1.
Geometric Design of Road
2. 3D Modelling
3. Civil 3D
4. Safety checks
5. Earthworks
6. drawing outputs
7. Auto CADD
8. Vehicle Turning Analysis,
9. detailed designs
10. Incoming data
11. Outgoing data
12. Clash detection Analysis
13. Federated model
14. 3D visualization
15. Checking of survey data
16. Surface preparation
17. Horizontal alignment
18. Vertical profile
19. Super elevation
20. Assembly / Typical cross sections
21. Corridor
22. Design cross sections
23. Visibility analysis.
24. Comparison 2 or more options of alignment.
25. Traffic Analysis
26. Detailed Inventory
27. Pavement condition survey
28. Test pits for Pavement structure analysis and CBR value of the soil.
29. BBD survey
30. Traffic surveys
31. Widening
32. Horizontal and vertical coordination.
33. Overview on Top view, Longitudinal and cross section view.
34. Difference between a gradient and crossfall.
35. Crossfall. Parameters on which crossfall percentage depends.
36. Max and min gradient. Parameters which percentage depends.
Answers:
1. Geometric Design of Roads
a. What do you mean by Geometric Design of roads: The branch of highway Engineering which
deals with the positioning of the physical elements of the roadway including horizontal and
vertical alignment, superelevation, longitudinal slopes etc., according to standards and
constraints. The key elements of Highways are surface, alignment, super elevation, vertical
profile, assembly, corridor, cross sections etc.
b. Why do we do the Geometric Design: The primary goal of designing roads is to optimize
efficiency and safety while minimizing cost and environmental damage.
c. How do we do it: The road is designed as per the design standards, with the help of topo surveys,
design speed, level of service, safety, environmental and social constraints.
2. 3D Modelling
a. What: It is a technique to represent the x, y and z coordinates of existing topographical surface
and the designed road using computer graphic softwares.
b. Why: 3D modelling is useful as it represents multi-dimensional view of the road designed with
respect to existing topology, hence it makes it easier and more convenient to replicate the
design in actual coordinates and elevations.
c. How: 3D modelling is done using computer graphics technology through many software such
as Civil 3D, ORD etc.
3. Civil 3D:
a. What: Civil 3D is an Assembly-based 3D modelling software that helps in designing including
BIM integration.
b. Why: As civil 3d comes with many predefined style sets which can also be modified as per
project requirements it is easy to provide the required detailing to the drawings in batches which
are BIM compliant and can be exported to other BIM compliant softwares. It helps saving lot of
time and money.
4. Safety Check
a. What: Safety checks are the methods and measures required to reduce risk for the road users.
b. Why: Safety checks helps in identifying hazardous conditions, faults, and discrepancies that can
lead to serious conflicts. Deficiencies are costly & sometimes impossible to rectify later. So, we
check while the design and update the design before it is sent for construction.
c. How: With the help of checks like SSDs, Flat spot analysis, Embankment slope & Stability,
Requirement of Retailing walls, Breast walls, Crash barrier, Ensuring proper Lane markings and
Information / warning signs.
5. Earthworks
a. What: Earthworks includes maintaining the slope of excavated soil when the road is in cutting
and the slope of compacted soil when the road is in filling.
b. Why: To achieve the desired level of the road, earthwork is being done on the existing ground.
c. How: Soil is excavated where there is excess and when there is a requirement, soil is hauled
through machine and being compacted.
6. Drawing Output
a. What: It is the detailed 2D dwg featuring different components of a project.
b. Why: DWG output is very important because it is easy to understand the exact situation of the
site, without being at site, through making layouts with proper scale and other standard
practices.
c. How: With the help computer aided design and drafting softwares.
7. Auto CADD
a. What: It is a computer aided design and drafting software developed by Autodesk Company.
b. Why: It helps in drawing and editing 2D and 3D designs on the software.
8. Vehicle Turning Analysis
a. What: It stimulates the path determining the radius required by the long vehicles while
maneuvering.
b. Why: It is required to ensure the design prepared to check sufficient space is available or not for
the design vehicle to turn through any junction.
c. How: The vehicle swept path analysis can be done through various softwares like Autopath, Auto
TURN, Vehicle Turning tool in Civil 3D etc.
9. Detailed Design
a. What: It is defined as the complete 3D modeling of the project as per the standards ad
requirements.
b. Why: It is required to ensure the achievement of project outcome with all the required
specifications.
c. How: Detailed design requires drawing, reports, and estimation of work to carried out.
10. Incoming Data
It refers to the data which is required before the designing purposed from the client.
11. Outgoing Data
It refers to the data which is delivered to the client as per the requirement.
12. Federated Model
a) What: It the combination of the different discipline designs on a single model.
b) Why: It is required to ensure the quality and to minimize the errors in the design.
c) How: We take out the outputs of every discipline’s design in the format of 3D polylines / 3D
faces and then imported on Navisworks within a single model file.
13. Clash Detection Analysis
a) What: The Inter disciplinary design check is referred to as Clash detection analysis.
b) Why: It is required to ensure the quality and to minimize the errors in the inter disciplinary
designs.
c) How: Within the federated model, we do different checks like Highway and Drainage design
clashes to see if the proposed positioning of Culverts and the Invert levels match with the
Ditches models by the Highways team and similarly there are checks for other disciplines as
well like – Bridge team, Utilities, Geo tech, Electrification teams etc.
14. 3D Visualization
a. What: It is defined as the process of creating graphical model using 3D software.
b. Why: 3D Visualization gives more clarity and relates the design with the real-life site parameters
as virtual reality.
c. How: Using 3d softwares.
15. Checking of Survey Data
a. What: It is the inspection of the surveyed data collected by the surveyor for various aspects.
b. Why: If the data is not checked, it may lead to errors in the proposed design as it is the basic for
the overall proposed design.
c. How – checking x, y, z in the csv file or z values in Civil 3D by rotating the model in 3 D. etc.
16. Surface Preparation
a. What: It is defined as the process of creating a triangulated surface by joining all the nodes of
the survey data.
b. Why: Better the preparation of the surface, better is the design as proposed design is based on
it.
c. How: Surface is prepared by any 3D design software such as Civil 3D, MX ORD etc.
17. Horizontal Alignment
a. What: It is defined as the layout of centerline of the highway having components like Straight
path, Curves, and Transitions.
b. Why: Labelling of alignment like Chainages, alignment geometry parameters provide us the
Base for the 3D design.
c. How: Using 3D design software such as Civil 3D, MX ORD etc. as per Standards.
18. Vertical Profile
a. What: It is defined as the elevation or profile of highway alignment comprising of Gradients and
vertical curves.
b. Why: To have a smooth traverse on different gradients of the road.
c. How: Vertical profiling is done by connecting two different gradients with help of Valley and
Summit curve using 3D design software such as Civil 3D, MX ORD etc. as per Standards.
19. Superelevation
a. What: The raising of outer edge of the pavement with respect to the inner edge throughout the
length of horizontal curve, this transverse inclination is known as Superelevation.
b. Why: To counteract the effect of centrifugal force and reduce the tendency of overturn while
negotiating a horizontal curve, superelevation is required.
c. How: Various force acts on the vehicle moving on circular curve such as W (weight of the vehicle
acting downwards), P (centrifugal force acting horizontally outwards) and frictional forces
(between wheels and pavement acting transversely towards the center). Considering the
equilibrium of the forces, an equation is developed to calculate superelevation.
20. Assembly/ Typical Cross-Section
a. What: Assembly is a basic structure of 3D corridor model. It represents the cross-section of a
road.
b. Why: To form the basic replica of Typical cross section and to use this for the 3D modelling.
c. How: With the help of tool in softwares such as Civil 3D, ORD. Subassemblies are connected to
form an assembly.
21. Corridor
a. What: Corridor is defined as the long passage consists of several cross-section connected each
other.
b. Why: Proposed design of the road corridor via Civil 3D is referred as Corridor.
22. Design cross sections
a. What: It is defined as transverse section of the road giving the information about the designed
Top surface, bottom surface and the information about the various layers present.
b. Why: To validate for the proposed design as per the requirements.
23. Visibility Analysis
a. What: It is defined as the analysis of the achieved through visibility by the driver while driving
on the road.
b. Why: To determine the potential safety hazard at the earlier stages.
c. How: With the help of visibility triangle along the alignment for horizontal and along the profile
for vertical using 3D design software such as Civil 3D, MX ORD etc. as per Standards.
24. Comparison 2 or more options of alignment.
a. Why: Comparison of 2 or more alignment is being done to select the appropriate one in terms
of economical construction, safety, operation, and maintenance work.
b. How: Alignment reports, contours check, the cut fill balance, No / Limited disturbance to
existing environmental components, are helpful in comparison of them.
25. Traffic Analysis
a. What: These are undertaken to obtain the traffic volume using the road including pedestrians
b. Why: Via Traffic analysis, we get the Proposed Average Annal daily traffic for the future and then
this data is used to design of geometric characteristics for the new or upgradation of road.
c. How: Different Traffic surveys like CVC, OD survey, Axle load surveys etc. are carried out to
analyze the traffic characteristics and their movements.
26. Detailed Inventory
a) What: The Inventory of the road refers to the collection of the relevant physical data of the
existing road which are visible to the naked eye, like Cross section of road and widths,
approximate embankment height, type of soil in the vicinity, Rural area / Built up section, any
ponds / rivers around the road etc.
b) Why: Used for the validation of the Topographic surveys and used for Pre-feasibility studies of
the project road.
c) How: By visual inspection.
27. Pavement condition survey
a. What: It is defined as the condition of the road’s top surface and the beneath layers, if visible. It
is an indication of the serviceability and physical conditions of road pavement.
b. Why: If the survey is done at a proper time, it can help in maintaining the pavement deterioration
as well as the cost of repair can be controlled.
c. How: By visual inspection.
28. Test pits for Pavement structure analysis and CBR value of the soil.
a. What: Visual Inspection of the Pavement layers by digging a pit at the edge of the road. CBR or
California Bearing Ratio, is performed on subgrade soil to evaluate the strength of soil subgrade.
b. Why: To know the existing pavement characteristics and thickness as well as the CBR Value of
the subgrade soil.
c. How: Visual Inspection of the Pavement layers by digging a pit at the edge of the road. CBR or
California Bearing Ratio, is performed on subgrade soil to evaluate the strength of soil subgrade.
29. BBD survey
a. What: It is defined as process of evaluating rebound deflection of a pavement under a standard
wheel load and tyre pressure.
b. Why: To determine the roughness and unevenness on the road. Results are needed to know the
thickness of the overlay design.
c. How: Benkelman Beam Deflection Test is done with the help of equipment. During the survey,
the pavement and atmospheric temperatures are recorded at frequent intervals. Soil samples
are also collected and tested in the lab for moisture content and plasticity Index. All these data
are then processed to get the characteristic deflections. IRC-81 is extensively used to determine
the calculation parameters.
30. Traffic surveys
a. What: The traffic studies are carried out for collecting traffic data.
b. Why: The traffic surveys capture information about trip characteristics including origin-
destination and route patterns. This helps in modelling traffic for integrated transportation
system
c. How: There are several surveys conducted for the study such as Traffic Volume study, Spot
speed study, Speed and Delay Study, O&D study.
31. Widening
a. What: The increased carriageway width on the entire curve portion of the road, when curves are
not of required radius as per the standards it’s a common practice to widen the pavement
slightly greater than the normal width that also increase visibility on curves.
b. Why: When a vehicle takes turn on a horizontal curve, the rear wheels do not follow the same
path as front wheel and to compensate this, widening is required.
c. How: The widening is used to provide from the beginning of the start transition-In and gradually
expanded at a uniform rate till the full value of designed widening is given at the end of
transition curve and then full value of extra width is continued throughout the length of curve,
after that, it starts to decrease gradually along the length of end transition-out curve.
32. Horizontal and vertical coordination
a. What: It is the proper balancing of vertical and horizontal alignment and visualize the whole in
three dimensions. That should be consistent with the topography and follows the natural
contours of the land.
b. Why: To ensure proper visibility and to assure proper sight distances and to provide proper
drainage. In addition to this, perfect coordination leads to enhance attractive scenic views like
historic sites, outstanding buildings, and Rivers.
c. How: Coordinate in such a way that vertices of horizontal and vertical coincides. Vertical crest
curve kept within horizontal curve, but we should avoid sag curve to avoid water stagnation. The
best way to coordinate horizontal with vertical by provide straight gradient in profile.
If we cannot avoid sag curve at some situation, there should be provision of proper drainage by
means of providing high rate of change in cross slope or by providing rolling crown.
Provision of long vertical curve compatible with the horizontal curve produces a smooth flowing
alignment and a pleasing 3d view.
33. Overview on Top view, Longitudinal and cross section view.
a. Top View: If we see a road from top, we call it top view and it is also called as plan view, if we
look down on XY plane, that’s considered the plan view.
b. Longitudinal Section View: A long section is a profile view of surface along a particular route,
which plots elevation against the distance along the route like ground profile along the center
line of a road. E.g., A road is going from West to East. if we cut the section along W-E, and if we
see the front elevation of the cut section from North or south that will give the longitudinal
section view of West to East profile.
c. Cross Section View: A cross section view is a profile view of a surface at right angle to a
particular route. It plots elevation against the distance along the cross-section line. E.g., A road
is going from West to East and if we cut the section along North to south (transverse to road),
then the front elevation of the section line gives cross sectional view of the road. That includes
all elements of a highway or street from the right of way line (lanes, shoulders, retaining walls,
curbs, medians, pavement structure, roadside slopes, ditches).
34. Difference between a gradient and crossfall .
a. Gradient: Gradient is defined as the rate of rising or falling along the length of the road with
respect to the horizontal. It allows movement of the vehicle on the vertical curves smoothly and
helps to drain off rainwater from surface of the road.
b. Crossfall: Cross slope or cross fall is the slope provided to the road surface in the transverse
direction to drain of the rainwater from the road surface to a drainage system such as street
gutter or ditch.
35. Crossfall. Parameters on which crossfall percentage depends.
a. Cross fall & Superelevation: cross fall is the slope provided to the road surface in the
transverse direction to drain of the rainwater from the road surface to a drainage system such
as street gutter or ditch. In horizontal curves, the cross slope is banked into superelevation to
reduce steering effort and lateral force required to go around the curve. All water drains to the
inside of the curve.
Factors affecting Cross fall
1. Material used for the road surface
Bituminous road- 2.5%, Cement Concrete- 2%, Gravel -3% and Earthen road- 4
2. Traffic lane (inner or outer)
3. Rainfall intensity.
4. Design speed
36. Max and min gradient. Factors on which percentage depends.
Max Gradient: Maximum Gradient or Ruling Gradient is the maximum gradient within which the
designer attempts to design a vertical profile of a road. It is 4% for plains and 7% for hilly terrain.
Min Gradient: The minimum desirable slope essential for effective drainage of rainwater from
the road surface is called minimum gradient. The desirable minimum gradient for this purpose
is 0.5%.
Factors affecting gradient:
1. Terrain.
2. Drainage required – The gradient should be steeper in the area where there is heavy
rainfall.
3. Nature of the traffic- A gentle gradient should be provided where the traffic on road is
usually slow-moving vehicles like bicycle.
4. The type of road surface
5. The total height to be covered.
6. Road and railway interaction.
7. Safety Required.
8. Bridge Approaches.
