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ENB372 Assignment 2
Civil Design Team 2
Christian Nielsen, Ricky Tran, Rajdeep Dutta
Executive Summary
This report includes the civil geometric design, conducted to assess the feasibility of a rejuvenation of
an existing two-way, undivided road. It summarises the design process with the investigation bounds
such as:
Design Traffic- BTC provided estimates such as projected AADT, % of heavy commercial vehicles, traffic
composition, general access vehicle and future bus network.
Design Speed- The operating speed and thus, design speed was determined to be 80 km/hr. Both
horizontal curves along corridor were found to be safe for drivers, in terms of limiting curve speed.
The operating speed for trucks was determined as 70 km/hr.
Type Cross Section- The type cross section of Tilley Road will consist of a 6 meter median, 7 meter
carriageway consisting of two 3.5m road lanes, 2 meter bike lane and a 4.5 meter urban border only
on the left side heading North. Kerb and channelling is also utilised within the road corridor where
appropriate and a bus stop has been implemented between the Bacton Road intersection.
Sight Distance- The stopping sight distance for cars and trucks were determined as 121.537m and
114m, respectively. The safe intersection sight distance for cars and trucks were determined as
188.203m and 172.333m, respectively. 12D SSD and SISD reports approved that sufficient SSD is
provided for both cars and trucks along the entire length of the corridor (using SSD) and at
intersections (using SISD).
Alignment Development and Coordination- The final design alignment adhered to AGRD section 6, 7
and 8 to provide a safe, economical and coordinated alignment, which integrated all relevant controls
requested by the client and those of all other stakeholders. The design achieves an economical balance
of earthwork while maintaining intersection and property access, increasing safety and keeping the
crest, which is critical for preventing contamination of the Tingalpa Reservoir.
Intersection Design A staggered left-right t-intersection will be constructed at the Bacton road
intersection and a channelized right at the Waste Treatment Plant intersection. The intersections are
both un-signalised and designed in accordance to AGRD.
Road Drainage- A transverse slope of -3% guides runoff to barrier kerb and channel. For the kerb inlet
design, side inlet is required for bicyclists safety. Pit & Pipe system, of which the kerb and channel
is a part, where runoff enters the underground drainage network with suitable piping, leading into
council catchment basins and then into creeks. Sizing should be considered and a filtration system
should be implemented. Adequate capacity of inlets and underground drainage system must be
provided at the bottom of the vertical sag to decrease water pooling on the surface. This must be done
in accordance with the criteria set in Queensland Urban Drainage Manual.
Structural Elements- A bridge has been designed in accordance with AGRD for Tilley road and will
provide a consistent type cross section with the approaching road, important factors surrounding the
bridge design have been considered. A bus stop will also be constructed between the Bacton Road
intersections in anticipation for future use.
Resumptions- Throughout the design there was an aim to minimize resumptions, and this was
achieved through the use of a modified type cross-section which removed the urban border on the
RHS of the road. No high ecologically significant areas required resumptions, however partial
resumptions of the kerb side driveway on 188 Bacton Road needed to be resumed.
I
Table of Contents
Executive Summary ............................................................................................................................ I
Notation ....................................................................................................................................... iv
1.0 Introduction ................................................................................................................................ 1
1.1 Location of Project ............................................................................................................. 1
1.2 Scope of Project ................................................................................................................. 1
2.0 Planning Considerations .............................................................................................................. 2
2.1 Assumptions ...................................................................................................................... 2
2.2 Restrictions & Constraints .................................................................................................. 2
3.0 Design Traffic ............................................................................................................................... 2
4.0 Design Speed ............................................................................................................................... 3
4.1 Determination of Design Speed................................................................................................ 3
4.2 Limiting Curve Speed vs. Operation Speed ............................................................................... 3
4.3 Operation Speed for Trucks ................................................................................................ 3
5.0 Type Cross Section ....................................................................................................................... 3
5.1 Carriageway Width .................................................................................................................. 3
5.2 Shoulder and Bicycle Lanes ...................................................................................................... 3
5.3 Crossfall ................................................................................................................................... 4
5.5 Batter Slope ............................................................................................................................. 4
5.6 Median .................................................................................................................................... 4
5.7 Urban Border ........................................................................................................................... 4
5.8 Kerb and Channelling ............................................................................................................... 4
6.0 Sight Distance .............................................................................................................................. 4
6.1 Stopping Sight Distance (SSD) .................................................................................................. 4
6.1.1 Reaction Time (Rt) ............................................................................................................. 4
6.1.2 Design Speed (V) ............................................................................................................... 5
6.1.3 Longitudinal Deceleration Coefficient (d)........................................................................... 5
6.1.4 Longitudinal Grade (a) ....................................................................................................... 5
6.2 Safe Intersection Sight Distance (SISD) ..................................................................................... 5
7.0 Alignment Development and Coordination .................................................................................. 5
7.1 Horizontal Alignment ............................................................................................................... 5
7.1.1 Control Line Geometry ...................................................................................................... 5
7.1.2 Horizontal Curves .............................................................................................................. 5
7.1.3 Curve Transitions and Widening ........................................................................................ 6
7.1.4 Superelevation .................................................................................................................. 6
i
7.2 Vertical Alignment ................................................................................................................... 6
Vertical Curves........................................................................................................................... 6
Grading Considerations.............................................................................................................. 7
7.3 Alignment Coordination ........................................................................................................... 7
8.0 Intersections and Connections ..................................................................................................... 7
8.1 Bacton Road Intersection ......................................................................................................... 7
8.2 Waste Treatment Plant Intersection ........................................................................................ 7
8.3 Signalisation ............................................................................................................................ 8
9.0 Road Drainage ............................................................................................................................. 8
9.1 Structures ................................................................................................................................ 8
9.2 Longitudinal Drainage .............................................................................................................. 8
9.3 Other Requirements ................................................................................................................ 8
10.0 Structural Elements ................................................................................................................... 8
10.1 Bridges................................................................................................................................... 8
10.2 Bus Stop................................................................................................................................. 8
11.0 Resumptions ............................................................................................................................ 10
12.0 Conclusions and Recommendations ......................................................................................... 10
Bibliography .................................................................................................................................... 11
14.0 Appendices .............................................................................................................................. 12
Appendix A1: Type Cross Section Plan.......................................................................................... 12
Appendix A2: Bridge Conceptual Plan .......................................................................................... 13
Appendix B: Long Section Plots .................................................................................................... 14
Appendix C: Cross Section Plots ................................................................................................... 15
Appendix D: Section 3.1 in Project Brief ....................................................................................... 16
Appendix E: 2Horizontal Curves ................................................................................................. 17
Appendix F: Calculations for Limiting Curve Speed vs. Operation Speed ....................................... 18
Appendix G: Table G SSD Summary ........................................................................................... 20
Appendix H: SSD Calculations ...................................................................................................... 20
Appendix I: Table I SISD Summary ............................................................................................. 21
Appendix J: SISD Calculations ....................................................................................................... 21
Appendix K: Calculations for Horizontal Alignment ...................................................................... 22
Horizontal Curves .................................................................................................................... 22
Curve Transitions and Widening............................................................................................... 23
Superelevation ........................................................................................................................ 24
Superelevation Development Length ....................................................................................... 24
Appendix L: Calculations for Vertical Alignment ........................................................................... 25
ii
Vertical Curves......................................................................................................................... 25
Grading Considerations............................................................................................................ 26
Appendix M: Areas of Moderate and High Ecological Significance ................................................ 27
Appendix N: Vertical Controls ...................................................................................................... 28
Appendix X1: Intersection Drawings AUTOCAD ............................................................................ 30
Appendix X2: Kerb and Channel Detail ......................................................................................... 31
Appendix Y1: Table of Contributions ............................................................................................ 32
Appendix Y2: Meeting Minutes .................................................................................................... 33
iii
Notation
Notation Description Units
iv
1.0 Introduction
The rejuvenation of the southern segment of Tilley Road (TRSR) is the fifth and final stage in the
overall Tilley Road Extension Project (TREP). This rejuvenated corridor along with TREP will form the
northern portion of the State Route B30, delivering a continuous link between Port of Brisbane and
Old Cleveland Road, ensuring reduced traffic congestion and improved road safety for all road users
(Bunker, 2016, p. 1). The report considers the feasibility of the proposed TRSR by performing
geometric design. The feasibility design study will be communicated through the identification of
planning considerations, geometric design specifics (including rationales) and recommendations.
In relation to the geometric design presented, 12D modelling software was used with the following
aspects considered within the study scope:
Note: The design was taken in accordance with Part 3: Geometric Design, Part 4: Intersections and
Crossing & Part 4A: Unsignalised and Signalised Intersections in Australian Guide to Road Design
(AGRD).
1
2.0 Planning Considerations
2.1 Assumptions
Assumptions were specified by the client Belmont Town Council (BTC) for the horizon year, such as
the Annual Average Daily Traffic is 25, 000 vehicles per day, where in terms of traffic composition,
the percentage of heavy (commercial) vehicles is 5.0 % and is to consist of pedestrians, on and off
road bicycles, school buses, public buses (future public bus routes are planned with stops near Bacton
Road) and horses (due to horseback riding activity). Sufficient funding is provided by the client so
there are no direct funding-related restrictions to design, other than those mentioned in next section.
The Bacton staggered T general position is upheld and the four-lane divided Tilley road has
appropriate right turn pockets and left turn deceleration lanes, and also bus stop tapers are
considered.
The projected AADT is 25, 000 vehicles per day in a two-way direction, where the percentage of heavy
vehicles (commercial) is 5.0 %. The design (anticipated) traffic composition, established by BTC and
supported in the route investigation, include heavy vehicles (school buses, future public buses, on
either side near Bacton Road, 19 m semi-trailers, garbage trucks) and light vehicles (cycles (on-road
and off-road), off-carriageway horses, cars, motor vehicles, cars with trailers) and pedestrians. The
19 m semi-trailer, classified as a general access vehicle is the design vehicle and so, the road
pavement (beyond the scope of this report) and road geometry must sustain its axial load and be
wide enough to allow it to operate at the posted speed of 70 km/hr along the entire length of the
corridor. Other heavy general access vehicles are 12.5 m for trucks and buses in length with a height
and width of 4.3 m and 2.5 m, respectively, which will be permitted along the corridor (Roads and
Traffic Authority, 2014).
Since future bus stops will be needed on either side, near Bacton Road, depending on whether they
are a primary or secondary bus route, their frequency will determine the need for facilities such as
dedicated lanes.
2
4.0 Design Speed
4.1 Determination of Design Speed
The post-rejuvenated posted speed limit will be 70 km/hr for the entire length of the TRSR corridor,
as justified by the rationale in Section 3.1 (Appendix D) of project brief for the suggested cross-section
and for safety of greater bicyclist volumes. The design speed must be at least, equal to the 85 th
percentile speed (i.e. operating speed) in light traffic conditions and provide some margin over the
designated speed limit of 70 km/hr. The corridor will consistently have an urban cross-section (i.e.
operate in an urban environment) however, its alignment will vary and cause the operating speed
and thus, cause design speed to vary. Speed measurements of the corridor or of a comparable road
should be used to determine the operating speeds. However, lack of this data means operating
speeds cannot be determined in this manner, but an operating speed of 10km/hr higher than the
posted speed limit will be assumed, as it will offer a safety factor and often replicates a drivers
desired speed (Austroads, 2010, p. 12). Hence, the operating speed and thus, the design speed will
be 80 km/hr. This design speed is for cars which are the principal design vehicle for road alignments,
even though 19 m semitrailer (truck) is defined as the design vehicle in 3.0 Design Traffic.
3
5.3 Crossfall
The cross-fall will be designed at 3% in accordance to AGRD (part 3 section 4.2). This is to allow for
adequate drainage of the carriageway on straights and curves.
5.6 Median
A median of 6m will be adopted in certain chainages to according to AGRD (part 3 section 4.7.1) to
shelter turning vehicles and traffic signals. The medium will be reduced at intersections to allow for
channelised turns and seagulling.
4
102). Thirdly, hazard recognition will contribute to reaction time, where, its improvement will
increase with driver eye height increase. Even though, trucks (design vehicle) being the heaviest
vehicles are harder to move, but as shown in Table 5.1 in AGRD, they find it least difficult to recognise
a hazard due to their height (Austroads, 2010, p. 101) and vice versa, for cars. So, the reactions time
can be offset to 2 seconds, where its not as high as 2.5 seconds (considering a trucks ease in hazard
recognition) and not low as 1.5 seconds (considering a cars difficulty in hazard recognition, in
comparison to a trucks ease) (also, in Table 5.1).
5
80km/h. The minimum radii curve was taken as 240m, however for the steepest vertical grade of
3.316% a maximum radius of 247.58m was required, after adjustments were made. The designed
grades of 440m and 450m for the south and north most horizontal curves met the minimum radius
requirements. For the design of the road no transitions have been considered.
7.1.4 Superelevation
For the two horizontal curves, the maximum superelevation was taken in accordance with AGRD
section 7.7.3 as +3%, resulting in a change of 6% elevation around curves from the normal
carriageway cross fall of -3%, as mentioned in section 5. Due to the gently sloping terrain the
maximum recommended superelevation of +5% taken from table 7.7 was not necessary, and the max
of 3% was used to aid the drainage capabilities of the road.
Typical superelevation runoff positioning has been used, with 60% of the Sro being located within
the tangent and the other 40% being located within the curve.
Property accesses.
Existing topography of the road.
Bacton Rd and Tilley Waste Transfer Centre intersections.
Pedestrian access.
Service and utility plant.
Connection to the proposed bridge at 192.5-209.5CH.
Crest south of CWTC.
Vertical Curves
For the TSRP four vertical curves were designed, including 3 sag curves and one crest curve. Of the
three sag curves, one was designed in an area of cut at 1300-1320CH with a K value of 15. This was
done to provide safer intersection sight distance for the CWTC for the predicted heavy vehicles
travelling here. The other two sag vertical curves were located in areas of fill at 33-133CH and 277-
422CH with respective K-values of 33.166 and 65 respectively. These two curves provided the vertical
6
transition to the proposed bridge design outlined in section 10 of this report. The crest vertical curve
is located at 900-1240CH with a K-value of 61, meeting the design minimum values from table 8.7.
This crest curve was designed to span over a larger distance than the current curve, so that cut and
fill balance was achieved as well as providing safer sight distances and overall road safety and driver
comfort. The maximum grades experienced on this curve was 3.316% in the northern side and 2.239%
in the southern direction, making the road suitable for heavy vehicles and enthusiast cycling.
Grading Considerations
During the design grades were designed in accordance with AGRD Section 8.5, with an aim to keep
grades as low as possible while adhering to all mandatory controls, balance of earthworks, drainage
function and vehicle safety.
As the highest grade is 3.316% heavy performance vehicle speed reduction as outlined by table 8.2
is expected to be minor, and all grades have been kept below the maximum of 7% taken from table
8.3. The longest length of maximum grade of 2.239%, approximately just under 800m and located
South of the vertical crest was determined to be satisfactory and below the desirable maximum value
of 1800m taken from table 8.4. Likewise, the desirable minimum grade of 1% for roads with kerb and
channel drainage taken from table 8.5 has been met, with the minimum tangent grade being 2.041%
Recommended in AGRD Section 6.2, optimal safety and aesthetics are achieved for a sag vertical crest
when it is located entirely within a horizontal curve. This however was not deemed to be feasible for
the design, as designing this would lead to exorbitant levels of fill earthmoving, as well as decreasing
the sight safety at the top of the crest. Completely flattening the crest was not an option as it provides
a critical drainage path for the CWTC away from the nearby Tingalpa Reservoir, so prevent
contamination of the water body. The compromise of beginning the horizontal curve before the crest
apex from the Southern approach was made, as this best balanced safety, economy and the interests
of the public. Overall the alignment coordination creates a safe and smooth flowing road. Long
section plots showing the coordination of alignments can be seen in Appendix B.
7
8.3 Signalisation
The client has provided information confirming that both the Bacton Road sections and Waste
treatment centre will not reach an AADT of over 1000. Therefore, the need for signalised
intersections is unwarranted.
The cross-section of the bridge will be consistent with the approaching road and sag curves have
been avoided to prevent low points. Widening of the bridge will not be needed as the bridge is
located on a straight alignment. A conceptual design of the bridge section can be found in Appendix
A2.
8
stopping bay, located at 745CH, in between the staggered Bacton-Tilley Rd intersections. This
location was chosen due to its proximity to local residences, the safe sight provided by the vertical
and horizontal straights and for similarity with the current unsealed bus stopping zone. This bus bay
can be seen in the attached 12d file and AUTOCAD intersection drawings.
9
11.0 Resumptions
Although resumptions of land and property are not desirable, small resumptions were necessary for
the design of the TSRP. Due to the narrow 35m wide road casement and the close proximity and
overlap of private property boundaries into this casement, partial property resumptions have been
proposed. The following table shows the resumptions needed for the design:
Table 1 - Resumptions
Most of the proposed land resumptions are minor with only slight resumptions of areas with general
ecological significance, as shown in Appendix M, at 25-50CH. The fill at 145-230CH on the right side
of the road located is located in an area of high ecological significance, however, due to the
construction methods of the bridge it is highly unlikely that the levels of fill shown in the 12d model
will be necessary. Due to the tight constraints of property boundaries on Tilley Rd, partial property
resumptions of 188 Bacton Rd are necessary, however primary access will still be provided via Bacton
Rd until construction works are complete, and resumptions will only require construction
10
Bibliography
Austroads. (2010). Guide to Road Design Part 3: Geometric Design. Retrieved May 8, 2016, from
Austroads Online Publication:
https://www.onlinepublications.austroads.com.au/items/AGRD03-10
Bunker, J. (2016). Tilley Road South Rejuvenation Feasibility Design Study Project Brief March 2016.
Queensland, Australia: Queensland University of Technology.
National Heavy Vehicle Regulator . (2016, March 04). Class 1 Heavy Vehicles. Retrieved from
National Heavy Vehicle Regulator Web site: https://www.nhvr.gov.au/road-access/mass-
dimension-and-loading/classes-of-heavy-vehicles/class-1-heavy-vehicles
Roads and Traffic Authority. (2014, March 3). National Heavy Vehicle Reform Vehicle Operations -
Heavy Vehicle Mass, Loading and Access. Retrieved May 9, 2016, from Roads and Maritime
Services - NSW Government Website:
http://webcache.googleusercontent.com/search?q=cache:LmHU9LucsOsJ:www.rms.nsw.g
ov.au/documents/projects/western-nsw/katoomba-lithgow/heavyveh-
mass0706.pdf+&cd=1&hl=en&ct=clnk&gl=au
11
14.0 Appendices
Appendix A1: Type Cross Section Plan
12
Appendix A2: Bridge Conceptual Plan
13
Appendix B: Long Section Plots
14
Appendix C: Cross Section Plots
15
Appendix D: Section 3.1 in Project Brief
16
Appendix E: 2Horizontal Curves
Note: This is the horizontal long-section produced on 12D for the entire TRSR corridor.
17
Appendix F: Calculations for Limiting Curve Speed vs. Operation Speed
Horizontal Curve, indicated as 1, has radius of 450 m (R450) and superelevation of 0.03 (3%):
From Table 3.3, as shown below, in AGRD (Austroads, 2010, p. 21), the radius of 450 m falls within
the following ranges marked in red and we assume 105 km/hr:
From Table 7.4, as shown below, in AGRD (Austroads, 2010, p. 144), absolute maximum side
friction factor for cars, corresponding to 105 km/hr was found using linear interpolation.
Therefore, using
() = 127( + _max )
Where,
R = 450 m
e = 0.03 (3%)
fabs_max = 0.14
LCS results as 98.567 km/hr. So, the operating speed of 80 km/hr (cars) is less than 98.567 km/hr.
The same process was repeated for trucks were for a speed of 105 km/hr, the absolute maximum
side friction (fabs_max ) is 0.12.
Therefore, using the same formula for Limiting Curve Speed (LCS) as above was used, where the
fabs_max = 0.12, but all values for the other parameters remained the same. This resulted in a LCS of
92.588 km/hr. So, the operating speed of 70 km/hr (trucks) is less than 92.588 km/hr.
Horizontal Curve, indicated as 2, has radius of 440 m (R440) and superelevation of 0.03 (3%):
From Table 3.3, as shown below, in AGRD (Austroads, 2010, p. 21), the radius of 440 m falls within
the following ranges marked in red and we assume 103 km/hr:
18
From Table 7.4, as shown below, in AGRD (Austroads, 2010, p. 144), absolute maximum side
friction factor for cars, corresponding to 103 km/hr was found using linear interpolation.
() = 127( + _max )
Where,
R = 440 m
e = 0.03 (3%)
fabs_max = 0.148
LCS results as 99.733 km/hr. So, the operating speed of 80 km/hr (cars) is less than 99.733 km/hr.
The same process was repeated for trucks were for a speed of 103 km/hr, the absolute maximum
side friction (fabs_max ) is 0.12.
Therefore, using the same formula for Limiting Curve Speed (LCS) as above was used, where the
fabs_max = 0.12, but all values for the other parameters remained the same. This resulted in a LCS of
91.553 km/hr. So, the operating speed of 70 km/hr (trucks) is less than 91.533 km/hr.
19
Appendix G: Table G SSD Summary
Parameter Selection
Reaction Time (Rt) 2.0 seconds
Design Speed for Cars(Vcar) 80 km/hr
Design Speed for Trucks(Vtrucks) 70 km/hr
Longitudinal Deceleration Coefficient for Cars 0.36
(dcars)
Longitudinal Deceleration Coefficient for Trucks 0.29
(dtrucks)
Longitudinal Grade (a) -3.316 %
Stopping Sight Distance for Cars (SSDcars) 121.537 m
Stopping Sight Distance for Trucks (SSDtrucks) 114 m
Where
= ()
= ()
= ( )
= (%)
Cars:
2
= +
3.6 254 ( + 0.01 )
The values for the parameters and the resulting SSD value are shown in Table G in Appendix G.
Trucks:
2
= +
3.6 254 ( + 0.01 )
The values for the parameters and the resulting SISD value are shown in Table I in Appendix I.
20
Appendix I: Table I SISD Summary
Parameter Selection
Decision Time (DT) 5.0 seconds
Design Speed for Cars(Vcar) 80 km/hr
Design Speed for Trucks(Vtrucks) 70 km/hr
Longitudinal Deceleration Coefficient for Cars (dcars) 0.36
Longitudinal Deceleration Coefficient for Trucks 0.29
(dtrucks)
Longitudinal Grade (a) -3.316 %
Safe Intersection Sight Distance for Cars (SISDcars) 188.203 m
Safe Intersection Sight Distance for Trucks (SSDtrucks) 172.333 m
Where
= ()
= ()
= ( )
= (%)
Cars:
2
= +
3.6 254 ( + 0.01 )
The values for the parameters and the resulting SISD value are shown in Table J in Appendix J.
Trucks:
2
= +
3.6 254 ( + 0.01 )
The values for the parameters and the resulting SISD value are shown in Table J in Appendix J.
21
Appendix K: Calculations for Horizontal Alignment
Horizontal Curves
Minimum horizontal curve value taken from table 7.5 based upon; fmax = 0.16 (cars desirable), V =
80km/hr, emax = 5%, therefore Minimum radii of curve = 240m.
The Rmin on the max grade of 3.316% was calculated using equation 7 from AGRD Section 7.6.1:
( 3) 3.316 3
= (1 + ) = 240 (1 + ) = 247.58
10 10
Desirable maximum side friction taken as 0.16 for cars, 0.14 for trucks.
22
Curve Transitions and Widening
No curve widening required as 440 and 450m radius were used for horizontal curves.
23
Superelevation
Maximum superelevation for the urban road taken as 5%.
1
( ) = ( )
1 + 2
Where:
e1 = normal crossfall = 3%, e2 = full superelevation crossfall = 3%, Le = 55m
3
= 55 55 ( ) = 27.5, = = 27.5
(3 + 3)
24
Appendix L: Calculations for Vertical Alignment
Vertical Curves
Based upon a design speed of 80km/hr and a Rt of 2 seconds, the desirable minimum K-value was
found to be 29.3 for a vertical crest curve.
The minimum sag K-value of 17 was taken for an urban road with street lighting.
25
Grading Considerations
Based upon table 8.2, minimal heavy vehicle performance loss will occur due to the maximum
grade of 3.316%.
All vertical grades are below the maximum values taken from table 8.3.
The maximum grade length is well under 1800m , and the road will provide a suitable vertical
alignment for all road users.
26
Appendix M: Areas of Moderate and High Ecological Significance
27
Appendix N: Vertical Controls
Bacton Rd Intersections:
CWTC Intersection:
28
Property Accesses:
29
Appendix X1: Intersection Drawings AUTOCAD
30
Appendix X2: Kerb and Channel Detail
31
Appendix Y1: Table of Contributions
32
Appendix Y2: Meeting Minutes
33
1
www.qut.edu.au
QUT Library
Meeting details
Chairperson: Ricky Minutes: 45 mins Date & Time: Location: GP
15/04/2016
Item Notes
What will be discussed at the next What details are important for
meeting? attendees?
1 Relevant AGRD parts on Design Speed, Cross Download AGRD sections which Mike has
Sectional Elements. mentioned for speed and cross-section.
2 Review project overview in slides combined with Note down where the bridge, start and end
project brief. chainage, so we know extent of project
3
4
5
6
7
Meeting details
Chairperson: Raj Minutes: 45 mins Date & Time: Location:GP
22/04/2016
Item Notes
What will be discussed at the next What details are important for
meeting? attendees?
1 Relevant AGRD parts on Horizontal Alignment Download AGRD sections which Mike has
mentioned for Horizontal Alignment
2 12D tute on super alignment Get most of the tute done
3
4
5
6
7
Meeting details
Chairperson: Ricky Minutes:45 mins Date & Location:GP
Time:29/04/2016
Item Notes
What will be discussed at the next What details are important for
meeting? attendees?
1 Relevant AGRD parts on Sight Distance and Download AGRD sections which Mike has
Vertical Alignment mentioned for Sight Distance and Vertical Alignment
2 12D tute on templates Get most of the tute done
3
4
5
6
7
4
5
Next Meeting:
Chairperson: Raj Minutes:2 hours Date & Time:6/05/2016 Location:GP
Meeting details
Chairperson:Raj Minutes: 2 hrs Date & Location:GP
Time:6/05/2016
Item Notes
What will be discussed at the next What details are important for
meeting? attendees?
1 Relevant AGRD parts on Alignment Download AGRD sections which Mike has
Coordination. Also, go over slides on structural mentioned for Sight Distance and Vertical Alignment
elements.
3
4
5
6
7
2 Summarise all vertical and horizontal alignment Follow AGRD and lecture notes. May have to further Chris Varied
theory, formulas and relevant research research
3
4
5
Next Meeting:
Chairperson: Chris Minutes:1hr 25 min Date & Time: 20/05/2016 Location:GP
Meeting details
Chairperson: Chris Minutes: 1hr 25 mins Date & Location: GP
Time:20/05/2016
Item Notes
What will be discussed at the next What details are important for
meeting? attendees?
1 Finish all tutes upto modifiers Must get done
2 Show what parts have been done so far in report Individual report writing
3
4
5
6
7
Meeting details
Chairperson:Raj Minutes:1 hours Date & Location:GP
Time:27/05/2016
Item Notes
What will be discussed at the next What details are important for
meeting? attendees?
1 12 D tute on plotting Must be done
2 More Report writing parts done We should have most of the report or at least a
draft with not stringent values of it done.
3
4
5
6
7
3 AUTOCAD drawing and 12D drawing outputs as Use of AutoCAD Ricky, Raj Varied
per guidance sheet (type cross-section, working
plans, intersections)
4
5
Next Meeting:
Chairperson: Ricky Minutes: Varied Date & Time: 30/05/2016 Location:GP
Meeting details
Chairperson:Ricky Minutes: 30 Date & Location:GP
Time:30/05/2016
Item Notes
What will be discussed at the next What details are important for
meeting? attendees?
1 All parts of report, in conjunction with 12D We were have to work though report and aim to
have it done by Thursday 5pm.
2
3
4
5
6
7