Welcome to TiddlyWiki created by Jeremy Ruston, Copyright © 2007 UnaMesa Association
Upon the next Roadway workspace update executed, each Designer will have to reset the UPF back up file. Two major modifications effecting this change are:
* To preserve Roadway's tool boxes and tool frames for future compatibility, the Roadway Resource ID has to be renumbered so that there would be no conflict with Bentley's, NCDOT's, and Users' tool box resource ID.
* For those who use the Supplemental Attachment ( SuppAtta ) tool frame, I have update these tool boxes. Disable the M01 or M02 file on you local machine by renaming with the BAK extension (not in the workspace), normally located in the C:\Program Files\Bentley\Workspace\Interfaces\[login name] folder. You will find the revision much more appealing and functional.
Help with the UPF file set up can be found in the CADD Video Master List link located in Roadway Internal Web.
|''Type:''|file|
|''URL:''|file://D:\Rande\websites\CADD_site_080807\cadd\roadwayfaqs\RDWYfaqs.html|
|''Workspace:''|(default)|
This tiddler was automatically created to record the details of this server
Setting up faq for development and use
<<option chkGenerateAnRssFeed>> GenerateAnRssFeed
<<option chkOpenInNewWindow>> OpenLinksInNewWindow
<<option chkSaveEmptyTemplate>> SaveEmptyTemplate
<<option chkToggleLinks>> Clicking on links to tiddlers that are already open causes them to close
^^(override with Control or other modifier key)^^
<<option chkHttpReadOnly>> HideEditingFeatures when viewed over HTTP
<<option chkForceMinorUpdate>> Treat edits as MinorChanges by preserving date and time
^^(override with Shift key when clicking 'done' or by pressing Ctrl-Shift-Enter^^
<<option chkConfirmDelete>> ConfirmBeforeDeleting
Maximum number of lines in a tiddler edit box: <<option txtMaxEditRows>>
Folder name for backup files: <<option txtBackupFolder>>
The addition of Aerial Utility Easement is complete and effective upon the next NCDOT and Roadway workspace updates. This modification affects Roadway levels DGNLIB, Roadway Linestyle Resource (english and metric), and the Roadway Draft Tools Design and Computation Managers (english and metric).
Oak
"Jim McMellon, PE" wrote:
> A new level was created to meet the increasing use of AUE (Aerial
> Utility Easement) called for by the R/W Utility Agents. You will
> find this new line style along with their corresponding levels
> (Prop EAU and Prop EAU Sta Offsets) in your next update of
> workspaces. (Remember the UpdateWS shortcut has just moved).
>
> You'll find these in the Design D&C manager.
|>|>|>|>|>|>| !August 2006 | |>| !Appointments / Holidays / etc |
|Su|Mo|Tu|We|Th|Fr|Sa| |>| August |
|||1|2|3|4|5| |16-18|ustn class |
|6|7|8|9|10|11|12| |18|conference call |
|13|14|15|16|17|18|19| |22-24| geopak class|
|20|21|22|23|24|25|26| |29| NGS seminar |
|27|28|29|30|31||| |30| Dr. Appt |
he following is effective immediately with the next workspace updates.
Any plan sheets files (PSH) created as of today will be able to use this program to automatically place north arrow cells on plan sheet cells. Designers can activate this program by clicking on the toolbox in the RD_DSN tool frame. (2/27/07)
[img[graphics\up1.jpg]]
There are two ways to get help on this program. You can browse through the Roadway web site for the Application Sheet North Arrow Program link, or use the new feature. We are excited to introduce the Compiled HTMLHelp Metafile (.chm) in our in-house applications. CHM is a industry standard that corporation like Microsoft and Bentley are using as a medium to provide custom help assistance to any program they've written. Roadway CADD Support will now use this effective utility and will explore the options of video tutorials and more interactive communication between the program and the Designer to be embedded inside the CHM files.
Starting with this program, the blue Help button on the application dialog box will be the gateway to chm help, which physically exists in our workspace.
[img[graphics\up2.jpg]]
Please refer to the web site and/or the chm help before you begin working with the program or if you need further instructions. I hope this helps and let us know if you have any further questions.
Reference:
Automatic Roadway Sheet North Arrow Placement Program - Web Help
http://www.ncdot.org/doh/preconstruct/highway/roadway/index/Apps/SHNAP/
CRITERIA
1. How does the "CS01 WIDEN BY GUARDRAIL LINE" Criteria variable work for curb and gutter typical sections with berms?
2. Why does Criteria place the guardrail sometimes up in the air freestanding?
1. If you've placed a guardrail line in a DSN and tell Criteria to look for the guardrail element in the DSN, Criteria will only test two situations. First, if the guardrail line is NOT at the face of the curb, then the total berm width is 14' (12' to the face of the guardrail). No matter what the offset distance is in the DSN file. This is in compliance with STD 862.01 sheet 11 or 11. Second if the guardrail line is at the face of the curb (2' from the proposed EOP for 2'-6" curb and gutter), then Criteria will draw the guardrail at the face of the curb and the set BERM WIDTH is used. Also in compliance with the same standard.
2. The formula used to locate the point where the guardrail is to be drawn, WHEN the guardrail line is at the face of the curb, is wrong (going in the opposite direction and slope) and the berm width distance added an extra 6" that is not needed. Remember that the berm width is always measured from the face of curb and not the back of the curb. This is where I think the extra 6" for the curb width came from.
This is what you get with the old formula for CSLP01.CRI.
[img[graphics\cri0001_1.jpg]]
This is what you get with the modified formula for CSLP01.CRI.
[img[graphics\cri0001_2.jpg]]
So in summary, berm width AND the offset distance of the guardrail line in the DSN are not considered when the guardrail line is NOT at the face of the curb. Berm width is only considered when the guardrail line is at the face of the curb.
I hope I have answered your questions and explained the standards used to reinforce our execution of Criteria. Let us know if you have any further questions.
Oak
Reference:
Roadway Design Manual, Part I, Chapter 1-7D, Figure 1, Revised 7/01/05 "Desirable Berm Widths with Sidewalks"
http://www.ncdot.org/doh/preconstruct/altern/value/manuals/RDM2001/revpt1ch1-7D.pdf
Roadway Standard Drawings, STD 862.01, Sheet 11 or 11, "Guardrail Placement - Guardrail Treatment at Curb and Gutter"
http://www.ncdot.org/doh/preconstruct/ps/std_draw/06english/08/08620111.pdf
> When using config 2 on the vertical line criteria of course it
> defines centerline mark and labels it with the name of the
> alignment and its stationing. What I want to know is, can another
> define statement be added to also label the offset between the
> chains and the elevation of the profile?
Criteria variable "VL01 OFFSET CHAIN" has been added to the Vertical Line Criteria series. When defined with a valid COGO chain, the offset distance in computed and labeled.
[img[graphics\cri0002a.jpg]]
Note that the offset distance is a COGO computed value from the active GPK database. It is not a graphical measurement. This is to be consistent with cross section pattern lines being cut perpendicular to the mainline baseline, e.g. -L-. In addition, the offset chain does not need to be drawn into the XSC file (because it is a more accurate computation, not a graphical measurement).
Also note the difference between the variable "VL01 Chain" and the variable "VL01 Offset Chain". "VL01 Chain" is the current shape cluster baseline (chain), e.g. in the above picture, SR1106. "VL01 Offset Chain" is the chain to get the offset distance perpendicular FROM, e.g. L. No offset label will be placed if "VL01 Offset Chain" is not defined.
I hope this helps and let us know if you have any further questions.
Oak
Reference:
Vertical Line Criteria Help
http://www.ncdot.org/doh/preconstruct/highway/roadway/index/criteria2000/vline.html
When I sent the cross section file to Hydro, the cross sections were cut sections (Roadway ditches). Hydro proposed the extension of the ditch slope to a ditch grade. A few proposed Roadway ditches had a base. Can I run the DDE Criteria to reflect these changes?
Response:
No. DDE Criteria are only valid with a Roadway fill section. DDE Criteria are only applicable after the original proposed templates have been drawn. You would have to rerun your original Criteria input file, regardless if the Roadway ditch is a base or V ditch. Also the earthwork covered under this scope of work is commonly computed as Unclassified Excavation, not Drainage Ditch Excavation (DDE).
As we progress toward 3D modeling of cross sections, one of our main objects is to minimize "hand" modifications to cross sections as the number of times we cut cross sections and rerun Criteria will drastically increase. Therefore, I have extensively modified the local design side slope (LDSS) Criteria files to accommodate the design of Roadway ditches before Hydraulic design and post Hydraulic plans for total automation.
Typical Roadway Ditch Before Hydro
[img[graphics\cr0003a.jpg]]
Typical Roadway Ditch Post Hydraulic Design
[img[graphics\cr0003b.jpg]]
or
[img[graphics\cr0003c.jpg]]
Note that if a base Roadway ditch is proposed, the base width is automatically dimensioned.
Typical Criteria Input Before Hydro
DEFINE "LD01 DITCH WIDTH"13
DEFINE "LD01 DITCH SLOPE" 4
DEFINE "LD01 FIX CUT SLOPE" 2
Typical Addition to Criteria Input Post Hydraulic Design
DEFINE "LD01 USE DITCH GRADE" 1
DEFINE "LD01 DITCH SLOPE SWITCH" 1
DEFINE "LD01 DITCH GRADE RIGHT" RTDITCH1
DEFINE "LD01 DITCH GRADE LEFT" LTDITCH1
DEFINE "LD01 DITCH GRADE RIGHT BASE WIDTH" 2
DEFINE "LD01 DITCH GRADE LEFT BASE WIDTH" 5
In addition, if a special ditch grade is used, then an option to draft the ditch into a plan view DGN file is made available (just like the DDE criteria).
[img[graphics\cr0003d.jpg]]
[img[graphics\cr0003e.jpg]]
[img[graphics\cr0003f.jpg]]
[img[graphics\cr0003g.jpg]]
[img[graphics\cr0003h.jpg]]
Note that the direction of ditch flow lines are automatically and correctly placed. This is in compliance with our Ditch Drafting Guideline. As a check, if the proposed ditch grade elevation is above natural ground, then an error statement will indicate where the problem has occurred.
[img[graphics\cr0003i.jpg]]
Lastly, at this time there are no considerations for the same modifications being done to the arterial design side slope (ADSS) and freeway design side slope (FDSS) Criteria files. This is due to the complexity of the ditch width warrants, hinge point for cuts, and the 8' vertical curves (on FDSS ditches) associated with these type of ditches. We will address these scenarios as the need for them arise.
I hope this helps.
Oak
References:
Copy and paste the links into Internet Explorer.
Ditch Drafting Guideline
http://www.ncdot.org/doh/preconstruct/highway/roadway/Guidelines/ddd/dd.html
Criteria Manual-LDSS
http://www.ncdot.org/doh/preconstruct/highway/roadway/index/criteria2000/ldss.html
Roadway Design Manual, Part I, Chpt. 1-2A, F-1
[img[graphics\cr0003k.jpg]]
[img[graphics\cr0003ij.jpg]]
http://www.ncdot.org/doh/preconstruct/altern/value/manuals/RDM2001/part1/chapter1/pt1ch1.pdf
How come the text size for cross sections sometimes comes out too small or too big and sometimes just right? Is there a way to adjust this with our Criteria? Also, is there a way to fix the font used in Criteria?
Response:
The reason why some of the text sizes are not consistent is mainly because while there are several cross section scales used to layout and plot cross section sheets, there is only one set text height and width (size) value.
For example, below in figure #1, the slope, elevation, and superelevation texts are legible when layout with a scale of 5 half/10 full (75' left and right). In figure #2, the same texts are not legible with a cross section sheet layout scale of 10 half/20 full (150' left and right).
Figure #1
[img[graphics\cri0004a.jpg]]
Figure #2
[img[graphics\cri0004b.jpg]]
There are more than 40 variables used to control the various text sizes and text offsets. To simplify and standardize the process, a new "Project Scale for Cross Section" mechanism has been developed. Adjustments are made to, but not limited to, the following type of cross section texts via Criteria input files:
* slope text height
* slope text width
* slope text offset
* elevation text height
* elevation text width
* elevation text offset
* superelevation text height
* superelevation text width
When Criteria variable "XS Project Scale" is defined (preferably right under the template configuration definitions) in your Criteria input as any scale value greater than 1, then the mentioned text types will automatically be adjusted in size.
Recommendations
For bridge projects or dual lane roadways (-Y- Lines):
* Define "XS Project Scale" 5 (no equivalent metric scale established to date)
* Layout cross section sheets at a scale of 5 half/10 full (75' left and right)
For interchange projects or divided facilities (median):
* Define "XS Project Scale" 10 (closest equivalent metric scale is 125)
* Layout cross section sheets at a scale of 10 half/20 full (150' left and right)
For projects in the mountains with drastic differences in elevation per cross section:
* Define "XS Project Scale" 20 (closest equivalent metric scale is 250)
* Layout cross section sheets at a scale of 20 half/40 full (300' left and right)
Even though the cross section scale is completely linear in equation, it is not recommended that an odd scale such as 7.5 be used. In addition, if the cross section project scale is not defined, then the default text values are used. No adjustments will be made, as it has always been.
However, lately there is a growing movement to standardize the text size and text font used in Roadway's cross sections. In addition to adjusting the size of text, if cross section project scale is defined, then font 11 (for legibility reasons) will be used as the standard text font automatically. While there are existing projects in production with various cross section fonts and text sizes, the Microstation active font and various 40 plus Criteria variables are still operative and applicable. Eventually, this transitional time period will end and all text sizes and text fonts will be standardized. Therefore it is prudent, when possible, to use the cross section project scale and/or font 11 as often as you can, as new cross section are being created.
I hope this helps and as always, just ask Eddie if you have any questions.
thx,
Oak
References
Roadway Text Standards
http://www.ncdot.org/doh/preconstruct/highway/roadway/V8/main.html
Roadway Design Manual, Part II, Chpt. 19-1, Plotting of Cross Section Sheets
http://www.ncdot.org/doh/preconstruct/altern/value/manuals/RDM2001/part2/chapter19/pt2ch19.pdf
Cross Section Fold line Guidelines
http://www.ncdot.org/doh/preconstruct/highway/roadway/index/FLines/Fold_Lines.html
Cross Section Layout (XPL) Video Tutorial
S:\Share\RD_InternalWeb\&6@3(2(\masterlist\xpl_rev\rd_xpl_main.html
(Copy and paste the links to Internet Explorer.)
A Roadway Designer asked:
1. Can the standard placement and location of the guardrail be modified to reflect 2006 Roadway Drawing Standards 846.03, Sheet 2 of 2 for shoulder berm gutters? Currently the face of guardrail is aligned with the back of the shoulder berm gutter. Per standard, the face of guardrail should be aligned with the gutter flow point.
2. My normal usable shoulder width is 10', 4' paved. I am having to define a shoulder width for the normal usable shoulder and the shoulder width of the shoulder berm gutter. Can Criteria be modified to use just one set of shoulder definition and automatically adjust for both situations?
Response:
1. The Curbing and Gutter Criteria (CC) files have been modified to align the face guardrail to the flow point shoulder berm gutters (type 8).
Before : GR Face Aligned with Back of Gutter
[img[graphics\cri0005a.jpg]]
After: GR Face Aligned with Gutter Flow Point
[img[graphics\cri0005b.jpg]]
2. At the present, it is probably not to the best interest of Roadway to combine the shoulder Criteria files for automatic adjustment to shoulder with in shoulder berm gutter scenarios, for the following reasons:
I. Existing shoulder Criteria contain seven (7) cases of shoulder rollover rate scenarios.
II. Existing Roadway Standard Drawings contain seven (7) cases of shoulder rollover rate scenarios.
Both #1 and #2 will ignore any shoulder rollover applications and ignore the normal paved shoulder width because shoulders are paved to the shoulder berm gutter.
III. There is a mixture of curbing berm width and the shoulder width to consider. Normally, for any curb and gutter applications, a curbing berm width has to be defined. For shoulder berm gutters, the curbing berm width is set to zero (0) and the dimension of shoulders are defined instead. Therefore one should separate the station range that has shoulder berm gutters from the station range that does not. For instance;
For normal usable shoulder sections
DEFINE "SH01 WIDTH" 10
DEFINE "SH01 PAVED" 4
and ...
CRITERIA FOR SHAPE CLUSTER
SHAPE CLUSTER BASELINE = L
SHAPE CLUSTER PROFILE = L
SHAPE CLUSTER TIE = 0
SIDE SLOPE LT Where (station <= 1500)
include L:\tmplt01.cri
include L:\shld01.cri
include L:\ldss01.cri
SIDE SLOPE RT Where (station <= 1500)
include L:\tmplt01.cri
include L:\shld01.cri
include L:\ldss01.cri
For shoulder berm gutter sections
DEFINE "SH02 WIDTH" 7.67
DEFINE "SH02 PAVED" 7.67
DEFINE "CC01 CURB TYPE" 8
DEFINE "CC01 BERM WIDTH" 0
and ...
CRITERIA FOR SHAPE CLUSTER
SHAPE CLUSTER BASELINE = L
SHAPE CLUSTER PROFILE = L
SHAPE CLUSTER TIE = 0
SIDE SLOPE LT Where (station > 1500)
include L:\tmplt01.cri
include L:\shld02.cri
include L:\cc01.cri
include L:\cslp01.cri
SIDE SLOPE RT Where (station > 1500)
include L:\tmplt01.cri
include L:\shld02.cri
include L:\cc01.cri
include L:\cslp01.cri
Calculation Example
Note that for shoulder berm gutter, the shoulder (berm) and paved shoulder widths are derived from taking the normal usable width minus (-) the 2'-4" distance from the origin of the gutter to the gutter flow point. For the above example, 10' normal usable shoulder width minus 2.33' is 7.67' of shoulder berm width. Resulting in plan view, shoulder is paved from the proposed EOT to shoulder berm gutter (7.67') and 2.33' to the flow point. Finally directly above the gutter flow point is the faced on the guardrail (10' from the proposed EOT). The purpose of this Criteria modification in the first place.
I hope this helps and thank you, Mike Little, for bring this to our attention.
thx,
Oak
Reference
Roadway Drawing Standards, STD 560.01, Method of Shoulder Construction, Sheet 1 to 2
http://www.ncdot.org/doh/preconstruct/ps/std_draw/06english/05/default.html
Roadway Drawing Standards, STD 560.02, Method of Shoulder Construction, Sheet 1 to 5
http://www.ncdot.org/doh/preconstruct/ps/std_draw/06english/05/default.html
Roadway Drawing Standards, STD 846.01, Concrete Curb, Gutter, and Curb & Gutter, Sheet 1 of 3
http://www.ncdot.org/doh/preconstruct/ps/std_draw/06english/08/08460101.pdf
Roadway Drawing Standards, STD 846.03, Funnel Drain Installation in Shoulder Berm Gutter, Sheet 2 of 2
http://www.ncdot.org/doh/preconstruct/ps/std_draw/06english/08/08460302.pdf
Criteria 2000 Manual, Curbing Criteria
http://www.ncdot.org/doh/preconstruct/highway/roadway/index/criteria2000/cc.html
Criteria 2000 Manual, Shoulder Criteria
http://www.ncdot.org/doh/preconstruct/highway/roadway/index/criteria2000/shld.html
> Criteria is drawing expressway gutter with a 6:1 back slope
> rather than a 4:1 as per Std. 846.01 sht. 1 of 3.
> The station range that I have this is ...
Response:
There are two main problems with the current way Criteria is drawing the expressway gutters.
1. Dimensions and slopes of the expressway gutter are from 1998 Drawing Standards. At that time the nominal gutter back slope was 0.17'/1' (or 6:1) and the gutter back depth was 10".
[img[graphics\cri0006a.jpg]]
Since then, beginning with the 2002 to the current 2006 Drawing Standards, the nominal gutter back slope is currently 0.25'/1' (or 4:1) and the gutter back depth is set to 12".
[img[graphics\cri0006b.jpg]]
2. Current Criteria fixed the expressway gutter back slope to be always 0.17'/1' (or 6:1). Criteria will have to be modified to be in compliance with 2006 Drawing Standards 486.01 Sheet 2 of 3, Section Views of Expressway Gutter in Super Elevation. The gutter base slope, foreslope, and back slope are variable and exclusively DEPENDENT on the superelevation of the proposed pavement. See diagram below.
[img[graphics\cri0006c.jpg]]
The Criteria Library (L:\ Drive) will be updated for these required modifications for expressway gutter standards (right after lunch). Thank you Tina for pointing this out to us so that we can update our Curbing Criteria. Let us know if you have any questions or comments.
thx,
Oak
References:
Roadway Standard Drawings, 1998 -English, STD 846.01 Sheets 1 and 2.
Roadway Standard Drawings, 2006, STD 846.01 Sheets 1 and 2.
http://www.ncdot.org/doh/preconstruct/ps/std_draw/06english/08/08460101.pdf
http://www.ncdot.org/doh/preconstruct/ps/std_draw/06english/08/08460102.pdf
Question:
> What is the proper way to put monolithic conc islands on a two
> lane road that widens out for left turn lane in terms of xsc?
Answer:
Until recently, concrete islands are placed exclusively through the median curbing criteria (mdncc.cri). This requires the cross section to have a median definition or a gap between the two shape clusters.
The NCDOT Criteria has been modified to draw concrete islands for an undivided facility. It is required that a Geopak shape be created underneath the concrete island. Below is a sketch depicting the different cases where this new Criteria feature is applicable.
[img[graphics\cri0007a.jpg]]
Below is a sketch depicting the different cases where this new feature is non-applicable.
[img[graphics\cri0007b.jpg]]
There are three new variables that has to be defined in order to draw the concrete islands.
DEFINE "TM01 DRAW MCI" 1
Switch to draw the concrete islands. Default is 0, not to draw the concrete islands. Define as 1 to draw concrete islands in the XSC file.
DEFINE "TM01 MCI KEYED IN DEPTH" 1.5
Defined, in inches, if the concrete island is Surface Mounted (Default depth of 0) or Keyed In (depth value greater than 0). This also affects the level the concrete islands are drawn in the XSC. If a keyed in depth is define to be any value greater than zero, then the concrete island is drawn on level "Prop Conc 5in Monolithic Keyed In Island". Else, it will be drawn on level "Prop Conc 5in Monolithic Surface Mount Island". Also affected is the way the proposed pavement is drawn.
For surface mounted concrete island, the proposed pavement surface is draw across the and below the concrete island.
[img[graphics\cri0007c.jpg]]
For concrete islands with a keyed in depth, the proposed pavement surface is broken across the concrete island.
[img[graphics\cri0007d.jpg]]
DEFINE_DGN "CONCRETE ISLAND"\
DGN = R:\Roadway\Proj\tip#_rdy_dsn.dgn\
LVNAME = Prop Conc 5in Monolithic Keyed In Island
Define DGN statement to tell Criteria in what file and what level the concrete island shape is on.
[img[graphics\cri0007e.jpg]]
DEMO:
Create the Geopak shapes (dependent- blue and independent- black) across concrete islands.
[img[graphics\cri0007f.jpg]]
Below are three cross sections cut by the blue pattern lines. The concrete island starts on the right side of the centerline (#1) and then move to on top of the centerline (#2) and on the last cross section, it is on the left side (#3).
[img[graphics\cri0007g.jpg]]
Here are the three cross sections played through the Cross Section Movie Navigator.
[img[graphics\cri0007h.gif]]
DISSECTION:
Per Roadway Drawing Standard 852.01, Criteria draws the concrete island (Surface Mounted and Keyed In) as depicted in the following typical.
[img[graphics\cri0007i.jpg]]
Currently, Criteria does support curb and gutters in conjuction with concrete islands for an undivided facility. This may be in the plans for future or in next version of Criteria.
HTH. This Geopak Criteria enhancement was requested by Jason Talley and Danny Gardner. Sample Criteria input files and updates to the Criteria 2000 Manual will follow shortly. Let us know if you have any questions.
thx,
Oak
REFERENCE:
Roadway Standard Drawings, 2006, STD. 852.01 Concrete Islands
http://www.ncdot.org/doh/preconstruct/ps/std_draw/06english/08/08520101.pdf
@ Triangle Town Blvd and I-540 (Raleigh, NC)
[img[graphics\cri0007j.jpg]]
@ Old Wake Forest Rd and Capital Blvd/US 1 (Raleigh, NC)
[img[graphics\cri0007k.jpg]]
Why do I get this error message "DDE CLOSURE ERROR ON EW LINE" when processing the DDE Criteria for cross sections drawn with Template Configuration 1 ( DEFINE "TM01 CONFIG" 1 )?
Answer:
"TM01 CONFIG" 1 is a widening typical template which disregard the Geopak shape profile, but uses only the Geopak shape superelevation rate and offset values. When proposed cross sections are drawn with this Template Configuration, the finish grade pavement surface (blue line) and the subgrade earthwork line (pink line) are not drawn across from the centerline to the proposed EOT (or outside edge of Geopak shape).
Therefore, when the DDE Criteria is processed afterward, its first attempt is to start at the Centerline (PGL) and trace the DEFINE XS Elements to natural ground. In theory, this is the slope stake point. Below is a typical DEFINE XS Element statement which Criteria uses to trace back to natural ground.
DEFINE_DGN "DD PROPOSED EARTHWORK ELEMENTS"\
DGN = U2007_RDY_XSC_Y14.DGN\
TYPE = LINE,LINE_STRING,ARC\
LVNAME = PROP XS FINISH GRADE EARTHWORK, PROP XS SUBGRADE EARTHWORK
Since the subgrade earthwork level lines is not drawn across the proposed pavement (Geopak shape) with "TMO1 CONFIG" 1, DDE Criteria will flagged the cross section with the mentioned error message.
[img[graphics\cri0008a.jpg]]
To remedy the problem, I have modified the DDE Criteria to ALWAYS start one foot outside of the proposed EOT (or outside edge of the Geopak shape), instead of starting from the Centerline (PGL). This will prove to be more efficient and the probability of locating one of the earthwork level lines are high at this offset distance. This technique will also work for all Template Configurations, 0 through 3. With the modified DDE Criteria, the cross section below depicts a successful tracing of the earthwork level lines back to natural ground (slope stake point) and a successful completion of a typical drainage ditch.
[img[graphics\cri0008b.jpg]]
HTH. Thank you Bryan Edwards for alerting us of this Criteria problem. I hope the Divisions (DDCs) can find this fix helpful. Let us know if you have anymore Criteria questions.
I see on the roadway design website that there is a bridge criteria line for deck depth, rail height, rail offset and median side of cluster, but none for rail width. My Project Engineer, A.K.A. [...], is asking me to make the rails wider. Is there anyway I can do this without modifying by hand?
Answer:
The current Bridge Criteria draws the bridge rail width according to the following expression:
Bridge Rail Width = Bridge Rail Height / 3
Currently, Designers can adjust the rail width by adjusting the rail height. For example, define "BD01 RAIL HEIGHT" 3 will result with the rail width of 1'.
For this situation, the Designer wants to draw the bridge rail 2' wide. To do this the rail height must be 6'. This is not a viable option.
The Bridge Criteria has been modified to draw the bridge rail width with a redefinable variable. Below is an example of how the new variable works.
DEFINE "BD01 RAIL WIDTH" 2
Criteria draws the bridge rail 2' wide.
[img[graphics\cri0009a.jpg]]
If "BD01 RAIL WIDTH" is not the defined then the Default value of 1' or (0.30 m) is used.
The current criteria does not have capability of drawing sidewalk into the cross-sections. You maybe could use the Draw Ancillary Features tool to draw in the sidewalk edgelines, but that is about it. For what it is worth, we do plan to have that functionality in the New Criteria that Geopak will write for us ... only have to wait about a year for it!
In MicroStation 8.05.02.55 (the version on new Cadd Machines that are being deployed), when a user edits a text element, the text shows up large in the Ustn Word Processor.
To adjust this, use the following key-in command in MicroStation
wordproc displayfontsize xx (xx being whatever font size you want)
/***
Just some bits and pieces
***/
//{{{
config.messages.messageClose.text = "X"; // default is "close"
config.views.wikified.defaultText = ""; // default is "The tiddler '%0' doesn't yet exist. Double-click to create it"
config.options.chkHttpReadOnly = false; // Enable editing so that visitors can experiment with it
//}}}
One of the questions on this week's Did You Know trivia is "[does] criteria addresses widening of shoulders for temporary detours the same manner as the regular roadway shoulders?".
Shoulder widening for guardrail installation can be handled via the side slope criteria. According to the Criteria 2000 Manual for chapter on Local Design side slope, use this statement;
DEFINE "LD01 FILL SHOULDER WIDENING" [widening width]
See picture below.
The statement is applicable to the appropriate definition of Local Design (LDSS), Arterial Design (ADSS) , and Freeway Design (FDSS) side slopes. Note that terms "Standard Slopes" and "Side Slopes" can be used interchangeably when Roadway Designers refer to it between the Criteria 2000 Manual and Roadway Design Manual.
If the common standard shoulder widening of 3' (1 m) is used for guardrail installation, then the above statement can be omitted because the default value is 3' (1 m).
If the Designer wishes to use the uncommon standard shoulder widening widths for guardrail installation, then the above statement has to be included in the criteria input files.
Examples:
DEFINE "LD02 FILL SHOULDER WIDENING" 2
DEFINE "LD03 FILL SHOULDER WIDENING" 4
Criteria now has the ability to perform the limits of construction in a plan view file (SS) at the same time Criteria is being processed in the cross section file (XSC). As an option, users can choose to turn on the switch to be prompted for the plan view file to draw in the slope stake lines. The variable for this switch is;
"DRAW SS IN PLAN"
By default the switch is turned off. To turn the switch on, define this variable as 1. The LOC feature of Criteria is a subroutine called from these 4 roadway side slope Criteria files.
* Local Design (ldss)
* Arterial Design (adss)
* Freeway Design (fdss)
* Catch Slope (cslp)
If slope stake lines are drawn in the slope stake plan view file (SS), then the cut "C"s and fill "F"s will be labeled only for section in transitioning. The angle of both these labels are automatically rotated tangent to the centerline for each station.
[img[graphics\cu01.jpg]]
Also if bridge Criteria are used, then no slope stake lines will be drawn around bridges.
[img[graphics\cu02.jpg]]
Example:
DEFINE "DRAW SS IN PLAN" 1
I hope this helps and let us know if you have any questions.
Oak
Reference
Criteria Overview - see Limits of Construction
http://ncdot.org/doh/preconstruct/highway/roadway/index/criteria2000/content.html
Sample Criteria Input Files - See Limits of Construction (Slope Stakes) and Multiple Bridge Criteria
http://ncdot.org/doh/preconstruct/highway/roadway/templates/criteria.html
I was having trouble fitting my cross-sections on 5/10 scale sheets. My supervisor says that 10/20 scale sheets are too small to read on half size plots. I've tried justifying left and right and shifting margins as well as sheet placement offsets, but it all of it will not fit. What are my options? Is there anything you can do to help me? Do you have any suggestions for me?
Reply:
Cross Section Fold Lines Guideline has been added to Internal Web Page under Index and Guidelines.
[img[graphics
smailx26.jpg]]
As a reminder, all Roadway Guidelines are just guidelines. They exist to assist Roadway Engineers and Technicians in plan production. There role is not to be standardized in establishing design policies. Always asked your Project Engineer about their design preference with fold lines and other guidelines before attempting to do the work.
please change the standard cross section font from 23 to 11 for the following level name items.
* Prop XS DDE Slope Text
* Prop XS DDE Text
* Prop XS Ditch Slope Text
* Prop XS Ditch Standard Text
* Prop XS Elevation Labels
* Prop XS Side Slope Text
* Prop XS SS Elevation Text
Roadway Text Standard Page
http://www.ncdot.org/doh/preconstruct/highway/roadway/V8/main.html
We are currently re-instating the text font standard in Criteria for these levels.
I have added a three details for rule number eight to the Drainage Ditch Drafting Guideline.
[img[graphics
smailditch.jpg]]
These details are used as a general guide to illustrate our understanding of how drainage ditches are paid for. It is important we understand how drainage ditch are paid for that determines how they are represented and drafted on plans.
Please review when time permit. As always Guidelines are just guidelines. Project Engineers and Project Design Engineers always have precedence in drafting preferences.
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GeopakFaqs
MicroStationFaqs
PlottingFaqs
OtherFaqs
A Roadway Designer asked:
"Whatever happened from the meeting we had a few months ago about eliminating levels? Just curious, haven't heard or seen anything on this in awhile."
In general, there are no clear-cut way to managing levels. The ideas, the logic, and the practice all varies from one State Agency to another, from one discipline to another. Roadway was at the cross road at the time the above meeting was held, to review our levels and to see if we can audit our levels to make it more efficient to manage. After receiving the inputs from the floor and working with NCDOT IT CADD Services Unit, Roadway CADD Support was faced with a tough decision on how to proceed with the management of Microstation levels for the Roadway Design Unit. Below are the choices.
1. When Designers are manually interacting with the Active Attribute tool boxes (selecting active level, color, weight, and line style) and manually selecting a level from a list of hundreds, sometimes thousands, of levels, will cause a major counter-productive environment for us. Thus, elimination of levels will have to be made.
Or
2. Through some automation process, method, or program, limit the Designers interaction with the Active Attribute tool boxes to perform certain task and let the automation control the level selection. This would be ideal for productivity.
In comparison, the choices were like the "design" of Microstation itself. Before V8, Designers only have 63 levels to choose from, and most the time chose the active level manually. With V8, it would be counter-productive to manually choose a level from of list of hundreds to thousands of levels. At the same time trying to make sense of the logic, function, and structure of the level names.
Roadway CADD Support chose the second option because of these reasons:
* If we eliminated, renamed, or restructured a large portion of levels in the Roadway level library , this cause us major problems with existing elements already placed.
* Current Microstation features such level filters can be used to aid the list of levels.
* Current in-house developments automate the level selection process. Hearing Map Design and Computation Manager for example.
* The congruency between the industry (mainly Bentley) and what is shared with one of the Roadway CADD Standard Committee vision. Starting with V8 to Microstation XM, to Microstation code name Monet, common tasks are well define as template functions. For example, to draw a line, XM will prompted the Designers, "What kind of line?". Default, EOP, Profile, etc .... The vision is to let Designers choose design features, and not levels to control what is being drawn in a file.
There are other reasons but will make this email too long (as it already is) to mention. We will continue to examine our level libraries from time to time. Meanwhile, explore methods to automate level selection, thus producing a more effective and efficient set of Roadway level libraries. Thank you for your question and your interest in our Roadway level schema.
A Roadway Designer wrote:
> My -email is not responding when I delete messages.I keep getting
> a message saying my mail box quota has been exceeded but when I
> try to delete some it won't let me.
Response:
Most of the time, this due to the Trash folder on the email network server being full. If the Designer delete any messages from the standard Inbox, Sent, Draft, or Sent Items network server folder, by default, the email get sent to the Trash folder. If the Trash folder is over 5 MB, then it is considered full. An error message will appear when attempting to send any deleted emails to the Trash folder at this point. Ultimately, as a direct result no one can send email to a recipient with a quota limit (5 MB) exceeded error condition pertaining to the Inbox folder.
To Resolve Email Quota Exceeded Problems:
[img[graphics\gen06a.jpg]]
If you unable to empty the Trash folder, then while in the Trash, Sent, or Inbox folder, respectively in this order, select the unwanted emails to delete and depress Shift+Delete buttons on the keyboard to delete emails permanently without sending it to the Trash folder. Sometime the emails will have to be sorted by "Size" and starting with the smallest email size, delete ONE at a time to delete until you can select multiple emails to delete.
[img[graphics\gen06b.jpg]]
Lastly if you unable to delete the unwanted emails by depressing the Shift+Delete buttons on the keyboard, then move the emails from the network server, to the local Trash folder. Note that any folder below the red highlight is considered local folders located on the C:\ drive under your Netscape profile. Because the storage capacity is now greater, depending on the hard drive size for C:\ drive partition, you can either leave it there or delete it permanently. Also be aware that the emails stored on the local C:\ drive is NOT backed up.
[img[graphics\gen06c.jpg]]
To Prevent Email Quota Exceeded Problems:
* If a heavy load of emails are sent from a sender, then set the Sent folder for emails to the local folder under Edit > Preferences > Mail & Newsgroups > Copies and Folders.
[img[graphics\gen06d.jpg]]
Create personalized local folders and store emails there instead of on the network Inbox or Trash server folder. As mentioned before, the local folders on the C:\ drive is NOT backed up. Project Engineers and some Squad Leaders are using the U:\ drive as the local folder resident. This IS backed up. However the U:\ drive also has a limit of 50 MB for most Roadway User network accounts. As an alternative and suggestion, burn to CD as back up when full and restore to the local C:\ drive for TIP project query and search listing as needed.
[img[graphics\gen06e.jpg]]
If you are still unable to resolve this particular email problem, then fill out the Roadway Request Form, Computer Service. Designate the problem as a "Software" problem with "Netscape Mail". I hope this helps.
designer wrote:
One of the firms we are dealing with has been having trouble
sending in their files by FTS. They say that it will not allow
them to send all their files at once. They will send us several
parts until we get all the info. I am not sure if there is a
size limit to this system or if there is some other problem. Do
you have any insight to this? Thought I would check with you.
Replied:
Our Index page has been recently updated for FTS to match the Help section from FTS.
http://www.ncdot.org/doh/preconstruct/highway/roadway/index/FTS/Welcome.html
From the Help section of FTS, if the user doesn't install the enhanced features (Microsoft .NET Framework and
the NCDOT Security Policy), they can only send individual files up to 150MB. If they load the enhanced features,
then up to 1GB.
Upload up to 1GB - You can now upload as much as 1GB to each file transfer using enhanced features. With
basic functionality, the maximum file size you can upload is 150MB per file transfer.
The Roadway tool frame RD_DSN has been re-arranged to be more efficient and more organized.
Before [img[graphics\gen00071.jpg]] After [img[graphics\gen00072.jpg]]
1. The AutoTurn toolbox has been moved up with the RD_NCREMAP toolbox.
2. RD_Typicals tool family has been removed due to the obsolete cell references and replace it with a line of RD_DDB tool family.
3. Added a new line of tool family called RD_VBA (2nd row, 2 column). The first tool is introduction of the new procedure to create a Centerline Coordinate List. in addition, Designer can create a Centerline Coordinate List Sheet with the new Roadway feature call "The Roadway Easy Print Button". The help file has been linked to the World Wide Web via the blue HELP button. We will gradually remove the old method from our Workspace and Web Site. Get familiarized with this procedure when time permit.
[img[graphics\gen00073.jpg]]
4. The rest were just rearrange in the order they are used and to avoid potential conflicts with clicking the wrong button.
Just miscellaneous info below. Read on if you want to.
*******************************************************************
Roadway CADD Support is in the middle of monitoring the status and schema used in tool boxes. In the past we have always mimic each tool family in function just like what Microstation has always done. For example, the Microstation tool family Text contains all toolboxes related to placing text elements in a file.
[img[graphics\gen00074.jpg]]
Our RD_MDLapps tool family also perform the same function.
[img[graphics\gen00075.jpg]]
Lately we are questioning the movement of The Industry as how toolboxes are laid out. Geopak for example lay out there tool boxes according the type of file you're in. Whether you're in a x-section, plan sheet, profile sheet, or 3D DTM file, tool boxes are grouped in this manner. Roadway has not commit to this schema in our toolbox design. With the advent of Microstation XM and Monet, Microstation itself will evolve to a more "object oriented" toolbox design (i.e., Task Template features and one column Main tool frame). At that time, after the conversion, Roadway Design will re-evaluate our position and if need be, convert our toolboxes to the new schema and structure.
he new web help for the Design File Generator can be found
in the Roadway Index and under Design File Generator.
http://www.ncdot.org/doh/preconstruct/highway/roadway/index/DgnGen/
(The above link can be copied and pasted into Internet Explorer
if it does not work in Netscape Navigator)
There is a section in the Dimensions and Workspace area that
mentions the Microstation Global Origin settting for all the seed
files used by NCDOT, if someone should ask. When time permit,
review for accuracy or if you have any questions about the
program.
he following question was submitted by the Roadway Request for a Remote Troubleshoot Session.
> The XD command is not working correctly ... on
> some projects we have. Anyone else reported problems with it?
> Is it how the files were created.? Global Origins?
Response:
You are right with the assumption that the global origin difference is the problem. The distance from the global origin to the previous view file is applied to the next view file. This problem affects our in-house MDL application, RD_AutoXD, as well as Microstation file exchange commands. In most cases, Microstation files subjected to having this kind of problem are files converted or/and remapped from V7 to V8 that retained their old various global origins. The new V8 files, using Design File Generator and the new seed files, have one global origin*. This can also be applicable to the older converted/remapped files with the same origin. As long as the previous file has the same global origin as the next file, the view will be coordinately the same.
Having said that, copy and paste the below link to Internet Explorer to view the video RD_AutoXD help.
S:\Share\RD_InternalWeb\&6@3(2(\masterlist\RD_AutoXd\rd_autoxd.html
Note that the "home" feature of RD_AutoXD has been disabled. I hope this helps and let us know if you have any further questions.
thx,
Oak
* Even though V8 files have different global origins for 2D , 3D, english, and metric, RD_AutoXD will still work if you are going from one file to the other with the same origin, 2D or 3D and english or metric.
A Roadway Designer mentioned;
In reference to plotting the 1'-6" curb and gutter lighter;
> Oak,
> The 1'-6" (450mm) C&G should be copied 1.5' (0.450m) from EOP.
> The island should match up with the center of 1'-6" (450mm) C&G.
> This may not eliminate the problem, but this the correct way to
> draw 1'-6" (450mm) C&G on Roadway plans.
Base on our (Eddie's and mine) design experience in production, the line (and offset) which represents curb and gutter on plans is heavily dependent on the dimension convention used. There are two main dimension conventions that are used in a set of Roadway plans. They are either dimensioned from face to face (F-F) of curb or back to back (B-B) of curb. These two conventions are detailed on the Typical Sections and on each plan sheet.
Example of Curb and Gutter Dimension Convention - Face to Face
Typical Section
[img[graphics\gen0011a.jpg]]
[img[graphics\gen0011b.jpg]]
Per Plan Sheet (Dimension in DSN File)
[img[graphics\gen0011c.jpg]]
Below is a sketch of some curb and gutter types using the Face to Face curb dimension convention. The one red line represents the curb and gutter or just the curb line on the plans. Note the dashed black line is just used as reference and not drawn.
[img[graphics\gen0011d.jpg]]
Below is a sketch of some curb and gutter types using the Back to Back curb dimension convention. The one red line represents the curb and gutter or just the curb line on the plans. Note the dashed black line is just used as reference and not drawn.
[img[graphics\gen0011e.jpg]]
In addition, for proposed concrete gutters (without curbing), the one red line representing the proposed gutter is strictly located at the gutter water flow point as shown on the plans. Note the dashed black line is just used as reference and not drawn.
[img[graphics\gen0011f.jpg]]
Roadway CADD Support does not recommend mixing the two conventions. For example, dimensioning the roadway width as "28.5' F - B". This can prove to be counterproductive and cause some confusion in plans interpretation. Regardless of which convention is used, the method chosen should match what is labeled on the plans and what is dimensioned on the Typical Sections. For the above example and what the Designer has chosen for his particular TIP project, if the 1'-6" curb and gutter is dimensioned from face to face of curb, then the EOT line is copied over 9" (0.75').
[img[graphics\gen0011g.jpg]]
If the 1'-6" curb and gutter is dimensioned from back to back of curb, then the EOT line is copied over 18" (1.5').
[img[graphics\gen0011h.jpg]]
Note that three major design items are affected by which convention used. The three items are the three center curve layout, berm width (always from the face of curb to berm cut/fill hinge point), and the concrete driveways (drop and radius types) computations. Please be aware of these three design items and others like them, if one chooses to use the Back to Back convention.
HTH. Thank you Herman Edwards for letting clarify how curb and gutters are dimensioned. Let us know if you have any further questions.
Oak
Reference:
Roadway Standard Drawings, STD 846.01, Concrete Curb and Gutter
http://www.ncdot.org/doh/preconstruct/ps/std_draw/06english/08/08460101.pdf
Roadway Design Manual, Part I, Chapter 1-7, Desirable Berm Widths
http://www.ncdot.org/doh/preconstruct/altern/value/manuals/RDM2001/part1/chapter1/pt1ch1.pdf
TIP U-3612
TIP U-2507A
A Roadway Designer asked:
The limits of construction program generally works fine, but when it decides it doesn't want to, no one can find out what's hindering it from working. The earthwork input will run, so the message stating that your proposed doesn't intersect with the existing is false. I don't understand how earthwork will run the same x-sec file but the slope stake file won't operate properly. [ What can be the cause of the problem?]
Reply:
There are various reasons why LOC sometimes doesn't work. In this particular case the Designer mentioned that the cross sections have no problem processed by other Geopak programs, like the mentioned earthwork input file. This mainly leads to one cause of the problem, Geopak's tolerance settings. The tolerance setting used for the earthwork input file should be set to the same value for LOC.
[img[graphics/nsmail4g.jpg]]
A Roadway Designer asked:
While using the layout offset chain tool in COGO I noticed that the offset distances were not where what I would have expected. I went to the Geopak online help and noticed that the information given for how this tool works is very confusing and possibly incorrect... [Can you offer some clarification to this COGO command?
Reply:
The Geopak COGO Layout Offset command is confusing in terms of how the program format is structured versus how engineering logic dictates. Here are is a brief guideline to clarify some confusion:
1. Projection and interception are always FROM the "Baseline" field (Chain Name 2) TO the "To Chain" field (Chain Name 1) or point number(s).
2. The key in station range are input stations with respect to the "Baseline" field (Chain Name 2).
3. The output stations and skew angles are with respect to the "To Chain" field (Chain Name 1).
4. Key in for basic layout offset chain to point option:
LAYout OFFset CHAin [Baseline field] [pa pb (point numbers)]
EX. LAY OFF CHA L 17000 - 17020
[img[graphics/nsmaillo1.jpg]]
Note that the perpendicular angle is from the Baseline field. It is impossible to form angle from a point.
5. Key in for layout offset Baseline to a Chain with Radial Interception option:
LAYout OFFset CHAin ["To Chain" field (Chain Name 1)] CHAin [ "Baseline" field (Chain Name 2)]
EX. LAY OFF CHA L CHA BL EVEN 50 5+00 21+00
[img[graphics/nsmaillo2.jpg]]
Note that the perpendicular angle (90°) is formed TO the Baseline field (Chain Name 2). Do not get it confused with the circled "To Chain" field. As stated in rule #1, distances are intercepted AT and FROM the "Baseline" field (Chain Name 2) TO the "To Chain" field (Chain Name 1).
6. Key in for layout offset Baseline to a Chain with Radial Projection option:
LAYout OFFset TO CHAin ["To Chain" field (Chain Name 1)] CHAin [ "Baseline" field (Chain Name 2)]
EX. LAY OFF TO CHA L CHA BL EVEN 50 5+00 21+00
[img[graphics/nsmaillo3.jpg]]
Note that the perpendicular angle (90°) is formed TO the "To Chain" field (Chain Name 1). The only difference between the this option and the rule #5 is the added "TO" the first chain name. Again, do not get it confused with the circled "To Chain" field. As stated in rule #1, distances are projected FROM the "Baseline" field (Chain Name 2) TO the "To Chain" field (Chain Name 1).
7. For the Baseline TO Chain layout offset command, the "To Chain" field only refers to another chain a Baseline field chain references its corresponding station, distance, and skew angle FROM. The Radial Interception or Radial Projection option refers to and control as to which chain ("Baseline" or "To Chain" field) does the perpendicular angle (90°) formed TO.
Note that the blue "TO" indicates as to which chain the perpendicular angle formed to. The black "TO" refers to just another chain a baseline is to reference to. Let us know if you have any questions.
Reply:
The the following is an excerpt from CADD email GEO 0004 - Features on the Template Earthwork Input File:
[1st Process Earthwork Block]
Process Earthwork for Baseline = [chain]
job number = rdy
beg sta = [Beg of Project]
end sta = [Beg Bridge or End of Project]
[2nd Process Earthwork Block...]
/* BRIDGE -Next block can be deleted if no end bents (bridges)- */
Process Earthwork for Baseline = [chain]
job number = rdy
beg sta = [End Bridge]
end sta = [Next Bridge or End of Project]
[3rd Process Earthwork Block...]
/* BRIDGE -Next block can be deleted if no end bents (bridges)- */
Process Earthwork for Baseline = [chain]
job number = rdy
beg sta = [End Bridge]
end sta = [Next Bridge or End of Project]
The purpose of using multiple process earthwork runs is to process one earthwork input file without computing the earthwork quantities around bridge areas. Multiple process earthwork runs can also be used to separate earthwork for every 3000' (1 KM). Note that the stations has to increase in order.
Below is a sketch describing the location and stationing of each Process Earthwork block.
[img[graphics/nsmailMEPB.jpg]]
A Roadway Designer asked:
After processing criteria, guardrail placement in the XSC file is located at an offset to the post. We would have to manually fence the guardrail elements in the XSC file and move them out so that the offset is to the face of the guardrail. This is sometimes time consuming on larger projects. Is there a way to mitigate this circumstance in order to limit production loss time?
Reply:
With the reference to the Roadway Standard Drawings 2006 Manual, STD. 862.01, the criteria has been modified accordingly per this request. Guardrails are now placed at an offset to the face of the guardrail, not to the post. Usually this is the normal usable shoulder width or the shoulder width line before the shoulders are widened for guardrail installation.
[img[graphics\nsmailfg.jpg]]
Please notify your folks to discontinue the time consuming efforts to manually move these guardrail elements.
A Roadway Designer asked:
I am having to constantly change the text height and width because the labels are vertically elongated and the number of significant digits for superelevation labels in the XSC file . Is there a way to set the text parameters for the superelevation labels in the cross sections files?
Reply:
The original intent of the vertically elongated superelevation labels in cross sections was to minimize the width of the text drawn into the cross section file by criteria.
[img[graphics\nsmail0R.jpg]]
The criteria files have been modified to the following:
* Default text height and width changed from 2 : 0.6 to 1.25 : 1.25.
* Superelevation labels are set from 4 significant figures to 3.
[img[graphics\det1|nsmail7U.jpg]]
Below is a table of criteria variable definitions used to set superelevation label parameters
VARIABLE NAME
DEFAULT
USER RE-DEFINABLE?
EXAMPLE
TM## SUPER TEXT HEIGHT 1.25 YES DEFINE "TMO1 SUPER TEXT HEIGHT" 2
TM## SUPER TEXT WIDTH 1.25 YES DEFINE "TMO1 SUPER TEXT WIDTH" 2
FONT 11 NO, FIXED
TEXT JUSTIFICATION CENTER BOTTOM NO, FIXED
TEXT LOCATION 0.5' VERTICALLY, CENTER OF SHAPE NO, FIXED NOTE, VALID IF SUPER BAR IS NOT USED.
TM## USE SUPER BARGRAPH 0 (NO) YES DEFINE "TMO1 USE SUPER BARGRAPH"
TM## SUPER VERTICAL OFFSET 14 YES DEFINE "TM## SUPER VERTICAL OFFSET" 10
TM## SUPER LEADER LENGTH 4 YES DEFINE "TM## SUPER LEADER LENGTH" 2
NUMBER OF SIGNIFICANT DIGITS 3 NO, FIXED
LEVEL ATTRIBUTES PROP XS TEXT: CO AND WT = 0 NO, FIXED
I hope this helps. Let us know if you see any discrepancies or if you have any questions.
A Roadway Designer asked:
I have proposed Detour cross section templates that I have already ran criteria for into my Main Line, is there a way to label the Chain name and station of the Detour alignment with respect to my Main Line?
Reply:
Yes. Vertical Line criteria configuration '2' is applicable in this case. After the proposed cross section template has been processed, re-run criteria with the Vertical Line criteria input configured to '2'. This will draw only the vertical line elements and not modified already placed proposed templates. Typical results are shown in the below picture.
[img[graphics\nsmailcd.jpg]]
Vertical Line criteria with configuration set to '2' are also applicable to Gore Areas (Main Line & Ramps), SR (Service Roads), and PGL Chains (variable width median NBL & SBL chains) cross sections. Look for the sample Vertical Line criteria input file in our website when published.
A Roadway Designer asked:
[We are] trying to use D&C manager to calculate quantities. [We have] using
wheelchair ramps on this project. In the 2002 transport pay
item list this is paid for by the SY or SM. In the 2006 pay item
list it is paid for by EA and a new item number. I see the
quantity calculation sheet has been updated to reflect this
change. Will D&C manager be updated to reflect this change soon?
Replied:
In referenced to the revised Concrete Wheelchair Ramp Calculation of Quantities sheet,
http://www.ncdot.org/doh/construction/ps/contracts/standards/quantities/english/e56.pdf ,
The Standard Specifications for Roads and Structures, 2006, Section 848-4, and The Roadway Standard Drawings, 2006, STD. 848.05, the english D&C Manager Payitem.ddb will be modified to the following.
* Wheelchair Ramps will be paid for per as "Each"
* Transport pay item number changed to 2605000000-N
Eddie Douglas will modify the Metric Payitem.ddb accordingly.
A Consultant wrote:
In the Grade File Manager, when I try to “APPLY†a grade I get “Apply Grade Unsuccessful. Check station limits of grade.†I know my grade matches my aln and shape file. So what else could be controlling this? I’ve tried adjusting my exception limits as well.
Replied:
If the COGO Preference setting for NCWedge is set to what Roadway CADD Support has recommended;
http://www.ncdot.org/doh/preconstruct/highway/roadway/index/GPKCOGO/GPKCOGO.html
and all files needed for a NCWedge are located in Wedge folder;
http://www.ncdot.org/doh/preconstruct/highway/roadway/index/folders/folder_str.html#we
then there are two (2) common problems that may be the cause of an unsuccessful grade application.
1. A corrupted NCWedge preference file (PRF)
2. Indirectly affect by the first problem, the grade that stored in the NCWedge Profile Generator is corrupted.
To see if its the first problem, delete the NCWedge preference file (PRF) and see if a grade can be applied.
If this does not resolve the problem and the chain stations are within the grade (profile) station , then follow the steps below to fix problem number 2.
1. Open NCWedge 'Grade File Manager'.
[img[graphics/nsmailw1.jpg]]
2. 'UnApply' and 'Delete from List' all NCWedge grade files (GRD). This clears all stored grades. Click Exit and Save the NCWedge Progress Run.
[img[graphics/nsmailw2.jpg]]
3. Load the NCWedge 'Grade File Manager' again and 'Add to List' the NCWedge grade file (GRD). Click Exit and Save the NCWedge Progress Run.
[img[graphics/nsmailw3.jpg]]
4. Load the NCWedge 'Grade File Manager' again and 'Apply' the NCWedge grade file (GRD). Click Exit and Save the NCWedge Progress Run.
[img[graphics/nsmailw4.jpg]]
Wedging quantities can now be attained.
[img[graphics/nsmailw5.jpg]]
The NCWedge Guideline will soon be on-line. Let us know if you have any more questions.
thx,
A Consultant wrote:
In the Grade File Manager, when I try to “APPLY†a grade I get “Apply Grade Unsuccessful. Check station limits of grade.†I know my grade matches my aln and shape file. So what else could be controlling this? I’ve tried adjusting my exception limits as well.
Thanks,
Replied:
An Unsuccessful Grade Application Error Message:
[img[graphics/nsmailwa1.jpg]]
f the COGO Preference setting for NCWedge is set to what Roadway CADD Support has recommended (all fields blanked out);
http://www.ncdot.org/doh/preconstruct/highway/roadway/index/GPKCOGO/GPKCOGO.html
and all files needed for a NCWedge are located in Wedge folder;
http://www.ncdot.org/doh/preconstruct/highway/roadway/index/folders/folder_str.html#we
then there are three (3) common problems that may be the cause of an unsuccessful grade application.
1. Proposed grade undercuts existing pavement.
2. A Corrupted NCWedge Grade (GRD)
3. A Corrupted NCWedge Preference File (PRF)
If the proposed grade undercuts the existing pavement, then a negative sign is placed in front of the tolerance elevation difference
[img[graphics/nsmailwa2.jpg]]
Raise the grade up to eliminate the negative elevation tolerance and then the NCWedge grade (GRD) can be Applied.
In accordance with The Roadway Design Manual, Part 1, Chapter 1-4B, F-1A (pictured below), the criteria files have been modify to be in compliance with the Usable Shoulder Widths Plus the Index Factor depending on the fill side slopes for Arterials, Interstate, and Freeway Design Side Slopes policy.
The criteria files have been recoded to do a second check to see with the additional Index Factor widths added to the usable shoulder width, if the shoulder needed to be widened for regular guardrail installation. Currently, if criteria determine guardrail is not required, then the additional Index Factor is applied to the shoulder width and the side slopes are drawn to the slope stake point.
[img[graphics
smailsh1.jpg]]
Usable Shoulder widen by 2' (Index Factor, No Guardrail).
With this update, a second check is done to see regular guardrail installation is needed if the Index Factor is considered. The correct scenario is then applied.
[img[graphics
smailsh2.jpg]]
Usable Shoulder widen by 3' for when fill height is greater than 7' and side slope is at 2:1.
Let us know if you have any questions.
thx,
Oak
[img[graphics
smailsh3.jpg]]
This is a good question. For criteria to work and to be in compliance with the Roadway Design Manual, Roadway Designers will have to be conscious of the extra 2' added to the usable shoulder width for Freeway and Arterial Design Side Slopes.
If the project design criteria calls for a usable shoulder width to be 8', then the Designer will have to key-in the following statements in the criteria input file as:
DEFINE "Shoulder Width Fill" 8
DEFINE "FD01 Fill Shoulder Widening" 5
In summary, the Roadway Design Manual makes a between the usable shoulders and the extra two feet to the face of the guardrail, resulting for a total of 5' of widening (2' + 3' for normal guardrail installation widening). While criteria files only interprets the the usable shoulder width (normally to the face of the guardrail) and then widen by most of the time 3' or whatever the variable "Fill Shoulder Widening". This as you may already are aware of, while the shoulder width is correct, the location of the guardrail drawn is drawn to the end of the usable shoulder, not to the 2' additional offset from the usable shoulder. I will try to recode the criteria files to do this correctly ASAP.
Thank you for bringing this up. This is a very important discussion that I feel the need to share with the Roadway CADD Newsgroups. Again thank you and any CADD discrepancies such as this, feel free to bring it to our attention.
Roadway CADD Newsgroups email GEO 0017 detailed the implementation of a re-check of the shoulder widening for Freeway and Arterial Design side slope if the initial calculation does not required guardrail installation. This is in accordance with the Roadway Design Manual, Part 1, Chapter 1-4B, Figure 1A (attached at end of this email).
This Roadway CADD Newsgroups email, GEO 0018, will address the question that Dewayne Sykes, PE, has asked earlier this morning. His question was, does the criteria widen the shoulder for a total of 5' feet when guardrail installation is warranted for Freeway and Arterial Design Side Slopes?
The recoding of the criteria files have been completed and these are the best feasible solutions recommended by Roadway CADD Support.
1. For the unconditional adherence to the Roadway Design Manual, Roadway CADD Support recommends the following statements to be key-in in the criteria input file for cross sections processing:
DEFINE "SH01 WIDTH FILL" 8 /*** usable shoulder width ***/
DEFINE "AD01 FILL SHOULDER WIDENING" 5 /*** 2' to the face of GR + 3' to fill hinge point ***/
The byproduct of these two key criteria statements is illustrated below.
[img[graphics
smailcu1.jpg]]
2. Because of a better engineering judgment in design and from past common practices, some Roadway Designers will opt not include the extra 2' of shoulder widening. There are other criteria used to add additional widths to the usable shoulder. From the Design aspect of this practice, approval from the Design Engineer or Project Engineer is required. From the CADD aspect of this practice, it is totally valid.
The following statement is the only one required for this practice.
DEFINE "SH01 WIDTH FILL" 8 /*** usable shoulder width ***/
The byproduct of this criteria statement is illustrated below.
[img[graphics
smailcu2.jpg]]
Having to interpret the Roadway Design Manual, Chapter 1-4B, Figure 1 and Figure 1A, all three standard side slopes (Local, Arterial, and Freeway Design Side Slopes) share one common key property. The guardrail face is always offsetted 3' to the fill hinge point. Our criteria library has been recoded to model after this line of thought. The only exception to this is in case of On-Site Detours.
3. For On-Site Detours, temporary guardrail installation pay item requires only 2' (0.6 M) from the guardrail face to the fill hinge point. Roadway CADD Support recommends the following statements to be key-in in the criteria input file for cross sections processing:
DEFINE "SH01 WIDTH FILL" 8 /*** usable shoulder width ***/
DEFINE "LD01 FILL SHOULDER WIDENING" 2 /*** 2' to the face of GR to fill hinge point ***/
The byproduct of these two key criteria statements is illustrated below.
[img[graphics
smailcu3.jpg]]
Two other questions that I have received that I wanted to briefly answer.
1. Can I not just include the extra 2' with my usable shoulder width in my DEFINE "SHO1 WIDTH FILL" statement?
It is not recommended that Designers add other widths, beside what is instructed in the Roadway Design Manual, to the usable shoulder and calling it the total usable shoulder width in criteria. This practice will render you shoulder design faulty because the extra 2' feet is only applicable in guardrail installation scenarios.
2. What about if I have guardrail in a cut section, should I consider widening the shoulders strictly base on the Roadway Design Manual policy?
This question should be appropriately answer by the Project Engineers. To answer this question and still keeping it in CADD perspective, Roadway CADD Support recommend that if the Designer wants to widened the shoulder a total of 5' for guardrail installation scenarios in a cut section, then key-in DEFINE "SH01 SET WIDTH BY DGN ELEMENT" 1. The total width of the shoulder, including the 5' widening, is drawn in the design file.
A NCDOT IT Correspondence wrote:
I could not get sidewalk to compute. Could you check to see if
you can? This is a metric file. I know something is weird with
her sidewalk because its not yellow. I placed some in the file
and it would not compute.
Replied:
In reference to Standard Specifications for Roads and Structures, 2006 Manual, Section 848-4, Concrete Sidewalk is paid for per Square Yard (Square Meter) Unit quantity.
After the sidewalk has been designed and drafted into the DSN file, the D&C Manager anticipates the creation of the of sidewalk shape to compute an area quantity.
[img[graphics
smailsw1.jpg]]
With 'Place Influence' set to 'ON', create the shape by tagging the lateral elements of the sidewalk boundary. The radial sidewalk elements (shorter ends) do not have to close in order create shapes (compared to Microstation 'Create Region' command.
[img[graphics
smailsw2.jpg]]
Note that the sidewalk shapes created are used and referenced again in the Design Scripts. Sidewalk shapes will plot out lightly shaded in regular plan production.
A Roadway Designer wrote:
I am having trouble with line weights during plotting. I
have tried various levels with the weight modified to 10 but it
always prints at 5... [ Why can I not change the weights of the line for
plotting? Also, what is the standard method used to show
Historic Properties in Public Hearing Maps?]
Replied:
The reason that Designers can not change the weights of Microstation elements for plotting is because our commitment to NCDOT standard practice of 'ByLevel' symbology per level name. Any elements with a distinctive color, weight, or line code (line styles) will be on its own level. In this case the weight symbology is the the distinctive 'ByLevel' attribute. We will plot any element placed in a Microstation file by its 'ByLevel' symbology as much as possible. Level "Prop PHM Black Element Wt 10" has been created and re-organized in the Hearing Map D&C Manager like the picture below.
[img[graphics
smaillw1.jpg]]
In referenced to the revised Roadway Design Manual for Public Hearing Map Preparations, Part II, Chapter 21-2, Line 2(H).
[img[graphics
smail11.jpg]]
Using this as a guideline, the Roadway Hearing Map D&C Manager has been developed to accommodate Historic Properties in Public Hearing Map production
1. First, outline (draw) the property line in bold, black mini-skip lines.
[img[graphics
smaillw2.jpg]]
2. Place the mask box.
[img[graphics
smaillw3.jpg]]
3. Set active angle before text placement inside mask box.
[img[graphics
smaillw4.jpg]]
4. Label "HISTORIC PROPERTY" in bold, black letters.
[img[graphics
smaillw5.jpg]]
Note that default text size and font pictured below can be changed before text is placed.
[img[graphics
smaillw6.jpg]]
5. Draw Leader Line.
[img[graphics
smaillw7.jpg]]
6. Finally, place line terminator arrow.
[img[graphics
smaillw8.jpg]]
Note that the default terminator scale can be changed before placement.
[img[graphics
smaillw10.jpg]]
The byproduct plot is illustrated below.
[img[graphics
smaillw9.jpg]]
Note that manually selecting levels and symbologies or manual editing of text is discouraged and has been limited in the above procedure. This is done by design. Roadway CADD Support will continue our efforts to reduce the number of instances Designers have to manually select or edit levels which leads to loss in production efficiency. The hearing map design scripts have been modified accordingly. Let us know if you have any questions.
A few Roadway Designers have asked:
The wheelchair ramps cells that I have placed a couple weeks ago through D&C Manager, now do not compute. Why is this?
Replied:
With recent modifications to the Roadway Geopak Design and Computation Manager Databases, it is important that we refresh ourselves on the various factors effecting D&C payitems' link to the Database (Comp Book).
D&C Manager will lose its link to the Database if one of the following happens:
* Microstation files were converted and/or remapped from Microstation J to Microstation V8 or higher.
* Payitem elements were modified manually using the Microstation 'Change Element Attributes' tool.
* Payitem attribute (NCDOT Payitem number) changed.
For example, a request to change the payitem number for wheelchair ramps was executed on March 27, 2006. As a result, any wheelchair ramp payitem placed before this date is rendered "unintelligent" and the link to the Database is broken.
To re-associate the payitem with the Database, use the 'Set' feature of D&C Manager.
[img[graphics
smailct04101.jpg]]
Turn off all levels except the active payitem level for display. Select the payitem. Use the Microstation 'Power Select' tool to place a fence around the payitems in file. Lastly, click 'Set' to re-link and re-associate the payitem with the Database.
[img[graphics
smailct04102.jpg]]
Level's ByLevel symbologies do not effect payitems link to the Database.
For example, a request to change 'Bylevel' weight of levels "Prop Conc Drive Drop Type" and "Prop Conc Drive Radius Type" to mach the same weight as the proposed EOP, was executed April 10, 2006. As a result, any concrete drive linestyles payitem placed before this date is unaffected and linkage continuity to the Database is still present and undisturbed. This is illustrated in the two pictures below.
[img[graphics
smailct04103.jpg]]
[img[graphics
smailct04104.jpg]]
This is the power of V8. In addition, tests in the past have also shown that custom linestyle scale ( like driveway linestyles) does not effect the linkage of D&C Manager payitems to the Database.
A Roadway Designer wrote:
I have a project that warrant two rows of semi-rigid guardrail to be installed the median. I am having to manually copy an already placed guardrail in a series of lines in the XSC file from the outside shoulders to the inside shoulders. Is there a better solution in this situation?
Replied:
Roadway CADD Support has finished the development of guardrail placement in median when processing criteria inputs in the XSC file. For a quick demonstration, consider this simple plan view layout at station 25+00.
[img[graphics
smailgr104.jpg]]
For demonstration purposes only, we will draw one median guardrail line to the paved inside shoulder and the other to somewhere in the median ditch slope. The result after a successful criteria input process is illustrated below.
[img[graphics
smailgr204.jpg]]
n conjunction with the introduction of median guardrail placement, Roadway CADD Support is also premiering the placement of guardrail cells in the XSC file.
[img[graphics
smailgr304.jpg]]
he outside shoulders will retain their original line type property, while the new median guardrails will be placed as CELLS.
Median guardrail placement is enabled by the Median Ditch Slope Criteria (mdns01.cri). For more info go to the Criteria 2000 Manual, Median Ditch Slope Criteria ( http://www.ncdot.org/doh/preconstruct/highway/roadway/index/criteria2000/mdnds.html. )
Note that any new addition to the Criteria 2000 Manual will have an example of usage and it is also color coded to the same schema as the sample input files.
Below is the link to the sample median guardrail criteria input file.
http://www.ncdot.org/doh/preconstruct/highway/roadway/templates/criteria/scri_medgr.html
Why the guardrail is shown on 5:1 slope? Steel beam guardrail has to be placed on 10:1 or flatter slopes. I don't want my folks thinking that all they have do is place a guardrail cell in a median ditch. Please clarify.
In reference to the Roadway Design Manual, Part I, Chapter 3-6:
[img[graphics
smailgr504.jpg]]
For this project that I have used as an example, "two rows of semi-rigid guardrail" is warranted for median ditch slopes steeper than 6:1. Also as previously stated, "for demonstration purposes only", guardrails can be located on the shoulders and median ditch slopes. Thus, the criteria was built to handle both scenarios. That was the intent of the illustration.
I have noted your concern and I concurred that the Roadway Design Manual says, "Steel beam guardrail has to be placed on 10:1 or flatter slopes." For "demonstration purpose only" the location of guardrail installation (as well as cable guiderail) can be installed on the median shoulders or on the median ditch slopes. As far as what design criteria to use, and depending how steep the median ditch slopes are, that would be up to Squad Leaders and Project Engineers to check and verify.
A Roadway Designer asked:
I have a project which warrants a "Test Level 2" guardrail anchor. Can this be added to the Design and Computation Manager for design as well as for automated quantities?
Guardrail Anchor Unit, Type TL-2, has been added to Roadway's Payitem Database. Using the guardrail memorandum, Discussion of Special Guardrail Anchor Units to Use, May 27, 2005, as a guideline, Type TL-2 GRAU is modeled after the Sequential Kinking Terminal Anchor Unit (SKT-350) with a total linear payitem limit length of 25 feet.
[img[graphics
smailTL2a.jpg]]
Type TL-2 GRAU has been assigned a Transport pay item number for automated quantities and can be accessed via the Roadway Payitem Design and Computation Manager.
[img[graphics
smailTL2b.jpg]]
Eddie Douglas will update the metric database in the same manner.
As always, verify the application of Type TL-2 Anchor Units on TIP projects with Squad Leaders and Project Engineers.
A Roadway Designer wrote:
I am working on a project with 12' shoulders and 10' full depth paved shoulders. I have a 6% maximum super. The criteria is placing a 4% slope for the unpaved shoulder on the
low side of the 6% super. Looking at the note on Detail 560.02, sheet 4, shouldn't the criteria put the same percent slope as the super since a 4% slope is flatter than the 6%
super?
[img[graphics/nsmail050106.jpg]]
Replied:
In compliance with Standard 560.05, sheet 3 of 5 through sheet 5 of 5, the Criteria Library has been modified accordingly. Shoulders and Freeway Design Side Slopes Criteria were modified to adjust to any earth shoulders less than - 0.04 ft/ft slopes (on the low side shoulders). If the superelevation rate is less than -0.04 ft/ft and the same superelevation rate is carried over to the paved shoulder as defined as the paved shoulder slope, then Criteria 2000 will draw the earth shoulders at the same slope as the paved shoulder. When shoulders are widened for guardrail installation, shoulder widening will also inherit the same slope as the earth shoulder slope.
At this time, only the Freeway Design Side Slopes Criteria have been modified. We anticipate the same scenario can be applicable to Arterial Design Side Slopes and maybe Local Design Side Slopes. We will address these instances with a new submittal for a "Remote Troubleshoot Session Form" by Roadway Designers.
A Roadway Designer asked:
"It appears the shape slope is not being read correctly in some locations and the profiles are not being read properly at all. Is it not possible to run one criteria file for a road with 2 profiles with a variable median? (ie, shape tie 0 with shape offset of plus and minus).
To process a set of Geopak shapes with two (2) or more profiles with variable median widths per cross section baseline, a PGL chain is applicable, rather than a tie offset. First allow me to explain what a "Tie" and a "PGL chain" are. Designers can not use both on a single Geopak shape.
A Tie offset is applicable to a set of Geopak shapes with a constant offset distance from the baseline to the profile grade line (not PGL chain). The Tie offset distance (or the distance from the baseline to the profile grade line) can be a negative number (left of baseline), zero (0) at the baseline or center line, or a positive number (right of baseline) . Consider the three most common cases where a Tie offset is used.
1. On a Dual Lane Road (Undivided)
[img[graphics\geo00291.jpg]]
2. On a Divided Facility (Median)
[img[graphics\geo00292.jpg]]
3. Raised Concrete Island
[img[graphics\geo00293.jpg]]
Note that the profile grade line is located at the center line (or baseline) for case 1 and 3.
A PGL Chain is applicable when the offset distance from baseline to the profile in not constant such in a case of variable median width or when there is a separate alignment for left and right side of the center line. Each PGL Chain has a profile different from the other side of the center. This is the scenario for this question. The profile is applied exactly on top of the PGL Chain. Below is a picture of what we are faced with and another example of PGL Chain usage.
1. Variable Width Median with a PGL Chain
[img[graphics\geo00294.jpg]]
2. Ramp Ties (Gore Areas)
[img[graphics\geo00295.jpg]]
There are two instances in roadway design where Tie and PGL Chain come into play. When creating Geopak shapes (Autoshape or Shapemaker) and Criteria inputs, specifies ties or PGL Chain usage.
Autoshape
[img[graphics\geo00296.jpg]]
Criteria Input
[img[graphics\geo002910.jpg]]
Unpredictable Result by Choosing Incorrect Tie = 0 for a PGL Chain Instance
[img[graphics\geo00297.jpg]]
Result from Correct Usage of PGL Chain (for this example only) on the Same Cross Section
[img[graphics\geo00298.jpg]]
There are other factors that deal with Tie offsets and PGL Chains, like Independent and Dependent shapes, worth considering when designing Geopak shapes (I will answer that question in another email if someone asks).
" ... [is there] a way we could limit how far the criteria goes out to hunt for a section of guardrail shown as "X distance" below that way it would not see the g/r that is further away? The issue is shown below: "
[img[graphics\geo00301.jpg]]
Replied:
Roadway Designers have two (2) options to control the search range for guardrail elements in a plan view file (DSN).
1. Local variables of the standard side slope criteria files. They include Local Design (LD), Arterial Design (AD), and Freeway Design (FD) Side Slope Criteria.
Examples:
Define "LD01 GUARDRAIL SEARCH RANGE" 50
Define "AD01 GUARDRAIL SEARCH RANGE" 60
Define "FD01 GUARDRAIL SEARCH RANGE" 70
2. Use global variable "GUARDRAIL SEARCH RANGE".
Example:
Define "GUARDRAIL SEARCH RANGE" 45
Note that default value for guardrail search range is 100 ft (30 m).
Hope this helps and let us know if you have any further questions.
A couple of Roadway Designers have mentioned to me that the "Fix Fill Slope" variables are not working and have not been working for a couple of months. Upon further investigation, I have discovered a "slight" inaccuracy in the side slope criteria files. When Designers use the "Fix Fill Slope" variable for Freeway (FDSS) and Arterial (ADSS) Design side slopes, the slopes were drawn to an odd slope (not to the fixed value). Although not so apparent at first, the point of reference from the finished shoulder point to the slope stake point (side slope) was not localized correctly. Instead of the finished shoulder point, the guardrail face was used. See picture below.
[img[graphics\geo00311.jpg]]
I have fixed the Freeway Design and Arterial Design Side Slope criteria files.
[img[graphics\geo00312.jpg]]
The Local Design Side Slope criteria files are not affected. Even though this produce a negligible difference and only appears when guardrail is warranted for Freeway and Arterial Design side slopes, it is still worth mentioning. It was my oversight and I will take the heat for this one.
I stored a profile for -Y2- using VPI generator. The first VPI
is at 10+00.00. When I try to run criteria it tells me it can't
draw a x-section at 10+00.00 because the profile isn't long
enough. When I use cogo to check the elevation at 10+00 I get
0.00. The elevation I used at 10+00.00 is 2521.43. D&C Manager
draws the dsn alignment and proposed profile with station
10+00.00.[Why wouldn't Criteria process station 10+00.00?]
First let's examine the profile for -Y2- as it is stored in the GPK file.
[img[graphics\geo0032_1.jpg]]
A direct elevation and grade can not be obtained, but VPI #1 at station 10+00 of the profile Y2_Pro elevation is 2,521.43' and a back grade of -7.4600%. Note that the vertical curve length is long enough that the begin grade station is also the begin point of vertical curve (PVC).
Next I ran a test to see how Criteria will process this profile.
[img[graphics\geo0032_2.jpg]]
Criteria message indicates problems with the profile. What the problem is Criteria can not obtain the profile elevation at the same station and point where the vertical curve begins (PVC). A bug, yes. Justifiable, maybe.
After restoring profile Y2_Pro without any vertical curves, I was able to process Criteria at station 10+00 successfully.
[img[graphics\geo0032_3.jpg]]
This Request for a Remote TroubleShoot Session have inadvertently led us to an important roadway design practice and decision. The question Roadway Designers are faced with is this. Does the first PROPOSED cross section at the beginning station of the chain need to process by Criteria?
Roadway CADD Support Recommendations
This is Roadway CADD Support recommendations only. The final decision is made by the Squad Leaders and Project Engineers. Roadway CADD Support recommends that the first PROPOSED cross section at the beginning station of the chain NOT be processed by Criteria. Existing ground cross section are to be shown at this station only. Two main design practices and three technical issues support this recommendation.
Design Practice
1. Since we consider the first station at the beginning station of the chain (usually 10+00) Existing Typicals or Transitioning from Existing Typical on our Typical Sheets, a proposed cross section template processed by Criteria is invalid at this station. The "area" is considered by some Project Engineer groups as to be 'feathered-in" by proposed pavement to existing.
2. Since in our earthwork calculation practice, the ending and especially the beginning cross section station are considered to have a net area of zero (0). Thus producing a total average area with the preceding or succeeding cross section by half and ultimately derived a volume quantity by the multiplying the distance between cross sections (Average Ends Method). Process proposed cross section templates and forcing earthwork areas to compute earthwork quantity at this station is not valid.
Technical I