Professional Documents
Culture Documents
Project Report
On
“A Detail Project Report for National Highway NH 166 connecting
Kamthi to Solapur junction ( CH 356.700 to CH 378.100 Km).
Submitted by
2017-2018
CERTIFICATE
Roll No:05
The Seminar is found to be complete in partial fulfillment for the award of degree in Civil
Engineering of Solapur University, Solapur
2017-2018
ACKNOWLEDGEMENT
It’s indeed my immense pleasure to wish my deep sense of gratitude to our teaching
faculty who relentlessly tried to get the best out of me. It is because of their valuable
guidance and continuous encouragement without which this milestone would not
have been a success.
I wish to express my sincere gratitude to my guide Prof. Ashok Kumar for his
motivation, guidance, help and encouragement throughout the period of this work, with his
enthusiasm, his inspiration and his great efforts to explain things clearly and simply. I remain
ever indebted to him for the keen interest shown and moral support offered all through pursuance
of work.
I express my sincere thanks to Dr.S.A.Halkude , Principal Walchand Institute of Technology,
Solapur for providing the necessary facilities for carrying out the experimental work.
I express my sincere thanks to Dr.S.S.Patil, Head Civil Engineering Department, for their
valuable support and motivation.
Last but not the least I thank all those who have helped directly or indirectly for the complication
of my work.
.
SYNOPSIS
The development of effective road transport system is the primary need of any
developing country and the upgrading of existing road network system is essential for
the developed countries as the capacity of roads in urban and non-urban highways
will reach to saturation level with the passage of time. The design of route alignment
and the pavement structure decide the cost of a highway project and for this job the
best available Highway Design Software tools must be deployed.
The project work entitled “Geometric Design of Highways Using MXROAD
Software – A Case Study” was carried out. During this work all geometric design
parameters were studied and used in executing the project work.
The first two chapters of this report include literature review of various
geometric design elements and about MXROAD design software in general. The third
chapter comprises the general features of the project corridor and the fourth chapter
consists of design standards, design proposals, recommendations and solutions of
some problems which where encountered during the designing process. The fifth
chapter comprises a rough estimation of the project.
CONTENTS
CHAPTER 1
INTRODUCTION 1-6
1.1 General 1
1.2 Highway Design 1
1.3 Computer Aided Design (CAD) of Roads 4
1.4 Need for MXROAD 5
1.5 Objective of Study 6
1.6 Scope of Present Study 6
CHAPTER 2
LITERATURE REVIEW 7-29
2.1 Geometric Design 7
2.1.1 Geometric Design Control Elements 7
2.1.2 Cross Sectional Elements 10
2.1.3 Sight Distance 12
2.1.4 Horizontal Alignment 14
2.1.5 Vertical Alignment 18
2.2 Available Geometric Design Softwares 21
2.2.1 Advantages and Limitations 21
2.3 MXROAD 22
2.3.1 Introduction 22
2.3.2 Standard String Naming Convention 23
2.3.3 Data Import 23
2.3.4 Surface Analysis 24
2.3.5 Alignment Design 24
2.3.6 Road Design 25
2.3.7 Junction Design 28
2.3.8 Modifying The Design 28
CHAPTER 3
PROJECT DETAILS 30-39
3.1 Project Background 30
3.2 Project Focus 31
3.3 Project Location 31
3.4 General Features of The Project 32
3.4.1 Land Width 32
3.4.2 Alignment 32
3.4.3 Road Characteristics 33
3.4.4 Pavement Condition 33
3.4.5 Soil Characteristics 33
3.4.6 Junction and Crossings 33
3.4.7 Drainage Condition 36
3.4.8 Cross Drainage Structures 36
3.4.9 Urban Area 36
3.5 Traffic Characteristics 37
3.6 Flexible Pavement Proposals 39
CHAPTER 4
GEOMETRIC DESIGN FOR ROAD CONNECTING 40-51
MANDYA AND NAGAMANGALA (CH: 00.00 – CH: 40.30)
4.1 Design Standards and Specification 40
4.1.1 Terrain Classification 40
4.1.2 Design Speed 40
4.1.3 Land Width 41
4.1.4 Typical Cross Section 42
4.1.5 Sight Distance 43
4.1.6 Horizontal Curves 44
4.1.7 Vertical Geometry 46
4.2 Design Proposals 47
4.3 Problems and Solutions 48
4.4 Before and After Design Proposal 49
4.4.1 Geometric Elements 49
4.4.2 Road Safety 51
CHAPTER 5
PROJECT COST ESTIMATION 52
5.1 General 52
5.2 Quantity Estimation 52
5.3 Cost Estimation 52
CHAPTER 6
DISCUSSIONS AND CONCLUSIONS
REFERENCES
ANNEXURES
CHAPTER-1
INTRODUCTION
1.1 General
During the past few years there has been a great development in the INDIAN
economy and transportation sector plays a vital role in it. For any developing nation
road network acts as a backbone for its steady growth. Due to the rapid growth in road
infrastructure and its needs, there is a search for a model which guides the designer
to create a most cost effective design with high precision standards, which in turn
leads in saving time, money and material costs.
With the use of latest software technology, road design software named
“MXROAD” has been used to pace up with the fast growing road infrastructure field.
By using this software highway design engineers can quickly create design
alternatives to build an ideal road system.
Topography
The topography or the terrain conditions influence the geometric design of
highway significantly. The terrains are classified based on the general slope of the
country across the alignment, as plain rolling, mountainous and steep terrain. The
design standards specified for different classes of roads are different depending on
the terrain classification. As the speed standards affect every geometric design
elements, topography also affects the geometric design of roads. Further in hilly
terrain, it is necessary to allow for steeper gradients and sharp horizontal curves due
to the construction problems (1). Cross slope for various terrain as per IRC: SP: 84 -
2014 (Geometric Design Standards for Four Laning of Highways through PPP) is
presented in table-4.1 of chapter 4.
Traffic Factors
Design Vehicle
Key controls in geometric highway design are the physical characteristics and the
proportions of vehicles of various sizes using the highway. Therefore, it is appropriate to
examine all vehicle types, establish general class groupings, and select vehicles of
representative size within each class for design use. These selected vehicles, with
representative weight, dimensions, and operating characteristics, used to establish
highway design controls for accommodating vehicles of designated classes, are known
as design vehicles. For purposes of geometric design, each design vehicle has larger
physical dimensions and a larger minimum turning radius than most vehicles in its class
Summary of standards of dimensions for design vehicle by various authorities
are presented in the table below (2).
Table 2.1 – Standards of dimensions for design vehicles by
various authorities (in metres)
Maximum length
Authority/ Maximum Maximum Single
Passenger Semi Truck Single
Country width height unit
car trailer trailer unit bus
truck
AASHTO
2.59 4.12 5.8 9.14 16.8 8.91
(USA)
U.K. 2.5 4.57 (Bus) 5.5 11.0 18.0 13.0
IRC 3.8-4.2
2.5 - 11.0 16.0 18.0 12.0
(1983) (Truck)
Driver Performance
An appreciation of driver performance is essential to proper highway design
and operation. The suitability of a design rests as much on how safely and efficiently
drivers are able to use the highway as on any other criterion. When drivers use a
highway designed to be compatible with their capabilities and limitations, their
performance is aided. When a design is incompatible with the capabilities of drivers,
the chance for driver errors increase, and crashes or inefficient operation may result.
The important human factors which affect traffic behavior include the physical,
Traffic characteristics
The design of a highway and its features should be based upon explicit
consideration of the traffic volumes and characteristics to be served. All information
should be considered jointly. Financing, quality of foundations, availability of
materials, cost of right-of-way, and other factors all have important bearing on the
design. However, traffic volumes indicate the need for the improvement and directly
affect the geometric design features, such as number of lanes, widths, alignments,
and grades. It is no more rational to design a highway without traffic information than
it is to design a bridge without knowledge of the weights and numbers of vehicles it is
intended to support. Information on traffic volumes serves to establish the loads
for the geometric highway design. Traffic data for a road or section of road are
generally available or can be obtained from field studies. The data collected by State
or local agencies include traffic volumes for days of the year and time of the day, as
well as the distribution of vehicles by type and weight. The data also include
information on trends from which the designer may estimate the traffic to be expected
in the future. A reasonable value of traffic volume is decided for the design and it is
called the Design Hourly Volume (DHV). The ratio of volume to capacity affects the
level of service of the road (3).
Kerbs
Kerbs indicate the boundary between the pavement and shoulders or
sometime islands and footpath or kerb parking space. It is desirable to provide kerbs
on the urban roads. In rural roads submerged kerbs are sometimes provided at the
pavement edge between edge and shoulders. The kerbs provide lateral confinement
and stability to the granular base courses and flexible pavements.
Minimum Radius
The minimum radius is a limiting value of curvature for a given design speed
and is determined from the maximum rate of superelevation and the maximum side
friction factor selected for design (limiting value of f). Use of sharper curvature for that
design speed would call for superelevation beyond the limit considered practical or
for operation with tire friction and lateral acceleration beyond what is considered
comfortable by many drivers, or both. Although based on a threshold of driver comfort,
rather than safety, the minimum radius of curvature is a significant value in alignment
design. The minimum radius of curvature is also an important control
value for determination of superelevation rates for flatter curves. Minimum Radii of
Horizontal Curve as per IRC: SP: 84 -2014 (Geometric Design Standards for Four
Laning of Highways through PPP) is presented in table-4.11 of chapter 4.
Superelevation
In order to counteract the effect of centrifugal force and to reduce the
tendency of the vehicles to overturn or skid, the outer edge of the pavement is raised
with respect to the inner edge, thus providing a transverse slope through out the length
of the horizontal curve. This transverse inclination to the pavement surface is known
as super elevation or cant or banking (1).
There are practical upper limits to the rate of superelevation on a
horizontal curve. These limits relate to considerations of climate, constructability,
adjacent land use, and the frequency of slow-moving vehicles. Where snow and ice
are a factor, the rate of superelevation should not exceed the rate on which vehicles
standing or traveling slowly would slide toward the center of the curve when the
pavement is icy. At higher speeds, the phenomenon of partial hydroplaning can occur
on curves with poor drainage that allows water to build up on the pavement surface.
Skidding occurs, usually at the rear wheels, when the lubricating effect of the water
film reduces the available lateral friction below the friction demand for cornering. When
traveling slowly around a curve with high superelevation, negative lateral forces
develop and the vehicle is held in the proper path only when the driver steers up the
slope or against the direction of the horizontal curve. Steering in this direction seems
unnatural to the driver and may explain the difficulty of driving on roads where the
superelevation is in excess of that needed for travel at normal speeds. Such high rates
of superelevation are undesirable on high-volume roads, as in urban and suburban
areas, where there are numerous occasions when vehicle speeds may be
considerably reduced because of the volume of traffic or other conditions (3). The
radius values beyond which no super elevation is required as per IRC: SP: 84 -2014
(Geometric Design Standards for Four Laning of Highways through PPP) is presented
in table-4.14 of chapter 4.
Vertical Curves
Due to change in grade in the vertical alignment of highway, it is necessary to
introduce vertical curve at the intersection of different grades to smoothen out the
vertical profile and thus ease off the changes in gradients for the fast moving vehicles.
The vertical curves used in highway are classified into two different categories
(1) Summit curve or crest curves with convexity upwards.
(2) Valley or sag curves with concavity upwards.
Summit curves
Summit curves with convexity upwards are formed when the deviation angle
between the two interacting gradients is equal to the algebraic difference between
them. Of all the cases, the deviation angle will be maximum when an ascending
gradient meets with a descending gradient.
When a fast moving vehicle travels along a summit curve, the centrifugal force
will act upwards, against gravity and hence a part of the pressure on the tyres and
spring of the vehicle suspension is relieved. So there is no problem of discomfort to
passengers on summit curves, particularly because of deviation angles on roads are
quite small and if the summit curve is designed to have adequate sight distance, the
length of the curve would be long enough to ease the shock due to change in
gradients.
The only problem in designing summit curves is to provide adequate sight
distances. The stopping sight distance or the absolute minimum sight distance should
invariably be provided at all sections of the road system and so also on summit curves.
As far as possible safe overtaking sight distance or at least intermediate sight
distance, equal to twice the stopping sight distance should also be available on these
curves for important highways, expect when restrictions to overtaking have been
strictly imposed at the section concerned.
Valley curve
Valley curves or sag curves are formed when the maximum possible deviation
angle is obtained when a descending gradient meets with an ascending gradient.
The most important factors considered in valley curve design are
(1) Impact-free movement of vehicles at design speed or the comfort to the
passengers.
(2) Availability of stopping sight distance under head lights of vehicles for
night driving.
The lowest point in the valley curve may be located from considerations of cross
drainage. At the valley curve, the centrifugal force acts downwards adding to the
pressure on the springs and the suspensions of the vehicle in addition to that due to
weight of the vehicle. Hence the allowable rate of change of centrifugal acceleration
should govern the design of the valley curves. The best shape valley curve is a
transition curve for gradually introducing and increasing the centrifugal force acting
downwards. Cubic parabola is generally preferred in vertical valley curves. There is a
restriction in the sight distance at valley curves as the head light gets intercepted
through the beam of light may be slightly inclined upwards. Therefore the head light
distance available at valley curves should be atleast equal to the stopping sight
distance. However, there is no problem of overtaking sight distance at valley curves
at night as other vehicles with head lights can be seen from a considerable distance (1).
Minimum length of vertical curves as per IRC: SP: 84 -2014 (Geometric Design
Standards for Four Laning of Highways through PPP) is presented in table-4.16 of
chapter 4.
2.2 Available Geometric Design Softwares
There are many geometric design softwares used in different parts of the world
based on its usage and application. Some of those design softwares are listed below
1. MX ROAD
2. Auto Civil
3. AutoTURN
4. ACAD
5. CDS Road
6. Diolkos
7. Earth
8. Eagle Point
9. HEADS
10. High Road
11. Key Terra Firma (KTF)
12. LISCAD
13. Novapoint
14. Pythagoras Road Design
15. PDS – CAD
16. Roadmate
17. Softree
18. Visual Roads
19. Soft Desk
20. VESTRA Civil 3d
2.3 MXROAD
2.3.1 Introduction
MXROAD is an application constructed of a number of modules to permit the
efficient design of a road scheme from the input of the existing ground data through
to the production of drawings and reports defining the scheme. Throughout the design,
tools are available to permit analysis or visualization of the design and to confirm each
step of the design process. The modules that make up MXROAD are:
Quick Alignment.
Road Design and Delete String Groups.
Shoulder Design and Carriageway Widening.
Rule−Based Superelevation.
Junction Design.
Pavement and Subgrade Design.
Cross Sectional Editor.
Report Generator.
2.3.2 Standard string naming convention
The MX standard string naming convention (SNC) has been formed to give
automatic integration to any design produced from any of the MXROAD options. It
may be switched on or off on a per project basis.
Strings created by the MXROAD options are assigned names which store the
following information:
string type
specific road feature
associated master alignment which defines the string group
side of the master alignment on which the string was created
Because many of the options within MXROAD rely on the information returned
from the string names, it is not possible to use MXROAD on models that do not follow
the convention. Any alignment created using MXROAD options should conform to the
standard string naming convention.
CHAPTER – 3
PROJECT DETAILS
Project Packages
In this we have taken the stretch from Kamthi (Ch-356.700) to Solapur (Ch-
378.100) for our geometric design by using MX Road software.
3.4 General Features of Project
Right of Way
The standard lane width of carriageway for the Project Highway shall be 3.5m.
3.4.2 Alignment
The existing pavement is entirely of flexible type with width varying from 6.8 to 7.0 m
and earthen shoulder width varying from 1.5 to 2.0 m. The
height of embankment varies from 0m to 3m.. The existing carriage way has two lane
width with 1.0 m to 2.50 m earthen shoulders
on either side. The embankment height is less than 1.0 m except near the
approaches of bridges where it is more than 5.2 m. In majority of the sections,
roadside drains are available but are in choked condition.
There are many horizontal curves and few steep vertical curves in the project
corridor. Many of the horizontal curves lack adequate sufficient sight distance and
transition lengths, resulting in unsafe driving. Sight distance is very inadequate even
on relatively smooth curves because of abutting cultivation on both sides of road.
Also observed are big trees and plantations all along the road that will be a constraint
on the improvements to geometry. Places where there are settlements, the houses
are very close to the road further making difficult to improve curves.
➢ Material
loss by checking the level difference between the paved surface and
unpaved surface.
➢ Embankment condition and the material loss in the embankment.
➢ Drainage condition.
The road condition survey revealed that the pavement condition is generally fair with
cracking and less percentage of rutting.
Good 23
Fair 63
Poor 14
Junction
Chainage Junction
Details
Two
Kamthi
356.700 Legged
357.255
357.500 Two
Solapur To Kamthi
Legged
357.530
357.770
357.992
T
Minor Junction
358.200 Section
358.337
Minor Junction Three
358.500 Legged
T
Minor Junction
358.600 Section
358.669
359.034
359.094
359.133
359.174
359.200 Bus Bay
359.3
359.354
359.575
Shingoli,Haralwadi Three
361.861 Legged
362.059
362.117
362.320
362.623 Three
Shingoli,Taratgaon,
Legged
362.752
362.946
363.044
363.123
363.451
363.530
363.721
Two
Taratgaon
364.000 Legged
364.076
364.350
364.503
364.829
Three
Shivani,Pathari
365.000 Legged
365.074
365.216
365.400 Bus bay
365.500
365.600 Bus bay
365.71
T
Minor Junction
365.800 Section
366.052
366.330
366.343
366.558
366.800 Bus bay
367.000
367.078
367.150 Bus bay
Three
Hiraj Pathari
367.264 Legged
367.457
T
Belati
367.600 Section
Two
Belati clg
368.000 Legged
368.050 Bus bay
368.097
368.220
368.419
368.548
Two
Busbay,Junction(hirag)
368.600 Legged
369.063
369.195
369.387
369.421
369.622
Three
Hiraj, Belati
369.738 Legged
369.763
369.830 Bus bay
370.015
370.036
370.054
370.063
370.200 Bus bay
370.510
Three
Junction
370.750 Legged
371.019
371.110
371.183
371.322
Three
Junction belati
371.600 Legged
371.634
T
Degoan
372.220 Section
T
Minor Junction
372.400 Section
372.481
372.640
373.058
373.150 Bus bay
373.216
Two
Kegoan
373.350 Legged
373.466
373.550 Bus bay
373.800
373.942 Bridge
Two
Degoan
374.000 Legged
374.096
Two
Junction
374.200 Legged
374.351
Three
Degoan
374.411 Legged
Two
Junction
374.500 Legged
374.601
374.737
374.770 Bus bay
374.985
375.007
375.220
375.426
375.700 Bus bay
Koyan nagar Shelake
vasti Three
375.800 Legged
375.908
375.930
375.973
376.231
Two
Junction
376.350 Legged
376.493 Bridge
376.704
T
Laxmi peth
376.710 Section
Laxmi peth laxmi Three
376.844 vishnu chanl legged
376.881
377.155
Three
Damani Nagar
377.500 legged
377.200 Bus Bay
Three
Junction
377.500 legged
377.555
Three
Junction
377.600 legged
377.800
377.890 Bus bay
377.991
378.100 End Of Package4
7 7 2 1
3.6 Flexible Pavement Proposals
The composition of flexible pavement is proposed by considering soil
characteristics, projected traffic data, design period of 15 years and calculated MSA
value.
The recommended pavement composition as per IRC: 37–2001 (Guidelines for
the Design of Flexible Pavements) is given below.
RIGID PAVEMENT DESIGN
Pavement is one of the significant components of design and therefore it should beable
to withstand projected traffic loading for the design period.
The pavement design is carried out for rigid options using IRCcodesRigid pavement has
been designed in accordance with IRC:58-2015.
Axle load
Design period
Design lane
Design traffic
Axle load spectrum
Wheel base
Temperature consideration
Different cross section of pavements are shown in Appendix 1. Design examples for
different types of pavements are also illustrated in Appendix 1
Step 1 :Stipulate design values for the various parameters
Step 3 :Compute the repetitions of axle loads of different magnitudes during the
design period
Step 4 :Find the proportions of axle load repetitions of each axle load during
Step 5 :Find the axle load repetitions in 6 hours during the day time. The
maximum temperature differential is assumed to remain constant during the 6 hours for
analysis of bottom up cracking
Step 6 :Find the axle load repetitions in 6 hours during the night time. The maximum
negative temperature differential in the night is taken as half of day time maximum
temperature differential. Built in negative temperature differential of 50C developed
during the setting of the concrete is to be added to the temperature differential for the
analysis of top down cracking. Only those vehicles with wheel base less than 4.5 m
need be considered for the analysis.
Step 7 :Compute the flexural stresses at the edge due to the single and
tandem axle loads for the combined effect of axle loads and temperature differential
during the day time. Determine the stress ratio ( Flexural stress/ MR (Modulus of
Rupture) ) and evaluate the cumulative fatigue damage(CFD) for single axle and
tandem axle loads. Sum of the two CFDs should be less than 1 for bottom up cracking.
Step 8 :Compute the flexural stress in the central area of the pavement slab with the
front axle near the approaching transverse joint and the rear axle close to the following
joint under negative temperature differential( as per step 6). Determine the stress ratio
and evaluate the CFD for different axle loads for the analysis of top down cracking. CFD
should be less than 1 for top down cracking. The designer has to provide traffic data
such as rate of traffic growth, axle load spectrum, number of single and tandem axles,
proportion of trucks with wheel base less than transverse joint spacing(say 4.5 m). The
entire design process is programmed on an excel sheet and the designer can make
several trials instantly. All relevant traffic and material data are inputs to the excel
sheets.
It is worth noting that concrete strength increases with age. The excel sheets illustrate
design for 28 day and 90 day strengths of PQC. 90 day strength can safely be used
because of following considerations
(i) Design traffic for edge stress calculation is taken as 25% against 2-3% axle actually
moving near the edge
(ii) Assumption of low terminal load transfer efficiency at transverse and longitudinal
joints for stress calculation. Load induced flexural stress in the early years of
pavements is only a fraction of computed stress
(iv) Conservative recommendation of dowel bar design. There is hardly any gap
between the concrete slabs at transverse joints due to absence of expansion joints but
a gap of 8mm is assumed in design of dowel bar.
(v) The moisture gradient across the depth of the concrete is opposite to that of the
temperature gradient and hence the curling caused by temperature gradient is nullified
to some extent by the warping caused by the moisture gradient. In view of the above
factors, the above design methodology is likely to result in a higher life of the pavement
than considered.
CHAPTER – 4
GEOMETRIC DESIGN STANDARDS
4.1 Design Standards and Specifications
4.1.1 Terrain classification
Terrain classification based on cross slope of the country as per IRC: SP:
84 – 2014 (Geometric Design Standards for Four Laning of Highways through
PPP).
Table 4.1 IRC Specification – Cross slope for various terrain
1 Plain 0 – 10
2 Rolling 10 – 25
3 Mountainous 25 – 60
4 Village Roads 50 40 40 35 25 20 25 20
Formation width for different classes of roads based on terrains as per IRC:
SP: 84 – 2014 (Geometric Design Standards for Four Laning of Highways through
PPP).
Table 4.4 IRC Specification – Width of formation for various classes of roads
5 Multi-Lane 3.5
Crossfall/Camber values for different road surface types as per IRC: SP:
84 – 2014 (Geometric Design Standards for Four Laning of Highways through
PPP).
Table 4.6 IRC Specification – Crossfall/Camber values for different road surfaces
1.7% – 2.0 %
1 High Type Bituminous Surfacing or Cement Concrete
(1 in 60 to 1 in 50 )
2.0% – 2.5%
2 Thin Bituminous Surfacing
(1 in 50 to 1 in 40 )
2.5% – 3.0%
3 Water Bound Macadam Gravel
(1 in 40 to 1 in 33 )
3.0% – 4.0%
4 Earth
(1 in 33 to 1 in 25 )
Table 4.7 IRC Specification – Safe stopping side distance for various speeds
Radius of
Up to 20 20 to 40 41 to 60 61 to 100 101 - 300 Above 300
curve (m)
Super Elevation
The radius values beyond which no super elevation is required as per IRC:
SP: 84 -2014 (Geometric Design Standards for Four Laning of Highways through
PPP).
Table 4.14 IRC Specification – radii beyond which super elevation is not required
20 50 60 70 90 100
25 70 90 110 140 150
30 100 130 160 200 240
35 140 180 220 70 320
40 180 240 280 350 420
50 280 370 450 550 650
65 470 620 750 950 1100
80 700 950 1100 1400 1700
100 1100 1500 1800 2200 2600
Gradient, %
Terrain
Ruling Limiting Exception
Plain/Rolling 3.3 5.0 6.7
The above proposals are used during the designing process. Problems which
where encountered during design and their recommended are discussed in next
subheading.
CHAPTER – 5
PAVEMENT DESIGN:
CHAPTER – 6
DESIGN STEPS IN MX ROAD
Step 1: Importing Survey Data
Step 2: Triangulation
Step 7: Superelevation
The description of major items and project cost are enclosed in ANNEXURE – II
CHAPTER – 8
Step-2: Triangulation.