.199
Offset -3.000
Chainage 0+280.000
^ 87233.633
Y 271496.995
Level 23.274
Offset X 87237.626
Offset Y 271487.348
Offset Level 23,297
Offset -3.000
Chainage 0+290.000
^ 87234.641
Y 271487.045
Level 23.372
Offset X 87238.633
Offset Y 271477.399
Offset Level 23.396
Offset -3.000
Chainage 0+300.000
X 87235.649
Y 271477.096
Level 23.471
Offset X 87239.641
Offset Y 271467.450
Offset Level 23.495
Offset -3.000
Chainage 0+310.000
X 87236.656
Y 271467.147
Level 23.570
Offset X 87240.649
Offset Y 271457.500
Offset Level 23.594
Offset -3.000
Chainage 0+320.000
X 87237.664
Y 271457.198
Level 23.669
Offset X 87241.657
Offset Y 271447.551
138
Offset Level 23.692
Offset -3.000
Chainage 0+330.000
X 87238.672
Y 271441.249
Level 23.767
Offset X 87242.664
Offset Y 271437.602
Offset Level 23.791
Offset -3.000
Chainage 0+340.000
X 87239.679
Y 271437.300
Level 23.866
Offset X 87243.200
Offset Y 271432.312
Offset Level 23.844
Offset -3.000
Chainage 0+345.317
X 87240.215
Y 271432.010
Level 23.919
Offset X 87243.672
Offset Y 271427.653
Offset Level 23.889
Offset -3.000
Chainage 0+350.000
X 87240.687
Y 271427.351
Level 23.964
Offset X 87244.680
Offset Y 271417.704
Offset Level 23.984
Offset -3.000
Chainage 0+360.000
X 87241.695
Y 271417.402
Level 24.059
Offset X 87245.687
Offset Y 271407.755
Offset Level 24.075
Offset -3.000
Chainage 0+370.000
X 87242.703
Y • 271407.453
Level 24.150
Offset X 87246.695
Offset Y 271397.806
Offset Level 24.162
Offset -3.000
Chainage 0+380.000
X 87243.710
Y 271397.504
Level 24.237

Offset X
87247.703
Offset y
271387.857
Offset Level
Offset 24.245
-3.000
Chainage 0+390.000
X
y 87244.718
271387.554
Level 24.320
Offset X
87248.710
Offset y 271377.908
Offset Level 24.323
Offset -3.000
Chainage 0+400.000
X
87245.726
Y
271377.605
Level
24.398
Offset X 87249.718
Offset Y 271367.959
Offset Level 24.398
Offset -3.000
Chainage 0+410.000
X 87246.733
Y 271367.656
Level 24.473
Offset X 87250.726
Offset Y 271358.010
Offset Level 24.469
Offset -3.000
Chainage
X O-i-420.000
Y 87247,741
Level 271357.707
24.544
O f f s e t S t r i n g P o i n t Number 47
Offset X 87251.734
Offset Y 27134S.060
Offset Level 24.535
Offset -3.000
Chainage 0+430.000
X 87248.749
y 271347.758
Level 24.610
Offset X 87252.741
Offset Y 271338.111
Offset Level 24.598
Offset -3.000
Chainage 0+440.000
X 87249.757
y 271337.809
Level 24.673
Offset X 87253.749
Offset Y 271328.162
Offset Level 24.656
Offset -3.000
Chainage 0+450.000
X 87250.764
y 271327.860
CHAPTER 6: DATA ANALYSIS AND DESIGN REPORTS ^^^

Level 24.731
Offset X 87254.757
Offset Y 271318.213
Offset Level 24.711
Offset -3.000
Chainage 0+460.000
X 87251.772
Y 271317.911
Level 24.786
Offset X 87255.292
Offset Y 271312.923
Offset Level 24.738
Offset -3.000
Chainage 0+465.317
X 87252.308
Y 271312.621
Level 24.813
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Offset Y 271308.264
Offset Level 24.762
Offset -3.000
Chainage 0+470.000
X 87252.780
Y 271307.962
Level 24.837
Offset X 87256.772
Offset Y 271298.315
Offset Level 24.812
Offset -3.000
Chainage 0+480.000
X 87253.787
Y 271298.013
Level 24.887
Offset X 87257.780
Offset Y 271288.366
Offset Level 24.863
Offset -3.000
Chainage 0+490.000
X 87254.795
Y 271288.064
Level 24.938
Offset X 87258.787
Offset Y 271278.417
Offset Level 24.913
Offset -3.000
Chainage 0+500.000
X 87255.803
Y 271278.114
Level 24.988
Offset X 87259.795
Offset Y 271268.468
Offset Level 24.964
Offset -3.000
Chainage 0+510.000

^ 87256.810
^ 271268.165
Level 25.039
Offset X 87260.803
Offset Y 271258.519
Offset Level 25.014
Offset -3.GOO
Chainage 0+520.000
^ 87257.818
Y 271258.216
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Offset Y 271248.569
Offset Level 25.064
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Chainage 0+530.000
>^ 87258.826
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Offset String Point Numbet 59
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Offset Level 25.115
Offset -3.000
Chainage 0+540.000
X 87259.834
^ 271238.318
Level 25.190
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Offset Y 271228.671
Offset Level 25.165
Offset -3.000
Chainage 0+550.000
X 87260.841
Y 271228.369
Level 25.240
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Offset Y 271218.722
Offset Level 25.216
Offset -3.000
Chainage 0+560.000
X 87261.849
Y 271218.420
Level 25.291
Offset X 87265.841
Offset Y 271208.773
Offset Level 25.266
Offset -3.000
Chainage 0+570.000
X 87262.857
Y 271208.471
Level 25.341
Offset X 87266.849
Offset Y 271198.824
Offset Level 25.316
142
Offset -3.000
Chainage 0+580.000
X 87263.864
Y 271198.522
Level 25.391
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Offset Y 271188.875
Offset Level 25.367
Offset -3.000
Chainage 0+590.000
X 87264.872
Y 271188.573
Level 25.442
Offset X 87268.865
Offset Y 271178.926
Offset Level 25.417
Offset -3.000
Chainage 0+600.000
X 87265.880
Y 271178.623
Level 25.492
Offset X 87269.872
Offset Y 271168.977
Offset Level 25.467
Offset -3.OO0
Chainage 0+610.000
X 87266.888
Y 271168.674
Level 25.542
Offset X 87270.880
Offset Y 271159.028
Offset Level 25.518
Offset -3.000
Chainage 0+620.000
X 87267.895
Y ' 271158.725
Level 25.593
Offset X 87271.888
Offset Y 271149.078
Offset Level 25.568
Offset -3.000
Chainage 0+630.000
X 87268.903
Y 271148.776
Level 25.643
Offset X 87272.895
Offset Y 271139.129
Offset Level . 25.619
Offset -3.000
Chainage 0+640.000
X 87269.911
Y 271138.827
Level 25.694
Offset X 87273.903
CHAPTER 6: DATA ANALYSIS A N D DESIGN REPORTS ^^3

Offset Y 271129.180
Offset Level 25.669
Offset -3.000
Chainage 0+650.000
X 87270.918
Y 271128.878
Level 25.744
Offset X 87274.911
Offset Y 271119.231
Offset Level 25.719
Offset -3.000
Chainage 0+660.000
X 87271.926
Y 271118.929
Level 25.794
Offset X 87275.918
Offset Y 271109.282
Offset Level 25.770
Offset -3.000
Chainage 0+670.000
X 87272.934
Y 271108.980
Level 25.845
Offset X 87275.926
Offset Y 271099.333
Offset Level 25.820
Offset -3.000
Chainage 0+680.000
X 87273.941
Y 271099.031
Level 25.895
Offset X 87277.934
Offset Y 271089.384
Offset Level 25.871
Offset -3.000
Chainags 0+690.000
X 87274.949
Y 271089.082
Level 25.946
Offset X 87278.942
Offset Y 271079.435
Offset Level 25.921
Offset -3.000
Chainage 0+700.000
X 87275.957
Y 271079.132
Level 25.996
Offset X 87279.949
Offset Y 271069.486
Offset Level 25.971
Offset -3.000
Chainage 0+710.000
X 87276.965
Y 271069.183
Level 26.046
144
' CHAPTER 6: DATA ANALYSIS AND DESIGN REPORTS
Offset X 87280.957
Offset Y 271059.537
Offset Level 26.022
Offset -3.000
Chainage 0+720.000
X 87277.972
Y 271059.234
Level 26.097
Offset X 87281.965
Offset Y 271049.588
Offset Level 26.072
Offset -3.000
Chainage 0+730.000
X 87278.980
Y 271049.285
Level 26.147
Offset X 87282.972
Offset Y 271039.638
Offset Level 26.123
Offset -3.000
Chainage 0+740.000
X 87279.988
Y ^ 271039.336
Level 26.198
Offset X 87283.980
Offset Y 271029.689
Offset Level 26.173
Offset -3.000
Chainage 0+750.000
X 87280.995
Y 271029.387
Level 26.248
Offset X 87284.988
Offset Y 271019.740
Offset Level 26.223
Offset -3.000
Chainage 0+760.000
X 87282.003
Y 271019.438
Level 26.298
Offset X 87285.996
Offset Y 271009.791
Offset Level 26.274
Offset -3.000
Chainage 0+770.000
X 87283.011
Y 271009.489
Level 26.349
Offset X 87287.003
Offset Y 270999.842
Offset Level 26.324
Offset -3.000
Chainage 0+180,000
X 87284.018
CHAPTER 6: DATA ANALYSIS A N D DESIGN REPORTS ^^5

Y 270999.540
Level 26.399
Offset X 87288.011
Offset Y 270989.893
Offset Level 26.375
Offset -3.000
Chainage 0+790.000
X 87285.026
Y 270989.591
Level 26.450
Offset X 87288.740
Offset Y 270982.697
Offset Level 26.411
Offset -3.000
Chainage 0+797.232
X 87285.755
Y 270982.395
Level 26.486
6.9 EARTHWORK CALCULATIONS USING MX ROAD
The user input data generated for Earthwork Calculations by the software is given
in the following paragraph. The output data as generated by the software is shown in Bulk
Earthworks. Earth work in cut and fill is calculated at an interval of 50 m in the results.
BULK EARTHWORKS
Scheme : DESIGN INDIAMCll
Date : Saturday, Jul 25 2009
Time : 13:58:17
Curvature Correction ON
METRIC tJNITS
EXISTING TO . End Area End Area Volume Volume
DESIGN linage Cut (m2) Fill {m2) Cut (m3) Fill (m3)
0 0.785 0.002 0 0
Cut Factor = 1 . 0 0 50 0 6.079 5.567 139.203
Fill Factor =
1.00 100 0 12.997 0 473.735
Cut Cost = 0 . 0 0 150 0 18.766 0 779.836
Fill Cost = 0 . 0 0 200 0 23.433 0 1062.755
250 0 27.346 0 1218.965
300 0 26.625 0 1389.703
350 0 23.675 0 1290.588
400 0 25.259 0 1300.744
450 0 10.254 0 906.722
500 0 2.498 0 256.244
550 1.884 0.91 12.252 83.599
600 4.37 0 93.385 27.793
650 7.83 0 313.098 0
700 9.985 0 437.152 0
750 14.561 0 625.248 0
1 AtL

EXISTING TO End Area End Area Volume Volume
Chainage
DESIGN Cut {m2) Fill (m2) Cut (m3) Fill (m3)
800 19,,176 0 837,.254 0
850 23.,404 0 1062..615 0
900 30,.327 0 1378 .366 0
950 26,.985 0 1498 .295 0
1000 28,.645 0 1374 .765 0
1050 17.,967 0 1104,,751 0
1100 9.,425 0 639,,884 0
1150 0 3.281 240,,213 16.406
1200 0 25.426 0 776.114
1250 0 42.389 0 1657.034
1300 0 61.538 0 2599.808
1350 0 74.499 0 3435.796
14Q0 0 84.995 0 4027.175
1450 0 80.77 0 4147.041
1500 0 77.03 0 3968.938
1550 0 72.435 0 3735.566
1600 0 68.518 0 3526.952
1650 0 63.487 0 3347.9
1700 0 51.864 0 2851.1
1750 0 39.371 0 2268.036
1800 0 33.608 0 1797.662
1850 0 34.856 G 1697.988
1900 0 31.485 0 1679.584
1950 0 28.036 0 1476.067
2000 0 27.061 0 1361.522
2050 0 27.184 0 1381.809
2100 0 23.636 0 1273.275
2150 0 24.202 0 1243.464
2200 0 18.69 0 1077.902
2250 0 15.767 0 876.602
2300 0 13.218 0 769.736
2350 0 8.552 0 558.979
2400 0 9.165 0 284.61
2450 0 6.026 0 308.46
2500 0 3.554 0 188.863
2550 0 8.507 0 289.577
2600 0 11.616 0 499.814
2650 0 14.08 0 567.957
2700 0 16.002 0 717.484
2750 0 18.555 0 825.753
2800 0 25.274 0 1207.829
2850 0 31.412 0 1465.443
2900 0 35.225 0 1652.356
2950 0 38.924 0 1865.908
3000 0 43.946 0 2123.649
3050 0 38.239 0 2051.185
3100 0 41.26 0 1800.225
3150 0 26.879 0 1882.19
3200 0 13.729 0 919.776
3250 0 4.104 0 506.846
3300 0 2.143 6,.018 82.938
3350 0 14.006 0 326.917
3400 0 27.888 0 1074.452
3450 0 38.942 0 1746.059
3500 0 36.564 0 1997.897
3550 0 21.534 0 1420.642
3600 0 5.532 0 770.162

EXISTING TO End Area End Area Volume Volume
Chainage
DESIGN Cut (m2) Fill (m2) Cut (m3) Fill {m3)
3650 4.125 0 24.941 124.479
3700 0 13.533 50.317 171.374
3750 0 19.653 0 737.584
3800 15.748 0 403.525 200.053
3850 30.849 0 1363.07 0
3900 10.392 0 1016.18 0
3950 0 16.343 96.555 309.789
4000 0 59.914 0 2360.594
4050 0 74.943 0 3375.981
4100 0 96.716 0 4416.193
4150 0 98.973 0 4853.556
4200 0 82.483 • 0 4726.291
4250 0 69.654 0 3680.937
4300 0 56.942 0 3204.955
4350 0 34.995 0 2271.06
4400 0 13.021 0 1134.069
4450 3.32 0 27.811 239.179
4500 14.195 0 450.879 0
4550 23.926 0 888.732 0
4600 40.127 0 1609.952 0
4650 30.631 0 1859.587 0
4700 0 11.723 653.291 60.629
4750 0 12.103 0 555.403
4800 0 10.811 0 594.733
4850 0 12.783 0 637.573
4900 0.499 0 52.748 202.038
CHAPTER 6: DATA ANALYSIS AND DESIGN REPORTS ' 48

CHAPTER 7
CONCLUSIONS AND SCOPE FOR FUTURE STUDY
7.1 CONCLUSIONS
1. Road design models in MX Road and HEADS are very similar. They differ only
by their functions and abilities. The use of different software products makes it
possible to solve different complex design tasks.
2. Bentley MX Road software is more flexible since it can be operated in Micro-

Station/AutoCAD graphical environment or in the environment of Windows
operating system without requiring an additional CAD platform whereas HEADS
uses its own CAD engine.
3. The key element of a road model in both the software is road geometry which is
the basis of the structure of all design models. The more simple and accurate is the
design of geometry in CAD system the better is the computerization of the design
process, saving in user time and money.
4. Surface Checker is used to check a surface created from surveyed data once it has been
input to MX. It can be used to check any surface in applications such as landfill and
quarrying to identify incorrect or incomplete data. This includes null levels, zero levels,
single point strings, high points, low points, coincident points and intersection points.
The results may be obtained graphically or as a report. No such feature is available in
the HEADS to check the error in the survey data.
5. Both the software lack dynamic relationship of the project data, i.e. a change in
one object does not cause an automatic renewal and representation of the other
related project data. If a change or modification is to be incorporated in the design
model at any stage then the model reports need to be generated again to
incorporate the desired change in the design.
6. If a Design Engineer joins the firm in the middle of the project then it is more easy
to understand the steps in HEADS as report files are simultaneously generated
when a model is run in the default folder of the project whereas in MX no such
reports are generated.
149
^ ^ : ^ E R 7: CONCLUSIONS AND SCOPE FOR FUTURE STUDY
7. The installation of HEADS is very straightforward. Total installation time takes
approximately 15 minutes. CAD Engine along with extensions is installed at the
same time as the software itself by entering key codes that was supplied by
Softtech. A USB Key (Hardware Lock) is provided with the software, so we can
install the software in any computer and access the program by using the Key.
Although the installation of MX is somewhat different than installation of
HEADS, it is nevertheless fairly straightforward and easy to understand. Firstly,
Micro station prerequisite suite is to be installed prior to the installation of MX
Suite. Overall, installation of MX Road requires more time in comparison to
installation of HEADS and is computer specific. We can install MX in the
specified computer for which the software code is generated by Bentley. If the
system is formatted the software is to be reinstalled with new license file as the
details of the system are changed. We have to call Bentley people or send them
the details of the system required by them so that they send us new license key.
8. The amount of reference manuals and training available in case of HEADS is very
limited. The tutorial, which can be found on the HEADS website, is an outline of
the modules incorporated into the software. On the other hand Bentley offers an
abundance of manuals and training courses for MX Road software. Bentley also
offers technical support and an extensive online knowledge base for MX Road.
9. Accessing and displaying Survey Data with both the software is found to be
straightforward. Survey data can be saved in any Windows directory and accessed
directly from that location. HEADS offers different data import and export options
in most widely used formats in the market whereas in MX Road input options are
limited.
10. The MX input survey database is much more structured than that of HEADS. In
general, the MX database does not allow the user as much fi*eedom in working
with Survey data. MX forces the user to develop a specific naming convention for
features surveyed in the study area. In order to work with data outside the naming
convention or in another project, the naming convention of the database should be
altered or the data were resurveyed as per MX naming convention. Once the MX
database design concept was fully understood, import and export of data in several
different formats was rapidly conducted. Import and export of numerous data
' CHAPTER 7: CONCLUSIONS AND SCOPE FOR FUTURE STUDY 150

formats were conducted during this study. The variety of import and export format
options that MX provides was very valuable, in that it offered the user greater
facility with working with different data sources.
11. In HEADS there is very few problems encountered when displaying and working
with the data downloaded for this project. However, when exporting data from
HEADS to other file formats, the resultant export files sometimes may not be read
in MX Road due to different naming convention.
12. The alignment of the road is finalized using GPS data and the two software. For
the sake of easy comparison the alignment has been kept the same in both the
software. The alignment has been shown in Fig. 6.1.
13. In MX Road the survey data of the area under study is analysed and the horizontal
and vertical intersection points are marked either by input file or by keyboard
entry and the design string is created using these intersection points all the design
parameters like speed, length of curve can be incorporated in the input data. We
can change the location of alignment in the drawing itself and the changes are
incorporated automatically in the results once the module is run again. In HEADS
Horizontal and Vertical Intersection points are entered using text file code. We
cannot change the alignment in the drawing but we can change the design by
changing the text file code for the horizontal and vertical design modules. For
alignment HEADS is easy but for the edifing in the proposed alignment MX Road
offers more comfort as it is easy to incorporate changes in the alignment in
drawing by checking various obligatory points then to edit the text code.
14. Output of horizontal design and vertical design using HEADS and MX Road are
shown in section 6.2 and 6.3 for HEADS and 6.6 and 6.7 for MX Road
respectively.
15. Few cross secfions drawn by both the software are displayed in Fig. 6.2 to Fig. 6.5
in the study for comparison of extent of detailing provided by each software.
16. The report of volume calculation is attached for the comparison in section 6.5 for
HEADS and 6.8 for MX Road.
151
! CHAPTER 7: CONCLUSIONS AND SCOPE FOR FUTURE STUDY
7.2 SCOPE FOR FUTURE STUDY
1. Only three formats of survey data are analyzed in the study i.e. total station, auto
level and GPS data. Other formats like Topo Maps, Aerial Photograph and
Satellite Imagery Remote Sensing may be considered for the future study.
2. More complex problems like interchange design, and rotary intersection etc. may
be studied to check the capabilities of software in handling complex situations.
3. Other software like Inroads, Auto Civil 3D and other road designing software
available in the market may also be incorporated in ftiture study to recommend the
most suitable software in the market.
4. Fictitious data used can be tested on the actual data.
152
CHAPTER 7: CONCLUSIONS AND SCOPE FOR FUTURE STUDY
REFERENCES
Indian Roads Congress (IRC: 73, 1980), Geometric Design Standards for Rural
Highways, New Delhi.
Indian Roads Congress (SP: 23, 1993), Vertical Curves for Highways, New Delhi.
HEADS Manual
MX Road Manual
153
REFERENCES

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DESIGN OF ROAD PROJECT USING

HEADS AND MX ROAD SOFTWARE

Dr. S. N. SACHDEVA Dr. PRAVEEN AGGARWAL

\ srtfr^Ha<<i 'Q'^i "^

NATIONAL INSTITUTE OF TECHNOLOGY

This is to certify that the dissertation entitled "DESIGN OF ROAD PROJECT

(Dr. STNTSachdeva) (Dr. I^lveen l&ggarwal)

I am indebted to a number of people who helped me throughout the course of this

1 am also extremely grateful to my wife Reena Elizabeth George, who has

LIST OF FIGURES (ix-x)

1.4 THESIS PROBLEM AND ITS OBJECTIVES 2

1.5 SCOPE OF THE STUDY 3

1.6 PRESENTATION OF THE THESIS 3

2. OVERVIEW OF MX ROAD AND HEADS 5-11

2.1 TEMPLATE AND STRING MODELLING 5

2.1.1 Station Strings 5

2.1.2 Contour Strings 5

2.1.3 Feature Strings 5

2.1.4 Point Strings 6

2.1.5 Master Strings 6

2.1.6 Section Strings 6

2.1.7 Earthwork Strings 6

2.1.8 Volume Strings 6

2.1.10 Triangulation Strings 7

2.1.11 Text Strings 7

2.2 RELATED SOFTWARE AVAILABLE IN MARKET 7

2.2.1 AutoCAD Civil 3D design model 8

2.2.2 Bentley Inroads Suite design model 8

2.3 HEADS OVERVIEW 9

2.4 MX ROAD OVERVIEW 9

2.4.3 Organisation Types 10

3. ROAD GEOMETRIC DESIGN 12-30

3.1 GEOMETRIC DESIGN STANDARDS 12

3.1.1 Design Controls and Criteria 12

3.2 CROSS SECTION ELEMENTS 15

3.3.2 Factor Controlling Alignment 17

3.3.3 Horizontal Alignment Design 19

3.3.4 Guidelines on Super elevation 19

3.3.5 Radius of Horizontal Curve 19

3.3.6 Extra Widening 20

3.3.6.1 Mechanical Widening 20

3.4 VERTICAL ALIGNMENT DESIGN 21

3.4.2.1 Types of Gradient 22

3.4.2.2 Grade Compensation 24

3.4.3 Summit Curves 24

3.4.3.1 Design Considerations 25

3.4.3.2 Length of Summit Curve 26

3.4.4 Valley Curves 27

3.4.4.1 Design Considerations 28

3.4.4.2 Length of Valley Curve 29

4. INPUT DATA STRUCTURE 31-36

4.3.1 Database Creation 35

4.3.2 Auto Level Data Sample in MX Road 35

5. DESIGN STEPS 37-73

5.2 STEPS FOR ROAD DESIGNING IN HEADS 39

5.3 STEPS FOR ROAD DESIGNING IN MX ROAD 51

5.3.1 Data Import Option: Chainage - Offset 51

5.3.2 To Use the Exe (Executable Programs) 52

5.3.3 Data Import Option: Total Station 55

5.3.3.2 Data Import Option : Total Station 55

5.3.3.3 Creating a Survey Model from Imported Data 57

5.3.3.4 Surface Analysis 60

5.4 HORIZONTAL DESIGN 61