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INTRODUCTION AND GENERAL ASPECTS
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The educational and illustrative material contained in the present document may be modified at any time without prior
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The present documentation is subject to a process of continuous updating., and it is therefore impossible to guarantee
an exact correspondence between the data input boxes, file formats and other specifications as they appear on screen
and as they appear in documentary format.
The user acknowledges full responsibility for any consequences deriving from the use of the present material, and by
extension of its associated programs.
LINEAR WORKS
1 01 Introduction and General Aspects
02 Axis Design in Ground Plan, Reframing and Drawing
03 Elevation, Land Profiles and Grade Lines
04 Elevation, Platform and Cross Section
05 Elevation, Advanced Project Calculation
06 Complex Calculations, Crossings and Junctions
07 Drawing Ground Plans and Profiles
08 Project Reports
09 Widening and Improvement Projects
10 Railway Design
11 Drainage and Distribution, Pipes
12 Project Tracking and Monitoring
http://www.istram.net
Buhodra Ingeniera S.A.
ISPOL 9 LINEAR WORKS
INDEX
INDEX
1 - INTRODUCTION AND GENERAL ASPECTS PAGE: 1 / 38
1 INTRODUCTION AND GENERAL ASPECTS
1.1- AN INTRODUCTION TO ISPOL........................................................................................... 3
1.2- FUNCTIONAL STRUCTURE ................................................................................................. 5
1.2.1- Graphic outputs organised by model ..................................................................... 7
1.3- DESCRIPTION OF THE FILE SYSTEM.................................................................................... 7
1.3.1- File structure in a linear infrastructure project ...................................................... 7
1.3.2- Calculations and files generated............................................................................. 8
1.4- DATA STORED AND MANAGED BY ISPOL
......................................................................... 9
1.4.1- General project data and definitions....................................................................... 10
1.4.2- Definition file for the horizontal alignment axes.................................................... 10
1.4.3- Transverse profile files of terrain............................................................................ 12
1.4.4- Defining the section: vertical alinement and cross section.................................. 13
1.4.5- Managing the link to files, calculation modes and drawing.................................. 13
1.5- ACCESS TO THE LINEAR INFRASTRUCTURE MODULE, WORK ENVIRONMENT ......................... 14
1.5.1- Horizontal Design ..................................................................................................... 15
1.5.2- Designing the vertical alinement ............................................................................. 16
1.5.3- Designing the cross section, calculations ............................................................. 17
1.5.3.1- Specifying the type of project: roads, railways, pipelines .................................... 18
1.5.3.2- Calculating surfaces and volumes, volume determination tables ....................... 18
1.5.4- Multi-window environment: ground plan, grade line, cross section.................... 19
1.5.5- General design templates ........................................................................................ 20
1.6- CALCULATIONS AND RESULTS .......................................................................................... 21
1.6.1- Obtaining drawings and generating project cartography ..................................... 22
1.6.2- Generating and visualising lists.............................................................................. 23
1.6.3- Submodules or extensions of the linear infrastructure module........................... 23
1.7- TOOLS, UTILITIES, COMPLEMENTS AND OPTIONS................................................................ 24
1.7.1- Project Menu, general calculation management.................................................... 25
1.7.2- Full menu, multi-axis interactive analysis ............................................................ 26
1.8- DEFINING AND CALCULATING A SIMPLE PROJECT............................................................... 27
1.9- USER STRATEGIES, ADVICE AND SUGGESTIONS ................................................................. 35
1.9.1- Organising and managing the data......................................................................... 35
1.9.2- Specific tips for ISTRAM
........................................................................................ 37
1.9.3- Compatibility with other programs ......................................................................... 38
1.9.4- Team-work and remote storage............................................................................... 38
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INDEX
INDEX
PAGE: 2 / 38 1 - INTRODUCTION AND GENERAL ASPECTS
ISPOL 9 LINEAR WORKS
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1.1- An introduction to ISPOL
ISPOL (Ingeniera and Sistemas, Proyectos de Obra Lineal) is an advanced program specifically designed
to aid engineers and civilian technicians in linear infrastructure projects and/or construction, including
roads, highways, railways, airports, canals, sewage and other pipework.
It forms part of the ISTRAM
system, profiting from the latters digital information management tools and
CAD utilities. Each project, as is customary, must be implemented in an existing terrain, and ISTRAM
provides the tools tat enables this to be definitively modelled.
In general terms, ISPOL
is based on the ground plan design of a geometric alignment that may include
straight lines, circles and clothoids that define the X and Y coordinates of each point. The elevation given
by the Z coordinate, or spot height, is defined through the use of grade lines and parabolic agreements. At
this point we obtain a 3D polyline into which we can insert the geometry of the platform we have
designed, thereby creating a surface that is integrated into the terrain with its corresponding cuttings and
embankments.
Different types of construction, independent but nevertheless compatible
ISPOL
, as mentioned above, can be used for several different kinds of civil infrastructure: roads or
highways, railways or pipework. The project management system, defined as a set of axes, allows each
axis (rather than the overall project) to be defined according to the appropriate type of project.
The calculation structure and the resulting files are similar for each kind of design, thus permitting the co-
existence and compatibility of various elements within the same project. This manual provides a full
description of the full set of tools generically associated to a model road section, with two chapters
dealing in depth with railways and the layout of piping networks.
Underlying philosophy of the program and file systems
ISTRAMs database consists of an open ASCII file system for storing all the information, rather than a
closed binary system. The system can be edited and modified (under Windows, with Notepad), although
care is recommended when modifying these files, since the program may generate erroneous calculations
if their format is modified.
One of the systems major advantages is that it enables information to be shared between several users or
projects by simply copying and pasting a file, with no need to use import-export utilities.
As well as storing design data, ISTRAM
also uses ASCII files to save the various elements that serve to
automate processes, such as camber tables, ground plan and grade line control tables, ways and means
of drawing ground plans or longitudinal axes, etc. These files are stored in the libraries used by the
program and can be loaded in each specific section.
The results obtained are accompanied by format transfer tools (import and export) to enable the user to
make use of them both from and in other programs (Autocad, Microstation, Inroads, Clip, etc.) or devices
such as topographical notepads or apparatus.
Storing data in the working file or directory
As in other applications of the ISTRAM
system, all files are read and written in the working folder, which
is selected by a browser when the program is initiated.
RAM memory is used to store and manage the data in almost all operations, thus preventing file damage
and speeding up calculations in ISPOL
.
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Progressive calculation cycle and storage of intermediate data
A further characteristic of ISTRAM
is that the user has access to several utilities, tools and complements
that use design or calculated section data, thereby completing or enriching both types of file.
This enables the progressive definition of our project and facilitates team work, partly as a result of the file
system on which data storage is based.
Each design phase has its own data files and results, thus enabling different alternative to be assessed
and allowing intermediate results to be obtained, thereby providing an ongoing flow of work for the project
team.
The input screens enable the user to define each element with different degrees of complexity. This
feature of ISTRAM
may initially seem difficult to use, but is closely linked to the scope and versatility of
the program, allowing complex design problems to be resolved without leaving the basic dialogue boxes.
So as to facilitate an in-depth explanation of the workings of the program, this introduction is divided into 3
different sections:
Functional structure : work flow in each phase
File structure : extensions and links between the files used
Data stored per file : which data is stored in each file
CALCULATION
Final Solution
DESIGN
UTILITIES AND COMPLEMENTS
Phase 1
Phase 2
Final Phase
CALCULATION
CALCULATION
CALCULATION
Solution 2
Solution 1
RESULTS
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1 - INTRODUCTION AND GENERAL ASPECTS PAGE: 5 / 38
1.2- Functional structure
The philosophy or functional structure behind ISPOL
the three different elements do not have to be defined simultaneously, although at the final
calculation stage the data created through the work flow explained in the present chapter must be
combined.
Cartography and topography, horizontal design or 2D axis design
The definition of the ground plan is normally based on contour lines, specific points, existing structures and
layouts, etc., which are then integrated through the use of digital terrain models (triangle networks), which
are the best way of providing an optimal definition of the topographical surface that has to interact with our
project.
NevertheIess, ISTRAM
can work with contour lines or equidistant grids alone, for example the raster
images obtained using radar or laser technology.
The ground plan design and topographical surface are used to generate the profiles (cross and/or
longitudinal, according to need) which will be used to define the grade line and cross section or elevation.
These profiles can also be generated by hand or imported from other programs.
Vertical axis design or grade line definition
Once the initial ground plan has been designed,
the second design stage can be tackled: defining
the elevation o grade lines of each axis.
In this way we obtain the third dimension, or spot
height, thereby producing a theoretical 3D polyline
into which we can insert the cross section
consisting of roadways, ditches, embankments,
etc.
At this stage ISPOL
to
generate information that provides feedback to the initial defining
data, thereby constituting a progressive definition system that can
cater for a multitude of specific circumstances.
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Producing and presenting results, advanced calculations
The data stored in the transverse profiles of the project, together with the design data, are used to produce
drawings, lists and auxiliary files that provide the engineer with a physical outcome for the work done.
A further and more advanced stage of calculation enables the data produced to be used to perform
advanced analysis and calculations specific to certain construction characteristics contained in ISPOL
,
such as the automatic generation of junctions and intersections or visibility analysis.
Other elements are more construction-oriented, generating files for the setting out of the primary grid or
files that can be loaded in topographical equipment. Tools are also available for managing and controlling
the construction process, integrating and comparing the projected data with those measured taken in the
field, obtaining measurements, controlling specific tolerances, etc.
The following flowchart describes ISPOLs functional structure, graphically representing the 3 points
previously described.
The program separates complex calculations from basic calculations, thereby enabling the intermediate
checks that are inherent to every design stage to be performed. These 'advanced complements facilitate
the use of design data or project profiles for various purposes:
Performing specific operations
Producing results or enriching output files
Automating certain input and /or data modification tasks
At all times the user is able to decide the scope of the design stage without losing any essential
intermediate data, saving the work completed at each stage or sharing it with other members of the design
team.
A common structure for different degrees of complexity and kinds of project
ISTRAM
provides the user with a basic system for designing and calculating roadways, although the tools
it contains can be used to design different kinds of project such as railways, pipework, or the inclusion of
specific sections such as tunnels, and have been designed to respect a single scheme of work, thereby
facilitating an optimal adaptation to the system.
GROUND PLAN
ELEVATION
GRADE LINE
DEFINITION
CALCULATION
TRANSVERSE PROFILES
LONGITUDINAL PROFILES
PROJECT TRANSVERSE PROFILES
RESULTS
DRAWINGS
GROUND PLAN
LONGITUDINAL PROFILES
TRANSVERSE PROFILES
LISTS
AREAS AND VOLUMES
PRIMARY GRIDS, GEOMETRY
CONSTRUCTION DATA
ADVANCED CALCULATION TOOLS
CALCULATION OF JUNCTIONS AND INTERSECTIONS
WIDENING AND IMPROVEMENT PROJECTS, CONTROL
VISIBILITY STUDIES, SPEED DIAGRAMS
USE OF TOOLS AND UTILITIES TO EXPLOIT THE DATA CALCULATED
PROJECT CONSTRUCTION: MONITORING AND CONTROL
CARTOGRAPHY
ISPOL 9 LINEAR WORKS
1 - INTRODUCTION AND GENERAL ASPECTS PAGE: 7 / 38
1.2.1- Graphic outputs organised by model
Graphic results produced are incorporated into the editing system as polylines, symbols and labels, and
where appropriate, with a spatial location that is stored in a file that manages the pages created. These
files can then be used to produce printouts or to export drawings to other CAD programs.
All the graphic information produced and associated to each axis is included in the corresponding
numerical model, i.e. the data of axis 14 are plotted in model 14. This facility provides a versatile handling
and organisation of graphic data (see the relevant section of the digital cartography manual).
1.3- Description of the file system
Before familiarising the user with the menus and screens used, we have to describe how the information of
a linear infrastructure project is saved, this enabling us to achieve a better understanding of the calculation
system used in ISTRAM
.
As has already been mentioned, ISPOL
ensuring that the correct extension is used. Any kind of name can be
used for the various types of files: in this manual the base name ISPOL is used, this being the default
choice adopted by the program when no other name is given.
Your operating systems file explorer can be used to select files and copy, erase or move information.
Take particular care when managing your files, and do not erase data unless you are sure of what is going
to happen, especially in the case of files containing definition and result data.
1.3.1- File structure in a linear infrastructure project
The file ISPOL.POL contains information on the project and acts as a kind of index file that stores the
names of the files associated with each stage of design and each axis.
In addition to the file names, it also stores some of the configuration data for the different types of
calculation and drawing used for each axis, and on a global level, or for the project as a whole, it contains
other information and files.
For the horizontal design, a single ISPOL.CEJ file stores the
data for all the axes of the project.
The ISPOLn.VOL and PERFn.PER files contain the design
data for the grade line and elevation and those for the
reference terrain (almost always the natural terrain),
respectively
( n corresponds to the order number of each axis in the project, i.e. 1,2,3, etc. )
The files must necessarily be stored in a single folder so as to favour control over the data and their
integrity. Nevertheless, we recommend that users regularly check for the introduction of new functionalities
that in future versions may make it possible to work in a different way.
As will be seen in other sections of the present manual, it is possible to generate intermediate general files
for the purpose of enabling design data to be stored independently, data which can be loaded at any time
and can allow different alternatives to be considered for the same axis.
PROJECT
HZ.DESIGN
VERT.DESIG
SECTION
ISPOL.POL
ISPOL.CEJ
ISPOL#.VOL
TERRAIN PERF#.PER
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PAGE: 8 / 38 1 - INTRODUCTION AND GENERAL ASPECTS
Another type of intermediate storage files (see the annex 'file extensions in this chapter) facilitate the
storage and re-use of different types of data, vector tables, longitudinal profiles and in general all the
construction data that can be defined with ISPOL
contains a tool that enables the user to perform this task simply).
ISPOL.POL
ISPOL.CEJ
ISPOL1.VOL
PERF1.PER
ISPOL2.VOL
ISPOL3.VOL
PERF2.PER
PERF3.PER
RASA#.RES
C
A
L
C
U
L
A
T
I
O
N
S
CEJE#.RES Horizontal alignment axis, kp, x, y, azimuth, radii
Grade lines : kp, slope, entry and exit tangents
PLAT#.RES
CVOL#.RES
FIRME#.RES
Platform points
Areas and volumes: earth ISPOL#.PER
ISFIR#.PER
Transverse profiles
Pavement composition
Areas and volumes: road surface
*.RES Specific lists
ISPOL 9 LINEAR WORKS
1 - INTRODUCTION AND GENERAL ASPECTS PAGE: 9 / 38
1.4- Data stored and managed by ISPOL
As we have seen, there are two kinds of data at a functional level: on the one hand the global data applied
to the project, the latter being understood as a set of axes, and on the other the independent or specific
data for each axis or element of the project.
The system implemented in ISPOL
and compatibility
It is essential to note that information cannot be used retrospectively between versions: in other words, a
project generated with an updated version may not work with an earlier version of the program.
When sharing data it is therefore vital to ensure that the same version is being used by all users, a
problem that can be solved by implementing a standard update policy.
Understanding how ISPOL
works
Following on from the schematic representations shown on previous pages, we will now describe the
complete data storage and management system, on the basis of the following structure:
ISPOL.POL
ISPOL.CEJ
PERF#.PER
General project data and definitions
Definition file for the horizontal alignment axes
Transverse profile files for the terrain
ISPOL#.VOL Vert.Alinement and cross section file
Management of links to files, calculation modes and drawing
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1.4.1- General project data and definitions
These are stored in the .pol file and affect all the axes of the project, allowing the user to define the
following elements:
- Definition data, such as list names, which is the principal axis, etc.
- Calculation modes or behaviours, activation and deactivation of certain calculations
- Names of global files, relating to the loading of data.
Definition data Loading data by name
Project title and comments Name of the horizontal alignment axes file
No. of the main axis for the mass diagram
*1
Name of the border lines file
Name of the construction work file
Name of the descriptor file for the terrain profile extraction mode
*1
Border lines are used to separate the surfaces of two adjacent axes, for example the trunk and a branch joining it (thereby avoiding the
duplication of measurements in the area where there is a common bank and roadbed )
Calculation modes and/or behaviours
Modes of generating measurements
Calculation of crossroads (several options)
*2
Calculation of spill cones in structures (several options)
*3
*2
ISTRAM enables the axes needed to connect axes crossing at the same level, a common feature of housing development projects, to
be defined and calculated automatically.
*3
ISTRAM provides a simple solution for the calculation of the spill cones needed to protect the abutments of the structures defined in
each axis.
To sum up, the data stored in the .pol file do not define the individual data of the elements of the project,
but the way in which the program takes and processes the data, the way in which each element will be
drawn regardless of how it is calculated or the design data used.
This dynamic structure enables different road alignment alternatives to be stored and a manager to be
used to save us the bother of opening a file, calculating and then saving information, a common feature of
other applications.
1.4.2- Definition file for the horizontal alignment axes
This file, with extension .cej, stores the geometrical horizontal alignment definition of all the axes
involved in the project. Each axis is composed of a succession of straight and circular alignments and the
clothoids used as transition curves.
There is only one file of this kind for the whole project, the information it contains being saved
independently. It is automatically loaded by the system because the file name is included in the .pol
project file.
Mechanisms are included for importing axes created using other programs, erasing or interleaving new
axes, and in general managing the organisation of the information under an ordered structure according to
axis number.
This structure is closely related to the design and calculation of the cross section. The numerical ordering
of the axes is inherited by the remaining elements, each of which will always be associated to an axis
number. This system, although it may at first sight appear restrictive, is one of the main reasons for
ISPOLs calculating power.
When a calculation is performed, the system interprets all the data, taking into account, where defined, the
relations and connections between axes, resulting in a continuous geometric definition of all the axes in
the project.
ISPOL 9 LINEAR WORKS
1 - INTRODUCTION AND GENERAL ASPECTS PAGE: 11 / 38
The system is then ready to use this information (which is
stored in the memory) in the remaining design processes,
such as the extraction of transverse profiles, the labelling of
axes, the setting out of points or the automatic assigning of
cambers according to the radius, to give just a few.
We strongly recommend that time be taken to create an axis
structure that will not need much further modification, since
the whole system depends on this structure.
The data can be stored by clicking on the button save or the diskette icon (see the relevant section for
how this works). If no file name already exists, ISPOL
provides a dialogue box to manage the relationships between axes and groups. These
definitions also allow project data used in calculation processes to be organised, offering the possibility of
activating or deactivating the calculation of a group, allowing the user to evaluate a zone or group of axes
without wasting time by calculating the whole project, thus achieving a saving in both time and graphic
resources.
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1.4.3- Transverse profile files of terrain
Obtaining transverse profiles of terrain is closely linked to the ground plan design. The feature
programmed for this purpose allows for a detailed definition of the points where a point is to be obtained
and with it, the transverse profile of the topographical surface.
In principle this surface defines the original terrain, but in certain situation it may represent the excavated
or banked terrain at a specific stage of construction or a lithological horizon we want to analyse in detail.
ISPOL
defining an axis in elevation consists of defining the vertical alinement, which adds the z
coordinate to the horizontal design, and which in conceptual terms is a 3D polyline, over which a cross
section defined, basically, in terms of the platform, the thickness of the construction components and the
intersection of the slopes.
All these data are stored for each axis in a file with the extension name .vol, these files also containing the
connections with other axes (e.g. junctions and crossroads) and other complex elements that will be
explained later on.
Since these data are stored in files, it is possible to reflect different solutions for the same axis or for
variations of an axis, and therefore the file names chosen by the user should have a certain meaning. For
example, eje1_a3 would mean axis 1, alternative 3.
In later chapters, particularly in those concerning the elevation and grade line' menu, we will list all the
elements stored in the file, emphasising the fact that it is important to have a general idea of how the data
are organised to eliminate the need for the user to examine the content of each file.
1.4.5- Managing the link to files, calculation modes and drawing
Each axis involved in the project is associated on the one hand with the names of the files defining the
design and terrain data used, whilst on the other hand calculation and drawing modes and states (active,
inactive) are stored for each axis.
The dialogue box for the project
menu (as will be seen in the
relevant chapter) allows all these
files and modes to be visualised
and managed.
The files linked to each axis are:
*.vol Name of the file containing the design data (vertical alinement and section)
*.per Name of the file for the transverse profiles
The modes and types of calculation are associated with an acronym that describes their functionality:
CAL Calculation of the cross section
MEJ Application of the section control system in road widening and improvement projects
ENL Intersections, use of border lines (defined in the associated file) *
REC Redetermination or recalculation of volumes **
RFI Redetermination or recalculation of volumes for roadbeds **
*
As has already been mentioned, border lines are used to cut and separate a trunk from its intersection, amongst other reasons so as
not to duplicate the surfaces created.
.
** If, after the basic calculation, any process modifying it, such as profile truncation, is applied, it will then be necessary to reprocess the
files to ensure that the volume tables are accurate.
Finally, each axis is associated to a drawing mode, which describes (by means of a series of instructions
contained in an ASCII drawing mode file, how the surfaces that compose the section calculated (roadbed,
subgradient, slopes, walls, etc.) are to be created and represented.
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1.5- Access to the linear infrastructure module, work
environment
When ISTRAM
project.
To complete the system there is another side menu that varies according to the
work area which we happen to be in, offering the user the possibility of
continuing to use the other digital cartography menus, which can be accessed
by means of the drop-down menus located at the top of the screen.
The basic elements are defined for any axis: ground plan, grade line and cross section. This grouping y
themes will have a future effect on other elements, making it easy for the user to access specific thematic
areas, such as the project in its most general sense or lists and tables.
Moving between tabs has important implications for the storage of data. The file structure described in the
previous sections is managed by the system, enabling the user to control the entry and exit of information
by clicking on the load and save buttons. The section dialogue box contains the buttons giving access to
the various part of the cross section. Additionally, and to facilitate calculation, a series of complements,
utilities, tools and accesses to advanced menus provides access to systems for complex calculation and
analysis, drawing results or resolving crossroads and junctions. We will now give a general overview of the
functionalities of these dialogue boxes.
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1 - INTRODUCTION AND GENERAL ASPECTS PAGE: 15 / 38
1.5.1- Horizontal Design
On opening up the linear infrastructure module, the first screen that appears is that for ground plan design,
since this is the backbone of the calculation system. We will now show the dialogue box and side menu,
summarising the most important features of the system.
Ground plan design under ISTRAM
is unable
to produce a list in which soil covering for pipes is mixed with ballast for railways.
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1 - INTRODUCTION AND GENERAL ASPECTS PAGE: 19 / 38
1.5.4- Multi-window environment: ground plan, grade line, cross section
ISTRAMs multi-window environment enables users to visualise the model section, grade line, ground plan
and a 3D view of the latter at one and the same time, so that the effects of any change to the data can be
seen immediately. This functionality allows the user to revise the design at any stage of the process.
The positioning at any KP is automatically indicated en each of the windows open by means of a blue
arrow, so that the position is easily identifiable in the 2D space of the ground plan (x,y), grade line (x,z)
and cross section (y,z), as well as in the 3D view (x,y,z).
Clicking on the DATA button of any window brings up the corresponding data menu, allowing the user to
make changes and immediately visualise the recalculated section.
It is important to consult the section devoted to the configuration of the project, which defines the different
elements that may be decisive when it comes to automatic recalculation, as for example associating a
cartography from which to extract terrain profiles when necessary.
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1.5.5- General design templates
Design tables
The GENERAL tab contains different design tables associated with each of the axes within the project.
The following tables can be loaded:
Design in Horizontal Design *.dip.
Design in Vertical Design *.dia.
Junctions *.den.: The values in this table will be used by ISTRAM
, sent to a printer or
plotter or exported to a CAD file.
Alpha-numerical: these are ASCII files and lists, that give geometric information, measurements,
settings out of primary grids, files with system feedback data, etc.
ISTRAM
uses the instructions described in files with the extension name .GUI to distribute the different
data strips or guitar that are typical of a longitudinal profile, specifying the way in which the grade line,
terrain, structures and tunnels, the position of other axes, alignments and cambers, etc. are going to be
represented.
ISTRAM
plots on screen the information corresponding to the target sheets as if it were a plane
mapping, generating a file of pages that can be used from the print environment.
Drawing transverse profiles
The system is similar to that described for the longitudinal profiles, but in this case the files used to store
the configuration of the mode in which the information is to be distributed and the guitars that accompany
the transverse profiles bear the extension name .GUT.
Drawing the 3D ground plan of the designed axis
The ground plan drawing of the project is the graphic representation of the calculation results. In the case
of a road it will differentiate between, for example, the lines of the edge of the roadway, the ditches, the
heads of slopes in cuttings and the feet in embankments, and the typical drawings of the habitual combs.
As in previous cases, the commands described in files with the extension name .LIL are analysed and
used by ISTRAM
to obtain the desired graphic outcome. This information consists of polylines with X,Y,Z
coordinates, giving us a 3D line-drawing of the project that can be used for a variety of purposes, the first
of these being the 3D visualisation that ISTRAM
for other calculation modules or processes, for example updating the natural terrain
with the road that has been designed.
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1 - INTRODUCTION AND GENERAL ASPECTS PAGE: 23 / 38
1.6.2- Generating and visualising lists
Some lists are automatically created by ISTRAM
manual contains individual chapters for each of these extensions that give an in-depth
description of their functionalities. Nevertheless, occasional reference may be made to them in the basic
chapters on linear infrastructure in those cases when the same dialogue box or utility can be used to
generate data that may be needed in these extensions.
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1.7- Tools, utilities, complements and options
In order to facilitate the design process for the user, the program separates what are considered advanced
operations from the basic ones, these all being organised in the dialogue box under the headings referred
to earlier. This arrangement also allows work schedules and flows to be organised.
All these utilities or tools enable design data (those stored in the .vol file) and results (the ISPOLn.PER
files) to be extracted and analysed, and new data to be generated that will enrich and/or modify either the
design and/or results data.
Tools
This heading brings together a series of multi-purpose commands for different uses, or to put it another
way, general commands, which act on several elements: generating passage points from one axis to
another (extremely useful for establishing exact contact between two axes), modifying the data in a .vol file
or truncating two axes according to a line selected on screen.
Utilities
These process project data in order to analyse them in the case of a visibility analysis, the creation of
speed diagram or the creation of new elements such as drainage work.
Complements
In the section window individual data are defined for each axis, and in complements we can access the
dialogue boxes that enable the parameters of relations between axes to be defined, as in the case of
crossroads and junctions.
Profiles
This heading includes tools that work with the project profile files, whether already generated or not,
enriching them either by adding symbol information, such as inserting a traffic sign, or adding the
information produced by the analysis of the intersection with the lines of another axis or of a map polyline.
Menus & options
Provides access to project analysis and management systems, such as the full, project and group menus.
Other buttons give access to menus that can be reached from other places in the program, but are also
located hear for greater ease of use.
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1.7.1- Project Menu, general calculation management
A large proportion of the structure and philosophy of calculation explained above can be summarised by
looking at the dialogue box that opens up in ISTRAM
: it is used to configure
the calculation and drawing options for the project as a whole, and is complemented by possibility of
bringing axes together in groups (which will or will not be used in calculation, depending on whether they
are activated or not). This translates into an optimal use of resources and an overall compression of the
flow of work done.
The functional representation of the process touched upon in
the introduction to this chapter is thus made clear and the user
can discover the power and versatility of ISTRAM
, the initial
complexity having now disappeared.
We will now see how in just a few steps it is possible to define
and calculate a project incorporating several axes, and how we
can navigate through the different design stages in a simple yet
powerful way.
As we have already mentioned, the association of axes in groups is a powerful tool that enables us to
organise our project constructively. Thus, since the activation or deactivation of the groups is related to
their inclusion or otherwise in the calculation processes, users can focus their work on a specific group of
axes without having to use resources on other parts of the project, which another colleague or colleagues
may be calculating, in this way facilitating teamwork.
PROJECT
HZ.DESIGN
VERT.DESIG
SECTION
ISPOL.POL
ISPOL.CEJ
ISPOL#.VOL
TERRAIN PERF#.PER
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1.7.2- Full menu, multi-axis interactive analysis
When we execute this option we move into a new graphic environment (hiding the cartography) which
allows us to analyse and resolve geometric relations between several axes, as is the case with junctions.
The right side menu gives us another series of utilities designed to obtain graphic information or generate
new data that will help us achieve our initial goal: connect axes and separate common elements.
The use of these utilities presupposes that the data of the axes involved in the analysis have been
perfectly defined, otherwise the results will be erroneous or may even not be calculated. The program
generates various files that can be loaded (widths, grade lines, cambers) in different inputs of the cross
section or of the grade line.
This graphic session or display screen is independent from the main one, as if we had opened a new
program. The drawings generated in this independent screen can be saved to disk for loading later on,
and similarly, the commands .edm block or .edm coordinates can be used to bring in information. When
we leave the FULL utility, the graphic data are downloaded and the system goes back to the previous
screen.
Automatic modification and updating of definition data
Since this is an interactive utility, the calculations and analyses performed can be visualised and reviewed
before being validated. Users should bear in mind that some of these utilities enable the information in
some of the files in the project to be updated, but the user must intervene directly for this to happen.
If we are not confident about the quality of the modified data we can always recover them by creating a
special version of the .vol files involved, which can be recovered if necessary. The commands save pol
and recover pol can be a valuable ally when it comes to recovering data.
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1.8- Defining and calculating a simple project
This brief 'tutorial will provide the user with the basic ideas needed to design a simple project, and serve
as a hands-on introduction to the simplicity and versatility of the system.
Plan Design: defining the axes
At this point, the system is ready to define the first alignment of the first axis. The data input screen
(which can have two aspects: short and long) shows the most significant areas when it comes to
defining an axis in a basic or simple manner.
Since the default mode is graphic,
click on box X1 Y1 and then click on
a point on the screen.
Repeat this operation for point X2
Y2.
You have now defined your first
alignment: you can choose whether
it is a straight line or a curve, by
entering a value in the radius box.
Add a second alignment: the alignment navigator will show '2/2'.
This alignment 2 can either be floating or resolved by the program: in the drop-down menu [TYPES]
click on the option floating. Next introduce the radius you consider to be appropriate (positive for a
right-hand curve and negative for a left-hand curve), thinking of the azimuth of the next alignment.
Click again on the [add] button in the alignment navigator: you will now see 3/3, and by repeating the
steps given above, define this third alignment.
Linear infrastructure module: the first steps
Go to the linear infrastructure module. In order to have data storage operations operative from the
outset, it is a good idea to define the file names that are going to be used.
In the right side menu click on the option save cej from the drop-down menu in files, write
example, and the system will create the file example.cej to which data can now be saved.
Next give the project a name or title in the appropriate box. Click on the save button next to the
project name, write example and click on enter: the system will create the file example.pol.
From now on you can use the diskette icon to save all the data involved (according to the design
area we are working in: ground plan, grade line or elevation)
* Remember that unless you assign a name to each file, by default ISTRAM will save the data in files with the
name ISPOL followed by the corresponding extension.
Loading cartography
Load a simple cartography in the system: the one that comes with the demo project can be used as a
starting point. Revise the spot heights of the contours, visualise the data in 3D to check there is no
extraneous information, correcting where necessary.
Remember that the system needs a reference terrain in which to obtain transverse profiles which will
be used to define the cross section being projected.
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Adding further axes and saving the data
Click on the [add] button located in the axis navigator to create the second and subsequent axes, with
which you can repeat the previous steps.
Try clicking with the mouse on any of the alignments: you will see that the active axis changes
automatically. As you will see, axis selection is an interactive process.
Try setting a value for the widths and explore the [options] section, which is accessible from the side
menu.
Save the data by using the option [FILES][SAVE .cej]: the program will ask you for the name under
which you want to save the information of all the axes you have defined. Then click on the [Save]
button at top right (on the same line as the project name).
You will now have a project called example.pol that for the moment contains the file example.cej,
and which from now on will be loaded by the system each time you enter linear infrastructure.
Calculations, drawings and reports
Now your axis is almost fully defined. Click on the calculate button and you will see how (if there is a
geometric solution between the circle and the two straight lines) the corresponding ground plan line is
drawn.
Experiment by modifying the radius in the appropriate box, clicking on calculate again and seeing the
changes that take place: these will remain visible on screen until the screen is refreshed or redrawn.
Add further alignments using the fixed-floating-fixed-floating-fixed method, and also try to make
dynamic calculations by using the mouse with the options aRa,:,R, (see the information in the status
bar at the bottom of the frame, which will tell you what to do).
Click on the [List] button and you will see the list giving the initial data and the data calculated by
ISTRAM
, amongst which you will find the exact KPs of the tangency points between straight lines
and circles (and transition curves if you have defined them).
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Defining the vertical design
Click on the grade lines tab, which will give you the longitudinal profile of the terrain (the files have
already been generated). Enter the data for the different alignments, using the navigator to add or
suppress alignments. Enter the appropriate KV values and perform the necessary calculations and
modifications until you find the right solution.
Try using the buttons located in MOVE to make dynamic modifications, using the mouse to move the
definition points. Try using different coupling modes, principally PROFILE, and combining different
values [Incre Z].
Without changing axis, go to the next step where we will explain how to save the definition data.
Obtaining transverse profiles.
Before defining the grade line of the axes now defined, we must first obtain the transverse profiles for
the terrain, and thus be able to visualise the longitudinal profile in the grade line design stage.
To obtain the profiles (obviously, we must have previously loaded a cartography), we must go through
the following steps:
Access the dialogue box that will allow us to define a surface
(from the drop-down [menus][surfaces]), adding the lines and
points that we think form part of the digital information we have
loaded. (Consult the chapter Advanced editing: definition and
calculation in the digital cartography module.)
To access the profile extraction menu, use [primary grid and
profile][cross], which can be accessed from the right side
menu.
Define a semi-bandwidth (the width used by each side of the
axis to make the 'cuts) corresponding to the density of data in
your cartography, so that profiles can be calculated for every
kp.
Activate the triangulation option if your surface is not a digital
model made up of triangles, in order to guarantee greater
accuracy or fidelity to the existing cartography.
You will see that the base name chosen for generating transverse profile files is PERF, so that after
clicking on the [generate] button we will get a series of files PERF1.PER, PERF2.PER, etc. In the
project structure, ISTRAM
will from now on recognise these three files as being those associated
with each of the axes.
Click on the diskette icon: as the system already has the project file name example.pol, this is
where the terrain files you have created for each of the axes will be stored.
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Defining a cross section
We are now going to define a model section of dual carriageway for axis one, and single carriageway
road for the others.
In order to obtain a simple design, follow the step-by-step instructions given below, pausing whenever
necessary if you think that things are not going according to our explanations.
Click on the save data key from time to time, or whenever you think it necessary, and try introducing
new .vol file names when you think you are going to need various alternatives.
Defining axis 1, a model dual carriageway section
01
In the grade line window, click in the box reserved for number of carriageways to change
it to 2, using the same grade line for each one, right and left.
We have now told the system that we want a dual carriageway.
You can try selecting the different mode and define another grade line for the left-hand
carriageway.
02
Click on the elevation tab and define some data for the platform:
- Lane width (7 m) - Superelevation of the roadways*
- Median width and depth - Auxiliary roadways, including hard shoulder
These data are defined by intervals of kps**, which should not overlap and must be in
ascending order, otherwise the results will not be those expected.
Experiment with the options 'add', 'insert' and erase' to see how the data input system
works.
* Superelevation can be calculated automatically from a table: just click on [Auto Table] and choose
AUC1009N.TPE
**Intermediate values are automatically interpolated when the calculation is performed
Saving the vertical alinement definition
You can save the definitions of each axis in files with the extension name .ras: to do this click on the
[FILES] button on the side menu. Remember, however, that the project file example.pol will not save
any information, since the only files saved here are the .vol files (which store the grade line and
elevation section data) for each axis.
To store the data correctly in the appropriate .vol file*, go to the elevation tab and click on the
save option of the right side menu. The program will ask us for the file name we want to use, and in
this case for axis 1 we will use example 1. Press the Enter button on the keyboard to pass this name
to the reserved box and click on OK (or press Enter again) to accept.
The files are now apparently all associated to our axes, but only in memory, so we have to take the
final step to store this information in the .pol project file by clicking on the diskette icon or on the save
button located next to the project name.
From now on, whenever we click on the diskette icon or the save button, we will be saving the grade
line + cross section data, or the ground plan data if this is the active tab.
*By default (unless a specific name is used when saving for the first time at this point) ISTRAM
is an IT program that has been specifically designed to be adaptable to the customary work
flows of the design process in civil engineering projects. However, although users are free to organise how
data are distributed and hence used, this section offers a series of tips and recommendations that may
make it easier to understand both the program itself and the results obtained from it.
Although it may seem strange, a few sheets of paper with numbered lists and descriptive diagrams or
drawings can be of great help to users when it comes to identifying elements, or understanding the
structure, of their project. Checklists also allow changes to be implemented rapidly, thereby guaranteeing
the correctness of calculations in complex projects.
Multidisciplinary teams are an increasingly frequent feature of civil engineering projects, and it is therefore
important to set up systems that enable the team to work in an orderly fashion, with changes being
managed as effectively as possible, thereby enabling deadlines to be met and the information to be
delivered free of errors.
1.9.1- Organising and managing the data
In order to maximise ISTRAMs resources we give a series of tips that will have a positive effect on how
the data are organised and how the project is calculated, eliminating or minimising the confusion
experience by users when the expected results are not forthcoming.
Importing and exporting information
This is a critical point at various times during a projects lifetime. The initial mapping data and detailed land
survey information come to us through CAD programs, whilst external collaborators provide us with
borehole data, information about public utilities affected by the project, and a series of data of a varied
nature in a wide range of formats, from spreadsheets to text files or even .jpg images.
The existence of an ISTRAM
allows the user to activate a continuous data saving facility. This has its advantages and
disadvantages, since any modification that allows us to evaluate an alternative will be permanently saved
to disk. This will happen whenever we leave the area in which we are working (e.g. from elevation to
ground plan) or when we change from one axis to another.
As a general rule, when no file names (.cej, .vol and .pol) have been defined ISTRAM
properly. Remember that the same file name is always used for various elements
(measurements are stored in CVOLn.RES files, for example), and that this prevents the user from
reviewing different stages of construction. A simple and easy way round this is to use folders with names
like alternative1 or February lists to store the information.
Another alternative is to create sub-folders within the main folder and launch ISTRAM
from that
destination, so that all the files will be generated in it.
A further tip, which may seem unnecessary but in our opinion is of great importance, is to ensure that
systems for making back-up copies are in place, to avoid the disastrous consequences of losing data or
having to re-input them. A CD-R drive is sufficient for this purpose.
Keep your working folders or sub-directories up-to-date and properly organised, eliminating any repeated
or unusable information, transferring data, renaming files, etc. Remember that although these tips should
be common practice in any IT work environment, they are sometimes overlooked or forgotten.
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1.9.2- Specific tips for ISTRAM
The above tips can be applied to many other architecture, engineering and construction software
applications, but are of specific benefit to ISTRAM
only calculates profiles in the KPs for which it has a reference transverse profile (usually the
natural terrain). Profiles cannot be obtained if there is a gap. Although digital models of the terrain are
generated during the stage in which profiles are obtained (and this is very fast), it may well be better to a
have an appropriate perfect triangulated model available in order to be able to obtain 100% of the
information.
Another tip, which enables the user to perform calculations more rapidly, is to have cartographies that are
complete but of an inferior quality, for example an equidistant data grid.
Use of model files
It is a good idea to have some empty model files available for each stretch to be calculated, with all the
initial data ready prepared to enable them to be adapted to any other element in only a few steps. For
example, an empty file called 'model-T1.vol' or 'branch_A.vol' could contain specific model design data for
roads carrying T1 traffic or dual carriageway branches, respectively. In some dialogue boxes ISTRAM
offers the automatic option, which extends the stretches to be calculated to act on the entire element,
introducing the final kp automatically.
When it comes to defining geometric elements, ISTRAM
creating the
necessary transition curves) or the real intersection of the earth spill cones of structures.
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Obtaining drawings and personalising libraries
The model files for drawing ground plans or profiles that have been installed by ISTRAM
in the primary
library (Ispol\lib) have been prepared with the idea of producing plans in DIN A1 format at a scale of
1/1000. Although they cover the basic needs of representation they can be much more detailed and
specific. Check for updates regularly, because new functionalities designed to enhance or improve plan
production tasks are continually being added.
Prepare your own files by saving them with specific names that make clear reference to the scope, type of
project or type of scale applied: this will help you to find the type to be used in as short a time as possible,
as well as optimising the generation of your graphic information. User or corporate drawing mode files are
commonly located in the library \ispol\libuser to facilitate location and maintenance, as well as to
prevent them from being accidentally overwritten when the program is updated to a new version.
1.9.3- Compatibility with other programs
ISTRAM
can import and export graphic information from and to other CAD platforms such as Autocad
and Microstation. The different plans generated can be exported with ease and thus used by other
members of the team working on the same engineering project.
To ensure that these tasks can be done quickly and easily we recommend you develop translation
dictionaries that match the needs of the user and the team of collaborators. In order to do this you should
have the full list of entities, layers and/or levels or print colours and thicknesses, which will enable you to
identify and organise the list of origin-destination relations needed to define the dictionaries correctly.
When interacting in the case of geometrical definitions in ground plan and grade line o terrain profiles,
ISTRAM
provides several applications and translation utilities to enable data from the most popular civil
engineering programs in the market and modern topographical equipment to be read. ISTRAMs R&D
department is always available to program other kinds of data import-export applications, provided this is
technically possible.
1.9.4- Team-work and remote storage
ISTRAM
allows data and projects to be shared without difficulty, but there are certain points that should
be taken into account in order to avoid problems of compatibility or even loss of data.
Since the information is distributed in files, these are logically compatible between themselves. However,
by default ISTRAM
does NOT control the simultaneous participation of several people working in the
same folder, which in most cases can result in mistakes and loss of data.
If you decide to work with ISTRAM
automatically stores the current state of the calculation data in the file IS#.cej to prevent
random crashes in the system to damage your work. IS#previo.cej is previously updated automatically
with the value which IS#.cej had, which enables you to recover it if the last alterations are not satisfactory.
To permanently store the data in the current file you should use the option Save, which is at the end of
the fixed side menu.
Monitoring geometric errors
If not all the axes defined appear when calculation
is carried out, or part of any of them is missing, this
is due to non-definition errors or data
incompatibility.
The errors committed appear in the message area.
As the error messages appear consecutively, the waiting time between error messages can be fixed in the
option Parameters, so that there is enough time to see them.
One specific case is error monitoring according to the regulations applied, which you will see in the
relevant section.
Generating reports
During calculation, various files with axis reports are generated automatically, both with the results of
calculations and with data.
The file cejeN.res is generated for each axis (number N). This contains the results of the
calculation and the entry data of this axis. The file ceje0.res contains the same information,
but for all the axes in the project.
Depending on the state of the Current/All radio button, the file ceje.res generated upon
calculation contains the report either of the current axis or of all axes. This file, ceje.res, is the
one listed on the screen, printed or saved with the options of the List | Print | Save" button.
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Monitoring drawing generation
If you want the calculated axes to be shown more clearly, temporarily erasing the defining alignments, you
may use the Draw Axes option [D]. There is one of these in the drop-down menu STATUS OPTIONS,
called Postdrawing, which, when unchecked, displays the alignments with Calculate and Draw Axis
only, but no Redraw.
As soon as calculation is completed (which you will know from the messages), the process of drawing the
axes, main points and labels may be interrupted, if you are not interested in it at this particular moment, by
pressing the Escape key (<ESC>).
[D] (Draw Axes) Erases the graphic representation of the fixed alignments defined and draws the last
group of axes calculated.
[D] (Delete) The Linear Works Projects module does not dele the automatic drawing of axes and their
singular points from the screen, so that successive solutions can be compared visually. The option
[Redraw] in the fixed menu refreshes the screen, leaving only the drawing of the last ones calculated.
The option [D] deletes from the representation all the axes drawn. It is usually used just before
Calculate so that the new calculation draws on a blank screen.
2.5.1- Dynamic Calculations Using the Mouse
DYNAMIC CALCULATIONS [aRa] [:] [R] []
[] After selecting the button marked with a point, you can click on one of the points P1, P2 or P3 which
define an alignment, and drag it while the result of the calculation is verified dynamically. Clicking again
drops the point and enables you to choose another one to drag. Clicking on nothing ends the option and
performs the final calculation. If you want to cancel the option while a vertex is being dragged, you just
need to click on the fixed menu or press <ESC>.
When the Selected Coordinates match a vertex:
(X2, Y2) of the alignment == (X1, Y1) of the next alignment
The option [.] drags both points simultaneously.
[R] Enables you to select a circular alignment graphically and vary its radius dynamically. It is
simultaneously observed how the graphic result of the calculation varies. Clicking again drops the point
and enables you to choose another to drag. Clicking on nothing ends the option and perform the final
calculation. If you want to cancel the option while an arc is being dragged, you just need to click on the
fixed menu or press <ESC>.
[:] This is similar to [], but it enables you to drag the two points P1 and P2 simultaneously, maintaining
the relative position between the two.
[aRa] This is similar to [R], but the values of the parameters of the previous and following clothoids are
altered automatically, depending on the values taken by the radius and according to the design table
loaded. The clothoids calculated correspond to the real Omega which is dynamically calculated (which was
previously the minimum clothoid).
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2.5.2- Graphic Representation of the Axes Calculated
With the state variable Spixe (initially fixed to 5), the minimum size of the texts or symbols drawn is
defined. By controlling Spixe you enable or block the redrawing of symbols, and therefore the time spent
drawing them.
Occasionally, the cleaning operations of certain elements erase from the screen parts of other elements
which overlap with the former. These parts are not erased in the memory, and can be recovered using the
option Redraw.
A redrawing begins by showing the base map, if there is one, and continues with the axes and the fixed
alignments of the axes being calculated. The ground plan road layout of the last axes calculated is
automatically added to the base map. For this purpose, ISTRAM
draws the polylines of the solution, but first it cancels the lines generated after entry. This
includes the automatic axes of previous calculations and any other line created by editing using the drop-
down menus.
Using the [SAVE TEMP] option in the drop-down menu [DRAWING] refreshes the number of base
lines in the current state, including, if there are any, automatic axes which become one more line on the
map. Erasing remains automatic from this state onwards. It is important to know that if lines have been
drawn using the editor or an external drawing has been inserted (by importing or inserting files), the same
philosophy applies. These are temporarily generated lines, and therefore disappear when a redrawing or
calculation is used.
This illustration shows the situation described
above. If you fix the graphic information, the
alterations to one alignment can be compared
with the previous definition.
The lines cancelled by the option Calculate are
deleted, but not from the screen. This enables
you to compare consecutive solutions which are
maintained, until a redrawing cleans the graphic
window of the erased solutions.
A little later on in this manual there is a short section describing the functioning of the representation
system, zoom and redraw actions and screen adjustments.
Obtaining more detailed graphic results
As you will see later on, the way in which information is drawn depends on the mode of labelling which is
active. This setting is collected in ASCII files which can be loaded from the fixed side menu.
When you want to enrich the graphic representation, the setting out and axis labelling menus will be
used. These are much more detailed and will enable you to create kilometric points on the axis,
displacements, normals to another axis, etc.
You will also see how to achieve an automatic distribution of menus whose aim is to produce a print-out of
the road layout appendix, as is typical of any linear works project.
It is worth remembering that from the drop-down menu BLOCKS you can access systems to export data to
DXF or DGN format with no need to leave the linear works module.
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2.6- Options of Horizontal Design Fixed Side Menu
2.6.1- Leaving the Linear Works Menu, Storing or Losing Data
The first button which appears in the fixed menu is [END]. If you click this to leave the linear works
module, a possibly critical situation arises, which may mean loss of memory data corresponding to the
various alignments, and the user must consider the storage operations which he/she has carried out
before taking any decision.
On other occasions, it has been possible to modify data to revise or observe a particular geometry, but you
do not want to save these changes.
The data affect the .pol project file and the axes in the ground plan (the .cej file) (managing data loss from
the .vol files is separate). In order to make the decision easier, the program shows you a notification
window, in which you can carry out 4 actions:
The function of each of the buttons is fairly clear.
It need only be explained what happens when the
filenames do not yet exist. In this case, 0.cej and
0.pol respectively are automatically assigned to
them.
When you leave the Linear Works module: HORIZONTAL DESIGN[END], the program checks that the
data of the files *.cej and *.pol which have been altered have been saved.
In this case, no confirmation is requested when you leave the module.
Recording using the disk icon
When the disk icon is clicked on, depending on the design area (ground plan, elevation) in which you are
working:
- If you are in the Ground Plan menus, the files .cej y .pol are saved.
- If you are in the elevation menus, the .vol file of the current axis and the .pol file are saved.
- If you are in complete, the .pol file is saved.
If the files have no names pre-assigned to them by the user, they are saved with the names Ispol.cej,
Ispoln.vol or Ispol.pol., the message window showing the names of the files saved.
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Zoom, refresh and screen adjustment
[EXIT] This returns the control to the MAIN MENU of ISTRAM, leaving the
linear works module and asking the user whether he/she wants to save
data. See the section Leaving the Linear Works Menu, Storing or Losing
Data above.
[Full] [Zoom] [Prev] These enable you to zoom or display previous
screens (in exactly the same way as the digital cartography module). The
axes and directions are automatically redrawn.
[ReDr] This ReDraws the graphic content of the current window.
[Adjust Scr] If you have got as far as this menu with no cartography, the
coordinates of the graphic screen are automatically adjusted to those of the
axes being calculated when this option is pressed.
Later on in this same section, the functioning of the graphic display system
is described in detail.
[Info] When this option is pressed and the cursor is moved around the graphic screen, the cursor shows
you the following data for the point projected on the current axis: axis number, K.P., alignment type
(straight line, circle radius or clothoid parameter) and length of the alignment, as well as the distance to the
axis from the cursor position (in the options tab you can set the font and size of these messages).
Calculation, menu and behaviour options
Long Menu
Enables the complete or reduced data
menu to be shown with the ALIGNMENTS
and AXES tabs.
ceje.res with data
Activates or deactivates the display of
entry data of the axes in the ground plan
calculation result files (ceje.res).
Draw widths
Activates or deactivates the
representation of the widths associated to
each axis.
ceje.res with angles
This option is used to decide whether to
print the angle formed by two straight
alignments which meet in an angular
point in the ceje.res report. It can be
configured so that these angles are
shown in sexagesimal degrees or
centesimal grads. This setting is
saved/recovered in and from ispol.cfg.
.ALI with end point
You can check this option to print the endpoint of the axis in the ground plan in the files EJE#.ali
generated in the temporary directory temp, which are used by some axis converters in the ground plan.
Confirm on exit
Activates or deactivates the window which requests confirmation when you exit the ground plan.
Mark advance direction
Enables you to mark the advance direction of fixed alignments.
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Draw Circles
Draws the circles of fixed alignments by centre and radius of type 5.
All Current
With each recalculation, All axes or only the Current axis are labelled automatically. We have already
said that the drawing of the solution may be stopped when desired as of the moment at which calculation
ends (note messages).
INFORM OPTIONS
From this window, you can modify the font and size for the texts of the eco inform of the HORIZONTAL
DESIGN, VERTICAL DESIGN and GRADE LINES menus.
All these options can be stored in the file ispol.cfg (accessible from the drop-down menu STATE).
Converting calculator data to fixed
When you click either of the two keys, it is established that the following axis calculation uses, for the
CURRENT alignment (for the starting-point, endpoint or both), the alignment data calculated by the
application (exact tangencies) instead of the initial data.
Depending on whether x1,y1 or x2,y2 have been pressed, X1, Y1, X2,
Y2 will appear in the menu. Pressing again deactivates it, and they
appear in lower-case letters, as x1, y1, x2,y2.
In the next calculation, the coordinates of the entry or exit point of
tangency calculated will move to the boxes [X1:], [Y1:], [X2:], [Y2:]
respectively. The command [Calculate] works only once, and as well as
copying the coordinates it deactivates these two commands.
If both options are pressed, you can change the TYPE of the alignment to
0 after the calculation. This enables you to FIX FLOATING alignments.
* Bear in mind that for certain alignment types the X and Y coordinates may have a different significance.
Choose labelling mode and set waiting times for messages
[A.Lbl.Mode] This enables you to select from different files which contain
various ways of labelling alignments. There are various files available in the
library, described at the end of the chapter.
When one of these files is selected, the program copies it to ISPOL.ali, and
uses this file from then on.
[Parameters] Controls two behaviours: waiting time to see error messages
(given in seconds), and distance between data to obtain the rapid longitudinal
which pops up automatically when you enter the GRADE LINES menu.
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[Types] Displays an on-screen message box with a diagram showing the types and data associated.
Pressing Redraw refreshes the screen and erases the Help message.
2.6.2- Axis Options, Invert, Insert, Erase, Join, Transform
When you click [Axis Options], a submenu is offered, containing the various operations which you can
carry out on an axis or the group as a whole:
[Join Axes] This option enables you to join two axes together to form one. The axis to be completed may
be any one, and the alignments of the last axis will be added to it. This last axis is then erased.
If the axes you want to join are in a different file, use this option beforehand: [FILES][Add .cej].
[Invert Current AXIS] This enables you to reverse the flow of an
axis by changing the order and direction of the alignments. Note that
if there are other axes with alignments depending on the inverted
axis, a solution may change.
[Delete AXIS] [Insert AXIS] This erases or inserts an axis in the project, considering that:
The axes in the ground plan are renumbered, and so are the references to other axes of the
connectors. A new .cej file is created.
As you need to reassociate the numbers of axes to the .vol files (for elevation data), the
application requests a 6-character base name, which is initially the same as the first four letters
of the current name plus a suffix _b.
On completion of the erasure or insertion, the system will have created a new project by renumbering and
adjusting all the references between axes, including land files, excess widths of junctions, crossing files
and other elements if they had already been calculated when the operation was carried out.
This option also takes into account the axes contained in the CRZ folder for crossings, if such exists.
[Convert Axis to Tube] A utility to transform axes in the ground plan into the Tube mode for pipes.
ISPOL 9 LINEAR WORKS
2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING PAGE: 33 / 76
Transforming axis coordinates in the ground plan
This option causes a drop-down menu to appear. This enables a translation (one point of reference) or
translation + rotation (2 points of reference) to be defined.
When [Transform] is pressed, current data is saved in the file IS#tc.cej. The option [Undo] recovers
the data from the previous file.
The transformation affects all the non-zero coordinates defined in the alignments, as well as the non-zero
azimuths defined in the alignments.
The original and final reference coordinates can be entered by clicking (with or without snap) or with
x coordinates (using the keyboard).
2.6.3- KP Distance, Point Data with Respect to an Axis
This enables you to find out the K.P. on an axis and the distance from it of any points clicked on
consecutively. The snap options are active when the point is selected, and are temporarily deactivated to
choose the axis, which means that you can find out the positions of our axes with respect to buildings, etc.
Using the option Short, the exit report generates more condensed information.
[KP,dis] [Short]
Interactive selection: For points which you select graphically on the map, this gives you the K.P., the
distance from the point to an axis, the azimuth, and the radius of the axis at the projection point. If the axis
elevation has been completely defined, it will also give you the superelevation, the spot height of the point,
the spot height of the axis and the projected spot height from the axis following the superelevation.
As always, the point can be given either by connections or by coordinates. If the points are clicked on on-
screen, they are numbered sequentially.
Selection by line: You select the line and the axis, and the program gives you back a report containing
each vertex of the line selected.
The on-screen output of data enables immediate consultation, enabling the user to find out the relations
existing between the axes and the cartography elements. By using different types of snaps, you can
choose the points you wish with complete accuracy.
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PAGE: 34 / 76 2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING
In all cases, the program presents the results on-
screen, and also generates a report called
CONSULTA.res, which contains all the
consultations made since the beginning of the
session, using these and some other program
options. When you end the session, the report
CONSULTA.res is copied to CSxxxxxx.res, where
xxxxxx is the session number, which is saved as
historical data.
For railways, instead of the height of the white
band and the projected Z, the height of the vertical
alignment and the height difference with it are
listed. Also, superelevations are listed in
millimetres.
[]Adjust Hght.(Z-Zpr) This enables the adjustment of the height of a line, according to the projected height
of the axis.
Selecting KP-distance using ASCII files
.top file: The program takes the X, Y, Z coordinates from this file and gives you back the same
information as for interactive selection.
.pkd file: This is a file containing KPs and distances from the axis. In this case, the X, Y coordinates
and the rest of the data are given back to you.
.txt files: these contain: Number, X, Y, Z, CODE. In this case, the option requests the code to be
listed, and calculates using only the points which have this code or begin with the same letters as
the code entered.
2.6.4- Generating and Displaying Reports
[REPORTS] This leads to a menu which enables you to configure some characteristics of the reports
(number of lines per page, number of characters per inch, etc.), as well as the possibility of printing or
viewing them.
[List] [Prin] [Sav]
[List]. This displays on-screen a report containing the results of the calculation of the axes and possible
errors due to non-definition or data incompatibility. [List] looks in the libraries for a file called ISLISTA,
which contains a command to display on-screen or in a report. The name of the file to be listed (in this
case, ceje.res) is written in the command instead of the single %s which is in the command, and this, once
complete, is carried out to show the report on-screen. The command must be written on one line only,
consisting of less than 1000 characters.
[Print]. This searches the libraries for a file called ISIMPRIM, which contains a print command. The
name of the file to be printed (in this case ceje.res) is written in the command, and this, once complete, is
carried out to send the report to be printed.
[Save]. As the report ceje.res is automatically updated each time a command is given to calculate the
axes, you can use this option if you want to keep one of these intermediate reports. The report is renamed,
with whatever name you wish, to avoid it being rewritten. The option requests the new name, offering
*.lst as the extension.
See the appendix on configuring islista and isimprim files at the end of this chapter. The results
report reflects the following values:
Name of project and Title of Axis.
# and Type of alignment: straight, circular or clothoid.
Length of alignment.
Coordinates of starting or tangency point.
Radius, for circular alignments.
Parameter A, for clothoids.
Azimuth at point of tangency.
Directing cosines, for straight alignments.
Coordinates of Centre (circles).
Coordinates of inflection point, for clothoids.
ISPOL 9 LINEAR WORKS
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The entry data of each alignment are detailed in the data area.
ISPOL always generates the file containing ground plan results, called ceje.res, in ASCII format, with
page layouts for A3 or A4 printers.
Istram 8.24 05/01/06 18:02:32 1169 page 1
PROJECT: project
AXIS: 3:
===============================
* * * LIST OF ALIGNMENTS * * *
===============================
DATUM TYPE LENGTH K.P. X TANGENCY Y TANGENCY RADIUS PARAMETER AZIMUTH Cos/Xc/Xinf Sin/Yc/Yinf
---- -------- ------ ------------ ------------ ------------ ------------ ------------ ------------ ------------ ------------
1 STRAIGHT 25.494 0.000 719444.721 4756605.015 88.6678 0.9841989 0.1770667
2 CIRC. 72.164 25.494 719469.812 4756609.529 -30.000 88.6678 719464.500 4756639.055
3 STRAIGHT 50.544 97.658 719480.388 4756664.503 335.5312 -0.8482512 0.5295941
148.202 719437.514 4756691.271 335.5312
Istram 8.24 05/01/06 18:02:32 1169 page 2
PROJECT: project
AXIS: 3:
ENTRY DATA
---------------------------------------------------------------
Axis # Initial K.P. # of Words Axis Title
------- ------------- ---------- ----------------------------
3 0.0000 0
-------------------------------------------------------------------------------------------------------------
Type X (prev L) Y (prev dL) R K1 K2 A L D Az Label Code
-------- -------------- -------------- ------------- ------------ ------------ ------------ ----------- ----------- ----------- ---- -----
REFERENCE 0.000000 0.000000 0.000000 0.000000 0.000000 0.000000 0.000000 -7.000000 0.000000 0 11
FLOATING 0.000000 0.000000 -30.000000 0.000000 0.000000 0.000000 0.000000 0.000000 0.000000 0 8
FIXED-2P+R 719500.974625 4756651.649750 0.000000 0.000000 0.000000 0.000000 0.000000 0.000000 0.000000 0 0
719437.513992 4756691.270538
You can also access the consulta.res files generated by the utility KP-distance, which are displayed just
as the process ends, also under the name ceje.res.
2.6.5- Loading, Saving and Importing Axis Definitions
You may access all these functions from the [files] menu at the bottom of the menu.
[Save .cej] Saves a copy of the axis definition data to disk, in a file whose
name is requested from the user. It is recommended that the extension .cej is
used for the names of these files, as the program will search for files with this
extension in order to display the existing files in the load option.
[Save 1 Axis] Saves the file containing data on the current axis only.
[Add .cej] Adds to the existing axes the contents of a chosen file, putting
them at the end of the contents currently loaded. The loaded axes are
assigned a correlating number after the last number.
[Insert .cej] Enables a .cej file to be inserted in front of one of the axes
present.
[Recover] Loads the last data calculated. (IS#.cej)
[Recover prev] Loads the previous ones. (IS#pre.cej)
When you enter the linear works module, an icon appears at the bottom right, representing a disk. When
you click on this, if you are in the ground plan menu, the *.cej and *.pol files are saved with the names
pre-assigned to them by the user. If the files have no names pre-assigned, they are saved with the names
ISPOL.cej and ISPOL.pol.
[Load .cej] This displays on-screen the existing files with the extension .cej, and requests the name of
one of them. It then erases all the axes and their alignments from the memory, and loads to it the axes
contained in the file.
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The lengths of the axis names in the *.cej file are checked and truncated if necessary, as if the user alters
them manually by editing the file, and enters a longer name than is permitted, an unexpected error may
occur.
If you click on either of the Save .cej or Load .cej options, the *.cej filename will in turn become the
ground plan axis file associated with the current project. When a project file *.pol is subsequently saved, its
name as a ground plan axis file will be the one used here.
Importing horizontal design axes from files from other applications
When you click the [IMPORT] button, the following drop-down menu appears. This enables you to select
the 'origin' or 'owner' applications of the file which you are going to process, to incorporate into ISTRAM.
The formats admitted are the following:
[Clip (plt)] This enables you to import a Clip (*.plt) ground plan file
interactively. In the process, a .CEJ file is generated and loaded.
[Inroads (txt)] This enables you to import an Inroads *.txt ground plan report
file interactively. In the process, a .CEJ file is generated and loaded.
[H (sal)] Imports the H program.
[Txt (txt)] Imports .txt files.
[Mdt (axis)] Imports the Mdt program.
[MX-ROAD (prn)] Imports MX-ROAD files.
[PROTOPO] Imports PROTOPO files.
In order for the import options to work correctly, ISPOL UTILITIES must be updated. These options are
based on the convertors ClipCej, InCej, Hcej, TxtCej and MdtCej, which must be in the directory stated in
the UTILITIES library (see INFO STATUS and LIBRARIES).
In the temporary file generated by ISTRAM in each project, an EJEn.ali file is saved. This can be used by
electronic field books defining the axis in order to perform its setting-out.
In addition to the data of the main alignments and the transition curves, the endpoint of the axis as type 0
is added to it, along with its coordinates, azimuth and if applicable the radius.
Exporting horizontal design axes
Design data can be exported using the landxml utility situated in the report area, to which we refer the
user.
The landxml format is becoming a standard format recognised by various public authorities (among them
the US government) and manufacturers of topographical and construction equipment.
2.6.6- Access to Horizontal Design Utilities
[V.DESIGN.TRIAL] This leads to the design menu of the axis in
elevation, for monitoring and design of the vertical alignment simultaneous
with the ground plan. The design setting is the same as that which defines
the vertical alignment; the difference being that the longitudinal profile of
the ground is obtained using a different method.
ISTRAM
or Microstation
. There is a specific system (described in the next chapter) for drawing the
ground plan of the axes, the suitable KP intervals and the data which define these.
The library file ISPOL.ali controls which symbols are placed to label each singular point, and where they
are to be placed. If ISPOL.ali contains the command CHL, the vertices of the axes are also drawn and
labelled.
2.8.1- .ali Style-Configuration Files
The basic library installed by the latest version of ISTRAM has various files, some of which are detailed
below. Consult the library to see if there are any changes.
ESPA1.ali. Normal labelling mode used in Spain.
ESPA2.ali. Adds labelling of each axis name.
ESPA2o.ali. Like ESPA2.ali, but labels the curves on the outside.
ESPA2l.ali. Like ESPA2.ali, but labels the curves on the left-hand side.
ESPA2r.ali. Like ESPA2.ali, but labels the curves on the right-hand side.
ESPA3s.ali Labels circular alignments with their sign.
ESPA2ib.ali Labels the alignments, and writes the lengths of clothoids instead of the parameter.
Uses symbol S450 (L= ). The "SAL" command used is now affected by the commands SL or SR
(to label on the left or the right).
CHILE1.ali. Contains details specific to Chile.
MEXICO.ali. Contains details specific to Mexico.
GUATEM.ali and GUATE2.ali. Contains details specific to the Republic of Guatemala.
CLOTHOID.ali. Like those used in America. Adds additional information and keys containing
the clothoid data on each vertex.
ELSAL1.ali and ELSAL2.ali. Contain details specific to the Republic of El Salvador.
Bolivia2.ali. This file contains new symbols and new commands STEP, SETP, SECP, SCEP,
STCP and SCTP, which enable the names TE, ET, EC, CE, TC and CT to be labelled with the
KP, and on one side of the axis, depending on the sign of the radius.
TGV.ali. Specific mode for railways, adapted to some of the French conventions. Used for
labelling high-speed train projects.
TURNS.ali: Specific mode for pipes, including a cell which labels the KP and the 2D angle of the
bends which have an angle larger than a predetermined minimum.
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Below we describe these files in detail:
ESPA1.ali.
######################################################################
# --- ------- -------- -------- ------ #
SPD 51 0. 0. 0. singular point on right #
SPI 50 0. 0. 0. singular point on left #
SPK 571 0. 35. 0. singular kp pt on left #
SRE 572 2.5 20. 0. straight line #
SRA 573 2.5 20. 0. radius(R= ) #
SAC 574 2.5 20. 0. param(A= ) #
#--------------------------------------------------------------------#
# Label straight alignments with their lengths and courses (sexag) #
# SRL 553 0. 2.5 90. midpnt of straight line #
# SRG 552 0. -2.5 90. midpnt of straight line #
# (,',") #
#--------------------------------------------------------------------#
# Chilean style of labelling alignments and calculating vertices #
# of the axis in the ground plan: Remove the # of the commentary #
# from the following line #
# CHL
#--------------------------------------------------------------------#
# Mexican style of labelling alignments and calculating vertices #
# of the axis in the ground plan: Remove the # of the commentary #
# from the following line #
# MEX #
#--------------------------------------------------------------------#
# Guatemalan style of labelling alignments and calculating vertices #
# of the axis in the ground plan: Remove the # of the commentary #
# from the following line #
# GUA
#--------------------------------------------------------------------#
# Drawing of track equipment in ground plan #
# type #
# --- ------- -------- -------- ------ #
LAV 77 track equipment line #
JCA 73 Stock Rail Joint Symbol #
# end #
# --- #
FIN #
######################################################################
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2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING PAGE: 45 / 76
ESPA2.ali. (like ESPA1.ali, plus labelling of axis names)
######################################################################
# DEFINING LABELLING OF ALIGNMENTS (Spanish style) #
# With axis names labelled #
# style dist_kp0 dist_axis angle size th tv mode #
# ---- ------ -------- -------- ------ ---- -- -- ---- #
NE 7 -5. 0. 0. 3. 2 2 1 (relat ang)#
# 0 (absol ang)#
# With axis numbers labelled #
# symbol dist_kp0 dist_axis angle mode #
# ---- ------ -------- -------- ------ ---- #
NN 47 -5. 4. 0. 1 (relat ang)#
# 0 (absol ang)#
# symbol dist_kp Rdist_axis angle #
# --- ------- -------- -------- ------ #
SPR 51 0. 0. 0. singular point on right #
SPL 50 0. 0. 0. singular point on left #
SKP 571 0. 35. 0. singular kp pt on left #
SST 572 2.5 20. 0. straight line #
SRA 573 2.5 20. 0. radius(R= ) #
SAC 574 2.5 20. 0. param(A= ) #
# type #
# --- ------- -------- -------- ------ #
TEL 77 track equipment line #
SRJ 73 Stock Rail Joint Symbol #
# end #
# --- #
END #
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CHILE.ali. (Incorporates the command CHL)
# DEFINITION OF ALIGNMENT LABELLING (Chilean style)
# symbol dist_kp Rdist_axis angle
# --- --------- --------- -------- ------------ --------------------------
SPR 51 0. 0. 0. singular point on right
SPL 50 0. 0. 0. singular point on left
SKP 571 0. 35. 0. singular kp pt on left
SST 572 2.5 20. 0. straight line
SRA 573 2.5 20. 0. radius(R= )
SAC 574 2.5 20. 0. param(A= )
#------------------------------------------------------------------------------
# Drawing of track equipment in ground plan
# type
# --- ------- ---------------------------------------------------------------
TEL 77 Type of line for drawing track equipment
SRJ 73 Type of symbol for drawing Stock Rail Joint
#------------------------------------------------------------------------------
# Chilean style of labelling alignments and calculating the vertices of the
# axis in the ground plan: Copy this file to ISPOL.ali
CHL
#------------------------------------------------------------------------------
# end
# ---
ISPOL 9 LINEAR WORKS
2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING PAGE: 47 / 76
MEXICO.ali. (Incorporates the command MEX. Uses modified symbols.)
# DEFINITION OF ALIGNMENT LABELLING (Mexican style)
#The following library symbols are used: S603, S392, S394, S395, S396, S571,
#S573 and S574. These have been modified, and there is a version of them with the
#extension #.mex in the library. These must be copied to the corresponding ones with no
#extension.
# symbol dist_kp Rdist_axis angle
# --- --------- --------- -------- ------------ ------------------------------
SPR 51 0. 0. 0. singular point on right
SPL 50 0. 0. 0. singular point on left
SKP 571 0. 35. 0. singular kp pt on left
SST 572 2.5 20. 0. straight line
SRA 573 2.5 20. 0. radius(R= )
SAC 574 2.5 20. 0. param(A= )
#----------------------------------------------------------------------------------
# Drawing of track equipment in ground plan
# type
# --- ------- -------------------------------------------------------------------
TEL 77 Type of line for drawing track equipment
SRJ 73 Type of symbol for drawing Stock Rail Joint
#----------------------------------------------------------------------------------
MEX
#----------------------------------------------------------------------------------
# end
# ---
END
GUATEM.ali.(incorporates the command GUA. Valid for axes with NO CLOTHOIDS)
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PAGE: 48 / 76 2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING
This table defines the way in which the axes in the ground plan are labelled, and the result reports
generated. Symbols S380, S381 and S382 are used in the particular case of Guatemala.
New commands appear, to label the starting-point of a straight line and the starting-point of a curve:
SPPT and SPPC.
In addition, the command SRL must be activated to label the length of straight lines, and SRD to label
its course in sexagesimal degrees, minutes and seconds.
This course is also noted in front of the azimuth of straight lines, in the report ceje*.res.
The following new commands also appear: TLV, to define the type of line for drawing vertices, and CO
to orient compasses. There are 4 possible values of CO:
1: Compasses oriented towards north.
2: Oriented according to the bisector.
3: Placed according to the orientation of the subpages of a combined Longitudinal/Ground Plan
pagination.
4: Placed according to the orientation of the pages of a ground plan pagination.
#--------------------------------------------------------------------------------
DEFINITION OF ALIGNMENT LABELLING: ISPOL.ali
# symbol dist_kp Rdist_axis angle
# --- ------- ------- --------- ------ ----------------------------
SPR 51 0. 0. 0. singular point on right
SPL 50 0. 0. 0. singular point on left
SPPT 592 2.5 20. 0. starting-point of straight line
(PT = kp)
SPPC 593 -2.5 20. 0. starting-point of curve (PC = kp)
#---------------------------------------------------------------------------
# Labelling straight alignments with their lengths and courses (60ths)
SRL 553 0. 2.5 90. midpoint of straight line (L = m)
SRD 552 0. -2.5 90. midpoint of straight line (,',")
#---------------------------------------------------------------------------
# Guatemalan style of labelling alignments and calculating vertices of the
# axis in the ground plan: Remove the commentary # from the following line
GUA
TLV 40 Type of line for vertices
CO 4 Compass Orientation 1:North 2:Bisector 3:Subpage 4:page
#-----------------------------------------------------------------
End
ISPOL 9 LINEAR WORKS
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GUATE2.ali. Incorporates the command XY to label vertex coordinates.
# DEFINITION OF ALIGNMENT LABELLING: ISPOL.ali
# symbol dist_kp Rdist_axis angle
# --- ------- ------- ---------- ------ ----------------------------
SPR 51 0. 0. 0. singular point on right
SPL 50 0. 0. 0. singular point on left
SPPT 592 2.5 20. 0. starting-point of straight
line (PT = kp)
SPPC 593 -2.5 20. 0. starting-point of curve
(PC = kp)
#--------------------------------------------------------------------------
# Labelling straight alignments with their lengths and courses (60ths)
SRL 553 0. 2.5 90. midpoint of straight line (L = m)
SRD 552 0. -2.5 90. midpoint of straight line (,',")
#--------------------------------------------------------------------------
# Guatemalan system of labelling alignments and calculating vertices of the
axis in the ground plan: Remove the commentary # from the following line
GUA
TLV 40 Type of line for vertices
CO 4 Compass Orientation 1:North 2:Bisector 3:Subpage 4:page
XY 6. 83 84 Vert Coords: distance, symbol_x, symbol_y
#--------------------------------------------------------------------------
END
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CLOTHOID.ali. For labelling vertices in the South American style, when there are clothoids in the road
layout
# DEFINING ALIGNMENT LABELLING (Mexican style)
#The following library symbols are used: S603, S392, S394, S395, S396, S571,
#S573 and S574. These have been modified, and there is a version of them with the
#extension #.mex in the library. These must be copied to the corresponding ones with no
#extension.
# symbol dist_kp Rdist_axis angle
# --- ------- --------- -------- --------- -----------------------------
SPR 51 0. 0. 0. singular point on right
SPL 50 0. 0. 0. singular point on left
SKP 571 0. 35. 0. singular kp pt on left
SST 572 2.5 20. 0. straight line
SRA 573 2.5 20. 0. radius(R= )
SAC 574 2.5 20. 0. param(A= )
#--------------------------------------------------------------------------
MEX
TEL 40 Type of line for vertices
XY 6. 83 84 Vert Coords: distance, symb_x, symb_y
#--------------------------------------------------------------------------
END
ISPOL 9 LINEAR WORKS
2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING PAGE: 51 / 76
ELSAL1.ali:
This includes the following commands:
ELS, which indicates specific utilities for EL SALVADOR
STE, SET, SEC, SCE, STC, SCT and SKP to label tangencies.
The TAB command to create a coordinate table containing the coordinates of these points.
TDdeltaS: Labels the supplementary angle to the deflection of the curve, in grads.
The vertex symbol is assigned the vertex number as a height difference, which enables this number to be
labelled by handling symbol S603 suitably.
#######################################################################
# DEFINITION OF ALIGNMENT LABELLING: ISPOL.ali (EL SALVADOR) #
# #
# symbol dist_kp Rdist_axis angle #
# --- ------- -------- -------- ------ #
SPR 11 0. 0. 0. singular point on right #
SPL 11 0. 0. 0. singular point on left #
STE 690 0. 2. 0. Straight Line/Clothoid TEnn#
SET 691 0. 2. 0. Clothoid/Straight Line ETnn#
SEC 692 0. 2. 0. Clothoid/Circle ECnn #
SCE 693 0. 2. 0. Circle/Clothoid CEnn #
STC 694 0. 2. 0. Straight Line/Circle TCnn #
SCT 695 0. 2. 0. Circle/Straight Line CTnn #
SKP 696 0. 15. 0. KP (on one side) #
#----------------------------------------------------------------------#
# Label straight alignments with their lengths and courses (60ths) #
SRL 553 0. 2.5 90. midpoint of straight line #
(L = m) #
SRD 552 0. -2.5 90. midpoint of straight line #
(,',") #
#----------------------------------------------------------------------#
# Style for EL SALVADOR #
ELS #
TLV 40 Type of line for vertices #
CO 4 Compass Orientation 1:North 2:Bisector 3:Subpage 4:page#
XY 6. 83 84 Vert Coords: distance, symb_x, symb_y #
#----------------------------------------------------------------------#
# Table of coordinates and courses for TE,ET,CE,EC,TC,CT (CO 4) #
# Sym_Head Siz_Rail Typ_Lin dx_(w) dy_(n) SymX SymY SymZ SymCourse #
# --- -------- ------- ------- ------ ------ ---- ---- ---- ---------- #
TAB 190 2.00 148 2. -2. 559 559 559 552
LINEAR WORKS ISPOL 9
PAGE: 52 / 76 2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING
ELSAL2.ali: (Possibility of defining a configurable data table for the data of curves)
# DATA TABLE FOR CURVES #
# Sym_Heading Size Lin_ref Dist_ver #
#-------- -------- -------- -------- -------- #
ELAheading 370 1.0 40 100. #
symbol dx dy #
-------- -------- -------- -------- HEADING: #
ELAaxis 371 -35.0 52.5 AXIS NUMBER
ELAcur 371 -5.0 52.5 CURVE NUMBER
# CURVE DATA: #
ELAdelta+ 372 -22.0 42.5 Positive deflection
ELAdelta- 373 -22.0 42.5 Negative deflection
ELAradius 374 -22.0 37.5 RADIUS
ELAangC+ 372 -22.0 32.5 Positive angle of curve
ELAangC- 373 -22.0 32.5 Negative angle of curve
ELAdegree 372 18.0 42.5 Degree of curve
ELAlenC 374 18.0 37.5 Length of curve
ELAouter 374 18.0 32.5 Outer
ELAshorts 374 58.0 42.5 Short string
ELAlongs 374 58.0 37.5 Long string
ELAtgentry 374 58.0 32.5 Tangent: Entry
ELAegexit 374 58.0 27.5 Tangent: Exit
# CLOTHOID ENTRY DATA #
ELAAcloE 374 -32.0 17.5 Clothoid parameter
ELAXcloE 374 -32.0 12.5 Xc
ELAYcloE 374 -32.0 7.5 Yc
ELAlcloE 374 -2.0 17.5 Length
ELAscloE 374 -2.0 12.5 String
ELApcloE 374 28.0 17.5 p
ELAkcloE 374 28.0 12.5 k
ELAtlcloE 374 58.0 17.5 long tangent
ELAtccloE 374 58.0 7.5 short tangent
ELAangE+ 372 58.0 12.5 Clothoid angle +
ELAangE- 373 58.0 12.5 Clothoid angle -
# CLOTHOID EXIT DATA #
ELAAcloS 374 -32.0 -2.5 Clothoid parameter
ELAXcloS 374 -32.0 -7.5 Xc
ELAYcloS 374 -32.0 -12.5 Yc
ELAlcloS 374 -2.0 -2.5 Length
ELAscloS 374 -2.0 -7.5 String
ELApcloS 374 28.0 -2.5 p
ELAkcloS 374 28.0 -7.5 k
ELAtlcloS 374 58.0 -2.5 long tangent
ELAtccloS 374 58.0 -12.5 short tangent
ELAangS+ 372 58.0 -7.5 Clothoid angle +
ELAangS- 373 58.0 -7.5 Clothoid angle -
# COORDINATE TABLE
ELAVerN 374 -21.0 -27.5 Northern Vertex
ELAVerE 374 4.0 -27.5 Eastern Vertex
ELACenN 374 -21.0 -32.5 Northern Centre
ELACenE 374 4.0 -32.5 Eastern Centre
ELATE_TE 360 -58.0 -37.5 TE:
ELATE_N 374 -21.0 -37.5 North
ELATE_E 374 4.0 -37.5 East
ELATE_Z 376 19.0 -37.5 Spot Height
ELATE_KP 376 39.0 -37.5 KP
ELATE_AZ 375 59.0 -37.5 AZIMUTH
ELAEC_EC 361 -58.0 -42.5 EC:
ELAEC_N 374 -21.0 -42.5 North
ELAEC_E 374 4.0 -42.5 East
ELAEC_Z 376 19.0 -42.5 Spot Height
ELAEC_KP 376 39.0 -42.5 KP
ELAEC_AZ 375 59.0 -42.5 AZIMUTH
ELACE_CE 362 -58.0 -47.5 CE:
ELACE_N 374 -21.0 -47.5 North
ELACE_E 374 4.0 -47.5 East
ELACE_Z 376 19.0 -47.5 Spot Height
ELACE_KP 376 39.0 -47.5 KP
ELACE_AZ 375 59.0 -47.5 AZIMUTH
ELAET_ET 363 -58.0 -52.5 ET:
ELAET_N 374 -21.0 -52.5 North
ELAET_E 374 4.0 -52.5 East
ELAET_Z 376 19.0 -52.5 Spot Height
ELAET_KP 376 39.0 -52.5 KP
ELAET_AZ 375 59.0 -52.5 AZIMUTH
ELATC_TC 364 -58.0 -42.5 TC:
ELATC_N 374 -21.0 -42.5 North
ELATC_E 374 4.0 -42.5 East
ELATC_Z 376 19.0 -42.5 Spot Height
ELATC_KP 376 39.0 -42.5 KP
ELATC_AZ 375 59.0 -42.5 AZIMUTH
ELACT_CT 365 -58.0 -47.5 CT:
ELACT_N 374 -21.0 -47.5 North
ELACT_E 374 4.0 -47.5 East
ELACT_Z 376 19.0 -47.5 Spot Height
ELACT_KP 376 39.0 -47.5 KP
ELACT_AZ 375 59.0 -47.5 AZIMUTH
#--------------------------------------------------------------------#
END #
ISPOL 9 LINEAR WORKS
2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING PAGE: 53 / 76
Elsal2.ali
LINEAR WORKS ISPOL 9
PAGE: 54 / 76 2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING
BOLIVIA2.ALI
TDdeltaS: Labels the supplementary angle to the deflection of the curve, in grads.
The vertex symbol is assigned the vertex number as a height difference. This enables you to label this
number by handling symbol S603 suitably.
##########################################################################
# DEFINITION OF ALIGNMENT LABELLING:BOLIVIA.ali (BOLIVIA) #
# #
# symbol dist kp Rdist axis angle #
# --- ------- -------- -------- ------ #
SPR 51 0. 0. 0. singular point on right #
SPL 50 0. 0. 0. singular point on left #
STEP 671 0. 40. 0. Straight Line/Clothoid TE #
SETP 672 0. 40. 0. Clothoid/Straight Line ET #
SECP 673 0. 40. 0. Clothoid/Circle EC #
SCEP 674 0. 40. 0. Circle/Clothoid CE #
STCP 675 0. 40. 0. Straight Line/Circle TC #
SCTP 676 0. 40. 0. Circle/Straight Line CT #
# SPK 696 0. 15. 0. KP (on one sid) #
# SKP 571 0. 35. 0. singular kp pt on left #
SST 572 2.5 20. 0. straight line #
SRA 573 2.5 20. 0. radius(R= ) #
SAC 574 2.5 20. 0. param(A= ) #
#------------------------------------------------------------------------#
# Style for BOLIVIA #
# ELS #
TLV 40 Type of line for vertices #
CO 1 Compass Orientation 1:North 2:Bisector 3:Subpage 4:page #
XY 6. 83 84 Vert Coords: distance, symb_x, symb_y #
#------------------------------------------------------------------------#
# Table of coordinates and courses for TE,ET,CE,EC,TC,CT (CO 4) #
# Sym_Head Size Rail Type Lin dx_(w) dy_(n) SymX SymY SymZ SymCourse #
# --- -------- ------- ------- ------ ------ ---- ---- ---- -------- #
# TAB 190 2.00 148 2. -2. 559 559 559 552 #
#------------------------------------------------------------------------#
# DATA TABLE FOR CURVES #
# Sym_Heading Size Lin_ref Dist_ver #
#-------- -------- -------- -------- -------- #
ELAcab 377 1.0 40 160. #
symbol simbolo dx dy #
-------- -------- -------- -------- HEADING: #
#ELAaxis 371 -35.0 52.5 AXIS NUMBER #
#ELAcur 371 -5.0 52.5 CURVE NUMBER #
# CURVE DATA: #
ELAdelta+ 372 -22.0 42.5 Positive deflection #
ELAdelta- 373 -22.0 42.5 Negative deflection #
ELAradius 374 -22.0 37.5 RADIUS #
ELAangC+ 372 -22.0 32.5 Positive angle of curve #
ELAangC- 373 -22.0 32.5 Negative angle of curve #
ELAdegree 372 18.0 42.5 Degree of curve #
ELAlenC 374 18.0 37.5 Length of curve #
ELAouter 374 18.0 32.5 Outer #
ELAshorts 374 58.0 42.5 Short string #
ELAlongs 374 58.0 37.5 Long string #
ELAtgentry 374 58.0 32.5 Tangent: Entry #
ELAtgexit 374 58.0 27.5 Tangent: Exit #
# CLOTHOID ENTRY DATA #
ELAAcloE 374 -32.0 17.5 Clothoid parameter #
ELAXcloE 374 -32.0 12.5 Xc #
ELAYcloE 374 -32.0 7.5 Yc #
ELAlcloE 374 -2.0 17.5 Length #
ELAscloE 374 -2.0 12.5 String #
ELApcloE 374 28.0 17.5 p #
ELAkcloE 374 28.0 12.5 k #
ELAtlcloE 374 58.0 17.5 long tangent #
ELAtccloE 374 58.0 7.5 short tangent #
ELAangE+ 372 58.0 12.5 Clothoid angle + #
ELAangE- 373 58.0 12.5 Clothoid angle - #
# CLOTHOID EXIT DATA #
ELAAcloS 374 -32.0 -2.5 Clothoid parameter #
ELAXcloS 374 -32.0 -7.5 Xc #
ELAYcloS 374 -32.0 -12.5 Yc #
ELAlcloS 374 -2.0 -2.5 Length #
ELAscloS 374 -2.0 -7.5 String #
ELApcloS 374 28.0 -2.5 p #
ELAkcloS 374 28.0 -7.5 k #
ELAtlcloS 374 58.0 -2.5 long tangent #
ELAtccloS 374 58.0 -12.5 short tangent #
ELAangS+ 372 58.0 -7.5 Clothoid angle + #
ELAangS- 373 58.0 -7.5 Clothoid angle - #
# POINT OF INTERSECTION #
ELAVerN 374 -12.0 -27.5 Northern Vertex #
ELAVerE 374 23.0 -27.5 Eastern Vertex #
ELACenN 374 -12.0 -32.5 Northern Centre #
ELACenE 374 23.0 -32.5 Eastern Centre #
#------------------------------------------------------------------------#
# end #
# --- #
END #
ISPOL 9 LINEAR WORKS
2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING PAGE: 55 / 76
TGV.ALI
######################################################################
# DEFINITION OF ALIGNMENT LABELLING: TGV.ali #
# File adapted to certain French project conventions, such as AD, #
# CLO and clothoid length, length and course of straight #
# alignments, etc. Development in progress. #
# symbol dist_kp Rdist_axis angle #
# --- ------- -------- -------- ------ #
SPR 51 0. 0. 0. singular point on right #
SPL 50 0. 0. 0. singular point on left #
SKP 571 0. 63 0. singular kp pt on left #
SST 572 2.5 40. 0. Straight line / AD #
SRA 573 2.5 40. 0. radius(R= ) #
SAC 574 2.5 40. 0. param(A= ) #
SAL 450 2.5 17. 0. CLO L= #
#--------------------------------------------------------------------#
# Label straight alignments with their lengths and courses (100ths) #
# symbol dist_kp Rdist_axis angle #
# --- ------- -------- -------- ------ #
SRL 553 -5. -5.0 90. midpoint of straight line #
(L = m) #
SRC 153 20. -6.0 90. midpoint of straight line #
(AZ: ) #
#--------------------------------------------------------------------#
#--------------------------------------------------------------------#
# Drawing of track equipment in ground plan #
# type #
# --- ------- -------- -------- ------ #
TEL 77 track equipment line #
SRJ 73 Symbol for Stock Rail Joint#
# end #
# --- #
END #
######################################################################
The command SRC enables the azimuth/course of straight lines to be labelled in grads.
The commands SID and SII enables alterations to the distance from the axis at which the symbols are
labelled differently, depending on the side of the axis on which they are labelled:
#--------------------------------------------------------------------#
# symbol dist kp Rdist axis angle #
# --- ------- -------- -------- ------ #
SIR 10. Incr. for points on right#
SIL -10. Incr. for points on left #
SPR 51 0. 0. 0. singular point on right #
SPL 50 0. 0. 0. singular point on left #
SKP 571 0. 35. 0. singular kp pt on left #
SST 572 2.5 20. 0. straight line #
SRA 573 2.5 20. 0. radius(R= ) #
SAC 574 2.5 20. 0. param(A= ) #
#--------------------------------------------------------------------#
These two commands (SID and SII) are added in the file Espa2.ali, with a value of 0.0.
The command SPK, for labelling the KPs of tangencies, may be used as SPK2. In this case, the KP is
labelled simultaneously on both sides, at the infinity point of S-shaped clothoids or at the tangency with
no clothoids of two S-shaped curves. (This command is modified in ESPA2.ali.)
If the command SFAC appears in the file *.ali, the distances from the axis and from the KP of all
subsequent S- and N-type commands will be affected by the value of the variable Sfac (global scale
factor for symbols).
#---------------------------------------------------------------------------#
# symbol dist kp Rdist axis angle #
# --- ------- -------- -------- ------ #
SFAC Affects dist kp and dist axis #
SIR 0. Incr. for points on right #
SIL 0. Incr. for points on left #
SPR 51 0. 0. 0. singular point on right #
SPL 50 0. 0. 0. singular point on left #
SKP2 571 0. 35. 0. singular kp pt on left #
SST 572 2.5 20. 0. straight line #
SRA 573 2.5 20. 0. radius(R= ) #
#--------------------------------------------------------------------------#
This command is included in library file ESPA2.ali.
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PAGE: 56 / 76 2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING
The library includes the file Portug.Ali, which labels clothoids with their lengths instead of parameters.
NUMBER.ALI
######################################################################
# DEFINITION OF ALIGNMENT LABELLING (axis number) #
# With axis numbers labelled #
# symbol dist_kp0 dist_axis angle mode #
# ---- ------ -------- -------- ------ ---- #
NN 47 -5. 0. 0. 1 (relat ang)#
# 0 (absol ang)#
# --- #
END #
######################################################################
TURNS.ALI
######################################################################
# DEFINITION OF ALIGNMENT LABELLING #
# With Angle of Turns Labelled in Ground Plan #
# style dist_kp0 dist_axis angle size th tv mode #
# ---- ------ -------- -------- ------ ---- -- -- ---- #
NE 7 -5. 0. 0. 3. 2 2 1 (relat ang)#
# 0 (absol ang)#
# With axis numbers labelled #
# symbol dist_kp0 dist_axis angle mode #
# ---- ------ -------- -------- ------ ---- #
NN 47 -5. 4. 0. 1 (relat ang)#
# 0 (absol ang)#
# symbol dist_kp Rdist_axis angle #
# --- ------- -------- -------- ------ #
SFAC Affects Dist_kp & Dist_axis#
SIR 0. Incr. for points on right #
SIL 0. Incr. for points on left #
SPR 51 0. 0. 0. singular point on right #
SPL 50 0. 0. 0. singular point on left #
SKP2 571 0. 35. 0. singular kp pt on left #
SST 572 2.5 20. 0. straight line #
SRA 573 2.5 20. 0. Radius(R= ) #
SAC 574 2.5 20. 0. param(A= ) #
# Cell dist_kp Rdist_axis angle ang_min #
# --- ------- -------- -------- ------ ------- #
AC 21 0. 25. 0. 2. TURN,KP,ANGLE #
# For ANGLE > ang_min #
#--------------------------------------------------------------------#
# end #
# --- #
END #
ISPOL 9 LINEAR WORKS
2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING PAGE: 57 / 76
2.9- Setting out Horizontal Design Geometry
Current field equipment enables axis definition data to be loaded in the ground plan, vertical alignment and
cross-section.
Similarly, earthworks machinery also benefits from the loading of data generated by ISTRAM or other
applications. These data are used in various construction processes.
This fact means that the methods and systems described here may seem obsolete (all the more so since
they were developed into ISTRAM since its birth in the 1980s). However, they are still very useful tools for
generating support information, or simply data to attach in the topography appendices included in any
project.
To solve these new needs and offer communication systems, ISTRAM has developed new systems which
enable data to be exported to various devices, referring the user to the chapter on exporting data and
reports from the elevation menu.
Setting out and Profile: General Aspects
To access this menu from GROUND PLAN, you must first have carried out axis calculation at least once in
that same session.
This part of the application enables you to use data on the singular points calculated for setting out in the
extraction of transverse profiles of the land. For the purposes of organising the ISTRAM manual, we have
chosen to move to the chapter on generating transverse profiles.
The [S.O. & PROFILE] menu contains the following utilities:
Calculating points with X and Y coordinates or with setting out data (Azimuth, distance) defined
analytically by KPs and distances from one axis, distances from two axes or normals of one axis
on another. The calculations may take into account the coefficient of anamorphosis of the bases,
depending on the type of projection.
Utilities to label axes (or place labels a certain distance from them) with KPs and marks and
values of the curvature radius and parameters of clothoids.
Handling setting out bases. Calculation of coefficient of anamorphosis of the UTM projection.
Generating and printing reports.
The specific methods for generating transverse and longitudinal profiles are as follows:
Defining points to extract transverse and longitudinal profiles.
Defining surfaces for profile extraction.
Extracting transverse profiles on multiple surfaces, with the possibility of contributing information
for reinforcement projects for existing road surfaces.
Extracting longitudinal profiles.
Defining probe data by site, which enable you to define other underground lithological surfaces,
the depth of which varies between different areas.
To obtain transverse profiles, you have another, more advanced, automatic method. This is accessed by
pressing [TRANSVERSE], which is available in the right-hand side menu in the [S.O. & PROFILE] screen.
A subsequent chapter describes how this works.
LINEAR WORKS ISPOL 9
PAGE: 58 / 76 2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING
2.9.1- Defining Setting out Data
This menu enables you to create a series of LISTS to define points.
Each LIST contains a series of heading data and a group of LINES to define different stretches or
calculation areas. Each LINE is a specific calculation order.
The Linear Works Projects module can simultaneously calculate up to 100 LISTS and store them in a
single file, each list containing up to 500 LINES of orders.
An unlimited number of setting out bases can be defined in a single file, in addition to the specific files on
bases.
DATA FOR THE HEADING OF EACH LIST
[List: n /N] This brings together the number of the current list and the total number of lists existing. It
enables you to move from one LIST to another. If you give it a number higher than the number of LISTS
existing, it creates a new LIST with the number that comes after the last LIST.
RESULTS: [X,Y / Az,Dist] There are two possibilities:
[X, Y] The result will be obtained in Cartesian coordinates.
[Az., d] The reports will display the results by azimuth and distance, with respect to the
predetermined bases.
UTM. If checked, distance calculations will be affected by the coefficient of anamorphosis, and by the
compensations specified in the UTM menu (Lune) :
Sphericity and refraction Reduction to sea level
Move from string to arc Move to UTM plane
These compensations are applied in the opposite direction. Sphericity and refraction do not operate, as in
the setting out menu you do not work with the height of points.
Only Hz.Design. If checked, vertical design data (transitions, heights and gradients) do not appear in
the reports, even if they have been defined.
If this option is unchecked, this report also prints the height of the vertical alignment (if this is defined in the
corresponding vertical design file).
Sing.P. The calculation of Singular Points of the ground plan in reports can be enabled/disabled (so
that only the equidistant ones are listed).
V.Des.Sing. This enables you to enable/disable the calculation of singular points on the vertical
design: entry and exit tangents of the vertical curves, as well as the high and low points.
[Clicking / by Coor] Switches between two modes of selecting graphic elements, axes and bases.
[Axis A:] Number of the first axis used to define points. Selection may be made by:
Clicking: choosing the axis graphically. X Coord: typing in the number of the axis
ISPOL 9 LINEAR WORKS
2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING PAGE: 59 / 76
2.9.2- Advanced Setting out Using Data from 2 Axes
[?] This button is associated with the procedure for projection of normals of A onto B, and searches
for the KP which is projected onto A from the origin of B.
In the case of projection of normals of A onto B, if KP_B = 0 and no point can be obtained by
calculation, the program automatically carries out the search for KP_B (for the current list), and attempts
the calculation again.
If you select the procedure for intersection of lines parallel to two axes, the [?] button is added
above KPBi, which requests an approximate solution, and which when clicked on on-screen fills the boxes
KPAi and KPBi with the KPs on which the point clicked on is projected.
If you calculate using the option intersection of lines parallel to two axes, if the program cannot find
a solution it carries out the previous option, [ ? ], requesting an approximate solution and then attempting
the calculation again.
In this case, you have two more elements to define:
[Axis B:] The number of the second axis used to define points. Selection may be done by clicking, or by
coordinate. To remove axis B, you must use the by coordinate option and type in 0 (zero) for it. This is
only used for setting out normals to one axis on another, or for intersection between lines parallel to both
axes.
[KP B:] Approximate KP to search for points on axis B. This value only needs to be entered for points
where normals drawn from axis A intersect axis B, as this enables you to tell apart different areas of axis B
which intersect the normal drawn from a single KP of axis A. In other cases, this value does not operate.
There are three setting out procedures:
1. Series of points with measured equidistance on axis A and distances from axis A.
Axis B must be 0 (for example, points every 20 m on a parallel line 3 metres to the right of axis 1).
2. Intersection of axis B and normals to axis A (e.g. projecting onto axis 2 the series of
points on axis 1: 0, 20, ... end of axis 1). This requires the two axes to be different, and to have a
value different from 0. When there is more than one intersection with axis B for a single area of
axis A, the solution obtained is the one whose values are closest to KP B. The Linear Works
module switches to this mode as soon as axis B is selected.
3. Singular points of the vertical design of axis A are also added to the report if the corresponding
checkbox is checked.
4. Intersection of parallel or pseudo-parallel lines to axes A and B. This mode is
accessed from the previous state by clicking on the procedure box.
The heading information above must be accompanied by a series of LINES or linear calculation stretches
for each LIST. If in any of the LISTS the result has to be given in setting-out data, you must also add a list
of base definitions, and define a different pair of setting out bases in each LINE.
2.9.3- Lists and Lines of Setting out Data
Within each LIST, creating, erasing and navigating along the data LINES is done using the options from
the menu on the right of the screen.
[ - ] [LINE: n / N] [ + ]
[Add] [Insert] [Delet]
[-] move to the Line preceding the current Line / [+] Move to the next Line
[LINE: n / N] notifies you of the number of the current Line (n) within the current List, and of how
many Lines there are in the List (N).
[Add] adds a new Line at the end. / [Insert] creates a new Line before the current Line.
[Delet] deletes the current line. If the only Line in a List is deleted, the List itself is deleted, unless it is
the only List.
LINEAR WORKS ISPOL 9
PAGE: 60 / 76 2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING
The data in a Line can be altered from the dialog box. The following data entries are admitted:
[Base 1] [Base 2] Name of setting out bases for the stretch defined in the LINE.
This only needs to be filled in when the result is requested in (Az, Dist). In this case, the values of Base 1
and Base 2 must exist, be different from each other and be contained in the list of BASES.
To select them, you should click on the drawing on the base you wish to load.
[AUTO] This automatically creates a group of stretches or LINES of data, according to the KPs at which
the bases defined are projected onto the axis.
The option requests a Maximum Distance to the axis, so that if the base is further away from the
maximum distance stated it is not considered for compiling the setting out lists.
It is possible to generate automatic calculation of bases when there is more than one list of setting out
data.
The automatic calculation of bases is made compatible with the equidistances, according to the radius.
[EQUID] Equidistance measured on axis A in order to define points. If EQUIDIS=0, only the KP assigned
in "KP1" is calculated for this LINE. The value of EQUIDIS does not operate in procedure 3 (intersection of
parallel lines).
If you click on the [T] button of the box, a drop-down menu appears containing some predetermined
values.
If you click on the number, the value for the equidistance may be typed in.
When the points are at a fixed or variable distance from the axis, the value of the equidistance may be
taken [by Axis], or by measuring by [Displaced]. In this case, the list will show the KPs on the axis for
which the distance between points measured by the axis displaced matches the equidistance, except for
the last point, which is an item of data. This method may be applied to obtain the data of a line of posts
pseudo-parallel to the axis.
P1 [NEW/PREVIOUS] has 2 possibilities:
New: you have to define the first data point of the LINE.
Previous: the program will take the last point calculated in the previous LINE as the starting point
of the stretch.
For example, if you want to calculate points every 25 metres from KP 0 to 825, and every
5 metres from 825 to 1000, there is no need to repeat the value 825 in the second LINE; you
need only click on NEW for it to change to PREVIOUS.
[KPAi:] In procedures 1 and 2, this is the KP where the calculation will start. In procedure 3, it is the
approximate KP on axis A of the solution, which in this case serves to distinguish between solutions. Also
in case 3, it is possible to define 2 KPs on each axis (KPAi and KPAf for axis A, and KPBi and KPBf for
axis B), assigning different distances, so that the lines defined in this way are lines which move closer to or
further away from axes A and B (pseudo-parallel).
[DAi:] This is the distance of point KPAi from axis A (negative values for the left-hand side).
[KPAf:] This is the KP of the last point used of the stretch on axis A. Leave this field to zero if you want to
work up to end of axis.
[DAf:] This is the distance of point KPAf from the axis. In these cases, if DAi is different from DAf, the
distance of the intermediate points from the axis will vary linearly, depending on the KP, between DAi at
point KPAi and DAf at KPAf.
The options [KPBi], [DBi] [KPBf] and [DBf] also appear in procedures 2 and 3. These enable you to
define how the pseudo-parallel lines move closer to or further away from the axes. In procedure 3, [KP1f]
is also the approximate KP on axis B where the solution will begin being searched for.
ISPOL 9 LINEAR WORKS
2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING PAGE: 61 / 76
DISTAN. [0.0000] [0.0000] [0.0000] [0.0000] ........ [0.0000]
In procedure 1, the series of points over various lines parallel to the basic order is calculated. An
increasing series of distances should be input; for example, when the first 3 boxes are filled in with the
values -3.5, 0 and 3.5, three series of points at these distances from the basic order KP1, D1, KP2 and D2,
are calculated.
Only Hz.Design
The option INTERSECTION OF AXIS B AND NORMALS TO AXIS A prints the difference in heights
between vertical alignments on both axes at the corresponding KPs.
If this option is not desired, it is recommended that Only Grd Plan is checked, in order to speed up
calculations.
Equidistance = -1
This adds the possibility of equidistance being determined at every point as a function of the radius.
If you enter equidistance = -1, up to four different equidistances are defined in a table, for different ranges
of the radius. By default:
20 m for radii greater than or equal to 150
10 m for radii smaller than 150 and greater than or equal to 100
5 m for radii smaller than 100 and greater than or equal to 50
2 m for radii smaller than 50
All these values are saved/loaded to and from the *.rep file.
Simple example of setting out with a distance of -30 m (to the left-hand side of the axis)
LINEAR WORKS ISPOL 9
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2.9.4- Definition of Setting out Bases
Creating, deleting and navigating around the list of setting out bases is done using the options from the
drop-down menu to the right of the table which can be deployed using the [BASES YES/NO] button.
Data of a base may be entered or altered in the last area of the Dialog Box.
[Base] Name of the base, comprising up to 4 alphanumeric characters.
[X] [Y] [Z] Coordinates for the base. These may be given by:
Clicking: graphically, by selecting points on the map. All snap modes are active.
By coord.: typing in the coordinates.
[C.Anamorphosis] Coefficient of Anamorphosis associated with the base, to be used if the option
[ ] UTM is checked. This value is saved in the .bas file.
[Anamorphosis Calculation] Calculates the Coefficient of Anamorphosis for each base, as a function
of the data in the UTM menu:
Coefficient of Anamorphosis = (Global Scale Factor) * (K)
The value of K depends on the coordinates of the base, the destination Lune and destination
ellipsoid.
You may save/load a Coefficient of Anamorphosis with the bases, different from the one automatically
calculated.
[LOAD .bas] This enables you to load a .bas file among those available. The file selected is loaded, and
the bases automatically redrawn on the screen.
[SAVE .bas] This saves a .bas file with the bases currently being edited.
You may save the original bases (*.geo) in an ISTRAM base file (*.bas). This file names the bases
incrementally, and in the observation field the original name of the base (the first 15 characters) is
specified.
[Label Bases] Adds a symbol (S43) to the cartography, marking the location of each base with a cross,
as well as the height of the base. Below the symbol, the name of the base is labelled with the current text
style and size.
[By Coor / Clicking] Changes the selection mode:
"By Coor"
[Axis A:] [Axis B:] The axes are entered by typing in their numbers.
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[X] [Y] [Z] The coordinates of the base are typed in.
"Clicking
[Axis A:] [Axis B:] The axes are selected graphically.
[Base 1:] [Base 2:] The bases are defined graphically by clicking.
[X] [Y] [Z] The coordinates are clicked on on-screen. Snap modes or keyboard macros may be used for
relative or polar coordinates.
Automatic calculation of base pairs
[AUTO] The command Auto will calculate a series of lines of orders, using the package of bases
currently loaded, generating stretches with setting outs from base pairs, in which each stretch is
determined according to projections on the axis of each base, or according to distances.
Two procedures may be used for the AUTOMATIC search of bases:
1) By KP of Projection.
2) By Shortest Distance.
The option Automatic saves the last configuration entered, except for KPs if the axis is changed.
Click on [Generate] and the file cpun.res will, as always, compile the list.
The bases are automatically reordered according to the KP at which they are projected on axis A of the
current list. Two lines of calculation orders are prepared for each pair of consecutive bases (1-2,2-1,2-3,3-
2, etc.), and the stretch between the two KPs at which the bases are projected are set out in each line of
orders.
The option requests for a Maximum Distance to axis, so that if the base is further away from the
maximum distance stated it is not considered for compiling the setting out lists.
Should all the bases be projected outside the axis (before StartKP or after EndKP), the closest two are
taken. When the option [ ]Only Direct Data is checked, only the list (B1-B2) is generated for each stretch,
while the reciprocal (B2-B1) will not.
Example of visuals calculation using 4 bases
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Points are calculated according to the predetermined LISTS using the option [Calculate] from the side
menu. This generates a list called cpun.res, which can be displayed on-screen, printed or saved with
another name using the options [List] [Prin] [Sav].
Also, to save or load the definition LISTS in files with the extension *.rep, the options [Save] [Load]
may be used.
Setting out from bases for all axes
Calculating setting out data from bases, for all
axes, causes a drop-down dialog box to
appear. In this, you may configure:
Procedure to be used: by projection or by
shortest distance
Maximum distance from base
Direct data only
Equidistance
Equidistance or Multiples.
Calculations
[Calculate] Calculates all the defined LISTS, displaying the points obtained on-screen and generating a
results file called cpun.res.
[All] Generates a setting out list for all active axes using the information from the first list, in particular
equidistance. If the option RESULTS: In Azimuth and Distances has been checked, and there also exist
a series of setting out Bases defined, the maximum distance for using the bases is requested, and the
option AUTO is automatically carried out for each of the axes before calculating the points on it. This
option generates a cpun0.res file, which contains all the axes and a separate list for each axis: cpun1.res,
cpun2.res, etc. These files may be viewed from the REPORTS menu.
2.9.5- Reports and Lists Generated
Setting out list with X, Y, Z
Istram 8.22 18/11/05 10:48:32 1290 page 1
PROJECT:
AXIS: 1:
============================================
* * * AXIS POINTS IN THE GROUND PLAN * * *
============================================
TYPE K.P. X Y RADIUS SP. HT. AZIMUTH DIST. AXIS GRAD. (%)SUPERELEVATION_l
SUPERELEVATION_r Z PROJ.. Z LAND
---- ------------ ------------ ------------ ----------- ------- -------- ---------- ------ --------- ------- ------- --------- ---------
STRAIGHT Gradient 0.000 719317.316 4756557.415 0.000 1035.864 86.811614 0.000 -0.500 0.00 0.00 1035.864 1035.000
STRAIGHT Gradient 20.000 719336.889 4756561.529 0.000 1035.764 86.811614 0.000 -0.500 0.00 0.00 1035.764 1034.885
STRAIGHT Gradient 40.000 719356.461 4756565.642 0.000 1035.664 86.811614 0.000 -0.500 0.00 0.00 1035.664 1034.609
STRAIGHT Gradient 60.000 719376.033 4756569.756 0.000 1035.564 86.811614 0.000 -0.500 0.00 0.00 1035.564 1034.415
STRAIGHT Gradient 80.000 719395.606 4756573.870 0.000 1035.464 86.811614 0.000 -0.500 0.00 0.00 1035.464 1034.533
STRAIGHT Gradient 100.000 719415.178 4756577.983 0.000 1035.364 86.811614 0.000 -0.500 0.00 0.00 1035.364 1034.869
STRAIGHT Gradient 120.000 719434.750 4756582.097 0.000 1035.264 86.811614 0.000 -0.500 0.00 0.00 1035.264 1035.172
STRAIGHT Gradient 140.000 719454.323 4756586.211 0.000 1035.164 86.811614 0.000 -0.500 0.00 0.00 1035.164 1035.410
STRAIGHT Gradient 160.000 719473.895 4756590.324 0.000 1035.064 86.811614 0.000 -0.500 0.00 0.00 1035.064 1034.926
.............
CLOT. Gradient 220.000 719532.674 4756602.355 462.395 1034.764 88.850226 0.000 -0.500 0.00 0.00 1034.764 1035.032
CLOT. Gradient 240.000 719552.451 4756605.317 275.998 1034.664 92.533622 0.000 -0.500 0.00 0.00 1034.664 1034.161
.................
The height of the ground corresponding to each KP will also appear in the cpun.res list, if
elevation data exists, and provided there is a file containing ground profiles for the axis being
calculated in the PROJECT table.
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Setting out list using setting out bases
============================================
* * * DATA FOR SETTING OUT POINTS * * *
============================================
Compensations: Z : Sphericity and Refraction:NO
D : Reduction at sea level:NO
D : Move from string to arc:NO
D : Move to U.T.M. plane:YES K' BY STATION
BR : B3 X: 719646.454 Y: 4756663.732 Z:1040.000 KP: 312.442 Dis= -67.800 K : 1.000000000
Distance: 240.896 Azimuth: 148.181528
BO : B4 X: 719821.589 Y: 4756498.327 Z:1050.000 KP: 471.089 Dis= 94.489 K : 1.000000000
TYPE Stat. KP Azimuth Dis.Axis X Y Ang.Azimuth Dis.Redu Angle 1-2 Ang.Az(BO) Dis.R(BO) SP. HT.
----- ----------- ---------- ------- ------------ ------------ ---------- -------- ---------- ---------- --------- ----------
CLOT. 300.000 114.741658 0.000 719612.107 4756603.217 232.864491 69.583 84.682963 329.552996 234.274 1034.364
CLOT. 320.000 125.863620 0.000 719631.090 4756597.001 214.406273 68.477 66.224745 330.425534 214.538 1034.264
CIRC. 340.000 138.471466 0.000 719648.569 4756587.348 198.237692 76.413 50.056165 330.251628 194.578 1034.164
CIRC. 360.000 134.216025 0.000 719664.890 4756575.812 186.841437 89.832 38.659909 329.235089 174.810 1034.064
2.9.6- Utilities of the Setting out Fixed Side Menu
Some of the utilities offered by this menu are used specifically when the ground plan, vertical alignment
and cross-section are being designed. This is why in this chapter we will only detail those options which
are closely related to the ground plan geometry.
General options
[KP] [Delet] [Mark] [Line] [Rot.A] [Delet]
These options will be explained in the section AXIS LABELLING OPTIONS.
[Trans] [LONGI] extraction of transverse and longitudinal profiles.
Full description in the chapter Vertical Design, Ground Profiles and Vertical Alignment.
[S500] [S501] These options will be explained below in Drawing and Labelling Axes.
[SURFACES] Summons the surface definition and loading menu. See digital cartography manual.
[EDIT PROFILES] Accesses the profile edition menu, described in the relevant chapter.
[KP dis] [Short] These are the same functions described previously, accessible from here as well for
ease of use.
[Save] [Load] Enable you to generate and recover a file with LISTS and setting out bases definition
(*.rep).
[LISTS] Summons the menu to configure, generate, display and print reports and
lists for the Linear Works module, which will be explained in a subsequent chapter.
From this menu you may define, among other things:
-Number for first page
-Page break for first page
-Number of lines per page
-Number of characters per inch
-Generic commentary for reports
-Specific commentary for ground plan reports
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[TRANSVERSE] [LABELLING] Summon the relevant menus.
For teaching reasons, the extraction of transverse profiles is explained in the chapter Vertical Design,
Ground Profiles and Vertical Alignment. For LABELLING, see further on in this chapter Drawing and
Labelling Axes.
[UTILITIES] Several options are grouped together in this submenu, as stated at the beginning of this
section. Here we explain the options most closely linked to the geometric design of the ground plan.
[Lines to .per] This command generates an archive of profiles (.per format)
by projecting a series of lines on the axis you click on. The distance is the KP
projected by each vertex of the line, and the height is the Z of the line.
This file is used to display the profile projected by a series of lines onto an axis,
and to represent the longitudinal profile of slopes, kerbs, mine tunnels, roads,
etc.
In other words, each line generates a profile, which is the longitudinal profile of
the line on the axis.
[Line to Axes] This command enables you to generate two files based on any line:
A .cej file containing the analytical definition of a ground plan axis as a series of fixed straight alignments.
A .ras file containing the analytical definition of an axis in elevation as a series of fixed vertical alignments.
[Line Set.Out] Setting out of a line. Generates a list for setting out from bases of any 3D line. The KP
and the distance to the bases from the axis are calculated in advance. Calculation is carried out according
to the current list of commands, using axis A and the lines which divide bases and KPs into stretches. The
process projects each point on the line on axis A of the list, and calculates the KP of each point on the line.
This point is set out according to its corresponding pair of bases in the stretch creation. It is therefore
convenient to use the command [AUTO] beforehand to automatically divide the axis in stretches.
All the compensations defined in the [UTM], [Lune] menu are applied, just as with the setting out of points
on the axes. The azimuth between stations is given with six decimal numbers. A text to head the report is
requested, and the report itself is generated in the file replan.res with the same format as setting out from
bases.
If you want to set out several lines, you must first save the report and rename the file replan.res.
A useful way of doing this may be the keyboard command: Copy replan.res line1.lst
[Long. Interp.] Longitudinal Interpolation. For teaching reasons, this is described in detail in the
chapter Vertical Design, Ground Profiles and Vertical Alignment.
[Project Line]. Project Line generates the report resulting from projecting a 3D line onto an axis. For
teaching reasons, this is described in detail in the chapter Vertical Design, Ground Profiles and Vertical
Alignment.
[.top by KPs] Enables you to generate a .top file from the cartography lines, sorting the lines first
according to their axis projection KPs.
[Sort .top by KPs] Sorts the points of a .top file in increasing order of axis KP.
[Label with cells] Enables you to label ground plan axes using cells. The procedure will be to select an
axis and a type of cell. The content which will be entered automatically into each of the variable texts when
each cell is created may be configured.
The possible value for these variable texts are:
The KP of the axis selected
X and Y coordinates
Distance to the axis
Azimuth
Nothing (variable text will be left blank)
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These values will refer to the main insertion point of the cell, and an optional prefix may be added to all of
them.
[DRAWING] This submenu brings together various options, which are explained later on in Advanced
Labelling of Axes.
[PROBE by Sites] This submenu enables you to incorporate geotechnical
data into a ground profile archive based on enclosed sites. This is described in
detail in the chapter Vertical Design, Ground Profiles and Vertical Alignment.
[Add by Clicking] Enables you to click points on-screen, which will be
added automatically to the CURRENT LIST, creating a new LINE for each
point, in which the KP of the point on the axis will appear. This option was
designed to create profiles which pass through a series of singular points
clicked on on the map.
[A.Lbl.Mode] (Alignment labelling mode) Enables you to select one file from
a list of library files with the extension *.ali. This will be copied to ISPOL.ali.
From this point on, the alignments will be labelled with the style defined in it.
[List] [Prin] [Sav]
List. Shows the file cpun.res on-screen.
In the reports obtained with azimuth and distance, the KP and distance to the axis are displayed at each
station. The azimuth between stations is given with six decimal numbers.
Prin. Sends this report to the printer.
Sav. Enables you to rename the file cpun.res and save it for later use.
2.10- Drawing and Labelling Axes
When preparing the graphic information intended for representation of the geometric definition in the
ground plan of the project axes (a necessity for typical project appendices or for topographers to begin
setting out the axis), the user may use two types of tool in ISTRAM. On the one hand, those which act
globally on the axes of the project (enabling you to obtain results in a few seconds) and, on the other,
those which enable you to work on one particular axis.
For the first option, you will use the tools offered in the [Draw Grnd Pln] menu, which is accessible from
the general Plan Design menu. For more specific, in-depth representations (such as advanced setting
outs) or the second option, you will use the utilities offered in the [Setting Out] menu.
2.10.1- Drawing Axes in Ground Plan / 2D
The ground plan is drawn flat, or in 2D, here. In addition, there is no type of
representation of the geometry defined in vertical alignment or cross-section.
The chapter Plans, Ground Plan Drawings and Profiles describes the way of
obtaining the precise representation of the project (drawing platform widths,
longitudinal and transverse profiles, etc.).
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The side menu offers a series of tools which enable the user to extract and
represent all the project information possible concerning the 2D definition.
The top buttons (Zoom, Dec, etc.) are already known to you. Below, we
describe the rest of the utilities.
[Generate axis] When you enter the menu DRAW GRND PLN, the axes
previously calculated in PLAN DESIGN are automatically drawn on the
topographical plan, should they have been deleted from the ground plan. If at a
given time you wished to redraw the ground plan completely, deleting all the
information contained in the road layout using the option Delete all; Generate
axis enables you to regenerate the initial axes, which make up the base of the
plan.
[Add] Enables you to add parallels to the calculated axes to the plan, which
constitute the limits of the roadways, shoulders, kerbs, other auxiliary
roadways, etc. When you select this option, the program requests that you
graphically select one of the axes, and then a distance. This distance will be
positive if you want to plot a parallel line on the right of the axis (depending on
the direction of the traffic flow for increasing KPs), and negative to plot one on
the left. The program will continue to request distances in order to add lines
parallel to this same axis, until you respond by pressing the return key without
entering any data (distance 0).
[Delet] Deletes an axis, a parallel line or a section of them.
[Cut 2 lin] [Cut N lin]
[Del L] [Del Ba] [Reco L] [Reco Ba]
These options are the same as those in the line editor. You can use those in this menu, or summon the
line editor or the constructive menu from the drop-down MENUS and use all the edition tools offered,
which provide a wider functionality.
In general, we recommend that the user generates the base information of the plans from this menu, and
adds to and enriches the rest of the graphic information from the general cartography menu, also using the
tools to save blocks of information (save .edm) in the drop-down blocks.
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Alignment labelling
[Label Align] [A.Lbl. Mode] "Label Align labels the ground plan with the
values of the radius or the parameter at the points of tangency of the
alignments which comprise the axes selected. The library file ISPOL.ali controls
which symbols are placed to label each singular point, and where are they
placed.
[A.Lbl. Mode] enables you to change the active mode.
[Delete all] This option removes all the graphic elements contained in the
ground plan from the road layout. This enables you to either restart the drawing
or abandon it. You should remember that you may always use the Save Temp
button from the Blocks drop-down, which enables you to fix the graphic
information generated, so that successive Delete all operations preserve
certain layers of information.
[Label Align] This button (similar to the one in setting out) enables you to
access a much more versatile labelling menu which can act on several axes at
the same time, and which we will describe a little while later.
We remind the user that the graphic information generated here may be edited,
moved, modified, etc. These needs arise as of the moment at which it is
practically impossible to generate non-overlapping information when you have
various axes in the project.
Automatic distribution of sheets, pagination and formats
[Pagination] Generates a plan pagination file according to the axis design,
enabling you to generate the distribution of typical sheets or records of a
project.
[Format] Enables you to select a plan format for the Pagination option.
When you leave this menu, and before you perform a new Calculation operation in the GROUND PLAN
menu, you should use the SAVE TEMP option from the drop-down menu DRAWING. If you did not, all
the elements created in the DRAW GRND PLN menu will disappear from the drawing, as we have already
stated.
Distribution of sheets is edited and managed from the printing menu, which is accessible from the drop-
down menus. The graphic information in each of the sheets may be exported to Autocad
or
Microstation
L
K
v
=
All the data is calculated according to what is described in the
enclosed formulas. (The first describes the vertical axis parabola and
the second the relation between L, K
V
and the algebraic difference of
gradients)
Parameters to define the transition curves
[KV / Radius]
This button (situated next to DEF) enables you to switch between two possible methods to define the
vertical transition curves, using vertical axis parabolas defined by its Kv (the radius in the vertex) or circular
transition curves defined by its radius.
The transition curve can be defined by its Kv parameter, according to its length, position of the angle
bisector and by a cross point (according to KP and height)
ISTRAM offers an option box which unfolds when clicking on the
corresponding bisector with the mouse.
When you click on each of the possibilities, the corresponding calculations are
made so that the value associated to the new type does not modify the transition
curve, enabling the user to note down the initial value before starting to perform
any modifications.
[Long] A variation of the entry, exit or gradient points will mean a modification of the Kv, preserving the
length or viceversa if the parameter has been used instead of the length.
[Bz:] : by a difference of height between the vertex and the calculated vertical alignment or angle bisector.
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[KP,Z:] : depending on the crossing through any given point (KP and height)
In this case, the selection can be made graphically by clicking, and it will be drawn on the screen as a
small yellow square. If a KV is selected by table in one of the following options: [ONE POINT], [Crosses
P1], [Crosses P2], [Crosses next P1], [Crosses next P2], the selected point goes to the data [KP,
Z:].
ISTRAM always stores the mode corresponding to the entered value, and so for each transition curve it is
always possible to view the data used for the definition (and not the corresponding KV).
Tabulated or by geometrical type values
When clicking on [T] with the option [KV], the program drops down a menu that offers you several
possibilities to select some typical values and several modes to calculate the Kv necessary for certain
geometrical conditions to be complied with. If the definition of the transition curve is activated so that it is
defined by its length or other method, the choice of values offered by the drop-down box offers the
corresponding value. *
Preset values: [500], [1000], [1500], [2500], [5000], [10000], [15000] or
[20000].
[OTHER KV]. To enter its value with the keyboard.
[LENGTH]. The length is entered and the program calculates the KV according
to the vertical alignments that it joins.
[NORM]. Drops down a table with the minimum and desirable values
calculated from a vertical design table *.dia. This has the same effect as the
[N] button.
[BISECTOR]. The value of the bisector in the vertex.
The following entries enable you to use the definition points and calculate the
corresponding parameter, calculating the Kv to comply with the following
suppositions:
[ONE POINT]. The parabola passes through a given point, picked by KP-
height (clicking/keyboard)
[Crosses P1]. The transition curve will come out as a tangent at point KP1, Z1
[Crosses P2]. The transition curve will come out as a tangent at point KP2, Z2
[Cross next P1]. The transition curve will arrive as a tangent at point KP1, Z1
of the next vertical alignment.
[Cross next P2]. The transition curve will arrive as a tangent at point KP2, Z2
of the next vertical alignment.
[Prev Exit Tg]. The transition curve will come out as a tangent at the end of the
previous transition curve.
[Next Entr Tg]. The transition curve will come in as a tangent at the entry of the
next transition curve.
When clicking on the button [KV], it will switch to [Radius], which enables you to enter circular transition
curves. For this type of transition curve, when you click on [T] the same options as in a parabolic curve
case are activated, as well as this one:
[PIPE LENGTH]. Enables you to give the real length measured by the circumference arch.
In this case, the options [Prev Exit Tg] and [Next Entr Tg] will not appear. (They are used in the definition
of piping projects)
Values according to design norms or standards
When you click on the [N] button, a dialog box with the minimum and desirable values calculated
according to the data that appears in the elevation table *.dia is dropped down. The values that will be
used (out of the many calculated according to the table), appear highlighted with an asterisk ( * ). The
design tables are also used to review the defined vertical alignment, as you will see later.
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In those areas where the conditions for the calculation of these
short transition curves is not reached or gradient does not
change (the last alignment), the Kv will appear as void.
When transition curve by length is activated, the values offered
will not represent the Kv but the length.
Short transition curves: The American Norm AASHTO.
They are calculated when the length of the curves in the general
formula is below the Stop Distance but above a length equal to
the project velocity. In this interval of values, shorter curves are
achieved by using this norm.
Let us not forget that the association or link with the design tables is performed in the corresponding entry
box of the ground plan dialog box, as shown in the enclosed illustration.
It is advisable to remember that the definition of
the design tables (both ground plan and
vertical design) to be applied on each axis, is
stored in the .cej file.
Selection of default parameters to be used in the creation of alignments
When you click on the key [DEF.] a dialog box drops down, enabling you to define if the transition curve is
to be defined by parameter, length or bisector and the corresponding values, helping you to quickly enter
average values added by the program at the same time the alignments are added. If a new vertical
alignment is inserted, its transition curve is created with the default values. If a vertical alignment is added
at the end, the default values are applied to the previous vertical alignment, only if its value is still at cero.
When you select None, the value of the transition curve with
the previous vertical alignment is not changed.
If you insert a new one, it acts the same way as when you
select KV.
This utility may be suitable in initial studies such as informative type projects, in which the initial objective is
to develop a quick roadway alignment that enables you to obtain a smooth alignment, without any angle
drops. Another use is to provide minimum' transition curves and therefore be able to immediately observe
the elements that at any given moment may compromise the insertion of suitable parameters.
Automatic adjustment of vertical alignments for junctions
The definition of junctions between axes, as in the example of a trunk road and a ramp, involves the
necessary connection in height and superelevation. When you click on the key [Junction] a series of
calculations are carried out, with the aim of inserting one or more vertical alignments in the active axis,
which must obviously be the ramp, and therefore guaranteeing the geometric continuity of the platform in
the common area between the trunk and ramp. To achieve the continuity between the initial definition and
the deducted vertical alignments, a transition with a double parabola is inserted between the defined
vertical alignment and those that have been inserted, or a single parabola if one with a greater length than
half of the proposed transition fits. The necessary data is defined in the ramp from the 'Junctions entry
available in the Vertical Design menu.
In all cases we suggest that the user consults the chapter Complex calculations, crossroads and junctions
which covers in-depth all the casuistry related to this type of calculation.
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3.6.3- Calculation, geometric resolution and reports
When you click on the Calculate button, all the calculations are made and the result is drawn on the
screen, showing alphanumerical information associated to each curve with the following data:
L and Kv : length and parameter of the transition curve
Pe / Ps : entry and exit gradient
KP and Height: for the entry points, vertex and exit.
If there are any overlaps between two alignments, a
red tag which informs you of the error appears.
The drawing system is similar to the one existing in ground plan design: redrawing does not take place
between one calculation and the next, so you can observe different alternatives (until a refresh is produced
using the key 'redraw' or with the dynamic zooms made by the wheel of the mouse)
As a result of the calculations, a rasa.res report is generated which contains the definition data which has
been entered and that obtained by the calculation made by ISTRAM, informing of the position ( KP ) of the
tangency points of entry and exit of each curve, the gradients obtained and the highest and lowest points
of the vertical alignment.
The second part of the list provides information of the height for each KP (created with an interval of 20 m
in which the tangency points are highlighted), as well as the gradient and type of element (ramp or
transition curve)
=================================================
* * * STATE OF THE VERTICAL ALIGNMENTS * * *
=================================================
GRADIENT LENGTH PARAMETER VERTEX ENTRY INTO CURVE EXIT FROM CURVE BISECT. DIF. GRADIENT
( % ) ( m ) ( kv ) KP height KP height KP height ( m ) ( % )
------------ ------------ ------------ ------------ -------- ------------ -------- ------------ -------- ------- -------
-4.227 1044.292
-8.051101 34.819 1000.000 148.577 1031.990 131.168 1033.391 165.987 1031.194 0.152 3.482
-4.569216 116.780 1000.000 584.522 1012.070 526.132 1014.738 642.912 1016.221 1.705 11.678
7.108788 802.276 1027.550
=================================================
* * * POINTS OF THE AXIS IN ELEVATION * * *
=================================================
KP TYPE HEIGHT GRADIENT
------------ ------------ ------------ ------------
0.000 Gradient 1043.952 -8.0511 %
20.000 Gradient 1042.341 -8.0511 %
40.000 Gradient 1040.731 -8.0511 %
60.000 Gradient 1039.121 -8.0511 %
80.000 Gradient 1037.511 -8.0511 %
100.000 Gradient 1035.901 -8.0511 %
120.000 Gradient 1034.290 -8.0511 %
131.168 Entry tg. 1033.391 -8.0511 %
140.000 KV 1000 1032.719 -7.1679 %
160.000 KV 1000 1031.486 -5.1679 %
165.987 exit tg. 1031.194 -4.5692 %
180.000 Gradient 1030.554 -4.5692 %
200.000 Gradient 1029.640 -4.5692 %
If the option [Setting out with 6 decimal points] is activated in the LISTS menu, the rasa.res list is generated with 6
decimal points in KP and Height and 8 for gradients.
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3.6.4- Dynamic or interactive modification of the vertical alignment
In a similar way to what happens in the ground plan
design, there is a possibility of modifying the vertical
alignment interactively, using the mouse and moving the
data points of the vertical alignment so that the way it
varies the design can be observed on the screen.
All the options work depending on the detected KP when clicking with the mouse on the screen, whether
it is to select and move or to insert points. The interactive mode remains active until any non graphic part
is clicked upon, for example the buttons [calculate] or [draw].
MOVE [:] Enables you to move a defined vertical alignment interactively along two points (KP1,
Z1) and (KP2, Z2) to a position parallel to it.
MOVE [P1] [P2] [V] Enables you to move the initial point, the final point or the vertex, keeping
the gradient values and the KV as well in the latter case (and the defined gradients if required). A click
enables you to pick up point 1, point 2 or the vertex, and once it is moved with the cursor, a new click
means that the KP-height values will be accepted. This mode remains active until you click on any different
part of the graph window, for example the button [calculate] or the value of the KV parameter.
MOVE [Te] [Ts] Enables you to move the entry or exit tangency point of a vertical curve
interactively, keeping the transition curve fixed in place and sliding the vertical alignment along it. In
the end, the vertical alignment will be defined by point and gradient, with the point (KP1, Z1) being equal to
the entry or exit tangency point respectively and the gradient being the one that corresponds to the
transition curve at this point.
[Ins.V] This option inserts a vertex interactively; the procedure is to previously convert the current vertical
alignment to a vertical alignment defined by two points, making these two points coincide with the previous
vertex and the following vertex. Therefore, when you insert a new vertex, the previous one and the
following one do not modify their position.
At that moment, the application behaves exactly the same as the option MOVE [V]
[Remove V] Enables you to interactively remove a vertex by clicking with the mouse on the
vertex you wish to delete.
Displaying the modifications in real-time
The interactive modification enables you to also observe the transverse profile of the project (assuming all
the data is defined) as can be observed in the illustration. The real transverse section is shown in the KP
of the closest profile to the point which is initially clicking upon. (The selected KP must be within any of the
defined calculation stretches, in other words where the data is not extrapolated).
This function is only possible if the options Profiles in RAM and Profiles (accessible in the drop-
down STATUS menu) are checked.
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3.7- Extras and help tools in vertical alignment design
These help tools or extras are managed by several utilities and options which are accessible from the side
menu. They allow you to set up the display mode of the graphic screen and control loading and saving
information related to other elements (other axes, other points, etc. ), which may also be displayed in the
plans that you will develop later.
The communication with data stored in external files, the importation of vertical
alignment definition data made with other software and the handling of this data
may be carried out using some of the options offered in this menu.
All the information uploaded and controlled from this work area is stored in the .vol,
file and can also be stored in an intermediate storage file with the .ras extension.
Like other design areas, bear in mind that the data will only be stored when you
press on the save button or the disk icon. You can switch the axis quickly to check
any particular data, but remember that this may cause a loss of data (if changes
have been done).
As we already mentioned before, we have included the possibility of using the
parameters defined in the vertical design tables to check that the vertical alignment
and vertical transition curve definition adapts to what is specified, displaying error
messages that warn the designer of the alignments or transition curves that go
beyond the established control values.
3.7.1- Fixed side menu, general options
The first part of the utilities are of general interest, affecting the graphic display of the working
environment, enabling you to enrich or simplify the screen depending on the level of zoom or
the kind of work stage in which you find yourself: you decide which elements are to be
displayed.
The upper keys [EXIT] [Full] [Zoom] [Prev] [Redraw] [Pan] act upon the display of the screen
and work in the same way as the rest of the application.
[Info] Activates an echo on the graphic screen which shows, depending on the position of the mouse,
the following data: KP, vertical alignment height, gradient, level difference, superelevation and transverse
section.
*They are shown if they are defined in the corresponding vertical design section
Generating of longitudinal profile plans profiles
- Terrain and grade line
- Other longitudinals, other axes, other points...
Uploading of other longitudinals,
other axes, other points....
Grade line definition
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Vertical alignment graphic screen, display options
The display mode of the graphic screen can be set up, working with several options, and is accessible by
clicking on [SCREEN] , which unfolds the following options.
[Grid] Enables you to activate/deactivate the KP, Z grid.
[Grid Density] Enables you to switch between two grid
modes, one denser than the other.
Notice how, depending on the level of zoom, the equidistant grid
display adapts automatically, showing lines every meter in large
scales and descending to even centimetres and millimetres in
scales close to 1/1
[Grid Colour] Enables you to switch between two
sets of grid colours. In the default mode it uses colours 52
and 53 of the palette, which may be changed by the user.
[Superelevations] This activates or deactivates the drawing of the superelevation diagram just below
the diagram of the ground plan axis alignments. The option [Tilt Axis]* behaves in the same way.
* If the tilt axes do not vary their position throughout the whole axis (the default scenario) they will not be shown, in the
illustration above you can see those that belong to the left and right roadway of a motorway.
[Long/Short] This extends the singular KPs of the ground plan diagram over the vertical alignment. It
is used as a graphic support to design the vertical alignment. When activating the long reference of the
singular ground plan points, a connection to the KPs of these points is activated automatically.
[Overlaps] This enables you to modify the tolerance used by the program to display the existence of
overlaps between vertical curves. Negative values are accepted, the default value being 0.002 m.
[Structures] This enables you to view the defined structures (in the STRUCTURES menu) and the
Factory Works on the VERTICAL ALIGNMENT screen.
[Other surfaces] If the ground transverse profiles contain more than one surface, the longitudinal profile
of these surfaces will appear. (The option [ ] Profiles in RAM must be checked).
[Vertex tags] Controls the display of vertex tags. This option is useful when there is too much
alphanumerical information (especially in long axes and in a large scale)
[High and low points] Enables you to display the high and low points of a vertical alignment.
[Review the instruction] Reviews the instruction on each calculation.
[Vertex w/o transition] This gives you the possibility of activating or deactivating a small vertex tag in
the vertices without a transition curve with the following information: KP, Z, entry gradient and exit
gradient.
[Point table] This gives you the possibility of activating or deactivating the graphic display in the point
tables from this menu.
The status of these options is saved in the configuration file ispol.cfg.
Remember that this configuration only affects the working environment; the plans with longitudinal profiles
are generated using other tools that do not take into consideration what has been defined here.
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3.7.2- Fixed side menu, loading-unloading of terrain and data
As we mentioned before, the displaying of the longitudinal ground profile is obtained by using the ground
height in the axis found in the transverse profile file. These files are automatically 'linked' to each axis of
the project when you create each axis ground profile files (from the transverse option in the setting out
and profile menu)
Given that on certain occasions you may wish to load other types of ground data (perhaps a longitudinal
profile with the current status of the works), the necessary tools to load and save information from and to
other files are provided.
[Trans <Ld> Long] "Load Transverse Profiles" Enables you to load a transverse ground profile file
to calculate ground movements. The height on the axis of each transverse profile is taken from this file and
the longitudinal profile of the on-screen ground is built with this data.
When loading a transverse profile file, the name of this file is included in the [PROJECT] table, but
remember that it is only associated 'temporarily', and for it to become a definitive association you must
save the .pol file.
No data can be loaded from a file that has been generated for another axis, in that case ISTRAM will ask
for confirmation to switch to the new axis, which can mean a loss of data.
If, in the [PROJECT] table, the current axis already has a transverse ground profile file assigned to it, it will be loaded
automatically when switching the axis.
* If you have data in the REINFORCEMENT TABLE, the ground profile takes on the following colours: White in the
RECONSTRUCTION area, Red in the CUTTING + REINFORCEMENT area and Magenta in the REINFORCEMENT
area., anyway this subject will be described in depth in the chapter that corresponds to Widening and Improvement
Projects
"Load Longitudinal Profile" Enables you to load a longitudinal profile file *.lon. directly as the
ground profile.
If it is loaded after a transverse profile file,
its data merges between the transversal
profiles and its details are added (cuts in
the rural roadways, streams,...),
The section optimal generation of longitudinal
profiles, which has already been described, goes
into this subject in depth.
Unloading of data associated to the vertical alignment
When you click on the option [Delete], a menu with several options drops down, enabling you to unload,
according to its type, the different data that may be loaded (or present on the screen)
VERT. DESIGN.: Deletes all the defined vertical alignments: right and left
roadway, road ditches (left and right) , median and auxiliary longitudinal
CURR. VERT. ALIN.: Deletes all the vertical alignments of the current
longitudinal profile, i.e. if the vertical alignment of the roadways is active, then
these are deleted; if on the other hand the definition of the road ditches is
active then this data is deleted.
GROUNDS: Deletes the transverse profiles, the ground longitudinal profile
and other existent longitudinal profiles.
OTHER LONG.P., OTHER AXES: Deletes all the longitudinal profiles and
references to other axes which have been loaded. If you wish to carry out a
selective deletion, use the delete option associated to each of the elements
CROSSING POINTS: Deletes the crossing points.
OTHER LINES: Deletes all the existing lines (drawn with the line editor on
the vertical alignment). You may delete them one by one using the editor.
PROBES: Deletes probes.
ALL: Deletes all the loaded data: vertical alignment definitions, other loaded longitudinal profiles,
information regarding other axes, etc.
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3.7.3- Utilities to create, handle and analyse vertical alignments
A series of tools are grouped together in the 'submenu [TOOLS] which allow you to handle, transform,
analyse and generate vertical alignment definition data. These are as follows:
[Disp Profiles] This shows the transverse profiles of the file that has been
loaded on the screen. If there is sufficient data, it shows the whole platform. By
clicking on the right hand side of the button, all the profiles appear one after
the other. Clicking on the left, the user must press <RETURN> to advance. In
both cases <ESC> aborts the operation before the end of the process.
[Invert Axis] This reverses the direction of the vertical alignments, always
assigning KP=0 to the first point. This can be modified with the option Add KP.
Remember that the vertical alignment data must be compatible with the ground
plan data (and consequently the transverse or longitudinal profiles obtained).
[Copy] This enables you to copy a vertical alignment definition with an origin
and destination in any of the possible: left and right roadways and road
ditches, median and auxiliary. In other words, you may copy the right vertical
alignment over the right road ditch with the aim of later carrying out the
necessary modifications and therefore obtain a quick definition of it.
[Vertical alignment->.lon] This generates a longitudinal file *.lon from the
current vertical alignment, using the same points generated in the vertical
design axis report: multiples of a value, entry and exit tangents to the transition
curves and high and low points. The type of points that are generated (vertex,
ramp, high or low point) is saved so that this longitudinal can be loaded as a
mark.
Creating a vertical alignment, maintaining a fixed height relation with regards to the original terrain
In some projects it is necessary to maintain a certain vertical alignment height - ground height relation, as
in the case of reinforcement or improvement, or because it is necessary to maintain a reserve distance
with regards to a conduction, electricity line, etc. This situation is solved by ISTRAM with the option [On
Ground], which enables you to define a vertical alignment stretch adjusted to the ground longitudinal
profile.
By using this command, the calculator
substitutes the Current Vertical alignment
for a series of vertical alignments without
transition curves, in a polygonal form.
The application inserts data obtained from
the current ground in the present definition
(using the initial and final KP) to which a
height increase is applied (fixed or according
to table* ) ,
The value of the transition length is used to connect' the new data to the previous definition (if this did not
exist, then obviously no transition will be performed).
*For Widening and Improvement projects (please consult the corresponding chapter), if there is data in the
REINFORCEMENT TABLE, the increase in height is obtained from this according to the type of action: In the case of
REINFORCEMENT dz=Thickness of the Reinforcement, in the case of CUTTING + REINFORCEMENT dz=
Reinforcement ThicknessCutting Thickness, and in the case of Reconstruction dz=Rise.
Remember that the terrain is the last one loaded, so you may temporarily load a specific longitudinal
profile, carry out the necessary operations and reload the original terrain.
There is also a more specific option for widening and improvement projects, which takes into consideration
the superelevations which have been defined for the new roadway, as you will see as follows.
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[Minimum heights] Vertical alignment with a difference of minimum heights throughout the
platform
This procedure is only applicable to roadbed reinforcement projects. The option asks for the minimum
reinforcement thickness, and builds a vertical alignment so that the difference of height between any point
of the platform that is designed and the platform to be preserved does not force you to do a scarification in
each profile.
For this process to be successful it is necessary that the existing or previous roadway is defined in the
loaded terrain (with the roadway edge lines) and of course, there must be a definition of the roadway
widths which are to be projected and superelevations so that the program can solve the given problem.
In the case of two roadways with different vertical alignments, the modification only affects the Current
Vertical alignment, so it will be necessary to apply the procedure twice, changing the active vertical
alignments and perhaps the ground which is loaded by the transverse profiles.
* For Widening and Improvement projects (the user should consult the corresponding chapter), if there is data in the
REINFORCEMENT TABLE, the increase of the height is obtained from this according to the type of action: In the case
of REINFORCEMENT dz= Thickness of Reinforcement, in the case of CUTTING + REINFORCEMENT dz=
Reinforcement Thickness Cutting Thickness, and in the case of Reconstruction dz= Rise.
Moving or handling vertical alignment data in KP or in height
Here, ISTRAM offers the possibility of moving and 'raisinglowering an interval of the active vertical
alignment data, requesting the initial and final KP where the modifications are to be applied.
These options are very useful when it comes to analysing different road alignment alternatives, enabling
you to handle and obtain quick design variations.
[Add KP] This enables you to add or subtract a fixed value ( KP ) to the definition data. When the
axis is shortened or extended due to a modification of a ground plan alignment, this utility can be used and
this way you will not have to redo the vertical alignment definition. For example, suppose the modification
of the radius of a curve has increased its length by 43 m. If you know the previous final KP it is easy to
transform the vertical alignment definition so that it respects the initial road alignment. *
[Add Z] This adds or subtracts a fixed value (Z ) to all the definition points. The data can also be
provided by means of a .pkz file**
The program raises/lowers the height of the vertical alignment data points according to its KP, interpolating
the value of the corresponding height increase if necessary.
*The option Project .vol" from the VERTICAL DESIGN menu is more complete than add KP, since it uses the data of
the two ground plan axes (the old and new one) to project each and every one of the vertical alignment and the
transverse section definition data from the old one to the new one.
**The .pkz file is an ASCII file with a list of KPs and heights (in two columns). These files can be created manually, but
remember that they are also generated by the utility generate .pkz which we will explain a little later
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Analysing and obtaining vertical alignment information
[Compare v.alin.] This generates a report
(CONSULT.res) with the height of the right and left
vertical alignments and the difference between both.
If you wish to compare two alternative vertical
alignments for the same axis, you may load a vertical
alignment stored in a .ras file with the option
[FILES][Load 1][Right Left].
Remember not to save or replace any of the initial
information. The picture shows the format of the report.
[Z by KP] This returns the vertical alignment height, the gradient, the level difference and the
superelevations for a typed-in KP within the vertical alignment definition range. The results of the query are
displayed on the screen and a report is also generated, linked to other reports made during the same
session (CONSULT.res).
This information disappears when the
screen is redrawn or refreshed, for
example, when doing a zoom or moving
with the mouse.
[Level dif] This returns the same information but for a stretch of KPs and an equidistance. Only the
report is generated, no information is given on the screen.
The equidistance may be treated in two ways:
List the initial KP and the final KP and the multiples of the equidistance. If you enter an initial KP
of 163, and MULTIPLES of 20. it will be listed as: 163, 180, 200, 220, etc...
List the initial KP and final KP and the intermediate points adding the equidistance from the initial
KP. If you enter an initial KP of 163 and EQUIDISTANCES of 20, it will be listed as: 163, 183,
203, 223,...
The entering of the KP's can be made by an ASCII file with the extension .pks which displays a column
with the different KP's that you wish to calculate.
[Generate .pkz]. This option enables you to generate a file (KP, Height) from the ground profile. As it is an
ASCII file, it can be edited and modified at will.*
* To generate a .pkz file with the vertical alignment data or from a .lon file follow these steps:
Delete the terrain [Delete]
Change the Vertical alignment into a Longitudinal alignment [Vertical alignment .lon]
Load the .lon previously generated as a profile [<Load>long]
Generate the .pkz file [.pkz].
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3.7.3.1- Utilities, automatic generation of vertical alignments for roundabouts
When you click on the order [ROUNDABOUT], the VERTICAL ALIGNMENT menu opens up a dialog
box with specific options to calculate a roundabout* whose vertical alignment passes through three points,
with the aim of defining a ground plan that favours its continuous draining.
*In the GROUND PLAN you must have a roundabout axis defined given by a circular alignment
The option see sinusoidal draws the corresponding profile, enabling you to compare the similarity of the
data calculated using parabolic curves and the real sinusoidal form. There are certain differences in the
height, around 1 cm for gradients less than 1 % and 3 cm for gradients between 3-4 %, and which logically
are unavoidable given that a parabolic curve cannot represent the sinusoidal form with 100% efficiency.
When you click on the button 'generate, the necessary data to
define the vertical alignment is calculated automatically, so that
the axis in the ground plan is defined by the three points given
by its KP and height.
The calculated sinusoidal vertical alignment is approximated by
vertical alignments that pass through the points of maximum
gradients and maximum ramp with the necessary parabolic
transition curves that pass through the high and low points of
the plane.
The standard method leaves a straight vertical alignment stretch between the curves, whose length is
calculated automatically, on creating the curves by crossing point (option KP, Z). The option only curves
eliminates these straight or uniform stretches, creating parabolas that touch in the points of tangency.
This second option is more aesthetic; but the gradient in the points
of tangency is greater and the resulting vertical alignment moves
further away from the mathematical sinusoidal, as you can see in
illustration below.
The polyline number 1 represents the sinusoidal, number 2 the
vertical alignment created by the standard method and number 3
the vertical alignment with pure transition curves without any
straight stretches.
[] Only Curves The utility to generate the vertical alignments of the roundabout with three points now
enables you to adjust the plane only with parabolic transition curves. However, this approximation is
always worse and it gives a gradient above the plane maximum at the points of maximum gradient.
[] See Sinusoidal This option enables you to see the real intersection of the ground plan with the guide
cylinder being the axis of the roundabout. This enables you to graphically quantify the error produced
when using one of the two possible solutions.
If you want to compare simultaneously the two solutions with the sinusoidal, you can first calculate one of
them, copy the right vertical alignment over the left one (Activate 2 DIFFERENT VERTICAL
ALIGNMENTS) and recalculate with the other solution.
The VERTICAL ALIGNMENTS for ROUNDABOUTS utility also generates a superelevation law, which
corresponds to the plane that the three points define.
Data is created for every 10 grads, passing through the points of maximum gradient and ramp
(superelevation 0) and through the high and low points (superelevation = maximum_gradient).
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3.7.4- Other longitudinal profiles, other axes and crossing points
Obviously, on many occasions it is interesting to be able to see other
longitudinal profiles on the same work plan, profiles that represent specific
elements that you must analyse. ISTRAM offers the necessary tools to control
the loading and unloading of these elements.
When the longitudinal profile plans are generated, the tools that allow you to
use this information are also offered.
All this data is saved in the .vol file, so that when you go back into the same
project and select the same axis, these are loaded automatically.
The data of the information that is loaded can be used with the snap modes, so that, together with the
option [incre Z], they enable you to define vertical alignment stretches that have an exact relation with the
elements loaded by the user.
[OTHER LONGITUDINAL PROFILES]
This tool enables you to load the .lon or longitudinal profile archives generated
by the program to be displayed next to the ground profile, as parallel lines, of
other surfaces, 3D lines projected on the axis, etc.
There is no load limit and the application is not affected if you load the same
profile in two different ways.
There are two ways of displaying this information:
as polylines or as marks.
[Polyline] This represents the data as another
longitudinal profile.
[Mark LType]
This marks each line that the longitudinal profile
cuts on the ground plan with a vertical trace. The
name that each line has is used to be made into a
label, enabling you to identify easily the passing
over rivers, paths, railway lines, etc. *
[Remove Long] Deletes each of the loaded
longitudinal profiles one by one (from the last one
to the first), either as a polyline or mark.
* Remember that the longitudinal profiles are generated
by cutting the defined lines on the active surface
Each longitudinal remains conceptually loaded as number 1, number 2..., an order that will be
considered when they are loaded or drawn on the longitudinal profile plans.
Remember that a good system is for the .lon files that store the data to have meaningful names to facilitate
their identification.
[OTHER AXES]
When you design the vertical alignment of an axis which is conditioned by another of the same project (for
example the branching of a junction which passes next to, over or below the trunk), it is quite interesting to
display and use the longitudinal profile that is produced by the cut of our active axis over the 3D platform of
others.
We also include the lining and support surfaces in this cut if the cut axis is in a tunnel section. The same
with the interior and exterior surfaces of the pipes in piping sections. The positions of the rail heads are
represented, and the height differences with the current axis vertical alignment are marked.
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If the other axes come from a motorway, the clearances of the interior points of the platform (-11 codes)
are also marked.
The application enables you to work with axes that cut in an orthogonal or oblique way (minimum angles)
and independently of whether there are straights, curves or transition curves.
The process can be applied individually with [Another Axis] or globally with
[All], which makes the study automatic and processes all project axes. In both
methods the analysis parameters (which will be explained in the following
paragraph) are requested.
[Delete] Unloads all the other axes which have been loaded.
[Delete One] Only unloads the specified axis.
The parameters that are requested and the description of the process is described next:
Axis to be displayed or analysed
Maximum distance between axes (1)
The margin over the KPs (2)
Extract mortise Y/N, If the answer is yes, the cut with the vertical alignment, roadbed and side slopes
(surfaces 67 and 68) existing in the ispol#.per file of the axis # that you wish to view is analysed.
Margin of the KPs at the ends. (3)
Two parallels are drawn (in black) over the axis which is to
be analysed using (1) and that is how the initial and final
KPs are obtained on the axis to be studied.
These points are moved using (2) with the aim of
analysing more information.
The value margin over KPs at the ends (3) is applied on
the actual axis to increase the length forwards and
backwards of the studied area.
The two areas created are used to generate an optimum three-
dimensional model of the axis to be analysed.
The maximum distance between axes value must be defined in such a way that it enables you to obtain
all the information on the axis to be analysed. Increase this value when the slope tops or bottoms are
placed at a considerable distance from the axis. When you cannot see the slopes you should consider that
this could be solved by increasing these search margins.
Margin over KPs at the ends
This value is used to extend the initial or end points of the
current axis when they are placed inside the area covered
by the axis section to be studied. It enables you to study
the relation between axes correctly, as can be observed in
the illustration below.
If no calculated section exists (ispol#.per) or a negative answer is given to the question extract mortise
the process is carried out using the analytical section, considering that which is between the right and left
shoulder (it is as if only the platform could be seen, without berms, road ditches, or slopes)
In the illustration, the points that have been obtained in the analytical
study are marked with green arrows (without extracting the mortise) and
the calculated section points in blue (intersection of the vertical alignment-
subgrade, road ditches, slopes, etc. )
In the first method, profiles are generated internally every 1 m. In the case
of mortise extraction the profiles that exist in the ispol#.per will be used
(logically, the greater the number of profiles the more detailed the
analysis)
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At the end of the analysis the information provided is drawn on the screen. If the edging has been
extracted, two height controls will be put on the edges of the platform, informing of the difference of height
with regards to the current vertical alignment.
These controls are dynamic, in other words, if you
modify the current axis vertical alignment, the
corresponding values are recalculated automatically.
If only the analytical section has been analysed, then
only the platform will be displayed.
The specific snap mode other axes' makes use of the information generated by this utility. The data that
is displayed is the cut of each platform using the vertical plane that goes through the current axis, so you
must bear in mind the influence of the superelevations when carrying out your design. The utility crossing
points is much more powerful, as we will explain next.
NOTES
The information regarding other axes is stored in the .vol files, but it is not updated automatically. It is
static, the result of an analysis, so the modifications made must be supervised and recalculated by you,
although it has been foreseen that in the future ISTRAM will have an instrument which supervises the
situation and helps the user maintain the integrity of the information.
All this information may be drawn in the longitudinal profile plans, offering configuration elements (profile
grid data) which is necessary to be able to draw them (see chapter generating plans ).
[CROSSING POINTS]
The crossing points represent the projection of points of one axis over another, using the superelevations
defined in the giver or inducer axis. You can consult the epigraph generation of crossing points
described at a later stage and also the chapter 'Vertical design, advanced calculation of the project
When loading the .pas file, the crossing points are shown graphically as a ">" sign accompanied by a
number, which shows the distance to the giver axis following the normal to the current axis. This distance
enables you to find out if you have gone beyond the nose section or what the point is where it may be
suitable to make the vertical alignment independent.
The distance calculated between axes in the case of the two independent roadways uses the position
where the height is defined (usually the position of the inner white line) and not the ground plan axis.
The points are shown in their correct location (in KP and height), as well as informing of the difference of
height with regards to the current vertical alignment. This level difference information is dynamic, in other
words, it updates the value displayed as the vertical alignment is changed.
In the vertex of the ">" sign you will find the induced crossing point, which can be used with the "C.
POINT" snap mode to enter points in the current vertical alignment or for any other purpose.
This graphic information can become a part of the plans. We recommend the user to consult the specific
chapter 'generation of plans'
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Loading, unloading, creation and modification of .pas files.
When you click on the button [CROSSING PTS] a window drops down, offering a set of options that
enable you to manage the usage of this data.
[Save] This saves the crossing points that are currently loaded to a .pas file.
[Load] This enables you to add files that contain "crossing points" induced by
other axes over the one you are designing.
[Create] * This enables you to create new crossing points interactively, giving
the KP, Height, Distance and alphanumerical Attribute.
[Delete] This unloads the crossing points.
[Delete Click] This enables you to delete the crossing points individually by
graphic selection.
[Link] This option links the crossing points, creating new vertical alignments
which are inserted into the existing vertical alignments, substituting from these
the ones that are in the stretch of KPs occupied by the crossing points.
[Attribute] This enables you to edit the attribute of a crossing
point that you select with the help of the mouse, with the
existing text being offered in the command line so that it can
be modified.
(the .pas file can also be edited, enabling you to write the texts that
you consider appropriate)
* Even when these points may not have been created by the application with the option generate crossing points, its
function is exactly the same. Think for example that this data may have been obtained on-site or that simply they may
be used as a support for the design and even to enrich the information that is to be issued in the corresponding
drawings.
Given that these points provide information of the height difference related to the current vertical alignment, they can act
as dynamic clearance controllers.
[YES/NO in .ras]
The crossing points of each axis remain in memory until you exit the VERTICAL DESIGN menu.
To set this information in the .vol file (and of course, if you wish, in the .ras files) you should activate the
option [Yes in ras] (this option switches between YES-NO-YES each time you click on it).
If a .ras/.vol file contains crossing points, they are always loaded; the option is set automatically at [YES in
.ras]. In this case, if there were other previously loaded crossing points, the ones that come from the
.ras/.vol file substitute the previous ones.
3.7.4.1- Generation of crossing points
Although the generation of crossing points utility is conceptually located in the vertical design menu, an
access is also offered in the vertical alignment menu to avoid making you exit this working environment
(vertical alignment design window)
The option [Generate]* opens a dialog box that
enables you to enter the data to be calculated.
The initial and final KP data, as well as the
equidistance should be referred to the current axis.
The KP1 attribute will be the KP of the inducer axis
(which is written in the field from axis), so that when
they are loaded this data can be displayed.
* This utility only generates data for the vertical alignment, it does not store data in any file and it does not allow you to
obtain superelevations.
We will describe the operation of the process so that the user can understand how to treat and use the
data that is obtained (although we suggest that the user consults the chapter Elevation, Advanced Project
Calculation where this is described in much more detail).
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The application calculates the projected height and the geometrically equivalent superelevations in the
receiver axis, saving the data in two files with the extension .pas and .prl respectively. The method
works in the following away:
The points are set out over the receiver axis (the
existing one), and are projected over the inducer axis
following the normal to it.
From that point on, and using the existing
superelevation, the height which it will have in the
receiver axis is extrapolated. Also, the equivalent
superelevation which will be present in that position is
calculated, given that the direction of the axis has
changed.
This way you manage to get the receiver axis to be supported on the same surface as the giver axis (if
the data is used as follows).
Warning!
The system has been developed to give continuity to the data
receiver axis 'outwards and not towards the inducer axis, as
seen in the illustration. The superelevations that are shown
with red arrows are false and would not define the same
surface.
For the correct definition of junctions between a ramp and
trunk road, you must use the tool Junctions' located in the
vertical design menu, which uses the border line or
intersection between the two platforms, as a emitter entity of
vertical alignments and superelevations.
3.7.5- Other lines, symbols, labels and probes
As an extra feature to the previously described utilities, we offer the possibility of using the 'longitudinal'
space to create, modify and/or delete the lines, labels and symbols that you wish to enter. Use all the
available editing tools to your own taste (line, symbols editor, etc.); when you decide that the given data
should form a part of your vertical alignment design click on the suitable option, which will unfold a list of
options to help you set the information (so that it forms a part of the vertical alignment design environment)
or unload it otherwise.
All this information may be displayed in the drawing of the Longitudinal Profile, and the user should consult
the specific chapter Drawings, Ground Plan and Profiles
[OTHER LINES] drops down the options:
[Save Lines] This saves the OTHER LINES, associating them to the
axis, so that when you save the .vol or .ras they are stored in these files (as the
data of OTHER AXES).
When you load or recover an axis that has OTHER LINES associated to it,
these are uploaded automatically on the vertical alignment screen.
The option [Delete Lines] eliminates the association between the lines and
the axis (although the lines do remain drawn on the screen). To eliminate the
association completely you should save the .ras or .vol
ISPOL 9 LINEAR WORKS
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Probe data
[Load .sdo] This loads a probe file and projects these
over the longitudinal. With this you may perform a
geological interpretation and draw the different
horizons. In order to be able to use this information
later, you must use Save Lines so that they remain
linked to the drawing plan of the current vertical
alignment (and of course later you will have to save the
.vol or .-ras file), so they can be drawn then with the
longitudinal profile.
[Delete Probes] This unloads the information of the
probes.
Remember that the information obtained is not situated on the same plane as the axis, given that it has
been projected.
If you wish to obtain a greater approximation to the real geological - geotechnical situation, make use of
the option to represent other surfaces available in the working environment.
To do this you may generate a triangle-based model for each of the lithological horizons and specify the
necessary parameters in the ground transverse profile extraction menu so that they cut several surfaces,
as you saw in the corresponding section.
3.7.6- The procedures for the loading and storing of definition data
On certain occasions, the vertical alignment definition data for another feature of the same axis (for
example a road ditch) are similar to the initial ones. The same situation can also be produced between
axes that represent different road alignment alternatives.
Another frequently expressed need is to save different definition states, with the aim of keeping a historical
record, so that you may recover a definition, send the data by e-mail, etc.
Remember that all the definition data of possible vertical alignments to be defined are stored in the .ras
file, as well as the elements of the additional design, for example the other axes, crossing points, etc.
If you click on the option [FILES] located in the side menu, it opens up a window of utilities which can be
used for these requirements.
[Save .ras]
This enables you to write a file with the *.ras extension that contains the
definition of the current axis vertical alignment, to save the current test or to
create a *.vol definition with this vertical design at another time.
[Load .ras]
This loads a *.ras file with vertical alignment data. The loaded data
substitutes the existing one (maintaining the superelevations, the roadway
widths and all the section or vertical design data).
The program will check if the number of the *.ras file axis coincides with the
current axis, if not the user is requested to give confirmation.
When loading a *.ras file, if the number of the axis that it contains is different from the current one, you
will be offered two options:
Switch axis
Import the data in the current axis.
[Add] This loads a .ras file but does not substitute all the current data with it, instead adding it in a
queue to the current ones, without carrying out any checks on the KPs that may be overlapping and
without performing any type of transition. It works on all the possible longitudinal profiles: right, left, right
and left road ditch, median and auxiliary.
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[Insert] This inserts the data of a right vertical alignment (read from a .ras file) into the current left or right
vertical alignment according to its KPs, allowing a transition at the beginning and at the end with the
existing vertical alignments by using two transition curves.
You may also place a single crest or sag curve if its length is greater or equal to half of the foreseen
transition. In other words, if the vertex (the intersection of the vertical alignments) is placed between 1/4
and 3/4 of the transition area. In this case, the length of the curve is calculated taking advantage of the
available space, placing the entry or exit tangent at the initial or final point of the transition and ensuring
that the entire curve is located within this.
[Load1] This enables you to extract any of the possible definitions (right, left,
road ditches,) from a .ras file and load them in the current axis substituting the
existing vertical alignment (which can be any of the possible ones)
The axis number of the data that is to be loaded is not taken into consideration,
enabling you to therefore copy definitions between axes, which can be very useful
when several axes represent different alternatives.
[Insert1] This works the same way as Insert, but here you can choose the
origin and destination of the data as well as the length of the transition.
NOTE Use meaningful file names to be able to quickly identify the data that is to be loaded.
Another very useful piece of advice is to save the existing information before performing
these operations: this way the recovery of the previous data will be fast and simple.
Loading an ASCII file with KP data and heights
[Load .pkz]. This enables you to load the data found in a .pkz file as the
current vertical alignment. Remember that the option generate .pkz took the
ground data to generate the file.
This simple ASCII or text type file (therefore editable and able to be generated
by any application) has two columns which describe the KP and height for each
of the rows, as you can see in the illustration.
3.7.6.1- Parameters used in the insertion of vertical alignments
The transition lengths requested by ISTRAM (40 m by
default) are used to create a smooth connection between
the existing vertical alignment and the one that is inserted.
To connect two vertical alignments of the same gradient
you may use two transition curves that take the length of
the curve as a definition parameter.
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3 - CROSS SECTION, LAND PROFILES AND VERTICAL ALIGNMENT PAGE: 49 / 54
3.7.6.2- Importation of vertical alignments defined with other applications
[IMPORT] This unfolds the following submenu:
[Clip (alz)]. Enables the interactive importation of a Clip (*.alz) vertical
alignment file. A .ras file is generated in the process, and is subsequently loaded.
[Inroads (txt)] Importation of reports from the Inroads program.
[H (EXIT)]. This enables the interactive importation of an exit file from the H
application (*.sal). In the process, several .RAS files are generated (one for each
axis that is found) whose names will be Name_n.RAS (being Name the text
supplied by the user and n the order number of the axis). Once the importation
has been carried out, the file Name_1.RAS is loaded.
[MDT (ras)] Importation of vertical alignments from the program MDT.
[MX-ROAD (prn)] Importation of vertical alignments from the program MX-ROAD.
[PROTOPO] Importation of vertical alignments from the program PROTOPO. The converter accepts .txt,
.prn or .ver files.
IMPORTANT:
The importation utilities are based on the independent converters (ClipRas.exe, INRAS.exe, Hras.exe and
MXras.exe MDTras.exe), which have to be in the UTILITIES directory (indicated in the library)
The applications that are considered by ISTRAM to be used in the importation processes of data evolve as
time goes on. Therefore, to guarantee a correct functioning, check that the version of these is the latest
one available (in STATUS INFO you will be informed of the ISTRAM edition and the correct or incorrect
version of the utilities).
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PAGE: 50 / 54 3 - CROSS SECTION, LAND PROFILES AND VERTICAL ALIGNMENT
3.8- Regulations and standards, vertical design tables
In a similar way to the system offered for the ground plan design, the vertical design tables consist of files
that specify a series of parameters and data tables that allow the user to comply with the geometrical
standards applicable to each project. The vertical design table is associated to each axis from the ground
plan menu (as well as the ground plan design table).
These files or elevation tables have the extension .dia and are editable with any text editor. Its composition
is described in the following pages. At the moment we have a table available for Spain and another for
Portugal.
When you click on the option [N], the data described in the table is
used to suggest the user the most suitable value for the
parameters of each curve, depending on its KV or its L length.
Furthermore, they are used to analyse an existing definition and
inform of the existing deviations with the minimum established
geometrics. When you click on [DESIGN], it opens up a window
with the following options:
[Norm Review] This carries out the
checks on the vertical alignment design
table (*.dia) defined for the current
axis. It displays the possible errors on the
screen and generates a report called
normaalz.res.
[normaalz.res] This displays the
normaalz.res, report (which contains the
same information which was issued on the
screen) in the text editor.
ISPOL 9 LINEAR WORKS
3 - CROSS SECTION, LAND PROFILES AND VERTICAL ALIGNMENT PAGE: 51 / 54
1.- Driver - vehicle - obstacle on the roadway - perception time data
# TADISALZ
####################################################################################
#file: elevation_05.dia : date 2005 review on #
#----------------------------------------------------------------------------------#
# TYPE: .dia : TABLE AND FORM FOR THE DESIGNING OF ELEVATION AXIS #
# CONTENT : Motorways and Roads C-100 C-80 c-60 C-40 #
# REGULATION : 3.1-IC April 99 #
# DATE CREATED : Jan 2005 (review on) #
#----------------------------------------------------------------------------------#
# Do not use for values outside the indicated area . #
####################################################################################
# ISTRAM Review
# --- -------------------
REV 803
####################################################################################
# DESIGN PARAMETERS FOR THE CALCULATION OF KVs #
# Key Value Description #
# ----- ---------- ---------------------------------------------------------------#
ALZ_H1 1.10 m : HEIGHT OF THE DRIVERS VIEW #
ALZ_H2 0.20 m : HEIGHT OF THE OBJECT SITUATED ON THE ROAD #
ALZ_HF 0.75 m : HEIGHT OF THE VEHICLES HEADLIGHTS #
ALZ_ALF 1.0 gra : ANGLE OF THE RAY OF LIGHT OF GREATEST GRADIENT, WITH REGARDS TO VEHICLE LONG. AXIS #
ALZ_Tp 2. s : PERCEPTIONN TIME #
ALZ_dV 20. Km/h: Increase of speed to calculate the required values #
ALZ_RKV 1. : Final rounding off for the Kv calculation #
ALZ_RL 5. : Final rounding off for the length calculation #
ALZ_ALC 200. m : THE RANGE OF THE VEHICLES HEADLIGHTS #
####################################################################################
2.- Speed data table Kv parameter, stopping and overtaking distances
If the option TA0U is activated, this data will take part together with those described in an analytical way
when it comes to obtaining the minimum value of the parameters and control values.
The explanation of the data that it contains is written in the actual table.
####################################################################################
# TA0 : SPEED/PARAMETER K/DISTANCES TO BE APPLIED IN THE STUDY #
# (It is not correct to interpolate data in this table) #
#--------------------------------------------------------------------------------- #
TA0U 1 : 1->Do not use the table to calculate the KV 0->Do not use #
#----------------------------------------------------------------------------------#
# -----------CURVES ---------- #
# -- DISTANCES -- -- CONVEX --- --- CONCAVE -- CONVEX #
# Vp Stop Overtaking minimum admissib minimum admissib Fl Overtaking #
# --- ------- -------- ------- ------- ------- ------- ----- -------------- #
TA0 10 6 100 9 134 31 307 0.492 1136 (1) #
TA0 15 10 100 23 206 71 427 0.482 1136 (1) #
TA0 20 14 100 47 303 130 568 0.472 1136 (1) #
TA0 25 19 100 82 431 209 732 0.462 1136 (1) #
# ---- ------- ------- -------- ------- ------- ------- ----- -------------- #
TA0 30 25 100 134 598 307 921 0.452 1136 #
TA0 35 30 150 206 812 427 1134 0.442 2557 #
TA0 40 37 200 303 1085 568 1374 0.432 4545 #
TA0 45 44 250 431 1428 732 1643 0.422 7102 #
TA0 50 52 300 598 1857 921 1941 0.411 10227 #
TA0 55 60 350 812 2390 1134 2271 0.401 13920 #
TA0 60 70 400 1085 3050 1374 2636 0.390 18182 #
# ---- ------- ------- -------- ------- ------- ------- ----- -------------- #
TA0 65 80 425 1428 3813 1643 3015 0.380 20526 #
TA0 70 91 450 1857 4728 1941 3425 0.369 23011 #
TA0 75 103 475 2390 5822 2271 3869 0.359 25639 #
TA0 80 117 500 3050 7125 2636 4348 0.348 28409 #
TA0 85 131 525 3813 8671 3015 4865 0.341 31321 #
TA0 90 145 550 4728 10500 3425 5422 0.334 34375 #
TA0 95 161 575 5822 12688 3869 6029 0.327 37571 #
TA0 100 179 600 7125 15276 4348 6685 0.320 40909 #
TA0 105 197 625 8671 18280 4865 7381 0.313 44389 #
TA0 110 217 650 10500 21806 5422 8129 0.306 48011 #
TA0 115 238 675 12688 25939 6029 8935 0.299 51776 #
TA0 120 261 700 15276 30780 6685 9801 0.291 55682 #
TA0 125 286 725 18280 36445 7381 10732 0.284 59730 #
TA0 130 312 750 21806 43072 8129 11735 0.277 63920 #
TA0 135 341 775 25939 50824 8935 12816 0.270 68253 #
TA0 140 371 800 30780 59892 9801 13981 0.263 72727 #
# ---- ------- ------- -------- ------- ------- ------- ----- -------------- #
TA0 145 404 800 36445 69065 10732 15072 0.256 72727 (1) #
TA0 150 439 800 43072 79358 11735 16215 0.249 72727 (1) #
TA0 155 477 800 50824 91221 12816 17444 0.242 72727 (1) #
TA0 160 518 800 59892 104827 13981 18759 0.235 72727 (1) #
# ---- ------- ------- -------- ------- ------- ------- ----- -------------- #
# 165 556 69065 15072 0.231 (2) #
# 170 596 79358 16215 0.227 (2) #
# 175 639 91221 17444 0.222 (2) #
# 180 685 104827 18759 0.218 (2) #
#----------------------------------------------------------------------------------#
# (1) In this range of speeds the REGULATION does not offer Overtaking Distances #
# (2) Data to calculate the admissible KV (desirable) , extrapolated . #
#----------------------------------------------------------------------------------#
# STOPPING DISTANCE: Dp = (V * Tp/3.6) + (V*V / (254*(Fl + i)) ) #
# In the table i=0 has been used (slope of the vertical alignment in x one) #
#----------------------------------------------------------------------------------#
# ADMISSIBLE VALUES (desirables): calculated with an increase of v = + 20 Km/h #
#----------------------------------------------------------------------------------#
# CONCAVE CURVE: Kv= (Dp*Dp) / ( 2 * ( HF - H2 + Dp*Tg(ALF)) ) #
# CONVEX CURVE: KV= (Dp*Dp) / ( 2 * (sqrt(H1) + sqrt(H2))^2 ) #
#----------------------------------------------------------------------------------#
# CURVE FOR OVERTAKING : Only for Convex Curves and Single Roadways #
# The Overtaking distance is used and is substituted in the formula #
# H2 of the obstacle by 1.1 #
####################################################################################
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PAGE: 52 / 54 3 - CROSS SECTION, LAND PROFILES AND VERTICAL ALIGNMENT
3.-Analytical formulas for the obtainment of control values
Each one of the values described in the table can be obtained analytically according to the formulas
associated to each one of these. If you wish for these to take part in the minimum choice you must activate
its use. This way, you can have very demanding table data and compare it with that obtained analytically.
The formulas used are the same as the state regulations which have been consulted.
####################################################################################
# KA0 : MINIMUM CURVES (A. LONG) : According to the FORMULAS : #
#----------------------------------------------------------------------------------#
# CONCAVE CURVE: Kv= (Dp*Dp) / ( 2 * ( HF - H2 + Dp*Tg(ALF)) ) #
# CONVEX CURVES: KV= (Dp*Dp) / ( 2 * (sqrt(H1) + sqrt(H2))^2 ) #
# Being Dp = (V * Tp/3.6) + (V*V / (254*(Fl + i)) ) #
# Taking Fl from the table according to the speed and making i=0 (according to regulation) #
#----------------------------------------------------------------------------------#
KA0U 1 : 0-> Do not use these formulas 1-> Use these formulas #
####################################################################################
# KA1 : MINIMUM CURVES (A.SHORT) : Checking of LENGTH L >= KA1 * Vp #
#----------------------------------------------------------------------------------#
# If the length of the curve is less than KA1 * V, the KV is increased until it #
# complies with this value: KV = L / A = KA1 * Vp/ A being: #
# KA1: a configurable coefficient, according to Spanish regulations 1.00 #
# A: Absolute value of the difference of gradient, so much [x] times one #
# Vp: speed of Project #
#----------------------------------------------------------------------------------#
KA1U 1 : 0-> Do not use these formulas 1-> Use these formulas #
KA1 1.00 : 1.00 according to Spanish regulations #
####################################################################################
# KA2 : MINIMUM CURVES /A. SHORT) : Checking of LENGTH > Dp (AASHTO Standard) #
# (Not use in the Spanish Regulations)
#----------------------------------------------------------------------------------#
# If the length of the curve is less than Dp, the formulas for the short curves #
# will be used: #
# CONCAVE CURVE: KV= 2*Dp/A + (2 * ( HF - H2 + Dp*Tg(ALF)) ) / (A*A) #
# CONVEX CURVES: KV= 2*Dp/A + (2 * (sqrt(H1) + sqrt(H2))^2 ) / (A*A) #
# Being: #
# A: The absolute value of the difference of gradients, in so much [x] times one #
#----------------------------------------------------------------------------------#
KA2U 0 : 0-> Do not use these formulas 1-> Use these formulas #
####################################################################################
# NOTE : If activating the two calculation methods of the short curves #
# simultaneously, KA1 and KA2, in the areas where both values are calculated #
# for the KV, the greater of the two will be taken to determine the minimum KV #
####################################################################################
4.- Other non tabulated control values
This last part describes values that cannot be tabulated and which are to be applied to control the gradient
of the vertical alignments, the minimum and maximum lengths of a vertical alignment, etc.
####################################################################################
# TABLES FOR THE CHECKING OF OTHER ELEVATION LIMITATIONS #
####################################################################################
# TA1 : MAXIMUM RAMPS AND GRADIENTS FOR SEPARATED ROADWAYS #
#----------------------------------------------------------------------------------#
# Vp RAMP (%) GRADIENT (%) #
# --- -------- --------- #
TA1 120 4 5 #
TA1 100 4 5 #
TA1 80 5 6 #
####################################################################################
# TA2 : MAXIMUM RAMPS AND GRADIENTS AND EXCEPTIONALS FOR SINGLE ROADWAYS #
#----------------------------------------------------------------------------------#
# Vp RAMP/GRADIENT (%) EXCEPTIONAL (%) #
# --- ------------------ -------------- #
TA2 120 4 5 #
TA2 100 4 5 #
TA2 80 5 7 #
TA2 60 6 8 #
TA2 40 7 10 #
####################################################################################
# OTHER DESIGN PARAMETERS FOR THE CHECKING OF THE ROADWAY ALIGNMENT #
#----------------------------------------------------------------------------------#
# Key Value Description #
# -------- --------- --------------------------------------------------------#
# GRADIENTS #
ALZ_Pmin 0.5 % : Minimum Gradient #
ALZ_Pmin_exc 0.2 % : Exceptional Minimum Gradient #
ALZ_Min_MaxP 0.5 % : Minimum value of the Maximum Gradient line (Ras+Per)#
# LENGTHS BETWEEN VERTICES #
ALZ_Lmax_Pmax 3000. m : Maximum Length on the maximum permitted gradient #
ALZ_Lmax_Pmay 3000. m : Maximum Length on the greatest gradient used #
ALZ_Lmin_t 10. s : Minimum Length in time #
ALZ_Lmin 111. m : Minimum Length (10 s at 40 Km/h) #
####################################################################################
##################
END OF FILE
##################
ISPOL 9 LINEAR WORKS
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3.9- Warnings and advice
As we have already explained, all the data used in the definition of the different vertical alignments (left,
right, road ditches...) as well as the supporting information (Other axes, other longitudinal profiles...) is
stored in the .vol file of each of the axes. The name of the file used for each axis is saved in the .pol file.
Follow the advice described below; it has been presented with the aim of avoiding the loss of data and
also to optimise the organisation of your project and avoid the accumulation of data files that may clutter
the working directory:
Do not use intermediate storage files (.ras ) unless it is absolutely necessary.
If you do decide to use them, use names that are meaningful, so that the organisation of the files
is not chaotic. You can also store them in a special folder, to which you can go to if required.
When you are about to load an external file, check if the existing data has been conveniently
stored, since there is no turning back. The data loading processes substitutes the existing data
and if it belongs to another different axis (even though the user will be informed when this
happens), it constitutes a change of axis.
Before starting to define any data, define the name that the .vol file is going to have and carry out
a first data save, using the disk icon. This way the .pol file or 'project manager' will already know
from here on that your axis number # has saved the data in the file 'name#.vol'. Hence, every
time you click on save or the disk icon you will record the data in the suitable file.
Difference between transverse and longitudinal profiles
Bear in mind that the longitudinal information is only used as a reference: the calculation of the vertical
cross section is performed using the ground transverse profiles and therefore there may be differences
between what you believe is being calculated and what is really calculated, (as it displays one type of
longitudinal information and calculates with another similar one)
Be careful with the projected data
The elements shown in the working environment (other longitudinal profiles, other axes, etc.) are projected
or intersected against the working plan of the current axis. You must remember that the natural ground
may change considerably just a few meters from the axis (especially on hillside road alignments) or that
the final height of the edge of the roadway may differ from the axis height due to the posterior application
of the superelevations.
The calculated section depends on the ground stretches and the definition of the vertical alignment
When you calculate the project section, you must remember that data is only calculated at the points
where ground exists, even if there is a structure. The initial and final KPs of the defined vertical alignment
are extrapolated if necessary to cover the whole calculated area.
There is always a trick to generate definition data
By using the options that are offered in the vertical alignment design side menu and the extra options such
as draw line, project line, generate lon, etc. which are offered in other sections of the application, it is
possible to achieve quick vertical alignment definitions that enable you to analyse and/or compare vertical
alignments.
The insert options, over ground, raise or move the vertical alignment are complemented with the specific
snap mode offered for the mouse, in such a way that the data can be defined exactly.
LINEAR WORKS ISPOL 9
PAGE: 54 / 54 3 - CROSS SECTION, LAND PROFILES AND VERTICAL ALIGNMENT
LINEAR WORKS
4
ELEVATION, PLATFORM AND CROSS SECTION
h
The information contained in this document is the exclusive property of Buhodra Ingeniera S.A., and is protected by
national and international intellectual property laws.
The reproduction or alteration of any text or image is expressly prohibited. Printing is permitted exclusively for personal
or corporate use; duplication for training activities not authorised in writing is prohibited.
This training and explanatory material may be altered without prior notification.
Although this documentation undergoes ongoing revision, there is no guarantee that the data tables, specimen files and
other specifications displayed on screen exactly match those reproduced in this document when the program is used.
Any consequences of using this material, or by extension the programs accompanying it, are the responsibility of the
user.
LINEAR WORKS
1 01 Introduction and General Aspects
2 02 Axis Design in Ground Plan, Setting out and Drawing
3 03 Elevation, Land Profiles and Grade Lines
4 04 Elevation, Platform and Cross Section
05 Elevation, Advanced Project Calculation
06 Complex Calculations, Crossings and Junctions
07 Drawing Ground Plan and Profiles
08 Project Reports
09 Widening and Improvement Projects
10 Railway Design
11 Drainage and Distribution, Pipes
12 Project Tracking and Monitoring
http://www.istram.net Buhodra Ingeniera S.A.
ISPOL 9 LINEAR WORKS
INDEX
INDEX
4 - ELEVATION, PLATFORM AND CROSS SECTION PAGE: 1 / 134
4 ELEVATION, PLATFORM AND CROSS SECTION
4.1- SECTION DESIGN. INTRODUCTION...................................................................................... 3
4.1.1- Working environment, menus and submenus ....................................................... 5
4.1.2- Storage of graphic information ............................................................................... 7
4.1.3- Management of definition data, *.vol files .............................................................. 7
4.1.4- Side menu for section submenus ........................................................................... 10
4.1.4.1- Multi-window working environment ........................................................................ 13
4.2- PLATFORM DESIGN........................................................................................................... 16
4.2.1- Widths of main and auxiliary roadways.................................................................. 16
4.2.2- Main carriageway superelevations.......................................................................... 21
4.2.3- Tilt axes ..................................................................................................................... 37
4.2.4- Eccentricity and central reservation....................................................................... 38
4.2.5- Selected ground and overwork ............................................................................... 42
4.2.6- Fill Drainings............................................................................................................. 48
4.2.7- Pavement Composition............................................................................................ 55
4.2.8- Footway ..................................................................................................................... 62
4.2.9- Expropriation margins.............................................................................................. 64
4.3- DESIGN OF SECTIONS ....................................................................................................... 65
4.3.1- Geometry of the subgrade ....................................................................................... 66
4.3.2- Independent Subgrade line...................................................................................... 71
4.3.3- Cut.............................................................................................................................. 72
4.3.3.1- Control of the section and start of the ditch .......................................................... 73
4.3.3.2- Hard shoulder of road surface excavation ............................................................. 74
4.3.3.3- Gutter......................................................................................................................... 75
4.3.3.4- Geometries of levelled areas on soil and on rock ................................................. 78
4.3.3.5- Wall ............................................................................................................................ 85
4.3.4- Fill .............................................................................................................................. 87
4.3.4.1- Berm on fill ................................................................................................................ 88
4.3.4.2- Fill slopes .................................................................................................................. 89
4.3.4.3- Walls on Fill............................................................................................................... 93
4.3.5- Vectors of fixed geometry........................................................................................ 96
4.3.5.1- Fixed platform........................................................................................................... 96
4.3.5.2- Fixed measurement and ditch of median ............................................................... 97
4.3.5.3- Cut on inadequate ground....................................................................................... 97
4.4- TUNNEL AND CUT-AND-COVER TUNNEL.............................................................................. 98
4.4.1- Definition and application of the section type tunnel cut-and-cover tunnel .... 98
4.4.2- Definition of analytical and vectorial tunnels......................................................... 100
4.4.2.1- Analytical definition.................................................................................................. 102
4.4.2.2- Vectorial definition ................................................................................................... 109
4.4.3- Section of cut-and-cover tunnel .............................................................................. 111
4.5- AREAS OF CALCULATION.................................................................................................. 113
4.5.1- Geotechnic associated with the calculation areas ................................................ 114
4.5.2- Independent probes.................................................................................................. 117
4.5.3- Sections defined by their values of level differences............................................ 117
4.5.4- Sectioning of independent sections independent to the calculation area .......... 118
4.6- OTHER ELEMENTS OF THE SECTION................................................................................... 119
4.6.1- Crowning of the levelled area.................................................................................. 119
4.6.2- Guard ditch................................................................................................................ 120
4.6.3- Clearing shoulder ..................................................................................................... 121
4.6.4- Coating of fill............................................................................................................. 123
4.6.5- Structures.................................................................................................................. 126
4.7- CALCULATE, DRAW AND ANALYSE RESULTS, INTRODUCTION.............................................. 129
4.7.1- Options for configuring with the calculations........................................................ 129
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INDEX
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4.7.2- Calculation of areas and volumes........................................................................... 131
4.8- TECHNICAL ANNEX AXIS ON ISPOL................................................................................... 132
4.8.1- Surfaces and codes of the cross-section............................................................... 132
4.8.2- Names and extensions of files used by ISTRAM................................................... 133
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4.1- Section design. Introduction
In the previous chapters, the tools which make definition of the axis 3D geometry possible were described.
What remains for completing the definition of the regular road or highway is the definition of the lanes, the
ditches, and remaining data that forms the surface area that will be moved over the previously designed
axis (ground plan and vertical alignment).
Generation of cross sectional ground profiles on the 2D points defined in the ground plan axis geometry is
used in an especially critical way during the final design stage and calculation of the cross-section, since
as we shall see at the time, only project profiles on those points where a land profile exists are calculated.
Range of concepts described in this chapter
This chapter describes each and every one of the elements that take part in the definition of the cross
sectional surface area of the project. With the exception of the final, more educational part, the information
is organized so that it makes up a true reference guide, which can be consulted whenever you wish to find
out about and understand the possible variants of each one of the elements that appear in the Section
dialog box.
The descriptions of the advanced calculations are grouped together in other, subsequent chapters, in
which we will analyse the connections between axes (junctions and/or crossroads), the project
management (concerning a group of axes) and the usage of tools, utilities and accessories that can
generate and enrichen the graphic outputs or analyse and make use of the calculated data (for example,
studies on visibility).
Participating elements in the Vertical Design or cross-section
If we consider the definition of the ground plan axes as stage 1, and the design of the vertical alignment as
stage 2 (which provides the Z coordinate), then this third phase represents the third dimension of the
linear element.
Defined here, among other things, is the
connection that exists between the surface
of the platform or vertical alignment and
the subgrade, complete with other section
elements like the selected ground layers,
or the definition of each of the elements of
the roadbed.
The defined surface must be integrated,
constructively speaking, with the ground,
defining and then applying the cut & fill
side slopes.
The remaining final step includes definition of the KP intervals, where each one of the defined elements is
applied, and then proceed with the final calculation, observation of the results and therefore validate the
definition.
The design elements may also be organised according to their purpose:
Constant parameters for the whole project and for the whole axis, with factors to consider such as
ground bulking in the calculation of the earthworks balance.
Variables defined in tables with data changing along the axis. The value for a piece of data in a
KP is given, different to others in subsequent KPs. Between each two pieces of data the system
interpolates linearly. This is the case with superelevation tables, road widths, etc.
Data which defines a behaviour that occurs in certain places or stretches of the axis and which
are defined only once. This is the case for the relation between thickness and geometry between
the vertical alignment and subgrade or the inclination of the slopes.
It is also applicable to railway, canal or pipe projects.
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Storage of design information
At this point, you should probably know about the archive system that ISTRAM uses to store the
information associated with a linear works project, however, there is no harm in going back to remember
some of its properties.
Remember that all the vertical design or cross-section information is stored (together with the vertical
alignment) in files with *.vol extension. For each axis, information about the name and associated file is
stored in the *.pol project file. Consider the convenience of storing different alternatives in different files
with an easily identifiable name, as well as saving to them whenever necessary or on completion of a
certain data input.
The program checks whether some of the *.vol data has been modified and the file has not been saved
in the following options:
Change of axis in the SECTION menu.
Change of axis in the VERTICAL ALIGNMENT
menu.
Longitudinal profile drawing.
Entering REPORTS from VERTICAL DESIGN.
Entering the COMPLETE menu.
Entering PROJECT from SECTION.
Loading a *.vol file.
Clicking an axis from SECTION.
Entering SETTING OUT & PROFILE from
VERTICAL DESIGN.
Should any piece of data be modified while GROUND PLAN[OPTIONS] Confirm exit from
SECTION is checked, the program will request confirmation, as with these menus/options it is possible to
lose the modified data.
Surface and code system
As we will explain soon enough, ISTRAM organises the geometric information of the section according to
a system of surfaces and codes. Occasionally, the user can choose some of the codes in order to specify
constructive parameters that make personalised calculations possible.
Furthermore, it is probable for this information to be used later on, placing a certain symbol in a position
referring to a code or obtaining a polyline that represents an element (for example the bottom of the ditch).
Organisation of the subjects that this chapter describes
The educational composition groups the information into 5 general areas, enabling the user to confront the
working environment in a progressive way. These are:
Working environment, main dialog box and fixed lateral menu.
Platform design, fixed or static parametric data.
Definition of model sections, dynamic data that depends on the terrain.
Application of the areas in which each one of the model sections is used.
Exploration of the results, 3D ground plan drawing.
We recommend to previously read, in detail, the chapter Introduction and general aspects as well as
those previous to the present one, without which some of the functions associated to section calculation
cannot be understood.
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How to get more information
For organisational reasons, examples and other related documents are found in the download area of our
webpage: www.istram.net in which, it is possible to obtain the most up-to-date versions of each and
every one of the chapters that make up the manual.
NOTE: For reasons of compatibility and concept (vertical design has been associated with calculation of
the section for a long time), references are kept in this manual to "calculation of vertical design" when in
reality we are talking about a calculation of the axis cross-section.
Vertical design should be understood as the collection of data that defines the vertical alignment and the
cross-section, vertical design being considered in this manual, for storage purposes, as the group of both
data areas.
4.1.1- Working environment, menus and submenus
The tab system enables you to easily browse through the design stages of every linear element, also
providing an understanding of the work model. Access to the dialog boxes for vertical alignment and
section definition (platform, model section, calculation areas) is carried out by clicking on the respective
tabs.
The description of all the elements offered by ISTRAM
graphic system works in the SECTION environment in the following way: all the new
information generated during the session for vertical definition of an axis (either by the program, drawing a
3D ground plan, or by the user, drawing lines or symbols) is stored in the model associated with the axis
number.
This information may be deleted (with the [delet] button that is available in the SECTION menu) at any
time, as long as none of the following circumstances occur.
A change of axis.
A drawing of a 3D ground plan, of transversal or
longitudinal profiles and/or road marks.
Another section calculation.
Change of environment: when moving to profile
edition, to the complete menu, to the topographic
menu or setting out and profiles.
Insertion of new information (an .edm, .dxf
importation...).
Application of some of the tools: link, cut, add ramp
and add line.
Running [SAVE TEMP] (from the blocks dropdown)
which will make the new graphic data permanent.
If you need to delete information and some of the previous events have occurred, the
activation/deactivation of models may be used and a manual deletion may then be carried out.
4.1.3- Management of definition data, *.vol files
As we know already, all the vertical alignment, platform and model section definition data is stored with
some other data in files with a *.vol extension, whose link with the axis number is maintained and stored
in the *.pol file.
Now we will explain the operation of the data storage system in depth, showing, if that is the case, the
elements of the dialog box that may be associated with it. The main elements of the system may be
broken down into:
Management of the project data and their associated *.pol file.
Change of working environment, load and/or data loss.
Selection of active axis, automatic load of the associated data.
Data setup.
Three ways of saving information.
Storage of the links between the axes numbers and the *.vol data files.
Data load or recovery.
Renumeration of the current axis.
AXIS 1 MODEL 1
CURRENT AXIS
MODEL 2
MODEL N
AXIS 2
AXIS N
CURRENT MODEL
CURRENT MODEL
CHANGE AXIS
DRAW
EXIT SECTION
DELETE
DELETE
....
LOAD EDM
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Management of the project data and of their associated .POL file
Next to PROJECT you will find a restricted field which describes the name of the *.pol file on which we
are currently working. Next to that, an editable field enables a title to be assigned to the current project,
which will be used in the reports generated by the application.
The [New], [Save] and [Load] buttons allow initialization (or emptying) of all the data related to the project,
and save-load the information stored the *.pol files.
Remember that the *.pol project files store some general
parameters about project behaviour and, in particular, the
names of the files associated with it: the ground plan axis file
.cej and the files that define vertical alignment and ground
profiles (*.vol and *.per respectively) for each axis.
You may familiarise yourself with the system for loading project
files and examine the data managed by them by pressing
MENUS AND OPTIONS[Project]
The [New] option displays a window on screen, warning the user of the possibility of losing unsaved
information. Equally, the option for loading data overwrites all previous data.
Change of working environment, load and/or loss of data
Depending on the options configured, pressing the tab from the [VERT.ALIN] or [SECTION] work area
(and viceversa) may imply a loss of data.
Check the configuration options, since you may activate systems to optimally control data loading and
storage functions, advising the user that in those situations there may be a risk of losing or overwriting
data.
Selection of active axis, automatic loading of associated data
Indirect data selection may be carried out by typing in its number, AXIS:[ ] or by clicking on the graphic
display, previously pressing on [Click Axis] and then on any point of the polyline that describes the
ground plan axis.
Either way, on choosing an axis, the *.per and *.vol files associated with the axis, which are defined in
the project file *.pol, will be loaded.
The associated *.vol file will be
displayed (provided it has been declared
in the project data table, in a field located
next to the [Information], [New] buttons)
Disp num. (Display axis number)
If it is activated, the axes on screen will be labelled with their name, enabling you to easily identify them.
Also, in projects with crossroads, the axes of the transition curves will be represented, as well as the
occupied sector. The axes involved and the side of the transition curve will also be labelled.
Data initialisation
The [New] option deletes all the currently defined data, although it keeps (if it existed previously) the name
of the linked *.vol file, therefore special care must be taken at the time of saving the data, changing the
name of the file if necessary (since it will overwrite the previous file otherwise).
When we switch to a new axis, or right after initialising the data, depending on the type of project and on
some parameters, some data will remain defined according to its default value, like for example the road
PROJECT
HZ.DESIGN
VERT.DESIG
SECTION
ISPOL.POL
ISPOL.CEJ
ISPOL#.VOL
GROUND PERF#.PER
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4 - ELEVATION, PLATFORM AND CROSS SECTION PAGE: 9 / 134
widths, the roadbed thicknesses, etc... Check the configuration options stored in the ground plan and
vertical design files (of extension *.dip and *.dia).
Remember that the vertical alignment data is also stored in the *.vol file. Therefore, a deletion of data
will also affect that area of data, meaning a possible loss of vital information.
Three ways of saving information
Lets suppose that we are going to define data again (or we have pressed the option [New]). To save data
the first time we must provide a name to the system, which we may do by pressing the [Save] button
located on the side menu.
ISTRAM
displays the file selector and enables you to write the chosen name (or you may also use some
of the names of the files located in the current working folder).
From now on, it will be much easier to press the [Save] key located
in the pop up section window (second method).
The name of the file is always visible in the reserved field
On pressing the disk icon, the data saving will be performed (this would be the third way), and the *.pol
file will be updated with the link between the axis number and the *.vol file too.
Storage of the links between axis numbers and .vol data files
As long as we do not quit the working environment (understood as vertical alignment and section) the links
between axes and *.vol/*.per files (of the natural ground) will be kept in memory.
In order for this information to be accessible in later work sessions, the [Save] button on the top of the
dialog box should be pressed on.
We can also press the disk icon, which, as we have already said, carries out a double save: it saves the
*.vol file of the activated axis and the *.pol file with all its associations. Consult the chapter entitled
Vertical alignment, advanced calculation of the project if you want to find out all the names of the files
stored and managed by the *.pol project file.
Please remember that all the data should be stored in the current folder, although in future versions this
philosophy may change.
Loading or recovering data
If the data had previously been stored in a *.vol file, we may recover or load the data in two different
ways. One consists on pressing the [Load] button of the side menu, which makes ISTRAM
(since it knows the linked file) will automatically load the files *.vol and *.per (of the ground).
Bear in mind that in any of these two situations, depending on the active security configuration, previous
data will be lost if it has not been saved.
Renumber the current axis
On running this operation, all the section data will be copied to the destination axis, this becoming the new
active axis. The data will still be available in memory and you will have to decide whether to save them
with the axis name (if it existed) or save it with another name, using the [Save] button of the side menu.
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4.1.4- Side menu for section submenus
On entering into some of the data input menus (model section, widths,
superelevations) on SECTION, a dialog box where you may insert the data and a
side menu will be displayed. The side menu carries out two clearly differentiated
functions:
Enables display of the resultant transversal section of the definition data.
Interacts with the data input window, (for example, the [start] button will
empty the current data list).
Obtains information of the current axis and of any cartographic entity
(mass-haul diagrams, high and low points, KP-distance)
Transversal section display window
The projected section is represented in this window, displaying the surface lines and the codes of each
one of the characteristic points (roadways, hard shoulder edges, ditches, etc.) Two marks represent the
position of the ground plan axis and the geometric axis.
Pressing the [X] button, the window closes. It may be re-opened using the [Sec] option from the vertical
menu.
If they exist, the associated symbols will also be shown, whether because the program creates them
automatically as in the case for railways (rails, sleepers) or because they were created by the user (a
part of the section definition exists in which the user may specify that a certain symbol must be inserted in
an interval of KPs)
The upper left corner shows: the KP, the type of
section shown (simulated or real) and the stretch
division applied.
For example, T4 <ST1> C2 D6 means that (from
left to right) the type 4 fill, type 1 roadbed model
section, type 2 ditch and type 6 cut are being
applied.
In the window where the profile is shown, the mouse and the zoom keys may be used in the same way as
in the other graphic windows of the program.
[V/H 1.00] (visual ratio of scales).
Allows the ratio of vertical/horizontal scales of the section window to be modified, so that some details are
more exaggerated and easily identified.
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[Sec] [Real Sec] (section, real section).
Both options open a graphic window and display the transversal section taking into
consideration the existing data in the current KP. The [KP] button enables selection
of the KP to be viewed.
The window shows the KP, the superelevation and the model section used.
The difference between these two options lies in the fact that [Real Sec] shows the
ground as it is defined in the associated *.per file, displaying in real time how our
design is going to be in the end.
For the real section to be displayed, the profiles in RAM are required to be activated
in the dropdown menu STATUS[options].
In the case of real section, if the KP required is not found in the ground profiles,
calculation is carried out with the interpolated profile.
ISTRAM
option selects the files with *.dar extension (volume calculation or area definition tables)
that the program uses for each type of project by default. They are:
ISPOL3.DAR Specifically for roads, highways and railways
ISPOL6T.DAR/ISPOL6T2.DAR Specifically for piping projects
The calculation tables ISPOL6T.dar and ISPOL6T2.dar are automatically used by the system in certain
situations. Check the epigraph calculation of areas and volumes later in this chapter.
The [USER] option activates the field located on its right so, clicking on it, you may load the file you want
(which might well be a customised *.dar table) from those in the system libraries.
[Renumber]
Associates the current SECTION data to another axis number, enabling all the information to be
copied from one axis to another.
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[Save]
Saves the data which is being edited to the *.vol file that appears in the restricted field <file *.vol>.
Equivalent to the SAVE option of Windows systems.
[Calculation]
With this option the current axis is calculated, and the ISPOLn.per solution file is generated (n being the
number of the axis) as well as several *.res report files.
On calculating the section, the program checks that in each KP the X, Y and azimuth declared in each
ground profile coincides with those of the calculated ground plan axis.
If this is not so, a warning will be displayed and the current stretch calculation will be stopped.
This check may be prevented in the drop-down menu STATUS[PROFILE OPT] Check
X,Y,Azimuth.
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4.2- Platform design
This chapter is dedicated to the definition of the main road widths, the laws of superelevations, the
positioning of the tilt axes, definition of auxiliary roadways, eccentricity and median in case of a double
platform.
You may fill in each one of these data tables using a dialog box which supports either manual or automatic
insertion of specific data along the axis, or the use of predefined behaviour tables.
It should be borne in mind that between two consecutive KPs in which the data may have a different
value, that data is made to vary linearly. If necessary the given data is extrapolated for the whole section of
calculation, even where only a single piece of data exists.
When an abrupt change to the width of a roadway is needed because of a branch coming off at that point,
we recommend providing two consecutive pieces of data, one for each width value, separated a small
distance in KP (for example 0.1m).
With few exceptions the data of these tables should be provided in growing KPs.
4.2.1- Widths of main and auxiliary roadways
This menu enables definition of the widths law for the main
roadways to be carried out.
In the graphic display a menu appears in which widths on the
right and left of the main roadways or semi-roadways and
the corresponding KPs can be manually inserted.
Normally the WIDTH 1 value should be filled in, keeping the
WIDTH 2 value for the excess widths that the program
inserts automatically for acceleration and deceleration lanes
on junctions.
axis <0>
When excess widths appear on a certain stretch, created by a speed change lane, the value that appears
in this column is the number of the branch axis that enters or exits from the current axis and which
provoked that excess width.
Although any of the values displayed on screen can be modified directly, for the [Add], [Repeat] and
[Delete] options, the current piece of data is considered to be the first piece of information that appears in
the top of the table, which can be moved around using the vertical slider that appears on the left of each
data table. The widths table admits up to 12,500 pieces of information.
ISPOL 9 LINEAR WORKS
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[Add I] [Add D]
[Repeat I] [Repeat D]
[Delete I] [Delete D]
Using these keys we can fill in and correct the data table.
[Add] Enables a new piece of information to be added following the already defined data.
[Repeat] Copies the current data (the first on the list).
[Delete] Deletes the current data (the first on the list).
[Save] [Load]
Generates or recovers a law of widths file with *.anc extension.
The partial section tables, like this one for widths (*.anc extension in this case), may be saved into a
particular file, but it is not necessary unless a partial solution is required to be conserved.
The *.vol file contains all the vertical design, and it is that content the one that ISTRAM
uses in the
calculations and the one saved and loaded into the *.vol files.
[Automatic]
Creates the widths law automatically as a function of some base widths and the length of the model
vehicle (which will be requested), determining the excess widths necessary in the curves, considering their
radius. The transitions are carried out on the clothoids.
If a width of zero (0) is defined for one of the roadways, the roadway will not exist and excess widths will
only be calculated on the other one. The excess widths are nullified, keeping the nominal widths, if a
length of 0 is defined for the model vehicle.
[Table]
Enables the excess widths law to be calculated using one of the tables (*.tsa) from the library, where
excess widths are associated to radii and defined where the transition to the excess widths should be
carried out. The user may create and modify as many excess width tables as needed.
For example, the exterior.tsa table allows application of the excess widths only for the external side
of the curve.
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The most current table for Spanish regulations for roads is sobreanc3.tsa.
Example: Excess width table Sobreanc3.tsa
# EXCESS WIDTH TABLE
# For radius >= that the first piece of information
# excess width is applied of the first piece of information.
# for second piece of information and following interpolated
# the value of the excess width into the table.
# This table simulates the formula:
# Excess width = ((a*a)/2)/R, for a=9.
# y R <= 250.
# Excess width of(m) For Radius(m)
# ------ ------- ----------
S-r 0.000 250.1
S-r 0.162 250.
S-r 0.180 225.
S-r 0.202 200.
S-r 0.213 190.
S-r 0.225 180.
S-r 0.238 170.
S-r 0.253 160.
S-r 0.270 150.
S-r 0.289 140.
S-r 0.311 130.
S-r 0.337 120.
S-r 0.368 110.
S-r 0.405 100.
S-r 0.426 95.
S-r 0.450 90.
S-r 0.476 85.
S-r 0.506 80.
S-r 0.540 75.
S-r 0.578 70.
S-r 0.623 65.
S-r 0.675 60.
S-r 0.736 55.
S-r 0.810 50.
S-r 0.900 45.
S-r 1.012 40.
S-r 1.157 35.
S-r 1.350 30.
S-r 1.620 25.
S-r 2.025 20.
S-r 2.700 15.
S-r 4.050 10.
S-r 4.050 0.
# Interpolation and round up (0.01=hundredths)
# ------ ----
Inter 0.01 annotate not interpolate
# maximum excess width in curve
# ------ ----
Maxp 4.050
# minimum longitude of straight curve transition ( or curve-curve)
# without clothoid. Fraction in straight line
# (or curve of less excess width)
# If it does not enter use 1/3 of available space
# long = L0r + L1r * excess width_cur + L2r * source_square(excess width_cur)
# ------ ---- ---- -----
Rmtr 00.0 0.0 40.0
# minimum length of straight clothoid
# without clothoid. Fraction in curve
# (or in greater excess width curve)
# Of does not enter use 1/3 of the available space
# long = L0c + L1c * excess width_cur + L2r * source_square(excess width_cur)
# ------ ---- ---- ------
Cmtr 00.0 0.0 0.0
# Review the length of excess width transition in the case of
# short clothoid gives the transition have a length
# minimum de Rmtr+Cmtr
Ltcc
# OBLIGATORY STOP THE TABLE WITH (END)
# ------
END
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[by Lines] (widths defined by lines).
Enables to define as a width law any line selected graphically on screen.
This enables adaptation of the width to available space in road widening and improvement projects or in
urban road alignments. This option also allows insertion of an increase on the resulting distance.
The widths by lines option will also ask you:
YES->widths NO->Width+Excess width?
If you answer YES, the program assigns all the width value on the WIDTH 1 and makes WIDTH 2 = 0.
If you answer NO, it will ask you a value for the base width and then:
If the calculated width is greater than the base width WIDTH 1=base_width and WIDTH 2=
width base_width
If the calculated width is less than the base width WIDTH_1=width and WIDTH 2= 0.
[B] (deletes excess widths by axis).
This option deletes all the WIDTH2 induced by a certain axis that joins or exits from the current one and
compresses the information.
If the option eje=0 is pressed, the program deletes WIDTH2s created manually or by options such as
widths by line.
Select KP:[Numeric / Click]
The data of a kilometric point should be provided in the default mode, clicking on the numeric box and
typing in the value.
Pressing the [Numeric] button, the [Click] mode is engaged. In this mode, after activating the box with the
value to change, it will not require you to type in the value of the KP, but to go to the drawing on the
cartography and to click graphically on the point at which the information is required.
The projection of the clicked point over the axis determines the KP to put in the box. If the next button is in
[Exact profile] mode, the particular KP is rounded up to the value of the closest ground profile; if (pressing
it) it is switched to [Interpolated] mode, the KP obtained is the one of the graphically clicked point, which
will usually be fractional.
Auxiliary roadways
ISTRAM
enables the design of up to 8 auxiliary roadways with independent and different width and
superelevation laws.
These roadways are numbered W1 to W4 on both sides, left and right.
Roadway number W1 exists only in dual carriageways, as it is an internal roadway, therefore it is necessary
to define it in this case with some non-void width value. Its data will be ignored in the case of a single
carriageway road.
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Roadway number W2, is the external auxiliary roadway closest to the main highway (hard shoulder) and it
is necessary to always define it with a non-zero width value.
Definition is made giving values to the widths and superelevations of the different auxiliary roadways in
different points of the axis. If one piece of information varies within two consecutive points, a lineal
variation will be assumed between those points. If necessary, the data is extrapolated, in such a way that a
single piece of data is enough.
If a roadway has the same superelevation as the previous roadway, it is not necessary to copy the
superelevation law, just put its width and a 0 into the corresponding box of the MAXIMUM DIFF.(%)
section of the menu.
In the graphical window, the program displays width values A and transversal gradients P for each one of
the 8 roadways on the current data point. With options [+] [Info] [-], we can place ourselves on any other
piece of information, created with options [Add], [Repeat], or [Delete].
Stp (step).
It is possible to create a vertical step between the main road and the hard shoulder A2. The height of the
step is inserted under the slope of hard shoulder 2: W2/G2/Stp. At the bottom of the step (point
underneath or above the code 2 roadway edge) code 10 is placed.
[Automatic]
Creates 1 piece of information, with width values of 1 metre for the A1 roadways and 1.5 metres for the A2
roadways.
The law used to define the auxiliary roadways may be saved and recovered with [Save] [Load] in files with
*.aux extension.
Aspect and limitation of transversal gradients
MAXIMUM DIFF.(%) (maximum difference in the percentage)
This table enables definition of the maximum permissible difference between transversal gradients of
contiguous roadways.
Particularly, if the maximum permissible value between roadways is 0, the one with less priority will always
appear as a extension of the other one, sharing its law of superelevations.
CORRECTION MODE [IN EXTENSION / BREAK]
[IN EXTENSION]
If an auxiliary roadway exceeds the permissible difference in its superelevation, it is made into an
extension to the previous one.
[BREAK]
If the permissible value is exceeded, in this case, it is defined as having a difference of superelevation
equal to the maximum allowed.
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With respect to the LIMITS FOR TRANSVERSAL GRADIENTS, a possibility of skipping the limitations
imposed by transversal gradients and concavity exists, checking for each piece of information the
corresponding checkbox NO MaxDiff. In practice, it means do not pay attention to values in the fields
of maximum differences.
This option enables the user to alter the generic behaviour of the auxiliary roadways in any specific area.
[CONCAVE / NOT CONCAVE]
[NOT CONCAVE]
Prevents a roadway from making a concave angle with the previous one, and, if detected, defines it as an
extension.
[A2 by Line]
Simultaneously calculates the widths of the first external hard shoulder A2 from the layout lines that
represent its edge.
The option requests you to select lines for the right and left widths, a distance to add/substract to/from
each one of the sides, a maximum width to be considered, an equidistance to create a piece of data for
each multiple of that value needed, and whether you wish to compensate for the eccentricity value.
The option creates a table of widths and the rest of the data (widths of other auxiliary roadways and
superelevations) is copied from the first piece of information.
If dealing with a dual carriageway the width of the internal hard shoulder should be considered, taking the
data for this one from the first line.
As:
A2= distance (line-axis) - eccentricity median_semiwidth -
internal_hard_shoulder width_of_carriageway.
All the data that is involved in the calculation should be predefined.
[A2 by Table]
Allows automatic widening determination for the hard shoulder A2, using a widening table.
The width values of the other auxiliary roads and gradients are copied from data piece number 1.
4.2.2- Main carriageway superelevations
This menu enables interactive definition of the superelevation law for the main carriageways.
The definition may be carried out manually or automatically. The automatic definition makes use of design
tables that the user may create and/or modify.
The maximum number of superelevation data for each axis is 12500.
The values that define the superelevation law may be edited from the menu that appears on the graphic
display and, even if all the data that appears on the screen may be modified directly, we will denominate
current data to that appearing on the top of the screen, for the purposes of the options [Add], [Repeat]
and [Delete] as well as the data copying [L <= R] and [L => R]
These are some of the options that the dialog box offers:
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[Save] [Load]
The superelevation definition law may be saved and recovered in files with *.prl extension.
[Insert]
Inserts the content of a superelevation law contained in a *.prl file, substituting in the table currently
being defined the stretch of data defined in the superelevation law file.
This can be used for inserting those values automatically deduced in the area of the junction with another
axis, into the superelevation law of a branch (JUNCTION menu).
[Other Axis]
This option enables definition of the superelevations on a stretch of an axis, in such a way that the lateral
extension of its platform reaches the height of the other axis vertical alignment.
This option is operational only when the heights of the vertical alignments of the current axis and the
reference axis are applied on their respective layout axes (roads).
[Show/Hide]
Enables displaying of the superelevations diagram, being able to adjust the visible section in KP's and the
scale. On insertion of a value of superelevation or KP, the graphic display is centred on the KP of the piece
of data inserted.
[L*R*] [L*R*]
Enables you to copy all the superelevation data of the left carriageway to the right one, and all the data on
the right to the left, respectively.
These options may prove useful for unidirectional branches, on those which require the hard shoulder of
the side without a main carriageway to be situated in extension of the other roadway in straight areas
avoiding the crown.
[by Line] (widths determined by line)
Used for roads. Using this option, the superelevation is assigned automatically so that the platform is
supported on the vertices of the selected line. If the same line is also used for the [Widths by Lines]
option, then the outer edge of the roadway will coincide with the line both on layout and height.
Transition
The superelevation transitions can be carried out in three ways:
[Linear]
PX = PA + (PB-PA)(X/L)
[Parabolic]
PX = PA + (PB-PA)(3-2X/L)(X/L)(X/L)
Given:
PX: Superelevation on a transition point.(KP)
PA: Initial superelevation (KP_A)
PB: Last superelevation (KP_B)
X: Distance to the start of the transition (KP - KP_A)
L: Length of the transition (KP_B - KP_A)
[Parabolic 2]
This transition matches the parabolic transition on the inner side of the curve. But on the external side of
the curve it breaks up into two parabolas, one from the superelevation value down to zero, and the other
one from zero up to the crown value.
We then have:
PX = PA + (PB-PA)(3-2X/L)(X/L)(X/L) on the inner side of the curve.
And for the external side:
From PA down to P0 (superelevation 0)
PX = PA + (P0-PA)1/2(3-X/L)(X/L)(X/L)
PX: Superelevation on a transition point. (KP)
PA: Initial superelevation (KP_A)
P0: Zero superelevation (KP_0)
X : Distance to the start of the transition (KP - KP_A)
L : Length of the transition (KP_0 - KP_A)
And from P0 up to PB:
PX = PB + (P0-PB)1/2(3-X/L)(X/L)(X/L)
PX: Superelevation on a transition point.. (KP)
PB: Final superelevation (KP_A)
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P0: Zero superelevation (KP_0)
X : Distance to the end of the transition (KP_B - KP)
L : Length of the transition (KP_B - KP_0)
For S-shaped curves the equations of the external side are applied.
Superelevation Diagram [SHOW / HIDE]
Pressing this option opens a window up that shows the superelevation laws graphically, accompanied by a
curvature diagram.
KPs
When this box is checked, the KPs of the layout singular points will be displayed.
The numeric table is bound to the graphic diagram, so that when navigating through one of them, the KP
of the current data is linked with the central KP of the diagram.
The superelevations law is a sequence of KPs and transversal slopes in percentages. For railways the
superelevations are given in millimetres.
The sign criterion can be seen on the model shown in the graphic window when pressing the [Model]
option: positive on both carriageways for curves to the right and negative in both curves on the left.
Agreement [Classic / International]
With this option you may switch between classical mode or international mode for the superelevation signs
agreement.
The international agreement considers values for the carriageway or right or left side:
Positive value (+) if the edge is higher than the axis.
Negative value (-) if the edge is lower than the axis.
This option is Saved/Loaded in the configuration file ispol.cfg.
This option corresponds to the following menus:
Superelevation definition menu.
Superelevation labelling in [Setting out and Profiles][Labelling].
Section displaying window [Sec].
Other Data window (height of the axis. KP, mass haul diagram) from the profile editor.
Drawing of cross sections and longitudinal profiles.
Reports (cpun, psing, KPdis, ctref,...)
Changing the agreement does not affect the data stored in .vol.
When changing the agreement, only the way in which the user views the data changes, not the geometry.
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This way, the camber will carry a positive sign for the right carriageway and negative for the left one.
In RR, the superelevation sign shows the rail that rises, since the low rail is always kept at the height
defined in the vertical alignment. It is the exterior rail which rises in the curves.
The superelevation transitions are carried out during the curve transitions. If the axis layout is outside of
regulations because clothoids of low parameter were applied, or because they were eliminated, it is
advisable to carefully check the automatic superelevation calculations in case there is a badly-solved
superelevation transition.
[Auto Table]
The system requests a design table that collects the properties with which you want to calculate the value
of the superelevation along the axis being designed. The superelevation design tables are ASCII files
which are located in the libraries (lib subdirectory) and have a *.tpe extension. The user may create
new tables or modify existing ones.
If a superelevations table has been defined in the [GENERAL] tab, this option uses that table directly.
The *.tpe files must adhere to a format similar to the one in this example, which we will now explain:
All the lines must start with the # character if they are a remark.
The lines with significant data start with a key word such as the one in the example.
The superelevation-radius table (superelevation for radius greater than or equal to) starts with P-
r. Two numbers follow on each line, which must be given in descending radius values.
The first piece of data in this table shows that above that radius no superelevation will be applied,
but camber If curves of large radius are not wished to have camber just declare it as a radius of
unattainable value (90000 for example).
The maximum number of data for the table of superelevations is 5000.
The rest of the parameters may be provided in any order you wish, and you may omit (or remark
with #) as many as you want.
It is compulsory to close the file with the END keyword. Lines following END are ignored.
The calculation is adapted to the prescriptions of the Highway Instructions 3.1-IC in its successive
versions and modifications. The user may generate as many calculations tables as wished, copying and
modifying this example for different requirements, placing them into the lib directory under the name
*.tpe.
The one called IS#02.tpe corresponds to the 1993 draft of regulations for highways.
AuC10097.tpe and C8C6C497.tpe correspond to the April 1997 revision.
The other tables in the library according to the rule 3.1.- I.C are: AC10_07a.TPE for Group I highways and
C8C6C49N.TPE for Group II highways.
Other tables are appliable in Chile, Mexico, Portugal, Poland, Romania, others on railways...
ISTRAM
line marks, only the steps with a given slope T and a width A. The layered will
come up to the point of the foot of the embankment, attempting to take it to the surface (drainage).
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The closure can alsow be executed like those that are defined for types 1 and 2. For this, we should use
the data C (Slope of the closure) and Type (Type of closure [0 / 1 / 2 / 3 / 4]).
Previously, the layer of draining material of thickness D is added, following the line of excavation of the
resulting layerings. In the volume determination, according to the ISPOL3.dar it is measured in the
following way
The excavation necessary for the scaling of the embankment, that is, the volume between the base lines
66 and that of layered scaling 87.
The layer of draining material, between the lines of layer 89 and scaling layer 87.
The scaling, up to the ceiling of the draining layer.
Two particular cases can be given within
type 0. In the first of them, layering (A =
0) does not exist and the line of reference
would be the same line of suitable terrain
66 of base of the embankment (P = 0). In
this case, the thickness of the draining
layer D could be greater than that of
inadequate ground or vegetation
Also, the circumstance can arise in which
there is no layering (A = 0) and the depth
of the reference line matches the thickness
(P = D) of the draining layer. In this case,
the drainant layer is supported on the
reference line and its ceiling will be line 66
of suitable terrain.
The depth values P and the thickness of the draining layer D can vary between the initial KP and the final
one of the section.
Embankment scaling where the height of the embankment is less than the particular value
Type=0 scaling can be defined with width of step A=0, noting in the H box the maximum height of the
embankment from which scaling is not carried out, But annotating this value with a negative symbol H the
foot of the embankment is then scaled until the height is H or the whole width of the embankment is less
than H.
Scaling using layers of equal thickness (type 1)
The choice of machinery has various parameters. The parameter of the minimum width Amin comes
conditioned for the width of the excavation machinery, so that layer thicknesses are for the spreader
machinery. There exists a value M of the global gradient of the ground in the profile band that determines
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execution of the stepped layers. If the gradient exceeds this value limit M, the excavation of the stepped
layers will be carried out.
This excavation starts from the foot of the embankment, with a slope C given until cutting line 66 of the
suitable ground (base of levelled area).
In accordance with thickness E of the layers, a certain number of them will be able to be extended in order
to construct the step. In the figure, the corresponding thickness to the layers exceeds base line 66.
1. The first layer will be extended and will arrive at the cut of the base line of the fill with the second.
2. Checking that the resulting width A is greater than the minimum tolerable width A
mn
. On the other
hand, the minium width is excavated and executed according to the procedure mentioned
previously.
The closure with the foot of the embankment can also be configured so that it operates like types 0 or 2.
Scaling using maximum and minimum steps (tipo 2)
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Again, Amin is the minimum width per step. Besides, we have a maximum Emax step in this case and a
minimum step Emin.
A draining layer may also be included on the embankment scaling type 2.
M (%) (gradient of the terrain).
It is a limiting factor for which reason the stepping is carried out from the moment in which the gradient of
the terrain exceeds that particular value M (%), as the stepping is not carried out in areas that the gradient
is underneath.
The gradient is analysed only at the beginning of an ascending or descending section of the land profile.
On the other hand, the line of reference for the layered is positioned at depth P.
M (%)
If the verification box is checked, the program prevents
stepping in areas with less gradient to that indicated
even if these areas are placed on an ascending or
descending section of the land profile.
For the first step a different width can be defined with
value A1.
The design of this type of step starts with a minimum
width Amn or A1, having a slope T until cutting the
reference line.
The height reached is compared to the dimensions of
the minimum step Emin and the maximum step Emax
.
Closure of the excavation finally made on the vertical of
the foot of the embankment, with a C slope, but can
also be configured like types 0 or 1.
If this height is less than the minimum step Emin, the minimum width will be exceeded until managing to
execute the minimum step.
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If its value is found between the minimum
steps Emin and maximum Emax it is
executed in accordance with the height
reached.
Finally, if the resultant height is greater
than the maximum step Emax, we
execute the minimum width Amin and we
build a preliminary step with the value
Emax, continuing then with a new
minimum height
Scaling with references to TC, TI or TCp
The References [TC] / [TI] / [TCp] are applicable to scaling types 0 and 2:
[TC]. (suitable terrain)
Is the default option.
[TI]. (inadequate terrain)
The land ceiling is taken as a reference of the inadequate terrain for generating the scaling. Underneath
this scaling inadequate terrain does not need lifting.
In the measurements of the table ISPOL3.dar:
Inadequate terrain is not considered inadequate if it remains below the line of scaling.
The measurement of excavation of scaling is still only considered underneath suitable terrain, as is
the scaling embankment. Above suitable terrain the excavation will be measured with the
INADEQUATE and the fill with the EMBANKMENT.
When a embankment scaling with reference is defined on the surface of inadequate ground, the
performance in levelled areas is modified. The line of scaling is completed (87) for the line of
overexcavation (107) or subgrade (68), or for that of inadequate ground (105) where it is lower than those
ones. So, underneath the platform the inadequate terrain of line 87 is not lifted.
[TCp]. (suitable ground plus a depth)
Measures the depth of scaling, as well as the TC, from the suitable ground, but with the following
difference:
With TC: It is scaled when the subgrade or overexcavation is underneath the suitable ground line.
With TCp: It is scaled when the subgrade or overexcavation is underneath suitable ground and up
to depth p. (It is considered as a embankment while the subgrade is above the depth p, that is,
areas with levelled areas of depth less than p). In the event that there are Roadwidening and
Improvement projects the reference TCp must NOT be used on defining the embankment scaling
and type 2 is recommended to be used.
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Scaling of embankment and vector levelled area on inadequate ground
The levelled area on inadequate terrain is compatible with the embankment scaling.
Serves for any type of scaling (0,1,2) but a CLOSURE TYPE 1 can be used. Then, the embankment slope
goes down to the line of suitable terrain (L66) and from that point 2 lines will be born:
The first one towards the exterior is the levelled area vector on inadequate ground that goes up to
cut the surface of the terrain (L104).
The second one towards the interior is the line of excavation of scaling (L8).
Closures of scaling type 3 and 4
They are similar to type 2, but instead of taking the starting point as the vertical to the foot of the
embankment to the depth of the scaling; the starting point for scaling is found on the extension of the foot
of the embankment, following its slope up to the scaling horizon.
The closure of type 4 is similar to type 3, except for the Fill line (86), which instead of going from the foot of
the embankment through the surface of the ground towards the end of the scaling; keeps going down with
the embankment slope until cutting the bottom of the scaling and then accompanying this line until the end.
The Measuring of the Embankment then does not include the part that would fill the planting ground up to
the surface, that is, measure from the suitable ground upwards within the embankment slope.
The measuring of Embankment_of_scaling measures all the scaling excavation (underneath the
suitable ground) and the quantity that remains outside the extension of the embankment slope.
This part is measured separately in case it is filled with different material up to the surface and outside of
the embankment slope.
In the table ISPOL3.dar it is modified for the SCALINGS with CLOSURE TYPE 4:
The EMBANKMENT_OF_SCALING is measured up to the extension of the Embankment slope.
A EXTERIOR_SANEO measurement is added: FILL: Fills the hole of excavation of scaling outside of
the embankment slope and up to natural terrain.
Borders and scaling of two types in the same profile
[BORDER]
In the EMBANKMENT SCALING menu, a border line on the ground plan can be selected.
The scalings can be carried out only on one side of the line or on both sides:
[BOTH/LEFT/RIGHT]
Two scalings in the same KP can coexist (equal or concealed sections) one of them on the left of the line
and the other on the right.
For example, in the event that the road is split, a embankment appears supported partially on another
existing one, the supported part on the terrain with a type of scaling and the part supported on the existing
embankment with another type may be scaled, selecting the foot of the existing embankment as the border
line.
If scaling is defined for one side of a border, a distance to the line of the border can also be indicated.
If two scalings are defined in a same area p.e:
Right side of the border + 2. metres
Left side of the border - 2. metres
The remaining area through the middle is scaled with a single horizontal section to the lowest height of the
two lateral scalings.
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Scalings and areas of occupancy and expropriation
When a EMBANKMENT SCALING exists with Type 2 closure (it is started further from the foot of the
embankment). The following lists and drawings are modified in order to examine the true areas of
occupancy:
1. Generated from the Diagram of Masses option:
1) List dmas.res: right width and left width.
2) List desbr.res: longitude and areas embankment clearing.
2. Generated from the ground plan drawing that includes the edge marking (*B*.lil):
1) List areas.res: Coordinates of the edges of the areas reached.
2) IS#zonas.rep: For reframing of the edges.
3) Drawing of the edge marking of occupancy.
3. From the ground plan drawing which includes transversal lines (*T*.lil):
1) The transversal line of the section is extended now through the fill line.
When a EMBANKMENT SCALING exists with a Type 2, 3 or 4 closure (it is started further from the foot of
the embankment), the margin of expropriation is measured from this new point.
4.2.7- Pavement Composition
This menu allows definition of roadbeds and their application to a wholly calculated axis.
Each section allows a maximum of thirty components whose geometry is defined from a series of
parameters that we will analyse later.
Furthermore, the maximum number of different sections of road surfaces is increased to 200.
In order to generate the roadbed of an axis, the geometry of the platform and subgrade is used which is
collected for this axis in the ISPOLn.per file resulting from the axis calculation in the SECTION menu, (the
capping layer, selected soil or overexcavation, that in all these cases are named apart).
The elevation and platform axis and calculations must therefore be completely defined, before generated
the roadbed.
The start and finish KP of the subsection of roadsurfaces must reach the required area (not extrapolated)
so that generation of the road beds works properly.
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This breaking down of the road surface results in a list (firmen.res) of measurements broken down and
a file of profiles ISFIRn.per with the geometry broken down of the roadbeds fro each axis.
This file is independent of the corresponding ISPOLn.per file, if one can be joined to the other in a
subsequent operation of profile editing [Mixing].
If it is for road widening and improvements, the generation of the roadbeds must be done before the
improvement operation, because because the latter modifies the subgrade in order to adapt it to the
existing road surface and the subgrade, modified in this way, would generate deformed roadbeds. The
operations of joining and truncation of platforms that alter the technical theoretic content of the
ISPOLn.per have similar consideration.
The adaptation of the road surface to these platform modifications is made in a single operation with
recalculation of the roadbed, present in that menu and in that of SECTION.
On pressing on the option [Sect.] of the vertical menu the surface 67 is also drawn (grade line) so that it
can be visually seen if the FILLS are going to exist.
For any road surface section, visualisation with any section type and on any KP can be chosen
with the vertical menu options.
On change of section of road surfaces or modification of the initial KP of the current section in the display
window of the section, the section of road surface on the initial KP of application of this secion will be
shown, with the section type that corresponds to it according to the data of the Areas of Calculation.
When the option [PAVEMENT COMPOSIT.] is pressed, the application offers a dialog box where we may
define the geometry for the different roadbeds and section by KPs where each one of them is applied.
Lets take a look in detail at each one ofthe areas of the menu:
The lower area of the menu allows insertion of the values that define the thicknesses of each layer and
their use with respect to the subgrade.
Parameters to define for the road surfaces
DATA
1 / 1
Allows application, or not, of a certain component of the current piece of information. The number
accompanying the verification box shows the number of the layer.
When, along an axis, there are several sections of road surface to apply, and some of them have less
components, these must be left in the same order, declaring with those that are not applied.
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The scaler accumulates totals in accordance with its sequential number, not its name; so if a section has
Natural Ballast (1), Intermediate Layer (2) and surface layer (3) and on the other section (engineering
structure) ballast is not applied nor is intermediate layer, these places 1 and 2 must be left with keeping
the surface layer 3 in place so they can all be totalled correctly.
DATA SECTIN 1 SECTIN 2
1 Natural Ballast Natural Ballast
2 Intermed. Layer Intermed. Layer
3 Surface layer Surface layer
LAYER [C1]
Allows a name to be assigned for identification of the component from the list of measurements.
By way of example some possible names are given on the model which is shown on the gaphic display on
entering this menu: R, I, BB, RA, ZN, ZA, SC, GC,... etc.
It is a single word without spaces that does not have more than 10 characters.
TYPE
This option controls how the layer is prepared with respect to the gradient or subgrade. Five types of
provision exist:
[XT_SRF..]. Extension surface: Parallel to the grade line. Default option. Gradient equal to the
grade line, which is extended under the verges.
[XT_INT.].Extension intermediate: Intermediate gradient between the grade line and subgrade,
which is extended under the verges. This can only be employed for subparallel ridges.
[XT_SUB..].Extension subgrade: Parallel to the subgrade. Gradient equal to that of the subgrade,
which is extended under the verges.
[BK_SRF..].Break surface: Parallel to the grade line, accompanying the possible breakdown of
the verges.
[BK_SUB.].Break subgrade: Parallel to the subgrade, accompanying any possible abrupt
changes of the verges.
LEFT Z [0.000]
RIGHT Z [0.000]
Minimum vertical distance from the subgrade, to the surface of the layer. If it is a section of double
roadway, it will differ to that of the left and right side so that they can be made different.
DENSI. [0.000] (density)
Allows a density to be defined for each layer of road surface.
On the header of the menu the option List Tonnes appear. If this option is activated in the
summary of measurements, the TONNES appears with this value, (the densities are taken on the first
section of the road surfaces).
LEFT
In this area the widths and the slope of closure on the left of the axis are defined for each layer of widths.
Ext. S [0.000] (exterior slope)
Lateral slope of closure from the layer through the outer side.
Ext. W [0.000] (exterior width)
Excess width of the layer measured from the outer edge of the main roadway and with positive values
outwards.
It can also be measured with respect to the outer edge of some of the shoulders, adding 1000 x the
number of the verge to the distance.
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So, for example, if we want to extend a layer by up to 15cm after the edge of the first outer verge we put
Ext. W [1000.15], or, if we want to reach 20cm after the edge of the second outer verge we put A.ext
[2000.2], etc...
This outer width can also be given from the code 1, putting 9000+width_outer.
References of the following type are also admitted:
Ext W [-1000.25]. Indicates 0.25m inwards from the edge of the first verge (code 11).
Ext W [-2000.20]. Indicates 0.20m inwards from the edge of the second verge (code 12).
Ext.W [-3000.15]. Indicates 0.15m inwards from the edge of the third code 13).
Int W [-1000.25]. Indicates 0.25m towards the main road from the edge of the inner verge (code -11).
If the verge which is referenced does not exist, go to the previous verge.
A transition can be made between two sections of road surface, on those which a layer is referred to a
verge and on the other section is referred to the edge of the roadway or to another verge.
Int. S [0.000] (Interior slope)
In the case of a single carriageway this does not have any significance for a centred layer. But on a layer
that is extended over a verge with a falling slope, outwards and inwards, here the lateral slope of inward
closure is introduced.
In the case of a dual carriageway it is also the lateral slope of closure of the layer, on the side of the
central reservation.
Int. W [0.000] (Interior width)
In the case of a single carriageway there can only be negative values for displacement of a layer
completely outwards with inwardly falling slope.
In the case of dual carriageway it is the excess width of the layer, measured from the white inner band and
with positive values towards the central reservation and negative ones towards the outside. If the distance
is required with respect to the edge of the inner verge we add 1000 to the distance asked for. In summary
of all the casuistry possible in the references for excess widthsthe following table is attached:
Code Aext Aint
Interior edge of verge of the
central reservation
-11. +-
8000
+-
1000
Interior edge of the main roadway 1. +-
9000
+-0
Exterior edge of the main roadway 2.
+-0
+-
9000
Exterior edge of the first verge 11. +-
1000
+-
8000
Exterior edge of the second verge 12. +-
2000
+-
7000
Exterior edge of the third verge 13. +-
3000
+-
6000
RIGHT
Ext. S [0.000] (Exterior slope)
Ext. W [0.000] (Exterior width)
Int. S [0.000] (Interior slope)
Int S [0.000] (Interior slope)
The same considerations as for the left side. When any layer of roadbed protrudes laterally through the
geometry of the grade line it is truncated by it, otherwise areas remain which are measured as filled. The
four width boxes and slopes are declared fro the right and left side independently.
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Other options of the pavement composition menu
Str.KP [0.0000] (Start KP)
KP from which the current section of road surface is applied.
End KP [0.0000] (End KP)
KP up to which the current section of road surface is applied.
End Sec.[0] (end section)
Number of the end section. If a value different to 0 is given, on the section understood to be between the
initial KP and the last KP, a transition is made between the current section of road surface and the one
whose number we annotate in this box.
SECTION NAME: [ ] (name of section)
Allows a name to be given to the current section that will appear on the lists.
[Model]
Makes a redrawing of the help drawing.
[Generate P.C.] (generates pavement composition)
Has the same importance as option [Generate P. C.] of the SECTION menu. Applies this definition,
calculates and generates lists (firmen.res and Fin.res) and the profiles file (ISFIRn.per). The
measurements are carried out using the ISFIR.dar table, if the component names defined here are
respected.
Each ISFIRn.per uses the corresponding ISPOLn.per file in its generation.
[Recalculate P.C.] (recalculates pavement composition)
Has the same importance as the option [Recal P. C] of the SECTION menu. Compares the file
ISFIRn.per with ISPOLn.per, correcting the geometry of the first one if it finds modifications of the
subgrade or truncation on the edges of the secion, recalculates and generates the aforementioned lists.
List Filling
Allows activation or deactivation of the appearance on lists and profiles of the aforementioned fill
componente.
For calculation of the fills it is not necessary for a measurement named ROADSURFACE to exist in the
ISPOLn.per, the program recalculates the total value, measuring the area between surfaces 67 and 68.
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From the whole possible surface road surfaces, the program considers filling the areas between lines 68
and 67 that have not been defined.
List Tonnes.
If this option is activated on the measurements summary the TONNES column appears with this value.
(Defined densities are taken on the first section of road surfaces).
As the list of tonnes is active, the measurements are not printed or accumulated for those layers with
density of 0 or volume of 0.
On the firmetot.res list, also printed are the tonnes on the adjoined summary of volumes.
List Irrigations.
This option can be activated for each axis. If the lists firmeN.res is activated, they contain the total
spraying for each layer of road surface.
In the list firmetot.res the total spraying for each layer of the whole project appears, although the
option has not been activated on any of its axes.
[Save Model] [Load Model]
These options have a similar meaning to [Save M] [Load M] that appears in the SECTION menu, but
instead of saving the ISPOLn.per files in this case the ISFIRn.per are saved which contain the road
surface layers, copying them onto another series of files named NNn.per in order to protect them from
rewriting by other previous calculations. NN is the base name that we give and n is the axis number, as
always.
Likewise the file where the names of the saved roadbed files are saved is called NN.mpf.
Careful on making this save, as the name is different for the series of ISPOLn.per files than for these
ISFIRn.per files.
[Save1] [Load1]
Allows saving and loading of the current roadsurface section in the independent file of extension *.1pf,
which makes it possible to generate road surface libraries that can be re-used.
[Save] [Load]
Allows saving and recovering of the collection of defined sections into a single file named *.pfm, along
with the sections of the application. When loading, the current definition of roadbeds and their sectioning is
substituted by the reading.
[1-10...] [11-20...] [21-30...] (number of layers)
Allows insertion of information for the new layers.
On roads with a single lane of zero width the theoretic superelevation is extracted from that side, that is,
fromt he value in the table.
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Scheme for generation of geometry of the roadbeds
Each component of the roadbeds is calculated using the previous ones as they are constructed.
The height is taken in order to give the elevation that the ridge has or the minimum point of
thickness of the roadbed.
A line is drawn (parallel to the grade line, at the subgrade half way between the two) that passes
throught calculated point.
Its A ext is added to the width of the main roadway (white exterior line) and from that point a
straight grade line is drawn T until it cuts the subgrade. The widths can be negative and then it is
narrower than the roadway.
The analogue process on the side of the central reservation is done if this is the case.
The same thing is done on the left side.
A theoretic element is designed here that comes up as far as the subgrade.
The geometry is discounted (the space occupied already in the section) for the previous objects
(the 1 and 2 for element 3).
In this way there is a new component that can stand out over the previous ones for the right edge,
for the left edge or for the sides. Besides, it can either stand out over or not, from the previous
elements.
Let's imagine that they are cartons placed one behind the other in the order 1 to 10. What you see
is what is designed and mearsured for each component.
Pavement Compositions for road widening and reinforcement
In each section of road surface its area of use can be defined:
On the whole section
On road widening
On reinforcement
This allows definition of roadwidening and improvement projects on the same section, on a different
section of road surfaces in the area for Widening and in the area of Reinforcement. (two sections with the
same KPs).
If a same layer layer appears in the two sections (p.e. surface layer) can have a different thickness in the
road widening area than in the reinforcement area. The materials for regulation will be included only on the
section of reinforcement and will be deactivated on the corresponding box for the road widening section.
If we want different sections of road surface in reinforcement and in road widening we should proceed in
the following way:
Firstly we define the sections of the road surface on the whole section or on the different sections,
ordered by KPs.
Then we add the different sections ordered in KPs in reinforcement to the end. The sections in
reinforcement do not have to cover all the KPs.
Example:
If we want to carry out road widening and improvement using the following layers of road surface:
Surface layer of 10 cm in Road widening and 15 cm. In Reinforcement.
Intermediate of 10 cm. only on Road widening.
Ballast of 30cm. only on Road widening.
Regularization wedge on Reinforcement if necessary under the layer of the surface layer up to the
existing road surface.
Minimum thickness of the roadbed 50 cm (on the subgrade menu).
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Then two sections will be defined:
Section 1: Type On Road widening.
Layers:
o Layer 1: Ballast up to 30cm
o Layer 2: Intermediate up to 40cm (Thickness=10cm)
o Layer 9: Surface layer up to 50cm (Thickness=10cm)
Section 2: Type In Reinforcement.
Layers:
o Layer 3: Regularization wedge up to 35cm
o Layer 9: Surface layer up to 50cm (Thickness=15cm)
o (If the surface layer in reinforcement is required to be measured separately, we can
assign it to layer 8 instead of 9)
The calculation process is as always:
1. Calculation of section ISPOLn.per.
2. Generation of the roadbed ISFIRn.per: in this phase the program analyses the existing area of
road surface that is going to be used and applies the secion in reinforcement in this area, and
outside of it, the section in road widening. Provisionally, the regularization wedge goes down to
the new subgrade.
3. Road widening and Improvement of the Section ISPOLn.per
4. Recalculation of the Roadbed ISFIRn.per. In the area being used, the existing road surface
substitutes part of the regularization wedge).
[Reorder]
This option orders the information of the road surfaces in the following way:
1. Places in front those defined for the whole section or for road widening.
2. Places those defined at the end for reinforcement.
3. Each one of the two groups reorders them by the initial KP
This option also is run automatically on calculation of the roadbeds.
4.2.8- Footway
This menu allows definition of the verges placed on the platform in KP sequence, regardless of section
type.
The gradeline is defined with three segments D1H1, D2H2, D3H3, on relative coordinates.
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The value of [D3...] also can be given as a distance to the geometric axis [D_eje...]
The value of [H3...] can also be given:
[H3...] By increase of height from the previous point
[Height...] Absolute height.
[P%..] Superelevation from the previous point (positive flow outwards)
On pressing on the two keys [D3...] [H3...] the application changes the way the inserted value is dealt with.
The value [D_axis...] can be calculated from a Line 2d. [Dist_Axi By 2DLine]
The option [D_axi line 2D] keeps the state of the button [H3...] [Height...] [P%...] if this is H3 or P%.
The pair (D_axi, Height) can be calculated from one 3d line. [Dist_Axi,Height By Line3D]
When using a 2d or 3d line the rest of the information are copied from the first piece of information on the
list. (At least one piece of information is needed).
The options [Dist_Axi By 2D Line] and [Dist_Axi, Height By 3D Line] when previous data already
exists, only those whose KPs are within the control of the line are deleted.
When the final point is defined for distance to the axis, it is not inserted if a retreat is perceived in the KP
with respect to the previous point.
The subgrade is defined by two parameters:
D Distance that the subgrade is extended from the last auxiliary roadway underneath the footpath.
E Thickness of the pavement.
Before fixed Platform
If the verification box is activated it allows construction of the parametric pavements before the fixed
platform.
[LEFT. => RIGHT.]
Allows copying of the data from one side to the other.
If modifications exist for the section the option [Project .vol] of SECTION projects the KPs of the
pavements of the old axis to the modified axis.
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4.2.9- Expropriation margins
This menu allows definition of the terrain margin which will appear on the profiles ISPOLxx.per from the
foot of the embankment or head of the levelled area.
This last point of the terrain is the one which will be used later for drawing the edges of expropriation on
the ground plan, with the files of type E.lil.
If no value is inserted, the program takes DEFAULT EXPROPRIATION MARGIN that is declared in the
[PARAMETERS] menu, the default margin is of 5 metres.
The information of the margins of expropriation are saved in the files *.vol, but can also be saved int he
files *.mge.
[By Line]
The value of the margin of expropriation can be given as distance to the axis on the ground
plan.
It can also be defined using a line with the [By Line] option. In this case the values used in the
table are taken as distance to the axis.
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4.3- Design of sections
The previous chapters describe the data table definition menus that configure the upper surface of the
road. They are the grade line menus, central reservation and eccentricity, road widths, turning axes and
superelevations. All these are tables with data for KP. Their aim is to define the "surface" of the works.
What is a section
The Sections attempt to define the geometry necessary for sustaining this; that is, the roadbed (as a
whole) and the earth movements.
There are some tables with more variable data. They are for definition of selected soil, crowning of the
levelled area, berms, etc The remainder enter into the concept of section in the strict sense of the term,
or section for earth movements. Parts of the ground section are defined on it modularly, and they have in
common the fact they are definitions for invariable geometric performance, and as such they are applied to
complete sections between two KPs. They are the definition of SUBGRADE, EMBANKMENT,
LEVELLED AREA (including roadways etc.) and VECTORS (fixed platform, central
reservation ditch,) and the SECTIONS OF CALCULATION on which each one of the sections is
applied.
We will see in the description of Calculation Areas, how the Section can also be variable with lineal
transitions of the geometry between two sections, one defined at the start of a section and the other
defined at the end of the section.
Assigned to each section is a sequential number. The order for defining the sections is independent of the
sections that will be used later on.
In the menu SECTIONS and SUBGRADE, as many sections are defined as are going to be used for
the axis in design and which is the geometry of the subgrade.
When we add a new section, employing some of the options: [Add] or [Repeat]; we must define here the
geometry of the subgrade.
The definition of up to 500 sections per axis is allowed.
[Save1] [Load1]
[Save1]
Generates a file *.stp with the data that define the current section.
The current section is the one which is found on the highest part of the dialog box and can be modified
using the options [-] [Dato n/N] [+].The information is saved in a file with extension *.stp and contains
information of:
Geometry of subgrade.
Section of levelled area.
Section on embankmenti.
Fixed platform.
This allows creation of libraries of sections, so that they can be used in later projects.
[Load1]
Loads the data from one of the sections available in the files *.stp over the current section.
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4.3.1- Geometry of the subgrade
Defined in this section are the existing geometric links between the last road and the subgrade of the soil,
as well as other elements such as the thickness of the roadbed or the selected soils that are closely
connected to the data defined here.
[NAMES >>]
To each section type a name can be assigned which is stored in the *.vol file. This name may appear on
editing the ISPOLn.per file and if it is loaded the *.vol file.
To define the geometry of the subgrade the following data is used, whose meaning we will try to explain in
the adjoined drawing (model).
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[MIN.L.THICK] [MIN.R.THICK]
Minimum thickness of the roadbed for left and right platforms. The data must be consistent with the
thicknesses that are given to the different roadbed layers.
The maximum thickness of the roadbeds is 200 metres. This allows us to make channels on the roadbeds
on which geometry is defined with the grade line and the geometry of the excavation with that of the
subgrade.
HIP RAFTER
Its geometric evolution follows that of the grade line according to six performance standards among those
that may be chosen.
[AUTOMATIC]
Places the ridge automatically in order to optimize the volume of the road surface. During the
superelevation transitions, the ridge is gradually moved from edge to edge of the main carriageways. The
minimum thickness is applied on that point, and from there, the "minimum gradient of the subgrade" or the
superelevation of the corresponding carriageway if it is greater, in order to arrive at the line of the auxiliary
roadway of the edge being dealt with.
[SUBPARALLEL]
Places the ridge under the geometric axis (on single carriageway) or under the white interior strips (if it is a
dual carriageway). The minimum thickness is applied equally on this point, and from it it arrives at the edge
of the main carriageway with the superelevation gradient increased on the "increase of gradient" so that
the road surface is swelled up to the outer side of the main carriageway, if the increase is positive.
[AUTOMA_EXT] (automatic extended ).
The ridge is generated the same way as for automatic; however it does not stop on the edges of the main
carriageway, but continues with the same gradient up to the width assumed by component number one of
the roadbed. This component must be strictly defined in width and the road surface slope or the ditch must
not truncate when applied in this case.
Allows the excess widthsof the first layer to be defined with respect to the edge of the verges. If its
measurement is not of interest, it can be given a thickness of zero.
[SUBPAR_EXT] (subparallel extended)
Arrives at the component width number one of the road surface, with the geometry of the subparallel case.
Allows the excess widthsof the first layer of road surface to be defined with respect to the edge of the
verges.
[INDEPENDENT]
The location of the ridge is carried out by the user regardless of the superelevation or the turning axis. In
this case the definition of the geometry of the subgrade line is carried out from the menu [INDEPENDENT
SUBGRADE LINE], to the design style of the platform.
[AUTOMATIC_SHOULD]
This is the same as the [AUTOMATIC], but the ridge can pass underneath the outer verge as far as its
edge. On dual carriageways, if this option is activated the automatic ridge can be moved from the inner
edge of the interior verge (code -11) as far as the outer edge of the exterior verge (code 11).
MIN.GRAD % (minimum gradient of the subgrade line)
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In the case of the automatic ridge, it defines the minimum gradient of the subgrade line under the main
carriageway and under the verges. In the case of the subparallel it is used under the verges. The
information is given in %.
GRAD INC. (increase of gradient of the subgrade line)
In the case of the subparallel ridge, the subgrade line under the carriageway has the same gradient as this
one, swelled towards the outer sides at an angle defined here.
SUBSHOULDER
The gradient of the subgrade line under the verges is defined by the minimum gradient with a control
for which the following possibilities exist:
[EXTEND] (extended)
The subshoulder is placed in extension of the subgrade of the main carriageway.
[BREAK]
The minimum gradient of the subgrade line is applied for the subshoulder gradient. If the difference of
superelevation with the main carriageway exceeds the maximum value allowed, it is placed with a
difference equal to this maximum value.
[PARALLEL]
In the case of the subgrade line subparallel, this option constructs the subgrade line under the verge,
with the superelevation of the verge, independent of the superelevation of the main carriageway.
Beneath verges 3 and 4 the gradient of 2 extends.
[PARALLELS]
Takes the parallel subgrade to verges 2, 3 and 4.
[EXT+BREAK] (extended plus sudden change)
Works like the extended type underneath the verge and then suddenly changes under the hard
shoulder etc.
[TABULAR:]
One of the tables from the library is used, with file extension *.sra.
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Tabulated subgrade file:
####################################################################### SUBGRADE: TABLE
OF GRADIENTS (to use on subgrade TABULATED) ## Data for right carriageway, the
left symmetrical. #
# For SUBPARALLEL gradient of subgrade interpolated on the first #
# column, the weight factor obtained is used for interpolation #
# linearly on other columns the gradients to apply under the #
# main carriageway the inner verge and central reservation (two #
# carriageways)and the outer verges. #
# For AUTOMATIC la GRADIENT MINIMUM used for carriageway and inner #
# verge without noticing the columns Psubcarriageway and Psubverge 1 #
# (advisable to define them using table with control SUBPARALLEL). #
######################################################################
# P-4i-Q7e.sra (parallel | 4% inter | quiebra 4% con limite 7 exter) #
######################################################################
# P rasan Psubroad Psubverge1 Psubverge 2 #
# ------- ---------- --------- --------- #
PSB -100. -100. -100. -93.
PSB -4. -4. -4. 3.
PSB -3. -3. -4. 4.
PSB 0. 0. -4. 4.
PSB 4. 4. -4. 4.
PSB 100. 100. -4. 100.
######################################################################
# fin #
# --- #
FIN #
######################################################################
The table has its data organised into 4 columns.
For definition of ridge [SUBPARALLEL], the known value is interpolated of the gradient of the subgrade
between the data of the first column of table; the weight factor obtained is applied in order to linearly
interpolate the gradients for application under the main carriageway, the auxiliary carriageway and central
reservation (if it is a double carriageway) and the outer auxiliary carriageways.
If the ridge is declared [AUTOMTIC] the data of the minimum gradient is used under the main
carriageway and the inner auxiliary, without noticing the columns Psubcalzada and Psubarcen 1 of the
table; however it is advisable to define tham for using the table with Subparallel control; the rest of the
table is used for interpolation.
MAX. DIFF. (%)
Maximum difference allowed between the transversal gradient of the subverge and the main carriageway.
[RBHR]
On subgrade lines of type [SUBPARALLEL] and [SUBPAR_ EXT] allow the ridge to be moved by a fixed
amount with respect to its postion under the edge of the carriageway on dual carriageways or of the centre
on roads.
[HRRSL] (Ridge according to Road surface Layer)
Can be used for the [AUTOMATIC] and [AUTOMA_EXT].
Allows the top part of the ridge on the automatic subgrade line to be moved and automatic increase
between the edge of the roadway and the edge of the verge [AUT_SHOULD].
This top point is defined by the position of the shoulder of a road surface layer. So the program uses the
Sobre_Ancho_Exterior of that layer as the most external position for the ridge as long as it does not go
above the edge of the outer verge.
In the case of dual carriageways, the Sobre_Ancho_Interior is used for that layer as the most internal
position for the ridge as long as it does not go over the edge of the interior verge.
A deactivated road surface layer can be used [NO] from which we are only interested in the values A ext
and A int for controlling the top position of the ridge.
SUBMEDI. (subcentralreservation)
Allows definintion of the performance of the central reservation from the inner edge of the interior verge
inwards. It allows eight values.
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[EXTENDED]
They are extended, following the gradient until the central reservation is cut. If they do not cut it at the
highest point the gradient will be given so that they join, forming a vertex with the lowest point on the
geometric axis.
[CONVERGENT]. The are extended towards the geometric axis and the gradient of the highest one is
modified so that it joins, forming a vertex with the lowest. Later it will be determined if they cut the
central reservation.
[EXTEN_WPeak] (extended without peak)
It is like the extended one but if it cuts the central reservation, the vertex of the central reservation is
deleted and they are joined with a right section from the two points of the cut.
[CONV_WPeak]. (convergent without peak). Is like the convergent but if they cut the central
reservation, the vertex of the central reservation will be deleted and they will be joined with the right
section from the two points of cut.
[EXTEND_Step]. (extended with step)
Similar to the extended, but if it does NOT cut any of the two sides of the central reservation and they
have a different heights on the axis, a step will form here.
[CROSSF%] [0.00]. (gradient percentage rate).
The gradient is defined for the subgrade line on the central reservation, from the inner foot of the first
layer of the road surface (the lowest one) or by default from the inner point of the SubVerge. (An
extended subverge is recommended). In this case there exists the possiblility of intersection of the
subgrade line with the central reservation.
[PARALLEL]
The subgrade line is generated in the area of the central reservation parallel to the grade line.
[Super+ G%] [0.00]. (superelevation plus gradient. Gradient of the subcentral reservation)
o If the superelevation flows towards the central reservation superelevation plus gradient
is applied.
o If the superelevation flows towards the outside the gradient is applied.
o If on the geometric axes of the section one of the two sides is lower, the other one will be
made to converge towards it.
In this mode the possibility of intersection of the subcentral reservation with the central reservation
exists.
[CONV+Depth:]. (convergent plus depth).
In this case a convergent subcentral reservation is made, whose vertex is just underneath the vertex
of the central reservation at the specified depth.
This depth can match, for example, the thickness of the central reservation ditch.
[STRAIGHT]
This subcentral reservation is generated, joining a right section with the two points with code -11
(subgrade line on the inner edge of the interior verge).
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4.3.2- Independent Subgrade line
If, in the definition of the Section Type the type of RIDGE like [INDEPENDI.] has been selected
(independent subgrade line) on the sections where this section is applied, the values deduced from the
table that is defined in this menu are used.
On carriageways the Ridge can be [Single] or [Double], in this case there will be a ridge on each one
of the two half profiles.
In the case of the single ridge, its position is calculated from the geometric axis from the data
Excen.D(m), (right eccentricity). If the ridge is on the left side a negative value will be inserted.
In the case of the double ridge the Right and Left Eccentricity values are taken as absolute values.
It is permitted that the ridge of the subgrade line is under the exterior verge as far as its external edge.
THE THICKNESS CONTROL can be taken on the most favourable point bearing in mind the position of
the ridge and the Left and Right Gradient, underneath the main roadways, activating the option:
Minimum Thickness under any point of the roadway.
Or it can be taken as a fixed value, measured on the position of the ridge with option:
Fixed Thickness under ridge.
[Save] [Load]
The files have extension *.cdf (share the format with the files of layer shape).
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4.3.3- Cut
This menu allows the sections of the Levelled area to be defined. Using options [-] [dato n/N] [+], we
can cover the different Sections, created in the menu SECTIONS so as to insert or modify the levelled
area data associated to each one of them.
With the option of the fixed menu [Long M, YES/no] we can see all the data together (long) or ordered
(short), that are visible plus graphic display.
The option [Copy of]
allows data to be
brought from another
section.
[SYMMETRIC/ASYMMET
RIC] The keyboard
changes whenevener it is
pressed.
If the section is
symmetrical, it is only
necessary to define the
information for the right
side. The information of the
left side is not used,
whether defined or not
defined.
If an asymmetric section
has been chosen we
should define data on all
elements of the section
although some are
symmetrical.
The normal think is to
define one side and copy it
[Left Rgt] or [Left
Rgt], and modify what is
different on the other side.
The [Model] describes the parameters that we can insert for describing the section, bearing in mind that
we may require a different section on soil or on rock.
All the abbreviations CA, CC, CD,... are identified in the main dialog box.
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The advanced modes of levelled area or special modes like levelled area+wall, wall+L3D, also offer a
model which explains their function to us.
The information for one levelled area section has a development that is described in the following box,
which offers us a general view of the possiblilites that we have for defining the way in which the section
behaves in the case of levelled area.
With the exception of the berms and the crowning that has its own sectioning of KPs, the remainder of the
elements are linked to the section type, so a good strategy is to study the project in depth in order to be
able to identify an approximate number of section types and try to make sure they correspond to the
advance in length of our work.
[Copy] The Copy option allows upload, on the current Levelled area and Embankment sections, of the
information on any existing section in editing whose sequential number is requrested.
4.3.3.1- Control of the section and start of the ditch
The control of the section is the placement of the point whose position relative to the surface of the ground
determines the use of the levelled area or embankment section. There are six modes:
[SHOULDER BOR. | BERM.BOR.]
Control cut/fill on the edge of the shoulder border and start of the ditch on the edge of the hard shoulder.
Checks if the final point of the verge is above or below the ground section. The platform is finished off with
the hardshoulder and the embankment section; or the hard shoulder, ditch and slopes of levelled area
respectively, applied from the starting point of the hard shoulder. This method suppresses the ditch as long
as the edge of the verge is above the terrain. It is the most economical way for ditches.
[SUBGRADE | SUBGRADE]
Control of cut/fill at the foot of the slope of the road surface and start of ditch at the foot of the slope of the
road surface.
From the start point of the hard shoulder, the hard shoulder of the levelled area and the slope of the road
surface of levelled area verge are applied, until cutting the subgrade line. If this point is underneath the
ground, then the ditch and slopes of levelled area are applied from it. If that point is above it is calculated
again with the hard shoulder and slope of the road surface of levelled area. In the event of being above the
slopes of levelled area are applied. If it passes below, ditch and slopes of levelled area are applied (the
section is of levelled area, but because of its small height it has a ditch).
[KERB BOTTOM | SHOULDER BOR.]
Control of levelled area/embankment at the bottom of the ditch and start from the ditch at the
edge of the hard shoulder.
From the start point of the hard shoulder the hard shoulder levelled area and the ditch are placed. If the
bottom of the ditch is underneath the ground, the levelled area slopes are added. If the bottom of the ditch
is above, the hard shoulder embankment, the slope of the road surface as far as the subgrade line and the
slopes of the embankment are applied.
[KERB BOTTOM| SUBGRADE]
Control levelled area/embankment at the bottom of the ditch and start of the ditch at the foot of the slope of
the road surface.
From the end of the platform the slope of the road surface and hard shoulder levelled area are placed as
far as cutting the subgrade line, where the ditch is located. If the bottom of the ditch is underneath the
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slopes of levelled area are added. If it is above then the slope of the road surface and the slopes of the
embankment and the hard shoulder are started again. This method means all possible ditches are placed.
[SUBGRADE | SHOULDER BOR.]
Control levelled area/embankment at the foot of the slope of the road surface and start of the ditch on the
edge of the hard shoulder.
On applying this type, it is tested with the embankment section and if the point of control remains below
the surface of the ground, then that of the levelled area is used (although the bottom of the ditch remains
in the air).
The complete ditch is constructed and although some or all of its points remain above ground, it is tested
to see if the section geometry of the levelled area manages to cut the ground (although for this to happen it
should be filled, embankment measuring appearing).
If in any way the whole section remains above ground, then the section is constructed as it would be done
for the type [KERB BOTTOM | SHOULDER BOR.].
[SHOULDER BOR.| SUBGRADE LINE.]
Levelled area/embankment control on the Edge of the Verge and the start of the ditch from the Subgrade
line.
The section conducts itself on embankment as "Edge of Verge | Edge of hard shoulder" and of excavation
of "Subgrade line | Subgrade line"
Defined in the same window as CONTROL/DITCH when the section is TUNNEL or CUT-AND-
COVER TUNNEL, which is explained further on when the Tunnel theme is explored.
4.3.3.2- Hard shoulder of road surface excavation
The hard shoulder of which we are talking here, is the one defined in the roadbed, is applied after the
roadway and verges and before the slope which is finished by the road surface. It is defined using the
following parameters:
DB: [0.000] Width of the hard shoulder measured in metres.
ZBD: [0.000] Level of the hard shoulder measured in metres.
In this way, for example, a hard shoulder of metre and 8%, will be defined as BD: [0.5] and ZBD: [0.04].
TYpe: [CONCAVE / NOT CONCAVE]
If the slope of the hard shoulder is less than that of the contiguous roadway a hollow is formed at the start
of the hard shoulder. It is controlled here if that hollow is permitted or is obligated to put the hard shoulder
in extension of the last auxiliary roadway in this case.
TP: [0.000] (slope of closure of the roadbed)
For cases when the ditch starts from the subgrade line.
When the ditch starts from the hard shoulder, it is the ditch which finishes off the road surface, and if it is
not sufficiently deep it is finished from its bottom with a vertical cut as far as the subgrade. Like all slopes,
they are defined in metres for each vertical metre.
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Negative values can be used for the slope of closure for the road surface, TP. In this case it is the subgade
which goes up with the indicated slope to search for the last point of the platform (edge of verge or of hard
shoulder).
[Step]
Unevenness of the hard shoulder due to not having a road surface layer or fill up to the level of the
wearing course of the main roadway or of the verge. It is usually used with draining layers.
4.3.3.3- Gutter
Three ways exist for defining the ditch: parametrically, graphically and numerically.
Parametric definition of the ditch
The definition is carried out using four values with which a ditch with or without flat bottom is constructed.
This is the default method.
The four values are the following:
ZC: [0.000] Depth of the ditch measured in metres.
CC: [0.000] Width of the flat bottom of the ditch (0, for triangular ditches), measured in metres.
CA: [0.000] Horizontal width of the face of the ditch next to the verge, measured in metres.
CD: [0.000] Horizontal width of the face of the ditch next to the levelled area, measured in
metres.
Vectorial definition of the ditch.
When the method of definition is in [VECTORIAL] we can enter to define data for the vector pressing
[VECTOR n ptos].
When the variable n has a value not nil, that value matches with the number of points used on the
vectorial definition of the ditch.
The menu named VECTOR, is
common to many ISTRAM
options. From this menu a polyline
can be defined, numerically or
graphically, which describes, in this
case, the cross section of the ditch.
Within the VECTOR menu and using options [Add] [Insert] [Repeat] [Delete] and [Start], we can
prepare a list of pairs of data delta X, delta Y, which make up the segments that describe the cross
section of the ditch.
Using the [GRAPHIC] option the list of previously mentioned values are transformed onto a polyline at
the same time of entering the line editing menu.
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The graphic mode will not be able to be entered if there is not at least one piece of information present
(add it if necessary, and then press GRAPHIC).
From this menu or from others, across the drop down menus, we can graphically draw the cross section of
the ditch, from the line that appears on screen. It is advisable to always use the piece of vector that
appears on screen and extend it towards positive values of X, defining the right ditch. If a vector is defined
to apply it as a left ditch, we will draw it also towards the right, assigning increasing values of X, points of
the vector that are along the axis. this makes the vectors reusable for both sides.
For example, calling the option [OPEN] from the drop down menu DRAW lets obtain more space to draw
with, or, using option [S < REJILLA > N] of the [TOOLS] menu that is in the dropdown MENUS, a grid
appears on screen a measured grid which helps give whole data for the ditch dimensions.
The anchor menus, including for the grid can be used. The blue grid helps to see dimensions of the
drawing; but it is not anchorable (see [TOOLS] [Reji.Enganche]). We can assure ourselves that at the
end of the editing process there will only be one polyline left, and that this will progress with Point +
towards the right (start point at 0,0, start of the ditch).
On exiting the [EDITOR] menu the polyline segments that have been graphically edited appear broken
down sequentially for possible modification.
The VECTOR menu allows us to save and restore files with extension *.vec using [Save] [Load].
On exiting VECTOR, in the corresponding box of the LEVELLED AREA the number of points appear that
make up the vectorial definition of the ditch.
If we then change to [PARAMETRIC] the window will appear stating the number vector points [Vector 0
ptos.]. If they have been defined previously, they can be recovered with the [Add] option of the Vector
menu.
Ditch defined by its profile length
In the data window of the ditch a drop down menu appears which allows selection of how the ditch will be
executed.
[Fix] (fixed ditch)
Executes the ditch as it is defined parametrically or vectorially.
[By Longitudinal] (ditch defined by its longitudinal)
In this case if the vertex of the fixed ditch is above the longitudinal that is defined for the ditch, the first
segment is extended until it goes down to the height of the defined longitudinal for the ditch.
Can be defined vectorially.
In the GRADELINE menu we have the options: [Longitudinal of Roadways / Longitudinal of
Ditches]. If [Longitudinal of Ditches] is selected two longitudinals are defined, one for the RIGHT ditch
and the other for the LEFT ditch.
These longitudinals are only used in areas where the ditch is defined by longitudinal and furthermore, the
longitudinal is there underneath the point of the bottom of the ditch.
As a help, it can be calculated previously with all the Fixed ditches. Drawing then the ground plan and
running [Project Line] selecting the line from the bottom of the ditch. This option generates a file
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*.lon which can be loaded in GRADELINES with the option [OTHER
LONGITUDINAL][POLYLINE] with what we have on screen the profile longitudinal of the Fixed ditch
which can serve as a guide for generating the longitudinal of the ditch.
[By Long. To Height] (ditch defined by longitudinal to height).
Can be defined vectorially and the 1000 key should be assigned to a point of the ditch vector.
In this case the point with 1000 key recovers its relative height with the anchor point of the ditch (as the
last point of the parametric ditch) and the previous points are not affected by the length.
[By Long. =Width]
In this type of ditch the point at the bottom (or both in the trapecials) go down to the height of the
longitudinal, but the total width of the ditch is kept (the lateral slopes vary).
Closure of the subgrade line with the ditch
SubGradeline [0] and Slope [0.000] options
For Ditches placed on the edge of the verge or hard shoulder:
By default when the subgrade line has to pass underneath the vertex of the ditch it is closed
against the point of control of the ditch (Subgrade line [0]) and with vertical slope (Slope [0]).
When the closure of the subgrade line is defined on a point of the ditch (0,1,2) with a slope and the
short ditch on the ground before reaching the foreseen point, the subgrade line is closed towards
the point of cut with the terrain and with the defined slope.
It can be made to search for another previous point of the ditch (Subgrade line [1,2,...] and with
any slope.
The subgrade line can also be taken towards the point where the outer berm joins with the start of
the levelled area.
A negative value (p.e. -1 o -2) makes the subgrade line go up to search for the hard shoulder
(code 50) or the verge (code 11), the point of cut holds code 100. In order to avoid disorder in the
codes the points of the platform are re-coded (50,11,..) which remain after the cut of the subgrade
line: (50150, 11111, etc...)
The slope must be such that the final bend of the subgrade line falls under the verge.
The points of the ditch that now remain before the join of grade line-subgrade line are coded as 90, 91, ...
(For example on a trapezial ditch CA=0.5 CC=0.5 CD=0.5 ZC=0.5 If we put SubGrade [1] Slope
[1.000] the excavation for the subgrade is carried out, extending the slope of the outer face of the ditch
until cutting the subgrade line. This can be competed as far as the selected soil making the exterior code
99, exterior slope=1, From Above).
On slopes starting from the edge of the verge or hard shoulder and whose bottom is underneath the level
of the subgrade line, a negative value is admissible now (-1,-2,...) in the SuBgrade [0] box of he menu
DITCH with the same effect as for the reduced slopes.
Coating of the ditch
Coat. [0.000] (coating measured in metres)
The original measurement for the coating is picked up on the ispol3.dar table.
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4.3.3.4- Geometries of levelled areas on soil and on rock
Excavation on soil
PARAMETRIC MODE
Successive heights are inserted whose stages are applied to the corresponding slopes. The definition of
the slope is carried out using 9 parameters:
ZD1 [00.000]
ZD2 [00.000]
ZD3 [00.000]
There are three growing heights on which we can divide the section for soil excavation for applying
different slopes (las ZD are accumulative heights). The corresponding slopes are:
D1 [0.000], slope between 0 and ZD1.
D2 [0.000], slope between ZD1 and ZD2.
D3 [0.000], slope between ZD2 and ZD3.
ABD [0.000], width of the berms (measured in metres).
DBD [0.000], equidistance between berms (measured in metres).
Pen [0.000] gradient of berms (measured in percentage rate).
On the parametric soil excavation area the maximum number of berms can be fixed, by default 50.
It must be remembered here that the slope is given in metres advanced on the horzontal in order to get an
elevation of one metre in vertical, so that the slope 0 would be the one completely vertical and as the
numbers increase it will be more flat.
If we are only gong to use one slope, this should appear in ZD1, D1 and if there are two, they should be
ZD1, D1 and ZD2, D2. The data not used can stay at zero.
If in the calculation, the section of excavation on soil exceeds its height of ZD1, ZD2 or ZD3, instead of the
slopes, ISTRAM
places a vertical wall after the ditch, or of the berms, if there are any, or after the
uncovered rock, if it is rock.
In this way, for example, if we have a surface
horizon with soil of 2 metres, shiftable rock up to 6
metres in depth and the remainder suitable rock,
an advisable application of slopes would set the
fixed location on its head with intervals of 100, 102
and 106 for Z1, Z2 and Z3, in accordance with the
figure
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As well as parametric mode, on pressing the drop down MODE: other modes can be chosen for defining
the section of levelled area.
On pressing on the drop down MODE: a help graphic is opened up on screen
(a monkey) with the different possibilities for definition.
VECTORIAL MODE
Instead of parametric definition we can carry out here definition for vectors (numeric or graphic), for
sections of levelled areas on the soil in analogue or as explained on the ditch. When it is defined using a
vector, if on applying it the intersection with the surface of the ground is not reached, then instead of a
vector, a vertical wall will be placed.
The design on this vectorial shape allows
the generation of levelled area slopes as
elaborate as required
In the vectorial mode the same graphic
information is inserted, using a vector that
can generate itself as graphically as it can
parametrically using increments of X and Y
The LOCATION option allows switching
between the usual mode [FIXED BY
THE FOOT] and the [FIXED BY THE
HEAD].
In the first case the soil excavation is applied from below to above, cutting the excess above.
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In the second case, the extreme upper is placed on the ground, and the remaining section is cut on the
outer edge of the ditch or the rock, depending on each situation.
GROUND PLAN LINE
From a line on the ground plan, with coordinates X and Y, the program calculates the cut with the ground
and joins this point of cut A with the last point of the ditch B.
If a wall of fixed height is defined, for the mode [GROUND PLAN LINE], first the wall is run and if this does
not reach the ground, from the head of the wall, a slope is drawn up to the position of the 3D line or to the
ground on the position of the ground plan line.
For the levelled area and embankment modes which use 2D or 3D lines the option [Volcar] is added
which creates an edm line from the line stored in the .volfile.
This allows the line to be edited without needing to load the edm file of the preceding one.
3D LINE
Similar to the previous method, but in this case we will get from the line the point A; which joined to the last
point of the ditch B, will result in the corresponding slope of level area. This slope will be interrupted only
on the line (point A).
If a wall of fixed height is defined, for the mode [3D LINE], first the wall is run and if this does not reach the
ground, from the head of the wall, a slope is drawn up to the position of the 3D line or to the ground on the
position of the ground plan line.
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3D LINE + WALL
In this case the 3D line may represent the foot of a wall. Therefore, the last point of the ditch to the line is
joined and the wall is continued vertically up to cutting the terrain.
In the three previous cases in order to select the line we press the box [LINE 0 ptos] and then we select
the line over the cartography. The selected line is presented on screen thicker and coloured cyan, likewise
in the menu the number of points of the line will appear.
TABLE OF SLOPES.
Along with the option [TABLE _SLOPE] another key appears [T: n Slopes].
On pressing this key, a similar menu is deployed to the one for defining vectors, but with the two columns
SLOPE and MAXIMUM HEIGHT.
In the calculation, the program starts checking with the first slope of the table. If the ground is not reached
with a height of less than the maximum anticipated, then the program starts to check with the next
information on the table; if the ground is not reached with this with its maximum anticipated height, it jumps
to the next piece of information and so on successively.
If it is not possible to get to the ground with any of hte data in the table, then a wall is placed.
WALL+SLOPE+LNE 2D
The 2D line is taken to the ground.
From it a slope AMD/ZMD is drawn (using the crowning
values of the wall) until it cuts the wall. However the
wall is of variable height.
The wall can either have slopes, width and depth, or
none.
If the line cuts the wall under the foot of the wall, the
wall will be deleted, remaining a smooth slope.
If there is crowning of levelled area defined, the point of protection over the terrain of the 2D line is lowered
a height A with the slope T for crowning of levelled area and from this new point the geometry of the
Wall+Slope is executed.
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WALL PLACED D. WALL PLACED T.
This type requires definition of a 3D line from which the
height is taken on each KP.
It is not controlled if the section is levelled area or
embankment and the wall of levelled area is constructed
up to the height of the line with the defined geometry for
the levelled area wall (width, depth, slopes,.).
The WALL PLACED D (levelled area type) hs the
foot of the wall on the edge of the platform and the
head of the resulting height of the 3d line. The wall
can have an over elevation, a depth and other
geometric properties that are defined in the wall of
levelled area.
The WALL PLACED T (embankment type) has the
head of the wall on the edge of the platform and the
foot at the resulting height of the 3d line. The wall
can have an over elevation, a depth and other
properties that are defined in the embankment wall.
It is necessary to note that if the geometry of the walls are defined respectively in the submenus of levelled
area and embankment, the walls placed in levelled areas and on embankments are both defined in the
submenu soil/vault of levelled area. These types of wall are compatible with the option Auto of the
menus defined for walls, which search automatically for the wall of adequate height.
VECTOR+WALL+L3D
The vector is run from the edge of the platform.
If the point defined by the 3d line on the profile is above
the vector a levelled area wall is executed from the point
until cutting the vector.
If the point defined by the 3D line on the profile is
beneath the vector, a wall of embankment goes up from
the point until cutting the vector.
APPARENT SLOPE
In this mode, the head of levelled area is calculated,
using the slope D1, from the end of the ditch, but then the
section with a wall of variable height is generated, closing
to the previous calculated point, using the slope
AMD/ZMD. The resultant heights of wall and slope are
proportional.
HIGH WALL BY 3D LINE
In this case the height of the 3D line marks the height of
the top of the wall, then it continues with the crowning of
the wall and/or the section of levelled area on parametric
soil that has been defined.
If the 3D line takes the head of the wall above the
ground, the section is closed against the terrain with the
first defined slope in the embankment section.
It is possible to activate the automatic selection of the
wall from the table, in the case of HIGH WALL x L3D.
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WALL + FLAGSTONE
This mode allows a cut-and-cover tunnel from the walls,
in which a crowning slab is placed and then it is filled.
Two values are inserted:
[H]: Free height from the height of the grade line up to
the slab.
[C]: Round off of slab.
The walls are defined normally, giving their width, depth,
geometry of base and of the excavation etc.
Measurements:
The total excavation is the value:
Levelled area + Excavation_bases_wall.
The total fill is the value:
Fill_base_wall + Fill_slab.
The measurement of the slab is also measured.
Alt TS [0] (alternative section type)
If, in the event of applying the levelled area section the anticipated height is exceeded, and the number of
the alternative section type is greater than zero, the program will try to construct the section of levelled
area (levelled area on rock + levelled area on soil) with the data defined in the alternative section type.
If with this section the maximum anticipated height is also exceeded, then the wall of the first section would
be placed.
Jumps to other sections are allowed as many times as there are existing sections. in this way, a series of
sections of increasing heights can be defined, and the program selects the one it needs with respect to the
height.
The alternative sections can be independent for the levelled area, the embankment and for each of the
sides.
[ I.L.] (inadequate ground)
If this option is activated, the defined slope on the levelled area on soil is considered valid for the
inadequate terrain and topsoil.
In these circumstances the section of the line of the slope of levelled area that passes through the
inadequate ground and topsoil will be changed to the type used on the levelled area on inadequate
ground. Also the wedge of the embankment on the head of the levelled area is also considered
unnecessary for sustaining the inadequate terrain and topsoil.
If, in the section type the VECTOR OF CUT ON INADEQUATE GROUND has been defined, and
simultaneously on the section of levelled area ground the option [T.I.] is activated (the levelled area soil
is valid for the inadequate ground) the program performs in the following way:
Fill: The slope goes down towards the suitable ground and then goes up with the cut vector on
inadequate ground as far as the surface.
Cut:. The geometry defined on the cut on the soil goes up to the surface but the section that
passes through the inadequate ground changes the type to cut on inadequate ground (L69).
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Cut on rock
When on the Sections of Calculation on which a determined section type is used, a determined depth is
declared for the roof of the rocks, which can be reached by the levelled areas, must anticipate a section to
apply on the part of the section we are on which is on rock. This section of levelled area on rock is applied
after the ditch and before the levelled area on the soil.
Analogically to the others the levelled area on rock can be defined parametrically or vectorially. On the
parametric definition two variables for each type of rock are employed:
CR [0.000]
Is the slope for levelled area on rock.
RD [0.000]
Is the horizontal difference of uncovered rock. From the intersection of the slopes on rock with the horizon
of the rock, RD metres of width are left with the geometry of the roof of the rock before applying the cut on
the next rock or soil.
For a better understanding of the parameters, look at the standard that is shown on screen on entering the
CUTmenu. The [Model] key refreshes the drawing standard.
The parametric definitions are recommended as often as possible and for simplicity. Only when the
complexity of some of the elements of the section exceed the possibilities of the aforementioned definition,
will we be able to get to the vectorial definition that is more flexible.
Use Cut on Earth Geometry
On activating this option the geometry of the cut is executed as if only cut on soil existed, which allows the
heights of the berms to be controlled from above or below regardless of terrain. The measurements study
the different terrains.
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4.3.3.5- Wall
In some projects it is necessary to define a wall that carries out the functions of protection of the roadway
against possible falls of different elements to the same (stones, trees,...) and also, in certain cases,
obliged by the geology of the terrain. The dialog box offers us a complete list of parameters that allow us to
define any type of geometry.
The application checks if the height required for reaching the ground exceeds that anticipated by the
section and if so, substitutes the levelled area on soil with a vertical wall, from which its Depth: (depth)
can be found, its Width:, the Slope: of the uncovered side and the slope of the extrados: for
the purposes of its representation on the cross sectional profiles and the measurement of the implicated
material.
Likewise, a mixed section of part Wall and part Slopes of Levelled area can be defined, defining the
Height of the WALL.
In this case if the section has less height than that defined for the wall, the whole section is WALL.
The wall can project above the terrain of he height Hc.[0.000].
A base of thickness Hz can also be defined with mouldings of lenth Ai and Ae. Likewise, the mouldings
can be defined Te and Ti for exterior and interior excavation of the wall.
When the base of the wall interferes with the subgrade line, the subgrade line is made to pass over the
base of the wall.
Bi [0.000] (inner excess width of excavation of the base).
Be [0.000] (exterior excess width of excavation of the base).
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With these controls, some interior and exterior excess widthsare permitted to be defined for the excavation
of the bases of the walls.
If the values Bi, Be, of the excess widthsfor excavation of the base of the walls are given negative values,
the slope will start from the upper corner of the base, instead of the lower one.
Likewise if the PlACEMENT of the levelled area on soil is [FIXED BY THE FOOT], the wall is placed from
the ditch or the rock, and the slopes from the crowning of the wall up to the surface of the ground. On the
other hand if the PLACEMENT is [FIXED BY THE HEAD], the wall is placed above the slopes.
It is also permissable to define two values AMD: ZMD: so that the wall does not stop on the
intersection with the terrain but at a distance AMD: and with a disparity ZMD:.
These values also serve to define the slope AMD/ZMD in the levelled area option on soil according to
[WALL+SLOPE+2D LINE].
The box [T] brings up the file from the library [ISPOL_D.tmu] (table of walls on levelled area) where a
collection of parameters can be preconfigured for defining the wall.
This table ISPOL_D.tmu allows addition of the five parameters that define the geometry of the bases.
On selecting a wall from the table, its data is passed to the current section. A different table can be
associated wth each section type and each side a different table.
Auto. If it is activated the program searches in the ISPOL_D.tmu table (or the one declared for this
section) the first such that its height-depth is greater to the height of the edge of the section to the soil. On
the table they should be ordered by ascending height.
Fixed height. Serves so that a wall of a given height keeps its height although its depth has to be
greater to that specified.
If the wall has a slope, a depth and a base the
foot of the wall is extended, following the sope
until arriving at the base.
If a wall of fixed height is defined, for modes
LINE ON GROUD PLAN and 3D LINE, the wall
is executed first and if this does not reach the
ground, then from the head of the wall a slope
is drawn as far as the position of the 3D line or
to the ground on the position of the line on the
ground plan.
Wall on rip rap on section of levelled area
A wall on rip rap may also be defined using the
following parameters:
Ai [0.000]. Width of the base of the rip rap.
Prof. [0.000]. Depth from the last point of the ditch
as far as the base.
HZ [0.000]. Height of the header
Ps % [0.000]. Gradient of the plinth in percent.
The filter of the rip rap on the levelled area is defined
in the menu COATING IN LEVELLED AREA.
In the definition of walls of levelled area and in the case of rip raps, it can be forced that the trasdos of the
base does not follow the slope of the trasdos of the wall but is vertical. ZTV
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Sections of cut for the tunnel and cut-and-cover tunnel
Although this type of sections is defined in the independent epigraph, we will describe briefly here the
properties of functioning of the application in these cases.
When in CONTROL/DITCH and we declare TUNNEL the definitions for levelled area on rock, soil and walls
disappear and a new window VAULT appears. In this window the number of the tunnel can be inserted
(Num. Tunel:) corresponding to the geometry table that is defined in the [TUNNELS] menu.
In the case of dual carriageways or railways of double track a different tunnel for each one of the two
roadways or tracks can be defined with [ASYMMETRIC] section, or the two roadways or tracks can be
included in a single vault that will be defined on the right side, in this case on the left side Num. Tunel:
[0] should be placed.
Also in the case of dual carriageways or railways of double track a tunnel for each one of the two
roadways or tracks can be defined, and the other in open section (levelled area on soil). In this case it is
necessary to define a section type for the area of the central reservation and declare central reservation
open.
The option [VECTOR n ptos] can be employed from this same window VAULT. It is recommended to
use the option for definition of the analytic or vectorial vault from the Menu [TUNNELS] that will be
explained in the later chapter.
In the case of [CUT-AND-COVER TUNNEL] , as well as the number of the tunnel, the levelled area on soil
can also be defined, in vectorial mode and the levelled area on rock. In the cross sectional profiles the the
section of levelled area and the tunnel will be shown simultaneously, measuring also the levelled areas
and the fill of the cut-and-cover tunnel, between the vault and the ground.
In the case of dual carriageways or railways of double track with independent vaults or with mixed
sections: Cut-and-cover tunnel or Open-Cut-and-cover Tunnel; it is necessary to define in this area the
cenral reservation open with its corresponding section type.
4.3.4- Fill
In a similar way to the dialog box for the levelled area, the definition of the section in the case of the
embankment is permitted, for the different section types created. In order to navigate. In order to navigate
throught the different section types, we will employ the options [-] [data n/N] [+].
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The option [Copy from] allows the data to be brought from another section.
The section of embankment is broken down into three subsections: hard shoulder, slope and wall, applying
the latter one when the height of the embankment is not sufficient for finishing the section.
4.3.4.1- Berm on fill
The berm included in the roadbed (berm on fill), is defined analogically to that of the cut, using two
parameters:
BT: [0.000]
Width of the hard shoulder in metres.
ZBT: [0.000]
Break down of the hard shoulder in metres. So, for example, a hard shoulder of metre and an 8% cross
sectional gradient is defined: BT: [0.5], ZBT: [0.04].
TYPE: [NOT HOLLOW / HOLLOW]
Analogical meaning to the one explained on Levelled area.
TP: [0.000]
Slope of closure of the roadbed for application when the embankment starts from the subgrade (when the
ditch of the levelled area starts from the subgrade). When the ditch of levelled area starts from the hard
shoulder and therefore also the slope of the embankment, if required, forces the slope of closure on the
roadbed to the value TP we should also activate the window which is next to the parameter TP.
Negative values can also be used for the slope of closure of the pavement, TP. In this case it is the
subgrade which goes up with the indicated slope to look for the last point of the platform (edge of verge or
hard shoulder).
Step [0.000]
Analogue meaning to the one explained on levelled area.
In the event of cut-and-cover tunnels a embankment slope using the parameters BT and ZBT is allowed
to be defined. If the base of the cut-and-cover tunnel is in the air apply this slope and the embankment
obtained is measured.
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4.3.4.2- Fill slopes
The geometry of the embankment slopes can be defined in a similar way to that of the levelled area, being
able to be carried out parametrically [PARAMETRIC] or also vectorially [VECTORIAL].
Likewise it can be defined using:
[GROUND PLAN LINE] (ground plan line)
[3D LINE]
[3D LIN+WALL] (3d line and wall)
[2D LIN+SLOPE] (2d line plus slope)
[SLOPE TABLE ] (table of slopes)
[2DL+WALL+SLOPE] (2d line plus wall plus slope)
[3DL+WALL+SLOPE] (3d line plus wall plus slope)
On pressing on the drop down MODE: a help graphic is opened on screen (a monkey) with the different
possibilities for definition.
PARAMETRIC DEFINITION
Three values are used for increasing heights ZT1, ZT2, ZT3, measured from the foot of the embankment
upwards on those that are applied three different slopes:
1. T1 slope between 0 and ZT1
2. T2 slope between ZT1 and ZT2. (Remember that the ZT are acummulateive heights
3. T3 slope between ZT2 and ZT3
If only one slope is required to be
defined, the data should be written as
(T1, ZT1) and if they are 2, as (T2,
ZT2).
(T3, ZT3) should only be used if there
are three different slopes.
Independently of the three defined
slopes we can intercalculate hard
shoulders of width ABT equidistant an
uneven DBT and with gradient Pen (in
percentage rate).
As maximum 50 berms are allowed.
If in the process of calculation it turns out that the height of the embankment needed exceeds the larger of
the values ZT1, ZT2 or ZT3, instead of the defined section, a vertical wall will be placed whose crowning
will be distanced from the platform by a horizontal distance AMT and with a disparity ZMT.
In the same way as the levelled area, all the elements of the section can be symmetrical to the left and
right: option [SYMMETRIC], taking them then as valid data, those given for the right side, or it could be
different: option [ASYMMETRIC].
If [SYMMETRIC] is declared, the data of the left side are ignored whether defined or not.
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VECTORIAL DEFINITION
When the geometry required for the section cannot be defined using the previously mentioned parameters,
recourse can be made to the [vectorial] definition, in which, numerically or graphically, the geometry can
be created as already explained in the [CUT] menu in the section on vectorial definition of the ditch.
The vector is defined graphically or numerically anchoring the point 0,0 for its foot with values of delta X
positives or nil and delta Y positives increasing and negatives if any low point, that is, the embankment
is defined from the left side, starting at its foot as is seen on the model drawing.
In this case, if on applying the graphically defined section, the required height of the embankment is not
reached, ISTRAM
takes the geometry of the cut and fill up to the horizon of the complete terrain and from that point
goes up towards the surface, employing the geometry defined here. In the event of levelled area, the
profile continues towards the surface; in the event of bank, the slope of the bank goes down towards the
base of the topsoil or inadequate ground and goes back to the surface with the geometry of this vector.
Independent sectioning of the vectors
Separate sectioning of the [VECTORS] is permitted (fixed platform, fixed central reservation, levelled area
on inadequate ground and ditch of central reservation) similar to the subsectioning for ditches, levelled
areas and banks [C] [D] [T].
To access this sectioning press on the key [V].
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4.4- Tunnel and cut-and-cover tunnel
This menu allows creation of a table of sections of tunnels that can be invoked later in different section
types of the horizontal allignment of a Linear Work.
For the application it is about one more section, generating itself however is a series of new surfaces so
that their exclusive use will be possible on other sections of he program like the drawing of the cross-
section, obtaining of measurements and the most important one, their specific use in the for follwing of
tunnels.
ISTRAM
allows definition of two types of geometry: analytical and vectorial. The first ones allow definition
of the aspect of the vault, with little information, coating surfaces and total excavation. The same surfaces
can however be defined with all kinds of vectorial complexity, as we will see later.
Within the vectorial geometry the possiblility is offered for defining tunnels of screen" type, the geometric
calculation varying slightly for some of the elements and offering some parameters that are specific to this
type of tunnel, as are the variable widths (which avoid definition of various types of tunnel) and specific
control for the upper slab (when in existence).
Specific definition of elements
The work environment has been improved so as not to confuse the user and to help the entry of data for
each type of tunnel, the options remaining deactivated which are not used in each case.
Each tunnel is constructed using some parameters with respect to the geometric centres of the section
and to the various codes of the line of the platform, meaning convenience of positive and negative signs (
+ y - ) that the construction of elements will be calculated towards the right ( + ) or the left ( - ).
As in the rest of the areas for defining hte cross-section, on the lateral menu the possibility is offered for
opening a window which shows the true section that would calculate the data, definition, in this way, being
very easy.
4.4.1- Definition and application of the section type tunnel cut-and-cover
tunnel
The first step for applying a section of tunnel consists on indicating to the application that a given section
type is going to be a tunnel type. It is declared in the table of levelled area, in the section CONTROL/DITCH
the option TUNNEL or CUT-AND-COVER TUNNEL and in the section GROUND/VAULT the number of he
tunnel will be chosen.
Now, selecting the option [TUNNELS] from the elevation menu in which, as we shall see later, the
geometry is defined of the different types of tunnel that are going to be applied on the current axis. The
definition of tunnels can be stored in independent files, so that they can be immediately applied on other
axes and even in other projects.
The number of tunnel to apply is also possible, declaring it from the menu [TUNNELS] as will be explained
later.
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Selection of one or two tunnels for each roadway
In the case of double roadway (as is the case of a dual carriageway or railway with two independent
tracks) a symmetrical section can be used when all the data are the same (geometry of vault and
coutervault, bases and heels) or asymmetric in the opposite case. A number of tunnel must siimply be
associated with each roadway (and of course, they must be defined in the corresponding section).
In the event of needing a single tunnel, we should simply choose 0 for the left as section of tunnel (0 is
none).
Definition of mixed sections and cut-and-cover tunnel
It is also possible to define mixed
sections, in which the section of the
right part and of the left use totally
different sections, as is the case with
Open-Tunnel or Cut-and-cover tunnel.
In these cases it is necessary to define the section [ASYMMETRIC], performances in CONTROL/DITECH
different and open central reservation for these areas (so that the geometric intersection can be
calculated).
Transitions between tunnel type sections
In areas of calculation transitions can be made between two tunnel type sections with different tunnel
geometry. The tunnels should be of the same type (vectorials or analyticals).
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4.4.2- Definition of analytical and vectorial tunnels
On opening the table [TUNNELS] from the elevation menu, the following box is deployed in which various
differentiated areas can be observed:
Upper part in which diverse load operations can be carried out, saving of information of the tunnel
design, type of vault etc.
Origin of coordinates, centres and performance of the tunnel.
Geometric definition of the vault and counter vault
Definition of the bases.
Definition of the total excavation surfaces.
Now each of the options will be explained in detail:
TUNNELS
With the Add] and [Delete] options we can incorporate new sections of tunnel or delete existing sections.
The table of Tunnel Sections can be filed with the [Save] option or recovered from a file with [Load].
These files have extension *.tun.
The [Save1] [Load1] options allow interchange of definition from one single tunnel.
Nevertheless if an axis has at least one section of tunnel defined, the tunnels table will link to that axis and
will save it within its file *.vol with the rest of the data that define the geometry of that axis.
A horizontal slide allows navigation through the different sections of tunnel defined for each current axis.
Each section of tunnel for an axis will be identified by its tunnel number.
[APPLY TO T.S.] Allows the different section types to be seen on which will be applied the current vault,
and also offers the possibility for applying the current vault to a definite section type.
Important: on applying a vault from here to a section type, it is passed to be a tunnel type, in order to
change to another type the [CUT] menu should be accessed.
[Name] Possibility for inserting a name to each vault type.
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Drawing O1
With this option activated the symbol S313 is drawn on the position of 01 on the profilesISPOLn.per.
With the mode of drawing CentroTun.lil the centres can be represented for the tunnels like a 3D line
and, therefore, information can be extracted for that line, projecting it over the axis, generating a *.top,
etc...
The geometry of a section of tunnel is stored in two surfaces that represent the two exterior faces E and
interior I or also called reinforcement and coating of concrete of the tunnel. A third surface T can also be
created or complete excavation line.
L9 Complete excavation
L19 Reinforcement
L12 Coating
The data of that geometry are introduced using a
series of parameters that we call [ANALYTICAL
VAULT] that later the program applies to each definite
KP with respect to the superelevation and the position
of other points of control for the tunnel construction.
In the case of dual carriageway it is recommended to define a different section of tunnel for the right and
left roadways, owing to the fact the data that define the geometry of the tunnel are positive towards the
right and negative towards the left, So that although the tunnel may be symmetrical these data have a
different sign.
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4.4.2.1- Analytical definition
ORIGIN OF COORDINATES, CENTRES AND PERFORMANCE
The application allows definition of a section of tunnel that uses three centres for defining the vault and a
quarter that the couner vault applies.
The [Model] option draws the following diagram, which helps us understand the meaning of the numerical
parameters.
The coordinates O1X, O1Y of the centre of the vault O1 are:
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O1X: Distance to the turning axis (on motorways it is situated on the inner edge of the main roadway).
O1Y: Differentiates elevation with the defined gradeline, bearing in mind the superelevation or rather,
differentiates elevation with the roadway.
The exact placement of this point can also use the following variants (using the drop down menu).
[From the most unfavourable point]
Uses the difference of height from the most unfavourable point (highest) of the two edges of the verges.
[From auxiliary longitudinal]
Allows reference to the elevation of the centre of the vault or the origin of reference of the vectorial vault
from a longitudinal auxiliary. For example when the roof of the tunnel is a slab whose height depends on
the level of the street, etc.. this auxiliary longitudinal must be defined in [GRADELINES].
[From the turning axis]
Does not bear in mind the superelevation for the position of O1y and the height of the gradeline is used.
The following selector allows choice of the way in which the
vault is moved with the superelevation.
O1
[Fijo]
O1x horizontal measured and O1y vertical.
[O1x,O1y Tilt with the superelevation]
The value O1x is measured following the gradeline
according to the superelevation and the value O1y is
measured perpendicularly to the superelevation.
[O2,O3,a1 Tilts with the superelevation]
This option allows turning to the arc a1 with the superelevation so that the plane which joins the centres
O2,O3 is maintained parallel to the elevation following the inclinations of the superelevation. The vault tilts
rigidly.
Also, O1X can be defined as a distance from the axis on the ground plan.
In the case of railways O1X can be taken from the axis of the track and O1Y from the height of the rail.
DEFINITION OF GEOMETRY OF VAULT AND COUNTERVAULT
R1E and R1I are the exterior and interior radii
of the vault respectively centred on the point
O1 and cover an arc of a1 degrees
sexagesimals.
R2E and R2I are the exterior and interior radii
of the right side of he tunnel. If R=0, this side
will be right side
R3E and R3I are the exterior and interior radii
of the left side of the tunnel. If R=0, this side
will be straight..
R4I and R4E are the interior and exterior radii
of the counter vault, depending on the position
of the centre and of the radii used we will
obtain different results.
The program cheques that the radii inserted R1I,R1E,R1T have values increasing.
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In the event of activating the option Line of Total Excavation, the radii R1T, R2T, R3T and
R4T, should also be defined, as well as the thickness et under the base and the gradient pt in order to
apply in the case that the kerb is horizontal and the water is required to flow into a central drain.
Each one of the previously defined arcs is separated in a number of section defined by the user.
DEFINITION OF THE COUNTERVAULT
R4I and R4E are the interior and exterior radii of the counter vault . Depending on the position of the
centre and of the radii used we will obtain different results.
The exterior and interior arcs of the counter vault
may or may not be concentric:
It is possible to define the interior radius better than
the exterior one on the counter vault.
A parameter can be defined e4 (minimum thickness
of the counter vault).
IF e4=R4e-R4i The arcs are concentric,
otherwise the centre of the interior radius is
calculated so that it reaches the value e4.
O4Y: Coordinate Y of the centre of the counter vault relative to the
grade line bearing in mind the superelevation.
Varous possibilities exist.
As O1Y. The vertical origin for the centre of
the counter vault matches with that of O1Y.
The centre O4 will be on the same vertical as
O1.
C.B. Superelevated. The position of the centre is
calculated so that the arc passes through the
exterior corners of the bases. If this option is
activated, the program does not use the value O4y
and calculates the centre of the arc so that the
exterior arc passes through interior and exterior
corners of the lateral bases. O4 will still not be
on the same vertical as O1.
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From Turning Axis. O4Y is measured from
the turning axis. The arc of the countervault is
obtained on the plane of the heel of the base
or in its extension in the interior area.
From Turning Axis (V). is analogue to the option
from the Turning Axis, Being the difference in
termination of the exterior arc of the counter vault.
In this way, the arc continues until cutting the
internal line of the base.
As O1Y (V). is analogue to the option As
O1Y, the only difference is that the arc of the
counter vault continues up to cutting the inner
vertical line of the base. This can be used for
tunnels constructed with two vertical screens
that are extended lower than the counter
vault.
Primary reinforcement: Is analogue to the
superelevated counter vault, but instead of
searching for the corner the reinforcement
line passes through the end of the primary
reinforcement line.
Reinforcement secondary: Analogue to
the previous but passing through the end of
the secondary reinforcement.
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DEFINITION OF THE FOOTINGS
T1X, T1Y are the coordinates of the point
T1 and T2X, T2Y are the coordinates of
the point T2 measured from the edges of
the right and left verges respectively (or
edge of ballast in case of FFCC, code
11).
Also allows definition of a height and a
slope for the interior part of the base of
the tunnel and its intersection with the
subgrade. zt2, zh2, zt1, zh1.
The bases are controlled with Ty
Horizontal. From the code 11 the distance TY is drawn in
vertical. From that point, it measures in horizontal the longitude
TX. Lastly, it ends building the base, looking on vertical for the
cut with the subgrade line and on horizontal with the surfaces of
reinforcement and coating.
Superelevated. Is similar to the previous one but the base
follows the gradient of the superelevation.
Independent (Independents of the superelevation). The heights
T1Y and T2Y are both measured from the same origin as O1Y,
therefore both bases will remain at the same height.
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Other roadway. Only serves for the double roadway
and with double vault. It is like the independent but uses a
reference of heights which is employed as a reference for
the bases of the vault of the other side. This allows the
bases, for example, of the left side to have the base at the
same height as teh right side and vice versa.
Spin Axis. Is like the independent option but uses the
heights as a reference for the base height of the height
turning axis.
Vectorial. In the tunnels with [VECTORIAL VAULT],
the base can be defined as TY [VECTORIAL]. In this case
the complete tunnel is defined vectorially and the values
T1x, T1y, T2x, T2y, are not use. This is the applicable
method for complete circular section tunnels.
Screen. For tunnels constructed with screens (vectorial
vaults) the base of screen type Ty [Screen] can be
defined. In this case the program uses the values of T1y
and T2y to determine the height down to which the
screens are lowered and the values T1x and T2x are not
considered.
DEFINITION OF HEELS
The tunnel bases can have a heel of length and
height:
Right heel: h1 and l1
Left heel: h2 and l2
TOTAL EXCAVATION AND REINFORCEMENTS
Total line excavation
Allows activation of the flag for visualizing the total excavation line, and the radii R1T, R2T, R3T
and R4T, explained previously, must also be defined.
et The thickness of the theoretical excavation line under the base.
p(%) The gradient of the total excavation line between the bases in order to apply in the event that the
kurb is horizontal and the flow of water is required towards a central drain.
If the value et<0 or p(%)<-100 ,the program moves the theoretical line up, in these cases, to
be between the bases to look for the subgrade.
Primary Supp. [0.000]
Allows a value representing the thickness of the primary reinforcement to be inserted.
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Secundary Supp. [0.000]
From this box a new layer is allowed to be added which represents the secondary reinforcement.
The lines that define the primary reinforcement and the secondary reinforcement can be parallel
to the reinforcement line or to that of the coating.
The following possibilities are admitted: (Plays with the sign values inserted)
SP1(+) SP2(+) : The line of primary reinforcement is parallel and measured from the
reinforcement towards the inside and the secondary reinforcement line is parallel to that of the
primary reinforcement and measured towards the inside of the latter.
SP1(+) SP2(-) : The primary reinforcement line is parallel and measured from the reinforcement
towards the inside and the secondary reinforcement is parallel and measured from the coating.
SP1(-) SP2(+) : The primary reinforcement line is parallel and measured from the coating and
the secondary reinforcement line is parallel and measured from the primary reinforcement.
SP1(-) SP2(-) : The primary reinforcement line is parallel and measured from the coating and
the secondary reinforcement line is parallel and measured from the coating.
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4.4.2.2- Vectorial definition
The vault can also be defined vectorially.
For this to happen within the TUNNELS menu we change the Type [ANALYTICAL VAULT] to Type
[VECTORIAL VAULT].
The interior, exterior and total excavation can be
created or modified graphically. Usually they will be
defined in a way that all the data excess will go
towards the bottom so that the program can later
calculate the intersection for each definite KP,
according to the true position of the points T1 and T2
and the counter vault which continues analysing.
It is very important to emphasize that the definition of
the surfaces should be carried out using independent
lines for the right and left part and also the sequence
of points should go from above to below as we see
from the illustration.
This type of section is the most suitable for designing tunnels of screen type, with or without kurb or for
defining the complete circular section of a tunneler (given that the analytical system always has a small
geometric residue; labour of calculation that must be made for the bases, which in this case do not exist).
As well as the vectors, the values Dx and Dy are
also included, which define a relative movement
of coordinates (0,0) from the vectors with respect
to the turning axis. The value of Dx is applied
following the superelevation.
The Option [Copy Vault Analytical] Creates some basic vectors from the analytical data and places
the origin of the X on the vertical of the centre O1, copying also the value O1x on to Dx..
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The value O1x is not
integrated within the vector
given that it is applied later
following the superelevation
which modifies the true
height of the vault in each
KP.
In the vectorial definitions
the parameters O1x, O1y
are included, which can be
used for the counter vault
The [EDIT] option introduces us to the LINES EDITOR for modifying the vectorial vault. If the number of
points of the vectors is 0 (the first time [EDIT]) is entered, the analytical vault is copied automatically.
We must empoy three types of specific line,
L9, L7 and L8, so that the program can
recognise these surfaces as total excavation,
reinforcing and coating respectively.
On exiting the graphic editing of the vault, a warning is drawn in
the fill lines that show us how the interior, exterior and theoretical
excavation are, and asks us for confirmation to exit. This allows
easy detection of errors in the geometry, orientation or types of
implied lines.
Also created is a file IS#EP.edm which in a previous session can
be recovered with Carga edm in coordinates.
SCREEN TUNNEL
If a tunnel is defined vectorially using screens in H form with the option Reduce Screen, the part of
the screen which exceeds the suitable terrain is eliminated.
If the slab exceeds the suitable terrain, the level of roof of the slab is reduced.
It is remembered that on the vectorial definition of screen H, the whole part that exceeds the slab must be
created with the line that defines the exterior surface of the vault.
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[WIDTHS TABLE]
For tunnels made with Walls Screen or any other tunnel defined vectorially, this widths table allows us to
define an independent, variable width from the section type.
Within the area of variable widths, the program stirs or picks up the geometry of the tunnel, bringing the
second point of the vector that defines the exterior vault (reinforcement) to the distance indicated in the
table.
The data of the table is not extrapolated before the first KP and after the last one, with respect to the
geometry defined for the tunnel in these areas.
4.4.3- Section of cut-and-cover tunnel
ISTRAM
can use the defined section of tunnel in order to define a section of cut-and-cover tunnel and be
able to obtain results corresponding to the combined section, in combination with other vectorially defined
slopes.
To put it another way, we will obtain all the geometric results and volumetrics of the levelled area section
(levelled area of excavation on soil and rock, lists of reframing of slopes etc) and the those corresponding
to the tunnel without needing to make combined calculations.
In the LEVELLED AREA menu, in the window SOIL/VAULT , in the case of cut-and-cover tunnels the
number of the tunnel and a second fill can be defined. The horizon of separation of the fills is defined using
an increase of height dZ relative to the key of the tunnel vault.
In the measurements the measures of Fill of cut-and-cover tunnel will be reflected and Fill of cut-and-
cover tunnel 2.
In the menu CUT in the box CONTROL/DITCH the option [CUT_AND_COVER TUNNEL]. Appears.
With this option activated definition can be made of:
Number of Tunnel. From the table of
definition for tunnels.
Berm of cut Is anchored in the upper
outer corner of the heel of the base.
Ditch.
Cut on Rock.
Vector cut on Soil.
In the profiles a new closed surface is created which goes to the surface of reinforcement, follows throught
the excavation surface and is closed with the surface of the terrain.
The heel of the levelled area for the cut-and-cover tunnels, studies the inserted data now for crowning of
the levelled area in the menu CROWN].
The area contained in this enclosure appears in the measurements as: FILL_CUT-AND-COVER-
TUNNEL.
The cut-and-cover tunnels can be applied to highways and railways of single tradck or to dual
carriageways and railways of double track, with the two roadways or track in one single vault or in a
separate vault. In this latter case it is necessary to define an open central reservation.
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Initiall the control point for applying the levelled area was in the exterior and upper corner of the heel of the
base. In the event that this point is above ground the end of the hard shoulder will also be analysed, so
that if we place a vertical hard shoulder with the same height as the base (BD=0, ZBD=h pf the base)
the control of the section on levelled area will be passed to the outer-inner corner of the heel.
It is possible to define in a cut-and-cover tunnel, the vectorial base. The program searches below the most
external point in order to start applying the vector of the levelled area.
In Sections in Cut-and-cover Tunnel there exists a new surface (kurb=L51) which covers from the surface
excavation axis passing underneath the bases until cutting the line 68 of the subgrade in the upper outer
corner of the heel of the bases. (The L51 is included in the library there)
Allows the vault not to be completely below the ground, in order to determine the measurement of the
FILL-of-CUT_AND_COVER_TUNNEL.
If the definition of the vault of the cut-and-cover tunnel is defined by the line of theoretic excavation, this
line will be used for minimum recovering of the vault, so that the fill will never be under this theoretic
excavation line.
On the profile the theoretic excavation line will not appear; it will only appear in areas in which the ground
is very close or underneath the vaults in which the ceiling of fill takes the form of a theoretic excavation
line.
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4.5- Areas of calculation
This menu allows definition of which sections need to generate the complete calculation of axis elevation,
which section type needs to be employed in each section and other information on the type of terrain.
The definition of Calculation Areas is what controls all the calculations.
Calculations must not be ordered on sections in KP which are outside the areas in which
there is definition of gradelines and profiles and of terrain. In such a case the algorithms will be
interrupted on the last profile with data and the results files could end up badly finished off. The grade line
is extrapolated.
The sections are defined for lines of calculation orders, each one, with the following information:
S_MS E_MS (start model section, end model section)
S_MS heads the column of the table that defines the number of the section type to employ on the section.
If S_MS = 0 (the section type number 0 does not exist): ISTRAM
will carry out a linear transition between the geometry of both section types applying the ST_i on the
initial KP and the e_MS on to the final KP of the section. So that the transitions are coherent, we must
check that the initial and final section have the same number of points. Otherwise the program starts using
poins from one and another section in the order.
The numbers of the section types, can be used here disordered and can be repeated as many times as
necessary; that is, a section type can be applied as many times as required along the axis.
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4.5.1- Geotechnic associated with the calculation areas
Every one of the sections or intervals of calculation carries a series of parameters and section types that
are applied to every area of the project. Along the section we find a geotechnical reality that can also be
applied according to intervals.
P
It is the thickness of the plant
cover on the section. If P=0, there
is no plant cover.
Ifi P<0 (Plant cover with negative
thickness), assume it is about a
structure and only the part
corresponding to the road surface
is calculated.
This mode is more complete if
section type number 0 is
declared, but allows use of certain
section types who roadbeds are
different.
P+ I
Is the depth at which the suitable
ground is found on which the road
can be built, that is, the sum of
the thicknesses of the plant cover
plus the layer of inadequate
ground. If value: P+I=0 P+IP
is given, it is assumed that there
is no inadequate terrain and the
suitable terrain is found at depth
P.
R
Depth of the rock. If R=0 or RP+I or RP it is considered that the rock does not exist or is found at a great
depth and is not goint to affect the levelled areas of the works.
Not advisable to give a high value, p. ej. R=20 so that it does not reach the rock, it could affect the drawing
of the cross sections. If a value R<0 it is considered that there is no suitable ground and that the rock starts
on the surface or underneath the topsoil or under inadequate ground. ISTRAM
carries
out a warning distribution to the calculation and in the event that the ambiguous ones predominate, always
chooses the later information.
[Reorders]
If the user wants to make his definition of sections match the sections with which ISTRAM
is going to
employ in the calculation, the option [Reorder] can be used; but it is not necessary for calculations.
Reorders the definition of the user in accordance with the sectioning that ISTRAM
=
254 6 , 3
2
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Do not study the first ones (m)
This is the distance in which the visibility is presupposed, by default 60 m.
Reference jumps every (m)
This is the study between one sub-study and following one, by default of 20 m.
Calculate clearing shoulders
This indicates that when Stopping or Overtaking Visibility studies are made the levelled areas are moved
to permit this visibility.
Study visual barriers
When activating this flag, these are considered as the visual barriers that are declared in the Options in
the Observer position and reference, angles, and visual barriers,
KPs Range /Observer KPs
This enables you to carry out the study either in the indicated KPs range or in a KP which is defined in
the Observer KP field.
Observer KP
KP in which the observer is situated momentarily according to the criteria of the user to carry out a
specific viewing. By default it has the same value as the initial KP and only takes effect if the Observer
KP box is activated.
Reference KP
KP in which the reference is situated from the position of the observer and the distance of the study. It is
a merely informative value.
Study
The visibility study is carried out, informing of the% of the study made, and generating a report which can
be consulted from the Results tab. When clicking on this button the programme requests a name for the
text file that will contain the study and which will have the extension .txt.
Run
This offers a view of the run of the whole axis both in 3D (an OpenGL window) and in 2D.
The carrying out of a run or a study can be stopped totally by pressing on the key Esc.
.
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Visibility of the crossings
In the same way that the stopping and overtaking visibility studies are run studies, in other words, they are
made throughout the whole axis or the stretch of KPs that is selected, the study is made from a fixed
position which is the one in which a crossings is going to be situated.
In the study the observer places
themselves outside the roadway
which is to be studied and looks at
both sides of this to see if they can
cross it.
The dialog box that is offered to
the user is similar to the one
described for the stopping and
overtaking visibility studies, with
the difference that some elements
such as the speed diagram
disappear, and others like the type
of vehicle, its length and its
acceleration among other things
appear as new characteristics. The
common elements such as the
position on the observer, berms,
and other advanced options have
been explained in the previous
section.
Therefore, the current axis is studied in the
ascending order of the KPs, and the user
can choose the position of the observer (if
they are on the right or left of the roadway)
and set it up to whether the observer is
looking towards their right or left.
The crossings distance depends on the type
of vehicle according to Spanish regulations,
on its acceleration, length and the width on
the roadway that is to be crossed.
A study at a fixed Speed (Km/h) to determine the crossings distance
The speed at which it is supposed that the vehicle covers all the road alignment, the project speed by
default
( )
3,6
T V
D
c
c
=
( )
j 9,8
w l 3 2
T T
p c
+ +
+ =
D
c
: crossings distance
V: the speed of the road with right of way
T
c
: manoeuvring time of the crossing
T
p
: driver response time
l: length of vehicle
w: width of lanes
j: acceleration of the vehicle ( m/s
2
)
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Type of vehicle, length (m) and its acceleration (g)
It varies between the types defined in the Spanish norm 3.1 IC: Articulated, rigid or light.
With this value the length and acceleration of the vehicle values are established automatically and with
these the necessary distance of the crossings. Furthermore, the user can modify these values
(consequently the study will have another type of validity).
Width of the roadway to be crossed (m)
This indicates the total width of all the lanes to be crossed (by default it takes on a value of 7 m).
The type of crossings visibility study
This indicates to the programme if the observer is on the right or the left of the roadway in the study and
if they are looking to their right or to their left. By default it is Observer right, looking left.
As we have said before, the remaining data is the same as that described for the stopping and overtaking
visibility studies:
Observer jumps every (m)
The distance between the KPs in which the observer will be situated during the study of an axis or a
stretch of this, by default 5 m.
Do not study the first (m)
This is the distance in which the visibility is presupposed, by default 60 m.
Reference jumps every (m)
This is a distance between one sub-study and the next, by default 20 m.
Calculate berms
This indicates that when a study is made the levelled area is moved to permit this visibility. By default it
is not marked.
Study visual barriers
When activating this flag, visual barriers that are declared in the Options are considered to be within the
Observer position and reference, angles, visual barriers,
Observer KP
The KP in which the observer is situated momentarily according to the criteria of the user to carry out a
specific viewing.
Reference KP
The KP in which the reference is situated taken from the position of the observer and the study distance.
This is a merely informative value.
Study
The crossings visibility study is carried out which generates a report. When clicking on this button the
programme requests and name for the text file which will contain the study and will have the extension
.txt.
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5.4.1.2- Position of the observer and of the reference, angles, visual barriers,
When clicking on this option it opens up two new tabs: Position (which is the one that appears unfolded)
and Options.
In the studies, the definition of the position of the observer and the reference are taken into consideration.
The values of these positions are defined by default according to what is specified in the Spanish road
regulations (3.1 IC). In the dialog box that corresponds to the tab Position there are a series of options
that enable the user to change these values, or to recover them if they click on the button [Predet.Val.].
The location of these positions is carried out with regards to the transverse profile of the platform (line 67)
and the codes that correspond to the edges of the roadway are used:
Position of the observer and the reference on a double lane roadway
The values must be entered as if the run were configured for the right roadway. If you are carrying out a
study in the opposite direction, the position of the observer and the reference are calculated by symmetry.
If is a single lane roadway, the dialog boxes are similar, changing the roadway graph:
Position of the observer and the reference on a single lane roadway
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And, likewise, in the case of the crossings the dialog box is:
Position of the observer and the reference on a crossings
The horizontal positioning of the observer or reference with regards to the code
Side
With this option we select the side on which the observer is situated, by default on the right.
Code
Here, we set the reference code, by default 1 (inner white band in the case of a double roadway, axis in
the case of a single roadway).
Distance to the code
This refers to the previous code; it is the distance from this expressed in m.
Always on the right
The previous distance is measured on the right, according to the direction of the ascending KPs stretch.
Outwards
In this case, the distance is measured towards the outer section of the roadway, depending on the
direction of the stretch. This is the option by default.
The height of the viewpoint
Of the driver over the main roadway, by default and according to the regulation it is 1.10 m.
Vertical positioning of the observer or reference
From the Surface
The height is measured from the surface 67 considering all the possible bends in this.
From Code (HOR)
The height is measured from the horizontal of the code.
From the main roadway (Superelevation)
The height is measured from the surface of the roadway taking into consideration the superelevation,
with this being the default option.
In principle, it is not necessary to change the selection by default of Side, Outwards or Main Roadway
(Superelevation), because the results obtained might not be suitable.
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Advanced options for visibility studies. Studies with visual barriers
The studies with visual barriers are necessary to check that objects situated on the platform (retaining
barriers) or close to these (bushes, trees, buildings, raised crossing platforms,) do not interrupt the visual
line. A visual barrier is defined by a 3D line and a parallel over this in the vertical plane. Between both of
these an opaque vertical band is created which is studied by the analyser. All the lines of the same type of
line (line layer); for example the L404 drawn on the road surface and a parallel to this at a height of 0.70 m
can represent a flexible barrier (guardrail) or rigid (newjersey). The line layer on which we have defined the
buildings and a global height; for example 15 m, is usually used with urban bypass alignments.
The geometry of the visual barriers is defined out of Visibility, in fact any line can become a visual
barrier, although the normal situation is for the visual barriers to be defined and drawn in the option
Roadway Markings in the Section menu.
The section Visual Barriers of the tab Options is the place where we assign, for each type of line that
represents these barriers (guardrails, newjerseys, railings,...), a height over the ground in which they are
situated.
You can use all kinds of specific lines to represent buildings, walls, etc., which may appear in the
cartography. As all the types of lines indicated in Visual Barriers are going to be studied, it is advisable
that the lines that belong to these types be those required and no others.
The movable feature indicates if
the visual barrier can be moved or
not. By default the option is on
movable. If there are visual barriers
like a building (drawn with another
type of line) which evidently cannot
be modified, we do not use the
option).
The option preserve enables you
to preserve a copy of the lines or
original visual barriers in case these
are moved by the programme.
If we are carrying out a study of a motorway, we can activate the option cross median, which enables us
to displace the visual barriers along the median until the end of this or enter the lanes in the other
direction.
Two blue lines are drawn in the OpenGL window, one of them 0.1 m from the ground so that it can be
seen, and another at a height indicated for this type of visual barrier, as shown in the drawing on the left.
On the right, you can see the same picture but showing the 3D representation of the roadway marking
which is being used (guardrail). For this the flag Show roadway markings of the Configuration tab is
activated. The following illustration shows the viewing of the aforementioned blue lines on the left, and on
the right the same image but with the flag activated, and the type of line (guardrail) appears:
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Reference Options
You can specify that the study be carried out looking at the reference, in its set position over the
transverse profile or for it to be studied on the edges of the roadway, both and at the same time.
In reference
This indicates that the study be carried out specifically between the observer point and that of the
reference defined in the corresponding submenus, for each study KP. This is the option by default.
On roadway edges
This indicates that the study be carried out simultaneously on both edges of the roadway using standard
references.
Only one lane
This is a special mark for those cases in which the edges of the roadway are studied, and the left edge of
the lane direction that is being studied is shortened. It is not marked by default.
Visual angles
Horizontal visual angle ()
This is a maximum turning measurement that a driver must perform to see the reference. The value by
default is 45. Spanish regulations do not specify anything in this matter, but give an idea of the comfort
of driving. If you do not want this value not to have any effect on the study we recommend that you use a
value of 180.
Vertical visual angle ()
This is the maximum upwards angle of the vehicles headlights that must permit you to see the reference
on sag vertical curves. The value by default is 1 which is indicated by the regulations.
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Configuration of the 3D display window
This option enables you to configure
the overall characteristics of the
display. You can access this by
clicking on the Configuration tab
(at the same level as Studies).
These are options that do not
influence the results of the studies,
although they can influence the time
that it takes to perform these
because of the redrawing of the
windows and these can have an
effect on the way that we see the
study.
Added viewing (Ground plan-Elevation) (%)
In order that the user can have a global idea of the graphs shown by the programme, apart from the
study area, two areas (front and back) are drawn of a size defined by the user. By default the length of
these areas coincides with that of the study (0%). The length of these areas is specified as a percentage
of the studied area.
Elevation exaggeration
The relation of H/V scales for the elevation.
See Reference
When selecting this option, the reference is centred in the middle of the 3D view window.
See Forwards (m)
In this case, the centre of the window will be occupied by a point which is situated at a certain distance
from the observer (by default at 100 m) and with the same characteristics as the reference. It would be
the view of the driver who tries to have an overall view of the road in front. This is the view by default.
See Tangential
This indicates that in the 3D view window the centre of the window is occupied by a point situated at 1 m
in front of the observer. In other words, it would be the view of the driver if he looked in the direction in
which the vehicle was going at that moment.
Camera movement with regards to the observer position
This enables you to move the viewpoint of the camera with regards to the observer by movements (in m),
in the three directions: lateral (a positive value implies a movement to the right), longitudinal (a positive
value produces a movement forwards) and height (a positive value indicates an upward movement).
Draw 3D
This indicates if the 3D view window is redrawn independently of the studies. By default it is enabled,
although if this window slows down the system, it should be disabled.
Show road marks
When you enable this option, the 3D type lines which are entered as visual barriers are represented in
the 3D view with their three-dimensional shape (for example, the type of line 404 represents a roadside
barrier).
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Show textures
If you activate this the 3D view is represented with roadway, levelled area, embankments textures,
Generate reports
This indicates if you want to generate reports or not of a study that is being carried out and which is
enabled by default. The results list has been compressed so that it can have the maximum amount of
information in a line in vertical A4 format.
Save berms
This indicates if you wish to generate berm geometry files that can be used later in the Elevation menu.
Keep the indicated 3D view
If this control is enabled (option by default) when the position of the observer is changed from the data
menu, the programme will forget the movements that the user has made in the 3D view window and will
show what corresponds to a normal stretch in that window. If this is disabled, it will apply all the
movements carried out by the user in the 3D view window to the new position.
Film: Speed (Km/h)
This indicates the speed of movement of the observer along the roadway during the generating of AVI
films, by default 120 Km/h.
Visual angle circle ()
By activating the circle option and declaring an angle in sexagesimal degrees, the programme draws us
a circle that indicates the visible area with this angle. This circle can be seen in the OpenGL window.
Information in the 3D window
Here, the programme is informed of which data has to be shown in the 3D window, and can be:
None
The observer and reference KPs
The latter and also the necessary and visible distance (available)
All the latter and also the obstacle that causes the lack of visibility of the reference.
Load/Save
This saves and loads the general viewing configuration.
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5.4.1.3- Results
From this tab you access the viewing of the results in the form of lists or images:
Film in AVI
This is used to generate an animation in AVI format, at 25 images per second, moving the camera and
the reference through the positions of a stretch or study at the speed indicated in the Configuration.
Spot
This enables you to generate a BMP image in each position of the stretch or study. Each image is saved
in a numbered file.
Animation Curves
When you click on this option it presents the stretch of the section which is being subjected to the study,
generating two files that correspond to the curves that create the observer stretch (camera.cur) and the
reference (referen.cur), and that can be used in the Photorealism module to create the animations.
See lists
This enables you to open any .txt extension file from a visibility study.
Cartography Study
This presents in the cartography and on the roadway coloured areas throughout the stretch which are the
object of the visibility study. These areas are green when there are no problems of visibility and red if
there are. Furthermore, the obstacles that cause the lack of visibility are represented by symbols (of a
356 type) as well as the observer-reference visuals (with the type of line 3).
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In the following you can see an example of a report on a stopping visibility study at a fixed speed:
################################################################################
# VI SI BI LI TY STUDY #
################################################################################
# #
# Stopping visibility study along an axis or stretch of an axis. #
# #
# #
################################################################################
# ISTRAM(R) V. 9.04 98 #
################################################################################
# #
# Axis: 1 direction: Normal #
# A study at a fixed speed of 120.0 Km/h #
# Axis from KP: 0.000 to KP: 2855.444 #
# Study from KP: 0.000 to KP: 2855.444 #
# #
# Observer jumps for each for the study every: 5.00 m #
# Visibility is supposed in the first ones: 60.00 m #
# From there, the visibility is studied every: 20.00 m #
# #
# Vertical tolerance angle, in degrees: 1.00 #
# Horizontal tolerance angle, in degrees: 45.00 #
# #
# The study is made between the view point of the observer and a point of the #
# configured reference. #
# #
# Configured trajectory of the observer: #
# Surface: 67 #
# Side: Right #
# Code: 1 #
# Distance to the code: 5.5 m towards the outside #
# Height: 1.10 m from the main roadway #
# #
# Configured trajectory of the reference: #
# Surface: 67 #
# Side: Right #
# Code: 1 #
# Distance to the code: 0.0 m towards the outside #
# Height: 0.20 m From the main roadway #
# #
################################################################################
KP D.Disp D.Nece i Radius Kv fl V.Est V.Red Obstacle Dist.Axis KPObstacle
--------------------------------------------------------------------------------
0.0 246.6 246.6 2.404% -383.5 -2500.000 0.291 120.0
5.0 247.7 247.7 2.204% -383.5 -2500.000 0.291 120.0
10.0 248.9 248.9 2.004% -383.5 -2500.000 0.291 120.0
15.0 250.0 250.0 1.804% -383.5 -2500.000 0.291 120.0
20.0 251.2 251.2 1.604% -383.5 -2500.000 0.291 120.0
25.0 252.5 252.5 1.404% -383.5 -2500.000 0.291 120.0
30.0 253.7 253.7 1.204% -383.5 -2500.000 0.291 120.0
35.0 254.9 254.9 1.004% -383.5 -2500.000 0.291 120.0
40.0 256.2 256.2 0.804% -383.5 -2500.000 0.291 120.0
45.0 257.5 257.5 0.604% -383.5 -2500.000 0.291 120.0
50.0 258.7 258.7 0.404% -383.5 -2500.000 0.291 120.0
55.0 260.1 260.1 0.204% -383.5 -2500.000 0.291 120.0
60.0 261.4 261.4 0.004% -383.5 -2500.000 0.291 120.0
65.0 262.7 262.7 -0.196% -383.5 -2500.000 0.291 120.0
70.0 240.0 264.1 -0.396% -383.5 -2500.000 0.291 120.0 114.9 Median 1.664 296.717
75.0 240.0 265.5 -0.596% -383.5 -2500.000 0.291 120.0 114.6 Median 1.525 291.611
80.0 240.0 266.9 -0.796% -383.5 -2500.000 0.291 120.0 114.3 Median 1.498 286.528
85.0 240.0 268.3 -0.996% -383.5 -2500.000 0.291 120.0 114.1 Median 1.509 280.428
90.0 220.0 269.8 -1.196% -383.5 -2500.000 0.291 120.0 109.3 Median 1.809 284.852
95.0 220.0 271.2 -1.396% -383.5 -2500.000 0.291 120.0 109.0 Median 1.853 279.639
100.0 220.0 272.7 -1.596% -383.5 -2500.000 0.291 120.0 108.8 Median 1.942 273.422
105.0 220.0 274.2 -1.796% -383.5 -2500.000 0.291 120.0 108.5 Inside Shoulder 2.188 268.525
110.0 200.0 275.7 -1.996% -383.5 -2500.000 0.291 120.0 103.4 Inside Shoulder 2.511 278.477
115.0 200.0 275.8 -2.000% -383.5 0.000 0.291 120.0 103.4 Inside Shoulder 2.646 271.211
120.0 200.0 275.8 -2.000% -383.5 0.000 0.291 120.0 103.4 Inside Shoulder 2.972 266.812
125.0 180.0 274.3 -1.805% -383.5 2500.000 0.291 120.0 98.4 Roadway 3.136 279.299
130.0 180.0 272.8 -1.605% -383.5 2500.000 0.291 120.0 98.6 Roadway 3.308 269.210
135.0 180.0 271.3 -1.405% -383.5 2500.000 0.291 120.0 98.8 Roadway 3.688 264.914
140.0 160.0 269.8 -1.205% -383.5 2500.000 0.291 120.0 93.3 Roadway 3.634 283.306
145.0 160.0 268.4 -1.005% -383.5 2500.000 0.291 120.0 93.6 Roadway 3.955 271.538
150.0 160.0 267.0 -0.805% -383.5 2500.000 0.291 120.0 93.8 Roadway 4.365 265.494
155.0 160.0 265.5 -0.605% -383.5 2500.000 0.291 120.0 94.0 Roadway 4.842 262.241
160.0 140.0 264.2 -0.405% -383.5 2500.000 0.291 120.0 87.8 Roadway 4.321 282.109
165.0 140.0 262.8 -0.205% -383.5 2500.000 0.291 120.0 88.0 Roadway 4.846 273.525
170.0 140.0 261.4 -0.005% -383.5 2500.000 0.291 120.0 88.2 Roadway 5.352 268.868
175.0 140.0 260.1 0.195% -383.5 2500.000 0.291 120.0 88.4 Roadway 5.846 267.180
180.0 140.0 258.8 0.395% -398.3 2500.000 0.291 120.0 88.5 Roadway 6.339 266.125
185.0 140.0 257.5 0.595% -430.5 2500.000 0.291 120.0 88.7 Roadway 6.822 265.505
190.0 140.0 256.2 0.795% -468.4 2500.000 0.291 120.0 88.9 Roadway 7.282 235.0 127.6
127.6 -4.569% 0.0 0.000 0.349 80.0
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Graphic information of the visibility
Once a study has been made you can observe the
results in the Alignments, Speed Diagram and
Results window. At the bottom of this window a
histogram appears in which the yellow columns indicate
KPs at which the desired visibility is achieved, and the
red ones indicates KPs in which it has not been
achieved. The height of these columns is proportional to
the visibility distance reached.
But these results are also visible for the current KP in the
Ground Plan window and in the 3D View. In the Ground
Plan we see a line that runs through the point where the
observer is and the points in which the study has been
made.
This line is green in the stretches in which there is
visibility and red when there is not. In the 3D View
window the same line is drawn but in 3D.
Navigation on Errors
Once the study has been carried out, from this menu situated at the bottom of the screen you can move
sequentially (according to the KPs) on each point in which a possible visibility problem has been found,
indicating also the reason for this and the KPs interval where this is shown.
5.4.1.4- Working methodology and review of results
To sum up and with the aim of offering a practical Visibility approach, the steps that the user
must carry out to do the study are hereby presented:
Step 1: Obtaining the necessary data
Before entering the visibility option it is necessary to have calculated the elevation of the axis or axes that
you wish to study (that there are ispol#.per files, with # being the axis number).
It is very useful to have previously calculated and drawn the road marks and visual barriers so that they
can be considered by the Visibility algorithms.
It is also advisable to have an idea of the regulations that determine the visibility studies.
Once everything has been taken into consideration, you can access the visibility studies with the
Visibility option in the Section data menu.
Step 2: Entering the data that defines the study
Once you are in Visibility:
The axis which is to be studied is selected.
A type of study is selected, which defines a set of configuration values of the study according to
the current regulations, and
The initial KP and end of study KP values are entered, unless the whole axis is going to be
studied, in which case you only need to leave the values by default.
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Step 3: Performing the study
To do so, you only need to click on the button Study and the study is performed automatically.
Step 4: Viewing the results
The results of the study are stored in a report and shown in the window Alignments, Speed Diagram and
Results.
If the results are not the ones you expected, you must carry out the necessary corrections outside of this
menu and, once the pertinent changes have been made, this process is repeated until the required
objectives are fulfilled.
Other characteristics
As we have previously explained, the Visibility option has other possibilities and/or characteristics that
facilitate the work and which are not strictly necessary to carry out the studies. The programme permits the
user to place the observer and reference point in the points that it needs throughout the axis. To do so it
has a lot of different methods.
You can place the observer and reference at any KP of the axis by using the Observer KP option, and
entering the value of the desired km point, or also using the slider at the bottom of the menu to give it a
position. With regards to its transverse position, there is a submenu, Observer and reference
position, angles, visual barriers, dedicated to this in which you can place the observer at any
distance from any code that defines a transverse profile and also at any height over the surface of the
roadway.
The study can be backed up by a speed diagram that marks the study distance. With these characteristics
defined, you can perform a run of the axis or a visibility study. Both of these respect the transverse
characteristics of the observer and reference positions.
The studies and runs can be made in a normal or opposite direction for the study or to cover both
directions of the roadway. You can also mark the contour lines of its surroundings. If the process is very
slow, you can deactivate those that have been drawn in any of the graphic windows.
The study can be made on the reference or on both sides of the roadway simultaneously. If the roadway is
a single lane road is can be done only on the lane that it runs along.
By default, from the initial to the last KP, studies are made along the axis every 5 m, considering that in the
first 60 m there is going to be visibility, and therefore these are not studied, from there on, substudies are
made every 20 m until we reach the study distance.
In other words, if we start at KP 1234,234, the first study will be made there, the next at KP 1239,234 and
so on; at each of these, the corresponding substudies are carried out, and the objective would be that the
straight that joins the observer and the reference at KP 1294,234 does not cut any roadway triangle, the
terrain or visual barriers, then repeating this substudy situating the reference point at KPs 1314,234,
1334,234 and 1354,234 (supposing a study distance at 120 m).
These conditions can be modified to adapt them to the needs of the user. If the final point of the last
substudy does not coincide with the study distance, an additional substudy is made for the study distance
(for example, if the conditions by default are modified so that the starting offset is 50, we would study
1284,234, 1304,234, 1324,234, 1344,234, 1364,234 and 1354,234).
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5.4.2- Speed diagram
This enables you to generate Lists of Speed Diagrams. The calculation also leads to the presentation of
the diagram with the Longitudinal Profile (grid data DiagVel.gui) for the designing of lanes for slow
vehicles. It also allows you to carry out the Visibility studies, considering the speeds specified at this
point. You can also make a speed diagram with the railway design tables to calculate the times for the
stretch.
The speed diagram is calculated as the maximum speed that a vehicle can drive along an axis. This
maximum speed is always the smallest of the following:
1) The maximum speed at which the vehicle can reach depending on its mechanical characteristics. For
a specific vehicle, this speed depends on the starting speed and on the longitudinal profile of the road
alignment, in other words, it depends on the geometry of the AXIS IN ELEVATION (slopes, ramps and
vertical curves).
2) The specific speed, which depends on the radius, of the superelevation and the transverse friction
coefficient, and therefore it is the role of the GROUND PLANNED AXIS geometry.
3) The maximum speed which is made obligatory by other conditioning factors in urban areas, crossings,
etc., regardless of the road alignment geometry.
4) The maximum speed at which a vehicle should go to be able to brake before reaching points with a
specific low speed.
The following describes how you can define these speed values:
The menu enables us to use three different types of vehicle:
Heavy vehicles under the Spanish regulation 3.1 I.C.
Cars
Lorries
Heavy Vehicle under the Spanish Regulation 3.1 I.C.
The performance of this vehicle is in line with the graph of the aforementioned instruction, where there are
different length/speed curves for different slopes. If, as a result of a reduction of the specific speed of the
road alignment or of a speed limit imposed by the user, the vehicle is forced to brake, the formula of the
stopping distance found in the same instruction is used to calculate the deceleration:
) i 254(f
V
3,6
Vt
D
l
2
p
p
+
+ =
D
p
=
V =
t
p
=
f
l
=
i =
Stopping distance (m)
Speed (Km/h)
Perception and response time (s)
Wheel-road surface longitudinal friction coefficient
(Depends on V)
The slope of the grade line (so much [x] times one)
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Cars
The performance of cars is taken from the following characteristics:
Maximum speed in Km/h
Time in seconds to go from 0 to100 Km/h
Time it takes to cover 1000 metres from a stopped position
A table is included with these characteristics for 13 different commercial model. The light vehicle of the
norm is the SEAT Ibiza, 100 CV.
Additionally, we must enter a deceleration value in the case of braking in m/s
2
. If no positive value is
entered here the same formula for the stopping distance is used.
The user can enter other different values for these three characteristics, as long as they are coherent.
Lorries
The behaviour of lorries is taken from four pieces of information of the time used to reach four different
speeds from the stopped position.
A table is included with eight different commercial models, for which the times to reach 60, 70, 80 and 85
Km/h are included.
Also, in this case, you must enter a speed limit, which by default is set at 90 Km/h. And as in the case of
the cars, we can also enter a value for the deceleration in case of braking, if not the formula for the
stopping distance will be used.
Speed diagram, data for the study
Here, you must select a ground plan design table (*.dip) that includes the specific Speeds depending
on the radius, as well as the longitudinal and transverse friction coefficient also related to the
speed. In the library, there are two tables that comply with these conditions (here is a section as an
example):
AC10_04A. DIP (Roads Group I: motorways and roads of 100 Km/h. The regulation of 2000)
C864_04A.DIP (Roads Group II: de 80, 60 and 40 Km/h. The regulation of 2000)
......
# Radius Superelev. Arecom Aminimo LonClo VelEsp ft RsMin RsMax fl
# --------- ------- -------- -------- ------- ------ ------ ----- ----- -------
670. 4.7 291. 245. 89.6 110.0 0.0955 300. 2000. 0.30600
570. 5.3 258. 217. 82.7 105.0 0.0999 278. 2000. 0.31300
485. 5.9 229. 192. 76.3 100.0 0.1039 255. 2000. 0.32000
410. 6.5 202. 170. 70.1 95.0 0.1083 231. 2000. 0.32700
350. 7.0 179. 151. 64.8 90.0 0.1122 208. 2000. 0.33400
305. 7.0 162. 136. 60.5 85.0 0.1165 188. 670. 0.34100
265. 7.0 145. 122. 56.4 80.0 0.1202 168. 522. 0.34800
225. 7.0 129. 108. 51.9 75.0 0.1269 146. 395. 0.35850
190. 7.0 113. 95. 47.7 70.0 0.1331 125. 309. 0.36900
155. 7.0 97. 82. 43.1 65.0 0.1446 103. 241. 0.37950
130. 7.0 85. 72. 39.5 60.0 0.1480 87. 198. 0.39000
105. 7.0 73. 61. 35.5 55.0 0.1568 70. 159. 0.40050
There are two ways of determining the specific speed:
The specific speed according to the radius: To obtain the road alignment ground plan radius, the
value of the specific speed that it corresponds to is acquired according to the table.
The specific speed according to the Radius and Superelevation: The pair V
esp
and f
t
that
comply with the formula are obtained from the design table:
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5 - ELEVATION, ADVANCED PROJECT CALCULATION PAGE: 41 / 62
+ =
100
p
f 127R V
t
2
esp
R = Radius at the current KP (m)
P = The real superelevation of the road alignment at this point (%)
f
t
= the mobilised transverse friction coefficient
This is useful for cases in which the superelevation does not correspond with the radius, in reinforcement
projects or in those cases in which we have not been able to implement the superelevation correctly
according to the norm.
In the list, as well as the specific speed which has been selected, we see a final column that prints the
specific speed obtained exclusively from the radius, to allow comparisons.
[Initial KP and final KP] These limit the area to be studied.
Equidistance To generate lists and points of the longitudinal profile.
Initial.speed KPi This defines the speed in the initial KP for the study of the diagram in the right
direction.
Initial.speed KPf This defines the speed and the final KP for the study of the diagram in the opposite
direction.
Initial time This defines the time origin.
Anticipate braking With this option activated, the programme analyses those points where the
specific speed drops suddenly, where the vehicle must start to brake so that it does not go at any time
above the specific speed or limit set by the user. With this option deactivated, the vehicle starts to brake
when the specific speed or limit by the user drops, and so if the reduction is very sharp in certain stretches
they may be above this speed.
dT The user can change the simulation step between 0.001 and 1.000 seconds. The greater the value
of dT the faster the list is generated, but with less accuracy.
LIMIT ACCORDING TO KP This enables you to define two tables, one for the study of the stretch in
the right direction and another for the opposite direction. In these tables, the user can enter speed limits at
different KPs of the road alignment. You must remember that between two values in the table the
programme interpolates the speed values linearly, and therefore if punctual limit data is entered, you also
have to enter data to reset the nominal speeds. For example, if we want to limit the speed to 50 km/h on
the 400-500 and 800-900 stretches, we enter:
KP Speed
0
399
400
500
501
799
800
900
901
120
120
50
50
120
120
50
50
120
GENERATE This calculates the Speed Diagram in the direct and opposite direction and generates the
list diagv.res with the following information:
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Istram 9.04 07/05/07 17:38:05 98
PROJECT : TEST PROJECT Motorway in mountain alignment
EJE : 1:
******************************************************************************
* * * SPEED DIAGRAM * * *
* * * increasing KP. * * *
******************************************************************************
VEHICLE DATA: Heavy Vehicle of the Norm 3.1-IC
Initial KP ...: 0.000
Final KP .....: 2855.444
Equidistance ..: 20.000
Initial Speed..: 0.00
Initial T......: 0.00
KP t (sg) v (km/h) v.espec. speed limit R i(%) v.esp(R)
----------- -------- -------- -------- -------- ----------- -------- --------
0.000 0.00 0.00 94.80 250.00 -375.00 2.404 94.80
20.000 10.99 13.78 94.80 250.00 -375.00 1.604 94.80
40.000 15.19 20.55 94.80 250.00 -375.00 0.804 94.80
60.000 18.25 26.63 94.80 250.00 -375.00 0.004 94.80
80.000 20.73 31.36 94.80 250.00 -375.00 -0.796 94.80
100.000 22.89 35.43 94.80 250.00 -375.00 -1.596 94.80
120.000 24.81 39.39 94.80 250.00 -375.00 -2.000 94.80
140.000 26.56 42.78 94.80 250.00 -375.00 -1.205 94.80
160.000 28.19 45.47 94.80 250.00 -375.00 -0.405 94.80
180.000 29.74 47.49 96.34 250.00 -389.84 0.395 96.34
200.000 31.23 48.84 111.30 250.00 -560.56 1.195 111.30
220.000 32.69 49.74 133.11 250.00 -997.34 1.995 133.11
240.000 34.13 50.55 178.89 250.00 -4516.36 1.393 178.89
260.000 35.54 51.74 167.74 250.00 3077.09 0.593 167.74
280.000 36.91 53.20 140.91 250.00 1284.53 -0.207 140.91
300.000 38.24 54.88 126.47 250.00 811.68 -1.007 126.47
320.000 39.53 56.79 113.79 250.00 593.29 -1.500 113.79
340.000 40.78 58.66 103.64 250.00 467.50 -1.500 103.64
360.000 41.99 60.44 97.40 250.00 400.00 -1.500 97.40
380.000 43.16 62.15 97.40 250.00 400.00 -1.500 97.40
400.000 44.31 63.71 97.40 250.00 400.00 -1.111 97.40
420.000 45.43 65.04 97.40 250.00 400.00 -0.711 97.40
440.000 46.52 66.15 105.15 250.00 484.60 -0.311 105.15
460.000 47.61 67.04 122.76 250.00 729.13 0.089 122.76
480.000 48.67 67.75 145.11 250.00 1471.76 0.489 145.11
500.000 49.73 68.30 195.10 250.00 0.00 0.889 195.10
520.000 50.78 68.69 195.10 250.00 0.00 1.289 195.10
540.000 51.83 68.98 195.10 250.00 0.00 1.300 195.10
560.000 52.87 69.27 195.10 250.00 0.00 1.300 195.10
580.000 53.91 69.55 195.10 250.00 10404.87 1.300 195.10
600.000 54.94 69.83 125.19 250.00 781.53 1.300 125.19
620.000 55.97 70.10 97.98 250.00 406.01 1.300 97.98
640.000 56.99 70.37 86.50 250.00 300.00 1.300 86.50
660.000 58.02 70.64 86.50 250.00 300.00 1.300 86.50
680.000 59.03 70.91 86.50 250.00 300.00 1.300 86.50
Also the files DVdir#.dat y Dvinv#.dat are generated (with # being the number of the axis) in the tmp
folder with information for the diagram drawing in a longitudinal profile (DiagVel.gui) and for the VISIBILITY
studies.
The STUDY DATA and the VEHICLE DATA only initialize when changing the axis.
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5.4.3- Drainage works
The transverse drainage works, and other effluents associated to the project, can be defined and
presented using the utilities of this dialog box.
Here you can [Load] and [Save] all the works in one single file called *.dof whose name is also
entered into the *.pol file of the project (the drainage works can affect several axes and are not filed in
the *.vol of any of these).
Each works is defined by one or more straight line stretches, each of which is given by the three
coordinates of its extreme points: mouth and drainage. The Type declares the name of a library file
*.obf in which the graphic presentation parameters for your ground plan drawing are defined, as well as in
the longitudinal profile.
[Num] This is the identification number of the drainage works. If two successive stretches have the
same Number, it is understood that they are two stretches from the same drainage works linking the
drainage to the mouth. If we have defined the stretch with the number "n", we start the definition of the
following one with the same number, and the drainage coordinates of the previous one are copied in this
as the mouth.
[Height] This enables you to define a height value for each drainage works. When generating the profiles,
if a different height than zero has been defined, a parallel line to the axis of the drainage works is created.
[Clicking/Numerical] This is the switching between two ways of giving the coordinates of the extreme
points. In the mode Clicking the Connection modes are activated to obtain X, Y coordinates, and
temporarily the Z of the connected object.
[ORTHOGONAL] Once the mouth has been defined, you can define the drainage in such a way
that the axis of the drainage works is orthogonal to the alignment axis. When you click on the option
[ORTHOGONAL->], faced with the drainage that we want to define, the programme asks us to select the
alignment axis which it must cut orthogonally (this can be given numerically or by selecting any line of the
ground plan drawing of this axis) and a line on which the drainage must be calculated (for example, the
line at the foot of the slope).
[NAME] When loading a file for the Type (*.obf), the number related to this type of drainage works
appears (which the user can later modify individually). This name will be used for its presentation in
the ground plan drawing and in the longitudinal profile (with the grid data isof2.gui).
[Ground plan] [B] This draws all the drainage works on the ground plan map according to the
instructions stored in each *.obf file. [B] deletes the drawing that it may have done so that the user can
modify any of the definitions before redrawing them with the [Ground plan].
[Profiles] This generates a file with a .per format called OF.per with a developed profile of each
drainage works. To obtain the profiles, before giving this order the surface of the current terrain must be
duly defined (see the SURFACES menu) so that these can appear in the profiles. The axes must be
completely defined and calculated so that all the geometry of the works is available. The profiles of the
axes whose GROUP or MODEL is deactivated are not cut.
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We can access the profile editor with the option [Edit
Profiles] and edit the OF.per file.
In the profile editor, the application detects that a file with
data on the drainage works is being edited, and therefore
a modification of the polyline which represents this and
the later clicking on the key [Update Drainage works]
permit the user to carry out design changes simply and
quickly.
Several lines or surfaces are represented in each profile:
The axis of the drainage works.
Land or lands, if the surfaces from where they are extracted are defined.
The earthmoving platform, including the subgradient, levelled area and embankment. If a land
surface exists, an automatic Lengthening/Shortening is made, searching for the coinciding of both
surfaces.
Road surface.
The curves of the crossings if they are defined in the project.
In the case of railway projects the rails and sleepers are included.
The axis of the drainage works in the profile can be edited by modifying its mouth or drainage point. As we
have previously explained, this modification in the profile can pass automatically to the ground plan
definition, by choosing the option [Update Drainage works] which appears in the LINE EDITING
window. When we have two stretches that are linked, this option does not work, and we therefore
recommend that you previously treat these as independent stretches, re-number them once they have
been edited, and finally return to generate the profiles.
[Add] [Insert] [Delete] These act upon the order lines that define the stretches of the drainage
works, adding one at the end, inserting one before the current one (the one shown in the first line of the
table) or deleting the current stretch.
If the name of a *dof file is declared in the *.pol, on the definition of the current project, the name of a
*dof file when entering the menu is loaded automatically.
When there is an order to draw the longitudinal profiles, if the longitudinal template file which is used (*.gui)
has the correct order, it seeks the intersection of the drainage works with the axis and these are shown in
the longitudinal. The grid data isp18.gui, isof1.gui and isof2.gui include the STV order that tells
the programme to show a symbol according to the vertical scale and type:
#################### DRAINAGE WORKS ################################
# --- #
STV Symbol of OF according to TYPE (LSC of.obf) and according to Vert.
Scale #
# a label symb. dx dy angle #
# ------- ------ ---- ---- ------- #
N 507 5. 3. 0. drainage works number #
EC 502 5. 0. 0. slant in centesimals #
KP 503 5. -3. 0. KP #
L 504 5. -6. 0. Length #
Ze 505 5. -9. 0. Input spot height #
Zs 506 5. -12. 0. Output spot height #
# NAME Style dx dy Angle tam th tv #
# ------- ------ ---- ---- ------- ---- -- -- #
M 6 5. 6. 0. 2.5 0 4 #
# End of drainage works #
# --- #
END #
######################################################################
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The whole display depends on what is defined in the
*.obf file of the type of drainage works.
The types of line and the symbols that are going to be
used are described in these files.
Example of a C4.obf file
# TEST DRAINAGE WORKS C4.obf
#--------------------------
# name
#--------------------------
N 1 m PIPE
#--------------------------
# to draw in the ground plan
#--------------------------
# PL 64 .5 a line parallel to the works axis
# PL 64 -.5 a line parallel to the works axis
PSE 90 2. 1 symbol in emb. Tam. 2 ang. the main axis in the cut
PSD 91 2. 1 symbol in des. Tam. 2 ang. the main axis in the cut
# Parallel Line dist.Emb. dis.Des. Ori.emb Ori.des
#----------------- ---------- -------- -------- -------
PL2 0 .5 1.5 2. 1 1
PL2 0 -.5 1.5 2. 1 1
# Label the name in the ground plan
# Style Tam TH TV Dis_Drainage. Relative_angle
# ------- ------ --- ---- ---- ------------- ---------------
PN 24 2. 0 2 5. 0.
#--------------------------
# to draw in the longitudinal of axes
#--------------------------
LSC 309 1. 0 a symbol in the cut with axis, size,...
#--------------------------
END
[SLANTS] This calculates the slant and axis angles with which the different stretches of the drainage
works are cut. If a value which is different to 0 in the axis is entered, it calculates the slant with regards to
this axis even though it does not cut it.
If the drainage works has a defined slant axis, when generating its profiles, it calculates the distance from
the origin and the difference of spot heights between the line that defines the works and the platform
(surface 67) in the three following points:
The two edges of the berms or hard shoulder if there is no berm (Codes 50 or 11).
The geometric axis (code-100 in motorways or 1 in roads).
When generating the previous list works.res it gives a list of these values for each works. These values
are saved and recovered from the *.dof file.
In the LIST menu there is an option to generate a list with the works.res drainage works. Also, in the
DRAW TRANSVERSE PROFILES menu, you have the option [Drainage works]. This option selects the
OF.per file. The user has the grid data of the transverse profiles obfa1.gut available in the library to
show these profiles, with a set of commands to label the parameters of the drainage works.
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When you want to draw the transverse profiles of the OF.per file with this grid data, we recommend that
you enter through the option [Drainage works] in the transverse drawing menu. You can also do so by
entering through [File] and selecting the OF.per, but in this case you must first enter the menu
[ELEVATION][DRAINAGE WORKS] to check if the drainage works that are associated to the project
have been loaded and then you have to click on the option [SLANTS] so that it can calculate these (when
you enter through [TRANSVERSE DRAWING][Drainage works] these things are done automatically).
When you create the profiles of the drainage
works, they appear on the intersection with
the ground plan axes and at the grade line
spot height the symbol S95 which labels the
number of each cut axis and a symbol S317
which labels the spot height of the cut axis.
These symbols S95 and S317 are protected
symbols like the S37, S306 and S307 that
enable you to label a value (stored in the
coordinate z) which is not affected when you
draw the profile with any scale.
5.4.4- Transition wedges
This menu enables you to generate the different embankment transition materials (MAT_TRANS_1 and
MAT_TRANS_2) for the land filling after buttresses of the structures.
Firstly, from the tab TYPES we can design the
different geometries (distances and slopes). The
necessary excavation would be calculated as
scaling excavation (EXCAVA_SCALING).
In the GRADE LINE menu, if the structure
drawing is activated, the lines that define the
transition materials (MT1 y MT2) are shown
longitudinally.
When you calculate the elevation, the profiles are
interpolated automatically in all the individual KPs
where these materials appear or change
geometry.
To delete the transition material 2 (MT2, calculated as MAT_TRANS_2), you only need to leave
the values D3, D4, T3 and T4 as zero.
Finally, from the tab WEDGES, each of the
previous geometries are divided up into sections.
Each shim is defined by the KP in the buttress, the
direction of movement and the spot height at the
foot of the excavation for the base of the buttress,
either in an absolute value, or in a relative value to
the land surface (a relative spot height under the
surface must be negative).
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5.5- EXTRAS in the SECTION menu
5.5.1- PARAMETERS
Under this option, we have a series of parameters that the system uses in different places. Almost all of
these parameters are saved in the.vol file.
[Equidistance/Multiples for elevation and platform lists] In the lists for the elevation axis points
(rasa.res) and the characteristic points of the platform (plat.res) the system will give us information
according to the EQUIDISTANCES/MULTIPLES measured on the axis that is entered here. By default the
value is 20 m. This value is also modified in the LISTS menu when the generating of the rasa.res list is
requested. If it is activated by the MLTIPLES and the initial KP is, for example, 15.3, we will obtain the
sequence 15.3, 20.0, 40.0, However, if it is activated by EQUIDISTANCES we will obtain 15.3, 35.3,
55.3,
[First profile for the elevation and platform list] In the previously mentioned lists this is the
starting KP. This value can also be modified in the LISTS menu when requesting the generating of the list
rasa.res.
[Pseudovertical slopes] A closing slope of the surface when the levelled area control is made at the
edge of the subgradient and no value has been given to the aforementioned slope. By default it is 0.01 m.
[Horizontal separation between pseudovertical points] This distance enables you to slightly
separate some lines on the ground plan that could remain overlapped, facilitating therefore their selection
and the extraction of profiles that use these lines. By default 0.01 m.
[Wall width] This is the distance measured in horizontal projection between the lines of the foot of the
wall and the top of the wall. By default 0.01 m.
[Maximum depth to consider rock] For depths greater than that which is indicated, we would not
take into consideration the presence of rock nor is it to be included in the ISPOL#.per files. By default 25
m. If the rock is not to be considered in the land section, the most advisable thing is to declare it at a depth
of 0 in the corresponding option of the CALCULATION AREAS menu.
Grass cover and Inadequate Terrain only in Embankments If this option is activated, only
the thickness of the grass cover in the embankment areas will appear in the profiles. In the levelled areas
or outside the platform, the thickness is reduced to zero.
Grass cover and Inadequate Terrain only in Levelled Areas If this option is activated, only
the thickness of the grass cover in the levelled areas will appear in the profiles. In the embankment areas
or outside the platform, the thickness is reduced to zero.
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Clearings measured in the ground plan If this option is activated, the measuring of clearings of
the list dmas.res is carried out in the ground plan, if not, the real area is given, taking the slopes into
consideration. In any case, there is a specific list for clearings (desbr.res) that gives us all the
information.
Keep the symbols of the land profiles file With this option activated, if the land profiles file has
any symbol, these pass to the corresponding ISPOL#.per.
Minimum separation between profiles (except in the change of stretch) The minimum
separation between profiles. By default it has a value of 0.005 m which is what ISTRAM has worked with
up to now. This value does not affect the changes of the calculation stretches in which you can calculate
repeated profiles. The value cannot be 0.0 or negative. When you calculate the elevation, if a profile is
located whose KP has a distance from the previous at a value less than this parameter, it skips this profile
(unless we are in a change of calculation area).
Expropriation margin by default This value acts upon all the axes that do not have their own
expropriation margin defined (this is the only value that is not saved in the .vol).
Rasa.res: State of the Grade Lines
Rasa.res: Points of the Elevation
Axis
Rasa.res: Input Data
Here the programme is informed of what data
has to appear in the grade line lists. These
values are applied to all the axes and are
saved/recovered in the ispol.cfg and/or
istram.cfg files.
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5.6- DRAWINGS of the ELEVATION menu
5.6.1- DRAW 3D LINE
[Draw 3D Line] This enables you to draw a 3D line that refers to the analytical definition of any point of
the platform. When clicking on the option, the programme requests you to:
Click on a point to mark the initial KP.
Click on a point to mark the final KP.
Side of the axis: right or left.
Reference code (1: axis, 2: edge of roadway, 11: edge of hard shoulder, etc.).
Distance from the reference code (for example, distance to the edge of the roadway, etc.).
Equidistance between points.
Type of line to be created.
The menu ROAD MARKINGS enables you to generalise this option for a set of lines that refer to an axis.
5.6.2- ROAD MARKERS
This enables you to associate a set of lines to an axis that refer to points of your platform to be drawn in a
ground plan or to view (VISIBILITY or PHOTOREALISM) elements such as continuous white lines, broken
line, guardrails, handrails, etc. it also allows you to draw on the ground plan the maximum slope, marking
its direction with a vector and labelling the absolute value. The following data is defined:
[Side] Left or right.
[Code] The code of the reference point (1: axis, 2: edge of roadway, 11: edge of hard shoulder, etc.).
[KPini] KP of the starting point of the line.
[Dis.ini] Distance to the point of reference in the initial KP.
[KPfin] KP of the final point of the line.
[Dis.fin] Distance to the reference point at the final KP. If Dis.ini and Dis.fin are different, the
distance is varied linearly between KPini and KPfin.
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[L*/S*] Type of line. If you also wish to see the line with its solid presentation in the VISIBILITY menu or
in the PHOTOREALISM module, we recommend that you use one of the following types (although others
may be defined, see the digital cartography manual):
401: Continuous line 402: Broken line
403: Junction line 404: Guardrails
405: Handrails 406: Axis of the roadway
407: Rails 408: Lane
[Equid.] The maximum equidistance between line vertexes.
[P.Sing.] This enables you to enter the singular points on the line (widths changes, superelevation
changes, etc.).
[Element] This enables you to select the type of element from the following values:
Linear: As we have seen up to now (continuous white lines, broken lines, guardrail,...).
Dir.Max.Pen: This draws a symbol (S152) with the direction of the maximum slope and the
proportional length of the value.
Val.Max.Pen: This labels the value of the maximum slope (S560).
Reframing points: This positions points with the symbol S43 in the indicated positions.
Reframing line: In this case the exact equidistance value is used, while in an element
of a linear type the equidistance is taken as a maximum value.
Directed Points: The same option as reframing points but in this case they are directed
with the azimuth.
The features Direction of Maximum Slope and Maximum Slope Value work in the same way as the
longitudinal grid data ISp18.gui. When one of these two is selected, if before the type of line was
selected, now we can change the type of symbol [L*/S*]. On changing to these, the equidistance
automatically changes to 20 m, the singular points are deactivated and the symbols S152 or S560 are
chosen. When you return to a linear element, the equidistance changes to 1 m, the singular points
are activated and the line L402 is selected.
[Draw] This generates all the defined lines and symbols in the cartography. The drawings of the road
markings are truncated at the initial and final KPs of the ground plan axis.
[Undo] This deletes the last one drawn which was created on clicking the previous button [Draw].
The definition of the road markings associated to an axis are saved with your *.vol file, but you can also
save and load these independently in the files with the extension *.mcv.
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5.6. SECTION menu PROFILES
5.6.3- Interpolate T
When we generate a calculation sequence to obtain transverse profiles in the REFRAMING and PROFILE
CALCULATION menu, normally equidistant points sequences are used (for example every 20 m).
After designing the data of widths, calculation stretches, etc. you may have the need to intersperse some
profiles in singular points to produce the calculation and points where there are abrupt and well-defined
transitions on the platform. When using this option, it opens up a menu in which we choose the tables with
data that we wish to consider. When you later tell the programme to calculate the axis, every time a KP
data appears in each of the activated tables, it checks if there is already a loaded profile (the file.per must
be loaded); if one does not exist a new profile is interpolated from those immediately before and after.
You can also define a table of singular KPs or stretches
given by the initial KP, final KP and the equidistance. For the
KPs to interpolate in this data, the option
[EQUIDISTANCES] must be activated.
The interpolation can be saved with the.vol file (flag
Save to .vol).
If you have the cartography, we recommend that once the
project has been completely defined, you should deactivate
the interpolation and extract profiles from the TRANSVERSE
menu, taking into account the same events which have been
activated here.
[Reorder] This option enables you to reorder the list of data according to the initial KP for the
interpolation in singular KPs.
[Save] [Load]: These functions enable you to later save and load a *.eip file with the configuration of
this menu.
5.6.4- Calculate T
When you calculate the axis with an activated interpolation option, a new file is generated IS#.TRZ with
the sequence of profiles that we already had in the current*.per, plus the singular points to be entered:
We can generate a new data profile file that includes the previously interpolated singular points. By clicking
on this option, the system uses the surfaces that are present in the cartography to extract a new profile file
in the same way as in the "REFRAMING AND PROFILES "menu; but using this IS#.TRZ.
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5.6.5- Save M & Load M
When a set of axes are being calculated in elevation, the complete models of these are stored in the files
ISPOL1.per, ISPOL2.per, ISPOL3.per, etc. From these files we can extract information to draw
the longitudinal, the transverse profiles, the three-dimensional model, etc. In order to protect them and
avoid any automatic operation overwriting them, we can copy them with another name. It is advisable to do
this before the truncating operations, adding branch, etc.
The option "Save M" (save model) enables you to copy the previous files with another base name
instead of ISPOL, for example "works", so that you obtain the files works1.per, works2.per,
works3.per, etc. Hence, a master file is obtained which in this case is called "works.mod", that
contains a list of the names of the created files.
The option "Load M" (load model) enables you to choose a *.mod file. This file in turn has the names of
the axis models which have been previously saved, for example, works1.per, works2.per,
works3.per, etc. These files are then copied with the names ISPOL1.per, ISPOL2.per, ISPOL3.per,
etc.
5.6.6- Profile symbols
The order [PROFILE SYMBOLS] opens up a dialog box which prepares orders for the automatic
inserting of symbols in the profiles. Its aim is to present the barriers, electricity post, fences, in the
transverse profiles, These symbols are shown when the Drawing of the transverse profiles is
ordered. For each symbol that has been inserted there is a series of controls which we will describe in the
following:
[SYMB] This is the symbol number of their series in the library S*. For example 309 is the symbol S309
which is similar to a circular drainage pipe, S308 a catenary post for railways, etc. In the programme
library there are several scalable symbols which are suitable for this option, such as the S840, S842,
S843, S844, S845...
[SIDE] In this box, it switches between the symbol on the right, on the left and on both sides, and if the
direction angle which is given is measured from the horizontal (absolute angle) or from the slope of the
superelevation (relative angle).
[SUP] [CODI] This is the identifying number of the surface, and the point code within it. This point is
taken as a reference for placing the symbol; for example, surface 67 and code 11 identify the surface of
the platform and the final point of the hard shoulder; this is the place to install the protection barrier.
[Dx] [Dy] Relative coordinates to move the symbol with regards to the previously given point of reference.
[SIZE] [ANGLE] The size variable is stored in the Z of the point. Certain symbols store this parameter
and use it as a scale factor. In the symbol definition menu you can see how it declares that the Z of a
symbol acts as a scale factor. With angle we assign a rotation of the symbol in its presentation.
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[Initial KP] [Final KP] A stretch of the axis in which the order is valid.
This table can store up to 50 orders. The complete table which is applicable to an axis can be saved and
loaded in a disk file with the name *.tsp and is stored in the.vol.
This menu is also used as a support in the Monitoring of Tunnels. This is fully explained in the
corresponding chapter.
In the fixed SECTION menu, there is an order [Add Line] which has been previously explained and which
also inserts symbols into the profiles: a three-dimensional line is given and the following transverse profiles
of an axis cut this and receive a symbol in each of its vertexes; therefore, the passing of collecting drains,
electricity pylons, etc. can be marked on the transverse profiles in the true relative position.
5.6.7- Security barriers
This option enables us to position a symbol (by default the S701 and S702 of the library that represents
safety barriers) on the surface in an exact position when the height of the embankment is above the
indicating value. In the case of two lane roadways, the inner left and inner right areas are also taken into
consideration.
5.6.8- Add branch
This adds the defined surfaces in other files ISPOLb.per to a ISPOLa.per file, so that the surfaces
that belong to the axis b appear in the transverse profiles of the axis. This option must be selected after
carrying out the [Link] between the axes a and b if you do not wish to have the overlay of the common
areas. You can add as many axes as you wish to the axis a that create a junction or that have a
connection with it.
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Crossings If you activate this check box, the curves of the crossings are added where the current
axis is involved as the main axis or as the axis that crosses it.
[Add All] This adds all the axes to the current axis.
[Add] [Insert] [Delete] This defines the branches to be cut. In the branch field, the number of
the axis and the check box are noted. Retr improves the cut with the grade line and the subgradient when
they have regressions (only applicable to pseudoparallel axes).
[Generate] Adds all the defined branches.
[50.000] Semi-width search The maximum distance from the current axis to the branch(es) in
which these will be considered. When a branch axis falls outside of this semi width, this axis will no longer
be considered.
[0.2000] Hor Edge (horizontal edge. When an axis is added and in a specific profile the first point of
the excavation line (L68) has a distance from the last trunk point of more than the value taken from the site
Hor Edge, these lines are not joined directly but are taken across the terrain. The remaining lines that
make up the section (roadway L67, selected ground L107, etc.) are then taken along the excavation line
(L68), in the intermediate gap.
[95] Sym. for num. of axis A symbol to label the number of the axis. It is inserted in the
branch profile.
[317] Spot height Sym. A symbol that labels the spot height. It is inserted in the branch profile. If the
grid data to draw the transverse profiles (for example. ANRAMAL.gut) has been defined to label the
branch spot height, then the symbol S317 is not drawn, instead we draw the one that is defined in the grid
data to avoid its duplicity.
[318] KP Sym. The symbol to label the KP of the axis. It is entered into the branch profile.
EXTENSION OF THE TERRAIN Here the programme is told where to obtain the necessary
information to extend the geotechnical services between two possibilities:
ISPOLx.per of the BRANCH The programme complements the grass cover,
inadequate land, adequate land and rocks of the ISPOL#.per of the trunk using the files of the
branches.
PERFx.per of the TRUNK If there is a gap between the trunk and the branch in which
some information is missing on the terrain, the programme tries to extract this information from
the used file as transverse profiles of the trunk terrain, which, because it is not cut by the
expropriation edges, can cover a wider area.
SURFACES This informs the programme of the type of surface the branches will be presented with,
choosing between two possibilities:
Create new ones These are added solely for the drawing and will not affect the future
volume measurements of the axis a, given that the surfaces that have been added to the axis a
receive types that are not found in the volume calculator. The operation is carried out obtaining
the cross sections which, according to the position and direction of the profiles of axis a, are
obtained from the surfaces of the b and then analysing from this these the surfaces 67, 68,
107, etc. (in railway the subballast and the shape layer are also included). In the profiles of the
option Add Branch, the protection road ditches are also included with a separated type of line.
The user indicates the type of line from which the new surfaces are created, by default L240.
Extend the existing ones The surfaces of the excavation, roadway, selected ground,
subballast and layer shape of the branch, instead of creating new surfaces, will now increase
those corresponding to the trunk and will influence in the future volume measurements. This is the
valid reading when the surfaces do not have any gaps between them. With this option, it is
important that the order in which the numbers of the successive branches are defined should be
according to their proximity (for example, in a train depot). If a surface appears in the branch
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which does not exist in the trunk (such as a drainage layer) the new surfaces are added.
However, for the land surfaces (grass cover, inadequate land, competence, rock, rock 2,) if they
do not appear in the trunk profile, they are not added even though they appear in the branch. We
are also allowed two options:
Join Straight This joins the truncated surfaces with a straight segment.
Truncate This allows you to add a profile file without having carried out a previous
truncate. This option determines the intersection of the different surfaces and truncates
in the two profiles before adding another.
The definition carried out in this menu is [Save] / [Load] in *.anr files and also in the *.vol of the
current axis.
5.6.9- Add line
Once we have generated the definitive profiles of an axis, we can add a symbol to each profile at the point
in which these cut a three-dimensional line which we must indicate. A very common application in the
transverse profiles is to present in the transverse profiles the existing piping or that we design in the
project, border road ditches, longitudinal drainage, etc.
The size, distance from the
geometric axis, the distance
from the ground plan axis or
the spot height of the
intersected line can be stored
in the parameter. This way you
can Record the passing of a
line with a symbol in the
transverse profile and also
record its distance from the
axis and its spot height.
If you want to show the symbol in its real size, you must use the scalable symbols (we suggest symbol 309
which is defined as a small scalable circle) and with the option Size you can control the size of the
symbol). The Lines can be selected individually or instead according to their Type.
To label the distances from the rotating axis or spot heights, we recommend the symbols 306 and 307 that
receive a special treatment by the profile drawer. If others were used, the numerical value of the distance
from the axis or spot height would be affected by the scale of the drawing.
The option [Generate] launches the Add Lines to Profiles operation for a set of Axes (From Axis [ ] To
Axis [ ]) and searching in a specific semiwidth Band.
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5.7- MENUS AND OPTIONS OF THE SECTION MENU
5.7.1- PROJECT (PROJECT tab)
In the previous chapters we have learnt how to design an axis or several in the most complete way
possible, without having explained the concept of crossing and junction which are developed in the chapter
Complex Calculations, and the relation between axes and the type of special project Widening and
improvement. Although the utility Project enables you to take into account these two special
characteristics, we believe that it is more convenient if it is described in the current chapter, with the aim of
achieving a better understanding of how the programme works.
The option [PROJECT] opens up the dialog box that contains the information on all the data files
involved in the definition of the project. This dialog box is accessible directly from the adjoining tab to the
ELEVATION. We will now describe all the options and concepts that it includes and controls in the global
calculation.
Project files (*.pol)
The.pol files have already been explained in chapter 1, in the section that corresponds to the structure of
the files in a linear works project. However, some things that relate to this type of file are also explained in
this section.
PROJECT File name *.pol that contains all the information of the table. This name is modified when
you launch the options [Save] or [Load]. Following the .pol file name the user can enter the
heading of the project that will appear in the lists. The start of the menu is the same for all the tabs
(GENERAL, GROUND PLAN, GRADE LINES, ELEVATION and PROJECT).
[New] This deletes the memory of the whole current project and starts a new project.
[Save] This creates a *.pol file with all the information contained in this table. It is very
important to launch the option Save each time that any of the file names that it contains
(*.cej, *.lfr, *.dof, *.vol or *.per) are modified automatically or interactively.
The last saved *.pol is loaded automatically when entering the LINEAR WORKS module.
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[Load] This loads a *.pol file and simultaneously loads the *.cej file which is mentioned in it.
When you load a project file (*.pol) the files vol and.per of the current axis are reloaded
automatically.
General options of the menu
Comment Comment for the lists.
GROUND PLAN Name of the *.cej file which contains the definition of the ground plan axes. This is
modified when loading or saving these files in the GROUND PLAN menu and it can also be selected here
directly by clicking on the option on the file name of the current ground plan file.
BOUNDARIES This is the name of the *.lfr file which contains the definition of all the boundary lines
that are used to truncate the axes. It is modified by clicking on the option here. If a file is saved with the
option of the fixed menu <LFR> Save with a different name, its name is not updated here.
F. WORKS This enables you to select a *.dof file that contains the definition of the drainage works on
the transverse profile drainage associated to the project. This value is updated automatically when saving
or loading one of these files in the definition menu DRAINAGE WORKS.
LAND P. This enables you to select a *.dtv file (land transverse profiles generating mode). The name
of this file is saved with the project and the file is loaded automatically with the project.
[AXIS to project Volumes] This affects the following lists:
cvoltot.res: This list is generated after clicking on [Calculation] and contains the
following information:
====================================================
* * * VOLUMES ACCUMULATED ON THE TRUNK * * *
===================================================
AXIS K.P. MASS DIAGR. MATERIAL PARTIAL VOL. VOL. ACCUMU.
----------- ----------- ----------- ------------- ------------ ------------
0.000 0.0
15.000 1386.2 SURFACE 268.57 268.6
INADEQUATE LAND 489.07 489.1
WALLS 75.26 75.3
GROUND_SEL_2 169.74 169.7
RELL_ZAP_WALL 97.92 97.9
EMBANKMENT 218.86 218.9
This list is generated from the "Axis to Project Volumes". In the AXIS column if no data
appears, then it is a profile of this master axis. For the remaining axes, a point is calculated
(barycenter of its KPs) and all of its volumes are projected on a KP of the master axis. The
number of this axis appears in the AXIS column and then the KP where it is projected in order
among the KPs of the master axis profiles. The total volumes of the branch appear as partial
volumes in this KP, and we add it to those accumulated of the master axis and the mass diagram.
You must remember that in order to calculate the mass diagram of each axis, the option [REC]
(recalculate vol) must be activated. At the end of the lists, a summary appears with the totals of
each volume (FULL TOTAL VOLUMES):
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===================================================
* * * FULL TOTAL VOLUMES * * *
===================================================
EXCAVA_SCALING 194.882
D_ROCK_2 145.890
D_ROCK 237.675
SURFACE 71197.795
WALL _ BASE 1998.551
INADEQUATE LAND 63487.386
TUNNEL_EXCAV 97519.179
D_LAND 875814.958
WALLS 19284.303
MAT_TRANS_1 353.013
GROUND_SEL_3 22823.733
GROUND _SEL_2 30709.360
GROUND _SEL_1 16907.093
RELL_ZAP_WALL 8103.991
GRASS COVER 21305.686
EMBANKMENT 180171.057
EXC_ZAP_WALL 9722.833
cvtot.res: This is a list similar to the cv.res, without any headings and with the same
information as the cvoltot.res, but developed to be passed onto a database. Each line
contains a complete KP. In the axis column the number of the "Axis to project Volumes"
will appear except in those KPs where the volumes of the branches are projected.
cvejes.res: This is a tabulated file that contains a line for each axis with the total of its
measurements:
num_axis_1 nom_medic_1 vol_total nom_medic_2 vol_total
num_axis_2 nom_medic_1 vol_total nom_medic_2 vol_total
The last line (axis number =0) contains the total of each measurement.
fiejes.res: This is similar to the previous one but with the measurements of the surface
layers:
number_axis_1 name_layer_1 volume_total name_layer _2 volume _total
number_axis _2 name_layer _1 volume _total name_layer _2 volume _total
...
The last line (axis number =0) contains the total sum of each measurement.
KPcv#.res: With # being the number of the axis, these lists contain the same information as
the cv#.res but a column is added in front of them with the KP of the average point of the partial
stretch ((KP+ previous KP)/2) projected over a common axis (the axis to project volumes). This
enables you to transfer these files to a spreadsheet to generate a single mass diagram for the
whole project.
Generate KPcvXX.res This activates the generating of these files when you click on
[Calculation].
Crossings If this option is activated and there is a defined crossing in the CROSSING menu, when
you click on the option [Calculation] in the PROJECT menu, the programme generates the defined
crossings, truncates the axes involved and makes the drawing of the axes and crossing ground plans. The
options [ENL] must also be active and you must have a drawing mode defined.
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NO .per If this option is activated (available if you activate the Crossings),
when you calculate the crossings, the programme searches to see if the profiles of the
curves have already been generated. If the profile file already exists in the folder /crz,
this file is used, and if it does not exist, it tries to generate it again from the cartography.
When this option is activated and if the crossings have already been calculated before,
you do not need to have the cartography present for the calculation of the crossings.
Bevel Cones If this box is activated, when you calculate those axes that have the revolume
measurements order activated ([REC]) and that their drawing mode includes the generating of the bevel
cones (for example, with the mode bevels.lil), a measurement of these is made adding the partial and
accumulated measurement at each KP, at the end of the cvol#.res list.
Profiles If this option is activated, when you generate the bevel cones to measure their
volume or to draw them, you also extract the land profiles on the cartography. To do so, the
cartography needs to be present.
Num. Measuring [58] If you also indicate a measurement number (by default 58=
EMBANKMENT) which corresponds to the *.dar table that is being used for the axis, the
measurement of the bevel cones is accumulated to the measurement indicated in the total
summary of measurements, at the end of the cv.res file and in all the other remaining lists that
accumulate the data of each axis. In the axes that have crossings defined and that also generate
bevel cones, both measurements calculate the volume.
Do not Interpolate Transverse Profiles This option enables you to deactivate the
interpolation of transverse profiles when making the calculation from the PROJECT menu.
Table .dar: This enables you to use a single table of volume measurements for ALL the project
axes. If the option is activated, this table is rules over any other which is defined for any particular axis.
File, data and options associated to each axis
AXES This contains the name of the *.vol elevation definition files for each axis and the land
transverse profiles *.per. They are modified automatically when saving or loading a *.vol from the
ELEVATION menu, loading a *.per also from ELEVATION or when generating transverse profiles.
When loading, it checks that the
number of the file axis *.vol or*.per
coincides with the current axis, if not
the user is asked to give a
confirmation.
CALCULATIONS This column specifies what calculations you wish to make and on which axes:
[CAL] Equals [Calculation] from the ELEVATION menu.
[MEJ] Equals the option [Improvement] from Widening and Improvement.
[ENL] Truncates the axis with the border lines defined in the *.lfr file.
[REC] Equals the options Recalculate volume and Mass Diagram.
[RFI] Equals [PF recalculation] in the [SURFACES PACKAGE].
[0] Deactivates all the calculations in a row.
[|] Activates all the calculations in a row.
[Drawings] This enables you to select the ground plan drawing mode file *.lil for all the axes.
[0] Disables the drawing mode for this axis.
GROUP This shows which group the axis belongs to and indicates if it is active.
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[Calculation] This launches all the active options [CAL] [MEJ] [ENL] [REC] and [RFI] and
the ground plan drawing according to the file of the box [Drawings] for all the axes that are in the
active GROUP.
[Current] This works exactly the same as [CALCULATION] but only for the axis that is
situated as the heading of the AXES list.
[Delete] This deletes the last ground plan which was drawn with the option [CALCULATION].
Load and save project data
[Save/pol] This records all the project data separately. This order previously saves the declared
.pol file so that its contents are always coherent with the saved files. If this file does not exist, a
ispol.pol is created. Then it creates a subfolder called pol within the working folder and copies the
files *.pol, *.cej, *.dof, *.lfr, *.vol and*.per in it, which have been declared in the PROJECT table.
Another folder is also generated in this subfolder which is called lib and which contains the following
files:
ISPOL.gui: The latest longitudinal grid data which has been loaded for the drawing of the
corresponding profiles.
ISPOL.gut: The latest transverse grid data which has been loaded for the drawing of the
corresponding profiles.
ISPOL.lil: The latest drawing mode used for the ground plan.
ISPOL.ali: The latest labelling mode of ground plan alignments.
*.tmu tables of levelled area walls and embankments used in the project axes.
*.sra tables of the tabulated subgradient used in the project axes.
*.dar tables of USER volume measurements to calculate the land section and SURFACES
used in the project axes.
Also, if there are crossings and if the option Crossings is activated, it creates a copy of
the crz folder in the folder pol.
This order also creates a second folder which, for a project called file.pol, will be called file_pol
and will enable us to save the different projects separately or different versions or states.
In this file, three new subfolders are also created in which the following files are copied (if they exist or are
calculated):
project_pol/profiles/
ISPOL#.per (for all the calculated axes)
ISFIR#.per (for all the calculated axes)
project _pol/lists/
ceje0.res (ground plan list of all the axes)
rasa0.res (state of grade lines of all the axes)
rasa#.res (state of grade lines and point of the axis in the elevation of each axis)
project _pol/measurements/
cvoltot.res (total volumes)
cvolgru.res (summary of volumes per group)
cvolejes.res (summary of volumes per axes)
cvol#.res (volumes of each axis);
firmetot.res (total volumes)
firmgru.res (summary of the volumes per group)
firmejes.res (summary of the volumes per axes)
firm#.res (volumes of each axis)
desbr#.res (clearings per axis)
aresastot.res (summary of clearings and refining of slopes per axis)
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5.7.2- GROUPS
This opens up a menu which enables you to give names to the axis groups which have been defined in the
ground plan. Furthermore, this menu enables you to activate/deactivate some groups to inhibit its
calculation and presentation in the calculations of the complete project. From this window you can also see
the names of the different axes that make up each group, and it is possible to change the group and the
name of the axes; in order for the changes to be definitive, the option [Save <project>.cej] appears.
It reminds you that the assigning of the group to which an axis belongs to is stored in the *.cej file.
On the side of the name of each axis, a box appears which by default is in cyan. If you click on this box, a
window appears for you to select a specific colour for each axis and consequently for each group, and this
way you can differentiate between the different groups according to the colour in the menus GROUND
PLAN, ELEVATION y COMPLETE, and in the Not Decorated mode, the lines type 53 (axes) are drawn
with the colour that is defined here.
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LINEAR WORKS
6
COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS
The information contained in this document is the exclusive property of Buhodra Ingeniera S.A. and is protected by
Spanish and international copyright.
The reproduction or modification of any text or illustration is expressly prohibited. Hard copy is exclusively allowed for
corporate or individual use, and the copying of its content for educational purposes is prohibited unless otherwise
authorised in writing.
The educational and illustrative material contained in the present document may be modified at any time without prior
notification.
The present documentation is subject to a process of continuous updating., and it is therefore impossible to guarantee
an exact correspondence between the data input boxes, file formats and other specifications as they appear on screen
and as they appear in documentary format.
The user acknowledges full responsibility for any consequences deriving from the use of the present material, and by
extension of its associated programs.
LINEAR WORKS
1 01 Introduction and General Aspects
2 02 Axis Design in Ground Plan, Reframing and Drawing
3 03 Elevation, Land Profiles and Grade Lines
4 04 Elevation, Platform and Cross Section
5 05 Elevation, Advanced Project Calculation
6 06 Complex Calculations, Crossings and Junctions
07 Drawing Ground Plans and Profiles
08 Project Reports
09 Widening and Improvement Projects
10 Railway Design
11 Drainage and Distribution, Pipes
12 Project Tracking and Monitoring
http://www.istram.net
Buhodra Ingeniera S.A.
ISPOL 9 LINEAR WORKS
INDEX
INDEX
6 - COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS PAGE: 1 / 32
6 COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS
6.1- COMPLETE MENU, INTRODUCTION .................................................................................... 3
6.1.1- Definition of Boundary Lines................................................................................... 4
6.1.2- Other Utilities on the Complete Menu..................................................................... 6
6.1.3- Joining of Axes from the Complete Menu .............................................................. 7
6.2- CROSSROADS............................................................................................................. 9
6.2.1- CROSSROADS DEFINITION..................................................................................... 10
6.2.2- Calculations of Crossroads from the Project Menu .............................................. 12
6.3- JUNCTION OF AXES WITH ISTRAM
.......................................................................... 14
6.3.1- Junctions, Definition of a Branch on Ground Plan................................................ 14
6.3.2- Deduction of the Z and Superelevation for the Branch......................................... 17
6.3.3- Calculation of the Boundary Line between the Trunk and the Branch................ 18
6.3.4- Acceleration Lane and Wedge Design. ................................................................... 20
6.4- SEMIAUTOMATIC OR SUPERVISED JUNCTIONS ................................................................... 23
6.4.1- Automatic Calculation of the Grade Line and Superelevation for Junctions...... 25
6.4.2- Review and Acceptance of a Semiautomatic Junction ......................................... 26
6.4.3- Application of the Regulations Governing Road Specifications.......................... 30
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INDEX
INDEX
PAGE: 2 / 32 6 - COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS
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6.1- Complete Menu, Introduction
As we saw in the previous chapter, the project command enables us to make an overall calculation for
our project, which as we already know, is stored in a structure made up of files containing the ground plan
design and the section for each axis.
In that same dialogue box and that for Section we find commands that appear to serve for calculating
junctions between roadways (connection between trunk and branch) and crossroads on the same level.
For the purposes of organising the ISTRAM manual, we have preferred to postpone an explanation of this
until reaching this separate chapter, allowing ourselves the possibility of carrying out analyses and
calculations involving several axes.
In the COMPLETE menu, we study the relationship between axis platforms and their intersection,
derivation, junction or different level crossing areas in order to deduce the geometry of the dependent axes
from that of the master axes.
In these areas we shall use the term branch for the axis whose geometry is subordinate to the conditions
imposed by another axis (trunk). Both platforms must have a series of data previously defined before we
can ask this menu to generate the deduced data; e.g. it essential that the ground plan geometry and the
widths of the axes, the trunk grade line and superlevation are all totally defined.
On entering the [COMPLETE] menu, the cartography is parked, leaving a clear work environment, which
facilitates edition of the graphic elements. When we leave this menu, the cartography is loaded once
again.
This menu activates the ELEVATION ECO INFORMS option, with the feature
that clicking on the screen also serves for choosing the axis. The cursor shows
us information about KP, alignment type, its length and elevation. 14.4.1
MENU OPTIONS
From this menu we can access the [project], [rec. and profile] , [groups] y
[KP,dis|short] utilities, present in other parts of the application.
As previously mentioned, our aim is to view information concerning several
axes that will enable us to define the parameters to correctly calculate the axes
when these join up or cross each other. To do this, the simplest initial tools are
in the drop down [Drawing] menu which offers the following options:
[Axes] This calculates and draws the axes on
a ground plan, tagging the number and origin
of each axis. It is always convenient to apply
this option on entering "COMPLETE in order
to be able to graphically select the axes in
other options.
[Widths] This draws the calculation widths
defined in the ground plan next to the axes.
The definition on the GROUND PLAN menu
of some coherent widths that represent the
main and auxiliary roadways is a very useful
when studying junctions.
[Elevation Widths] This draws the borders of the axes and of the analytical
shoulders in 3D of those for which the platform has been defined (Ground
Plan, Grade line, Widths, Superlevation and Auxiliary Roadways). The axes
that are in groups or deactivated models will not be drawn.
[Ground Plan][Delete][Drawing Mode] They work like their counterparts
described above in the ELEVATION MENU.
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[Crossing Scheme] This draws the sectors occupied by the crossroads
defined.
[Junction Points] This option draws the characteristic points of the junction on
the cartography using a symbol and a text: A,B,C,D,E and the overwidth
points: 0,1,1.5,2,3,4 and 5.
[KP distance][Short] This determines the KP and the distance from a
particular point
on an axis.
This chapter on utilities provides an in-depth description of all the options.
6.1.1- Definition of Boundary Lines
[BOUNDARY L.] (Boundary Lines). A boundary line can be any line that is viewed on screen and which
we subsequently assign boundary line qualities so that it can truncate axes.
[Load .lfr] This displays on screen the boundary lines stored in the *.lfr
file defined by the *.pol. Each line is tagged with the number of the axes
it should Truncate and on which side. If the line only has to truncate one
axis, the number of the second axis will appear as zero.
[Save .lfr] This generates an "*.lfr" file containing the boundary lines
edited on screen.
After saving it, the application checks and eliminates all the repeated
boundary lines it locates inside.
It has been observed that when saving the file, many users select, by
mistake, the Add at the end option, without realising that they have
already loaded the boundary lines file content, therefore the file can grow
exponentially with lines repeated several times.
The application therefore assumes responsibility for verifying and eliminating repeated lines despite the
Add at the end option being selected.
A tolerance may be defined to determine whether the co-ordinates of two lines are repeated when adding
boundary lines at the end of a file.
[Define BL] This allows selection of any line, generated in any way so that the application assigns them
boundary line attributes. The user selects the axes and the sides that this line should affect. If the user
only wants it to truncate one axis, when asked for the choice of the second axis, he should click on blank
thus indicating none; it will take axis 0 which means only one axis. Axes may be selected by typing in their
numbers on the keyboard.
[BL Stretch] This option allows the user to dimension the boundarys area of influence on each axis to
avoid problems in bow-shaped axes that cross over each other. If the same initial and end KP is given for
an axis, the boundary line is not restricted. Restricted boundary lines appear on screen with an asterisk *
after the axis number and the restricted side.
[Auto BD] This function is equivalent to Link on the ELEVATION menu; it generates a boundary line
in assisted mode, seeking the intersection between the platforms, with the following differences:
The axes are selected graphically, indicating the axes and which sides for each one must be
taken into account for the application to carry out the calculations.
The boundary line is added on screen to those already there, which allows it to be subsequently
modified and to be saved jointly with those already existing.
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[Junction BD]
This option automatically generates all the boundary lines for the junctions defined on each axis.
In order to generate a Y-junction boundary line, the BDL box for this junction must be enabled in the
[JUNCTIONS] menu. Moreover, if a value is assigned in the Margin box, the boundary line is extended
along the intersection of the side slopes of the axes which are calculated from point E up to where KP=
KP_E + Margin.
If calculation of overwidths has been specified as up to point E, although the boundary line continues to be
generated from A, the stretch for which it is applicable will begin at E.
The boundary lines thus generated must be saved in an *.lfr file and this file should likewise be selected for
the project table. It is recommendable to subsequently extract land profiles for the axes, with profiles on
the boundary line points ([Setting Out and Profile][TRANSVERSE]Events for profile
generation Boundary Lines).
On initiation of the [Junction BD.] option, the application calculates all the axes in active groups.
[Auto BD+] This enables interactive modification of the boundary line
position from successive cross sections.
The option advances automatically until the first profile where both axes
appear simultaneously, although they do not cut.
To end definition of the boundary line in the current KP, we use the Exit
button.
The KP button enables us to automatically forward to the requested KP.
In the calculation of the cross-section point, the levelled area line in also
added in inadequate for the branch.
[Truncate 1]The user selects the boundary lines on screen and the system truncates each axis it affects,
as long as these have been calculated beforehand. If the LIN Link key is not pressed for an axis, it is
protected against truncations and this option does not work on said axis even if there are boundary lines
affecting it.
[Truncate _all] This performs the same operation but using all the boundary lines. The protected axes are
not affected, maintaining the corresponding ISPOLn.per intact.
[Tolerance] This tolerance is applied when it comes to saving a boundary lines file, in order to avoid files
with duplicated lines.
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6.1.2- Other Utilities on the Complete Menu
[Compl. Calc.] This performs the Complete Calculation executing all the operations in the project table.
(It is equivalent to the Calculation option on this table). The ground plan axes are calculated by
generating a ceje.res file; this calculates the resulting platforms (the platn.res), the grade lines giving rise
to the rasan.res and the ISPOLn.per, where n is the number of each axis. If the [CAL] key is not pressed
for a particular axis, none of these calculations are performed for that axis. If the Improvement key is
pressed for a particular axis, a geometric Improvement and Widening modification is performed on its
ISPOLn.per. If Link is pressed, truncations are carried out for all the boundary lines present. The
Recalculate Volumes and Recalculate Road Surfaces orders are also executed. The L lines, T lines,
Boundary, Piano lines, etc. will also be drawn for the axes, according to what is ordered in its
corresponding .lil file.
[Calculate_1] This fully calculates an axis from its "*.per" and its "*.vol" and generates its road surfaces
package, without performing any truncation operation. It redoes the ISPOLn.per and the cvoln.res,
firmen.res, plat.res and rasan.res files.
[LISTS] this provides access to the Lists of Linear Works described above.
[Modif. Land] This allows modification of the land profile files for an axis (stated in the project table),
whereby the platform of the other axis that has already been executed replaces the original land in the
area that it occupies. Thus when calculating the branch, this will be bedded on the slopes of the trunk that
is already constructed. The surface of the trunk roadway and the type of road surface existing are also
added.
[JUNCTION] The purpose of this menu is to define the junctions between pairs of axes from their
width diagrams and the trunk platform. This will be described in depth a little further on.
[Overwidths]
This option calculates the speed change lanes for all the axes that that have links defined from the
[JUNCTIONS] menu, with a lane width over zero and belonging to an active group.
The lanes calculated go over to trunk overwidths (up to A or E), updating the corresponding *.vol files. The
trunk may be in a disabled group. The THROUGH (entry+exit) type junctions have no effect on the
overwidth calculations. The option analyses if any wide overwidths have been generated and displays a
table with the following information: AXIS, TRUNK, GROUP (Active/Disabled), STATUS
(Pending/Executed). The junctions in pending status and defined on axes belonging to active groups
can be enabled using a flag. The Generate order executes all the overwidths indicated.
To assess whether an overwidth is already executed, we look in the Width 2 field of the Trunk Widths
table to see if the overwidths induced for the axis in question appear.
[TRIMBLE]
This menu enables communication to be established with TRIMBLE apparatus through Trimble Link
engine software, Version 2.0 B18.
This menu is described in greater detail in chapter 8, Project Lists and Reports.
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[Generate .SC1]
This menu is described in greater detail in chapter 8, Project Lists and Reports.
[SINGLE BOX BEAMS] This gives us access to the calculation of single box beams, panels and supports
for structures. This is described further on.
6.1.3- Joining of Axes from the Complete Menu
[2 AxesMotorway] This function is designed for Road Surface Reinforcement projects on motorways,
although it may also be employed for other purposes. An approximation of the work procedure is given
below:
We start from a single axis on ground plan that can go along the motorway median; this axis is
duplicated with the GROUND PLAN Save 1 Axis and Add File options.
The right-hand roadway is going to be designed on the first d axis and the left-hand roadway on
the i axis.
Profiles are extracted for the two axes on the same KPs. - In the case of Widening and
Improvement, the existing borders of the right-hand roadway are defined on the first axis, and
those on the left-hand side are defined on the second.
In elevation view, the axis on ground plan is taken to the internal white bands using eccentricity.
We can use the Eccentricity along line function to do this by clicking on the existing inner white
band.
For the axis representing the right-hand roadway, we only define the main roadway with right-
hand semi-roadway only; we can use widths x lines by clicking on the outer white band. Likewise
for the left-hand roadway. The interior banking side slopes should take the slope for the new
median
The remaining data is defined for each section, receiving assistance from functions like Minimum
Z Longitudinal and Widening and Improvement superlevation, etc.
The calculation and independent improvement is performed for one of the two axes.
A boundary line is defined using Auto BD where the interior side slopes are cut and the
ISPOLd.per and ISPOLi.per are truncated.
The elevation view can also be created as two identical motorway sections truncated along the
axis.
The 2Axes Motorway starts from the ISPOLd.per and the ISPOLi.per, to create a third ISPOLa.per
file. (We recommend that the initial axis on ground plan be tripled in order to assign it to this final axis. The
function undoes the eccentricities and recodes the inner points on each profile (inner shoulder 11,
median vertex 100, etc. ) creating two #ISPOLd.per and #ISPOLi.per files. It then mixes them in the
following way:
The Platform and the new under grade line surfaces, selected soil, etc. complete the #ISPOLd.per
files with the #ISPOLi.per , whereby a single, continuous surface is created for each element.
- It is necessary to recalculate the volume of the ISPOLa.per
This option also allows the ISFIR files to be composed, although this option is not recommended and it is
preferable:
To calculate the ISPOL.per of the composed axis.
To calculate the ISFIR.per of the composed axis.
To compose the el ISPOL.per of the composed axis with the [JOIN AXES][2AxesMotorway]
To recalculate the ISFIR.per for the composed axis.
It is now possible to work on motorway widening and improvement projects and to define the behaviours
on the right and on the left. However, this option can be used,
[Add Branch] This option is equivalent to [Add Branch] on the SECTION menu, but for when the two
axes have the same axis on ground plan and with the option of expanding the existing surfaces. In this
case the algorithm is equivalent to a mixture of profiles completing the first axis surfaces with those of the
second. An example of how this can be applied is a railway composed of dual track accompanied in
parallel by a single track of a different gauge.
The dual track bed is defined on axis 1 with appropriate eccentricity.
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Axis 1 is copied on ground plan for the second. The single-track bed is defined on the elevation view with
another eccentricity.
A boundary line is defined as a line parallel to the axis on ground plan at a suitable distance and the axes
are truncated.
With this new Add Branch option, both beds are joined on the ISPOL1.per .
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6.2- CROSSROADS
This menu is used to define the geometry of the agreement between axes at crossroads.
The crossings between two axes are defined on the less important axis, the dating being stored in the .vol
file.
This utility calculated the necessary data for one axis to pass the other, intercalating the sag an crest
stretches in the grade line that are necessary for the elevation transition to be correct.
The application also calculates the necessary superlevation for the platforms of the two axes to be
connected with precision.
Moreover, the necessary calculations are made to achieve the correct interpolation of the cross-section
elements specified for each axis, such as the shoulder or pavements. The road surface packages must be
similar as regards their geometric conception; otherwise their correct interpretation is not feasible.
Crossroads are defined using two submenus. A first menu, arrangement TYPES, serves to define a series
of Types with all the possible combinations of parameters defining an arrangement (radius, etc.) that we
are going to use.
The ARRANGEMENTS between axes menu defines the types we are going to use each of the 4 possible
arrangements that each crossroads between two axes can have. (Each pair of axes can have several
crossroads).
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6.2.1- CROSSROADS DEFINITION
In the first phase we define the features the connection types are going to have, in order to subsequently
associate the type to each possible connection. The dialogue box is as follows:
The model describes the left-right, before-after (subsequent) coding that allows the four possible
connections between two axes to be defined. The values we must introduce as shown below:
[RADIUS] For each arrangement the
application generates an axis composed of a
circular alignment, with the radius that is
indicated here.
[CODE] This indicates at which point of the
section the arrangement axis is tangent. (2 =
outer border of the roadway, 11 = border of the
shoulder, etc.)
[EQUID] This is the maximum interval for
extracting transverse profiles from the
arrangement axis. The smaller the Radius, the
smaller the equidistance will be.
[MARGIN] If the distance of the cut and fill
overflow is larger than the arrangement
radius, a margin is produced so that the
application determines a boundary line where
the side banks of the axes involved are cut,
behind the centre of the arrangement.
Once the arrangement types have been defined (the most indicative specification we are going to use to
define the connections is perhaps the radius), we go on to define the arrangements themselves.
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It is advisable to define the arrangements on the secondary axis, because, amongst other things, the
grade line and superlevation data for this axis will be modified to assure that it passes at the same level
and that vehicles do not jump or normal traffic circulation is not endangered.
We shall now describe the meaning of the entries in the dialogue box:
[AXIS] The number of the axis that the current axis is going to cross.
[KP] The approximate KP of the crossing over the current axis. This serves to mark the possibility that two
axes may cross several times. If the current axis is a branch that departs or reaches the other axis without
crossing it, the KP may be the initial or end KP of the current axis.
In each crossroads there are four possible arrangements:
FR: Arrangement beFore the crossroads with the other axis, along the Right-hand side of the
current axis.
FL: Arrangement beFore the crossroads with the other axis, along the Left-hand side of the
current axis.
BR: Arrangement suBsequent to the crossroads with the other axis, along the Right-hand side of
the current axis.
BL: Arrangement suBsequent to the crossroads with the other axis, along the Left-hand side of
the current axis.
If there is a 0 in the box corresponding to each RB, LB, RA, LA, this indicates that the corresponding
arrangement will not be carried out. A number other than 1 indicates the type of arrangement to be used.
[vol]. Beside each arrangement (RB, RA, LB, LA) the enabled [vol] button appears by default, whereby the
application reconstructs the arrangements *.vol file each time the crossroads is calculated.
If the [vol] button is pressed, i.e. it is disabled, if a *.vol file already exists when the application calculates
the arrangement, it uses this file and it does not reconstruct it.
This enables the user to load the *.vol file for each arrangement from the floating ELEVATION window
(ARRANGEMENT dropdown button) and to modify its data as regards: Grade lines, superlevation, section
types, and to save it with the [save] button. A new crossroads calculation will therefore use the *.vol file
the user has modified, as long as the [vol] button is disabled.
The selection of the arrangement we want to edit is very simple, if we
bear their naming system in mind, e.g. the first element 3-1(1). RB
means.
Axis 3 with axis 1, crossroads 1, right-hand before
We must take into account that this edition is undertaken by creating a
temporary axis n+1, which is only accessible at this moment.
The data is stored in a subdirectory named crz, which we must take into
account when copying, saving or sharing data.
The sections of the different arrangements are the outcome of making a linear interpolation between the
sections of the axes on which they are based, except in the interpolation of auxiliary roadways, where
there is a parabolic transition.
Auto_GRD. If this option is enabled, when carrying the project calculation, the application modifies the
axis grade lines, undertaking the transition through two parabolas in the entrance arrangement areas and
a further two in the exit arrangement areas, to go from the grade lines defined for the axis to the grade line
required by the platform of the axis being crossed.
The .vol file is automatically saved with the modifications.
This option works when the axis that crosses is a road on the turn axis that coincides with the axis on
ground plan and on single grade line motorways where the turn axis is transported to the axis on ground
plan.
Auto_SUPERELEVATION
If this option is enabled, when carrying out the project calculation, the application modifies the axis
superelevation, undertaking a transition in the arrangement area so that the elevation at the border of the
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axis roadway coincides with that of the axis it crosses (it is recommended that if either of the two previous
options is enabled, that a copy of the axis .vol be made, in case the automatic modifications are not
accepted).
We must differentiate between the previously mentioned Auto-SUPERELEVATION option from the
arrangement superelevation, which are determined as follows:
For each arrangement axis KP, the transverse profile is extended until it cuts the border of the roadway of
one of the two crossing axes. At this point the plane formed by the superelevation and the grade line of
that axis is determined.
The arrangement is then assigned a superelevation for which the roadway passes through that plane in its
cross section. The algorithm works in the same way as that for [-JUNCTIONS]
6.2.2- Calculations of Crossroads from the Project Menu
The first time that crossroads are calculated, the cartography must be present in order for the application
to extract the transverse profiles of the land that it needs. To do so, the land SURFACE must also be
defined.
(The semi bandwidth that it uses is that defined in the TRANSVERSE menu, and if Profiles extraction by
TRIANGULATION is enabled, it is used here.)
The arrangements of axes belonging to disabled groups will not be calculated.
The Crossings option on the PROJECT menu must
be enabled, so that on pressing the Calculation option
the application generates the crossroads defined, it
truncates the axes involved and it draws the ground plan
for axes and crossroads.
The [CAL], [LIN], [CUB] and [CRS] options must be
enabled and there must be a drawing mode defined.
If the NO .per option is enabled when the crossroads are calculated in PROJECT, the application
searches to see whether the curve profiles have already been previously generated. If there is already a
profiles file in the crz directory, this file is used, and if no file exists it tries to generate a new one based on
the cartography.
With this option enabled, and if crossroads have been previously calculated, it is not necessary to have the
cartography present to calculate the crossroads.
All the files defining axes on the ground plan (.cej), elevation (.vol), profiles (.per) and other data necessary
for generating crossroads are stored in a subdirectory called crz that drops down from the work directory.
[Generate crz.pol] This option on the crossroads menu groups together all the .cej of the various
arrangements, into a single .cej and it renumbers the .per and .vol from the crz folder, creating the crz.pol
project in the work directory.
The elevation of each of the arrangement axes is calculated by projecting the grade line of the current axis
and that of the other axis following their superlevation, at the beginning and at the end of the arrangement
axis, with a central transition area.
The road surface packages and definition of the selected land are also calculated and their measurements
are incorporated into the axes of each arrangement.
For the Section type to be employed in the arrangement, a transition is performed between the tangency
points of the axes involved.
In the ELEVATION dialogue box, if the CROSSINGS have been previously calculated from the PROJECT
menu, the [ARRANGEMENTS] option offers a table of arrangements to select from. For example:
2-1(1).FR (Axis 2 with axis 1, first crossroads. Before. Right)
2-1(1).FL (Axis 2 with axis 1, first crossroads. Before. Left)
2-1(2).FR (Axis 2 with axis 1, second crossroads. Before. Right)
3-1(1).FR (Axis 3 with axis 1, first crossroads. Before. Right)
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In a project with N axes, the selected arrangement data is loaded as
axis e=N+1.
It adds the axis to the ground plan. It loads the .per and the .vol. And it
copies the ISPOL#n.per file.
This enables the grade lines and the rest of the data defining the
arrangement to be analysed, their ground plan to be drawn or any list
from the LISTS menu containing the option (G) to be generated. (It
should not be recalculated from the ELEVATION menu, because the
ISPOLn.per file that is thus generated will not be appropriately
truncated).
In order to calculate only the crossroads of two axes, one option is to place them in an independent group
and disable the rest of the groups. In this way only those axes in enabled groups will be calculated. This
little trick will allow us to verify that the data defined for a crossroads is correct.
The last step is to restore the initial group number for each axis, continuing the projects normal design
process.
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6.3- JUNCTION OF AXES WITH ISTRAM
The geometric design standards for roads and motorways such as the Spanish 3.1 IC specify the need to
perform incorporations and exists from a roadway following parameters that define intermediate areas
between the trunk and branches, that enable vehicles, depending on the case, to accelerate or brake to
match the new speed.
On ISTRAM, these elements can be generated semi-automatically using certain commands on the
elevation menus and submenus, or manually (the traditional way in older versions of the application) but
always with the complete menu as the calculation and calculation verification environment.
In the COMPLETE menu, we study the relationship between axis platforms and their intersection,
derivation, junction or different level crossing areas in order to deduce the geometry of the dependent axes
(in general branches) from that of the master (or trunk) axes.
On entering the COMPLETE menu, the application saves the cartography and presents an empty
environment that facilitates graphic editing. On exiting said menu, the cartography is once again restored.
To study the intersection of a branch it is necessary for the trunk to be completely defined as it is the latter
that conditions the intersection and the branch widths diagram, each one being saved in its respective
*.vol. We can define all the elevation data for the branch, except the grade line and the superlevation that
depend on the trunk in the contact area. However, only the widths of the main and the auxiliary roadways
are necessary (the usual is a single left-hand width of 4 metres and a width for the inner auxiliary roadway
of 1 metre).
6.3.1- Junctions, Definition of a Branch on Ground Plan
The algorithms that resolve the geometry of the junction analyse the widths diagrams for both axes and
the positive relationship of their horizontal alignments to determine the points where the borders of the
roadways intersect.
It is highly convenient to have an exact alignment of the branch axis so that no errors are produced. We
recommend that the branch take-off alignment be situated with relation to the trunk using an alignment
referred to the trunk by its tag or a road connector or apparatus. We thus order the ground plan
calculator to give us the geometric solution of the branch with the correct distance to the trunk. The
calculation algorithms are particularly confused when an exit branch road does not begin at the correct
distance from the axis on the ground plan or has an initial stretch where it approaches before diverging,
when the calculator is expecting that the branch will never approach after tangency or touch point.
Lets imagine the case of the junction of
a motorway platform with a right-hand
semi-median measuring 3 metres wide, a
1-metre inside hard shoulder, a main
roadway measuring 7 metres and a right-
hand hard shoulder of 2.5 metres and a
branch that takes off from an
acceleration lane that has an area
parallel to the trunk 3.5 metres wide.
However, when it has been sufficiently
separated it will have a 4-metre wide
roadway and a 1-metre left-hand hard
shoulder.
In order to define the branch axis on the ground plan with reference to the trunk by tag, the alignment of
the trunk in the tangency area must bear the corresponding tag in order to be able to refer the first (or the
last) branch alignment to it. Thus, for example, if the alignment of the trunk is circular with a 400 metre
radius tagged as 23, the alignment at which the branch begins (or terminates) must be of the 23or 123
type with a radius of -414.5 metres (400 metres of trunk radius + 3metres + 1metres + 7metres of trunk
widths + 3.5metres of the acceleration lane width.
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In the start area, the branch has a roadway width of 0.5 metres and all the left-hand hard shoulder
overlapping the trunk. As the definition of the widths diagram of the branch roadway in this area would be
complicated, we propose that nominal widths be assigned and a subsequent truncation operation be
performed (along the ABCDE boundary) that will eliminate that excess width.
For a branch linked up by a connector, the solution is similar. The case in which the branch axis is inside
is solved in a similar way. The left-hand hard shoulder is defined as 1 metre wide, the left-hand roadway is
zero and the right-hand roadway starts at a width of 3.5 metres. If the branch develops overwidths, the
transition can be more difficult to set up than if the axis is on the outside, but that transition does not affect
the intersection.
In order for these widths to be drawn on the ground plan (and also in this
Complete menu with the Ground Plan Widths command) they are
declared in the ground plan definition menu:
Junction Menu, Data Extraction and Calculation
This menu allows us to define junctions between axes. From their width diagrams and the trunk elevation
view, the elevation of the branch in the contact area can be deduced.
The method the application follows is
based on the generation of an intelligent
boundary in the junction areas using a
series of its characteristic points, such as:
A = Birthplace of the branch (minimum
distance between two axes).
B = The intersection of the borders of the
main roadways (cut-off of the white lines).
Here the main roadways split and the
solid zebra-striped area begins.
C = Point at given distances from the
white bands inside the shoulders (in
general there is a distance of 0.5 metres
to each of the bands in order for them to
have equal spacings of 1 metre) This is
the characteristic 1-metre section in which
the deceleration lane is considered to end
(start for the acceleration lane). The
zebra-striped area begins here.
D = Cut off of the outside borders of the
shoulders.
E = Nose (or tip if we are considering an
entrance). From this point, branch and
axis are now independent roadways.
This boundary is automatically calculated and it able to transmit trunk superlevation and elevation to the
branch using the condition that the trunk is a regulated area as far as its transverse breaks are concerned
and that the branch is likewise according to its transverse breaks. The boundary line receives the
elevation, longitudinal and transverse gradient from the trunk data in order to transmit the elevation, grade
line and superlevation to the branch. The calculation is made at a series of discrete points following a
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sequence of kilometre points approximately equal distances apart. It is essential that the Equidistance field
does not take zero.
In the COMPLETE menu, we begin by Generate Axes and drawing the Ground Plan Widths or
Elevation Widths On selecting JUNCTION, the following data menu will appear:
In there table there is an area where the user can
introduce data on the keyboard or by clicking with
the mouse, which coexists with a calculations and
results area that provides the different
parameters.
The left-hand side of the table corresponds to the
main axis (trunk) and the right-hand side to the
secondary axis (branch). The procedure for filling
it in and calculating a junction is as follows:
We will choose the axes involved in the
junction using the keyboard or by directly
clicking on one of them with the mouse.
We will indicate the type of junction; it will be
the entry or exit of the branch from the trunk,
depending on the analysis we are going to
undertake. One branch can leave an axis
and arrive at the same one or at a different
one.
By the calculation option, we will define up to where the branch is replaced by overwidths in the trunk
and the areas where the branch grade line and/or superelevation are deduced.
There are several options:
Overwidths Grade line Superelevation They deduce
E E E : Grade Line+Superelevation up to E
C E E : Grade Line+ Superelevation up to E
C E C : Grade Line+ Superelevation up to C. Grade line up to E
C C E : Grade Line+ Superelevation up to C. Superelevation up to E
A E E : Grade Line+ Superelevation up to E
A E C : Grade Line+ Superelevation up to C. Grade line up to E
A C E : Grade Line+ Superelevation up to C. Superelevation up to E
A E A : Grade Line up to E
A A E : Superelevation up to E
In the Equidistances section, we introduce the interval for the series of discrete analysis points that will
comprise the boundary. We advise a value of 20 or 10 metres for axes with a gentle take-off such as road
or motorway branch slip roads (with relatively large radii) and of 10, 5 or less metres for short junctions
(junctions on roundabouts).
Equidistances start by default at 2.00 metres.
The KP of point A is that of the start-up point (in the case of an exit branch) or the arrival
point (for an entrance). It is obtained automatically by clicking on the ? button, which fills the
box with the KP of the start or the end of the branch. However, merely merely clicking on the
number button and introducing the new value can modify this value.
If an exit branch begins to approach the trunk, due to an imprecise horizontal alignment or because the
branch approaches the trunk and then separates again, we can use help the algorithm to calculate the
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junction putting the KP of the point at which the exit (or entrance) analysis should begin, normally the point
of least distance between axes.
With the command Extract start widths, the application automatically determines the side on which they
touch and the widths of each axis for the main roadway and the auxiliary roadway at point A. To do this the
calculator analyses the width diagrams that are stored in the *.vol file for each axis. If the axes have large
azimuth changes, as is the case for roundabouts that have a full turn, the wrong side may be obtained.
Clicking on the Right Side/Left Side keys, it switches to the correct value. The widths obtained should also
be checked and rectified if necessary. Given that the overwidths at points C and E must be determined
according to the design, by pressing their data buttons we will introduce the desired values. Typical values
are 0.5 metres on each side for C (to determine the 1-metre characteristic section) and a value for E
usually coincides with the width of the surfacing berm; a value of 0.5 metres is also frequent.
Points C and E are assigned a default width of 0.5 metres.
If the shoulder is less than 0.5 metres at point C, it is assigned the width of the shoulder.
The necessary calculations are carried out in the second part of the table:
Pressing ABCDE we obtain said singular points, given by their KP and their distance in each of the
axes. Once calculated, the system draws its position on screen and the subsequent redrawings are
also kept in view. In the event of an incoherent result being observed, we should carefully review the
data items, in order to modify some of them, principally the kilometre point of A (source of the branch)
and then carry out the calculation once again. The observations we made before concerning the
horizontal alignment should be weighted up here, in case they were the cause of the inappropriate
outcome of the study.
On clicking on the Boundary key, a data polygon is calculated according to the previously given
equidistance, interpolating finer points between ABCDE. It is drawn in striking colours to facilitate
visual verification.
At this point it is advisable to save the intersection that we are creating by clicking on the Save button
and generating an *.ent file. This remains available for loading if we want to treat the junction at a later
date and the system has erased this data from the screen. Even though we leave the COMPLETE
menu to go ELEVATION, the data for this junction is retained in the memory; but if we exit
ELEVATION or we change to analyse another junction, loading the *.ent file is the quickest way of
recovering it.
6.3.2- Deduction of the Z and Superelevation for the Branch
On calculating the boundary by pressing the [Boundary] key as a
polygon composed of a series of discrete points between A, B,
C, D and E according to the given equidistance, the application
automatically generates the IS#2s1.ras and IS#2s1.prl files (if
branch 2 exits trunk 1) or IS#2e1.ras and IS#2e1.prl (in the
event of branch 2 entering trunk 1).
These are files that contain a stretch of the definition of the
grade line (rasante in Spanish) and the superelevation (peralte
in Spanish) for the branch derived from the trunk. This data
should be incorporated into the definition of the elevation of the
branch so that said elevation matches the trunk.
To update the data, we will proceed as follows:
We leave the Complete menu and return to the Elevation menu; we press the axis number key so that
the system loads the *.vol table for the branch and we enter the Grade Lines menu.
If the branch is an exit, load the grade line generated (IS#2s1.ras file) and continue defining the
branch grade line in the area where the axis is now independent. If the branch is an entrance to the
trunk, we add the (IS#2e1.ras) grade line derived for the junction area using the [Add .ras] button to
the previous grade line. Remember that the [Load] operation deletes all the data for the current grade
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line and it replaces it with the new data, while the [Add] operation conserves all the data for the
current grade line and adds the new data at the end.
Similarly for the superlevation: We leave here and enter the superlevation menu. After making the
automatic calculation with the appropriate superlevation table, the junction area data is replaced by
inserting the superlevation derived from the trunk. The application replaces the KP data items for the
stretch corresponding to the junction (normally start and end) and it replaces them with new ones. We
should check that the superlevation transitions in the area where the derived superlevation end and
those from the table begin are performed smoothly. The relative gradient at the border should be
respected so that the increase in superlevation per second is appropriate for the kind of axis (4% per
second is a usual value that leads to a prescription of 6 metres of transition for each superlevation
percentage point and that is usually adequate for slip roads).
At this point save the *.vol of the branch with the whole definition. Also verify that the section type
tables and the commands of the calculation slots are correctly defined. The elevation of the branch is
normally fully defined, including the automatic superlevation, the only thing missing is the grade line in
the *.vol when the junction study is to be started.
6.3.3- Calculation of the Boundary Line between the Trunk and the Branch
Once we have calculated the junction zone and correctly defined the branch, we shall now define the
boundary line that allows profile truncation and physical separation between the axes. Boundary lines are
entities we handle graphically in order to be able to use the interactive on-screen editing utility. They define
a kind of vertical wall that is used to cut the cross-sections of the two axes, removing the parts that are not
going to be constructed.
In the case of junctions between axes, it corresponds to the line on which the two platforms touch, i.e. with
the tracing of the analytical boundary we used previously to derive the branch elevation.
To create it, we must follow the procedure outlined below:
We return to the COMPLETE menu, we order the application to draw the axes on ground plan and the
widths on ground plan or on elevation if we want to see the alignments, and we enable the JUNCTION
table. We load the junction saved previously, that is if the system did not maintain it and we perform a
new verification calculation pressing the ABCDE key (this restores certain variables for the junction
which may have been lost and enables us to check that there are no errors).
Once the polygon of discrete points joining ABCDE has been calculated using the
Boundary command, we press the BDL button which transfers said polygon to a
boundary line. The boundary line is added to the drawing on screen (it appears in
yellow upon redrawing) and it is assigned line type L67.
It is advisable to save the boundary lines generated in a boundary lines file with an *.lfr extension. The
<BDL>Sav creates an *.lfr file; therefore, we should take good care not to erase the contents of one
such already existing file that we are interested in saving.
*.lfr files may contain more than one boundary line. We can save one in each file and bring them all
together into a single *.lfr file, or we can add them to a *.lfr that we are going to update every time we
create a new one. A routine we usually use to accumulate them is as follows:
When we generate the first one, we save it in an *.lfr file (for this example we shall call it total.lfr).
We open the PROJECT table and we declare the name of this file in the corresponding box. To do so we
click on the BOUNDARIES key [*] in the project table and we select the name of the file (total.lfr). To make
this declaration permanent, we save the project *.pol file. The *.pol reminds the user from now on which is
the boundary lines file that should be loaded when needed for processing.
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Each time we go to the COMPLETE menu
from ELEVATION, we press the fixed menu
Generate Axes, Ground Plan Widths or
Elevation Widths keys and then the
Load<BDL> key, which adds all the
boundary lines that are stored in the *.lfr file
whose name is declared on the PROJECT
table (total.lfr in our example). We are not
asked the name of the *.lfr file that is going
to be loaded, as is usual in Load operations,
but rather the application uses the name
declared.
This way, before operating on any junction or creating new boundary lines, we have all the boundaries
available that we have to maintain. When we create another one through the previously described
process, we will have the alignment of all those we have to conserve and when we generate the new one,
the <BDL>Save operation on the same file (total.lfr), saves all those defined to date.
Once the boundary has been defined that enables us to truncate the road surface platforms, it interesting
to extend said division to the slopes of the levelled area/embankment at the confluence of the two axes, an
operation that can be carried out using the command Auto BD from the Complete menu:
On the Complete menu we press the Auto BD button.
We choose the axes involved, indicating the side of the axis affected by answering the question: Left-
hand side Y/N?
The application will save the data we have on
screen so far and on a clean screen it will
generate the wired models of the two platforms
and the boundary line determined by the
intersection between the side slopes, drawing it
on screen in yellow with line type L67.
The messages bar on the lower edge of the
screen we see: Correct the intersection and click
to accept. If the line automatically generated is
satisfactory, we will only have to click anywhere
on the work window to validate it and to go on to
truncate the profiles.
Otherwise, this is the time to edit this line:
- We go to Line Editing using the dropdown menu and we modify the boundary line as is necessary,
eliminating, for example, the area already obtained by the operations previously described with the
Junction menu.
- We leave the Line Editing menu using END to return to the previous menu, and as we are
reminded by the message, we click on any point on the screen to accept. The data screen we
saved previously is restored with all the alignment of axes and boundary lines that we have, to
which the recently created line has now been added.
- As this line is an extension of what we had defined before processing the junction, it is advisable to
connect the two boundary lines so that the application uses them in a single operation. Let us go
back to the Line Editing menu, calling it from the dropdown and there we make the connection and
any possible correction to the boundary line alignment. On returning to the COMPLETE menu, we
can now save the boundary lines file with these modifications.
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The <BDL>Save operation interprets that boundary lines are all those from the L67 layer that are on
screen, whereby if we connect two together during these editions, we cut one up into pieces, etc. it is
the final outcome that is saved in the *.lfr. We must avoid the duplication that will occur if boundary
lines are loaded twice as the system does not realise that there are duplicate lines. Although the
system will work correctly, it will take unnecessary time in processing the same boundary twice.
If we click on the automatic CALCULATION key in the Project table, the system will automatically begin
calculating the project axes that have the CAL key enabled and it will then truncate the profiles of the
axes that have the LIN key enabled. We should also activate the CUB key that orders the recalculation
of volumes after geometric truncation. The areas of the truncated profiles are measured up to the
vertical boundary by the truncation point.
In the drawing of the transverse profiles, we can order the application to trace or not that theoretic cut-
off line. The Add Branch operation from the ELEVATION menu analyses the platform of a branch to cut
it from the trunk profiles. When the platforms of the two axes coincide, this is the best confirmation that
this analysis has been correctly carried out.
6.3.4- Acceleration Lane and Wedge Design.
There are two ways most frequently used to project the acceleration wedge and lane:
Case 1: Consider the acceleration lane as overwidths of the trunk up to point A of the start-up of the
branch.
When calculating the junction, we automatically obtain the KP values corresponding to its singular
points, amongst which is the branch A point (start-up or arrival point, as appropriate). Therefore,
on the Elevation menu the trunk widths diagram is defined with the overwidths corresponding to
the wedge at each KP, depending on its length. The transition from the start-up point of the
wedge to the point where it is fully developed (reaching the typical width of 3.5 metres of an
acceleration lane) is linearly calculated.
The parallel lane subsequently continues at a width of 3.5 metres, which is incorporated onto the
trunk widths diagram with the corresponding KP, up to the initial A point of the branch. At this
point the 3.5-metre overwidth should disappear, returning to the nominal width of 7 metres. To
facilitate editing, it is advisable not to do this on the same profile.
We only have to give a minimal separation margin (we recommend 10 centimetres) between the
profiles on which we return to the normal trunk width. It may prove useful to carry out the transition
rounding up to the decimetre prior to and following the exact KP of the A point, whereby the wide
profile is not cut by the boundary line and the narrow profile is.
Case 2: Consider the acceleration lane as overwidths of the trunk up to point E where the branch platform
takes as an axis that is independent of the trunk.
From this constructive viewpoint and considering that the junction area (up to the tip or the nose) is
usually surfaced as a whole, it may be advisable to define all the branch take-off area as overwidths
up to where the road surfaces separate (Point E). The procedure will therefore be:
In Complete, we enter the Junction menu and load the previously calculated junction.
We give the length (1) of the wedge and of the acceleration lane by clicking on the corresponding
buttons and typing in said parameters. This length can be given from width point 1.5 or from point
1 as is described below.
By pressing the Calculate Overwidths button, the system calculates the corresponding overwidths
of the trunk, generating and drawing points 0, 1, 2, 3, 4 and 5, which correspond to:
0: The starting point of the wedge.
1: The point at which the wedge is fully developed. Start of the parallel lane.
1.5: The point where the lane reaches a width of 1.5 metres.
2: Start of the branch (same KP as point A). End of the constant width of the acceleration
lane.
3: Maximum overwidth of the trunk (KP corresponds to Point E on the branch). Stretch 2-3
follows the outer border of the main roadway of the branch.
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4 : This coincides with point E (nose or tip). Points 3 and 4 lie on the same profile of the
branch.
5: Back to the nominal width of the trunk (7 metres for example). It will have the same KP
value as point E + 10 centimetres.
When we are sure that the particular solution is correct, we update the (*.vol) files that contain the
definition of the elevation of the two axes by pressing the UPDATE FILES button. The widths
diagram is modified on the trunk *.vol and the start (or end) KP of the branch is modified in the
first value of the *.vol Calculation Areas table of the branch.
Case 3: Consider that the acceleration lane as overwidths of the trunk up to point C.
This case is similar to the previous one.
The length of the acceleration lane is measured, according to Spanish Regulation 3.1 IC, from the point at
which the wedge reaches a width of 1.5 metres (a characteristic section of 1.5 metres) until the trunk and
branch roadways are 1 metre apart (a characteristic section of 1 metre). In the Junction table, however,
the length of the wedge is considered to run from its start-up until it is fully developed, reaching a width of
3.5 metres and the acceleration lane is considered to go from point to point C (white bands at one metre).
At this point it is interesting to generate a new series of profiles that pass through the singular points
obtained and the resulting calculation zones in order to accurately define the platform width changes. The
Interpolate profiles option from the Elevation menu allows us to indicate at which points or in which areas
to insert auxiliary profiles each time a calculation is made, activating the Widths and Calculation Zones
options.
The boundary line, in this case, should not begin until the nose. The start point will be E where the
platforms separate. The boundary line stretch going from A to E that can be determined from the junctions
menu, should not be used, because the variables widths zone would cut all the profiles.
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In the case of a parallel acceleration lane measuring 3.5
metres wide, point 2 would coincide before A at that
distance. The length of the acceleration lane according to
the regulation would, in the case of the figure, be 211
metres. As the wedge is 85 metres in length, the outcome
for the 1C parallel stretch will be 162.42 metres.
In the case of a direct branch type, points 0, 1 and 2 will
coincide over point A. The length of the wedge in this case
is zero and the 1C length must be the difference between
the KP values of points C and A over the trunk (e.g. KP
C
KP
A
= 23.38 metres), easily calculated from the KP of the
lower section of the floating Junction menu.
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6 - COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS PAGE: 23 / 32
6.4- Semiautomatic or Supervised Junctions
Similarly to defining a crossroads, the elevation menu offers a [junctions] key that provides access to the
menu for defining the junctions associated to the axis in course.
The data from the [JUNCTIONS] menu is defined for each axis and saved and
loaded onto its corresponding *.vol file.
This data can be saved in independent *.etq extension files from the junctions
dropdown window.
The data for a junction between two axes must be defined on the axis working
as the BRANCH.
A data table can be defined for each of the axes on ground plan. In each data
item we add the information for the junction with the other axis from which it
departs, or at which it arrives, or through which it passes.
The corresponding dialogue box is shown below and now we shall describe
the parameters that are defined.
TRUNK [1]. This is the number of the axis from which it departs, at which it arrives or through which it
passes.
KP_A(Branch) [0.0000]. KP on the current axis of the A point of the junction. It is the start KP of the
branch for an exit junction, the end KP for an entrance junction or the KP at which they are tangents for the
case of a passing axis.
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PAGE: 24 / 32 6 - COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS
[EXIT] TYPE
[EXIT]. For example a branch with a
deceleration lane.
[ENTRANCE]. For example a branch
with an acceleration lane.
[PASS]. Where there are two
consecutive junctions; one to enter and
another to exit For example, an axis
that enters and leaves a roundabout
(picture).
SurWid, GRADE LINES, SUPERELEVATION
Using this option, we will define up to where the branch is replaced by overwidths in the trunk and the
zones where the branch grade line and/or superlevation are derived.
There are several options:
Overwidths Grade Line superlevation They derive
E E E : Grade Line+ superlevation up to E
C E E : Grade Line+ superlevation up to E
C E C : Grade Line+ superlevation up to C. Grade line up to E
C C E : Grade Line+ superlevation up to C. Superelevation up to E
A E E : Grade Line+ superlevation up to E
A E C : Grade Line+ superlevation up to C. Grade line up to E
A C E : Grade Line+ superlevation up to C. Superlevation up to E
A E A : Grade Line up to E
A A E : Superlevation up to E
[Overwidths] There are three possibilities:
[A]. The wedge and the acceleration/deceleration
lanes are calculated as overwidths of the trunk up
to point A and the branch begins to develop from
this point. The boundary line begins at point A.
[E]. The wedge and the acceleration/deceleration
lanes are calculated as overwidths of the trunk up
to point E and the branch begins to develop from
this point. The boundary line begins at point E.
[C]. The same as in the previous point but up to
point C.
Equid. [2.000]
The grade line and the superlevation are calculated all along the hip rafter, ABCDE, at points separated by
a maximum distance of the Equid value.
LANE [3.500]
The nominal width of the acceleration/deceleration lane.
ISPOL 9 LINEAR WORKS
6 - COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS PAGE: 25 / 32
BDL
On activating this, the boundary line hip rafter will be extended with the line derived from the slopes of the
cut and fill after point E.
In order to generate a junction boundary line, the option we are describing must be enabled.
Margin [100.00]
The boundary line is extended along the intersection of the slopes of the two axes that are calculated from
point E up to a KP= KP_E + Margin.
Transi.[40]
This makes a transition with a double parabola between the defined and derived grade lines.
[Ovw_C_T], [Ovw_C_R] y [Ovw_E_T], [Ovw_E_R]
These functions allow us to use different overwidths for points C and E, from the trunk to the branch.
6.4.1- Automatic Calculation of the Grade Line and Superelevation for
Junctions
If the data introduced in defining the junction is correct the application allows us to make the necessary
modifications in grade line and superlevation for the junction and the platforms to be perfect.
It is evident that the trunk must have its *.vol file defined and the current (or branch) axis also has its *.vol
file defined with some data such as widths, sectioning etc.
In those areas where junctions have been defined, the application replaces the current grade lines and
superlevation rule by the grade lines and superlevation derived for those axes for which the corresponding
parameters have been defined using the SurWid, GRADE LINES, SUPERLEVATION option..
In the [GRADE LINES] menu, we merely have to press the [Junct.] option.
Similarly, in the [SUPERELEVATION] menu we find the [Junction] option.
If we decide to accept the superlevation and the grade line proposed in the automatic junctions menu, we
must bear in mind that the transitions may not be suitable.
We recommend a review of the transitions, as they may possibly not meet regulation standards, and
arrangements may appear as either too large or too small and superlevation transitions in fewer metres
than those stipulated in the regulations.
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PAGE: 26 / 32 6 - COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS
6.4.2- Review and Acceptance of a Semiautomatic Junction
In the precise moment that the [Junction]
keys are pressed on the grade line or
superlevation sub-menus, the application
possesses the necessary data to
calculate the junction as stipulated in
most regulatory frameworks (see
junctions with ISTRAM).
To complete and store the information for
this, ISTRAM provides the junction
screen that is accessible from the
[COMPLETE] menu. Here we can view
the basic data for a junction between a
trunk and branch.
We shall now proceed with a description
of all the parameters and the way of
reviewing, modifying and accepting the
data.
Apart from its widths diagrams and the
trunk platform, the method is based on
the generation of an intelligent boundary
in the junction areas based on its
characteristic points.
A.- Birthplace of the branch
B.- Intersection of the borders of the main roadways (white bands)
C.- Point at given distances from the white bands inside the shoulders.
D.- Intersection of outer borders of shoulders
E.- Nose or tip of the junction
This boundary is calculated automatically and is capable of transmitting the trunk superlevation and
elevation to the branch.
Using the condition that the trunk is a regulated zone in the sense of its transverse breaks, and the branch
is one of these, a boundary line is used that receives the elevation, longitudinal gradient and transverse
gradient from the grade line gradient and superlevation of the trunk. This data is analysed from the
transverse breaks on the branch to obtain the elevation, grade line and superlevation of the branch over its
ISPOL 9 LINEAR WORKS
6 - COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS PAGE: 27 / 32
own axis. The calculation is made at a series of discrete points following a sequence of kilometre points
approximately equal distances apart.
Although we have already explained the meaning of the junction menu command keys, it is convenient to
revise their use.
Trunk Axis: [ ] Branch Axis: [ ] The axes are given by clicking on their drawing or using the keyboard,
according to the selection mode.
Calculation: We will define up to where the branch is replaced by overwidths in the trunk and the areas
where the branch grade line and/or superlevation are derived.
There are several options:
Overwidths Grade line Superelevation They derive
E E E : Grade Line+Superelevation up to E
C E E : Grade Line+Superelevation up to E
C E C : Grade Line+Superelevation up to C. Grade line up to E
C C E : Grade Line+Superelevation up to C. superlevation up to E
A E E : Grade Line+Superelevation up to E
A E C : Grade Line+Superelevation up to C. Grade line up to E
A C E : Grade Line+Superelevation up to C. superlevation up to E
A E A : Grade Line up to E
A A E : Superelevation up to E
Type: [EXIT / ENTRANCE] The path of the branch with respect to the trunk. In the case of ENTRANCE
junctions, we are able to calculate grade lines, superlevation and crossing points without taking point C, D
and E into consideration.
Equidistances: [n] Equidistance between the points of analysis (5m).
KP A: [n] [?] On clicking the [?] the calculator looks for the start-up point if it is an exit, or the end of the
branch if it is an entrance. We can insert the number we want by pressing the number key. The system will
give the initial/end KP that is defined on the branch axis on ground plan. From this point the branch should
break way from the trunk. If an inadequate definition of the axis on ground plan brings the axes together,
the system will not be able to find the appropriate progress direction for the junction. In this case it is
advisable to assist the search, typing a value into KPA that moves it in the right direction.
[EXTRACT START WIDTHS] If we press this key, an analysis is made of the widths of the outer border of
the main and auxiliary roadway of the trunk and of the branch along the side that they touch one another.
Overwidths C and E must be given according to our design intention: A value of 0.5 metres is frequently
used for both; a point at which the edges of the roadway are 1 metre apart (C), and the edges of the
shoulder are also 1 m (E) (nose or tip).
[ABCDE] [Boundary] [ BDL] CALCULATIONS
[ABCDE]
If we press this button an analysis is made of the previous widths and overwidths and the position is
calculated in terms of KP and distance to the axis for each of the points, ABCDE, and the table is
completed. The graphic display shows points ABCDE. Check that they are in the correct position or modify
KPA, overwidths and repeat ABCDE.
Also, on pressing this option the gradient at point B and the lengths for the speed change lane are
recalculated.
The Boundary key calculates a data polygon as per the previously introduced equidistance. On
redrawing a line joining the points A to E will appear superimposed on the drawing . The following files are
also generated:
- IS#2s1.ras with the grade line derived for axis 2 as an exit from axis 1.
- IS#2s1.prl with the superlevation derived for axis 2 as an exit from axis 1.
- IS#2s1.pas with the crossing points derived for axis 2 as an exit from axis 1.
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PAGE: 28 / 32 6 - COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS
If, instead of being entrances they are exits, the s becomes an e and the axis numbers adapt to the
case.
When we are satisfied with the boundary, the BDL command copies the theoretical boundary in a
boundary line, which is drawn on screen, added to those already there. This receives attributes of the line
and axis type it affects, and it can be saved with the set of boundary lines we have under edition. Observe
how all the lines that are under edition on this screen, whose type is the same, will be identified as
boundary lines.
[List]
If we press this option, a list will be generated, for example ent2s1.res (Junction of axis 2 departing from
axis 1) that contains the co-ordinates of points A, B, C, D and E of the junction and points 0, 1, 2, 3, 4 and
5 of the speed change lane, as well as the KPs and the distances to the trunk and to the branch.
Istram 8.13 04/03/05 12:33:55 1173 page 1
PROJECT :
******************************************************************
* * * POINTS FROM THE JUNCTION AND SPEED CHANGE LANE * * *
******************************************************************
TRUNK : AXIS 1 : TRUNK q212
BRANCH : AXIS 2 : Branch q212
TRUNK
---------
----- ------------ ------------ ------ TRUNK ------- ------ BRANCH --------
POINT X Y KP Dist.Axis KP Dist.Axis
----- ------------ ------------ ------------ -------- ------------ --------
A 719522.599 4756608.357 309.427 3.500 0.000 -3.507
B 719532.566 4756610.150 319.555 3.500 9.755 -4.000
C 719540.023 4756610.984 327.041 4.000 16.938 -4.500
D 719552.374 4756611.174 339.232 6.000 28.978 -5.000
E 719560.303 4756611.584 347.106 7.000 36.645 -6.000
SPEED CHANGE LANE
-----------------------------
----- ------------ ------------ ------ TRUNK ------- ------ BRANCH --------
POINT X Y KP Dist.Axis KP Dist.Axis
----- ------------ ------------ ------------ -------- ------------ --------
0 719315.882 4756512.521 68.183 3.500
1 719387.198 4756575.213 168.183 7.007
2 719523.218 4756604.905 309.426 7.007 -0.000 -0.000
3 719559.742 4756605.611 345.497 12.780 36.645 -0.000
4 719560.303 4756611.584 347.106 7.000 36.645 -6.000
5 719559.692 4756615.031 347.116 3.500 35.756 -9.376
[Save] [Load] [Start]
The Save Load keys can be used to generate or load an *.ent file with the current definition
of the junction parameters. It is advisable to save before making any subsequent modification.
Start clears the table to start from blank with a new problem.
Headroom Calculation and Viewing on the Junction Menu
Before using the headroom control command from the Junction menu, the platforms of the axes we are
going to consider must be fully defined and the *.vol elevation definition files generated that allow us to
calculate the platforms for both. The names of the *.vol files must also be stated in the table of the
PROJECT we are dealing with.
We enter the Complete menu, generating axes and viewing the elevation widths to visually monitor
the platforms.
We state the axes we want to analyse in the JUNCTION table as trunk and branch.
If we press on the Headrooms button, a message appears on the lower screen bar, requesting the point to
analyse. By clicking on successive points the differences in elevations between the platforms are labelled
on screen. Enabling the connection to intersection will allow us to easily indicate the intersection of the
white lines or the borders of the shoulder on both axes. These points are generally critical in these
analyses.
ISPOL 9 LINEAR WORKS
6 - COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS PAGE: 29 / 32
Headroom Calculation and Viewing from the COMPLETE Menu
From this window we can undertake an analysis of headrooms.
On selecting two axes, their intersection is calculated, and drawings are made of the borders of the
roadway and the shoulders for the area surrounding the intersection point (+/-Margin).
If the axes have more than one intersection, we can swap with the order Other Crossing.
The order Label analyses the intersections of the Shoulder Borders or of the Roadway Borders.
It is also possible to Add Points manually.
The resulting headroom can be requested in Absolute Value and it is also possible to Discount a set
amount.
The Minimum Headroom option seeks out the point where the headroom value is lowest.
The results are graphically drawn on screen, adding them to a data grid and incorporating them into a
headrooms.res list.
We can configure the parameters to be shown in the data grid and lists:
X, Y, KP, Distance, elevation, Azimuth, Gradient, and Superelevation for each axis.
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PAGE: 30 / 32 6 - COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS
6.4.3- Application of the Regulations Governing Road Specifications
This is configured in the lower part of the menu
with a series of new options.
Length of the Transition Wedge. The
length of the transition wedge is the
difference in KP to go from the nominal
width of the roadway to the total width
including the speed change lane. The
length of the acceleration lane is given
in the Instruction as from where the
wedge has developed 1 metre up to
point (C) in which the white bands have
separated 1 metre. We give the
measurement from the full development
of the wedge up to C.
Length (from width = 1.5 up to C).
Length of the lane from the point where
the wedge width reaches 1.5 metres up
to point C of the junction.
Length (from point 1 up to C). Lane
length from point 1 (end of the wedge up
to point C) If the length of the
acceleration lane from point 1 to point C
is less than the distance between points
A and C, it is extended to point A.
Lane Width. This is used to calculate
the relationship between the previous
lengths.
REGULATION STANDARD. A new menu unfolds to calculate the previous lengths according to the
Spanish Horizontal Alignment Regulation Standard.
% Gradient. This is
automatically extracted from
point C by default when
ABCDE are calculated.
pS (Project Speed or
Maximum signalled). Project
speed or maximum allowed.
Round off This allows us to
round up the values calculated
to the desired accuracy.
DECELERATION (Exit). Exit branches.
o Ods. Initial speed equal to pS.
o Eds. Final speed at point C.
o Minimum Length. The minimum length of the lane.
o Wedge Length. Calculated automatically according to the Horizontal Alignment Standard.
o Lane Length. Calculated automatically according to the Horizontal Alignment Standard.
ISPOL 9 LINEAR WORKS
6 - COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS PAGE: 31 / 32
ACCELERATION (Entrance). Entry branches.
o Oas. Speed at point C.
o Eas. Final speed equal to pS.
o Minimum Length. The minimum length of the lane.
o Wedge Length. Calculated automatically according to the Horizontal Alignment Standard.
o Lane Length. Calculated automatically according to the Horizontal Alignment Standard.
Accept. This copies the data according to the type of branch onto the junction menu where the user can
modify it.
The CALCULATION of the trunk OVERWIDTHS determines the position of the 5 points:
1 At the birthplace of the speed change lane
2 At the point where the constant width of this lane ends
3 At the point at which the branch axis takes over to continue the platform, i.e. the point where the
main roadway reaches its maximum width.
4 At the nose, on boundary point E (on the same transverse break of the branch as point 3: but on
the bisector of the shoulders)
5 Slightly displaced from point 4, to return sharply to the nominal width of the main roadway of the
trunk.
Furthermore, between points 2 and 3, in the branch take-off area, intermediate points are interpolated
according to equidistance given previously, to produce a gentle transition in branch widths.
In summary, the polygon formed by 1, 2 points interpolated, points 3, 4
and back to the nominal width 5, defines the variable widths diagram
that the main roadway of the trunk would have to have, to incorporate
the trunk shield, the branch starting from the profile that passes
through points 3 and 4 which has fully separated.
This is configured in the lower part of the menu with a series of new
options that allow the user to define:
Length of the Transition Wedge. The length of the transition
wedge is the difference in KP to go from the nominal to the
total width of the roadway width including the speed change
lane. The length of the acceleration lane is given in the
Instruction from where the wedge has developed 1 metre up
to point (C) in which the white bands have separated 1 metre.
We give the measurement from the full development of the
wedge up to C.
Length (from width = 1.5 up to C). Length of the lane from
the point where the wedge width reaches 1.5 metres up to
point C of the junction.
Length (from point 1 up to C). Lane length from point 1 (end
of the wedge up to point C) If the length of the acceleration
lane from point 1 to point C is less than the distance between
points A and C, it is extended to point A.
Lane Width. This is used to calculate the relationship
between the previous lengths.
If we request FILE UPDATE, the *.vol files declared for both axes in the project table are updated. The
axis acting as trunk incorporates the modified Widths Diagram, and the branch includes the start KP in its
calculation window.
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PAGE: 32 / 32 6 - COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS
The data that has been
calculated may be deleted from
the widths table using function
[B] from the widths table.
Function [B] asks for the branch
for which we want to delete the
overwidths before executing.
Once the junction has been calculated, transverse profiles are generated at the singular points that have
been obtained using the [interpolate T] option, thus automatically enabling the interpolation of widths,
superlevation, boundary lines and calculation zones.
CONVERSION UP TO POINT ( ) E , A, or C.
It is possible that the calculation of overwidths and file updating be done only between points 0, 1 and 2,
i.e. the transition from 0 to the width of the acceleration lane (from point 0 to 1) and the acceleration lane
before point A (from point 1 to 2). The branch is then considered to start at point A and the boundary line
must be applied from this point.
LINEAR WORKS
7
GROUND PLAN AND PROFILES
The information contained in this document is the exclusive property of Buhodra Ingeniera S.A. and protected by
Spanish and international copyright laws.
The reproduction or alteration of texts or graphs is expressly forbidden. It can only be printed for personal or corporate
use and may not be copies for formative activities which are not authorised in writing.
This formative-informative material may be changed without prior warning.
Although this documentation is under constant review, it is not guaranteed that, when the program is used, there will be
exact consistency between the data entry boxes, file formats and other specifications displayed on the screen and those
contained in this document.
The user is liable for all consequences derived from the use of this material and, by extension, its associated programs.
LINEAR WORKS
1 01 Introduction and general aspects
2 02 Design of ground axis, setting out of the primary grid and drawing
3 03 Elevation, land profiles and gradients
4 04 Elevation, platform and cross section
5 05 Elevation, advanced project calculation
6 06 Complex calculations, crossroads and junctions
7 07 Ground plan and profiles
08 Project printouts and reports
09 Improvement and expansion projects
10 Railway design
11 Sanitation and distribution, pipelines
12 Project monitoring and control
http://www.istram.net
Buhodra Ingeniera S.A.
ISPOL 9 LINEAR WORKS
INDEX
INDEX
7 - GROUND PLAN AND PROFILES PAGE: 1 / 44
7 - GROUND PLAN AND PROFILES
7.1- GENERATION OF PLANS, INTRODUCTION............................................................................ 3
7.1.1- Flow diagram of printing processes ....................................................................... 4
7.1.2- Influence of scale...................................................................................................... 9
7.2- GROUND PLAN................................................................................................................. 10
7.2.1- Page distribution for ground plan........................................................................... 12
7.2.2- Ground plan drawing modes ................................................................................... 12
7.2.3- Description of the .lil drawing mode files............................................................... 14
7.3- DRAWING LONGITUDINAL PROFILES................................................................................... 28
7.3.1- Text tables................................................................................................................. 30
7.3.2- Point tables ............................................................................................................... 31
7.3.3- Interactive editing of grid data for longitudinal profiles........................................ 31
7.3.4- Grid data for longitudinal profiles, fix norm........................................................... 33
7.3.5- Data associated to the ground, transverse profiles and design information...... 34
7.3.6- Data associated to the definition of vertical alignments....................................... 35
7.3.7- Diagrams of superelevations and widths ............................................................... 36
7.3.8- Point tables ............................................................................................................... 37
7.3.9- Route apparatus ....................................................................................................... 37
7.3.10- Examples of longitudinal profiles and associated grid data................................. 37
7.4- DRAWING TRANSVERSE PROFILES..................................................................................... 39
7.4.1- Interactive generation of transverse profile grid data........................................... 40
7.4.2- Drawing options for profile surfaces ...................................................................... 41
7.4.3- Other options ............................................................................................................ 42
7.4.4- Examples of some grid data for transverse profiles ............................................. 43
LINEAR WORKS ISPOL 9
INDEX
INDEX
PAGE: 2 / 44 7 - GROUND PLAN AND PROFILES
ISPOL 9 LINEAR WORKS
7 - GROUND PLAN AND PROFILES PAGE: 3 / 44
7.1- Generation of plans, introduction
After completing the project design, we have to produce all the graphic documentation certifying the
parameters under which it has been developed. With ISTRAM
generates graphic information or drawings which are located in the same working area used in
the cartographic edition. Often none of the plans fit on a single sheet on the represented scale. We then
perform paging, distributing the sheets subsequently used to send plans either to physical printers or
virtual devices such as PDF files or other digital formats.
The user can alter the graphic information generates, moving one or more of the subpages prepared for
the ground plan, etc. The paging editor is the tool enabling us to manage sheet distribution and the content
of the variable titles defined in the format.
Users often personalise the appearance and presentation of the projects transverse and longitudinal
profiles and ground plan. The configuration of different drawing styles or aspects is stores in text files
containing encoded drawing orders which will be read and run by the program when the drawing is
generated on the working area. For the ground plan, these are *.lil files and for profiles they are *.gui and
*.gut files.
To make personalisation easier, ISTRAM
.
[Ground plan] This option asks for the number of the axis and the first and last profiles of the stretch we
wish to draw. It immediately generates longitudinal and transverse lines and land clearance and slope
combs.
[Delet] eliminates the graphic elements generated with the last option, Ground plan.
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PAGE: 12 / 44 7 - GROUND PLAN AND PROFILES
7.2.1- Page distribution for ground plan
With the [Ground plan] command, we obtain the graphic
representation of the axis or complete project we are
designing. If, however, we wish to obtain the plans, we
have to use a file containing the coordinates of a page
distribution with the chosen format.
The page distribution for
the ground plans of the
project is generated from
the [GROUND PLAN
DRAWING] submenu
located in the GROUND
PLAN side menu.
The application requests
the axis number and a
sheet length to
automatically generate
page distribution which,
as we know, is stored in a
.pag file.
Remember the relation between the format used, the scale and the sheet length provided. Classic paging
used A1 formats on a scale of 1:1000 in stretches of 700 m of axis.
The page file can be loaded at any time to process the information displayed on the screen and prepare
plans to be physically printed on a printer or plotter. We can also create digital plans in pdf, dxf or dgn
format.
7.2.2- Ground plan drawing modes
The ground plan drawing modes reflect the type of representation with 3D lines chosen for the different
elements. In the modes predefined in our library, the names of the *.lil files use a combination of letters
which helps to identify the elements drawn if this mode is selected:
L Longitudinal lines along the axis (the axis itself, road borders, verge borders, etc.)
B Borders of scope (slope feet and land clearance heads)
P Piano lines of slopes
E Margins of Expropriation (by default, 5 metres)
T Transverse land profiles, where applicable
C Closed areas to represent land clearance and slopes by colour
M Walls
ISPOL 9 LINEAR WORKS
7 - GROUND PLAN AND PROFILES PAGE: 13 / 44
For example, LBT.lil mode orders the drawing of the longitudinal lines of the platform, the borders of scope
and the transverse profiles. The specific colours and modes are described in command lines in the file.
Following are some graphic examples of the result obtained by applying different .lil files provided by
ISTRAM
will generate on the screen the pages of longitudinal profiles (use "Zoom" and "SD"
options for details). These profiles can also be edited with all the programs options and can be saved in
"*.edm" files like any other drawings.
[Delet] It eliminates from the current editing session all the graphic objects generated since the menu was
entered, including interactive editions using the MENUS dropdown options. Any option which SAVES
temporary security files will prevent the use of "Delete", as they will set the counter at the end.
[Position] It asks for the number of bands occupied by profiles if you enter with an occupied band which
is not included in the green rectangle. It will respect all those you declare and draw in the next. Each band
is calculated with a height suitable for the current format.
[Change Axis] It loads the data and performs the calculations required to draw the longitudinal profile of
another axis. The names of the files to be used are taken from the current "Project (*.pol)".
[Active Axes] It enables the simultaneous generation of the longitudinal profiles of all the axes in an
active group. The Axis number Model also has to be active.
It is possible to order axes by group, using the Order by group command.
This options has two possibilities for the automatic selection of the initial and final KPs for the longitudinal
profile of each axis:
YESAccording to the calculation stretches. From the initial KP of the first stretch to the end of the last
stretch.
NOAccording to Ground Profiles.
[Grid data] It asks us to select a longitudinal profile template from those available in the library. Until it is
changed for another, the last one selected will be available in the library under the name of ISPOL.gui.
ISTRAM
uses the "lib/ISPOL.gui" file as a pattern in the generation of the longitudinal profile. The user
can change the content of this file by means of the X axis option, which enables him/her to choose any of
the files in the library with an *.gui extension. The chosen file is copied to the "lib/ISPOL.gui" which is
used as a pattern until overwritten by another operation like this one.
[Format] Once a paging format has been selected, it will remain in use until it is changed using this
option.
In general, the process first needs to know which paper format is to be used; its dimensions must be
compatible with the axis length specification for the axis to be represented.
When we use automatic ground plan sub-paging (ground plan and longitudinal profile will be on the same
physical page), we have to use formats and X axes with which an acceptable result is feasible.
[Ground Plan Cut] As the longitudinal profile drawing is paged in sheets (of 700 m, for instance), this
option generates polygons for cutting in respective length sections, with the paging of the current axis, so
that using the Copy area option (TOOLS menu), we can combine each longitudinal profile with the
corresponding piece of ground plan, or directly export the squared pieces of map to edm or dxf files, etc..
The data requested is:
- Starting profile? Kp starting the first sheet.
- Final profile? Last Kp on the last sheet.
- Sheet length (m)? Axis length on each sheet.
- Intermediate every? A point on profile multiples of...
- Width on left? Band on the left of the axis.
- Width on right? Band on the right of the axis.
As many closed polygons are generates as are required to cover the ground plan of the axis, marking
orthogonal cuts on the axis at each page cut.
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PAGE: 30 / 44 7 - GROUND PLAN AND PROFILES
If we have selected Automatic ground plan subpaging in the Longitudinal option, this option is NOT
necessary, as when the plan is generated, the program copies the information about its position to the
cartography and pastes it in a window on the longitudinal profile.
Preparation of data for drawing the mass diagram
[MASS DIAG] It drops down a menu enabling
us to manipulate the data of the mass diagram
of the current axis or the overall mass diagram,
before drawing the longitudinal profile.
This information will only be drawn if the
[Ground] [Mass diagram] option described on
the .gui template is enabled.
7.3.1- Text tables
Up to 10 independent tables
can be defined. In each table,
we can create an indefinite
number of stretches with an
initial KP, a final KP and a text
of up to 60 characters.
These tables are used to label
different areas of the grid data
of the longitudinal axis.
These tables are stored in/recovered from the .vol file.
From the interactive grid editor, we can define the location of these tables on the sheet.
These tables are designed to issue constant information on each of the plans.
ISPOL 9 LINEAR WORKS
7 - GROUND PLAN AND PROFILES PAGE: 31 / 44
7.3.2- Point tables
Up to two tables of points
associated to each axis can be
defined and stored in the *.vol
file.
Each datum on each table
contains:
- KP of the axis.
- Symbol.
- Z, which can be:
relative to the ground.
absolute
relative to the right
grade line.
relative to the left
grade line.
associated text.
Points can be uploaded from top/toc files. We are asked for the maximum distance to the axis and the
initial and final KPs.
The points not projected between the first and last KPs of the axis are always excluded.
The "Start" option deletes all the data from the current table.
These symbols, their associated texts, their KPs and their heights can be drawn on the longitudinal profile
or on the grid data and they can also be seen on the grade line menu.
7.3.3- Interactive editing of grid data for longitudinal profiles
Access is from the [Generate .gui] option of the
LONGITUDINAL menu and it deploys the following
dialogue box which acts as a guide for designing
new or altering existing grid data.
It contains the different options which control the
information groups which can be processed to
create drawings.
The *.gui files contain information about how to generate the longitudinal profile. The user can alter
existing or create new ones. This can be done from any text editor, but it is advisable to do this
interactively from the GENERATE .gui option.
Format of .gui files
The grid data definition file comprises a header and other blocks:
The only essential blocks are the lines starting with a number and the line containing the word "END" (end
of each block).
Lines starting with "#" are not interpreted by ISTRAM
also offers a
transverse profile grid data editor enabling us to interactively alter these files.
The side menu contains the following options:
The selection of the file or files on which to apply the format+grid data
combination to generate plans could be as follows:
[Drain,Works] This option selects the "OF.per" drainage works file. It
should be used with the transverse grid data file: obfa1.gut
[File] it enables us to represent a selected profile file on the screen.
[ISPOL model] It represents the ISPOLn.per file, where n is the axis in
progress if it is fully calculated.
[ISPOL Ground] It represents the last file of ground profiles loaded since
"ELEVATION" or "VERTICAL ALIGNMENTS".
[Active Axes] It enables us to simultaneously generate the transverse
profiles of all the axes in an active group. The Model of the axis number
must also be enabled.
With this order, we can order axes according to group by means of the
Order by group option.
The system shows the following window for any of the above options:
The page file (*.pag)
stores the information
about the position of
the sheets to
subsequently generate
the plans for the
plotter.
[Delet] It eliminates the last transverse profiles generated.
With all the information, ISTRAM
+
=
NUM.SHOTS (N
i
): Number of shots.
SHOT LENGTH (L
i
): Average shot length between
two KP values.
1 i i
i
i
PK PK
S
L
=
SLOPE ACCUM.(S
i
): Accumulated slope surface.
PRECUT LM (ML
i
): linear metres of precut between two KPs.
i i i
L N ML =
PRECUT ACCUM (ML
i
): Accumulated linear metres of precut.
Distance between profiles (which will be different if the curvature or width changes are
considered or not).
8.3.7- Pavement heights
[ctfir PAVEMENT: Z (G)] generates a printout to extend successive bands of road surface. It shows data
for 4 points (A, B, C and D) which are always given as a reference to the points on the road surface. Codes 1
and 2 limit the principal roadbed, 2 and 11 the first auxiliary roadway, etc. B and C are the ends of the ceiling
of a band of road surface which is defined by horizontal distance and depth from other points of the road
surface, and A and D are other auxiliary points (stacks or nails for the spreaders cable guide).
If the Points B and C: Cut-off with slope if outside. A and D: Distance from B and C. All Profiles
option is enabled, the program, instead of calculating the data in an analytical manner according to the defined
equidistance, analyses all the profiles of the ISPOL#.per file within the specified range of KPs and if point B
or C are sought by code 2 or more (outside border of the roadbed or outside shoulder) plus a distance and the
point is outside the roadbed package, the program then seeks the intersection with the road surface closure
outside slope (surface 67, points 11, 50 and 100). Also, in case point B or C are sought by code 1 or less
(inside border of the roadbed or inside shoulders) plus a distance and the point is outside the road surface
package on the central reserve side, the program then seeks the intersection with the road surface closure
inside slope (surface 67, points -11, -50 and -100). If this option is enabled, point A is calculated at a relative
distance to point B and point D at a relative distance to point C.
ISPOL 9 LINEAR WORKS
8 - PROJECT PRINTOUT AND REPORTS PAGE: 11 / 26
8.3.8- Setting out of pavements
[repfir PAVEMENT: SET OUT (G)]. The repfir#.res printout is designed for on-site levelling of each
road surface component. The format is prepared as a levelling notebook.
We can add external points of reference to the list for staking purposes, given by their distance to the road
surface layers shoulder.
The printouts represent the transverse gradient between the points.
8.3.9- Subgrade Z. Setting out and control of pavements
[ctref SUBGRADE: Z. (G)] El The ctref#.res printout is for refining the esplanade platform in parallel to 6
or 12 points referring to the grade line, sub-grade line or one of the selected ground surfaces, identified by
their codes.
When the code 100 point on the sub-grade line is requested, if the program does not find it (land clearance
with reduced ditch) it then automatically seeks number 99 (low point of the sub-grade line beneath the ditch
bottom).
If code 99 is requested and not found, it then seeks code 100.
If we request -55.5 and it is not found, it then searches for:
a) -11 if it contains a twist in the gradient.
b) the previous code (-100) if in prolongation.
The code of the point actually being listed is printed.
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PAGE: 12 / 26 8 - PROJECT PRINTOUT AND REPORTS
When this printout is generated, it automatically generates another called cf.res (cf#.res with # = axis
number) containing the same data for the SETTING OUT AND CONTROL OF ROAD SURFACES. This
printout has a single header at the beginning and no page breaks, so it can be uploaded from worksheets.
The following printouts are also generated:
cfR#.res: Setting out of road surfaces.
cfC#.res: Control of road surfaces.
CN#.res: Numerical control file for the LMGS_Grader program.
cfCR.res: This printout has the same format as Control of road surface layers (cfC) but the
header reads "SETTING OUT OF ROAD SURFACE LAYERS" (cfR).
LandXML [Leica]. This button obtains a file in Land XML (istram.xml) format. The selected
ground plan and elevation are exported, together with the selected surface, like the numerical
control of machinery printout. The refining heights printout has first to be generated. This key
deploys a menu similar to LANDXML, discussed later.
[Overal Height] When a value is entered here, it is copied on the 6/12 points.
Intersection with slope if outside
On the outside, for code >1 points, a possible cut with the slope of lines (68) and (67) is analysed
and it is truncated on the vertical profile of the bottom of the ditch or foot of the embankment if it
exceeds these points.
It also analyses from the central reserve side for code <1 points and calculated the cut with the
surface (67) from the border of the shoulder to the end. If it does not find the cut and passes
beneath the vertex of the central verge, it returns the point to the vertical profile of the vertex of
the central reserve.
When Intersection with slope if outside is enabled, if at the given depth the point is
beneath the foot of the embankment and on the outside, then a point is returned to the vertical
profile of the foot of the embankment.
When the profile is truncated and the code requested in the printout is missing, it goes directly to this last
code.
Requesting a code of <-100 (such as -500), the program seeks the point of the sub-grade line which cuts the
slope of the central reserve and, if does not cut it, the point beneath the vertex of the central reserve.
The [Save] [Load] options enable us to file or recover the data defining the printout by means of files with an
.crf extension.
Remove Repetitions: if two points have the same distance to the axis and height, one of them is
removed.
TOLERANCE VALUES
Three tolerance values can be defined: tolerance in distance and maximum height to consider that two points
are repeated and tolerance in minimum distance to seek two consecutive points to calculate the transverse
gradient.
DIFFERENT SURFACE OF REFERENCE FOR HEIGHTS
It is also possible to use as a height reference a surface other than that of reference for distances
(code+distance). If this flag is enabled, we write the type of surface for the height reference (by default, 107).
POINTS GIVEN BY INTERPOLATION
This refers to the possibility of identifying points by interpolating their distance between another two. We check
the interpolate option in the side box and a percentage value in the distance box.
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8 - PROJECT PRINTOUT AND REPORTS PAGE: 13 / 26
When a data point us defined by lateral interpolation between two points defined by their code, defined points
with code Q may appear in the middle, but they are ignored. For example:
POINT A POINT B POINT C POINT D POINT E
------- ------- ------- ------- -------
Code 2 Code 1 Code 0
Left side. Interpol. Interpol. Left side Right side
Dist. 0.0 %Dist 50. %Dist 75. Dist. 0.0 Dist 0.0
Ht. -.1 Ht. -.1 Ht -.1
For point B, the distance to the axis and height are half way (50%) between A and D. Point C is at a distance
of 75% and a height between A and D. If one of the fixed points (not interpolated) to be used as a reference
(in the example, A and D) cannot be calculated, neither are the interpolated points.
SECTIONS
The input data can be classified into sections. In each section, all the menu data can be changed except the
number of the axis and the number of the first page. The final KP of each section is printed even if it does not
correspond to the equidistance. Singular KPs are listed in the section to which they correspond. If they are not
in a section, they are not listed. Sections can have KP overlaps, be repeated or disordered. The printout is
ordered by section (not by KPs) and, within each section, by KP. In the ctref, cfR, cfC and cfCR printouts,
when the section changes, there is a page break because the page header data are different.
The equidistance option can be switched to multiples, for example:
Pki=1. Pkf= 13.5 Equidi=2. Prints: 1, 3, 5, 7, 9, 11, 13, 13.5
Pki=1. Pkf= 13.5 Multip=2. Prints: 1, 2, 4, 6, 8, 10, 12, 13.5
8.3.10- Overwork
[sobexc OVERWORK (G)]. Printout to level the overexcavation or improved esplanade in the field.
It can generate ctref.res, cf.res, cfR.res and cfC.res files and also enables us to printout the
excavation surface to correct an embankment (87).
8.3.11- Security barriers
[bionda SECURITY BARRIERS (G)] This printout takes from the ISPOL#.per file the position of the
safety barriers and shows their coordinates and length, showing the total length values at the end.
When the printout is generated, we can tell the program to also generate a road markings file called
biondaN.mcv.
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PAGE: 14 / 26 8 - PROJECT PRINTOUT AND REPORTS
8.3.12- Railways, tracks reconsidered by long ropes
[repvia.res RECONSIDER TRACKS (G)] This printout is
according to RENFE standard N.R.V. 7-1-0.2.
The marking points can be Load/Save from .top files.
The printout enables us to select the axis and track (single, right
or left).
8.3.13- Railways, track displacement
[ripvia TRACK DISPLACEMENT (.top) (G)] This printout enables us to define:
The axis.
The track: single, right or left.
A *.top file with the data points.
Possibility of inserting the principal groundplan and/or elevation and/or cant points.
Initial KP and final KP.
The semiwidth of the track can be fixed or taken from the real position of the track according to the project.
The minimum and maximum displacement values. By default, minimum displacement-3000 mm and
maximum displacement 3000 mm.
For each point, the following are printed:
KP.
Point (number of the *.top or pla, alz or per).
Type of GROUND PLAN-ELEVATION (such as, STRAIGHT KV -1000).
The radius.
The height of the grade line.
The cant in mm.
And, in the case of points from the *.top:
The height of the point.
The lift displacement (height of low thread height of point) in mm.
The displacement in mm (distance from the point to the rail). The closest rail of the selected track is
automatically selected.
The selected rail.
The height of low thread can be different from the height of the grade line in S-shaped curves if the Maintain
centre of gravity option has been enabled.
8.3.14- Railways, track apparatus and free track pickets
[apavia TRACK APPARATUS (G)] This printout shows the following for each track apparatus:
ISPOL 9 LINEAR WORKS
8 - PROJECT PRINTOUT AND REPORTS PAGE: 15 / 26
Deviated and principal axes.
Type of track apparatus.
Points on the principal axis: stock rail joint, mathematical centre and heel.
Points on the deviated axis: heel (and in the case of crossing, start of apparatus).
Free track pickets (with a symbol on the map in the position of each one).
8.3.15- Railways, reconsideration and control of lane
[carril RECONSIDER LANE (G)] It generates a printout for reconsideration and control of lane placement.
The length of the cord, a distance and a height increase relative to the active face of the lane can be entered.
The Round off arrow to mult. [1.000]
option enables us to give the value of the
arrow with fractions of millimetres.
The generated file is named according to the following nomenclature: carrilEx.res
Where:
E = Axis number
x = "u" for single track, "d" for right track and "i" for left track
8.3.16- Railways, printout for PLASSER batter
[plasser PLASSER BATTER] PLASSER BATTER with CGV5 computer.
It generates a printout with a series of columns separated by tabulators. The columns contain the following
data:
1. KP of the singular point.
2. Synchronism mark (S), had to have no data.
3. Radius: positive (+) right, negative (-) left. The points tangent to the straights are marked with 0.
The circulation beginning and end are marked with the radius.
4. Direction of the curve: Positive radius right (D), negative radius left (I). Only shown on the
corresponding KPs.
5. Transition curve (0 or nothing=Clothoid, 1=No transition, 2=Klein). In case of non-transition curves,
the point tangent to the straight is marked with the radius and a one is entered in this column. If there
is transition with a clothoid, it is left blank.
6. Cants: + right, - left. The sign is the same as that of the radius. The points with cant 0 have to
be marked, which can coincide or not with the singular ground plan points.
7. Direction of the cant: Positive cant right (D), negative cant left (I), (only at beginning and end of
constant cant).
8. Transverse levelling curve on cant (0 or nothing=Clothoid, 1=No transition, 2=Klein).
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PAGE: 16 / 26 8 - PROJECT PRINTOUT AND REPORTS
9. Vertical curves: the input tangent is marked with the VK and the output tangent with 0, where the VK
is positive in peak and negative in valley. When the end of a vertical curve coincides with the start of
the next one, the KP is repeated, the first with a zero (end of curve) and the second with the KP of
the following curve.
10. Direction of the curve: Positive VK C (peak), negative VK H (valley).
11. We can also enter data through a *.top point file for which the lift displacement and displacement
are calculated. Negative lift displacements are entered as zero (maintaining the "-" sign in the
column) and a warning is also shown.
POINTS AND GEOMETRIC HEIGHT
If a cloud of points have been surveyed (.top file) and levelling has subsequently taken place, the
trigonometric height can be replaced by the geometric height of the levelling, also defining a .pkz file.
Data can also be entered using:
A .top file of picket coordinates.
A .pkd file of KPs and distances measured from the active face to the picket.
A .pkz file with the levelling of the track.
TOLERANCE
Should an overlap appear in the chains of points taken, the following can be entered:
Tolerance in KP when considering that the point has been repeated. The tolerance for repeated
points also causes a datum from the .top file to be associated to a singular point if the different of
KPs is above tolerance.
Way to distribute the error:
a) NOT distribute: Only the average displacement is calculated at the repeated point.
b) x Length: The error is distributed according to the distance up a maximum distance.
c) x Points: It is corrected at each point by reducing the value of the error at each points by a
pre-established value until the entire error is absorbed.
Lower grade line (mm) This enables us to generate printouts for gradually lifting the lane when the height
difference is important.
Maximum displacement If this value is exceeded, the maximum displacement is printed.
Maximum lift This enables us to limit the maximum lift (by default, to 70 mm).
Round off KPs It rounds off the KPs resulting from the specified value (by default, to 1). The rounding off
of KPs also affects singular points on ground plans, elevation and cants.
Lists without spaces The data is only separated by the tabulator. When this option is enables, the
zeros are removed from decimals and the comma also, in the case of whole values.
0-KV-KV-0 In vertical curves, a datum can be entered with KV=0 at a pre-established distance before and
after each curve.
SEMIWIDTH OF TRACK
FIXED The same value is always applied. It is the option checked by default and appears with the
consigned value in TRACK and SLEEPER.
ACCORDTO .vol In this case, it reads the values from the .vol file. With this option it is also possible to
not consider the width variation due to the cant.
8.3.17- Track axis
[ejevia TRACK AXIS (G)] It generates the ejeviaEx.res printout, where E is the axis number and x is
value u (single track), d (right track) or i (left track). For the requested KPs, it shows the distance to the axis on
the ground plan, the X and Y coordinated, the grade line and low thread heights and the cant in mm.
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8 - PROJECT PRINTOUT AND REPORTS PAGE: 17 / 26
8.4- Measurements, areas and volumes
8.4.1- Measurements on transverse profiles
[cvol TRANSV.PROFILE.MEAS (S)] When this button is pressed, we select one of the cvol#.res
containing the measurements on the transverse profiles and the total cubication of an axis. This printout is
generated with the calculation of the entire elevation or with the redo cubic option.
Between these printouts is the cvoltot.res containing the measurements of all the axes. In this case, the
complete measurements of each branch are injected in the trunk in a profile, which is the projection of the
middle point of the branch axis on the trunk. This printout ends with the total summary of volumes for each
axis. It also includes the axes projected on a KP subsequent to the principal axis (they are associated to the
final KP). The profile where the crossing is injected appears with a "+" sign and the place where a bevel cone
is injected appears with a "c".
When the complete calculation is made from the PROJECT window, and if there is a valid axis number in the
AXIS to project volumes box, the cvolejes.res printout is generated, containing a summary of
measurements per axis, using a column for each measurement with a positive value in at least one axis, and
one row per axis.
The printout ends with a row with the total value. The measurements of axes located in disabled groups or
with the [CAL] and [REC] options enabled will not appear.
We can also select the cvolgru.res printout. It is a mixture of the ejes.res and cvolejes.res
printouts and contains all the projects axes divided into groups (only active groups) and shows their number,
name, initial and final KP, all the measurements of each axis, each group and the sum of the active groups. It
is generated with the cvolejes.res printout when a complete calculation is made from the PROJECT
menu and a valid axis number (other than 0) appears in the Axis to project volumes box.
[cvol idem PARTIAL (G)] Printout of the volumes contained in any ISPOL#.per profile file in the section
between two KPs specified by the user. It enables us to enter initial cubic measurements to be added to the
accumulated values. It asks only multiples of? in order to refrain from showing the data for
intermediate profiles. It admits a 0 value, meaning that all the profiles in the requested KP range will be
shown. It also admits a -1 value, in which case it only shows the final summary.
When, to generate a partial cvol.res, we select a ISFIR#.per file, the program analyses whether the
Tonnes are to be shown in the data of the road surface package of the .vol of the respective axis, and uses
the density data from the first section of road surfaces defined in that .vol.
8.4.2- Partial volumes
[volp PARTIAL VOLUMES (G)] It asks for the *.per file and the measurements to be shown, generating
the volpXX.res file. It also enables us to define a KP to start and end the section.
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PAGE: 18 / 26 8 - PROJECT PRINTOUT AND REPORTS
A printout of partial volumes can be generated using
all the ISPOL#.per or ISFIR#.per of the active
axes. The printout is called volpejes.res.
The printouts for all the axes (in active groups) can
be generated at the same time, showing only the
multiples of a given value.
It also generates a cvol0.res or firme0.res
printout containing all of them. They can also be
generated with the summaries only. The respective
cv.res and fi.res are also generated.
If we wish to generate the printout for a single file, we can enter the values of initial accumulated volumes
through a dialogue box.
8.4.3- Percentages of volume by section
[cvol Percentages x stretches (G)] This option generates a work completed printout. We have to select
a .vol file, which is analysed, showing a menu with the names of the measurements it contains and the
possibility of assigning a percentage of completion to each one.
We can also define the initial and final KP of the
section.
If the [Another stretch] option is selected, we can
define subsequent sections.
The [Last stretch] option ends the printout at the
final KP of the present section.
For each section we can select [Only multiples
of]. However, it continues to consider the non-
multiple profiles in the section to calculate the
partial and accumulated volume. With a -1 value,
a summary is generated for each section, together
with a total summary.
8.4.4- Tabulated files for use with spreadsheets
For each of the aforementioned types of measurement, cv#.res data files are created which can be loaded
from spreadsheets, helping the engineer to perform specific studio tasks or plan land movements.
8.4.5- Level differences, clearings, occupation and mass diagram
[dmas MASS DIAGRAM, ETC (S/G)] This prints the dmas#.res file containing the level differences,
occupation widths on the left and right, occupied area, clearing areas in land clearance and embankment and
land balance. It is generated with Redo cubic and Redo cubic + listAll. In the PARAMETERS menu, we can
select whether the CLEARING values are real areas or their ground plan projection.
8.4.6- Clearings
[desbr CLEARINGS (S/G)] It prints the desbr#.res file containing the widths of occupation, to the left
and right, of land clearance and embankment on ground plan and real surface. It is generated with Redo
cubic and Redo cubic + listAll and we can enter initial and final KPs to generate the printout.
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8 - PROJECT PRINTOUT AND REPORTS PAGE: 19 / 26
8.4.7- Total areas by refining axis of slopes and clearings
[areastot CLEARINGS AND REFINING (G)] This is a tabulated printout, with one line per axis and
another with the totals, with the following measurements:
AXIS
desbroce_real_total Desbroce_Real_Desmonte Desbroce_Real_Terraplen
Desbroce_planta_total Desbroce_planta_Desmonte Desbroce_planta_Terraplen
Mediana_Izquierda Mediana_derecha
Talud_Desmonte_izquierdo Talud_Desmonte_derecho Talud_Terrapln_Izquierdo
Talud_Terrapln_derecho
Subrasante_Izquierda Subrasante_Derecha.
8.4.8- Sowing areas
[siembra SOWING AREAS (G)] This printout is similar to REFINING AREAS but only shows surfaces of
slopes in land clearance or embankment. The printouts separate the left from the right measurements, and
also show a first column with the total area in land clearance and embankment. We can generate a single
printout, siembratot.res or siembra.res, containing all the axes in active groups.
To calculate them, there are two possibilities:
1. Measurement by KPs Option by default.
2. x Barycentres. Compensating the distances by the barycentres.
The MINIMUM AND MAXIMUM TRANSVERSE GRADIENT values can be entered, in which case the
printout only measures the areas in which the transverse gradient is between the values entered.
Include Inadequate Lev. Area.We can include or not the sowing areas in the inadequate levelled
areas.
Exclude Rock Lev. Area. We can include or not the sowing areas in levelled areas on rock.
[Initial fill code] We can define an initial code to measure the fill area. By default, it is 100 (sub-grade line
drain). If the code does not exist, the measurement is from the immediately lower code.
8.4.9- Measurements of pavements
[firm PAVEMENTS MEASUREMENTS (S/G)] The volume measurements of each component of the
road surface package can be seen in the firme#.res files. Tabulated fi#.res files are also created when
we generate or recalculate the road surface package of each axis. We can also show the firmetot.res,
including the road surface summary axis by axis, including the tonnes of each component if we enter a density
value for each component and the List tonnes box is checked. It also generates the firmgru.res
and firmejes.res printouts with measurements of road surface layers per axis and group. If all the axes
have the List Fill box disabled in the road surface definition menu, the fills are not shown in the joint
summary in the firmetot.res file.
When a new printout is generated, we are asked for:
Axis number
Initial KP
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PAGE: 20 / 26 8 - PROJECT PRINTOUT AND REPORTS
Final KP
ROADWAY: 0: Right ,1: Left, 2: Both
Should the printout be obtained for one of the roadways, the firme#D.res and fi#D.res or firme#.res
and fi#.res printouts are also obtained, where # is the axis number.
8.4.10- Slope refining areas
[refino SUBGRADE: AREAS (G)]. This show the areas of the land clearance and embankment slopes to
calculate their refining cost. Partial printouts can be generated for the right or left sides, or both of them
together.
8.4.11- Pavement irrigation areas
[riegos PAVEMENT: SPRAY AREAS (G)] This generates the irrigation areas of the selected road
surface component or the selected road surface layer. It can be generated for a specific layer, for the sub-
grade line or for all the present layers.
If the printout is generated for one of the roadways, the riego#D.res or riego#I.res (where # is the axis
number) printouts are also generated.
The partial areas consider all intermediate profiles, although they are not printed. It ends with a summary by
layer.
When asked to generate a printout with the irrigation of the road surfaces of all the active axes, the
riegostot.res file is generated.
These printouts also include the real widths of the layers.
8.4.12- Geotextile areas
[areag GEOTEXTILE AREAS (G)] This generates a printout with the lengths in profile, partial and
accumulate surface areas.
This printout is based on two types of surface: the lower surface is represented by line type L87, representing
the bottom clearance line and the upper surface, with line type L89, corresponds to the drainage layer line.
The length is measured in the areas where these two surfaces are separate.
8.4.13- Areas by length
[areas LONGITUDE AREAS <G>] This printout calculates the lengths in profile and both horizontal and
sloped areas. The calculation requests the axis number, initial KP, final KP, surface, side and two codes:
ISPOL 9 LINEAR WORKS
8 - PROJECT PRINTOUT AND REPORTS PAGE: 21 / 26
Istram 9.05 14/05/07 11:01:57 2246
PROJECT : TEST PROJECT Mountain motorway
AXIS : 1:
********************************************************************************************
* * * AREAS AND LENGTHS * * *
* * * * * *
********************************************************************************************
2.0 11.0
----------------- ------------------
K.P. LENGTH IN PROFILE PARTIAL AREAS ACCUMULATED AREAS
------------------------- ------------------------- -------------------------
REAL LENG 2D LENG REAL AREA 2D AREA REAL AREA 2D AREA
----------- ------------ ------------ ------------ ------------ ------------ ------------
0.000 2.508 2.500 0.000 0.000 0.00 0.00
15.000 2.508 2.500 37.620 37.500 37.62 37.50
30.000 2.508 2.500 37.620 37.500 75.24 75.00
45.000 2.508 2.500 37.620 37.500 112.86 112.50
60.000 2.508 2.500 37.620 37.500 150.48 150.00
75.000 2.508 2.500 37.620 37.500 188.10 187.50
90.000 2.508 2.500 37.620 37.500 225.72 225.00
105.000 2.508 2.500 37.620 37.500 263.34 262.50
120.000 2.508 2.500 37.620 37.500 300.96 300.00
135.000 2.508 2.500 37.620 37.500 338.58 337.50
150.000 2.508 2.500 37.620 37.500 376.20 375.00
165.000 2.508 2.500 37.620 37.500 413.82 412.50
180.000 2.507 2.500 37.615 37.500 451.43 450.00
195.000 2.504 2.500 37.588 37.500 489.02 487.50
210.000 2.502 2.500 37.549 37.500 526.57 525.00
8.4.14- Cutting and demolition
[fresa CUTTING AND DEMOLITION (G)] It separately presents the cutting and demolition volumes of
the existing roadway. For each KP it also prints the accumulated ground plan areas.
The dialogue box includes an option for generating a setting out of the sub-grade line printout. A code is
added to each point according to its position relative to the existing roadway.
8.5- Project data, analysis and transformation
8.5.1- Intersections between ground plan axes
[inters AXES INTERSECTIONS (G)] This generates a printout with the KPs, coordinates, heights of the
axes and terrain and height differences of all the intersections between the ground plan axes and azimuths of
each axis. It enables us to add a tolerance value to lengthen the ends of the axes to seek the cuts.
This printout only analyses axes belonging to active groups.
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PAGE: 22 / 26 8 - PROJECT PRINTOUT AND REPORTS
8.5.2- Land clearance kerbs and guard kerbs
[cunet, cungd KERBS, GUARDS K. (G)] This generates a printout of kerbs.
The following options also generate files with a .ras or .lon extension to be used in the design of grade
lines, on the right or on the left (I, D):
cun_I.ras, cun_D.ras cun_I.lon, cun_D.lon
From the GRADE LINES menu, in LOAD1, we can use these files to load these data in the longitudinal
profiles of the kerbs, and then change them if necessary.
It also enables us to generate a cungd.res printout with the guard kerbs (option: Guard Kerb.).
The printout ends with total kerb length per side.
8.5.3- Transverse profiles of the terrain (perf.res)
[perf PROFILES OF THE TERRAIN (G)] When this option is selected, the program asks in the message area
for the number of the axis for which we wish to obtain the printout. The screen then displays the printout for
each profile, its KP and the distance to the axis and height of each of the points on the profile. The printout is
saved with the following name: perf#.res (where # is the axis number):
Istram 9.05 14/05/07 12:54:41 2246 page 1
PROJECT : TEST PROJECT Mountain motorway
AXIS : 1:
====================================================
* * * PROFILES OF THE TERRAIN * * *
====================================================
KP 0+000.000 KP 0+015.000 KP 0+030.000 KP 0+045.000
DIST.AXI HT DIST.AXI HT DIST.AXI HT DIST.AXI HT
-96.795 578.348 -99.090 587.000 -99.651 587.293 -99.111 587.015
-96.059 578.000 -97.995 586.224 -99.080 587.000 -99.093 587.002
-94.132 577.273 -97.730 586.000 -98.901 586.808 -99.090 587.000
-93.849 577.000 -97.285 585.573 -97.742 586.000 -99.076 586.991
-88.381 576.245 -96.809 585.000 -96.976 585.245 -97.451 586.000
-86.817 576.000 -96.373 584.788 -96.685 585.000 -97.099 585.537
-75.741 575.724 -95.543 584.000 -95.242 584.079 -96.793 585.000
-69.459 575.445 -94.663 583.409 -95.129 584.000 -96.399 584.780
-59.867 575.000 -94.136 583.000 -94.878 583.808 -95.172 584.000
-58.875 574.523 -93.483 582.532 -93.918 583.075 -94.226 583.130
-57.795 574.000 -92.598 582.000 -93.831 583.000 -94.083 583.000
-54.164 573.320 -91.705 581.399 -93.696 582.931 -92.517 582.015
-52.537 573.000 -91.107 581.000 -91.544 582.000 -92.491 582.000
-41.426 572.007 -89.650 580.130 -90.646 581.097 -92.487 581.997
-41.342 572.000 -89.488 580.000 -90.571 581.000 -91.202 581.000
-33.358 572.000 -89.448 579.957 -90.477 580.934 -89.812 580.129
8.5.4- Drainage works
[obras DRAINAGE WORKS (G)] generates the obras.res printout of prefabricated work.
8.5.5- Wells, tubes, turns
[pozos WELL Z (G)] generates the pozos.res printout with the list of wells, in the case of supported or
underground pipe sections.
ISPOL 9 LINEAR WORKS
8 - PROJECT PRINTOUT AND REPORTS PAGE: 23 / 26
[tubos TUBES (G)] tubos.res printout which shows both ground plan lengths (2D) and real lengths
(3D), plus diameter, thickness, type, material and description of each tube.
[rotatn ANGLES OF TURNS (G)] generates the codos.res printout with the KP of the turns, their input
and output gradients and the ground plan and real angle in sexagesimal degrees.
8.5.6- Special longitudinal profiles
[lon SPECIAL LONGITUDINAL (G)] enables us to generate two printouts and files of different
longitudinal profiles:
Lonfm#.res, lonfm#.lon (with # as axis number): printout or longitudinal of the bottom of the central
reserve.
Lonpf#.res, lonpf#.lon (with # as axis number): printout or longitudinal of the inner foot of the first
layer of road surface, on the side where the cant is inclined towards the central verge.
It also enables us to create the ground plan (3D) of the longitudinal profiles.
8.5.7- Control of Z
[controlZ Z CONTROL .top (G)] The program uses a .top file to compare its heights with the surface
defined by a theoretical depth and a tolerance. The KP and distance to the axis of each point are calculated,
together with the theoretical Z, considering the cant and theoretical depth. The height difference (error) is
printed and if it is out of tolerance it is marked as either above or below the theoretical value.
Two possibilities for determining the project height:
1) Prolonging the cant of the principal roadway.
2) Real section: if the point is in the platform area it uses surface 67; otherwise, it uses surface 68. If it is
outside surface 68, 0 height is assigned.
[controlZ Z CONTROL . per (G)] (control of heights from a .per file): it enables us to compare to
surfaces at fixed distances from the axis. A theoretical depth can be subtracted from the first surface. A
tolerance is also given to mark the points with errors in excess of this value.
8.5.8- Summary of project axes
[ejes SUMMARY OF AXES (G)] contains, for each axis, the group to which it belongs, its number, initial
KP, final KP, length and name or title.
8.5.9- *.vol file data
[datvol FILE DATA.vol (G)] enables us to generate a printout which can be personalised, with the number
and name of the current axis, to which we can add the desired *.vol file data by activating the respective flag
(by default, cants, widths, roadways, auxiliary roadways and calculation areas).
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PAGE: 24 / 26 8 - PROJECT PRINTOUT AND REPORTS
With the Current or All option, we can generate the printout for the current axis or a joint printout for
all the active axes.
8.5.10- Axes characteristics
[characte CHARACTERISTICS (G)] generates the caracte.res printout containing a summary of the
characteristics of the axes on ground plan and elevation by group (lengths, gradients and radii, maximums
and minimums, speeds, etc.).
8.5.11- LandXML
[LANDXML <G>] This printout generates an istram.xml file according to the LandXML standard, ready
for use by LEICA and TRIMBLE.
For the selected axes, their ground plan,
elevation and the transverse profiles
between the specified KPs are exported.
The surfaces of the profiles to be exported
are grade line, sub-grade line, kerb and
slope, selecting either one of them or all of
them except grade line.
It also adapts the export of
"CrossSectSurf" elements for processing
with TRIMBLE equipment.
For TRIMBLE equipment, check [skip null length alignments] and [specify length and azimuth in
alignments]. For LEICA equipment, check [Export codes] and [StringLines].
Complete without Gradient (68) exports a single surface corresponding to ISTRAM surface 68. In
other words, it exports the slopes, kerbs and sub-grade line on the same surface.
Export codes (FEATURE) This option enables us to export or not the ISTRAM codes to the .xml file
within the FEATURE section. The FEATURE section is for LEICA and could have to be disabled for TRIMBLE
equipment, which does not interpret it correctly.
PVI This option enables us to export or not the <PVI> labels in the elevation section, within the <ProfAlign>
label.
StringLines This option exports a road in stringline format.
Transv.Sec.Design As a standard <DesignCrossSectSurf> element, that is, exporting the design as a
template. This option is useful for exporting to TOPCON equipment.
TunnelProfiles (Leica) This option enables us to export the TunnelProfiles section (exclusive to LEICA).
It is used to describe the design of tunnels, exporting the following surfaces: THEORETICAL EXCAVATION
(9), SUPPORT (7), PRIMARY SUPPORT (19), SECONDARY SUPPORT (192) and LINING (8).
GradeModel This function exports width and cant data (for TOPCON only).
ISPOL 9 LINEAR WORKS
8 - PROJECT PRINTOUT AND REPORTS PAGE: 25 / 26
8.5.12- Structures
[estr_STRUCTURES (G)] generates the estr_#.res printout (where # is the axis number) which
contains information taken from the STRUCTURES menu: type of structure, roadway, KP, terrain and grade
line height, coordinates X and Y of the axis at the initial, middle and final points of the structure, ground plan
and real (3D) length and name of the structure. Also, for viaducts and overpasses the KPs of of the piles.
8.5.13- s/SC1 TRANSVERSE SECTION
For the specified range of axes, it created
an interchange file describing the cross
section along the axis (sc1 files).
The files are stored in a new SC1 folder in
the users working folder.
In SURFACES, the user indicates the data to be obtained: ISPOLn.per for land data and ISFIRn.per for
road surface data.
If we select ISPOLn.per, we choose the number of surfaces to be exported and, in this case, there are two
possibilities:
Number of surfaces to be exported equal to one. In this case, the program provides five possibilities:
o 1Grade line
o 2Sub-grade line
o 3Ground_Select.
o 4 Embankment Clearing
o 5Other (in this case, the user specifies the type of surface)
Number of surfaces to be exported more than one. In this case, it asks for the number of surfaces
and then for the type of line associated to each surface. All the surfaces are printed one after
another, separated by a header such as SURFACExx, where xx is the type of surface. In this case of
multiple surfaces, they are exported with the original points and codes without being completed or re-
encoded as in the case of a single surface.
if we select NOISFIRn.per, we are asked for the number of layer to be exported, with 0 being the sub-
grade line and 1 to 30 the respective number of each road surface layer. Once a layer has bee chosen, the
user has to enter the depth at which he wishes to obtain the result.
The points of the geometric axis of a surface is always identified by code -1000. All the selected layers 15, 16,
17 and 18 are encoded in the same way as 107. when generated by the line of ground selected, code 101 is
maintained. When the axis is truncated on one of the sides, a pseudovertical point is added one millimetre at
the beginning or the end, with the height corresponding to the cut with the terrain.
The s_.res printout can be obtained. Remember that for a printout of a single ISPOLn.per surface, it is
laterally completed with surface 68.
8.5.14- TRIMBLE
This printout enables us to export data to
TRIMBLE equipment. We can select the
desired data according to the surface to which
they belong.
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PAGE: 26 / 26 8 - PROJECT PRINTOUT AND REPORTS
LINEAR WORKS
9
WIDENING AND IMPROVEMENT PROJECTS
The information contained in this document is the exclusive property of Buhodra Ingeniera S.A., and is protected by
national and international intellectual property laws.
The reproduction or alteration of any text or image is expressly prohibited. Printing is permitted exclusively for personal
or corporate use; duplication for training activities not authorised in writing is prohibited.
This training and explanatory material may be altered without prior notification.
Although this documentation undergoes ongoing revision, there is no guarantee that the data tables, specimen files and
other specifications displayed on screen exactly match those reproduced in this document when the program is used.
Any consequences of using this material, or by extension the programs accompanying it, are the responsibility of the
user.
LINEAR WORKS
1 01 Introduction and General Aspects
2 02 Axis Design in Ground Plan, Reframing and Drawing
3 03 Elevation, Land Profiles and Grade Lines
4 04 Elevation, Platform and Cross Section
5 05 Elevation, Advanced Project Calculation
6 06 Complex Calculations, Crossings and Junctions
7 07 Drawing Ground Plan and Profiles
8 08 Project Reports
9 09 Widening and Improvement Projects
10 Railway Design
11 Drainage and Distribution, Pipes
12 Project Tracking and Monitoring
http://www.istram.net
Buhodra Ingeniera S.A.
ISPOL 9 LINEAR WORKS
INDEX
INDEX
9 - WIDENING AND IMPROVEMENT PROJECTS PAGE: 1 / 16
9 WIDENING AND IMPROVEMENT PROJECTS
9.1- WIDEN AND IMPROVEMENT: ROAD SURFACE REINFORCEMENT .......................................... 3
9.1.1- Starting Data ............................................................................................................. 3
9.2- HORIZONTAL DESIGN ....................................................................................................... 4
9.2.1- Profile Extraction...................................................................................................... 4
9.2.2- Altering Profile Files................................................................................................. 5
9.3- SECTION.......................................................................................................................... 6
9.3.1- Vertical alinement Definition.................................................................................... 6
9.3.2- Superelevations........................................................................................................ 7
9.4- WIDEN AND IMPROVEMENT MENU...................................................................................... 8
9.4.1- Parameters to be Defined in Widen and Improvement .......................................... 9
9.4.2- Road Surface Scarification and Demolition ........................................................... 11
9.4.3- Road Surface Reinforcement on Motorways.......................................................... 12
9.5- REINFORCEMENT TABLES................................................................................................. 14
9.5.1- Existing Road Surface Data..................................................................................... 14
9.5.2- Recognised Natural Ground .................................................................................... 15
9.5.3- Margin clearing ......................................................................................................... 15
9.5.4- Action......................................................................................................................... 16
LINEAR WORKS ISPOL 9
INDEX
INDEX
PAGE: 2 / 16 9 - WIDENING AND IMPROVEMENT PROJECTS
ISPOL 9 LINEAR WORKS
9 - WIDENING AND IMPROVEMENT PROJECTS PAGE: 3 / 16
9.1- Widen and Improvement: Road Surface Reinforcement
9.1.1- Starting Data
In extension and improvement projects, starting data may come from:
Cartography (photogrammetric plotting), which, due to its accuracy, is generally not a sufficiently reliable
source of data.
Topographical field elevations, indicating the platform lines (usually, only the borders of the roadway and
some sporadic information on its immediate surroundings).
The scaling line defines the limits of the usable part of the existing road surface. This line is generated
using the data of a previous study, and may even match the existing line of the roadway border.
Lets assume that a 25 centimetre-wide band of the old road surface needs to be demolished:
To determine the scaling line, a
line parallel to the existing roadway
border (F2) can be created at this
distance (S2).
First of all, we will have created the
intermediate point S0, which must
be placed at the correct Z above
the existing roadway.
If we state F1, F, F2 as the surface,
and extract transverse profiles with
a lower equidistance than that of
the starting data (greater
accuracy), with the options Line T
and Line L we can have this
surface as the Z giver, which will
allow us to obtain points S2 of the
scaling line at its actual Z.
For the thickness of the existing road surface, we begin, more than from the actual thickness information
of the of old road surface package, from the dimension which is considered for the purposes of the new
work.
There are a number of differences between this type of project and projects of works with a new layout.
These concern both ground plan design and longitudinal profile and elevation, and are detailed below.
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PAGE: 4 / 16 9 - WIDENING AND IMPROVEMENT PROJECTS
9.2- Horizontal Design
The new layout will be based on the old one. Of particular interest here are the various types of connection
which we can activate using the corresponding drop-down menu as we design the ground plan axis
alignments.
Generally, depending on the scope of the project, curves are opened, giving them a larger radius, existing
widths are increased, dangerous curves are removed from the layout or replaced with straight stretches,
etc.
The ability to plot the new axis using ISTRAM
thinks
that the current roadway limits and clearing border for each profile will be the two lines of the
corresponding type which are closest to the axis, whether they are on either side or the same side of the
axis. This is why we must avoid other lines (kerb bases, feet of levelled areas or cuts, etc.) taking on the
type of the roadway border.
If we have a project consisting of axes which involve the widen and improvement of other, existing axes,
and newly-plotted axes, the option According to .pol [IMP] allows extraction of transverse profiles of the
improvement type for those which have the [IMP] key in the project table activated, and generates
conventional profiles for the rest.
[ ]L Type Profile Code: When the mode for using the type of line for the code in the profile point is
activated, we can select a code for the point on the axis [Axis Code].
In profiles for Widen and Improvement, we can also select a code for the clearing border [Draining
Code] when instead of being shown in the cartography the clearing line is defined by the line of the
roadway border itself plus a distance.
9.2.2- Altering Profile Files
Often, our preliminary information includes profile files
which contain points of the land which are encoded as
belonging to an existing border of the roadway. These
can be converted into widen and improvement profile
files using the option Alter ISTRAM
Profiles, Widen
and Improvement by code.
When this command is selected, the program
requests the roadway border code, the clearing border
code and the thickness of the existing road surface
package, and subsequently generates a new profile
file containing all the surfaces generated and copying
the existing surface.
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PAGE: 6 / 16 9 - WIDENING AND IMPROVEMENT PROJECTS
9.3- Section
The data of the new works project are entered in the ELEVATION table in the standard way. Some of the
defining elements, such as road surface packages, ground selected or clearings, will interact in one way or
another with the data which define the peculiarities of the existing layout stretch by stretch, and its
relationship to the actions decided upon.
9.3.1- Vertical alinement Definition
There are various ways to shape the longitudinal profile of the new works, which are based in some way
on the existing road.
Lets look at two of these possibilities.
[On Ground] The longitudinal profile to be
constructed copies that of the existing roadway, as
the starting data have been taken according to the
lines of the border of this roadway. This option
appears in the corresponding key of the
VERTICAL ALINEMENT menu.
This option supports the vertical alinement of the new layout on this land, raising it at each point by a Z
increase given by the user, and from a particular initial KP to another. Once the automatic vertical
alinements have been generated in this way, it is always possible to insert, erase or add new stretches,
and vertical curves.
[Min. Z] This is a much more rigorous solution,
as it always takes into consideration the most
unfavourable point, maintaining on this point the Z
increase entered by the user at all times. We will
therefore first have to define widths and
superelevations of the new roadway, to be able to
determine the most unfavourable point at each
KP.
If the option [Increase Z by Reinforcement Table] is used, the Z increases will be read from this table.
It will be necessary to review the starting-point and endpoint of the stretch being studied, in order that all
the parameters of the improved and non-improved stretches match, cutting the road surface thickness
which corresponds to the old road surface at these points to make the new roadway fit with the old one in
the next stretch.
As in the previous case, once vertical alinement stretches have been generated automatically, it is
possible to alter them by inserting, erasing or adding new stretches and vertical curves.
Similarly, observing or editing the profiles calculated may advise variations in the superelevations
proposed, or even in the axis in the ground plan or width diagram when the new platform moves outside
the borders of the old one in areas containing walls, high levelled areas, etc.
ISPOL 9 LINEAR WORKS
9 - WIDENING AND IMPROVEMENT PROJECTS PAGE: 7 / 16
9.3.2- Superelevations
In the SUPERELEVATIONS option, we can copy the superelevations of the old roadway, which are
deduced from the land profiles which contain it, to the new roadway using the option E and I:
This option offers two calculation possibilities.
Superelevations by new axis: Analyses the gradients of the roadway at the point where the new axis
intersects the roadway. These gradients will be taken as the superelevations for the new roadway.
Superelevations by existing borders: Analyses the gradients of the borders of the existing roadway,
these gradients being used as superelevations for the new roadway.
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PAGE: 8 / 16 9 - WIDENING AND IMPROVEMENT PROJECTS
9.4- Widen and improvement menu
This is a floating menu especially adapted to calculating the cross section in widen projects. With the
option real section from the fixed menu, the section is shown in real time with the improvement applied
at the KP selected.
This replaces [Calculation] in the SECTION menu. Instead, four buttons appear (at the bottom of the
floating menu). These are activated sequentially to follow the calculation according to the constraints
indicated in the options at the top of the table. It is also possible to calculate from the Project menu, with
the options [CAL] and [IMP] activated.
1.- [Calculate without Improvement] 3.- [Improvement + Redo Cubic Cap.]
2.-[Generate Road Surface Package] 4.- [Road Surface Package Improvement]
In this way the new platform is
generated, taking into account the
old vertical alinement, the road
surface package, etc. (thick line in
the diagram).
The options at the top of the menu
allow a *.eym file containing a
series of constraints for the
calculation to be saved or loaded.
ISPOL 9 LINEAR WORKS
9 - WIDENING AND IMPROVEMENT PROJECTS PAGE: 9 / 16
9.4.1- Parameters to be Defined in Widen and Improvement
[Minimum reinforcement thickness for road surface]
The definition of this must be in line with the rest of the project data.
If the option [ ] by Reinforcement Table is activated, this thickness may be variable and is defined in
the REINFORCEMENT TABLE described later on.
When the new vertical
alinement is much lower than
the old one, the existing road
surface must be cut or
demolished so that the whole
thickness of the carriageway is
accessible.
Continuity step, which allows us to increase the minimum reinforcement thickness at the sides of the
package being used.
This step is defined by its width and height, [Step Width] and [Step Height].
[Minimum border improvement ]
This is usually restricted
according to the roller size of
the of the machinery used
(generally 1.5 metres).
If the adjacent road surface
package is narrower, the
existing road surface is
demolished until the size
enables the machinery being
used to enter the added band.
The distance reference can be
defined from a code, using the
function [Code]. By default,
the code 100 is used.
[Use if reaches border]
In cases in which the border of
the new roadway is on the
existing roadway, the
corresponding [Use if
reaches border] box may be
activated, as would happen in
the following example.
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PAGE: 10 / 16 9 - WIDENING AND IMPROVEMENT PROJECTS
[Minimum thickness for road surface layer]
This determines the smallest dimension permitted as the thickness of the road surface layer, as it is
impossible to have a layer thickness of zero in cases in which a wedge is formed, the corresponding layer
being cut and the wedge being added to the upper layer (dotted triangle).
This value may be different for each of
the components of the road surface
package, and with different values for
each of the stretches which define the
Widen and Improvement parameters.
Dimensions of selected ground
[Settle S.G.] This has four possible values:
[DONT SETTLE]: If the new
platform is being constructed
completely, even if part of the
old platform can used, it is
demolished in order to put
down the whole S.G. layer.
[On Existing Roadway]:
Allows the existing roadway to
be taken as part of the selected
ground.
[On Usable Roadway]:
Allows the usable roadway
(excluding scaling at the
borders) to be taken as part of
the selected ground. As for
drawing.
[Demolish Existing Roadway]: If the existing roadway is not used but the selected ground overlaps
the existing road surface package, the whole of the existing road surface package is demolished and filled
in up to the old subgrade with selected ground.
It is also possible to define a [Minimum Thickness for Selected Ground]: if this thickness is not
reached, the whole of the layer of selected ground is placed, even if it needs to be demolished.
[Minimum Fill Thickness]: If the fill on the existing roadway has a lower thickness than the value
indicated, the selected ground is increased instead of the fill.
[SubGrd_New Margin below SubGrdL_Old and Use]:
By default, the program understands that in areas where the new subgrade designed is below the existing
subgrade, the existing roadway cannot be used because the total thickness of the road surface package
would be below the thickness planned. However, a value can be entered here which allows us to give a
margin to this criterion, i.e. it is like telling the program that instead of having an existing road surface of
X cm, it is X+margin. This allows the existing road surface always to be used.
ISPOL 9 LINEAR WORKS
9 - WIDENING AND IMPROVEMENT PROJECTS PAGE: 11 / 16
[ ] Do not place Selected Ground if the Main Roadway Border (code 2) is on the existing
road surface.
If the new subgrade is below the existing road surface, if the flag is activated the selected ground is not
placed in the widen area.
[Regularisation Wedge]:
Values: [Minimum Thickness] and [Tolerable Thickness]. Both thicknesses are measured below
the Minimum Reinforcement layer.
When the existing road surface package is above the minimum thickness, this thickness may be absorbed
by the carriageway.
When it is below the Tolerable Thickness, it may be assumed by the regularisation wedge.
However, when it is between these two values, the program cuts the existing package so as to make a gap
up to the Tolerable Thickness, so that the Regularisation Wedge has at least this tolerable thickness.
When these two values are used, the same minimum thickness entered here for the layer which is to be
used as the regularisation wedge must be entered in the minimum thickness window of the road surface
layers.
9.4.2- Road Surface Scarification and Demolition
Scarification by [cutting] is the most accurate solution, and can be selected using this option.
Otherwise, we will opt for [road surface demolition], both [up to new subgradient] and
completely, deleting [whole existing package], more realistic from the point of view of practical
implementation.
The Maximum Cutting Thickness can also be defined. If it exceeds this value, demolition takes place.
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Minimum usable width [ ]. This operates if the value is greater than zero. If the width of the usable
strip of the existing roadway is below this value, nothing is used.
LEFT BORDER RIGHT BORDER
Code [0.0] [R/L] Code [0.0] [R/L]
Distance [0.0 ] Distance [0.0 ]
This allows one point on either side to be defined using the code on the roadway, and a distance, so that
from this point outwards the subgrade is extended with the tendency at this point. In other words, if the
existing road surface is being demolished is it demolished right to the end. If it is being cut, the subgrade is
extended parallel to the main roadway up to the end. This operates when a code other than 0 is placed.
For motorways in which reinforcement is applied only to the right-hand roadway, a right-hand side code
R can be applied to the LEFT BORDER (using a point such as 1, -11 or -100, for example), in the area
of the central reservation.
[SET STRETCHES]: Different stretches can be defined, to which to apply different values of the
parameters described. If a specific profile is not within any stretch, the use of the existing roadway in it is
not calculated.
9.4.3- Road Surface Reinforcement on Motorways
The reinforcement of motorway road surfaces is carried out in the same way as for single carriageways,
the only difference being that in the transverse menu we must select the type of line for inner borders of
roadways.
Another alternative but more complicated method would be the following:
We begin with a single ground plan axis which can go along the central reservation of the
motorway.
This axis is duplicated with the options Save 1 Axis and Add File in GROUND PLAN.
We are going to design the right-hand roadway on the first r axis, and the left-hand roadway on
the first l axis.
Profiles are extracted for both axes at the same KPs. In the case of Widen and Improvement, the
first axis is defined by the borders of the existing right-hand roadway, and the second by those of
the left-hand roadway.
In elevation, we can now define two identical sections of motorway, or two roads, one for each
roadway. In this latter case, we will do the following:
o In elevation, we move the ground plan axis to the inner white bands using eccentricity.
For this we can use the function Eccentricity by Line, clicking on the existing inner
white band.
o For the axis which represents the right-hand roadway, the main roadway is defined with
only the right-hand half of the roadway. We can use widths by lines by clicking on the
outer white band. The same for the left-hand roadway.
o The rest of the data of each section are defined with the help of functions such as
Minimum Z longitudinal, Widen and improvement superelevations, etc.
o Inner fill slopes must have the slope for the new central reservation.
Calculation and Improvement are carried out independently for each of the two axes.
If there are two roads, a boundary line is defined using Auto BD. This is where the inner slopes
intersect and the files ISPOLr.per and ISPOLl.per are truncated. If the elevation has been carried
out as two motorways, the ground plan axis is used as the boundary line.
Finally, we use the function 2Axis>Motorway to join the two sides. This function uses the files
ISPOLr.per and ISPOLl.per to create a third file, ISPOLa.per (we recommend triplicating the
ground plan axis used as the starting-point, in order to assign it to this final axis). This function
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undoes the eccentricities and re-encodes the inner points on each profile (inner shoulder -11,
central reservation vertex -100, etc.), creating two files, #ISPOLr.per and #ISPOLl.per. Next, it
combines them with the following feature:
o For the surfaces of existing land and roadways, it takes those of #ISPOLr.per for the
right-hand half-profile, and those of #ISPOLl.per for the left-hand half-profile.
o For the surfaces of the Platform and new subgrade, selected ground, etc., those of
#ISPOLl.per are added to those of #ISPOLr.per, so that there is a single, continuous
surface for each element.
Finally, it recubes ISPOLa.per.
The file ISPOLa.per allows reports and transverse and longitudinal plans to be extracted as any motorway
axis.
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9.5- Reinforcement tables
Reinforcement tables allow a series of data defining the geometry of the existing roadway to be brought
together in a single menu, as well as the actions to be carried out to improve the roadway.
9.5.1- Existing Road Surface Data
The existing road surface thicknesses are defined here by KP, and divided into aggregate and ballast data.
These data on the existing road surface package may be taken into consideration when profiles are
extracted, if we mark the corresponding box in the Transverse Table ([ ] Clearing and Thickness
by Table). The data in the Reinforcement Table are then read. The existing road surface thickness in
a specific profile will be taken as the sum of the aggregate and ballast thicknesses at this KP.
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9.5.2- Recognised Natural Ground
The data which characterise the ground are incorporated here, as are the thickness of the selected ground
for each of these grounds. Unlike the Selected Ground menu in Elevation, in the table we can reflect a
single layer of selected ground, whose thickness will be read directly from this Reinforcement Table if
we activate the corresponding box in the Selected Ground menu in Elevation ( Thickness by
Reinforcement Table).
In this recognised natural land table, we can enter a different thickness value for the selected ground at the
initial and end KPs (iSGthick and eSGthick).
When an old file is loaded, the program repeats the thickness for the initial and end KPs.
[ESG<=ISGnex(EKP==IKPnex)]. When this option is pressed, the program copies the initial thickness of
selected ground of the next stretch to the end thickness of selected ground, provided that the end KP of
the stretch coincides with the initial KP of the next section.
When new data are entered into a table, if the initial thickness of selected ground is entered, the program
copies it to the end thickness of selected ground, if the value of the latter was zero.
Two parameters can be defined along with Selected Ground thickness:
Extension: If this option is activated, the minimum thickness of selected ground is measured from the
point which separates the reinforcement and widen areas.
Regularisation: In Regularisation mode, if we enter a gradient value other than zero, this value is
used instead of the value of the superelevation of the existing roadway.
If the Subgrade is lower than the existing roadway surface (i.e. the regularisation layer is not needed), the
depth of the other layers of Selected Ground defined is measured from the subgrade at the border of the
existing roadway. (This means that they maintain their thicknesses.)
In regularisation mode, the base of the regularisation layer and the lower layers of the selected ground can
be made parallel to the subgrade by putting -1000 as the gradient.
(Remember that with gradient = 0.0, the gradient of the existing roadway is extended, and with a value
other than zero the gradient stated is used.)
Gradient: To give the outward gradient from the previous point. To use these options in the Selected
Ground menu, the option Thickness by Reinforcement Table in the Selected Ground Menu must be
activated.
O.Levelled Area: This value, which is taken as a second layer of selected ground to build below the first
only in levelled areas (Overexcavation or Clearing in Levelled Area).
When we define a thickness and gradient for the selected ground from the Reinforcement Table, this
gradient must always be sent, even if when it is applied the result is a lower thickness than with the parallel
selected ground.
9.5.3- Margin clearing
The margin clearing (or use of road surfaces) are defined in the table according to the various KPs, given
the distance, in metres, from the existing roadway border.
These values are taken into consideration when the clearing limits which appear in the cut transverse
profiles with the Transverse table in the Reframing and Profiles menu are defined, by activating the
corresponding box ([ ] Clearing and Thickness by Table).
[Redo Profile]: This option builds (or redoes, if it already exists) the clearing surface of land profiles for
widen and improvement, using the margins defined in the Reinforcement Table.
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9.5.4- Action
The type of action needed in each stretch is established. There are three main types:
CUTTING Removing a certain thickness of the existing aggregate by scarification or cutting, and
subsequent application of a given thickness of reinforcement.
REINFORCEMENT Indicates the application of a particular reinforcement of road surfaces on the
existing roadway, with no other operations.
RECONSTRUCTION Would involve complete demolition of the existing roadway and subsequent
application of new road surfaces.
In the VERTICAL ALINEMENT menu, the various stretches will appear in different colours (magenta for
cutting, red for reinforcement and white for reconstruction).
Both the On Ground and the Min. Z options from the VERTICAL ALINEMENT menu offer the
possibility of reading these data from the Reinforcement Table.
In the WIDEN AND IMPROVEMENT menu, the minimum thickness of road surface
reinforcement can be extracted from the action table by activating the box [ ] by Reinforcement
Table.