Istram Ispol Linear Works

LINEAR WORKS
1

INTRODUCTION AND GENERAL ASPECTS

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Spanish and international copyright.

The reproduction or modification of any text or illustration is expressly prohibited. Hard copy is exclusively allowed for
corporate or individual use, and the copying of its content for educational purposes is prohibited unless otherwise
authorised in writing.

The educational and illustrative material contained in the present document may be modified at any time without prior
notification.

The present documentation is subject to a process of continuous updating., and it is therefore impossible to guarantee
an exact correspondence between the data input boxes, file formats and other specifications as they appear on screen
and as they appear in documentary format.

The user acknowledges full responsibility for any consequences deriving from the use of the present material, and by
extension of its associated programs.

LINEAR WORKS

1 01 Introduction and General Aspects
02 Axis Design in Ground Plan, Reframing and Drawing
03 Elevation, Land Profiles and Grade Lines
04 Elevation, Platform and Cross Section
05 Elevation, Advanced Project Calculation
06 Complex Calculations, Crossings and Junctions
07 Drawing Ground Plans and Profiles
08 Project Reports
09 Widening and Improvement Projects
10 Railway Design
11 Drainage and Distribution, Pipes
12 Project Tracking and Monitoring

http://www.istram.net

Buhodra Ingeniera S.A.

ISPOL 9 LINEAR WORKS

INDEX
INDEX

1 - INTRODUCTION AND GENERAL ASPECTS PAGE: 1 / 38

1 INTRODUCTION AND GENERAL ASPECTS
1.1- AN INTRODUCTION TO ISPOL........................................................................................... 3
1.2- FUNCTIONAL STRUCTURE ................................................................................................. 5
1.2.1- Graphic outputs organised by model ..................................................................... 7
1.3- DESCRIPTION OF THE FILE SYSTEM.................................................................................... 7
1.3.1- File structure in a linear infrastructure project ...................................................... 7
1.3.2- Calculations and files generated............................................................................. 8
1.4- DATA STORED AND MANAGED BY ISPOL
......................................................................... 9
1.4.1- General project data and definitions....................................................................... 10
1.4.2- Definition file for the horizontal alignment axes.................................................... 10
1.4.3- Transverse profile files of terrain............................................................................ 12
1.4.4- Defining the section: vertical alinement and cross section.................................. 13
1.4.5- Managing the link to files, calculation modes and drawing.................................. 13
1.5- ACCESS TO THE LINEAR INFRASTRUCTURE MODULE, WORK ENVIRONMENT ......................... 14
1.5.1- Horizontal Design ..................................................................................................... 15
1.5.2- Designing the vertical alinement ............................................................................. 16
1.5.3- Designing the cross section, calculations ............................................................. 17
1.5.3.1- Specifying the type of project: roads, railways, pipelines .................................... 18
1.5.3.2- Calculating surfaces and volumes, volume determination tables ....................... 18
1.5.4- Multi-window environment: ground plan, grade line, cross section.................... 19
1.5.5- General design templates ........................................................................................ 20
1.6- CALCULATIONS AND RESULTS .......................................................................................... 21
1.6.1- Obtaining drawings and generating project cartography ..................................... 22
1.6.2- Generating and visualising lists.............................................................................. 23
1.6.3- Submodules or extensions of the linear infrastructure module........................... 23
1.7- TOOLS, UTILITIES, COMPLEMENTS AND OPTIONS................................................................ 24
1.7.1- Project Menu, general calculation management.................................................... 25
1.7.2- Full menu, multi-axis interactive analysis ............................................................ 26
1.8- DEFINING AND CALCULATING A SIMPLE PROJECT............................................................... 27
1.9- USER STRATEGIES, ADVICE AND SUGGESTIONS ................................................................. 35
1.9.1- Organising and managing the data......................................................................... 35
1.9.2- Specific tips for ISTRAM
........................................................................................ 37
1.9.3- Compatibility with other programs ......................................................................... 38
1.9.4- Team-work and remote storage............................................................................... 38

LINEAR WORKS ISPOL 9

INDEX

INDEX

PAGE: 2 / 38 1 - INTRODUCTION AND GENERAL ASPECTS



1.1- An introduction to ISPOL
ISPOL (Ingeniera and Sistemas, Proyectos de Obra Lineal) is an advanced program specifically designed
to aid engineers and civilian technicians in linear infrastructure projects and/or construction, including
roads, highways, railways, airports, canals, sewage and other pipework.
It forms part of the ISTRAM
system, profiting from the latters digital information management tools and
CAD utilities. Each project, as is customary, must be implemented in an existing terrain, and ISTRAM

provides the tools tat enables this to be definitively modelled.

In general terms, ISPOL
is based on the ground plan design of a geometric alignment that may include
straight lines, circles and clothoids that define the X and Y coordinates of each point. The elevation given
by the Z coordinate, or spot height, is defined through the use of grade lines and parabolic agreements. At
this point we obtain a 3D polyline into which we can insert the geometry of the platform we have
designed, thereby creating a surface that is integrated into the terrain with its corresponding cuttings and
embankments.

Different types of construction, independent but nevertheless compatible

ISPOL
, as mentioned above, can be used for several different kinds of civil infrastructure: roads or
highways, railways or pipework. The project management system, defined as a set of axes, allows each
axis (rather than the overall project) to be defined according to the appropriate type of project.

The calculation structure and the resulting files are similar for each kind of design, thus permitting the co-
existence and compatibility of various elements within the same project. This manual provides a full
description of the full set of tools generically associated to a model road section, with two chapters
dealing in depth with railways and the layout of piping networks.

Underlying philosophy of the program and file systems

ISTRAMs database consists of an open ASCII file system for storing all the information, rather than a
closed binary system. The system can be edited and modified (under Windows, with Notepad), although
care is recommended when modifying these files, since the program may generate erroneous calculations
if their format is modified.

One of the systems major advantages is that it enables information to be shared between several users or
projects by simply copying and pasting a file, with no need to use import-export utilities.

As well as storing design data, ISTRAM
also uses ASCII files to save the various elements that serve to
automate processes, such as camber tables, ground plan and grade line control tables, ways and means
of drawing ground plans or longitudinal axes, etc. These files are stored in the libraries used by the
program and can be loaded in each specific section.

The results obtained are accompanied by format transfer tools (import and export) to enable the user to
make use of them both from and in other programs (Autocad, Microstation, Inroads, Clip, etc.) or devices
such as topographical notepads or apparatus.

Storing data in the working file or directory

As in other applications of the ISTRAM
system, all files are read and written in the working folder, which
is selected by a browser when the program is initiated.

RAM memory is used to store and manage the data in almost all operations, thus preventing file damage
and speeding up calculations in ISPOL
.



Progressive calculation cycle and storage of intermediate data

A further characteristic of ISTRAM
is that the user has access to several utilities, tools and complements
that use design or calculated section data, thereby completing or enriching both types of file.

This enables the progressive definition of our project and facilitates team work, partly as a result of the file
system on which data storage is based.

Each design phase has its own data files and results, thus enabling different alternative to be assessed
and allowing intermediate results to be obtained, thereby providing an ongoing flow of work for the project
team.

The input screens enable the user to define each element with different degrees of complexity. This
feature of ISTRAM
may initially seem difficult to use, but is closely linked to the scope and versatility of
the program, allowing complex design problems to be resolved without leaving the basic dialogue boxes.

So as to facilitate an in-depth explanation of the workings of the program, this introduction is divided into 3
different sections:

Functional structure : work flow in each phase
File structure : extensions and links between the files used
Data stored per file : which data is stored in each file

CALCULATION
Final Solution
DESIGN
UTILITIES AND COMPLEMENTS
Phase 1
Phase 2
Final Phase
CALCULATION
CALCULATION
CALCULATION
Solution 2
Solution 1
RESULTS


1.2- Functional structure
The philosophy or functional structure behind ISPOL
determines the sequence of operations that have to

be performed in order to obtain a fully defined linear element with its corresponding calculations.

Each stage of the design: ground plan, grade line and elevation, can be selected independently. With
ISTRAM
the three different elements do not have to be defined simultaneously, although at the final
calculation stage the data created through the work flow explained in the present chapter must be
combined.

Cartography and topography, horizontal design or 2D axis design

The definition of the ground plan is normally based on contour lines, specific points, existing structures and
layouts, etc., which are then integrated through the use of digital terrain models (triangle networks), which
are the best way of providing an optimal definition of the topographical surface that has to interact with our
project.

NevertheIess, ISTRAM
can work with contour lines or equidistant grids alone, for example the raster
images obtained using radar or laser technology.

The ground plan design and topographical surface are used to generate the profiles (cross and/or
longitudinal, according to need) which will be used to define the grade line and cross section or elevation.
These profiles can also be generated by hand or imported from other programs.

Vertical axis design or grade line definition

Once the initial ground plan has been designed,
the second design stage can be tackled: defining
the elevation o grade lines of each axis.

In this way we obtain the third dimension, or spot
height, thereby producing a theoretical 3D polyline
into which we can insert the cross section
consisting of roadways, ditches, embankments,
etc.

At this stage ISPOL
provides the user with a

variety of tools that obtain and analyse information
regarding the terrain and grade line.

Definition of the cross section and calculations: transverse profiles for our project

The final stage is that of defining the cross section, which consists of the step-by-step definition of all of its
elements: main roadways, verges, ditches, cuttings, fills, walls, etc. Other inputs enable the user to define
cambers, roadbed thickness controls, cutting and embankment reinforcements, etc.

In this final stage we specify the various stages of calculation, in
which one of the many pre-defined section types can be
associated with our project.

The initial outcome of the calculation process is a transverse profile
file composed of the various surfaces defined: platform, sub-grade
line, drainage and soil type selected, etc.

These data are used by multiple sub-programs within ISPOL
to
generate information that provides feedback to the initial defining
data, thereby constituting a progressive definition system that can
cater for a multitude of specific circumstances.



Producing and presenting results, advanced calculations

The data stored in the transverse profiles of the project, together with the design data, are used to produce
drawings, lists and auxiliary files that provide the engineer with a physical outcome for the work done.

A further and more advanced stage of calculation enables the data produced to be used to perform
advanced analysis and calculations specific to certain construction characteristics contained in ISPOL
,
such as the automatic generation of junctions and intersections or visibility analysis.

Other elements are more construction-oriented, generating files for the setting out of the primary grid or
files that can be loaded in topographical equipment. Tools are also available for managing and controlling
the construction process, integrating and comparing the projected data with those measured taken in the
field, obtaining measurements, controlling specific tolerances, etc.

The following flowchart describes ISPOLs functional structure, graphically representing the 3 points
previously described.

The program separates complex calculations from basic calculations, thereby enabling the intermediate
checks that are inherent to every design stage to be performed. These 'advanced complements facilitate
the use of design data or project profiles for various purposes:

Performing specific operations
Producing results or enriching output files
Automating certain input and /or data modification tasks

At all times the user is able to decide the scope of the design stage without losing any essential
intermediate data, saving the work completed at each stage or sharing it with other members of the design
team.

A common structure for different degrees of complexity and kinds of project

ISTRAM
provides the user with a basic system for designing and calculating roadways, although the tools
it contains can be used to design different kinds of project such as railways, pipework, or the inclusion of
specific sections such as tunnels, and have been designed to respect a single scheme of work, thereby
facilitating an optimal adaptation to the system.

GROUND PLAN
ELEVATION
GRADE LINE
DEFINITION
CALCULATION
TRANSVERSE PROFILES
LONGITUDINAL PROFILES
PROJECT TRANSVERSE PROFILES
RESULTS
DRAWINGS
GROUND PLAN
LONGITUDINAL PROFILES
TRANSVERSE PROFILES
LISTS
AREAS AND VOLUMES
PRIMARY GRIDS, GEOMETRY
CONSTRUCTION DATA
ADVANCED CALCULATION TOOLS
CALCULATION OF JUNCTIONS AND INTERSECTIONS
WIDENING AND IMPROVEMENT PROJECTS, CONTROL
VISIBILITY STUDIES, SPEED DIAGRAMS
USE OF TOOLS AND UTILITIES TO EXPLOIT THE DATA CALCULATED
PROJECT CONSTRUCTION: MONITORING AND CONTROL
CARTOGRAPHY


1.2.1- Graphic outputs organised by model
Graphic results produced are incorporated into the editing system as polylines, symbols and labels, and
where appropriate, with a spatial location that is stored in a file that manages the pages created. These
files can then be used to produce printouts or to export drawings to other CAD programs.

All the graphic information produced and associated to each axis is included in the corresponding
numerical model, i.e. the data of axis 14 are plotted in model 14. This facility provides a versatile handling
and organisation of graphic data (see the relevant section of the digital cartography manual).

1.3- Description of the file system
Before familiarising the user with the menus and screens used, we have to describe how the information of
a linear infrastructure project is saved, this enabling us to achieve a better understanding of the calculation
system used in ISTRAM
.

As has already been mentioned, ISPOL
uses a system consisting of

various files as a database that defines the totality of a linear infrastructure
project.
As will be seen in the following section.s, ISPOL
offers the user a system

of menus and screens that fits in with this structure, it therefore being a
simple matter to distinguish the places where files are defined, saved and
loaded.

The extension allocated to each file enables its functionality and content to be identified. At times it is
possible to supply a name, ISPOL
ensuring that the correct extension is used. Any kind of name can be
used for the various types of files: in this manual the base name ISPOL is used, this being the default
choice adopted by the program when no other name is given.

Your operating systems file explorer can be used to select files and copy, erase or move information.
Take particular care when managing your files, and do not erase data unless you are sure of what is going
to happen, especially in the case of files containing definition and result data.

1.3.1- File structure in a linear infrastructure project
The file ISPOL.POL contains information on the project and acts as a kind of index file that stores the
names of the files associated with each stage of design and each axis.

In addition to the file names, it also stores some of the configuration data for the different types of
calculation and drawing used for each axis, and on a global level, or for the project as a whole, it contains
other information and files.

For the horizontal design, a single ISPOL.CEJ file stores the
data for all the axes of the project.

The ISPOLn.VOL and PERFn.PER files contain the design
data for the grade line and elevation and those for the
reference terrain (almost always the natural terrain),
respectively

( n corresponds to the order number of each axis in the project, i.e. 1,2,3, etc. )

The files must necessarily be stored in a single folder so as to favour control over the data and their
integrity. Nevertheless, we recommend that users regularly check for the introduction of new functionalities
that in future versions may make it possible to work in a different way.

As will be seen in other sections of the present manual, it is possible to generate intermediate general files
for the purpose of enabling design data to be stored independently, data which can be loaded at any time
and can allow different alternatives to be considered for the same axis.
PROJECT
HZ.DESIGN
VERT.DESIG
SECTION
ISPOL.POL
ISPOL.CEJ
ISPOL#.VOL
TERRAIN PERF#.PER


Another type of intermediate storage files (see the annex 'file extensions in this chapter) facilitate the
storage and re-use of different types of data, vector tables, longitudinal profiles and in general all the
construction data that can be defined with ISPOL
. These files can then be stored at any given moment in

a specific location which can even be a corporate one, thereby enabling all the members of a project team
to make use of them.

It may at times be necessary to store files that represent design alternatives, different stages of
construction, etc. In terms of data storage, it will always be possible to have files in which the different
variants are stored, by labelling them e.g. ISPOLa.CEJ or ISPOL1a.VOL. The combination of numbers
for the axes and letters for alternatives is a simple but effective way of doing this.

Overview of definition and results files

The following flowchart provides an example of the set of files that make up the definition of a 3-axis
project and the intermediate and result files generated by the program:

By default, the output for the data of the transverse profiles of the section and roadbed is performed in the
files ISPOL#.PER and ISFIR#.PER. Remember that some program tools use this files, and if their name
is changed some tasks will not be performed, such as the calculation of junctions, to give just one
example.

1.3.2- Calculations and files generated
As we can see from the diagram above, ISPOL
generates several results files during all the basic

calculation processes, this being taken as the simple ground plan, grade line and elevation calculations.

Other kinds of result files are, however, generated a posteriori, using the transverse profile files generated
by the previous calculation process ISPOL#.PER and ISFIR#.PER (the analytical data defined in the
.VOL files can also be used): an example of this would be the generation of a specific calculation or list or
that of a longitudinal section running at a distance of 1.2 metres from the outside edge of the main
roadway.

The information in principal is as yet not in graphic format, consisting only of files (which can be edited with
the profile editor). Nevertheless, the system is completed by elements that extract the information and
display it on screen, over the existing cartography (in the case of a ground plan drawing). Other tools
enable drawings of cross and longitudinal profiles to be generated.

When advanced analysis tools are used, such as when calculating visibility or crossroads and/or junctions,
in addition to generating lists or data files, modifications are also automatically made to the definition files
(.vol), and therefore a back-up copy of these files should be saved before carrying out operations of this
nature (as we shall see later on, ISPOL
contains a tool that enables the user to perform this task simply).

ISPOL.POL
ISPOL.CEJ
ISPOL1.VOL
PERF1.PER
ISPOL2.VOL
ISPOL3.VOL
PERF2.PER
PERF3.PER
RASA#.RES

C
A
L
C
U
L
A
T
I
O
N
S
CEJE#.RES Horizontal alignment axis, kp, x, y, azimuth, radii
Grade lines : kp, slope, entry and exit tangents
PLAT#.RES
CVOL#.RES
FIRME#.RES
Platform points
Areas and volumes: earth ISPOL#.PER
ISFIR#.PER
Transverse profiles
Pavement composition
Areas and volumes: road surface
*.RES Specific lists


1.4- Data stored and managed by ISPOL

As we have seen, there are two kinds of data at a functional level: on the one hand the global data applied
to the project, the latter being understood as a set of axes, and on the other the independent or specific
data for each axis or element of the project.

The system implemented in ISPOL
is based on the use of a

guide file in which the structure of the project is stored, so that
all the files are managed with no need to load each file
individually.

The horizontal alignment axes are stored in a single file, one of
the reasons for this being that this enables connections to be
made between them, for example in the case of junctions.

The remaining information pertaining specifically to the design
of the cross section and the grade line of each axis is stored
independently in a separate file for each axis of the project.

According to the version being used and the future improvements to be implemented, the file storage
routes may be of any kind, including remote storage, but for the moment the system only works in local
mode.

All the files (if the definition structure is complete) are automatically loaded by the system in the various
screens, in which the axis number and current design stage always appear.

Versions of ISTRAM
and compatibility

It is essential to note that information cannot be used retrospectively between versions: in other words, a
project generated with an updated version may not work with an earlier version of the program.

When sharing data it is therefore vital to ensure that the same version is being used by all users, a
problem that can be solved by implementing a standard update policy.

Understanding how ISPOL
works

Following on from the schematic representations shown on previous pages, we will now describe the
complete data storage and management system, on the basis of the following structure:

ISPOL.POL
ISPOL.CEJ
PERF#.PER
General project data and definitions
Definition file for the horizontal alignment axes
Transverse profile files for the terrain
ISPOL#.VOL Vert.Alinement and cross section file
Management of links to files, calculation modes and drawing


1.4.1- General project data and definitions
These are stored in the .pol file and affect all the axes of the project, allowing the user to define the
following elements:

- Definition data, such as list names, which is the principal axis, etc.
- Calculation modes or behaviours, activation and deactivation of certain calculations
- Names of global files, relating to the loading of data.

Definition data Loading data by name
Project title and comments Name of the horizontal alignment axes file
No. of the main axis for the mass diagram
*1
Name of the border lines file
Name of the construction work file
Name of the descriptor file for the terrain profile extraction mode

*1
Border lines are used to separate the surfaces of two adjacent axes, for example the trunk and a branch joining it (thereby avoiding the
duplication of measurements in the area where there is a common bank and roadbed )

Calculation modes and/or behaviours
Modes of generating measurements
Calculation of crossroads (several options)
*2

Calculation of spill cones in structures (several options)
*3

*2
ISTRAM enables the axes needed to connect axes crossing at the same level, a common feature of housing development projects, to
be defined and calculated automatically.
*3
ISTRAM provides a simple solution for the calculation of the spill cones needed to protect the abutments of the structures defined in
each axis.

To sum up, the data stored in the .pol file do not define the individual data of the elements of the project,
but the way in which the program takes and processes the data, the way in which each element will be
drawn regardless of how it is calculated or the design data used.

This dynamic structure enables different road alignment alternatives to be stored and a manager to be
used to save us the bother of opening a file, calculating and then saving information, a common feature of
other applications.

1.4.2- Definition file for the horizontal alignment axes
This file, with extension .cej, stores the geometrical horizontal alignment definition of all the axes
involved in the project. Each axis is composed of a succession of straight and circular alignments and the
clothoids used as transition curves.

There is only one file of this kind for the whole project, the information it contains being saved
independently. It is automatically loaded by the system because the file name is included in the .pol
project file.

Mechanisms are included for importing axes created using other programs, erasing or interleaving new
axes, and in general managing the organisation of the information under an ordered structure according to
axis number.

This structure is closely related to the design and calculation of the cross section. The numerical ordering
of the axes is inherited by the remaining elements, each of which will always be associated to an axis
number. This system, although it may at first sight appear restrictive, is one of the main reasons for
ISPOLs calculating power.

When a calculation is performed, the system interprets all the data, taking into account, where defined, the
relations and connections between axes, resulting in a continuous geometric definition of all the axes in
the project.


The system is then ready to use this information (which is
stored in the memory) in the remaining design processes,
such as the extraction of transverse profiles, the labelling of
axes, the setting out of points or the automatic assigning of
cambers according to the radius, to give just a few.

We strongly recommend that time be taken to create an axis
structure that will not need much further modification, since
the whole system depends on this structure.

The data can be stored by clicking on the button save or the diskette icon (see the relevant section for
how this works). If no file name already exists, ISPOL
will choose one by default (ISPOL.cej), although

the user can choose any name, one that at a given moment will enable stages or alternatives to be stored
and then subsequently retrieved at will.

Scope of changes to horizontal design
It should be born in mind that changes in ground plan design are neither immediately inherited nor adapted
by the remaining definition elements (transverse profiles, sections of width definition, etc.). The kilometre
points of each axis, its coordinates and the azimuth of its tangent are the basic and essential data on
which the whole ensuing process of data definition depends.

It is up to the user to decide when each element depending on the ground plan design is calculated, and
whether this is done individually or applied to the entire project, ISPOL
providing the corresponding

elements that enable the user to choose the range of axes to which the process is to be applied.

For example, the modification of a radius lengthens or shortens the
length of development of an axis, and therefore the transverse
profiles of the modified curve (and of the remaining alignments) will
no longer be valid, the position and azimuth of the points having
changed.

Other elements affected will be the parameters of the cambers,
added width, and other definitions of the section. If the modified
axis is connected to others, as in the case of the definition of
adjoining branches, the modifications will affect several axes.

Although ISTRAM
is continually implementing systems for automatically

linking, checking and re-adapting design data, the data that may no longer
be valid should be checked after each modification to a ground plan.

Associating axes in groups

As we will see later on, ISTRAM
allows groups to be defined and associated with each axis, thereby

enabling a system to be defined that will allow construction elements in the project to be identified in a
simple manner, e.g. group 1,2,3 can be assimilated to intersection 1, 2 and 3. Another meaning could
consist of alternative 1, 2, 3.

ISTRAM
provides a dialogue box to manage the relationships between axes and groups. These
definitions also allow project data used in calculation processes to be organised, offering the possibility of
activating or deactivating the calculation of a group, allowing the user to evaluate a zone or group of axes
without wasting time by calculating the whole project, thus achieving a saving in both time and graphic
resources.



1.4.3- Transverse profile files of terrain
Obtaining transverse profiles of terrain is closely linked to the ground plan design. The feature
programmed for this purpose allows for a detailed definition of the points where a point is to be obtained
and with it, the transverse profile of the topographical surface.

In principle this surface defines the original terrain, but in certain situation it may represent the excavated
or banked terrain at a specific stage of construction or a lithological horizon we want to analyse in detail.

ISPOL
providers the user with a tool that allows rapid and

almost optimal generation of the data needed for all the axes
in the project. *

When this operation is performed, in the memory (and later in
the .pol file) each axis is associated with its file of profiles,
being used automatically in all the calculation processes that
use the terrain, such as the representation of the longitudinal
profile or the calculations of the intersections of excavation and
embankment side slopes.

These files can also be associated manually, either when loading the profiles from the grade line design
environment, or from the dialogue box of the project itself.

These files, in addition to the terrain data, are also used to store the coordinates and tangent azimuth for
each kilometre point. This information is used to define at which point a section of the project, and with
which standard direction to the axis, is to be obtained. If a profile file is used in which this information
differs from the analytical data, the program will warn the user that it is unable to calculate the section
correctly. **

Use of progressive quality profile files

The quality of the data contained in or obtained from the project transverse profile files is directly related
to the design stage reached or the kind of calculations to be performed.

According to the use to which the results are to be put, a rough cartography with little detail or one which
has not been checked for uniformity may be adequate, since the results will be fine tuned later. It may
even be possible to use a plan with a mean spot height to start with, leaving real cartography for a later
stage.

Data are only calculated when there is a terrain profile

To all intents and purposes, the data in the transverse profile file for each axis are used first to determine
the initial and final KPs between which the calculations are to be made. Additionally, project profiles will
only be calculated at those points having a terrain profile. ***

* Logically, it will always be necessary to examine or review the data obtained to a certain extent, since the data in the
cartography loaded may not be accurate, or a parameter or parameters of the operation may not be sufficient to be
100% representative.

** This option can be deactivated, although this is not recommended since erroneous data will be generated that would
never be admitted for construction purposes.

*** It is possible to activate a full system of dynamic profile interpolation at specific points determined by the user,
which can be selected in all intervals for which a cross section element is defined.


1.4.4- Defining the section: vertical alinement and cross section
For ISPOL
defining an axis in elevation consists of defining the vertical alinement, which adds the z
coordinate to the horizontal design, and which in conceptual terms is a 3D polyline, over which a cross
section defined, basically, in terms of the platform, the thickness of the construction components and the
intersection of the slopes.

All these data are stored for each axis in a file with the extension name .vol, these files also containing the
connections with other axes (e.g. junctions and crossroads) and other complex elements that will be
explained later on.

Since these data are stored in files, it is possible to reflect different solutions for the same axis or for
variations of an axis, and therefore the file names chosen by the user should have a certain meaning. For
example, eje1_a3 would mean axis 1, alternative 3.

In later chapters, particularly in those concerning the elevation and grade line' menu, we will list all the
elements stored in the file, emphasising the fact that it is important to have a general idea of how the data
are organised to eliminate the need for the user to examine the content of each file.

1.4.5- Managing the link to files, calculation modes and drawing
Each axis involved in the project is associated on the one hand with the names of the files defining the
design and terrain data used, whilst on the other hand calculation and drawing modes and states (active,
inactive) are stored for each axis.

The dialogue box for the project
menu (as will be seen in the
relevant chapter) allows all these
files and modes to be visualised
and managed.

The files linked to each axis are:

*.vol Name of the file containing the design data (vertical alinement and section)

*.per Name of the file for the transverse profiles

The modes and types of calculation are associated with an acronym that describes their functionality:

CAL Calculation of the cross section

MEJ Application of the section control system in road widening and improvement projects

ENL Intersections, use of border lines (defined in the associated file) *

REC Redetermination or recalculation of volumes **

RFI Redetermination or recalculation of volumes for roadbeds **

*

As has already been mentioned, border lines are used to cut and separate a trunk from its intersection, amongst other reasons so as
not to duplicate the surfaces created.
.
** If, after the basic calculation, any process modifying it, such as profile truncation, is applied, it will then be necessary to reprocess the
files to ensure that the volume tables are accurate.

Finally, each axis is associated to a drawing mode, which describes (by means of a series of instructions
contained in an ASCII drawing mode file, how the surfaces that compose the section calculated (roadbed,
subgradient, slopes, walls, etc.) are to be created and represented.



1.5- Access to the linear infrastructure module, work
environment

When ISTRAM
is opened, Digital Cartography is the active module or

environment.

In the principal or initial screen a side menu will appear containing the buttons
giving access to the rest of the programs modules, amongst these Linear
Infrastructure.

On accessing this module, the user will find a work environment consisting of a
dialogue box with a system of tabs giving access to the different constructional
or functional areas of an ISTRAM
project.

To complete the system there is another side menu that varies according to the
work area which we happen to be in, offering the user the possibility of
continuing to use the other digital cartography menus, which can be accessed
by means of the drop-down menus located at the top of the screen.

The basic elements are defined for any axis: ground plan, grade line and cross section. This grouping y
themes will have a future effect on other elements, making it easy for the user to access specific thematic
areas, such as the project in its most general sense or lists and tables.

Moving between tabs has important implications for the storage of data. The file structure described in the
previous sections is managed by the system, enabling the user to control the entry and exit of information
by clicking on the load and save buttons. The section dialogue box contains the buttons giving access to
the various part of the cross section. Additionally, and to facilitate calculation, a series of complements,
utilities, tools and accesses to advanced menus provides access to systems for complex calculation and
analysis, drawing results or resolving crossroads and junctions. We will now give a general overview of the
functionalities of these dialogue boxes.


1.5.1- Horizontal Design
On opening up the linear infrastructure module, the first screen that appears is that for ground plan design,
since this is the backbone of the calculation system. We will now show the dialogue box and side menu,
summarising the most important features of the system.

Ground plan design under ISTRAM
is based on the definition of alignments,

which may be either fixed or floating, resolving the application of all the values
needed to achieve geometric continuity, guaranteeing tangencies between
straight lines, curves and clothoids.

The dialogue box provides a simple way of entering the alignment data for each
axis and navigating or selecting data. Similarly, it gives a system for selecting the
axis with which we want to work. Some selections and types of calculation can
be dynamic, the user selecting the elements and modifying their data on screen
with the mouse. A table of options allows the user to configure some parameters
that define the way in which the graphic information is represented or used.

Managing the information

All the information is stored in a file with extension name .cej. Input and output of
the data for all the axes stored or for individual axes is managed by the user
through the save buttons or commands.

With files, the user can also access translators to import definition data
generated by other programs.

In order for the system to recognise this file as being active we need to save a
project file with extension name .pol, in which, amongst others, the name of the
file containing the ground plan data is defined.

Calculation tools, utilities and complements

The ground plan side menu offers a series of elements that allow the user, on
the basis of the ground plan information, to perform certain analyses, prepare
drawings and lists, label the ground plan or obtain primary grid data.

The definition and use of design tables enables the user to validate or review
each axis and comply with specifically applicable standards.



1.5.2- Designing the vertical alinement

Once the ground plan geometry has been defined, the next natural step is to define
the grade line by means of a succession of concave and convex alignments and
arrangements.

As in the case of ground plan, the user can select the axis, and within this the
alignment to be defined or modified. The selection and modification can also by
dynamic, using the mouse for this purpose.

As we will see below, longitudinal profiles of differing kinds can be generated, their
data being used to support the design by using the couplings that have been
specifically prepared for grade line design.

Another of the features of the system is the possibility of using design tables that
offer the user a means of complying with alignment standards.

Obtaining and visualising the longitudinal profile of the terrain

Logically, a grade line cannot be designed unless the profile of the terrain is
available, and in ISTRAM
this can be done in various ways (as will be seen in the

relevant chapter), the basic way being to obtain transverse profiles from the primary
grid and profile menu found in the ground plan menu.

Another option is to use the [trial grade line] button on the ground plan side menu,
which will give a quick longitudinal profile.

Comparing and using information for other axes of the project

At times it may be necessary to visualise and analyse the position of other axes in the project, as in the
case of overpasses and underpasses, and also when we are designing connecting branches. The side
menu offers various utilities that enable data to be obtained from other axes and used to support the
successive design stages.

For the program to analyse the data, depending on what kind of analysis is to be performed, both our axis
and the one to be analysed should have all the design data: ground plan, grade line and elevation,
otherwise it may be impossible to find a valid geometric solution.

Storing the information

The design data for the grade line and all the related information (visualisation of other axes or other lines
and points) are stored in the .vol file. The data is initially stored by clicking on the button [save] located in
elevation, at which time the name of the .vol file that is going to contain the data for the elevation (or
cross section) and grade line will have to be supplied.

When this name already exists, data can be stored by clicking on the diskette located at the bottom of the
screen.

As was the case for the ground plan, the files option allows the user to load and save grade line data to
independent files or even import data from other programs.


1.5.3- Designing the cross section, calculations
By clicking on the SECTION tag a complete dialogue box appears that enables the user to complete and
define the remaining elements that will allow ISPOL
to calculate an axis accurately.

The middle section (highlighted in the screenshot) is the basic element for defining the model platform
and section with all possible construction details, the rest of the screen containing another series of
functions for generating drawings, producing results or performing complex analyses.

Platform data

Under the heading PLATFORM we can find the buttons that enable us to define the
basic dimensions of the active axis, such as roadway width, median dimensions,
roadbed thickness or drainage. All the data are associated with a kp along the axis,
the values being automatically interpolated when necessary.

Defining model sections

The model sections are a powerful feature of ISTRAM
that enable the project

designer to define different constructional behaviours or characteristics, as opposed
to the pure definition of parameters that are calculated in the roadbed section.

Each model section contains the definition of various elements such as the
geometric relation between grade line and subgradient, the ditches and side slopes
to be applied, the embankment cladding or the height of a wall, amongst others.

Defining model sections

The model sections are numbered in ascending order, and, by using the appropriate
dialogue box, are associated to intervals or calculation zones. At this point we can
calculate the entire axis, with ISTRAM
interpreting all the data previously defined

and resolving the geometric relations between the components of the section and
the intersection of different elements with the profile of the terrain.

When the calculation process is over, ISTRAM
will have generated several results files, the main one

being the project profiles file ISPOLn.per, which represents, KP by KP (according to the profiles of the
original terrain), the various construction layers that have been designed.



1.5.3.1- Specifying the type of project: roads, railways, pipelines

The default type of project associated with each axis
is roads, but it is nevertheless possible to change
the type to railways or pipelines by clicking on the
button designed to that effect.

Clicking on this button, as well as changing the type, also modifies certain data tables that, logically, are
specific to each type of project.

Changing the type of project does not alter the general philosophy of ISTRAM
with regard to design

stages and calculation, since they are all infrastructure projects, the information being generated by means
of the same type of files and other elements. Axes of different kinds, roads, railways and pipelines, can
exist side by side in one and the same project.

The commands or buttons grouped under the roadbed heading are modified to offer specific design
elements for each kind of project, so that although the general structure is maintained, different specific
modes for determining volumes are also selected. This enables us to obtain ballast volumes in a railway
project or the filling for a pipeline project.

As will be seen later, the graphic representation, including ground plan, longitudinal and transverse profiles
is generated by using descriptor files for drawing mode, prepared to extract the specific information for
each kind of project: the drawing of a pipe makes no sense in a railway, and neither does a sleeper in a
road.

1.5.3.2- Calculating surfaces and volumes, volume determination tables
As has been mentioned previously, the choice of type of project means that each axis is automatically
assigned a volume determination table that describes the way in which surfaces, and therefore the
volumes of the different construction materials, are obtained.

The standard tables (supplied in the basic library) enable the data to be extracted from all the units in a
project. Nevertheless, users can create their own tables or modify the existing ones (which should be
saved under a different name) for various purposes.

Each axis can be associated to a different data table, this information being stored in the .vol file. When
obtaining summaries by group, or in total, the user has to group the axes by type, otherwise these results
cannot be generated. Although this may be possible in future versions, for the moment ISTRAM
is unable
to produce a list in which soil covering for pipes is mixed with ballast for railways.



1.5.4- Multi-window environment: ground plan, grade line, cross section
ISTRAMs multi-window environment enables users to visualise the model section, grade line, ground plan
and a 3D view of the latter at one and the same time, so that the effects of any change to the data can be
seen immediately. This functionality allows the user to revise the design at any stage of the process.

The positioning at any KP is automatically indicated en each of the windows open by means of a blue
arrow, so that the position is easily identifiable in the 2D space of the ground plan (x,y), grade line (x,z)
and cross section (y,z), as well as in the 3D view (x,y,z).

Clicking on the DATA button of any window brings up the corresponding data menu, allowing the user to
make changes and immediately visualise the recalculated section.

It is important to consult the section devoted to the configuration of the project, which defines the different
elements that may be decisive when it comes to automatic recalculation, as for example associating a
cartography from which to extract terrain profiles when necessary.



1.5.5- General design templates

Design tables

The GENERAL tab contains different design tables associated with each of the axes within the project.
The following tables can be loaded:
Design in Horizontal Design *.dip.
Design in Vertical Design *.dia.
Junctions *.den.: The values in this table will be used by ISTRAM
as default data in the

definition menus for JUNCTIONS of an axis or for JUNCTION in the ENTIRE menu when an axis
is selected as a branch. The table includes:
o The zone in which extra width is applied to the trunk.
o The deduction zone for grade lines and cambers.
o The position of the points C and E with regard to the trunk and branch.
o A maximum equidistance for calculating intermediate points along the hip.
Overwidths *.tsa.
Section *.vol.; the library contains the sample files: highway.vol, road.vol, branch.vol
and trench.vol, which can be used as a section in the design table, although users can design
their own *.vol files for loading in the section table.
Superelev *.tpe.

The names of these tables are stored in the .cej file for each of the axes it contains.

The ELEVATION menu behaves in the following way:
In those axes for which a *.vol file has been defined in the project table, this file will be loaded
as usual.
In those axes for which no .vol file has been defined in the project table, the program can now
create one as follows: If a section file (*.vol) is defined in the GENERAL tab for this axis:
1) This file is loaded.
2) A calculation section is created between the KPs of the first and last profile of the
terrain.
3) If a design table for superelevations (.tpe) has been defined, the superelevation
calculations will be performed in accordance with this table.
4) A grade line is created between the first and last point of the longitudinal profile of
the terrain.

In this way we will obtain sufficient data to obtain a first rough estimate of the axis.

The .vol files for defining the section in the GENERAL tab have the same format as any other .vol file
and are stored in the library so that they can be used by different axes. When they are loaded the number
of the axis the file may contain is ignored, and thus the section defined in the *.vol file can be valid for
any axis number.
Template

A base name can be defined in a *.dig file, to be used by the program when the [Save] and [Load]
options of the template are used. All the tables that have been loaded for each of the axes are assigned to
this template.


1.6- Calculations and results
Each of the design areas for the linear element: ground plan, grade line and cross section, has a
calculate button and a plot button. Obviously, each of these generates information that is appropriate or
related to the level or hierarchical position it occupies in the design process.

The information generated covers three modes or spheres:

Graphic: generation of drawings on screen, which can either be used by ISTRAM
, sent to a printer or
plotter or exported to a CAD file.
Alpha-numerical: these are ASCII files and lists, that give geometric information, measurements,
settings out of primary grids, files with system feedback data, etc.
ISTRAM
files: these contain data that can be used by the program.

We will now give a brief introductory description (referring users to the specific chapters of the manual
when appropriate) of the data generated at each stage.

Horizontal design

The calculator generates the geometric continuity of the alignments that have been defined, resolving
tangencies between curves and straight lines, using transition curves if these have been defined.

The resulting polylines are plotted on screen, discretized according to the values specified in the curves
option of the drop-down state menu.

All this information is also sent to ceje#.res files which contain the initial alignment data and those
calculated by ISTRAM
, listing the kps, coordinates, radius values and other parameters.

Vertical design

The process here is very similar to that for ground plan design: the calculator resolves the connectivity of
the grade line, calculating the vertices, tangency points between arrangements and showing flags
displaying important data such as the vertex and grade line spot heights, entry and exit slopes, etc. All
these data are recorded in the rasa#.res files.

The graphic output of the longitudinal profile can be done in a simple manner and sent to the editing
environment as if it were a giant sheet of paper. However, much more detailed and complete longitudinal
profiles are done from the specific menu that can be accessed from Elevation.

Cross section design

The cross section is composed of a huge number of data tables, and for this reason it makes little sense to
list each and every one of the elements that make up an interminable list of files.

The calculator uses the 3D polyline calculated from the data for the ground plan (x,y) and grade line (z)
and then slides the defined cross section over it, this having been previously resolved KP by KP. It then
checks whether the control limits (normally the bottom of the ditch) are above or below the terrain and
proceeds to create the cut and fill elements needed.

This process delivers the ISPOL#.PER files that store, for each KP, the terrain, grade line, subgradient,
and other surfaces that may have been activated (e.g. if soil thickness has not been selected, the
corresponding surface will not have been created).

At this moment the files generated are: rasa#.res (which have also been recalculated and generated
from Elevation), plat#.res, which define the points of the roadbed, and the measurement files
cvol#.res, which contain the areas and volumes of the construction units contemplated for each KP.

The user will then later decide what kind of information to extract, using the LISTS tool, this being a
complete menu which groups together the different kinds of report that can be obtained either from the
analytical definition stored in the .vol files or from the ISPOL#.PER files, which represent the calculated
project.



1.6.1- Obtaining drawings and generating project cartography
The system developed by ISTRAM
to perform this task is based on the definition and use of modes,

these consisting of sequences of codes that describe the data to be extracted and the kind of line, symbol
and label that will be used to represent them.

These commands are stored in editable files, a set of which are installed with
ISTRAM
and which will cover most possibilities.

Graphic information (with the exception of longitudinal and transverse profiles)
is generated full-scale: this means that we do not really obtain a sheet drawing,
but rather that the digital information is created and arranged in the same way
as when we load a cartography.

The print environment enables the user to load and/or define the pages used
and send them to printers/plotters or save them in CAD format.

We will now describe some of the basic, and very general, aspects of each of the design areas that can be
represented in graphic form.

Drawing the geometric definition of the ground plan

By producing ground plan drawings we cover the need to represent the different alignments (straight lines,
curves and transition curves) with their parameters, the exact location of the unique KPs resulting from
tangencies between alignments and finally, the position of the KPs so created.

Files with the extension name .ALI define how the graphic output is to be obtained, the user being able to
configure, for example, whether the radii will be labelled to the left or to the right of the axis, or the type of
line used to trace the axis.

Drawing the grade line and longitudinal profile of the terrain

ISTRAM
uses the instructions described in files with the extension name .GUI to distribute the different
data strips or guitar that are typical of a longitudinal profile, specifying the way in which the grade line,
terrain, structures and tunnels, the position of other axes, alignments and cambers, etc. are going to be
represented.

ISTRAM
plots on screen the information corresponding to the target sheets as if it were a plane
mapping, generating a file of pages that can be used from the print environment.

Drawing transverse profiles

The system is similar to that described for the longitudinal profiles, but in this case the files used to store
the configuration of the mode in which the information is to be distributed and the guitars that accompany
the transverse profiles bear the extension name .GUT.

Drawing the 3D ground plan of the designed axis

The ground plan drawing of the project is the graphic representation of the calculation results. In the case
of a road it will differentiate between, for example, the lines of the edge of the roadway, the ditches, the
heads of slopes in cuttings and the feet in embankments, and the typical drawings of the habitual combs.

As in previous cases, the commands described in files with the extension name .LIL are analysed and
used by ISTRAM
to obtain the desired graphic outcome. This information consists of polylines with X,Y,Z
coordinates, giving us a 3D line-drawing of the project that can be used for a variety of purposes, the first
of these being the 3D visualisation that ISTRAM
can give the project designer to enable the physical

aspect of the results to be reviewed.

Since these are graphics, they can be used in the habitual graphic editing processes, but they can also be
used by ISTRAM
for other calculation modules or processes, for example updating the natural terrain
with the road that has been designed.



1.6.2- Generating and visualising lists
Some lists are automatically created by ISTRAM
during the calculation processes. The side menus

always contain a [Rprt] button that will immediately display the results file of the active axis. For example,
when the ground plan of axis 12 has been calculated you can visualise the file ceje.res immediately,
with the data ready for later revision in the file, which can be selected through the [REPORTS] dialogue
box or environment that appears in the ELEVATION menu..

ISTRAMs dialogue box comes with buttons that enable the
user to select the results files to be accessed.

All these files have the extension name .res and the base
names (plus the axis number) appear in each of the
buttons, thus allowing the user to know the name of each
kind of list, this being extremely useful when the data has
to be included in other programs.

The configuration of the number of lines per page,
decimals and other characteristics common to lists can be
done from this dialogue box, after which they are stored in
the general configuration file ispol.cfg.

Some of these lists, may in fact be tabular files or files in specific formats that can be imported by other
applications or readily transported to field equipment, with some of the export utilities (e.g. to the landxml
format) being included within this dialogue box.

1.6.3- Submodules or extensions of the linear infrastructure module

At bottom right the user can find the means of accessing various data input
areas which due to their nature can be considered extensions of the main
linear infrastructure module.

One of these extensions enables the behaviour of an axis to be defined when it
becomes necessary to analyse and resolve designs of the improvement and
widening type, ISTRAM
resolving the complex relations that enable the

existing road surface to be adapted through operations such as cutting,
demolition, etc.

Another specific area allows the construction and project data to be analysed, whilst Project monitoring
and control permits the user to work with data obtained from topographical field stations or equipment.

[Constr. Monitoring] (linear infrastructure) enables the user to manage earth movement measurements
at different construction stages during the project, assisting the user with tools that automate certain
editing tasks for the transverse profiles.

[Tunnel Monitoring], on the other hand, is an extension that enables the user to monitor the constructed
surfaces of a tunnel: excavation, shotcreted surface and cladding, adding various features that process the
data and obtain information relating to the geometric control of these surfaces.

The ISTRAM
manual contains individual chapters for each of these extensions that give an in-depth
description of their functionalities. Nevertheless, occasional reference may be made to them in the basic
chapters on linear infrastructure in those cases when the same dialogue box or utility can be used to
generate data that may be needed in these extensions.



1.7- Tools, utilities, complements and options
In order to facilitate the design process for the user, the program separates what are considered advanced
operations from the basic ones, these all being organised in the dialogue box under the headings referred
to earlier. This arrangement also allows work schedules and flows to be organised.

All these utilities or tools enable design data (those stored in the .vol file) and results (the ISPOLn.PER
files) to be extracted and analysed, and new data to be generated that will enrich and/or modify either the
design and/or results data.

Tools

This heading brings together a series of multi-purpose commands for different uses, or to put it another
way, general commands, which act on several elements: generating passage points from one axis to
another (extremely useful for establishing exact contact between two axes), modifying the data in a .vol file
or truncating two axes according to a line selected on screen.
Utilities

These process project data in order to analyse them in the case of a visibility analysis, the creation of
speed diagram or the creation of new elements such as drainage work.

Complements

In the section window individual data are defined for each axis, and in complements we can access the
dialogue boxes that enable the parameters of relations between axes to be defined, as in the case of
crossroads and junctions.

Profiles

This heading includes tools that work with the project profile files, whether already generated or not,
enriching them either by adding symbol information, such as inserting a traffic sign, or adding the
information produced by the analysis of the intersection with the lines of another axis or of a map polyline.

Menus & options

Provides access to project analysis and management systems, such as the full, project and group menus.
Other buttons give access to menus that can be reached from other places in the program, but are also
located hear for greater ease of use.


1.7.1- Project Menu, general calculation management
A large proportion of the structure and philosophy of calculation explained above can be summarised by
looking at the dialogue box that opens up in ISTRAM
when we use the [PROJECT] menu, which

basically consists of a screen that enables the user to interact with various different elements.

This menu is the true driving force for calculation and management in ISTRAM
: it is used to configure
the calculation and drawing options for the project as a whole, and is complemented by possibility of
bringing axes together in groups (which will or will not be used in calculation, depending on whether they
are activated or not). This translates into an optimal use of resources and an overall compression of the
flow of work done.

The functional representation of the process touched upon in
the introduction to this chapter is thus made clear and the user
can discover the power and versatility of ISTRAM
, the initial
complexity having now disappeared.

We will now see how in just a few steps it is possible to define
and calculate a project incorporating several axes, and how we
can navigate through the different design stages in a simple yet
powerful way.

As we have already mentioned, the association of axes in groups is a powerful tool that enables us to
organise our project constructively. Thus, since the activation or deactivation of the groups is related to
their inclusion or otherwise in the calculation processes, users can focus their work on a specific group of
axes without having to use resources on other parts of the project, which another colleague or colleagues
may be calculating, in this way facilitating teamwork.

PROJECT
HZ.DESIGN
VERT.DESIG
SECTION
ISPOL.POL
ISPOL.CEJ
ISPOL#.VOL
TERRAIN PERF#.PER


1.7.2- Full menu, multi-axis interactive analysis
When we execute this option we move into a new graphic environment (hiding the cartography) which
allows us to analyse and resolve geometric relations between several axes, as is the case with junctions.
The right side menu gives us another series of utilities designed to obtain graphic information or generate
new data that will help us achieve our initial goal: connect axes and separate common elements.

The use of these utilities presupposes that the data of the axes involved in the analysis have been
perfectly defined, otherwise the results will be erroneous or may even not be calculated. The program
generates various files that can be loaded (widths, grade lines, cambers) in different inputs of the cross
section or of the grade line.

This graphic session or display screen is independent from the main one, as if we had opened a new
program. The drawings generated in this independent screen can be saved to disk for loading later on,
and similarly, the commands .edm block or .edm coordinates can be used to bring in information. When
we leave the FULL utility, the graphic data are downloaded and the system goes back to the previous
screen.

Automatic modification and updating of definition data

Since this is an interactive utility, the calculations and analyses performed can be visualised and reviewed
before being validated. Users should bear in mind that some of these utilities enable the information in
some of the files in the project to be updated, but the user must intervene directly for this to happen.

If we are not confident about the quality of the modified data we can always recover them by creating a
special version of the .vol files involved, which can be recovered if necessary. The commands save pol
and recover pol can be a valuable ally when it comes to recovering data.



1.8- Defining and calculating a simple project
This brief 'tutorial will provide the user with the basic ideas needed to design a simple project, and serve
as a hands-on introduction to the simplicity and versatility of the system.

Plan Design: defining the axes
At this point, the system is ready to define the first alignment of the first axis. The data input screen
(which can have two aspects: short and long) shows the most significant areas when it comes to
defining an axis in a basic or simple manner.

Since the default mode is graphic,
click on box X1 Y1 and then click on
a point on the screen.
Repeat this operation for point X2
Y2.
You have now defined your first
alignment: you can choose whether
it is a straight line or a curve, by
entering a value in the radius box.

Add a second alignment: the alignment navigator will show '2/2'.

This alignment 2 can either be floating or resolved by the program: in the drop-down menu [TYPES]
click on the option floating. Next introduce the radius you consider to be appropriate (positive for a
right-hand curve and negative for a left-hand curve), thinking of the azimuth of the next alignment.

Click again on the [add] button in the alignment navigator: you will now see 3/3, and by repeating the
steps given above, define this third alignment.
Linear infrastructure module: the first steps
Go to the linear infrastructure module. In order to have data storage operations operative from the
outset, it is a good idea to define the file names that are going to be used.

In the right side menu click on the option save cej from the drop-down menu in files, write
example, and the system will create the file example.cej to which data can now be saved.
Next give the project a name or title in the appropriate box. Click on the save button next to the
project name, write example and click on enter: the system will create the file example.pol.

From now on you can use the diskette icon to save all the data involved (according to the design
area we are working in: ground plan, grade line or elevation)

* Remember that unless you assign a name to each file, by default ISTRAM will save the data in files with the
name ISPOL followed by the corresponding extension.
Loading cartography
Load a simple cartography in the system: the one that comes with the demo project can be used as a
starting point. Revise the spot heights of the contours, visualise the data in 3D to check there is no
extraneous information, correcting where necessary.

Remember that the system needs a reference terrain in which to obtain transverse profiles which will
be used to define the cross section being projected.


Adding further axes and saving the data
Click on the [add] button located in the axis navigator to create the second and subsequent axes, with
which you can repeat the previous steps.

Try clicking with the mouse on any of the alignments: you will see that the active axis changes
automatically. As you will see, axis selection is an interactive process.

Try setting a value for the widths and explore the [options] section, which is accessible from the side
menu.

Save the data by using the option [FILES][SAVE .cej]: the program will ask you for the name under
which you want to save the information of all the axes you have defined. Then click on the [Save]
button at top right (on the same line as the project name).

You will now have a project called example.pol that for the moment contains the file example.cej,
and which from now on will be loaded by the system each time you enter linear infrastructure.
Calculations, drawings and reports
Now your axis is almost fully defined. Click on the calculate button and you will see how (if there is a
geometric solution between the circle and the two straight lines) the corresponding ground plan line is
drawn.

Experiment by modifying the radius in the appropriate box, clicking on calculate again and seeing the
changes that take place: these will remain visible on screen until the screen is refreshed or redrawn.

Add further alignments using the fixed-floating-fixed-floating-fixed method, and also try to make
dynamic calculations by using the mouse with the options aRa,:,R, (see the information in the status
bar at the bottom of the frame, which will tell you what to do).

Click on the [List] button and you will see the list giving the initial data and the data calculated by
ISTRAM
, amongst which you will find the exact KPs of the tangency points between straight lines
and circles (and transition curves if you have defined them).


Defining the vertical design
Click on the grade lines tab, which will give you the longitudinal profile of the terrain (the files have
already been generated). Enter the data for the different alignments, using the navigator to add or
suppress alignments. Enter the appropriate KV values and perform the necessary calculations and
modifications until you find the right solution.

Try using the buttons located in MOVE to make dynamic modifications, using the mouse to move the
definition points. Try using different coupling modes, principally PROFILE, and combining different
values [Incre Z].

Without changing axis, go to the next step where we will explain how to save the definition data.
Obtaining transverse profiles.
Before defining the grade line of the axes now defined, we must first obtain the transverse profiles for
the terrain, and thus be able to visualise the longitudinal profile in the grade line design stage.

To obtain the profiles (obviously, we must have previously loaded a cartography), we must go through
the following steps:

Access the dialogue box that will allow us to define a surface
(from the drop-down [menus][surfaces]), adding the lines and
points that we think form part of the digital information we have
loaded. (Consult the chapter Advanced editing: definition and
calculation in the digital cartography module.)
To access the profile extraction menu, use [primary grid and
profile][cross], which can be accessed from the right side
menu.
Define a semi-bandwidth (the width used by each side of the
axis to make the 'cuts) corresponding to the density of data in
your cartography, so that profiles can be calculated for every
kp.
Activate the triangulation option if your surface is not a digital
model made up of triangles, in order to guarantee greater
accuracy or fidelity to the existing cartography.

You will see that the base name chosen for generating transverse profile files is PERF, so that after
clicking on the [generate] button we will get a series of files PERF1.PER, PERF2.PER, etc. In the
project structure, ISTRAM
will from now on recognise these three files as being those associated
with each of the axes.

Click on the diskette icon: as the system already has the project file name example.pol, this is
where the terrain files you have created for each of the axes will be stored.


Defining a cross section
We are now going to define a model section of dual carriageway for axis one, and single carriageway
road for the others.
In order to obtain a simple design, follow the step-by-step instructions given below, pausing whenever
necessary if you think that things are not going according to our explanations.

Click on the save data key from time to time, or whenever you think it necessary, and try introducing
new .vol file names when you think you are going to need various alternatives.

Defining axis 1, a model dual carriageway section

01
In the grade line window, click in the box reserved for number of carriageways to change
it to 2, using the same grade line for each one, right and left.
We have now told the system that we want a dual carriageway.

You can try selecting the different mode and define another grade line for the left-hand
carriageway.

02
Click on the elevation tab and define some data for the platform:

- Lane width (7 m) - Superelevation of the roadways*
- Median width and depth - Auxiliary roadways, including hard shoulder

These data are defined by intervals of kps**, which should not overlap and must be in
ascending order, otherwise the results will not be those expected.

Experiment with the options 'add', 'insert' and erase' to see how the data input system
works.

* Superelevation can be calculated automatically from a table: just click on [Auto Table] and choose
AUC1009N.TPE
**Intermediate values are automatically interpolated when the calculation is performed
Saving the vertical alinement definition
You can save the definitions of each axis in files with the extension name .ras: to do this click on the
[FILES] button on the side menu. Remember, however, that the project file example.pol will not save
any information, since the only files saved here are the .vol files (which store the grade line and
elevation section data) for each axis.

To store the data correctly in the appropriate .vol file*, go to the elevation tab and click on the
save option of the right side menu. The program will ask us for the file name we want to use, and in
this case for axis 1 we will use example 1. Press the Enter button on the keyboard to pass this name
to the reserved box and click on OK (or press Enter again) to accept.

The files are now apparently all associated to our axes, but only in memory, so we have to take the
final step to store this information in the .pol project file by clicking on the diskette icon or on the save
button located next to the project name.

From now on, whenever we click on the diskette icon or the save button, we will be saving the grade
line + cross section data, or the ground plan data if this is the active tab.

*By default (unless a specific name is used when saving for the first time at this point) ISTRAM
will use the

names ISPOL#.VOL when you click on the diskette icon.


Defining a cross section
03
Now we are going to define the model sections: go to subgradient model section, where
we can define the way in which grade line and subgradient relate to each other and the
thickness of the roadbed (in total). Maintain the default values.

Remember that for each different kind of cut or banked-up section you will need a model
section. If you first define those that are necessary according to the grade line-subgradient
typology, you will avoid unnecessary problems.

In the side menu, the [model section] and [real section] buttons allow you to visualise the
aspect of each of the parameters that you define: experiment with different data to see
what significance they have.

Click on the [add], [erase], [insert], [copy], etc. buttons, and the vertical displacement bar
(when it appears).

WARNING : All the dialogue boxes close down when you click on the [END] button, which
returns control to the elevation menu, from which you can go on to the next stage of
definition. Click on the [save] button regularly to avoid the loss of data.

04
Now prepare the definition data for the cutting and filling sections (in this example we
will use very simple slopes, defined by the values ZD1 / D1, ZT1 / T1.

Whether a section is to be cut or fill up is determined by the position of a point that is
specified in [control-kerb]*
* By default use the value edge of hard shoulder | edge of verge, as control points where the ditch
hooks up.

Define a kerb with the parametric values and also try defining it using vectorial data (click
on the 'mode' pull-down menu). At any time you can click on 'model' and the system will
display a drawing showing the significance of the parameters that appear in the dialogue
box.

Try introducing the values ZD1: 20 and D1: 1.5; these mean that the first 20 metres (from
the foot of the slope) will be built with a 3/2 slope.
IMPORTANT: If you have only defined one model subgrade section you will only see one
1/1 datum; each ditch you define will be used specifically for each model section.
05
Observe that we are only defining one side of the dual carriageway: this is because by
default the system creates symmetric designs, although we can deal with each side
independently whenever we want just by clicking on the symmetric button (it changes to
asymmetric).
The buttons left<=right (copy the data of the right to the left) and left=>right allow you to
use the data defined for one side, and then, after modifying some data, rapidly obtain a
definition. Experiment with this utility, which can also be found in other areas of the
program.


Axis 1 ready for calculation
07
We have now defined all the basic elements needed for calculating the cross section of
axis 1. If you want to, you can explore the other data input areas, defining elements and
seeing what happens (thanks to the section window). You can always eliminate these data
inputs and return to the initial situation whenever you want.

Remember to save all these design data whenever you have to, using the save button or
the diskette icon. If you make a mistake you can always load the file where the design is
stored (example1.vol) and so return to a know condition (click on the [data] button to load).

Try saving different conditions in files to which you add a letter (example1a, example1b,
etc.), and retrieving them with the [load] option in the Elevation side menu.

Work with the options that allow you to add or insert data to get used to the system
developed by ISTRAM
for inputting data: remember that many operations are performed

from or in the input data taken as current, which we can always identify by looking to see
something similar to datum 8 / 17, for example.

Defining the cross section
06
Once we have introduced the basic data, we then have to tell the system to which zones
or stretches of calculation we want to apply each model section. To do so, go to
calculation zones, which will bring up the following dialogue box:

You can use the automatic button, which will automatically include the data existing in the
terrain in order to use the exact interval.

Define a soil thickness and a rock horizon.

You can always visualise the model section that is being applied at each interval by
clicking on the real section button in the side menu, bringing up the graphic window that
shows the profile that has been calculated (temporarily).

Note that model section 1 is being applied (this is shown in the graphic window for the
sake of convenience)


Drawing the calculated 3D ground plan
09
You will now logically want to see the projected ground plan, check the cutting and banking
zones, measure certain elements and, in short, validate your design.

To do this you will need to draw your axis, which you can do by clicking on the [draw]
button (if you are not satisfied, you can undo the operation by clicking on the [erase]
button). You can choose a drawing mode (try out the options to see the difference
between them) and later on you will be able to personalise your own configurations.

The information drawn consists of polylines with x, y and z data that can be visualised
through ISTRAMs 3D viewer, which allows us to see the calculations and thus review our
design in the best possible way.

Remember that all the graphic information you have generated can always be erased (to
prevent it interfering with other calculations), but becomes permanent when you change
from one axis to another or leave the ELEVATION menu.
Calculating the axis and viewing results
08
You have defined all the basic data, so you can now calculate axis 1 by clicking on the
[calculate] button. The program will assemble the data you have defined, interpret them
and generate the graphic and alphanumeric (list) results associated with axis 1.

You will now see on screen a schematic representation of the zones with cuttings and
embankments and a basic summary of the mass diagram (the difference between cutting
and levelling).

These data are organised as follows:

Project profile file for axis 1: ispol1.per
Grade line and roadbed lists: rasa1.res and plat1.res, respectively
Earth area and volume files: cvol1.res and cv1.res, respectively

Review the information that has been generated. The profile file can be visualised with the
editing utility, which can be accessed from the elevation dialogue box itself. Use the
[LISTS] button to access the dialogue box that enables you to visualise the lists.



Defining other axes and managing the project
10
Repeat all the previous steps and define further axes. We will now show you how to
perform the calculations and produce the drawing for the project as a whole.

Click on the [project] button located in the elevation dialogue box

As you will see, the .vol and .per files are organised for each type of information and each
axis. When you click on these buttons, you will be offered a file selector (associated files)
so you can load data stored in other files (for example, a previously stored alternative).

Another central zone allows you to activate or deactivate 5 stages or types of calculation
for each axis. In the case illustrated above, axis 3 has not been calculated, for example
because the data are not yet complete.

When you click on the [Calculate] button, the system uses the configuration of the project
and goes through the axes, applying the activated calculations and generating the
associated graphic outcomes, in the same way as we calculate an individual axis, but this
time with no action having to be taken by the user.

All the results are stored in ISPOLn.PER, RASAn.RES CVOLn.RES and CVn.RES files.

Global results generated with project

When the joint calculation is performed, the system enables a series of specific data to be
generated, such as cumulative lists for all the axes, classified by groups, with or without
generation of the spill cones for the structures, cutting the common zones shared by two
axes through the use of border lines, etc. These and other functionalities will be described
in depth in the full tutorials that can be downloaded from ISTRAMs webpage.

This brings to an end this brief tutorial or scheme of work, which enables the user to develop a
simple project and obtain immediate results.

You now have a general idea of how the programme works, but we recommend you to experiment
with all the buttons and data input areas, storing different variations of an axis or of the project as a
whole. You can also explore the content of the demo project that is automatically installed with
ISTRAM
in the stored projects directory.



1.9- User strategies, advice and suggestions
ISTRAM
is an IT program that has been specifically designed to be adaptable to the customary work
flows of the design process in civil engineering projects. However, although users are free to organise how
data are distributed and hence used, this section offers a series of tips and recommendations that may
make it easier to understand both the program itself and the results obtained from it.

Although it may seem strange, a few sheets of paper with numbered lists and descriptive diagrams or
drawings can be of great help to users when it comes to identifying elements, or understanding the
structure, of their project. Checklists also allow changes to be implemented rapidly, thereby guaranteeing
the correctness of calculations in complex projects.

Multidisciplinary teams are an increasingly frequent feature of civil engineering projects, and it is therefore
important to set up systems that enable the team to work in an orderly fashion, with changes being
managed as effectively as possible, thereby enabling deadlines to be met and the information to be
delivered free of errors.

1.9.1- Organising and managing the data
In order to maximise ISTRAMs resources we give a series of tips that will have a positive effect on how
the data are organised and how the project is calculated, eliminating or minimising the confusion
experience by users when the expected results are not forthcoming.

Importing and exporting information

This is a critical point at various times during a projects lifetime. The initial mapping data and detailed land
survey information come to us through CAD programs, whilst external collaborators provide us with
borehole data, information about public utilities affected by the project, and a series of data of a varied
nature in a wide range of formats, from spreadsheets to text files or even .jpg images.

The existence of an ISTRAM
library (symbols, types of line, etc.) should be backed up by an internal

policy or standard procedure that guarantees the success of all data import-export operations. Time
invested in organisational aspects such as these will always produce positive results.

Analysing project data

Our first tip is to examine the project you are going to design, identifying the number of elements and their
construction type (trunk, branches, roads, service roads, etc.). Prior knowledge of this kind will allow us to
optimise the input to the ground plan for our project, since this is calculated in ascending numerical order
(axis 2 cannot be connected to axis 7, since 7 will not have been calculated: however, 7 can be connected
to 2, since the data for 2 will have already been calculated).

Initial detection of the thickness and shape of model sections, or the way in which the subgradient relates
to the grade line, will enable us to identify and second-guess the number of sections and stretches to be
defined, thereby avoiding any last-minute surprises. It is a good idea to have a few repeated or empty
model sections to hand, that can be used to stop any future insertion of alternatives from degenerating into
total chaos. This structure will also facilitate data review.

Organising numbered data inputs

ISTRAMs calculating power is closely related to the definition (in various areas of the program) in
ascending numerical order of data and elements. We will now give some hints on how users can avoid
being overwhelmed by this system.

When we create the ground plan we can create empty axes, using number 1 for the trunk, 10,11,12,13,14
for intersection A, 21,22,23,24,25,26 for intersection B, etc. This will give us a reserve of axes (15-20 and
27-) that will make it easier for us in future to insert and evaluate different alternatives.

By assigning axes correctly to groups we will save processing time as well as associating axes to
construction elements, as in the case of intersections.



Preventing data loss

ISTRAM
allows the user to activate a continuous data saving facility. This has its advantages and
disadvantages, since any modification that allows us to evaluate an alternative will be permanently saved
to disk. This will happen whenever we leave the area in which we are working (e.g. from elevation to
ground plan) or when we change from one axis to another.

As a general rule, when no file names (.cej, .vol and .pol) have been defined ISTRAM
will use the

base name ispol, to which the axis number should be added. We therefore recommend users to define
their file names before inputting any definition data, in order to prevent any loss of data or project structure,
regardless of whether the automatic data saving facility is being used or whether data is saved manually
be clicking on the diskette icon or the save button.

Choosing names that identify elements and stages

Names assigned to all the files that form part of a project, whether they contain initial data such as
mapping, model section data or final data, should make clear reference to the type of information the file
contains and the stage at which it has been created.

A common practice is to use a system of versions numbered in ascending order that can be easily
identified with alternative alignments that have been appropriately identified by using their corresponding
field. The use of abbreviations such as AL (alternative), VA (variant), DT (detour) , B (branch), I
(intersection) and numbers to identify the date such as 01-06 (January 2006) in all the combinations that
the user can think of is another intelligent measure. A further simple idea is to use the letters of the
alphabet to refer to the different estimations, the last being taken as the best.

If information is transmitted according to a common scheme with which everyone is familiar, project teams
can implement a system that will benefit everyone. Draw up a simple internal procedure to enable the
team to optimise their output.

Organising information and making back-up copies

Create the folders you need in your system to store the graphic and alpha-numerical files generated by
ISTRAM
properly. Remember that the same file name is always used for various elements
(measurements are stored in CVOLn.RES files, for example), and that this prevents the user from
reviewing different stages of construction. A simple and easy way round this is to use folders with names
like alternative1 or February lists to store the information.

Another alternative is to create sub-folders within the main folder and launch ISTRAM
from that
destination, so that all the files will be generated in it.

A further tip, which may seem unnecessary but in our opinion is of great importance, is to ensure that
systems for making back-up copies are in place, to avoid the disastrous consequences of losing data or
having to re-input them. A CD-R drive is sufficient for this purpose.

Keep your working folders or sub-directories up-to-date and properly organised, eliminating any repeated
or unusable information, transferring data, renaming files, etc. Remember that although these tips should
be common practice in any IT work environment, they are sometimes overlooked or forgotten.



1.9.2- Specific tips for ISTRAM

The above tips can be applied to many other architecture, engineering and construction software
applications, but are of specific benefit to ISTRAM
users, given the underlying work philosophy of the

program.

There are, however, some specific hints or tips for ISTRAM
, which we will now describe.

Cartography used for the project

It is very important to verify the accuracy of the cartography that is going to be used to extract the profiles
of the terrain. A cartography with errors can lead to miscalculations and divert the users attention to the
design data when the errors in fact come from a previous stage.

ISTRAM
only calculates profiles in the KPs for which it has a reference transverse profile (usually the
natural terrain). Profiles cannot be obtained if there is a gap. Although digital models of the terrain are
generated during the stage in which profiles are obtained (and this is very fast), it may well be better to a
have an appropriate perfect triangulated model available in order to be able to obtain 100% of the
information.

Another tip, which enables the user to perform calculations more rapidly, is to have cartographies that are
complete but of an inferior quality, for example an equidistant data grid.

Use of model files

It is a good idea to have some empty model files available for each stretch to be calculated, with all the
initial data ready prepared to enable them to be adapted to any other element in only a few steps. For
example, an empty file called 'model-T1.vol' or 'branch_A.vol' could contain specific model design data for
roads carrying T1 traffic or dual carriageway branches, respectively. In some dialogue boxes ISTRAM

offers the automatic option, which extends the stretches to be calculated to act on the entire element,
introducing the final kp automatically.

When it comes to defining geometric elements, ISTRAM
offers users the possibility to define them in tow

different ways, parametrically or vectorially, in the latter case allowing data to be imported from a file where
they had been stored previously. Bear in mind this possibility when you think that it is going to be a tedious
job to define an element, or that it is going to mean additional time, since you may well be able to save
resources by using data already filed.

Evaluating alternatives

A change in the ground plan means that the position and azimuth of a kilometre point will be modified, and
as a result the transverse profiles obtained previously will no longer be valid. ISTRAM
warns users that

this has happened, so that they may assume the temporary validity of the calculations until they decide to
obtain valid profiles.

When an analysis of alternatives implies having to calculate several axes, use a temporary grouping and
deactivate the rest of the groups. In this way both the extraction of new profiles and the calculations that
are going to be performed will only use the necessary resources, and the data for the other axes will
remain unchanged.

Calculating the project and its elements effectively

Depending on the stage we have reached in the project we can activate or deactivate certain calculation
behaviours, independently from activating the groups, which will have a significant effect on the time taken
by the user. Use the options that generate detailed information only when you think you have finished the
project, deactivating those options that analyse, check or recalculate information.

The project calculation system developed by the program can divide the project into various levels of detail
or depth. An initial basic configuration calculates the sections and plots the results; at a higher level we
can activate calculation of the intersections between axes (using border lines), relocating the data
obtained; whilst the top level includes calculation of at-grade intersections (with ISTRAM
creating the
necessary transition curves) or the real intersection of the earth spill cones of structures.



Obtaining drawings and personalising libraries

The model files for drawing ground plans or profiles that have been installed by ISTRAM
in the primary
library (Ispol\lib) have been prepared with the idea of producing plans in DIN A1 format at a scale of
1/1000. Although they cover the basic needs of representation they can be much more detailed and
specific. Check for updates regularly, because new functionalities designed to enhance or improve plan
production tasks are continually being added.

Prepare your own files by saving them with specific names that make clear reference to the scope, type of
project or type of scale applied: this will help you to find the type to be used in as short a time as possible,
as well as optimising the generation of your graphic information. User or corporate drawing mode files are
commonly located in the library \ispol\libuser to facilitate location and maintenance, as well as to
prevent them from being accidentally overwritten when the program is updated to a new version.

1.9.3- Compatibility with other programs
ISTRAM
can import and export graphic information from and to other CAD platforms such as Autocad
and Microstation. The different plans generated can be exported with ease and thus used by other
members of the team working on the same engineering project.

To ensure that these tasks can be done quickly and easily we recommend you develop translation
dictionaries that match the needs of the user and the team of collaborators. In order to do this you should
have the full list of entities, layers and/or levels or print colours and thicknesses, which will enable you to
identify and organise the list of origin-destination relations needed to define the dictionaries correctly.

When interacting in the case of geometrical definitions in ground plan and grade line o terrain profiles,
ISTRAM
provides several applications and translation utilities to enable data from the most popular civil
engineering programs in the market and modern topographical equipment to be read. ISTRAMs R&D
department is always available to program other kinds of data import-export applications, provided this is
technically possible.

1.9.4- Team-work and remote storage
ISTRAM
allows data and projects to be shared without difficulty, but there are certain points that should
be taken into account in order to avoid problems of compatibility or even loss of data.

Since the information is distributed in files, these are logically compatible between themselves. However,
by default ISTRAM
does NOT control the simultaneous participation of several people working in the
same folder, which in most cases can result in mistakes and loss of data.

If you decide to work with ISTRAM
in a NETWORK, you have to take into account that certain additional

time is going to be needed when generating files, since the data have to travel from one work station to
another. One way of avoiding this is to copy the project data in the local workstation (which will enable
you to work faster) and then return the data to the server. This work flow should be organised, the person
responsible controlling the transfer of data and keeping the rest of the team informed of any changes
made.

A useful working strategy is to use the possibility of grouping the axes in groups, which will allow users to
deliver and receive the .vol files involved, without the rest of the team having to use them, although they
should maintain the .pol file and the overall structure defined for the axes (i.e. the numbering).

All the above points only apply when the same version of ISTRAM
is being used by everybody involved,

since as has been mentioned before compatibility between versions working with data generated by a
more recent version cannot be guaranteed. Check the versions of ISTRAM
installed in your organisation

on a regular basis.

LINEAR WORKS

2

AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING

h

The information contained in this document is the exclusive property of Buhodra Ingeniera S.A., and is protected by
national and international intellectual property laws.

The reproduction or alteration of any text or image is expressly prohibited. Printing is permitted exclusively for personal
or corporate use; duplication for training activities not authorised in writing is prohibited.

This training and explanatory material may be altered without prior notification.

Although this documentation undergoes ongoing revision, there is no guarantee that the data tables, specimen files and
other specifications displayed on screen exactly match those reproduced in this document when the program is used.

Any consequences of using this material, or by extension the programs accompanying it, are the responsibility of the
user.

LINEAR WORKS

2 02 Axis Design in Ground Plan, Setting out and Drawing
03 Elevation, Land Profiles and Grade Lines
07 Drawing Ground Plan and Profiles
08 Project Reports
10 Railway Design

http://www.istram.net Buhodra Ingeniera S.A.


INDEX
INDEX

2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING PAGE: 1 / 76

2 AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING
2.1- AXIS DESIGN IN THE GROUND PLAN: GENERAL ASPECTS.................................................. 3
2.2- PROGRAM INTERFACE...................................................................................................... 5
2.3- GROUND PLAN FLOATING WINDOW, DESIGN ELEMENTS.................................................... 6
2.3.1- Defining and Loading General Data ........................................................................ 7
2.3.2- Defining Each Axis Particular Parameters ............................................................ 8
2.3.3- Managing the Alignments of Each Axis.................................................................. 10
2.3.4- Defining the Data of Each Alignment ...................................................................... 10
2.4- ALIGNMENT-BASED GEOMETRY: FUNCTIONING................................................................. 13
2.4.1- Fixed, Floating, Rotating and Linking Alignments ................................................ 13
2.4.2- Basic Geometric Solutions Between Straight Line/Circle, Circle/Circle.............. 14
2.4.2.1- Radii and Clothoids, Data Entry .............................................................................. 17
2.4.2.2- Length, Azimuth and Parallel Displacement .......................................................... 19
2.4.2.3- Tagging Alignments ................................................................................................. 19
2.4.3- Defining Alignment Types in ISTRAM..................................................................... 20
2.5- CALCULATING THE AXIS, VIEWING THE RESULTS............................................................... 26
2.5.1- Dynamic Calculations Using the Mouse................................................................. 27
2.5.2- Graphic Representation of the Axes Calculated.................................................... 28
2.6- OPTIONS OF HORIZONTAL DESIGN FIXED SIDE MENU ........................................................ 29
2.6.1- Leaving the Linear Works Menu, Storing or Losing Data ..................................... 29
2.6.2- Axis Options, Invert, Insert, Erase, Join, Transform.............................................. 32
2.6.3- KP Distance, Point Data with Respect to an Axis.................................................. 33
2.6.4- Generating and Displaying Reports........................................................................ 34
2.6.5- Loading, Saving and Importing Axis Definitions ................................................... 35
2.6.6- Access to Horizontal Design Utilities...................................................................... 36
2.7- OPTIONS FOR DESIGN AND APPLICATION OF REGULATIONS............................................... 38
2.7.1- .DIP Horizontal Design Tables................................................................................. 40
2.8- LABELLING ALIGNMENTS IN HORIZONTAL DESIGN: STYLES ............................................... 43
2.8.1- .ali Style-Configuration Files ................................................................................... 43
2.9- SETTING OUT HORIZONTAL DESIGN GEOMETRY ................................................................ 57
2.9.1- Defining Setting out Data......................................................................................... 58
2.9.2- Advanced Setting out Using Data from 2 Axes...................................................... 59
2.9.3- Lists and Lines of Setting out Data......................................................................... 59
2.9.4- Definition of Setting out Bases................................................................................ 62
2.9.5- Reports and Lists Generated................................................................................... 64
2.9.6- Utilities of the Setting out Fixed Side Menu ........................................................... 65
2.10- DRAWING AND LABELLING AXES ...................................................................................... 67
2.10.1- Drawing Axes in Ground Plan / 2D.......................................................................... 67
2.10.2- Advanced Labelling of Axes.................................................................................... 70
2.10.2.1- Labelling based on the points calculated............................................................... 70
2.10.2.2- Advanced Labelling Menu........................................................................................ 71
2.10.2.3- Labelling According to ISPOL#.per File Profiles ................................................... 72
2.10.2.4- Labelling Superelevations and Widths ................................................................... 72
2.11- ANALYSIS UTILITIES......................................................................................................... 74
2.11.1- Low-Speed Vehicle Turning Routes........................................................................ 74
APPENDIX 1: CONFIGURATION OF ISLISTA AND ISIMPRIM TO OBTAIN REPORTS..............................................................76


INDEX

INDEX

PAGE: 2 / 76 2 - AXIS DESIGN IN GROUND PLAN, SETTING OUT AND DRAWING



2.1- Axis Design in the Ground Plan: General Aspects
In this module, the user will learn to define the basic, most important part of a linear works project: the
geometric definition of the plan axes prior to the design of the vertical alignment and elevation.

In order to guarantee curvature ratios which will enable comfortable, safe driving, transition curves
between straight line and circle have been used for years, by international consensus. These curves are
known as clothoids, and their curvature radius is variable.

At this first level, the application solves the necessary geometric continuity of each road layout, calculating,
among other things, tangencies between elements and clothoid parameters, and calculating the ratios
between axes if these have been defined; in short, enabling the generation of graphic and alphanumeric
information which enables the engineer to analyse the road layout and consider the various alternatives.

This initial drawing may be simple or include parallel lines which correspond to the widths of the roadways
or shoulders. The reports containing the setting out coordinates, both those of the points of definition
(straight line/circle/clothoid) and those which result from applying an interval in order to obtain kilometric
points, are available for use in the typical field tasks which precede the final design.

As this system is integrated into the ISTRAM graphic environment, all the edition and display tools offered
may be used, which enables the user to continually interact with the graphic data obtained, thereby easing
the study and verification work associated with any civil engineering project.

Progressive model, definition, calculation, tangency adjustment

ISTRAM has designed a definition system which makes it possible to calculate complex geometric ratios
and the exact points of tangency, using an encoding system which tags the alignments so that the
application can interpret them. As it will be seen below, these are fixed, floating, rotating, etc. alignments.

As stated in the previous chapter, all information relating to ground plan definition of the project axes is
stored in a single file with the extension .CEJ. The following diagram describes how the system works.

GEOMETRIC CALCULATION
DRAWINGS
LOADING AND STORING AXES
IMPORTING FROM OTHER PROGRAMS
AXIS FILE MANAGEMENT
AXIS DEFINITION
ALIGNMENTS
ADD, INSERT, ERASE
EXPORTING
REPORTS
SETTING OUT OF AXES
LABELLING KPS AND ALIGNMENTS
ROAD LAYOUT REGULATIONS
ANALYSIS OF RESULTS


Connection with road layout design regulations

In the design process, the use of design tables is particularly helpful. These have the extension .DIP, and
provide the user with information in two different ways: for definition, and for revision.

In the first case, geometric data (such as clothoid radii or parameters) that guarantees regulations are
complied with is suggested. In the second case, when the calculation process is complete you obtain a
visual report of the alignments which do not meet specifications.

Definition of axes as a group of alignments

An axis consists of a series of alignments which are
tangential to each other. Each alignment consists of a stretch
which is a straight line, circumference or clothoid. The
straight lines and circumferences are also called the main
alignments of the axis.

The various axes which make up a project may be either linked by a geometric relationship, or
independent, so that any modification to the main axis may or may not automatically imply a modification
to the slip roads. This functioning is carried out using alignments called connectors, as you will see below.

Clothoids

Also called TRANSITION CURVES, these are characterised by linear variation in their curvature, so that at
the point of tangency their curvature radius coincides with that of the adjoining MAIN ALIGNMENT. The
law of curvature is controlled by the A parameter of the clothoid.

They may consist of a single branch, in which curvature increases or decreases, or two branches, in which
case there are two types which may have different A parameters:

Vertex: : the curvature radius reaches a minimum value and then increases again
S-type clothoid : the clothoid has an inflection point with an infinite curvature radius, which
decreases again but with the opposite direction of rotation

The programs internal calculator solves the uncertainties of data entry and obtains the precise
mathematical-geometrical points which define the points of tangency of the alignments.

Mathematical accuracy and reproduction of road layouts

If you attempt to mechanise a road layout which you have obtained from a report from another application,
you must bear in mind that rounding off to the nearest millimetre (which is common in this type of report)
does not guarantee mathematical accuracy. This is why small differences are observed at times between
the points calculated by ISTRAM and those stated in the original data.

Sometimes, this problem is solved by using the floating type for circular alignments. This type is similar in
other road layout programs, and can enable you to obtain the same results.

Use of the program is described below, in three stages:

A functional description of the floating windows, menus and dialog boxes

Use of ISTRAM alignment types to solve the geometry of the ground plan

Use of the additional tools and utilities to make use of the definition data

ALIGNMENTS
Add, insert, erase
DEFINITION OF AXES
GENERAL DATA
AXIS #


2.2- Program Interface
The linear works module is accessed from the main menu. The typical ISTRAM work setting appears next;
this varies slightly in other sections. There are 6 well-differentiated areas:

1. Main floating window or dialog box, used to define axes and alignments. A tab system enables
you to access the other design stages: vertical alignment, elevation and project.

2. A graphic display which is specifically designed to revise the results of the calculations carried out
by the application in a straight-forward manner, simplifying the engineers task of inspecting the
road layout and its relationship to the rest of the project and the cartography.

3. A fixed side menu, normally containing utilities and complements which interact with the definition
data to analyse it and extract or generate new information.

4. On-screen graphic report showing faults or failures to comply with the regulations laid down in the
design tables.

5. Statement of geometric or conceptual design errors, indicating the numbers of these.

6. Detailed description of previous errors and other details, such as the name of the design table
loaded.



2.3- Ground Plan Floating Window, Design Elements
An axis is designed from the GROUND PLAN menu, by interactively adding the successive alignments of
which it consists on. Various axes may be created simultaneously. These may be either linked or
independent.

ISTRAM enables you to calculate the axes with each new item of data entered, checking from the drawing
on the screen or via the reports whether the result is the one required or you need to make adjustments.

When you enter the GROUND PLAN menu, a floating window, or dialog box, appears at the top of the
screen. This enables you to define data of the project, the axes and the alignments within them.

This floating window may be hidden and displayed quickly by alternately pressing the <F3> function key.

Another option is to click on the thumbtack (circled). This reduces the dialog
box to a bar, and the complete is displayed when you hover the mouse over
it.

Different extents of displaying the floating window

By default, a short menu is displayed. This has two tabs: AXES and ALIGNMENTS, each one of which
enables the two areas of information to be displayed and defined.

You can switch to the long menu from the fixed menu. The long menu displays the data of both tabs at the
same time. This change of window display is carried out in [OPTIONS][Long Menu]. This mode can be
saved in the configuration file ispol.cfg.



2.3.1- Defining and Loading General Data
At the top of the ground plan floating window, you can define some project data. Also, as you already know
that the filename of the *.cej file is written in the .pol file, a project may be loaded, and the ground plan
data is loaded directly.

Let us see how to use the top of the dialog box.

PROJECT This area shows the heading data of the project:

<*.pol> This first field is reserved for the filename of the current project (*.pol).

[Text] In this second field, the user can enter a description of the project, which will head all the result
reports generated.
Next are three keys which can be used to manage the project files from here:

[New] Restarts the program variables, erasing all the axes and their alignments, and the reference to the
pre-existing project file.
The display must be calculated and redrawn [Calculate] + [ReDr].

[Save] Writes a project file, the name of which will be requested from the user. pol extension will be
assigned to it.
The name of the last axis file used is written in this file. The name of the *.pol file is annotated in the first
field of the <*.pol> table.

[Load] Enables a *.pol project file to be chosen from among the existing files.
This is read and loaded so as to work with it, and its name written in the field reserved for this. The axes
being edited are immediately erased, and the axis file whose name is stated in the loaded *.pol file will
be loaded.

The name of the plan axis file is updated in the memory when these options in the fixed side menu are
used: [FILES][Save .cej] or [FILES][Load .cej]
This will be the name which this button [Save] will give to the *.pol file.


ISTRAM

continually updates a project file called *.pol with our axis saving and loading operations. So
when you end the current session, this file contains the name of the last axis file used. In subsequent work
sessions, when you enter the HORIZONTAL DESIGN menu, the system automatically reads the *.pol
file, from which it extracts the name of the *.cej file. This is immediately loaded.

Therefore you only need to enter the Linear Works Module and order the calculation of the plan axes to
continue the work where it was left off. The name of the last *.pol file loaded or saved is updated in the
file ispol.rec, where the name is remembered for subsequent sessions.

From this area of the screen, you can directly switch among the various project definition menus.

2.3.2- Defining Each Axis Particular Parameters

AXIS <*.cej> This first field is reserved, and is where the name of the *.cej plan axes file being edited is
written, in this case project.cej.

[Click / By Coor]
This switches between the two ways of entering coordinates:
Graphically, by clicking on the cartography or graphic window.
By typing in the X and Y coordinates of the data points after clicking on the corresponding
textbox.

T: [Text ]
Description of the current axis, which will be featured in all the ground plan and elevation reports which
refer to this axis or to the current version of it.

Group: [0]
This enables axes with particular common characteristics to be grouped together. For example, all those
which form a link might be grouped together under a single number, and group 0 reserved for the trunk.
By default, the program assigns group 0 to axis number 1, and group 1 to the other axes of the project.
In the ground plan, only the group number to which an axis belongs is assigned. Later, on ELEVATION,
groups may be activated or deactivated when complete calculations for the project are carried out. When
the alignments are represented in the ground plan, the only axes drawn are those which are in active
groups.

orgKP: [0.0000]
This enables definition or alteration of the value assigned as the initial kilometric point (KP) to the current
axis, i.e. to the first data point of the first alignment of the current axis.
By default, all axes begin at KP 0. However, this value may be either positive or negative, with or without
decimals.

RLWS: (RAILWAYS)
This option is for railway design. It allows three possibilities: Heel, MC, SRJ.

Heel: By activating this option, the origin of KPs is placed at the heel of the diverging track.
M.C.: By activating this option, the origin of KPs is placed at the mathematical centre of the track
equipment instead of at the heel of the diverging track.


S.R.J.: By activating this option, the origin of KPs is placed at the stock rail joint.

If this option is activated, when new track equipment is loaded the distance between the mathematical
centre and the heel is assigned to the alignment as its length (see chapter on railway projects).
PIPE:(PIPES)

This option is for pipe design. It is explained in detail in the relevant chapter.

Managing and calculating the axes of the project

[Add Axis] This option is used to begin defining a new axis. The program places
the axis added in the position n+1, n being the number of axes already defined.
You can use the scrollbar to move to each of the axes defined.

[Calculate] Calculates all the defined axes.
[Current] Calculates only the current axis.

[AXIS: n/N]
Number of current axis / total number of axes. Enables you to switch from one axis to another.
If you enter a number larger than that of the last existing axis, it creates a new axis with number following
that of the last axis.

599 axes can be worked with simultaneously in ISPOL.

Drawing configuration for auxiliary lines parallel to the axis

L [0.000] R [0.000]
L [0.000] R [0.000]
On these fields, distances from the axis can be assigned, to automatically draw up to four lines, two on the
right of the axis and two on the left, so that if you have width display activated in the vertical menu
[OPTIONS][Display widths], these lines will be drawn parallel to the axis after each calculation,
simulating, for example, the theoretical roadway widths.

LType [401]
The line used to draw the widths mentioned above is 401 by
default.
A different type of line can be defined to draw the widths of
each axis.

These widths are provided for illustrative purposes. Extra
widths are never calculated, and neither are interpolations
carried out.

Speed definition and regulatory design tables

As well as carrying out previously-known geometric calculations, ISTRAM
enables you to use the

information defined on-screen, and specifically the design table files, to comply with road layout
regulations. The user decides what type of behaviour he/she will load or associate with each axis.

pS: [80] Km/h
Project speed, which by default is eighty kilometres per hour.
This speed is saved in the file *.cej, together with the geometric definition of the axis, so that it can be
used by other functions, as well as in the ground plan .DIP design tables.

Horizontal Design Tables [*.DIP]
This enables ground plan design tables (which describe the road regulations of each nation or
administration) to be loaded. The application uses this information to help the user meet the specifications
of each project, suggesting clothoid radii and parameters for each alignment, checking the axis as a whole
and notifying of faults detected.


Elevation Design Tables [*.DIA]
Along with the ground plan design table, the elevation design table (*.dia) can be saved with each axis.
In the vertical alignment menu, the option [T]->[REGULATIONS], or [R] directly, you will be offered a
minimum KV and another, desirable KV, according to the data in the design table. The values used to
determine the absolute MINIMUM and DESIRABLE KVs appear with an *.

Both .DIP and .DIA tables may be edited from the vertical ground plan side menu EDIT TABLE and the
association with the filename is stored for each axis in the .cej file.

2.3.3- Managing the Alignments of Each Axis
On the alignments tab you may add, insert and delete alignments, as well as choosing the type of
alignment to be defined. This window also states the number of the alignment in which you are situated,
out of all the alignments in this axis. Each axis may contain up to 8000 data alignments.

[ALI: n / N]
States the number of the current alignment n within the current axis, and the number of alignments in the
axis N. It also enables you to switch directly to the required alignment. When clicked, the button requests
the number of the alignment to which you want to switch to. If the number provided is greater than the
number of alignments, the system adds a new alignment.

You may graphically select, by clicking on an alignment of any axis, on any of its data points (cyan-
coloured crosses), or directly clicking on the alignment area in the drawing of the axis. If an alignment of
another axis is selected, the system switches axes automatically.

Navigator in long menu
[Add]
Creates a new alignment following on from the last alignment defined.

[Insert]
Creates a new alignment before the current alignment.

[Delet]
Deletes the current alignment.
If the only alignment of an axis is deleted, the axis itself is deleted, unless it is
the only axis in the file. *

* See Operations on Axes: Invert, Erase and Join Axes further on in this chapter

2.3.4- Defining the Data of Each Alignment
The bottom strip of the window contains the data of the current alignment, the radii of the previous and
next alignment and the intermediate clothoids between the three, as well as enabling them to be altered.

As you add alignments, the program will display those fixed alignments which can be drawn, i.e. those
which have data entered by the user.

If it is a fixed alignment, the current alignment will be drawn on the map in yellow. This sets it apart from
the other alignments, which are drawn in cyan.


Alignment definition in the ground plan admits
6 decimal places, not only for the parameters X1, Y1,
X2, Y2, X3 and Y3 but also for the data: KPorigin, L,
D, R, A, Az.

The data mentioned above is, obviously, stored with 6 decimal places in the .cej files.

Depending on the type of alignment, you may need no, one, two or up to three points to define it; these
points may be points the alignment passes through, centres or simply reference points. These points may
be entered graphically, by clicking on the screen, in which case all snap modes are valid, or typed in in
absolute, relative or polar coordinates, or they may be entered numerically using the keyboard.

Next to the pairs of coordinates are two types of buttons which enable you to act on the coordinates of the
pairs of points: [0] and [V].

[0]
These serve to reset the coordinates X1, Y1 or X2, Y2 respectively to 0.
This is useful when you want to convert a fixed alignment into a floating
or rotating alignment.

[V] (vertex)
This copies the coordinates X2, Y2 of the previous alignment to X1, Y1. It enables axes to be defined
quickly, by polygonals based on the vertices, and inserts the necessary floating alignments when the
process is complete.

[CIR CENTRE] Specific, exclusive snap of the ground plan menu

This determines the analytical centre of the circle when the cursor hovers over any
circular alignment calculated, or over the centre of circles defined using type 5
alignments.

Defining the radii of alignments

[RADIU]
From this option, the value of the radius of the alignment is entered or modified.
There a sign convention: positive radius for curves to the right, negative radius for curves to the left. A
value R=0 indicates that the alignment is a straight line.

[R] If you have loaded a ground plan design table, you can also select the radius by following the
recommendations in this table, which are shown when the [R] button is pressed.

[prev R], [next R]
RADIUS OF PREVIOUS/NEXT ALIGNMENT
These are used to modify the radii of the alignments which precede and follow the current alignment
respectively.



[DEGREE], [prev D], [next D]
If the previously mentioned buttons are pressed directly, they switch to [DEGREE], [prev D] and [next D]
respectively. Instead of the curves being defined by their radii, they are then defined by the degree of the
curve, which is the norm in some Central and South American countries.

When two consecutive alignments are straight, the value of the agreement (vertex clothoid) may also be
given by the radius at the vertex. In this case, the option Rvert also lights up between the two
corresponding radii.

Radius recommendations

When the [R] button is pressed, a drop-down table appears, with the minimum and maximum radii, as well
as:
o The specific speed radius, equal to the design speed
o The minimum radius (defined in the design table Rmin)
o The minimum recommended radius (from the design table Rrec)

Defining the types of alignment

This is one of the main determining parameters for the axis to be calculated correctly. It makes the users
work easier if he/she makes good use of the various values offered by ISTRAM.

Given the inherent complexity in using these elements, we will describe them in a new teaching unit,
grouped together under the title Alignment-Based Geometry: Functioning, which is below.

Compulsory superelevation

From the box S%), a drop-down menu appears, to calculate the compulsory superelevation of a circular
alignment from its ground plan definition.

When the button [P(%)] is clicked on, a drop-down data window appears. This contains:

Radius of current alignment.
Superelevation (%). A value other than zero will indicate that superelevation is compulsory.
Specific speed. For carrying out calculations.

The option [<-S(R)] determines the specific speed of the curve as a function of the radius (assuming that
the theoretical superelevation will be applied).

The option [Calculate] enables one of the three values above to be determined on the basis of the other
two:
1) Calculate the radius for a fixed superelevation and speed.
2) Calculate the superelevation for a fixed radius and speed.
3) Calculate the speed for a fixed radius and superelevation.

The values of the compulsory superelevations are kept with the rest of the alignment data in the .cej files.
In the ELEVATION/SUPERELEVATIONS menu, when the superelevation law is determined using the
function [AUTO TABLE], the curves with compulsory superelevation will take this value instead of the
value in the table.



2.4- Alignment-Based Geometry: Functioning

2.4.1- Fixed, Floating, Rotating and Linking Alignments

As the Linear Work Projects module is useful for designing roads, motorways, railways, canals, pipes,
earth dams, etc., polygonal axes may be designed. In this case, the error messages notifying of angular
points should be ignored.

An axis is designed by providing the program with a series of alignments whose geometric data or
determiners always leave one degree of freedom so that the calculator can solve the tangency condition
between consecutive alignments.

The data which defines an alignment are coordinates (X, Y) of points they pass through, centre, etc.;
alignment radius (R) and length (L); azimuth (Az) of a point on the axis; lateral displacement of the
alignment with respect to the points it passes through; label for subsequent reference, and type. Type is
a keyword which helps the calculator correctly interpret the data and the method of calculating the
alignment.

Depending on the type of the alignment, some of these data are ignored by the calculator. For example,
for a circle defined by its centre and radius, only the X and Y coordinates of point P1 as the centre will be
used; the coordinates of points P2 and P3 will be ignored. Some of these data fields change for connector
alignments (you will see this later).

If the data of an alignment define it unambiguously in a particular position, it is called a FIXED
ALIGNMENT.

A fixed alignment can be defined by:

2 points it passes through + Radius (Radius = 0 for STRAIGHT LINES)

STRAIGHT LINE by Point and Azimuth

CIRCLE by Centre and Radius

CIRCLE by Three Points

In the simplest case, the transition between two FIXED alignments is carried out using a CLOTHOID:

a) Between a straight line and a circle, if this exists, the solution clothoid is unique and its
parameter is calculated by the program.

b) Between two circles turning in opposite directions, the solution in an S-type clothoid. In this
case, the two branches may have different parameters, but for each ratio there is a unique
pair of values of A calculated by the program.

c) Between two circles turning in the same direction, there is also a unique solution clothoid
calculated by the program.

d) Between two straight lines, there is (for each parameter A) a solution for the VERTEX
CLOTHOID, and the program calculates the radius of the vertex. The two branches of the
clothoid may have different parameters. In this case, they may also be given the radius of the
vertex as data, and the program will calculate the parameter or parameters of the branches.

The values for defining clothoids may be their parameters [A] or their lengths [L]. In the case of vertex
clothoids, they may also be the radii at the vertex [R], as we have stated.

Let us look at a graphic representation of a simple example of what we have described.



2.4.2- Basic Geometric Solutions Between Straight Line/Circle, Circle/Circle
A Transition Between Fixed Straight Line and Fixed Circle

The solution clothoid, if it exists, is unique. The parameter is calculated by the program. Example:

1.- Enter the GROUND PLAN menu.

2.- Draw the fixed straight alignment, defined by two points P1 and P2.
To fix (X1, Y1), click on the dialog box in the space reserved for the X1 or Y1 coordinates, and
then on the graphic display, in the position where you want to place the point.
Repeat for (X2, Y2).
Alignment 1 appears on the screen in yellow.

3.- Add an alignment
Click on the button ADD in the dialog box. Now, ALI: 2/2 will be displayed, indicating that this is
alignment two out of the two which are defined for this axis.

4.- Draw the fixed circular alignment, which is defined by two points and radius.
Define the two points exactly the same as you would for the straight alignment (by clicking on the
box and then on the display).
Define the radius by clicking on the dialog box in R: and type in the radius of the circle, which may
be positive or negative, depending on the direction of rotation required (100).

The screen will look something like this:

Radius 100
P1
P2
P1
P2

5.- Calculate the axis.
Click on the button CALCULATE. The program will automatically calculate the transition clothoid
between the two alignments, provided that this is possible (the straight line and the circle must
not intersect).

The result of the example is as follows:



B Transition Between Two Fixed Straight Lines

There is a solution for each value of the vertex clothoid parameter. The radius of the vertex is
calculated by the program. The steps to follow are the following:

1.- Draw fixed straight alignment 1, defined by two points (as in the previous example).

2.- Add an alignment (as in the previous example).

3.- Draw fixed straight alignment 2, defined by two points (as in the previous example).
(Steps 1, 2 and 3 may be done from the previous example. You need only change the radius of the second
alignment to value 0 to turn it into a straight line).

4.- Assign value to parameter A of the clothoid.
Click on the space reserved for the parameter of the clothoid, between the radii of alignments 1
and 2, and type in the parameter of the clothoid. A different parameter may be given to each of
the two branches.


The result of the example is as follows:

C Transition Between Two Circles Turning in the Same Direction

There is a single solution clothoid calculated by the program. The steps to follow are the following:

1.- Draw fixed circular alignment 1, defined by points P1 and P2.
be positive or negative, depending on the direction of rotation required.

2.- Add another fixed circular alignment, number two, in the same way as number one and with the same
direction of rotation.


The program itself calculates the value of the clothoid parameter if possible, and displays it on the screen
as in this example. For this case to have a solution, one of the circles must be inside the other. The
clothoids already defined are ignored by the calculator. The result may be as follows:



D Transition Between Two Circles Turning in Opposite Directions

The solution is an S-type clothoid. In this case, the ratio between the parameters of the two branches can
be selected, and for each ratio there is a single pair of values of A calculated by the program.

1.- Draw fixed circular alignment 1, in the same way as in the previous example.

2.- Add and draw another fixed circular alignment, number two, with direction of rotation opposite to
number one.


The program itself calculates the
value of the parameter of the
S-type clothoid if possible, and
displays it on the screen as in
this example.

If the parameters are different,
the calculator respects the ratio
between them, but not the
absolute value. Neither of the
circles can be inside the other.

D.1 Same as Above, but Circles Defined by Centre and Radius

As above, there is a single solution clothoid with two branches calculated by the program. Example:

1.- Draw fixed circular alignment 1, defined by centre and radius:
Define the centre by clicking on the dialog box at (X1, Y1) and then on the screen, in the position
where you want to place the centre.
be positive or negative, depending on the direction of rotation required.
Click on the dialog box in TYPES. A drop-down menu appears, in which you choose FIX C + R
(fixed by centre and radius).

2.- Add an alignment, defining the centre and radius of alignment two in the same way as for number one,
and with the opposite direction of rotation.


The program itself calculates the
value of the clothoid parameter if
possible, and displays it on the
screen as in this example.

In order for this case to have a
solution, neither of the circles can
be inside the other.

If the parameters of the two
branches are different, the
calculator respects the ratio
between them.



2.4.2.1- Radii and Clothoids, Data Entry
[RADIUS / DEGREE]
The [RADIUS], [prev R] and [next R] entries can be switched in order to enter the value of the degree of
the curve; in this case, the buttons switch to [DEGREE], [prev D] and [next D].

In the case of two fixed straight lines, in order to link with a vertex
clothoid, a box is enabled to enter the radius which is to be that of
the vertex ( Rvert).

[R] [0.0000]
On the right of the field [R], you enter or modify the value of the radius of the alignment.
The value will be positive for curves to the right, and negative for curves to the left. A radius value of zero
indicates that the alignment is a straight line.
The program automatically disregards superfluous data. This means that for an alignment given by
3 points (type 6) any radius value which you enter in this field will not be taken into account, and will be
replaced by the radius value calculated from the three points.

Presence of radii according to regulations

In the Spanish road resolution of the year 2000, the series
of radii along an axis is conditioned, so that after an
alignment with a given radius, even if there is a short
straight line (under 400 m), the radius of the next circular
alignment may not fall below a certain minimum, or exceed
a certain maximum. For example, after a radius of 500,
there may not be a circular alignment with a radius under
264 m (this would be for a project speed of 80), or over
670 m.

If you click the [R] button, the system will offer a table
containing 10 radius values between the two admissible
limits, so that you can select the one you want.

If it is between the maximum and minimum radii, the radius
which corresponds exactly to the project speed is displayed
in the table. Also, the radius whose specific speed is
closest to the design speed is marked with pS>.

Selecting the option Design-Table .DIP you will be offered a selection of .DIP tables.

For Spanish regulations, group II roads, the last table created according to the road resolution would be
C864_04A.DIP. For group I roads, you may choose AC10_04A.DIP.

Description of parameters to use in defining clothoids

[CLOTHOIDS:] The Clothoids field defines those between each pair of main alignments (one only if one
of the main alignments is straight or both are curves are turning in the same direction).

A is the value of the Parameter which defines the CLOTHOID or transition curve between each pair of
consecutive alignments. Each data alignment can have only one MAIN ALIGNMENT (straight line or
circumference), and the possible CLOTHOIDS which join them are always defined as associated with the
next one in the sequence of the axis.

A value A=0 indicates that the current alignment and the one preceding it are directly tangential, with no
intermediate transition curve. In this case, if the two consecutive alignments are both straight, an angular
point will be created, and the program will give notification of the possible error.

To enter or modify the parameter of the clothoids, you can click directly on the boxes which contain a
numerical value and type in the value desired, or use one of the three [T] keys on the right. The first, at the


top, will modify one or both clothoids preceding the current main alignment; the middle one will change the
two either side of the current circular alignment (this button is inactive if the alignment is a straight line);
and the third [T] button changes the two subsequent alignments.

Suggested parameters according to
regulations

The [T] buttons cause a drop-down table to
appear. This shows you various values
described in the .DIP tables.

If any line of data is selected, the value is
passed on to the data. The value A MINIMUM
is the highest value of all those marked with
an asterisk (*). These marked values are
those involved in the calculation.

At the bottom of the dialog box, the data of
both alignments involved are offered. The
following values are displayed: radius, speed
and omega (angle development).

A TABLE is extracted directly from the values
stated in the tables in the .DIP file. The
revision and modification of the data in this
file are the responsibility of the user, and the
application is not liable for any regulatory
faults which may occur.

Selecting possible solutions in specific cases

In some individual cases where two solutions exist (a Vertex Clothoid joining two fixed straight lines, for
example), you have to indicate the direction of rotation with the sign of A. This will be positive for curves to
the right, and negative for curves to the left.

When (as a result of calculation) a vertex clothoid appears, a fictitious circular alignment with zero length
appears at this point in the results. This tells you the curvature radius of this vertex and the position of the
point of tangency between the two branches of the Clothoid. Remember that the value of the Radius can
also be fixed in the vertex.

When two different parameters are used in an S-type curve, the first parameter will be applied to the
output of the first circular alignment, and the second to the input of the second circular alignment. For
example, R=-250, A=120, A=140, R=280.

If you want to remove one of the two clothoids of the S, all you have to do is give 0 as the parameter of the
clothoid adjoining the circular alignment which has no transition. For example, R=-800, A=280, A=0,
R=5000 will remove the second clothoid, the infinite point of the clothoid becoming tangential to the
circular alignment with radius 5000. If the curve between the two main alignments does not have enough
degrees of freedom, the system does not accept the clothoid you state in field A, and calculates the
clothoid needed to solve the tangency. If the clothoid has two branches, the ratio between parameters is
still respected, so that the values calculated for A1 and A2 still comply with the ratio between data A1 and
A2.
Entering clothoid parameters according to length

[A/L] The [A] button adjacent to the buttons for defining clothoids will change to [L] when pressed. In this
case, the numerical value assigned for the clothoid will be used as the length of the clothoid, not as the
parameter. If you add another alignment after a clothoid defined by length, the field of the clothoid
preceding it automatically adapts to L.

When a clothoid is defined by length, the values provided by the [T] keys will be lengths. If the parameter
A is greater than 5 times the Radius of the main alignment, the calculator cancels the clothoid to avoid
accuracy errors.


2.4.2.2- Length, Azimuth and Parallel Displacement
[L x 1] L determines the length of the alignment. Other than in linking alignments, pre-coupled
alignments and type 5 alignments at the end of an axis, this is a superfluous item of data, and will not be
considered.

When the [L x 1] button is pressed, it switches to [L x Pi]. This enables length to be defined precisely in
circular roundabouts. So, for example, a roundabout with Radius=100 is defined using the item of data [L x
Pi] = 200.

[Az] This is the azimuth of the alignment. The azimuths in the Linear Works Projects module are
expressed in grads, with zero at the north, positive going clockwise.

This value must be entered in the following cases:

Fixed straight alignment given by a point and azimuth.

If the first alignment of the axis is circular and given by centre and radius. Here the azimuth is
needed to determine the starting-point of the axis.

If the last alignment is circular and given by centre and radius, to give the endpoint, considering
that if its length is not equal to zero value L will be added to it.

In straight alignments given by reference to others (also straight) which have already been
calculated, the sign of the azimuth variable determines whether they turn in the same direction as
the original alignment, or the opposite direction. Use any value here, for example, 1 or -1.

In curved alignments which refer to others, the value of the azimuth determines the position of the
starting-point or the endpoint, if they are the first or the last alignment of the axis respectively.

[Disp:]

Displacement. This marks the distance to which the alignment defined must pass with respect to points P1
(X1, Y1) and P2 (X2, Y2).
Displacement will be positive when the alignment passes to the right of the points, and negative when it
passes to the left of them.

In the case of alignments defined by two points plus a radius and a displacement, a two-point arc with a
radius equal to the value of the radius plus the displacement is represented, so that the alignment
calculated with the radius defined is parallel to it.

2.4.2.3- Tagging Alignments

[Label:] Label is a number between 10 and 100 (exclusive) which enables you to define an alignment
so as to refer to it later on. Thus, if the value entered here appears in the Type of a subsequent alignment,
the data resulting from calculating this alignment are used to calculate the next alignment.

This is very useful for branches and links, as an axis may begin, end or pass through alignments in other,
existing axes, and if you move the tagged alignment of the reference axis or it is modified by variations in
previous and/or subsequent data, the alignments of the dependent axes are dragged automatically.

In the case of a straight alignment, the data transmitted are the main starting-point and the azimuth of the
axis at this point. In the case of a curve, its centre is copied, i.e. the data of a Type 5 alignment are saved
(the types are described below).

For the alignments of the current axis which have a tag other than zero defined, this value is displayed
next to the number of the alignment on the graphic screen.



2.4.3- Defining Alignment Types in ISTRAM
Normally, the passage between two FIXED alignments will be made by inserting a floating alignment and
two transition curves.

A FLOATING alignment is defined by its radius R (0 in the case of
a straight line). Its position and length result from the calculation which
enables transition between the two fixed alignments which it joins,
respecting the value R of its radius and the parameters A of the
transition curves between them.

A floating alignment must be placed between two others whose
positions are fully determined, i.e. between two fixed alignments, as
there cannot be more than one degree of freedom in order to solve the
floating alignment.

Pressing the [types] button gives the user all the possibilities available.

There may only be one FLOATING alignment between two FIXED
ones, but there may also be various alignments of the following types:

LINKING alignments. These are defined by their radius R, their length "L and the parameter of their
transition curves A. There may be a series of linking alignments, either in front of or behind a fixed
alignment. The calculator assumes that a linking alignment is tangential to the fixed alignment at its
starting-point or endpoint, so that the unit consisting of the fixed alignment plus the linking alignment is
perfectly defined.

COUPLED alignments. These are similar to linking alignments, but they also state the length of the
fixed alignment or an extension of the length of the fixed alignment.

We will call a coupled alignment before a fixed alignment a PRE-COUPLED alignment.

FLOAT alignments. These are defined by a point they pass through, enabling rotation around it. Their
position will be fixed by the tangency condition with either the previous or the next alignment, in which
case the alignment will be called RETROFLOAT. A series of spinning alignments is permitted behind
a fixed, linking or coupled alignment; similarly, a series of BACKSPINNING alignments is permitted
before one of these.

A problem posed with a fixed alignment followed by a linking alignment is perfectly solved, so that the
group is seen by the previous preceding or subsequent alignments as FIXED.

The same occurs with a fixed alignment plus a coupled or spinning alignment: the group is solved by the
calculator with no uncertainty, and an axis may progress in this way, starting from a fixed alignment and
generating series of linking, coupled or spinning alignments behind it; or starting from a fixed alignment
and generating series of linking, pre-coupled or backspinning alignments in front of it. The reason is that
these alignments are solved by being anchored at one end: the fixed alignment.

Floating alignments, in contrast, require there to be solved data before and after them in order to calculate
the solution, so there cannot be two consecutive floating alignments.

In any of the cases described above, there may or may not be a CLOTHOID transition curve (in this case
A will be 0) between two MAIN alignments of any type: the mathematical problem for the axis calculator
has the same number of degrees of freedom.



[Type:] The variable Type is a numerical code which enables the program to suitably interpret the rest of
the alignment data. The drop-down menu [types] gives you the list of possible types.

When you click the button for the code number, you will be asked to type in the value Type numerically.
In the fixed menu, with the [Types] button, you will obtain help in deciding which type you should apply
and which are the parameters which apply for each one. The help notice is deleted when you redraw. The
following table shows the options available:

0 [FIXED 2 points + Radius] or [LINKING] (no data)

5 [FIXED point + Azimuth] [FIXED centre + Radius]

6 [FIXED 3 points]

1 [FLOATING] [BACKSPINNING] with clothoid given by shifting

2, 8 [FLOATING] [BACKSPINNING] with clothoid given by A or L

7 [PRE-COUPLED]

11-99
[PREVIOUS ALIGNMENT]
The user must enter the desired value for the type, which must match the label of
the previous alignment (number 11 to 99) or the number of the previous alignment
+ 100 (101 to 199). In this latter case the new axis begins at the point of tangency
with the next alignment. (initialKP)

[Other solution] Change + 1 to -1, + 2 to -2 and + 8 to -8.

Connectors [CONNECTORS] Types 1001, 1002, 1003, 1004 or 1005.

Linking groups Types 3 and 4

TYPE 0 // Alignment: fixed (2 points + radius) or linking

If there are data for the coordinates of points P1 (X1, Y1) and P2 (X2, Y2), the alignment is fixed and the
value of R will indicate whether it is straight or circular. The sign of R states whether a circular
alignment is to the right (R > 0) or to the left (R < 0). The solution is unique and perfectly defined.

If there are no data for the coordinates of P1 and P2 (i.e. X1=Y1=X2=Y2=0), the alignment is taken as
linking, and the value of its length L will be used. There may be as many linking alignments as you
wish after a fixed alignment. The first is tangential to the endpoint of the fixed alignment, and the next ones
are tangential to the ones preceding them. These alignments are solved by the calculator from one side
only, as an extension of the preceding fixed or linking alignment (see type 4 and 3 alignments below).

TYPE 5 // Other fixed alignments, straight (point + azimuth) and circular (centre + radius)

- Straight given by passed-through point P1 and azimuth
- Circle given by centre P1 and radius. If this is the first alignment of the axis, the azimuth must also be
specified, in order to determine at what point on the circumference the axis begins. If it is the last, the
azimuth determines the endpoint of the axis.

Typically, a circular roundabout is defined by a single alignment of this type. In this case, the azimuth
indicates the starting-point of the axis, and the length must be less than or equal to 2 x Pi x R; not greater.
The radius is generally given as negative, so that the direction of axis progression matches the direction of
traffic flow around it (in the case of right-hand drive countries)

TYPE 6 // Circular alignments defined by three points

The alignment is defined between points P1(X1, Y1), P2(X2, Y2) and P3(X3, Y3). Point P3 is used only to
calculate the radius. The three points must be in increasing KP order, in the order P1, P2, P3. The radius
calculated appears in the [R] field of the alignment for information purposes only. Any value R which you
give will be ignored and overwritten by the calculator immediately.



TYPE 1: (-1) // Free or Floating alignments: clothoid given by shifting

A free or floating alignment whose curve is implemented by shifting at minimum distances.

In these cases, the value written at the A button is not the parameter of the clothoid but the Shifting
Distance.

If there are no coordinates for P1 and P2, the alignment is free. To solve them, the calculator needs
the previous and following alignments to be fixed or calculable from one side only (for example, fixed
linking linking floating - fixed).

If you have data on P2, this alignment is solvable when the previous alignment is fixed or calculated
from this side. It is called float, and the solution is determined by tangency with the preceding
alignment. Using it as a starting point, the axis may continue as if it were fixed, with another spinning,
linking, fixed or even floating alignment. If the following alignment is fixed, the curve has no degrees of
freedom, and the clothoid between the two is calculated by the system.

If you have data on P1 (but not P2), the alignment is RETROFLOAT, and the solution is found by
looking for the tangency with the next alignment, which must therefore be fixed or solved working from
the end of the axis towards the beginning. If the previous alignment is fixed, the clothoid to be applied
between the fixed alignment and this BACKSPINNING alignment is determined by the system.

In some circumstances, the problem of positioning the floating alignment has two solutions. If, in this
case, the solution offered by the program is not the solution you are interested in, you can make it
search for the alternative solution by giving the TYPE variable a negative sign (TYPE = -1).

TYPE 8: (-8) // Floating or rotating alignments

A free or float alignment whose curve is implemented using clothoids. The clothoid which is in front
(one or two branches) is given by the parameter A or length L.

As in the previous case, the problem may on occasion have two solutions. The user may opt for one or
the other by varying the sign of the variable TYPE.

All the considerations stated in the previous paragraph for type 1 also apply here.

This type is equivalent to the now obsolete Type 2, with the difference that Types 1 and 2 calculate the
solution in the first quadrant, while Type 8 calculates the short solution.

The calculator still accepts Type 2 (-2) for compatibility with data from previous versions.

TYPE 7 // Coupled or pre-coupled alignments

In coupled alignments, the fields which normally contain the coordinates X1, Y1 and X2, Y2 change to
[L:] and [dL:].

If the alignment is coupled and follows a fixed alignment, the length of the fixed alignment is modified,
so that if the field L: of the coupled alignment is not zero, the value is applied as the total length of the
fixed alignment. If it is the field dL: that is different from zero, its value will be used to modify the
natural length of the fixed alignment. The value dL: may be negative, shortening the endpoint of the
fixed alignment. When the fixed alignment ends, the axis continues with the coupled alignment itself,
using its length and radius (inserting the intermediate clothoid if there is one).

For pre-coupled alignments, or coupled alignments preceding a fixed one, the values of [L:] or [dL:]
will be written in the boxes which emerge instead of [X2] and [Y2] respectively. Their functioning with
respect to the following fixed alignment is similar to the functioning of coupled alignments.

Note that if you want to respect the length of the fixed alignment (L and dL have the value 0), you have
a case of linking alignments, type 0 for coupled alignments or type 4 for pre-coupled alignments.
These must be the types used in these cases.


TYPES 1001, 1002, 1003, 1004 and 1005: CONNECTORS

Types 1001, 1002, 1003, 1004 and 1005 are what you call Connectors. These are alignments which are
used to link branches to pre-existing axes, and in the case of railways enable track equipment to be
positioned. One notable use is disconnecting a branch from an axis at any point, including clothoids, either
parallel to the axis or at an angle. There are five types:

Type 1001: [AXIS + K.P.] The alignment you are creating is defined using the axis from which
it begins and the absolute K.P. on this axis.

Type 1002: [AXIS + ALI + K.P.] This is defined using the axis on which it begins, the number
of the alignment on which it rests and the distance on the axis from the beginning of this
alignment, which will mark the starting-point of the branch.

Type 1003: AXIS + POINT (X, Y) + K.P.] This is defined using the axis on which it begins and
a point whose projection on the axis marks the origin from which the distance which defines the
starting-point of the branch will be measured.

Type 1004: [TAG + K.P.] The alignment you are creating is defined using the LABEL of a
previously defined and labelled alignment of any previous axis and a K.P. relative to the
beginning of this alignment.

Type 1005: [AXIS + POINT (X, Y) + K.P. + automatic R] This is similar to Type 1003, but
the alignment is circular, with a radius equal to that of the main axis at the point of connection
(straight line, circle or clothoid) +/- the displacement.

For these five types, some boxes appear in the dialog box. These change the meaning:

[X1:] [Y1:] This are used to define the point for cases 1003 and 1005.

[K.P.] (This box replaces X2.) Serves to define the absolute K.P. for case 1001, and the relative distances
in cases 1002, 1003, 1004 and 1005. The value may be negative.

[AXIS] (Replaces X3) Is used to define the axis on which the branch rests for cases 1001, 1002, 1003 and
1005. If the branch has the opposite direction to the trunk, you must provide the axis with a negative
direction.

[ALI] (Replaces Y3) For case 1002, this is used to define the order number occupied by the reference
alignment on its axis.

[LAB] (Replaces Y3) For case 1004, this is the Label of the alignment to which you are referring.

[Tg] (Instead of Az) Enables the trigonometric tangent of an angle to be defined, to divert the branch with
respect to the trunk. A value of zero means a tangential alignment. A negative value indicates an azimuth
lower than that of the reference axis, or departure to the left. A value of 99999 (5 nines) or -99999 denotes
an alignment which is orthogonal to the initial axis. To depart in the opposite direction to the reference
axis, the axis number must be given as negative.

[TE] (Instead of Y2) For railways, this enables Track Equipment to be loaded from the library. In this
case, the value of Tg is forced in by the equipment, and cannot be modified. Each piece of track
equipment is defined in a library file, with ASCII format and named *.apv. Some usual pieces of
equipment are included, and you can use these as an example to define others. Their name is an
abbreviation of the geometric characteristics (see chapter on railway projects).



TYPE N // 10 < N < 100 : Alignments which refer to another axis and use its tag

It is possible to identify an alignment by entering a number greater than 10 and smaller than 100 in the
variable LABEL. In a subsequent axis, you can state another alignment whose Type is the number of
this Tag. This alignment will be parallel to the first.

When the axis calculator finds an alignment whose variable TYPE contains a number between 11 and 99,
it looks for a previously-calculated alignment whose Label contains the same number. The solution of the
latter is used as data for the former, so that altering the labelling will also affect the alignments stated as
dependent on it. This way of referring one alignment to another previously calculated and labelled one is
very useful for designing branches and links, railroad yards, etc.

If the labelled alignment is a straight line, those which refer to it will receive as data its main starting-point
and its azimuth, and will be calculated as Type 5 (straight line by point and azimuth). Its flow direction may
be reversed with respect to the original direction by entering any negative value in the variable Azimuth. In
this case the Length and Displacement are also active, so that this alignment can be parallel to the
original one, and have a given development.

If the previous alignment is a circle, the piece of data transferred is the centre. You can then play with the
values of the radius, its sign and the azimuth, to determine the starting-point or endpoint of the branch, and
the length L if this occurs. If the radius is less than that of the reference alignment, the new alignment is
internal and concentric; if it is larger, the new alignment is external and concentric. The Displacement is
ignored by the calculator, but the Length is used if this alignment is the last one of the axis. It behaves like
a type 5 circular alignment.

Other superfluous data will be ignored by the program.

If the Type is a value between 100 and 200 corresponding to the Label of another alignment, so that
Label + 100 = Type, the system understands that the alignment has zero development. So if you have a
straight line to begin a branch, the solution has zero length, and is reduced to its endpoint; at this point,
alignment 2 of the new axis begins. Similarly, if it is a circular alignment beginning or ending an axis, there
is no need to seek the azimuth to cancel its development.

TYPE 3 // Alignments for linking groups

This Type will be indicated for the first alignment belonging to a Group of Linking Alignments ending
in a floating alignment, i.e. an alignment which branches off from the fixed alignment. We are talking about
a case such as:

-Fixed- Linking Group -Floating-Fixed- ...
-Fixed-Linking-Linking- ... -Linking-Floating-Fixed-.
- 0 - 0 - 0 - ... - 0 - 8 - 0 -

If the first linking alignment is also Type 0, the group begins tangential to the endpoint of the previous fixed
alignment, and the whole of the group up to alignment 8 is calculated towards the end of the axis,
depending solely on the initial fixed alignment. The length of the last linking alignment cannot be
respected, so that the subsequent floating alignment solves the tangency with the following fixed
alignment.

If you declare the first alignment of the Linking Group to be Type 3, the group becomes a sliding group
over the fixed alignment which precedes it, so as to respect the length of all the linking alignments of the
group, even the last one. The first fixed alignment is the one which adapts its length to solve the problem.
You can therefore see that the transition between two fixed alignments can be carried out by a single
clothoid, by a floating alignment and by a group of linking alignments ending in a floating alignment. The
whole group, let us remember, is declared with the types:

- 0 - 3 - 0 - ... - 0 - 8 - 0 -

Only the first alignment of the linking group will be declared to be Type 3. The subsequent alignments, if
there are any, must be Type 0. As always, the presence or absence of transition clothoids does not modify
the problem.



TYPE 4 // Alignments for linking groups

This Type will be assigned to the first alignment of an Arrival Group.

If there is one or more Linking alignment before a fixed alignment and resting on it, the first alignment of
the group must be indicated as type 4. The others, if there are any, must be Type 0, and the last is the
fixed alignment which completes the problem.

The calculator is informed by the Type 4 that it cannot begin resolving this alignment, so it continues
skipping it and all the Type 0 alignments with no coordinates (linking alignments) there may be, until it
finds a fixed alignment; this fixed alignment is then solved, and, based on this, the previous linking
alignments are solved, working towards the beginning.

A problem may be as complex as: -Fixed- 3 0 - - 0 - 8 - 4 - 0 - - 0 - Fixed -

The problem of alignments 3 to 8 is a linking group which is sliding on the first fixed alignment, which must
be solved between the first fixed alignment and the type 4 alignment. But, as this has not been solved, the
solution must be postponed by skipping the whole problem up until the last fixed alignment. The second
linking group is then solved, beginning with the last alignment and moving towards the beginning, until the
solution of the type 4 alignment is reached; the 3-8 group is solved between the first fixed alignment and
the type 4 alignment, adapting the endpoint of the first fixed alignment, the starting-point of the type 4
alignment (which then acts as fixed) and the length of these two and the floating alignment.



2.5- Calculating the Axis, Viewing the Results
[Calculate] This calculates axes based on the alignments defined, generating a series of intermediate
files, result reports and drawing the axes calculated on screen. It is possible to calculate the following axes
even if an axis in the ground plan is incorrectly defined.

ISTRAM
automatically stores the current state of the calculation data in the file IS#.cej to prevent
random crashes in the system to damage your work. IS#previo.cej is previously updated automatically
with the value which IS#.cej had, which enables you to recover it if the last alterations are not satisfactory.
To permanently store the data in the current file you should use the option Save, which is at the end of
the fixed side menu.

Monitoring geometric errors

If not all the axes defined appear when calculation
is carried out, or part of any of them is missing, this
is due to non-definition errors or data
incompatibility.
The errors committed appear in the message area.

As the error messages appear consecutively, the waiting time between error messages can be fixed in the
option Parameters, so that there is enough time to see them.

One specific case is error monitoring according to the regulations applied, which you will see in the
relevant section.

Generating reports

During calculation, various files with axis reports are generated automatically, both with the results of
calculations and with data.

The file cejeN.res is generated for each axis (number N). This contains the results of the
calculation and the entry data of this axis. The file ceje0.res contains the same information,
but for all the axes in the project.
Depending on the state of the Current/All radio button, the file ceje.res generated upon
calculation contains the report either of the current axis or of all axes. This file, ceje.res, is the
one listed on the screen, printed or saved with the options of the List | Print | Save" button.



Monitoring drawing generation

If you want the calculated axes to be shown more clearly, temporarily erasing the defining alignments, you
may use the Draw Axes option [D]. There is one of these in the drop-down menu STATUS OPTIONS,
called Postdrawing, which, when unchecked, displays the alignments with Calculate and Draw Axis
only, but no Redraw.

As soon as calculation is completed (which you will know from the messages), the process of drawing the
axes, main points and labels may be interrupted, if you are not interested in it at this particular moment, by
pressing the Escape key (<ESC>).

[D] (Draw Axes) Erases the graphic representation of the fixed alignments defined and draws the last
group of axes calculated.

[D] (Delete) The Linear Works Projects module does not dele the automatic drawing of axes and their
singular points from the screen, so that successive solutions can be compared visually. The option
[Redraw] in the fixed menu refreshes the screen, leaving only the drawing of the last ones calculated.
The option [D] deletes from the representation all the axes drawn. It is usually used just before
Calculate so that the new calculation draws on a blank screen.

2.5.1- Dynamic Calculations Using the Mouse
DYNAMIC CALCULATIONS [aRa] [:] [R] []

[] After selecting the button marked with a point, you can click on one of the points P1, P2 or P3 which
define an alignment, and drag it while the result of the calculation is verified dynamically. Clicking again
drops the point and enables you to choose another one to drag. Clicking on nothing ends the option and
performs the final calculation. If you want to cancel the option while a vertex is being dragged, you just
need to click on the fixed menu or press <ESC>.

When the Selected Coordinates match a vertex:
(X2, Y2) of the alignment == (X1, Y1) of the next alignment
The option [.] drags both points simultaneously.

[R] Enables you to select a circular alignment graphically and vary its radius dynamically. It is
simultaneously observed how the graphic result of the calculation varies. Clicking again drops the point
and enables you to choose another to drag. Clicking on nothing ends the option and perform the final
calculation. If you want to cancel the option while an arc is being dragged, you just need to click on the
fixed menu or press <ESC>.

[:] This is similar to [], but it enables you to drag the two points P1 and P2 simultaneously, maintaining
the relative position between the two.

[aRa] This is similar to [R], but the values of the parameters of the previous and following clothoids are
altered automatically, depending on the values taken by the radius and according to the design table
loaded. The clothoids calculated correspond to the real Omega which is dynamically calculated (which was
previously the minimum clothoid).


2.5.2- Graphic Representation of the Axes Calculated
With the state variable Spixe (initially fixed to 5), the minimum size of the texts or symbols drawn is
defined. By controlling Spixe you enable or block the redrawing of symbols, and therefore the time spent
drawing them.

Occasionally, the cleaning operations of certain elements erase from the screen parts of other elements
which overlap with the former. These parts are not erased in the memory, and can be recovered using the
option Redraw.

A redrawing begins by showing the base map, if there is one, and continues with the axes and the fixed
alignments of the axes being calculated. The ground plan road layout of the last axes calculated is
automatically added to the base map. For this purpose, ISTRAM
remembers the number of lines on the

map when you enter the GROUND PLAN menu. Each time a command is given to calculate axes,
ISTRAM
draws the polylines of the solution, but first it cancels the lines generated after entry. This
includes the automatic axes of previous calculations and any other line created by editing using the drop-
down menus.

Using the [SAVE TEMP] option in the drop-down menu [DRAWING] refreshes the number of base
lines in the current state, including, if there are any, automatic axes which become one more line on the
map. Erasing remains automatic from this state onwards. It is important to know that if lines have been
drawn using the editor or an external drawing has been inserted (by importing or inserting files), the same
philosophy applies. These are temporarily generated lines, and therefore disappear when a redrawing or
calculation is used.

This illustration shows the situation described
above. If you fix the graphic information, the
alterations to one alignment can be compared
with the previous definition.

The lines cancelled by the option Calculate are
deleted, but not from the screen. This enables
you to compare consecutive solutions which are
maintained, until a redrawing cleans the graphic
window of the erased solutions.

A little later on in this manual there is a short section describing the functioning of the representation
system, zoom and redraw actions and screen adjustments.

Obtaining more detailed graphic results

As you will see later on, the way in which information is drawn depends on the mode of labelling which is
active. This setting is collected in ASCII files which can be loaded from the fixed side menu.

When you want to enrich the graphic representation, the setting out and axis labelling menus will be
used. These are much more detailed and will enable you to create kilometric points on the axis,
displacements, normals to another axis, etc.

You will also see how to achieve an automatic distribution of menus whose aim is to produce a print-out of
the road layout appendix, as is typical of any linear works project.

It is worth remembering that from the drop-down menu BLOCKS you can access systems to export data to
DXF or DGN format with no need to leave the linear works module.



2.6- Options of Horizontal Design Fixed Side Menu
2.6.1- Leaving the Linear Works Menu, Storing or Losing Data
The first button which appears in the fixed menu is [END]. If you click this to leave the linear works
module, a possibly critical situation arises, which may mean loss of memory data corresponding to the
various alignments, and the user must consider the storage operations which he/she has carried out
before taking any decision.

On other occasions, it has been possible to modify data to revise or observe a particular geometry, but you
do not want to save these changes.

The data affect the .pol project file and the axes in the ground plan (the .cej file) (managing data loss from
the .vol files is separate). In order to make the decision easier, the program shows you a notification
window, in which you can carry out 4 actions:

The function of each of the buttons is fairly clear.

It need only be explained what happens when the
filenames do not yet exist. In this case, 0.cej and
0.pol respectively are automatically assigned to
them.

When you leave the Linear Works module: HORIZONTAL DESIGN[END], the program checks that the
data of the files *.cej and *.pol which have been altered have been saved.
In this case, no confirmation is requested when you leave the module.

Recording using the disk icon

When the disk icon is clicked on, depending on the design area (ground plan, elevation) in which you are
working:

- If you are in the Ground Plan menus, the files .cej y .pol are saved.
- If you are in the elevation menus, the .vol file of the current axis and the .pol file are saved.
- If you are in complete, the .pol file is saved.

If the files have no names pre-assigned to them by the user, they are saved with the names Ispol.cej,
Ispoln.vol or Ispol.pol., the message window showing the names of the files saved.



Zoom, refresh and screen adjustment

[EXIT] This returns the control to the MAIN MENU of ISTRAM, leaving the
linear works module and asking the user whether he/she wants to save
data. See the section Leaving the Linear Works Menu, Storing or Losing
Data above.

[Full] [Zoom] [Prev] These enable you to zoom or display previous
screens (in exactly the same way as the digital cartography module). The
axes and directions are automatically redrawn.

[ReDr] This ReDraws the graphic content of the current window.

[Adjust Scr] If you have got as far as this menu with no cartography, the
coordinates of the graphic screen are automatically adjusted to those of the
axes being calculated when this option is pressed.

Later on in this same section, the functioning of the graphic display system
is described in detail.

[Info] When this option is pressed and the cursor is moved around the graphic screen, the cursor shows
you the following data for the point projected on the current axis: axis number, K.P., alignment type
(straight line, circle radius or clothoid parameter) and length of the alignment, as well as the distance to the
axis from the cursor position (in the options tab you can set the font and size of these messages).

Calculation, menu and behaviour options

Long Menu
Enables the complete or reduced data
menu to be shown with the ALIGNMENTS
and AXES tabs.

ceje.res with data
Activates or deactivates the display of
entry data of the axes in the ground plan
calculation result files (ceje.res).

Draw widths
Activates or deactivates the
representation of the widths associated to
each axis.

ceje.res with angles
This option is used to decide whether to
print the angle formed by two straight
alignments which meet in an angular
point in the ceje.res report. It can be
configured so that these angles are
shown in sexagesimal degrees or
centesimal grads. This setting is
saved/recovered in and from ispol.cfg.

.ALI with end point
You can check this option to print the endpoint of the axis in the ground plan in the files EJE#.ali
generated in the temporary directory temp, which are used by some axis converters in the ground plan.

Confirm on exit
Activates or deactivates the window which requests confirmation when you exit the ground plan.

Mark advance direction
Enables you to mark the advance direction of fixed alignments.


Draw Circles
Draws the circles of fixed alignments by centre and radius of type 5.

All Current
With each recalculation, All axes or only the Current axis are labelled automatically. We have already
said that the drawing of the solution may be stopped when desired as of the moment at which calculation
ends (note messages).

INFORM OPTIONS
From this window, you can modify the font and size for the texts of the eco inform of the HORIZONTAL
DESIGN, VERTICAL DESIGN and GRADE LINES menus.

All these options can be stored in the file ispol.cfg (accessible from the drop-down menu STATE).

Converting calculator data to fixed

When you click either of the two keys, it is established that the following axis calculation uses, for the
CURRENT alignment (for the starting-point, endpoint or both), the alignment data calculated by the
application (exact tangencies) instead of the initial data.

Depending on whether x1,y1 or x2,y2 have been pressed, X1, Y1, X2,
Y2 will appear in the menu. Pressing again deactivates it, and they
appear in lower-case letters, as x1, y1, x2,y2.

In the next calculation, the coordinates of the entry or exit point of
tangency calculated will move to the boxes [X1:], [Y1:], [X2:], [Y2:]
respectively. The command [Calculate] works only once, and as well as
copying the coordinates it deactivates these two commands.

If both options are pressed, you can change the TYPE of the alignment to
0 after the calculation. This enables you to FIX FLOATING alignments.

* Bear in mind that for certain alignment types the X and Y coordinates may have a different significance.

Choose labelling mode and set waiting times for messages

[A.Lbl.Mode] This enables you to select from different files which contain
various ways of labelling alignments. There are various files available in the
library, described at the end of the chapter.
When one of these files is selected, the program copies it to ISPOL.ali, and
uses this file from then on.

[Parameters] Controls two behaviours: waiting time to see error messages
(given in seconds), and distance between data to obtain the rapid longitudinal
which pops up automatically when you enter the GRADE LINES menu.



[Types] Displays an on-screen message box with a diagram showing the types and data associated.
Pressing Redraw refreshes the screen and erases the Help message.

2.6.2- Axis Options, Invert, Insert, Erase, Join, Transform
When you click [Axis Options], a submenu is offered, containing the various operations which you can
carry out on an axis or the group as a whole:

[Join Axes] This option enables you to join two axes together to form one. The axis to be completed may
be any one, and the alignments of the last axis will be added to it. This last axis is then erased.
If the axes you want to join are in a different file, use this option beforehand: [FILES][Add .cej].

[Invert Current AXIS] This enables you to reverse the flow of an
axis by changing the order and direction of the alignments. Note that
if there are other axes with alignments depending on the inverted
axis, a solution may change.

[Delete AXIS] [Insert AXIS] This erases or inserts an axis in the project, considering that:

The axes in the ground plan are renumbered, and so are the references to other axes of the
connectors. A new .cej file is created.
As you need to reassociate the numbers of axes to the .vol files (for elevation data), the
application requests a 6-character base name, which is initially the same as the first four letters
of the current name plus a suffix _b.

On completion of the erasure or insertion, the system will have created a new project by renumbering and
adjusting all the references between axes, including land files, excess widths of junctions, crossing files
and other elements if they had already been calculated when the operation was carried out.
This option also takes into account the axes contained in the CRZ folder for crossings, if such exists.

[Convert Axis to Tube] A utility to transform axes in the ground plan into the Tube mode for pipes.



Transforming axis coordinates in the ground plan

This option causes a drop-down menu to appear. This enables a translation (one point of reference) or
translation + rotation (2 points of reference) to be defined.

When [Transform] is pressed, current data is saved in the file IS#tc.cej. The option [Undo] recovers
the data from the previous file.

The transformation affects all the non-zero coordinates defined in the alignments, as well as the non-zero
azimuths defined in the alignments.

The original and final reference coordinates can be entered by clicking (with or without snap) or with
x coordinates (using the keyboard).

2.6.3- KP Distance, Point Data with Respect to an Axis
This enables you to find out the K.P. on an axis and the distance from it of any points clicked on
consecutively. The snap options are active when the point is selected, and are temporarily deactivated to
choose the axis, which means that you can find out the positions of our axes with respect to buildings, etc.
Using the option Short, the exit report generates more condensed information.

[KP,dis] [Short]

Interactive selection: For points which you select graphically on the map, this gives you the K.P., the
distance from the point to an axis, the azimuth, and the radius of the axis at the projection point. If the axis
elevation has been completely defined, it will also give you the superelevation, the spot height of the point,
the spot height of the axis and the projected spot height from the axis following the superelevation.
As always, the point can be given either by connections or by coordinates. If the points are clicked on on-
screen, they are numbered sequentially.

Selection by line: You select the line and the axis, and the program gives you back a report containing
each vertex of the line selected.

The on-screen output of data enables immediate consultation, enabling the user to find out the relations
existing between the axes and the cartography elements. By using different types of snaps, you can
choose the points you wish with complete accuracy.



In all cases, the program presents the results on-
screen, and also generates a report called
CONSULTA.res, which contains all the
consultations made since the beginning of the
session, using these and some other program
options. When you end the session, the report
CONSULTA.res is copied to CSxxxxxx.res, where
xxxxxx is the session number, which is saved as
historical data.

For railways, instead of the height of the white
band and the projected Z, the height of the vertical
alignment and the height difference with it are
listed. Also, superelevations are listed in
millimetres.

[]Adjust Hght.(Z-Zpr) This enables the adjustment of the height of a line, according to the projected height
of the axis.

Selecting KP-distance using ASCII files

.top file: The program takes the X, Y, Z coordinates from this file and gives you back the same
information as for interactive selection.

.pkd file: This is a file containing KPs and distances from the axis. In this case, the X, Y coordinates
and the rest of the data are given back to you.

.txt files: these contain: Number, X, Y, Z, CODE. In this case, the option requests the code to be
listed, and calculates using only the points which have this code or begin with the same letters as
the code entered.

2.6.4- Generating and Displaying Reports
[REPORTS] This leads to a menu which enables you to configure some characteristics of the reports
(number of lines per page, number of characters per inch, etc.), as well as the possibility of printing or
viewing them.

[List] [Prin] [Sav]
[List]. This displays on-screen a report containing the results of the calculation of the axes and possible
errors due to non-definition or data incompatibility. [List] looks in the libraries for a file called ISLISTA,
which contains a command to display on-screen or in a report. The name of the file to be listed (in this
case, ceje.res) is written in the command instead of the single %s which is in the command, and this, once
complete, is carried out to show the report on-screen. The command must be written on one line only,
consisting of less than 1000 characters.

[Print]. This searches the libraries for a file called ISIMPRIM, which contains a print command. The
name of the file to be printed (in this case ceje.res) is written in the command, and this, once complete, is
carried out to send the report to be printed.

[Save]. As the report ceje.res is automatically updated each time a command is given to calculate the
axes, you can use this option if you want to keep one of these intermediate reports. The report is renamed,
with whatever name you wish, to avoid it being rewritten. The option requests the new name, offering
*.lst as the extension.
See the appendix on configuring islista and isimprim files at the end of this chapter. The results
report reflects the following values:

Name of project and Title of Axis.
# and Type of alignment: straight, circular or clothoid.
Length of alignment.
Coordinates of starting or tangency point.
Radius, for circular alignments.
Parameter A, for clothoids.
Azimuth at point of tangency.
Directing cosines, for straight alignments.
Coordinates of Centre (circles).
Coordinates of inflection point, for clothoids.


The entry data of each alignment are detailed in the data area.

ISPOL always generates the file containing ground plan results, called ceje.res, in ASCII format, with
page layouts for A3 or A4 printers.

Istram 8.24 05/01/06 18:02:32 1169 page 1
PROJECT: project
AXIS: 3:

===============================
* * * LIST OF ALIGNMENTS * * *
===============================

DATUM TYPE LENGTH K.P. X TANGENCY Y TANGENCY RADIUS PARAMETER AZIMUTH Cos/Xc/Xinf Sin/Yc/Yinf
---- -------- ------ ------------ ------------ ------------ ------------ ------------ ------------ ------------ ------------
1 STRAIGHT 25.494 0.000 719444.721 4756605.015 88.6678 0.9841989 0.1770667
2 CIRC. 72.164 25.494 719469.812 4756609.529 -30.000 88.6678 719464.500 4756639.055
3 STRAIGHT 50.544 97.658 719480.388 4756664.503 335.5312 -0.8482512 0.5295941
148.202 719437.514 4756691.271 335.5312

Istram 8.24 05/01/06 18:02:32 1169 page 2
PROJECT: project
AXIS: 3:

ENTRY DATA
---------------------------------------------------------------
Axis # Initial K.P. # of Words Axis Title
------- ------------- ---------- ----------------------------
3 0.0000 0
-------------------------------------------------------------------------------------------------------------
Type X (prev L) Y (prev dL) R K1 K2 A L D Az Label Code
-------- -------------- -------------- ------------- ------------ ------------ ------------ ----------- ----------- ----------- ---- -----
REFERENCE 0.000000 0.000000 0.000000 0.000000 0.000000 0.000000 0.000000 -7.000000 0.000000 0 11
FLOATING 0.000000 0.000000 -30.000000 0.000000 0.000000 0.000000 0.000000 0.000000 0.000000 0 8
FIXED-2P+R 719500.974625 4756651.649750 0.000000 0.000000 0.000000 0.000000 0.000000 0.000000 0.000000 0 0
719437.513992 4756691.270538

You can also access the consulta.res files generated by the utility KP-distance, which are displayed just
as the process ends, also under the name ceje.res.

2.6.5- Loading, Saving and Importing Axis Definitions
You may access all these functions from the [files] menu at the bottom of the menu.

[Save .cej] Saves a copy of the axis definition data to disk, in a file whose
name is requested from the user. It is recommended that the extension .cej is
used for the names of these files, as the program will search for files with this
extension in order to display the existing files in the load option.

[Save 1 Axis] Saves the file containing data on the current axis only.

[Add .cej] Adds to the existing axes the contents of a chosen file, putting
them at the end of the contents currently loaded. The loaded axes are
assigned a correlating number after the last number.

[Insert .cej] Enables a .cej file to be inserted in front of one of the axes
present.

[Recover] Loads the last data calculated. (IS#.cej)

[Recover prev] Loads the previous ones. (IS#pre.cej)

When you enter the linear works module, an icon appears at the bottom right, representing a disk. When
you click on this, if you are in the ground plan menu, the *.cej and *.pol files are saved with the names
pre-assigned to them by the user. If the files have no names pre-assigned, they are saved with the names
ISPOL.cej and ISPOL.pol.
[Load .cej] This displays on-screen the existing files with the extension .cej, and requests the name of
one of them. It then erases all the axes and their alignments from the memory, and loads to it the axes
contained in the file.



The lengths of the axis names in the *.cej file are checked and truncated if necessary, as if the user alters
them manually by editing the file, and enters a longer name than is permitted, an unexpected error may
occur.

If you click on either of the Save .cej or Load .cej options, the *.cej filename will in turn become the
ground plan axis file associated with the current project. When a project file *.pol is subsequently saved, its
name as a ground plan axis file will be the one used here.

Importing horizontal design axes from files from other applications

When you click the [IMPORT] button, the following drop-down menu appears. This enables you to select
the 'origin' or 'owner' applications of the file which you are going to process, to incorporate into ISTRAM.
The formats admitted are the following:

[Clip (plt)] This enables you to import a Clip (*.plt) ground plan file
interactively. In the process, a .CEJ file is generated and loaded.
[Inroads (txt)] This enables you to import an Inroads *.txt ground plan report
file interactively. In the process, a .CEJ file is generated and loaded.
[H (sal)] Imports the H program.
[Txt (txt)] Imports .txt files.
[Mdt (axis)] Imports the Mdt program.
[MX-ROAD (prn)] Imports MX-ROAD files.
[PROTOPO] Imports PROTOPO files.

In order for the import options to work correctly, ISPOL UTILITIES must be updated. These options are
based on the convertors ClipCej, InCej, Hcej, TxtCej and MdtCej, which must be in the directory stated in
the UTILITIES library (see INFO STATUS and LIBRARIES).

In the temporary file generated by ISTRAM in each project, an EJEn.ali file is saved. This can be used by
electronic field books defining the axis in order to perform its setting-out.

In addition to the data of the main alignments and the transition curves, the endpoint of the axis as type 0
is added to it, along with its coordinates, azimuth and if applicable the radius.

Exporting horizontal design axes

Design data can be exported using the landxml utility situated in the report area, to which we refer the
user.

The landxml format is becoming a standard format recognised by various public authorities (among them
the US government) and manufacturers of topographical and construction equipment.

2.6.6- Access to Horizontal Design Utilities

[V.DESIGN.TRIAL] This leads to the design menu of the axis in
elevation, for monitoring and design of the vertical alignment simultaneous
with the ground plan. The design setting is the same as that which defines
the vertical alignment; the difference being that the longitudinal profile of
the ground is obtained using a different method.

ISTRAM
extracts a fast longitudinal profile of the ground along the current

axis, before moving to the elevation view. It this has already been obtained,
the initial stretch, whose ground plan has not been altered since the last
use of GRADE LINE, is made use of. The ground plan and elevation
designs can therefore be carried out simultaneously is you wish.



The longitudinal profile of the ground is extracted from the Current Surface Area. If no such is stated, this
can be done summoning the SURFACE AREAS menu from the drop-down menus. The interval between
the data of the longitudinal profile of the ground is stated using the option Parameters in this menu. By
default, it is 20 m.

[S.O. & PROFILE] This leads to a new menu in which points are calculated, data for axis setting-out is
obtained, K.P. and alignments are labelled, the longitudinal and transverse profiles of the ground are
defined and generated, and probe data by site is generated.

[DRAW GRND PLN] From here you move to a menu which holds a group of utilities which enable you
to obtain finished ground plans of the axes calculated. To access this menu, you need to have carried out
at least one calculation already.

The drawings generated here are flat; all the polylines have height 0. One of the main reasons for this is
that in principle there is no more information, and also the geometric definition plans in the ground plan do
not require this information.

The complete ground plan drawing with heights (i.e. three-dimensional) of the linear works, once it has
been designed and the calculation processes are finished, is generated from the elevation menu.

[SECTION] This leads to the vertical design menu. See the relevant chapter.



2.7- Options for Design and Application of Regulations
Istram offers two types of tools which enable the engineer to meet current road layout regulations. The
heading design brings together a series of options, some of which are linked to the regulations described
in the .DIP design tables.

It is obvious that some of these functionalities will not be available if the current axis has no design table
associated to it. These tables are described in this chapter, under .DIP ground plan design tables.

The function of each button is described below:

".dip table" This enables you to select the *.DIP ground plan
design table from among all those existing in the library.

"Omega" Used after calculating an axis. It draws the omega
(increase in azimuth from entry to exit, including clothoids) on
each curved alignment, and indicates the points taken as data.
This item of data helps the user when he is obliged by
regulations to carry out a minimum development of clothoids
(as in the case of Spanish regulation 3.1 lC).

The function Circ. Omega gives the angular variation of
circular alignments (without clothoids)

Omega is represented for the current axis only.

The criterion for calculating the omega in C-shaped curves is as follows: one omega is associated with
each circular alignment and its clothoids. The clothoid which joins together two C-shaped circular
alignments is considered to belong to the alignment with the smaller radius.

This enables a more accurate calculation of the A parameters which correspond to each curve, as a
function of the omega.

[Sp speed] This is used to label the specific speed in each circular curve, as a function of the radius and
based on the previously-loaded design table (*.dip).

[Vertices] A tool has been provided to calculate the existing vertices in the axes, even if the axes have
not been designed by vertices. The calculation gives the results in the usual format for Latin America. This
tool is available only for certain .ali files, which must contain one of the commands CHL, MEX, GUA,
ELS, etc.

See the file readme.mex in the library.

When one of these commands appears, the reports IS#VER1.res, IS#VER2.res, IS#VER3.res are
generated when the ground plan axis calculation is carried out. These reports include the definition of the
vertices:

IS#VER1.res report on DISTANCES, COURSES and DEFLECTIONS
IS#VER2.res report on the GEODESIC PREPARATION of the project
IS#VER3.res report on STRAIGHT LINES and CURVES

If CHL, MEX, GUA or ELS appears in the ISPOL.ali file of the library, the [Omega|Circ. Omega]

button
will be replaced by the [Vertices] button. If you click this button, once the axis has been calculated, the
Linear Works Design module will ask at what distance the vertices should be placed. This distance is the
one which will exist from the mathematical vertex to the point where the mathematical data of the vertex
will be represented. Parallel to the drawing of the vertices, the reports will be generated.

This representation is instant.



For the vertex data to be displayed on the axis you require, the alignment [Labelling] must be ordered from
the SETTING OUT and PROFILE menu. When the axis is labelled, the data of the associated vertices will
be fixed on the plane.

[Norm Review]

This reviews the current axis, to check whether it meets the requirements of the
roadway regulations collected in the loaded design table. This option works for
either the CURRENT axis or ALL the axes defined in the ground plan, depending
on how it has been configured. The checklist is defined in the .DIP file itself, as
you will see a little later on.

[Logic Review] This reviews the entry data and the series of alignments, showing possible errors
(tagged in red) on the screen.
This option works for either the CURRENT axis or ALL the axes defined in the ground plan, depending on
how it has been configured.

[norma.res] This option generates the report norma.res. This report can be viewed/printed from the
drop-down menu [DESIGN] [norma.res].

[ERRORS] This calculates the ground plan axis, showing all the errors detected after calculation in a grid.

[LABELS] This option causes a drop-down information grid to appear, with the labels used when defining
the ground plan axes.

[OPTIONS] Causes a drop-down table to appear, containing the following possibilities:

Table
Enables you to change the design
table.
Review Logical Sequence
If this is checked, the program
automatically performs this review after
each calculation.
The logical sequence, as you know,
enables geometric errors, not regulatory
ones, to be detected.

Review INSTRUCTION If this is checked, the program automatically performs this review after each
calculation.
A automatic when changing R When this option is checked, the program calculates the clothoids
adjacent to the Radius when its value is modified numerically or using the recommendation table.
[aRa] and [A automatic] A MIN + 1/5 Omega When this option is checked, when the dynamic
option [aRa] is used or R is changed with the option A automatic, the clothoid determined is A MIN
or A for 1/5 Omega, whichever is the larger.
Show only one error per alignment (One of the most serious is displayed)
Check Minimum Length and Omega for first and last [alignments]
Radii Recommendation for S[peeds] multiples of 10.

These options are saved and recovered to and from the file ISPOL.cfg.



2.7.1- .DIP Horizontal Design Tables
These are used to describe and apply geometric criteria specified by regulations of the authorities in
roadway design and construction (in Spain, the Ministry of Public Works, which draws up and publishes
Roadway Regulation 3.1 lC). There are also regulation tables available for France and Portugal.

As you know, the ground plan floating window has a specific entry so that the user can choose the
appropriate table, and the table filename is written in the .cej file so that it is permanently linked.

The name of the *.dip table selected appears in the work area, at the bottom left of the screen.

The active elements of the file, as well as the tabulated list of data, enable the user to choose, for a given
alignment, radii and clothoid parameters which meet requirements.

It also enables the whole axis to be checked (for example, for an old road layout, or one carried out by
another program or company) by carrying out the following verifications:

The radii must be larger than the minimum radius.
The specific speed of the curve must be at least the project speed, and is extracted from the
table as a function of the radius. The project speed is read from the *.dip file. If its value has
been commented out, the design speed is taken, defined for each axis; if it is defined here as 0,
the value of 80 kilometres per hour is taken.
Minimum and maximum length of circles.
Minimum and maximum length in straight lines of S-shaped curves. // Minimum and maximum
length of straight lines in C-shaped curves.
Minimum omega and minimum omega using clothoids.
Minimum length of circles for omega < minimum omega without clothoids.
Radius which does not require clothoids. r=RmaxCL.
The clothoid is below the minimum or above the maximum.
The clothoid does not fulfil 1/5 of the omega.
The clothoid does not fulfil the transition to the superelevation.
The clothoids are not symmetrical.
Straight line with length below LRRs, check radius_next_minimum and radius_next_maximum.
Straight line with length above LRRs, check radius_next_minimum.
Review of next maximum and minimum radii, for straight lines with length below LRRs, when
there is no straight line.
The clothoid parameter recommender offers zero as maximum or minimum if the radius is greater
than or equal to the maximum radius admitted by clothoids.

The Particular Case of C-SHAPED CURVES

Between two circular alignments which turn in the same direction, the clothoid belongs to the alignment
with the smallest radius. Therefore:

If a parameter is selected from the [T] recommendation table for a circular alignment, the value
will not be transferred to the [A] text box if on that side there is another circular alignment turning
in the same direction and with a smaller radius.
If you modify a radius with the automatic option A, neither will the value of [A] be altered on the
side on which there is another circular alignment turning in the same direction and with a smaller
radius.
The same will happen if you modify the radius with the interactive option [aRa].
These considerations must also be taken into account when reviewing Regulations.

Below, we show table C864_04A (Spanish regulation 3.1 IC ), which corresponds to roadways of 80, 60
and 40 km/h, for the year 2004, revision (a).

Reading the file is very simple. It tells you how to enter the parameters and activate or deactivate them.

Let us remember that these tables can be edited using the command [EDIT TABLES]. The files open
using as the editing program the one stated in the file "lib/ISLISTA".



TABLE C864_04.dip

# TADISPLA
# file: C864_04a.dip : date 2004 revision a #
#----------------------------------------------------------------------------------------------#
# TYPE : .dip :TABLE AND FORMULATION FOR AXIS DESIGN IN THE GROUND PLAN #
# CONTENT : Roadways: 80, 60, 40 GROUP II #
# REGULATION : 3.1-IC April 99 #
# CREATION DATE : March 2004 (revision a) #
# Do not use for values outside the range indicated. #
# ISTRAM revision
# --- -------------------
REV 803
################################################################################################
# DESIGN PARAMETERS #
# Code Value Description #
# ----- ---------- ---------------------------------------------------------------------------#
# Vp 40.0 Km/h : PROJECT SPEED : If commented out, the speed of the AXIS will be used #
AC 3.50 m : ROADWAY WIDTH: For Edge Gradient calculations. #
GR 2 : GROUP #
J 0.5 m/s3 : VARIATION OF CENTRIFUGAL ACCELERATION #
RedA 5.0 : Final roundoff for parameter A of CLOTHOID #
RedL 1.0 : Final roundoff for final length of CLOTHOID #
RedR 1.0 : Final roundoff for radii of CIRCLES #
# ----- ---------- --------------------------------------------------------------------------#
# Rmin 50. m : Minimum Radius (For Sp. Speed == Vp) #
# Rrec 50. m : Minimum Recommended Radius #
# LCmin 1.39 * Vp : Minimum Length of Circles (5 seconds) #
# LCmax 8.33 * Vp : Maximum Length of Circles (30 seconds) #
# LRSmin 1.39 * Vp : Minimum Length Straight Lines in S-Shaped Curves (5 seconds) #
# LRSmax 16.7 * Vp : Maximum Length Straight Lines in S-Shaped Curves (60 seconds) #
# LROmin 2.78 * Vp : Minimum Length of Straight Lines in Ovals (10 seconds) #
# LROmax 16.7 * Vp : Maximum Length of Straight Lines in Ovals (60 seconds) #
# Omin 2.0 gon : Minimum Omega between Straight Lines (put large Radii with no Clothoids) #
# OminCl 6.0 gon : Minimum Omega using Clothoids #
# LCmin6 325. - 25. * Omega : Minimum Length of Circles for Omega < 6 #
# LmaxCL 1.5 * Lmin : Maximum Length of Clothoid as a Function of the Minimum #
# LRRs 400. : Length of Straight Line, below this check RnMin and Rnmax #
# RsMin4 300. : Minimum Next Radius for straight lines greater than LSRn #
# RmaxCL 2500. : Maximum Radius that admits clothoids #
###############################################################################################
# T1 : TABLE J/SPECIFIC SPEEDS #
#----------------------------------------------------------------------------------------------#
T1U 1 : 1->Use table to calculate J 0->Do Not Use #
#----------------------------------------------------------------------------------------------#
# J Sp.Spd. < Jmax of regulations #
# -------- -------- ------------------- #
T1 0.5 80. 0.7 #
T1 0.4 100. 0.6 #
T1 0.4 120. 0.5 #
T1 0.4 250. 0.4 #
###############################################################################################
# K0 : MINIMUM CLOTHOID. VISUAL PERCEPTION. MINIMUM SETBACK OF one metre #
#---------------------------------------------------------------------------------------------#
K0U 0 : 0->Do Not Use this formula 1->Use this formula #
K0 2.213 : A >= K0 * R ^ (3/4) #
###############################################################################################
# K1 : MINIMUM CLOTHOID. VISUAL PERCEPTION. MINIMUM SETBACK OF half a metre #
#---------------------------------------------------------------------------------------------#
K1U 1 : 1-> Use this formula 0-> Do Not Use this formula #
K1 1.861 : A >= K1 * R ^ (3/4) #
###############################################################################################
# K2 : MINIMUM CLOTHOID. VISUAL PERCEPTION. MINIMUM ANGULAR DEVELOPMENT 1/18 RADIANS #
#---------------------------------------------------------------------------------------------#
K2 0.333 : A >= K2 * R #
###############################################################################################
# K3 : MINIMUM CLOTHOID. VISUAL PERCEPTION. MINIMUM DEVELOPMENT 1/5 of OMEGA #
#---------------------------------------------------------------------------------------------#
K3 0.079 : A >= K3 * R * sqrt(omega) #
###############################################################################################
# K4 : LIMITATION OF VARIATION IN TRANSVERSAL GRADIENT TO 4% per second #
#---------------------------------------------------------------------------------------------#
K4 0.2635 : A >= K4 * sqrt(Superelevation * Sp * R)
#
###############################################################################################
#
#
###############################################################################################
# K5 : LIMITATION OF VARIATION IN CENTRIFUGAL ACCELERATION ON THE HORIZONTAL PLANE #
#---------------------------------------------------------------------------------------------#
K5 46.656 : A >= sqrt{ Sp*R/(K5*J) * [Sp*Sp/R - 1.27 * Superelevation] }
#
###############################################################################################
#
#
###############################################################################################
# K6 : LENGTH LIMITATION OF TRANSITION TO SUPERELEVATION
#
#---------------------------------------------------------------------------------------------#


K6 1.8 : A >= sqrt{ Radius * Superelevation * AC / (K6 - 0.01 * pS) }
#
###############################################################################################

########################################################################################
# T0 : TABLE OF RADII/SUPERELEVATIONS/CLOTHOIDS #
# Table extrapolated above R=670 and below R=50 #
#---------------------------------------------------------------------------------- #
T0U 1 : 1->Use table to calculate A_min 0->Do Not Use #
#---------------------------------------------------------------------------------- #
# Radius Supelev Arecom Amin LenClo SpSpeed ft RnMin RnMax fl #
# --------- ------- -------- ------K2 ------- ------ ------ ----- ----- ------- #
T0 3500. 2.00 1166. 1166. 388.1 168.3 0.0437 528. 0. 0.2294 #
T0 3250. 2.00 1082. 1082. 360.4 165.4 0.0463 517. 0. 0.2326 #
T0 3000. 2.00 999. 999. 332.7 162.3 0.0491 505. 0. 0.2363 #
T0 2750. 2.00 916. 916. 304.9 158.8 0.0522 493. 0. 0.2403 #
T0 2500. 2.00 833. 833. 277.2 154.9 0.0556 479. 0. 0.2449 #
T0 2250. 2.12 749. 749. 249.5 151.3 0.0589 465. 0. 0.2494 #
T0 2000. 2.27 666. 666. 221.8 147.1 0.0625 448. 0. 0.2545 #
T0 1900. 2.33 637. 633. 210.7 145.3 0.0641 441. 0. 0.2568 #
T0 1800. 2.41 612. 599. 199.6 143.4 0.0658 434. 0. 0.2592 #
T0 1700. 2.49 586. 566. 188.5 141.4 0.0676 426. 0. 0.2618 #
T0 1600. 2.59 560. 533. 177.4 139.2 0.0695 418. 0. 0.2645 #
T0 1500. 2.70 533. 500. 166.3 137.0 0.0715 409. 0. 0.2675 #
T0 1400. 2.82 506. 466. 155.2 134.6 0.0737 400. 0. 0.2706 #
T0 1300. 2.96 479. 433. 144.2 132.0 0.0759 390. 0. 0.2741 #
T0 1200. 3.12 451. 400. 133.1 129.2 0.0784 379. 0. 0.2778 #
T0 1100. 3.30 423. 366. 122.0 126.2 0.0810 367. 0. 0.2819 #
T0 1000. 3.53 394. 333. 110.9 123.0 0.0839 354. 0. 0.2864 #
# --------- ------- -------- ------K1 ------- ------ ------ ----- ----- ------- #
T0 950. 3.65 379. 318. 106.7 121.3 0.0854 347. 0. 0.2888 #
T0 900. 3.79 364. 306. 103.9 119.5 0.0870 340. 0. 0.2914 #
T0 850. 3.95 348. 293. 101.0 117.6 0.0887 332. 0. 0.2941 #
T0 800. 4.12 333. 280. 98.0 115.6 0.0904 324. 0. 0.2969 #
T0 750. 4.31 317. 267. 94.8 113.6 0.0923 315. 0. 0.3000 #
T0 700. 4.53 301. 253. 91.6 111.4 0.0942 306. 0. 0.3032 #
# --------- ------- -------- -------- ------- ------ ------ ----- ----- ------- #
# --------- ------- -------- -------- ------- ------ ------ ----- ----- ------- #
T0 650. 4.77 285. 240. 88.3 109.0 0.0963 296. 0. 0.3067 #
T0 600. 5.05 268. 226. 84.8 106.6 0.0985 285. 0. 0.3105 #
T0 550. 5.37 251. 211. 81.2 103.9 0.1008 273. 0. 0.3145 #
T0 500. 5.73 234. 197. 77.4 101.0 0.1034 259. 0. 0.3190 #
T0 450. 6.14 216. 182. 73.5 97.9 0.1062 244. 0. 0.3240 #
# --------- ------- -------- ------K5 ------- ------ ------ ----- ----- ------- #
T0 400. 6.59 198. 166. 69.3 94.3 0.1093 227. 0. 0.3296 #
T0 375. 6.82 189. 159. 67.1 92.4 0.1110 218. 0. 0.3328 #
T0 350. 7.00 179. 151. 64.8 90.2 0.1130 208. 0. 0.3364 #
T0 325. 7.00 169. 142. 62.4 87.5 0.1154 197. 0. 0.3409 #
T0 300. 7.00 160. 134. 60.0 84.6 0.1179 186. 670. 0.3457 #
T0 275. 7.00 149. 126. 57.4 81.6 0.1206 173. 560. 0.3509 #
T0 250. 7.00 139. 117. 54.8 78.5 0.1242 160. 469. 0.3562 #
T0 225. 7.00 129. 108. 51.9 75.4 0.1287 146. 394. 0.3617 #
T0 200. 7.00 118. 99. 49.0 71.9 0.1337 131. 332. 0.3679 #
T0 175. 7.00 106. 90. 45.8 68.2 0.1391 116. 279. 0.3747 #
T0 150. 7.00 95. 80. 42.4 64.0 0.1452 100. 232. 0.3824 #
T0 140. 7.00 90. 76. 41.0 62.2 0.1478 93. 215. 0.3858 #
T0 130. 7.00 85. 72. 39.5 60.3 0.1505 87. 198. 0.3894 #
T0 120. 7.00 80. 67. 37.9 58.3 0.1534 80. 182. 0.3932 #
T0 110. 7.00 75. 63. 36.3 56.2 0.1564 3. 166. 0.3972 #
T0 100. 7.00 70. 59. 34.6 54.0 0.1597 67. 151. 0.4016 #
T0 90. 7.00 65. 54. 32.9 51.6 0.1631 60. 135. 0.4063 #
T0 80. 7.00 59. 50. 31.0 49.1 0.1669 53. 120. 0.4115 #
T0 70. 7.00 54. 45. 29.0 46.3 0.1709 50. 105. 0.4171 #
T0 60. 7.00 48. 40. 26.8 43.2 0.1753 50. 90. 0.4234 #
T0 50. 7.00 42. 35. 24.5 39.9 0.1802 50. 75. 0.4305 #
# --------- ------- -------- -------- ------- ------ ------ ----- ----- ------- #
# --------- ------- -------- ------K6 ------- ------ ------ ----- ----- ------- #
T0 45. 7.00 38. 32. 23.2 38.0 0.1829 50. 67. 0.4344 #
T0 40. 7.00 35. 30. 21.9 36.0 0.1857 50. 60. 0.4386 #
T0 35. 7.00 32. 27. 20.5 33.9 0.1888 50. 52. 0.4432 #
T0 30. 7.00 28. 24. 19.0 31.6 0.1922 50. 45. 0.4482 #
T0 25. 7.00 25. 21. 17.3 29.1 0.1959 50. 37. 0.4539 #
T0 20. 7.00 21. 18. 15.5 26.2 0.2000 50. 30. 0.4603 #
T0 15. 7.00 17. 14. 13.4 22.9 0.2048 50. 22. 0.4678 #
T0 10. 7.00 12. 10. 11.0 18.9 0.2106 50. 15. 0.4771 #
####################################################################################
END OF FILE
##################

The T tables which recommend clothoids on-screen now show the clothoid extracted from each formula,
and mark those which take part in the minimum with an *.

Presents the radii, specific speeds, parameters and superelevations.
The interactive command aRa now uses the minimum clothoid calculated in this new way.

The libraries are fed continuously with design tables for different countries.

For railways, the values used and defined in the table are completely different, and are explained.


2.8- Labelling Alignments in Horizontal Design: Styles
The libraries contain a series of files with the extension *.ali. When one of these files is selected from the
program, a copy is made over ISPOL.ali in the primary library.

From this point onwards the alignments will be labelled, with the style defined in it. Every time you perform
a calculation, the application uses the parameters described in those files so that the user views the
(temporary) labelling data as he/she designs the axes.

These same files can also be used when you decide to prepare labelling intended to print plans or export
to Autocad
or Microstation
. There is a specific system (described in the next chapter) for drawing the
ground plan of the axes, the suitable KP intervals and the data which define these.

The library file ISPOL.ali controls which symbols are placed to label each singular point, and where they
are to be placed. If ISPOL.ali contains the command CHL, the vertices of the axes are also drawn and
labelled.

2.8.1- .ali Style-Configuration Files
The basic library installed by the latest version of ISTRAM has various files, some of which are detailed
below. Consult the library to see if there are any changes.

ESPA1.ali. Normal labelling mode used in Spain.
ESPA2.ali. Adds labelling of each axis name.
ESPA2o.ali. Like ESPA2.ali, but labels the curves on the outside.
ESPA2l.ali. Like ESPA2.ali, but labels the curves on the left-hand side.
ESPA2r.ali. Like ESPA2.ali, but labels the curves on the right-hand side.
ESPA3s.ali Labels circular alignments with their sign.
ESPA2ib.ali Labels the alignments, and writes the lengths of clothoids instead of the parameter.
Uses symbol S450 (L= ). The "SAL" command used is now affected by the commands SL or SR
(to label on the left or the right).
CHILE1.ali. Contains details specific to Chile.
MEXICO.ali. Contains details specific to Mexico.
GUATEM.ali and GUATE2.ali. Contains details specific to the Republic of Guatemala.
CLOTHOID.ali. Like those used in America. Adds additional information and keys containing
the clothoid data on each vertex.
ELSAL1.ali and ELSAL2.ali. Contain details specific to the Republic of El Salvador.
Bolivia2.ali. This file contains new symbols and new commands STEP, SETP, SECP, SCEP,
STCP and SCTP, which enable the names TE, ET, EC, CE, TC and CT to be labelled with the
KP, and on one side of the axis, depending on the sign of the radius.
TGV.ali. Specific mode for railways, adapted to some of the French conventions. Used for
labelling high-speed train projects.
TURNS.ali: Specific mode for pipes, including a cell which labels the KP and the 2D angle of the
bends which have an angle larger than a predetermined minimum.



Below we describe these files in detail:

ESPA1.ali.

######################################################################
# --- ------- -------- -------- ------ #
SPD 51 0. 0. 0. singular point on right #
SPI 50 0. 0. 0. singular point on left #
SPK 571 0. 35. 0. singular kp pt on left #
SRE 572 2.5 20. 0. straight line #
SRA 573 2.5 20. 0. radius(R= ) #
SAC 574 2.5 20. 0. param(A= ) #
#--------------------------------------------------------------------#
# Label straight alignments with their lengths and courses (sexag) #
# SRL 553 0. 2.5 90. midpnt of straight line #
# SRG 552 0. -2.5 90. midpnt of straight line #
# (,',") #
#--------------------------------------------------------------------#
# Chilean style of labelling alignments and calculating vertices #
# of the axis in the ground plan: Remove the # of the commentary #
# from the following line #
# CHL
#--------------------------------------------------------------------#
# Mexican style of labelling alignments and calculating vertices #
# MEX #
#--------------------------------------------------------------------#
# Guatemalan style of labelling alignments and calculating vertices #
# GUA
#--------------------------------------------------------------------#
# Drawing of track equipment in ground plan #
# type #
# --- ------- -------- -------- ------ #
LAV 77 track equipment line #
JCA 73 Stock Rail Joint Symbol #
# end #
# --- #
FIN #
######################################################################



ESPA2.ali. (like ESPA1.ali, plus labelling of axis names)

######################################################################
# DEFINING LABELLING OF ALIGNMENTS (Spanish style) #
# With axis names labelled #
# style dist_kp0 dist_axis angle size th tv mode #
# ---- ------ -------- -------- ------ ---- -- -- ---- #
NE 7 -5. 0. 0. 3. 2 2 1 (relat ang)#
# 0 (absol ang)#
# With axis numbers labelled #
# symbol dist_kp0 dist_axis angle mode #
# ---- ------ -------- -------- ------ ---- #
NN 47 -5. 4. 0. 1 (relat ang)#
# 0 (absol ang)#
# symbol dist_kp Rdist_axis angle #
# --- ------- -------- -------- ------ #
SPR 51 0. 0. 0. singular point on right #
SPL 50 0. 0. 0. singular point on left #
SKP 571 0. 35. 0. singular kp pt on left #
SST 572 2.5 20. 0. straight line #
SRA 573 2.5 20. 0. radius(R= ) #
SAC 574 2.5 20. 0. param(A= ) #
# type #
# --- ------- -------- -------- ------ #
TEL 77 track equipment line #
SRJ 73 Stock Rail Joint Symbol #
# end #
# --- #
END #



CHILE.ali. (Incorporates the command CHL)

# DEFINITION OF ALIGNMENT LABELLING (Chilean style)
# symbol dist_kp Rdist_axis angle
# --- --------- --------- -------- ------------ --------------------------
SPR 51 0. 0. 0. singular point on right
SPL 50 0. 0. 0. singular point on left
SKP 571 0. 35. 0. singular kp pt on left
SST 572 2.5 20. 0. straight line
SRA 573 2.5 20. 0. radius(R= )
SAC 574 2.5 20. 0. param(A= )
#------------------------------------------------------------------------------
# Drawing of track equipment in ground plan
# type
# --- ------- ---------------------------------------------------------------
TEL 77 Type of line for drawing track equipment
SRJ 73 Type of symbol for drawing Stock Rail Joint
#------------------------------------------------------------------------------
# Chilean style of labelling alignments and calculating the vertices of the
# axis in the ground plan: Copy this file to ISPOL.ali
CHL
#------------------------------------------------------------------------------
# end
# ---



MEXICO.ali. (Incorporates the command MEX. Uses modified symbols.)

# DEFINITION OF ALIGNMENT LABELLING (Mexican style)
#The following library symbols are used: S603, S392, S394, S395, S396, S571,
#S573 and S574. These have been modified, and there is a version of them with the
#extension #.mex in the library. These must be copied to the corresponding ones with no
#extension.

# --- --------- --------- -------- ------------ ------------------------------
SRA 573 2.5 20. 0. radius(R= )
SAC 574 2.5 20. 0. param(A= )
#----------------------------------------------------------------------------------
# Drawing of track equipment in ground plan
# type
# --- ------- -------------------------------------------------------------------
TEL 77 Type of line for drawing track equipment
SRJ 73 Type of symbol for drawing Stock Rail Joint
#----------------------------------------------------------------------------------
MEX
#----------------------------------------------------------------------------------
# end
# ---
END

GUATEM.ali.(incorporates the command GUA. Valid for axes with NO CLOTHOIDS)



This table defines the way in which the axes in the ground plan are labelled, and the result reports
generated. Symbols S380, S381 and S382 are used in the particular case of Guatemala.
New commands appear, to label the starting-point of a straight line and the starting-point of a curve:
SPPT and SPPC.
In addition, the command SRL must be activated to label the length of straight lines, and SRD to label
its course in sexagesimal degrees, minutes and seconds.
This course is also noted in front of the azimuth of straight lines, in the report ceje*.res.
The following new commands also appear: TLV, to define the type of line for drawing vertices, and CO
to orient compasses. There are 4 possible values of CO:
1: Compasses oriented towards north.
2: Oriented according to the bisector.
3: Placed according to the orientation of the subpages of a combined Longitudinal/Ground Plan
pagination.
4: Placed according to the orientation of the pages of a ground plan pagination.
#--------------------------------------------------------------------------------
DEFINITION OF ALIGNMENT LABELLING: ISPOL.ali
# --- ------- ------- --------- ------ ----------------------------
SPPT 592 2.5 20. 0. starting-point of straight line
(PT = kp)
SPPC 593 -2.5 20. 0. starting-point of curve (PC = kp)
#---------------------------------------------------------------------------
# Labelling straight alignments with their lengths and courses (60ths)
SRL 553 0. 2.5 90. midpoint of straight line (L = m)
SRD 552 0. -2.5 90. midpoint of straight line (,',")
#---------------------------------------------------------------------------
# Guatemalan style of labelling alignments and calculating vertices of the
# axis in the ground plan: Remove the commentary # from the following line
GUA
TLV 40 Type of line for vertices
CO 4 Compass Orientation 1:North 2:Bisector 3:Subpage 4:page
#-----------------------------------------------------------------
End



GUATE2.ali. Incorporates the command XY to label vertex coordinates.

# DEFINITION OF ALIGNMENT LABELLING: ISPOL.ali
# --- ------- ------- ---------- ------ ----------------------------
SPPT 592 2.5 20. 0. starting-point of straight
line (PT = kp)
SPPC 593 -2.5 20. 0. starting-point of curve
(PC = kp)
#--------------------------------------------------------------------------
# Labelling straight alignments with their lengths and courses (60ths)
SRL 553 0. 2.5 90. midpoint of straight line (L = m)
SRD 552 0. -2.5 90. midpoint of straight line (,',")
#--------------------------------------------------------------------------
# Guatemalan system of labelling alignments and calculating vertices of the
axis in the ground plan: Remove the commentary # from the following line

GUA
TLV 40 Type of line for vertices
CO 4 Compass Orientation 1:North 2:Bisector 3:Subpage 4:page
XY 6. 83 84 Vert Coords: distance, symbol_x, symbol_y
#--------------------------------------------------------------------------
END



CLOTHOID.ali. For labelling vertices in the South American style, when there are clothoids in the road
layout

# DEFINING ALIGNMENT LABELLING (Mexican style)
#The following library symbols are used: S603, S392, S394, S395, S396, S571,
#S573 and S574. These have been modified, and there is a version of them with the
#extension #.mex in the library. These must be copied to the corresponding ones with no
#extension.

# --- ------- --------- -------- --------- -----------------------------
SRA 573 2.5 20. 0. radius(R= )
SAC 574 2.5 20. 0. param(A= )
#--------------------------------------------------------------------------
MEX
TEL 40 Type of line for vertices
XY 6. 83 84 Vert Coords: distance, symb_x, symb_y
#--------------------------------------------------------------------------
END



ELSAL1.ali:

This includes the following commands:
ELS, which indicates specific utilities for EL SALVADOR
STE, SET, SEC, SCE, STC, SCT and SKP to label tangencies.
The TAB command to create a coordinate table containing the coordinates of these points.
TDdeltaS: Labels the supplementary angle to the deflection of the curve, in grads.
The vertex symbol is assigned the vertex number as a height difference, which enables this number to be
labelled by handling symbol S603 suitably.

#######################################################################
# DEFINITION OF ALIGNMENT LABELLING: ISPOL.ali (EL SALVADOR) #
# #
# --- ------- -------- -------- ------ #
STE 690 0. 2. 0. Straight Line/Clothoid TEnn#
SET 691 0. 2. 0. Clothoid/Straight Line ETnn#
SEC 692 0. 2. 0. Clothoid/Circle ECnn #
SCE 693 0. 2. 0. Circle/Clothoid CEnn #
STC 694 0. 2. 0. Straight Line/Circle TCnn #
SCT 695 0. 2. 0. Circle/Straight Line CTnn #
SKP 696 0. 15. 0. KP (on one side) #
#----------------------------------------------------------------------#
# Label straight alignments with their lengths and courses (60ths) #
SRL 553 0. 2.5 90. midpoint of straight line #
(L = m) #
SRD 552 0. -2.5 90. midpoint of straight line #
(,',") #
#----------------------------------------------------------------------#
# Style for EL SALVADOR #
ELS #
TLV 40 Type of line for vertices #
CO 4 Compass Orientation 1:North 2:Bisector 3:Subpage 4:page#
XY 6. 83 84 Vert Coords: distance, symb_x, symb_y #
#----------------------------------------------------------------------#
# Table of coordinates and courses for TE,ET,CE,EC,TC,CT (CO 4) #
# Sym_Head Siz_Rail Typ_Lin dx_(w) dy_(n) SymX SymY SymZ SymCourse #
# --- -------- ------- ------- ------ ------ ---- ---- ---- ---------- #
TAB 190 2.00 148 2. -2. 559 559 559 552



ELSAL2.ali: (Possibility of defining a configurable data table for the data of curves)

# DATA TABLE FOR CURVES #
# Sym_Heading Size Lin_ref Dist_ver #
#-------- -------- -------- -------- -------- #
ELAheading 370 1.0 40 100. #
symbol dx dy #
-------- -------- -------- -------- HEADING: #
ELAaxis 371 -35.0 52.5 AXIS NUMBER
ELAcur 371 -5.0 52.5 CURVE NUMBER
# CURVE DATA: #
ELAdelta+ 372 -22.0 42.5 Positive deflection
ELAdelta- 373 -22.0 42.5 Negative deflection
ELAradius 374 -22.0 37.5 RADIUS
ELAangC+ 372 -22.0 32.5 Positive angle of curve
ELAangC- 373 -22.0 32.5 Negative angle of curve
ELAdegree 372 18.0 42.5 Degree of curve
ELAlenC 374 18.0 37.5 Length of curve
ELAouter 374 18.0 32.5 Outer
ELAshorts 374 58.0 42.5 Short string
ELAlongs 374 58.0 37.5 Long string
ELAtgentry 374 58.0 32.5 Tangent: Entry
ELAegexit 374 58.0 27.5 Tangent: Exit
# CLOTHOID ENTRY DATA #
ELAAcloE 374 -32.0 17.5 Clothoid parameter
ELAXcloE 374 -32.0 12.5 Xc
ELAYcloE 374 -32.0 7.5 Yc
ELAlcloE 374 -2.0 17.5 Length
ELAscloE 374 -2.0 12.5 String
ELApcloE 374 28.0 17.5 p
ELAkcloE 374 28.0 12.5 k
ELAtlcloE 374 58.0 17.5 long tangent
ELAtccloE 374 58.0 7.5 short tangent
ELAangE+ 372 58.0 12.5 Clothoid angle +
ELAangE- 373 58.0 12.5 Clothoid angle -
# CLOTHOID EXIT DATA #
ELAAcloS 374 -32.0 -2.5 Clothoid parameter
ELAXcloS 374 -32.0 -7.5 Xc
ELAYcloS 374 -32.0 -12.5 Yc
ELAlcloS 374 -2.0 -2.5 Length
ELAscloS 374 -2.0 -7.5 String
ELApcloS 374 28.0 -2.5 p
ELAkcloS 374 28.0 -7.5 k
ELAtlcloS 374 58.0 -2.5 long tangent
ELAtccloS 374 58.0 -12.5 short tangent
ELAangS+ 372 58.0 -7.5 Clothoid angle +
ELAangS- 373 58.0 -7.5 Clothoid angle -
# COORDINATE TABLE
ELAVerN 374 -21.0 -27.5 Northern Vertex
ELAVerE 374 4.0 -27.5 Eastern Vertex
ELACenN 374 -21.0 -32.5 Northern Centre
ELACenE 374 4.0 -32.5 Eastern Centre
ELATE_TE 360 -58.0 -37.5 TE:
ELATE_N 374 -21.0 -37.5 North
ELATE_E 374 4.0 -37.5 East
ELATE_Z 376 19.0 -37.5 Spot Height
ELATE_KP 376 39.0 -37.5 KP
ELATE_AZ 375 59.0 -37.5 AZIMUTH
ELAEC_EC 361 -58.0 -42.5 EC:
ELAEC_N 374 -21.0 -42.5 North
ELAEC_E 374 4.0 -42.5 East
ELAEC_Z 376 19.0 -42.5 Spot Height
ELAEC_KP 376 39.0 -42.5 KP
ELAEC_AZ 375 59.0 -42.5 AZIMUTH
ELACE_CE 362 -58.0 -47.5 CE:
ELACE_N 374 -21.0 -47.5 North
ELACE_E 374 4.0 -47.5 East
ELACE_Z 376 19.0 -47.5 Spot Height
ELACE_KP 376 39.0 -47.5 KP
ELACE_AZ 375 59.0 -47.5 AZIMUTH
ELAET_ET 363 -58.0 -52.5 ET:
ELAET_N 374 -21.0 -52.5 North
ELAET_E 374 4.0 -52.5 East
ELAET_Z 376 19.0 -52.5 Spot Height
ELAET_KP 376 39.0 -52.5 KP
ELAET_AZ 375 59.0 -52.5 AZIMUTH
ELATC_TC 364 -58.0 -42.5 TC:
ELATC_N 374 -21.0 -42.5 North
ELATC_E 374 4.0 -42.5 East
ELATC_Z 376 19.0 -42.5 Spot Height
ELATC_KP 376 39.0 -42.5 KP
ELATC_AZ 375 59.0 -42.5 AZIMUTH
ELACT_CT 365 -58.0 -47.5 CT:
ELACT_N 374 -21.0 -47.5 North
ELACT_E 374 4.0 -47.5 East
ELACT_Z 376 19.0 -47.5 Spot Height
ELACT_KP 376 39.0 -47.5 KP
ELACT_AZ 375 59.0 -47.5 AZIMUTH
#--------------------------------------------------------------------#
END #



Elsal2.ali



BOLIVIA2.ALI

TDdeltaS: Labels the supplementary angle to the deflection of the curve, in grads.
The vertex symbol is assigned the vertex number as a height difference. This enables you to label this
number by handling symbol S603 suitably.

##########################################################################
# DEFINITION OF ALIGNMENT LABELLING:BOLIVIA.ali (BOLIVIA) #
# #
# symbol dist kp Rdist axis angle #
# --- ------- -------- -------- ------ #
STEP 671 0. 40. 0. Straight Line/Clothoid TE #
SETP 672 0. 40. 0. Clothoid/Straight Line ET #
SECP 673 0. 40. 0. Clothoid/Circle EC #
SCEP 674 0. 40. 0. Circle/Clothoid CE #
STCP 675 0. 40. 0. Straight Line/Circle TC #
SCTP 676 0. 40. 0. Circle/Straight Line CT #
# SPK 696 0. 15. 0. KP (on one sid) #
# SKP 571 0. 35. 0. singular kp pt on left #
SRA 573 2.5 20. 0. radius(R= ) #
SAC 574 2.5 20. 0. param(A= ) #
#------------------------------------------------------------------------#
# Style for BOLIVIA #
# ELS #
TLV 40 Type of line for vertices #
CO 1 Compass Orientation 1:North 2:Bisector 3:Subpage 4:page #
XY 6. 83 84 Vert Coords: distance, symb_x, symb_y #
#------------------------------------------------------------------------#
# Table of coordinates and courses for TE,ET,CE,EC,TC,CT (CO 4) #
# Sym_Head Size Rail Type Lin dx_(w) dy_(n) SymX SymY SymZ SymCourse #
# --- -------- ------- ------- ------ ------ ---- ---- ---- -------- #
# TAB 190 2.00 148 2. -2. 559 559 559 552 #
#------------------------------------------------------------------------#
# DATA TABLE FOR CURVES #
# Sym_Heading Size Lin_ref Dist_ver #
#-------- -------- -------- -------- -------- #
ELAcab 377 1.0 40 160. #
symbol simbolo dx dy #
-------- -------- -------- -------- HEADING: #
#ELAaxis 371 -35.0 52.5 AXIS NUMBER #
#ELAcur 371 -5.0 52.5 CURVE NUMBER #
# CURVE DATA: #
ELAdelta+ 372 -22.0 42.5 Positive deflection #
ELAdelta- 373 -22.0 42.5 Negative deflection #
ELAradius 374 -22.0 37.5 RADIUS #
ELAangC+ 372 -22.0 32.5 Positive angle of curve #
ELAangC- 373 -22.0 32.5 Negative angle of curve #
ELAdegree 372 18.0 42.5 Degree of curve #
ELAlenC 374 18.0 37.5 Length of curve #
ELAouter 374 18.0 32.5 Outer #
ELAshorts 374 58.0 42.5 Short string #
ELAlongs 374 58.0 37.5 Long string #
ELAtgentry 374 58.0 32.5 Tangent: Entry #
ELAtgexit 374 58.0 27.5 Tangent: Exit #
# CLOTHOID ENTRY DATA #
ELAAcloE 374 -32.0 17.5 Clothoid parameter #
ELAXcloE 374 -32.0 12.5 Xc #
ELAYcloE 374 -32.0 7.5 Yc #
ELAlcloE 374 -2.0 17.5 Length #
ELAscloE 374 -2.0 12.5 String #
ELApcloE 374 28.0 17.5 p #
ELAkcloE 374 28.0 12.5 k #
ELAtlcloE 374 58.0 17.5 long tangent #
ELAtccloE 374 58.0 7.5 short tangent #
ELAangE+ 372 58.0 12.5 Clothoid angle + #
ELAangE- 373 58.0 12.5 Clothoid angle - #
# CLOTHOID EXIT DATA #
ELAAcloS 374 -32.0 -2.5 Clothoid parameter #
ELAXcloS 374 -32.0 -7.5 Xc #
ELAYcloS 374 -32.0 -12.5 Yc #
ELAlcloS 374 -2.0 -2.5 Length #
ELAscloS 374 -2.0 -7.5 String #
ELApcloS 374 28.0 -2.5 p #
ELAkcloS 374 28.0 -7.5 k #
ELAtlcloS 374 58.0 -2.5 long tangent #
ELAtccloS 374 58.0 -12.5 short tangent #
ELAangS+ 372 58.0 -7.5 Clothoid angle + #
ELAangS- 373 58.0 -7.5 Clothoid angle - #
# POINT OF INTERSECTION #
ELAVerN 374 -12.0 -27.5 Northern Vertex #
ELAVerE 374 23.0 -27.5 Eastern Vertex #
ELACenN 374 -12.0 -32.5 Northern Centre #
ELACenE 374 23.0 -32.5 Eastern Centre #
#------------------------------------------------------------------------#
# end #
# --- #
END #



TGV.ALI

######################################################################
# DEFINITION OF ALIGNMENT LABELLING: TGV.ali #
# File adapted to certain French project conventions, such as AD, #
# CLO and clothoid length, length and course of straight #
# alignments, etc. Development in progress. #
# --- ------- -------- -------- ------ #
SKP 571 0. 63 0. singular kp pt on left #
SST 572 2.5 40. 0. Straight line / AD #
SRA 573 2.5 40. 0. radius(R= ) #
SAC 574 2.5 40. 0. param(A= ) #
SAL 450 2.5 17. 0. CLO L= #
#--------------------------------------------------------------------#
# Label straight alignments with their lengths and courses (100ths) #
# --- ------- -------- -------- ------ #
SRL 553 -5. -5.0 90. midpoint of straight line #
(L = m) #
SRC 153 20. -6.0 90. midpoint of straight line #
(AZ: ) #
#--------------------------------------------------------------------#
#--------------------------------------------------------------------#
# Drawing of track equipment in ground plan #
# type #
# --- ------- -------- -------- ------ #
TEL 77 track equipment line #
SRJ 73 Symbol for Stock Rail Joint#
# end #
# --- #
END #
######################################################################
The command SRC enables the azimuth/course of straight lines to be labelled in grads.
The commands SID and SII enables alterations to the distance from the axis at which the symbols are
labelled differently, depending on the side of the axis on which they are labelled:

#--------------------------------------------------------------------#
# --- ------- -------- -------- ------ #
SIR 10. Incr. for points on right#
SIL -10. Incr. for points on left #
SKP 571 0. 35. 0. singular kp pt on left #
SRA 573 2.5 20. 0. radius(R= ) #
SAC 574 2.5 20. 0. param(A= ) #
#--------------------------------------------------------------------#
These two commands (SID and SII) are added in the file Espa2.ali, with a value of 0.0.
The command SPK, for labelling the KPs of tangencies, may be used as SPK2. In this case, the KP is
labelled simultaneously on both sides, at the infinity point of S-shaped clothoids or at the tangency with
no clothoids of two S-shaped curves. (This command is modified in ESPA2.ali.)
If the command SFAC appears in the file *.ali, the distances from the axis and from the KP of all
subsequent S- and N-type commands will be affected by the value of the variable Sfac (global scale
factor for symbols).

#---------------------------------------------------------------------------#
# --- ------- -------- -------- ------ #
SFAC Affects dist kp and dist axis #
SIR 0. Incr. for points on right #
SIL 0. Incr. for points on left #
SKP2 571 0. 35. 0. singular kp pt on left #
SRA 573 2.5 20. 0. radius(R= ) #
#--------------------------------------------------------------------------#
This command is included in library file ESPA2.ali.



The library includes the file Portug.Ali, which labels clothoids with their lengths instead of parameters.

NUMBER.ALI

######################################################################
# DEFINITION OF ALIGNMENT LABELLING (axis number) #
# ---- ------ -------- -------- ------ ---- #
NN 47 -5. 0. 0. 1 (relat ang)#
# 0 (absol ang)#
# --- #
END #
######################################################################

TURNS.ALI

######################################################################
# DEFINITION OF ALIGNMENT LABELLING #
# With Angle of Turns Labelled in Ground Plan #
# style dist_kp0 dist_axis angle size th tv mode #
# ---- ------ -------- -------- ------ ---- -- -- ---- #
NE 7 -5. 0. 0. 3. 2 2 1 (relat ang)#
# 0 (absol ang)#
# ---- ------ -------- -------- ------ ---- #
NN 47 -5. 4. 0. 1 (relat ang)#
# 0 (absol ang)#
# --- ------- -------- -------- ------ #
SFAC Affects Dist_kp & Dist_axis#
SIR 0. Incr. for points on right #
SIL 0. Incr. for points on left #
SKP2 571 0. 35. 0. singular kp pt on left #
SRA 573 2.5 20. 0. Radius(R= ) #
SAC 574 2.5 20. 0. param(A= ) #
# Cell dist_kp Rdist_axis angle ang_min #
# --- ------- -------- -------- ------ ------- #
AC 21 0. 25. 0. 2. TURN,KP,ANGLE #
# For ANGLE > ang_min #
#--------------------------------------------------------------------#
# end #
# --- #
END #



2.9- Setting out Horizontal Design Geometry
Current field equipment enables axis definition data to be loaded in the ground plan, vertical alignment and
cross-section.

Similarly, earthworks machinery also benefits from the loading of data generated by ISTRAM or other
applications. These data are used in various construction processes.

This fact means that the methods and systems described here may seem obsolete (all the more so since
they were developed into ISTRAM since its birth in the 1980s). However, they are still very useful tools for
generating support information, or simply data to attach in the topography appendices included in any
project.

To solve these new needs and offer communication systems, ISTRAM has developed new systems which
enable data to be exported to various devices, referring the user to the chapter on exporting data and
reports from the elevation menu.

Setting out and Profile: General Aspects

To access this menu from GROUND PLAN, you must first have carried out axis calculation at least once in
that same session.

This part of the application enables you to use data on the singular points calculated for setting out in the
extraction of transverse profiles of the land. For the purposes of organising the ISTRAM manual, we have
chosen to move to the chapter on generating transverse profiles.

The [S.O. & PROFILE] menu contains the following utilities:

Calculating points with X and Y coordinates or with setting out data (Azimuth, distance) defined
analytically by KPs and distances from one axis, distances from two axes or normals of one axis
on another. The calculations may take into account the coefficient of anamorphosis of the bases,
depending on the type of projection.
Utilities to label axes (or place labels a certain distance from them) with KPs and marks and
values of the curvature radius and parameters of clothoids.
Handling setting out bases. Calculation of coefficient of anamorphosis of the UTM projection.
Generating and printing reports.

The specific methods for generating transverse and longitudinal profiles are as follows:

Defining points to extract transverse and longitudinal profiles.
Defining surfaces for profile extraction.
Extracting transverse profiles on multiple surfaces, with the possibility of contributing information
for reinforcement projects for existing road surfaces.
Extracting longitudinal profiles.
Defining probe data by site, which enable you to define other underground lithological surfaces,
the depth of which varies between different areas.

To obtain transverse profiles, you have another, more advanced, automatic method. This is accessed by
pressing [TRANSVERSE], which is available in the right-hand side menu in the [S.O. & PROFILE] screen.
A subsequent chapter describes how this works.



2.9.1- Defining Setting out Data
This menu enables you to create a series of LISTS to define points.

Each LIST contains a series of heading data and a group of LINES to define different stretches or
calculation areas. Each LINE is a specific calculation order.

The Linear Works Projects module can simultaneously calculate up to 100 LISTS and store them in a
single file, each list containing up to 500 LINES of orders.

An unlimited number of setting out bases can be defined in a single file, in addition to the specific files on
bases.

DATA FOR THE HEADING OF EACH LIST

[List: n /N] This brings together the number of the current list and the total number of lists existing. It
enables you to move from one LIST to another. If you give it a number higher than the number of LISTS
existing, it creates a new LIST with the number that comes after the last LIST.

RESULTS: [X,Y / Az,Dist] There are two possibilities:

[X, Y] The result will be obtained in Cartesian coordinates.
[Az., d] The reports will display the results by azimuth and distance, with respect to the
predetermined bases.

UTM. If checked, distance calculations will be affected by the coefficient of anamorphosis, and by the
compensations specified in the UTM menu (Lune) :

Sphericity and refraction Reduction to sea level
Move from string to arc Move to UTM plane

These compensations are applied in the opposite direction. Sphericity and refraction do not operate, as in
the setting out menu you do not work with the height of points.

Only Hz.Design. If checked, vertical design data (transitions, heights and gradients) do not appear in
the reports, even if they have been defined.
If this option is unchecked, this report also prints the height of the vertical alignment (if this is defined in the
corresponding vertical design file).

Sing.P. The calculation of Singular Points of the ground plan in reports can be enabled/disabled (so
that only the equidistant ones are listed).

V.Des.Sing. This enables you to enable/disable the calculation of singular points on the vertical
design: entry and exit tangents of the vertical curves, as well as the high and low points.

[Clicking / by Coor] Switches between two modes of selecting graphic elements, axes and bases.

[Axis A:] Number of the first axis used to define points. Selection may be made by:

Clicking: choosing the axis graphically. X Coord: typing in the number of the axis



2.9.2- Advanced Setting out Using Data from 2 Axes
[?] This button is associated with the procedure for projection of normals of A onto B, and searches
for the KP which is projected onto A from the origin of B.
In the case of projection of normals of A onto B, if KP_B = 0 and no point can be obtained by
calculation, the program automatically carries out the search for KP_B (for the current list), and attempts
the calculation again.

If you select the procedure for intersection of lines parallel to two axes, the [?] button is added
above KPBi, which requests an approximate solution, and which when clicked on on-screen fills the boxes
KPAi and KPBi with the KPs on which the point clicked on is projected.
If you calculate using the option intersection of lines parallel to two axes, if the program cannot find
a solution it carries out the previous option, [ ? ], requesting an approximate solution and then attempting
the calculation again.

In this case, you have two more elements to define:

[Axis B:] The number of the second axis used to define points. Selection may be done by clicking, or by
coordinate. To remove axis B, you must use the by coordinate option and type in 0 (zero) for it. This is
only used for setting out normals to one axis on another, or for intersection between lines parallel to both
axes.

[KP B:] Approximate KP to search for points on axis B. This value only needs to be entered for points
where normals drawn from axis A intersect axis B, as this enables you to tell apart different areas of axis B
which intersect the normal drawn from a single KP of axis A. In other cases, this value does not operate.

There are three setting out procedures:

1. Series of points with measured equidistance on axis A and distances from axis A.
Axis B must be 0 (for example, points every 20 m on a parallel line 3 metres to the right of axis 1).
2. Intersection of axis B and normals to axis A (e.g. projecting onto axis 2 the series of
points on axis 1: 0, 20, ... end of axis 1). This requires the two axes to be different, and to have a
value different from 0. When there is more than one intersection with axis B for a single area of
axis A, the solution obtained is the one whose values are closest to KP B. The Linear Works
module switches to this mode as soon as axis B is selected.
3. Singular points of the vertical design of axis A are also added to the report if the corresponding
checkbox is checked.
4. Intersection of parallel or pseudo-parallel lines to axes A and B. This mode is
accessed from the previous state by clicking on the procedure box.

The heading information above must be accompanied by a series of LINES or linear calculation stretches
for each LIST. If in any of the LISTS the result has to be given in setting-out data, you must also add a list
of base definitions, and define a different pair of setting out bases in each LINE.

2.9.3- Lists and Lines of Setting out Data
Within each LIST, creating, erasing and navigating along the data LINES is done using the options from
the menu on the right of the screen.

[ - ] [LINE: n / N] [ + ]
[Add] [Insert] [Delet]

[-] move to the Line preceding the current Line / [+] Move to the next Line
[LINE: n / N] notifies you of the number of the current Line (n) within the current List, and of how
many Lines there are in the List (N).

[Add] adds a new Line at the end. / [Insert] creates a new Line before the current Line.
[Delet] deletes the current line. If the only Line in a List is deleted, the List itself is deleted, unless it is
the only List.



The data in a Line can be altered from the dialog box. The following data entries are admitted:

[Base 1] [Base 2] Name of setting out bases for the stretch defined in the LINE.
This only needs to be filled in when the result is requested in (Az, Dist). In this case, the values of Base 1
and Base 2 must exist, be different from each other and be contained in the list of BASES.
To select them, you should click on the drawing on the base you wish to load.

[AUTO] This automatically creates a group of stretches or LINES of data, according to the KPs at which
the bases defined are projected onto the axis.
The option requests a Maximum Distance to the axis, so that if the base is further away from the
maximum distance stated it is not considered for compiling the setting out lists.
It is possible to generate automatic calculation of bases when there is more than one list of setting out
data.
The automatic calculation of bases is made compatible with the equidistances, according to the radius.

[EQUID] Equidistance measured on axis A in order to define points. If EQUIDIS=0, only the KP assigned
in "KP1" is calculated for this LINE. The value of EQUIDIS does not operate in procedure 3 (intersection of
parallel lines).
If you click on the [T] button of the box, a drop-down menu appears containing some predetermined
values.
If you click on the number, the value for the equidistance may be typed in.

When the points are at a fixed or variable distance from the axis, the value of the equidistance may be
taken [by Axis], or by measuring by [Displaced]. In this case, the list will show the KPs on the axis for
which the distance between points measured by the axis displaced matches the equidistance, except for
the last point, which is an item of data. This method may be applied to obtain the data of a line of posts
pseudo-parallel to the axis.

P1 [NEW/PREVIOUS] has 2 possibilities:

New: you have to define the first data point of the LINE.
Previous: the program will take the last point calculated in the previous LINE as the starting point
of the stretch.
For example, if you want to calculate points every 25 metres from KP 0 to 825, and every
5 metres from 825 to 1000, there is no need to repeat the value 825 in the second LINE; you
need only click on NEW for it to change to PREVIOUS.

[KPAi:] In procedures 1 and 2, this is the KP where the calculation will start. In procedure 3, it is the
approximate KP on axis A of the solution, which in this case serves to distinguish between solutions. Also
in case 3, it is possible to define 2 KPs on each axis (KPAi and KPAf for axis A, and KPBi and KPBf for
axis B), assigning different distances, so that the lines defined in this way are lines which move closer to or
further away from axes A and B (pseudo-parallel).
[DAi:] This is the distance of point KPAi from axis A (negative values for the left-hand side).
[KPAf:] This is the KP of the last point used of the stretch on axis A. Leave this field to zero if you want to
work up to end of axis.

[DAf:] This is the distance of point KPAf from the axis. In these cases, if DAi is different from DAf, the
distance of the intermediate points from the axis will vary linearly, depending on the KP, between DAi at
point KPAi and DAf at KPAf.

The options [KPBi], [DBi] [KPBf] and [DBf] also appear in procedures 2 and 3. These enable you to
define how the pseudo-parallel lines move closer to or further away from the axes. In procedure 3, [KP1f]
is also the approximate KP on axis B where the solution will begin being searched for.



DISTAN. [0.0000] [0.0000] [0.0000] [0.0000] ........ [0.0000]
In procedure 1, the series of points over various lines parallel to the basic order is calculated. An
increasing series of distances should be input; for example, when the first 3 boxes are filled in with the
values -3.5, 0 and 3.5, three series of points at these distances from the basic order KP1, D1, KP2 and D2,
are calculated.

Only Hz.Design
The option INTERSECTION OF AXIS B AND NORMALS TO AXIS A prints the difference in heights
between vertical alignments on both axes at the corresponding KPs.
If this option is not desired, it is recommended that Only Grd Plan is checked, in order to speed up
calculations.

Equidistance = -1
This adds the possibility of equidistance being determined at every point as a function of the radius.
If you enter equidistance = -1, up to four different equidistances are defined in a table, for different ranges
of the radius. By default:
20 m for radii greater than or equal to 150
10 m for radii smaller than 150 and greater than or equal to 100
5 m for radii smaller than 100 and greater than or equal to 50
2 m for radii smaller than 50

All these values are saved/loaded to and from the *.rep file.

Simple example of setting out with a distance of -30 m (to the left-hand side of the axis)



2.9.4- Definition of Setting out Bases
Creating, deleting and navigating around the list of setting out bases is done using the options from the
drop-down menu to the right of the table which can be deployed using the [BASES YES/NO] button.

Data of a base may be entered or altered in the last area of the Dialog Box.

[Base] Name of the base, comprising up to 4 alphanumeric characters.

[X] [Y] [Z] Coordinates for the base. These may be given by:

Clicking: graphically, by selecting points on the map. All snap modes are active.
By coord.: typing in the coordinates.

[C.Anamorphosis] Coefficient of Anamorphosis associated with the base, to be used if the option
[ ] UTM is checked. This value is saved in the .bas file.

[Anamorphosis Calculation] Calculates the Coefficient of Anamorphosis for each base, as a function
of the data in the UTM menu:

Coefficient of Anamorphosis = (Global Scale Factor) * (K)
The value of K depends on the coordinates of the base, the destination Lune and destination
ellipsoid.

You may save/load a Coefficient of Anamorphosis with the bases, different from the one automatically
calculated.

[LOAD .bas] This enables you to load a .bas file among those available. The file selected is loaded, and
the bases automatically redrawn on the screen.

[SAVE .bas] This saves a .bas file with the bases currently being edited.
You may save the original bases (*.geo) in an ISTRAM base file (*.bas). This file names the bases
incrementally, and in the observation field the original name of the base (the first 15 characters) is
specified.

[Label Bases] Adds a symbol (S43) to the cartography, marking the location of each base with a cross,
as well as the height of the base. Below the symbol, the name of the base is labelled with the current text
style and size.

[By Coor / Clicking] Changes the selection mode:

"By Coor"
[Axis A:] [Axis B:] The axes are entered by typing in their numbers.


[X] [Y] [Z] The coordinates of the base are typed in.

"Clicking
[Axis A:] [Axis B:] The axes are selected graphically.
[Base 1:] [Base 2:] The bases are defined graphically by clicking.
[X] [Y] [Z] The coordinates are clicked on on-screen. Snap modes or keyboard macros may be used for
relative or polar coordinates.

Automatic calculation of base pairs

[AUTO] The command Auto will calculate a series of lines of orders, using the package of bases
currently loaded, generating stretches with setting outs from base pairs, in which each stretch is
determined according to projections on the axis of each base, or according to distances.

Two procedures may be used for the AUTOMATIC search of bases:

1) By KP of Projection.
2) By Shortest Distance.

The option Automatic saves the last configuration entered, except for KPs if the axis is changed.

Click on [Generate] and the file cpun.res will, as always, compile the list.

The bases are automatically reordered according to the KP at which they are projected on axis A of the
current list. Two lines of calculation orders are prepared for each pair of consecutive bases (1-2,2-1,2-3,3-
2, etc.), and the stretch between the two KPs at which the bases are projected are set out in each line of
orders.

The option requests for a Maximum Distance to axis, so that if the base is further away from the
maximum distance stated it is not considered for compiling the setting out lists.

Should all the bases be projected outside the axis (before StartKP or after EndKP), the closest two are
taken. When the option [ ]Only Direct Data is checked, only the list (B1-B2) is generated for each stretch,
while the reciprocal (B2-B1) will not.

Example of visuals calculation using 4 bases



Points are calculated according to the predetermined LISTS using the option [Calculate] from the side
menu. This generates a list called cpun.res, which can be displayed on-screen, printed or saved with
another name using the options [List] [Prin] [Sav].

Also, to save or load the definition LISTS in files with the extension *.rep, the options [Save] [Load]
may be used.

Setting out from bases for all axes

Calculating setting out data from bases, for all
axes, causes a drop-down dialog box to
appear. In this, you may configure:
Procedure to be used: by projection or by
shortest distance
Maximum distance from base
Direct data only
Equidistance
Equidistance or Multiples.

Calculations

[Calculate] Calculates all the defined LISTS, displaying the points obtained on-screen and generating a
results file called cpun.res.

[All] Generates a setting out list for all active axes using the information from the first list, in particular
equidistance. If the option RESULTS: In Azimuth and Distances has been checked, and there also exist
a series of setting out Bases defined, the maximum distance for using the bases is requested, and the
option AUTO is automatically carried out for each of the axes before calculating the points on it. This
option generates a cpun0.res file, which contains all the axes and a separate list for each axis: cpun1.res,
cpun2.res, etc. These files may be viewed from the REPORTS menu.

2.9.5- Reports and Lists Generated
Setting out list with X, Y, Z

Istram 8.22 18/11/05 10:48:32 1290 page 1
PROJECT:
AXIS: 1:

============================================
* * * AXIS POINTS IN THE GROUND PLAN * * *
============================================

TYPE K.P. X Y RADIUS SP. HT. AZIMUTH DIST. AXIS GRAD. (%)SUPERELEVATION_l
SUPERELEVATION_r Z PROJ.. Z LAND
---- ------------ ------------ ------------ ----------- ------- -------- ---------- ------ --------- ------- ------- --------- ---------
STRAIGHT Gradient 0.000 719317.316 4756557.415 0.000 1035.864 86.811614 0.000 -0.500 0.00 0.00 1035.864 1035.000
.............
CLOT. Gradient 220.000 719532.674 4756602.355 462.395 1034.764 88.850226 0.000 -0.500 0.00 0.00 1034.764 1035.032
CLOT. Gradient 240.000 719552.451 4756605.317 275.998 1034.664 92.533622 0.000 -0.500 0.00 0.00 1034.664 1034.161

.................

The height of the ground corresponding to each KP will also appear in the cpun.res list, if
elevation data exists, and provided there is a file containing ground profiles for the axis being
calculated in the PROJECT table.



Setting out list using setting out bases

============================================
* * * DATA FOR SETTING OUT POINTS * * *
============================================
Compensations: Z : Sphericity and Refraction:NO
D : Reduction at sea level:NO
D : Move from string to arc:NO
D : Move to U.T.M. plane:YES K' BY STATION

BR : B3 X: 719646.454 Y: 4756663.732 Z:1040.000 KP: 312.442 Dis= -67.800 K : 1.000000000

Distance: 240.896 Azimuth: 148.181528

BO : B4 X: 719821.589 Y: 4756498.327 Z:1050.000 KP: 471.089 Dis= 94.489 K : 1.000000000

TYPE Stat. KP Azimuth Dis.Axis X Y Ang.Azimuth Dis.Redu Angle 1-2 Ang.Az(BO) Dis.R(BO) SP. HT.
----- ----------- ---------- ------- ------------ ------------ ---------- -------- ---------- ---------- --------- ----------

CLOT. 300.000 114.741658 0.000 719612.107 4756603.217 232.864491 69.583 84.682963 329.552996 234.274 1034.364

CLOT. 320.000 125.863620 0.000 719631.090 4756597.001 214.406273 68.477 66.224745 330.425534 214.538 1034.264

CIRC. 340.000 138.471466 0.000 719648.569 4756587.348 198.237692 76.413 50.056165 330.251628 194.578 1034.164

CIRC. 360.000 134.216025 0.000 719664.890 4756575.812 186.841437 89.832 38.659909 329.235089 174.810 1034.064

2.9.6- Utilities of the Setting out Fixed Side Menu
Some of the utilities offered by this menu are used specifically when the ground plan, vertical alignment
and cross-section are being designed. This is why in this chapter we will only detail those options which
are closely related to the ground plan geometry.

General options

[KP] [Delet] [Mark] [Line] [Rot.A] [Delet]
These options will be explained in the section AXIS LABELLING OPTIONS.

[Trans] [LONGI] extraction of transverse and longitudinal profiles.
Full description in the chapter Vertical Design, Ground Profiles and Vertical Alignment.

[S500] [S501] These options will be explained below in Drawing and Labelling Axes.

[SURFACES] Summons the surface definition and loading menu. See digital cartography manual.

[EDIT PROFILES] Accesses the profile edition menu, described in the relevant chapter.

[KP dis] [Short] These are the same functions described previously, accessible from here as well for
ease of use.

[Save] [Load] Enable you to generate and recover a file with LISTS and setting out bases definition
(*.rep).

[LISTS] Summons the menu to configure, generate, display and print reports and
lists for the Linear Works module, which will be explained in a subsequent chapter.
From this menu you may define, among other things:

-Number for first page
-Page break for first page
-Number of lines per page
-Number of characters per inch
-Generic commentary for reports
-Specific commentary for ground plan reports



[TRANSVERSE] [LABELLING] Summon the relevant menus.

For teaching reasons, the extraction of transverse profiles is explained in the chapter Vertical Design,
Ground Profiles and Vertical Alignment. For LABELLING, see further on in this chapter Drawing and
Labelling Axes.

[UTILITIES] Several options are grouped together in this submenu, as stated at the beginning of this
section. Here we explain the options most closely linked to the geometric design of the ground plan.

[Lines to .per] This command generates an archive of profiles (.per format)
by projecting a series of lines on the axis you click on. The distance is the KP
projected by each vertex of the line, and the height is the Z of the line.

This file is used to display the profile projected by a series of lines onto an axis,
and to represent the longitudinal profile of slopes, kerbs, mine tunnels, roads,
etc.

In other words, each line generates a profile, which is the longitudinal profile of
the line on the axis.

[Line to Axes] This command enables you to generate two files based on any line:
A .cej file containing the analytical definition of a ground plan axis as a series of fixed straight alignments.
A .ras file containing the analytical definition of an axis in elevation as a series of fixed vertical alignments.

[Line Set.Out] Setting out of a line. Generates a list for setting out from bases of any 3D line. The KP
and the distance to the bases from the axis are calculated in advance. Calculation is carried out according
to the current list of commands, using axis A and the lines which divide bases and KPs into stretches. The
process projects each point on the line on axis A of the list, and calculates the KP of each point on the line.
This point is set out according to its corresponding pair of bases in the stretch creation. It is therefore
convenient to use the command [AUTO] beforehand to automatically divide the axis in stretches.

All the compensations defined in the [UTM], [Lune] menu are applied, just as with the setting out of points
on the axes. The azimuth between stations is given with six decimal numbers. A text to head the report is
requested, and the report itself is generated in the file replan.res with the same format as setting out from
bases.

If you want to set out several lines, you must first save the report and rename the file replan.res.
A useful way of doing this may be the keyboard command: Copy replan.res line1.lst

[Long. Interp.] Longitudinal Interpolation. For teaching reasons, this is described in detail in the
chapter Vertical Design, Ground Profiles and Vertical Alignment.

[Project Line]. Project Line generates the report resulting from projecting a 3D line onto an axis. For
teaching reasons, this is described in detail in the chapter Vertical Design, Ground Profiles and Vertical
Alignment.

[.top by KPs] Enables you to generate a .top file from the cartography lines, sorting the lines first
according to their axis projection KPs.

[Sort .top by KPs] Sorts the points of a .top file in increasing order of axis KP.

[Label with cells] Enables you to label ground plan axes using cells. The procedure will be to select an
axis and a type of cell. The content which will be entered automatically into each of the variable texts when
each cell is created may be configured.
The possible value for these variable texts are:
The KP of the axis selected
X and Y coordinates
Distance to the axis
Azimuth
Nothing (variable text will be left blank)


These values will refer to the main insertion point of the cell, and an optional prefix may be added to all of
them.

[DRAWING] This submenu brings together various options, which are explained later on in Advanced
Labelling of Axes.

[PROBE by Sites] This submenu enables you to incorporate geotechnical
data into a ground profile archive based on enclosed sites. This is described in
detail in the chapter Vertical Design, Ground Profiles and Vertical Alignment.

[Add by Clicking] Enables you to click points on-screen, which will be
added automatically to the CURRENT LIST, creating a new LINE for each
point, in which the KP of the point on the axis will appear. This option was
designed to create profiles which pass through a series of singular points
clicked on on the map.

[A.Lbl.Mode] (Alignment labelling mode) Enables you to select one file from
a list of library files with the extension *.ali. This will be copied to ISPOL.ali.
From this point on, the alignments will be labelled with the style defined in it.

[List] [Prin] [Sav]
List. Shows the file cpun.res on-screen.
In the reports obtained with azimuth and distance, the KP and distance to the axis are displayed at each
station. The azimuth between stations is given with six decimal numbers.
Prin. Sends this report to the printer.
Sav. Enables you to rename the file cpun.res and save it for later use.

2.10- Drawing and Labelling Axes
When preparing the graphic information intended for representation of the geometric definition in the
ground plan of the project axes (a necessity for typical project appendices or for topographers to begin
setting out the axis), the user may use two types of tool in ISTRAM. On the one hand, those which act
globally on the axes of the project (enabling you to obtain results in a few seconds) and, on the other,
those which enable you to work on one particular axis.

For the first option, you will use the tools offered in the [Draw Grnd Pln] menu, which is accessible from
the general Plan Design menu. For more specific, in-depth representations (such as advanced setting
outs) or the second option, you will use the utilities offered in the [Setting Out] menu.

2.10.1- Drawing Axes in Ground Plan / 2D

The ground plan is drawn flat, or in 2D, here. In addition, there is no type of
representation of the geometry defined in vertical alignment or cross-section.

The chapter Plans, Ground Plan Drawings and Profiles describes the way of
obtaining the precise representation of the project (drawing platform widths,
longitudinal and transverse profiles, etc.).



The side menu offers a series of tools which enable the user to extract and
represent all the project information possible concerning the 2D definition.

The top buttons (Zoom, Dec, etc.) are already known to you. Below, we
describe the rest of the utilities.

[Generate axis] When you enter the menu DRAW GRND PLN, the axes
previously calculated in PLAN DESIGN are automatically drawn on the
topographical plan, should they have been deleted from the ground plan. If at a
given time you wished to redraw the ground plan completely, deleting all the
information contained in the road layout using the option Delete all; Generate
axis enables you to regenerate the initial axes, which make up the base of the
plan.

[Add] Enables you to add parallels to the calculated axes to the plan, which
constitute the limits of the roadways, shoulders, kerbs, other auxiliary
roadways, etc. When you select this option, the program requests that you
graphically select one of the axes, and then a distance. This distance will be
positive if you want to plot a parallel line on the right of the axis (depending on
the direction of the traffic flow for increasing KPs), and negative to plot one on
the left. The program will continue to request distances in order to add lines
parallel to this same axis, until you respond by pressing the return key without
entering any data (distance 0).

[Delet] Deletes an axis, a parallel line or a section of them.

[Cut 2 lin] [Cut N lin]
[Del L] [Del Ba] [Reco L] [Reco Ba]

These options are the same as those in the line editor. You can use those in this menu, or summon the
line editor or the constructive menu from the drop-down MENUS and use all the edition tools offered,
which provide a wider functionality.

In general, we recommend that the user generates the base information of the plans from this menu, and
adds to and enriches the rest of the graphic information from the general cartography menu, also using the
tools to save blocks of information (save .edm) in the drop-down blocks.



Alignment labelling

[Label Align] [A.Lbl. Mode] "Label Align labels the ground plan with the
values of the radius or the parameter at the points of tangency of the
alignments which comprise the axes selected. The library file ISPOL.ali controls
which symbols are placed to label each singular point, and where are they
placed.
[A.Lbl. Mode] enables you to change the active mode.

[Delete all] This option removes all the graphic elements contained in the
ground plan from the road layout. This enables you to either restart the drawing
or abandon it. You should remember that you may always use the Save Temp
button from the Blocks drop-down, which enables you to fix the graphic
information generated, so that successive Delete all operations preserve
certain layers of information.

[Label Align] This button (similar to the one in setting out) enables you to
access a much more versatile labelling menu which can act on several axes at
the same time, and which we will describe a little while later.

We remind the user that the graphic information generated here may be edited,
moved, modified, etc. These needs arise as of the moment at which it is
practically impossible to generate non-overlapping information when you have
various axes in the project.

Automatic distribution of sheets, pagination and formats

[Pagination] Generates a plan pagination file according to the axis design,
enabling you to generate the distribution of typical sheets or records of a
project.
[Format] Enables you to select a plan format for the Pagination option.

When you leave this menu, and before you perform a new Calculation operation in the GROUND PLAN
menu, you should use the SAVE TEMP option from the drop-down menu DRAWING. If you did not, all
the elements created in the DRAW GRND PLN menu will disappear from the drawing, as we have already
stated.

Distribution of sheets is edited and managed from the printing menu, which is accessible from the drop-
down menus. The graphic information in each of the sheets may be exported to Autocad
or
Microstation
formats, as if it were a virtual printing operation.

We refer the user to the specific chapter on plan generation, which describes in depth all the instruments
offered by the application to generate and manage the graphic information associated with the various
representations of the project.


2.10.2- Advanced Labelling of Axes
There are two different ways of labelling axes:

Labelling using the fixed Setting Out menu, based on the points calculated
Labelling using the specific Labelling menu

2.10.2.1- Labelling based on the points calculated
[KP] [Delet]

KP The Calculate option temporarily displays the points calculated, with their kilometric points labelled.
This option, KP, draws the KP values of the last sequence calculated on the plan, using a series of S35
symbols (for wholes) and S36 symbols (for fractions) as KP labels. So, for example, you may calculate
points every 100 metres and at a given distance from the axes and label the KPs, and then calculate
another series every 20 metres, marking these points. These KP tags and the marks are drawn as EDM
symbols. They may later be moved, deleted, etc.

KPs are usually labelled in kilometres, in the form 12+345.567 or 12+345. This is controlled with library
symbols that use command 14, such as S35, S571, etc. To change this labelling, and to separate in
hectometres instead of kilometres, the change must be made each time the program starts up, with the
keyboard command Spkdiv 100. Similarly, in the library, the symbols used must be changed so that
they have two whole figures after the
+
.

Change 14... % d+%7.3 f to 14...% d+%6.3f
Change 14... % d+%3. f to 14...% d+2. 0 f

[Mark] [Line]
Mark. Places a symbol in the plan, at each point of the last sequence calculated. The symbol used is
S11. Its most common function is to put marks on the axis (for example, every 20 m).

Line. This option joins the points of the last axis calculated (points on an axis and projection of normals of
one axis on another), creating a line on the current type.

[S500] [S501] These work in the same way as KP or Mark, and enable other symbols (S500 or
S501) to be used to label KPs. The base library provides two usual symbols in railways for marking KPs;
one is placed in a series equidistant to the right of the axis, and the other to the left..

[Lbl A.] [Delet]

"Lbl A." "Label Alignments" enables automatic labelling of the main points of the axis alignments
required. The option uses the data of the library file ISPOL.ali to control the way in which this is done.
This file defines which symbols are used, and in what positions they are placed.

[A.Lbl.Mode] (Alignment labelling mode) Enables you to select one file from a series of library files with
the extension *.ali. This is copied to ISPOL.ali. From this point on, the alignments will be labelled with the
style defined in it. The chapter GROUND PLAN AXIS DESIGN explains the content of these files.
Labelling options do not affect inactive axes.

[Delet] Deletes the labelling already performed. These three delete options have the same function: to
delete all the symbols created since you entered this menu or since the last SAVE command from the
drop-down menu DRAWING (the most recent), whether they are KP tags, marks or drawings of alignments
and vertices.


2.10.2.2- Advanced Labelling Menu
This is independent of the points calculated, and is used to label several axes with the same definition
simultaneously. If there are definitive cross-section data, this enables you to draw certain data, such as
superelevations or widths, together with the ground plan of the axis.

Axis Labelling

Using this dialog box, you can
calculate and represent the
definition of the axes of the
project, which is essential to any
road layout project. The labelling
mode can be customised for each
of the axes concerned.

The options are the following:

[Alignment Labelling Mode] Enables you to select one of the *.ali files from the library, which
defines how the singular points are labelled.

[From Axis:] [To Axis:] Enables you to label several axes simultaneously. For a single axis, you must
type the same number on both boxes.

[ ] Label Alignments Enables or disables labelling of singular points.

[ ] Mark ends If the option Label Alignments is not checked, this enables the initial and final KPs of the
axis to be labelled as well as the equidistances.
The column of symbols to label KPs appears for whole values (S35) and values with decimals (S36).

startS endS There is the possibility of using two different symbols to mark the starting-point and the
endpoint of the axis (by default, startS = 666, endS = 667).

[Equid] You may define up to three different equidistances to mark or draw the KP along the axis. By
default, a mark (transverse hair S11) is placed every 20 metres, and the KP is labelled every 100 metres,
2 metres from the axis (with S35).

[AxisDis] [KPSym] Enables the value of the KP to be annotated at each of the equidistances with a
different symbol, and at a different distance from the axis.

[AxisDis] [Marker (90d)] Enables a mark to be placed at each of the equidistances, with a different
symbol and at a different distance from the axis. The symbol is rotated 90 degrees with respect to the
azimuth of the axis.

[AxisDis] [Z Sym.] Enables the value of the vertical alignment height to be drawn at each of the
equidistances, with a different symbol and at a different distance from the axis. Its orientation is the same
as the azimuth of the axis.

[Stretches] A stretch of KPs can be delimited to label each axis.


[GENERA](te) Carries
out the labelling defined.
This option will only act on
axes included in active
groups.

[UNDO] Deletes the
elements created in the
last generation.

2.10.2.3- Labelling According to ISPOL#.per File Profiles
This window contains options similar to those above, but with the difference that instead of marking points
according to equidistances, points are marked where a profile in the file ISPOLn.per (which contains the
complete profiles of each axis) exists.

It also offers the possibility of
labelling the ground plan with
the heights of two points of the
section, according to its surface
area, side and code, and the
profile number should one exist.
(By default, the outer borders of
the roadway.)

2.10.2.4- Labelling Superelevations and Widths

From this area of the window the
superelevation diagram can be
drawn on the ground plan.
The type of line can be selected
for positive and negative
superelevations, and for each
side. If the type of line is not filled
in, strips are added to it.

Also, a symbol may be defined to note positive and negative superelevations, whole or with decimals, and
on either side.

Lines may also be drawn representing the width law of the axis, which may be accompanied by the
numerical value of the width and the KP where it occurs.



Optionally, the KP can be labelled at the same time as widths and superelevations.

Sym [571] Symbol for labelling the
KP. If it is 0 or negative, it will not be
labelled. By default, S571 is used.

Bor.D [10.0] Distance to the border
of the roadway.
In superelevations, this is the
distance to the right-hand
border if positive, and to the
left-hand border if negative.
In widths, the absolute value
is taken, from the inside
outwards for each border.

D.kp [2.0] In widths, the distance
from the KP is inverted for the last
item of data, or, if this is very close,
the distance from the next item of
data, to avoid them overlapping.

The labelling mode can be saved/loaded in a *.rde file.

When a *.rde file for Ground Plan Labelling is loaded, the labelling mode (IDPOL.ali) is updated with the
file stated in .rde.



2.11- Analysis Utilities
These applications enable the design data to be analysed and applied to known problems, such as
checking the area occupied by a large vehicle on very tight corners.

2.11.1- Low-Speed Vehicle Turning Routes
This menu enables calculation of cornering trajectories of vehicles at low speeds (calculation of front and
rear wheel trajectories, as well as the corners of the vehicles).

A vehicle of up to twelve articulated units may be defined. The drawing generated by the application may
be modified if the types of lines associated with each element are changed, as you will see in the dialog
box.

To define the trajectory which will be followed by the midpoint of the front axis of the first unit, the following
data is supplied:
Axis number, distance from axis, initialKP and finalKP.
An equidistance is also defined for each step of integration.

A type of line is also defined to represent the trajectories of:
The two front corners
The front wheels of the first unit
The rear wheels of all units



The first unit is defined by:
Width
Distance between front and rear axles
Space between front axle and bumper
Position of connector for the next unit from the
rear axle
Space behind the rear wheels

Subsequent units are defined by:
Equivalent length between connection point with
previous unit and its rear axle
Position of the connector for the next unit from
the rear axle
Space in front of the coupling point
Space behind the rear wheels
Independent Width

The routes of the four corners of each unit are also drawn.
Two enclosures are drawn for each unit:
o One which includes the position of the four wheels (first unit) or the rear wheels and the
coupling (units 2, 3, 4, , 12)
o Another which includes the four corners of each unit, taking into account the rear and
front spaces

The checkbox [ ] Azimuth enables you to begin calculation with a fixed azimuth for each of the units. If it is
deactivated, all the units begin aligned with the initial azimuth.
When you finish a [Generate] calculation, the azimuth boxes are filled in automatically. If the checkbox [ ]
Azimuth is checked, the units in the next generation start with an azimuth defined.

It is possible to draw the vehicles every N steps.



Appendix 1: Configuration of ISLISTA and ISIMPRIM to Obtain Reports

The files ISLISTA and ISIMPRIM are two ASCII files located in the ISTRAM libraries, which enable the
user to view and print calculation reports. Altering and managing them is the responsibility of the user; we
recommend the use of the corporate library or the users library, libuser.

ISTRAM reads the content of the files where we simply need to write the sentence which will execute the
program. In this sentence, the name %s will be the file which you want to edit or print at any point.

When you modify the number of characters per page from the REPORTS menu, the file ISIMPRIM is
altered automatically in order to send the corresponding configuration commands to the printer.

ISLISTA

For Windows systems, the commands notepad %s or write %s are convenient. These run Notepad or
Wordpad.

edit %s A classical MS-DOS editor

For UNIX or LINUX systems:

xterm -geometry 132x40 -T\"PRINT\" -e vi %s

When you click on List, the file ceje.res will appear in a window measuring 132 x 40 characters, which is
open for editing with the UNIX editor vi. To return to ISPOL, the editing session can be exited by typing
:q! (vi command to close the editing session). This command is suitable for UNIX.

vuepad %s Will use the VUE editor (for the HP operating system HP-UX).

xedit %s Is also a simple editor for the LINUX operating system.

ISIMPRIM

To print using the Print key, you need any one of the following lines in the ISIMPRIM library file:

For Windows systems:

type %s > lpt1 copy /b %s lpt1 type %s > com1 Copy /b %s "\\otherPC\printer"

For UNIX LINUX:

cat %s > /dev/plt_parallel &

This is suitable for sending the report to the parallel port, where you should have a printer connected, for
an HP-9000 (HP-UX) graphic station. The final & enables printing to be carried out in the background,
while you continue working.

rcp %s ispol@machine:/dev/plt_parallel &

This is suitable for sending a file to a printer connected to the parallel port of another UNIX machine which
is part of the network.

return + %s /dev/lp0 &

This can be used for a printer connected to the parallel port of a computer under LINUX.

You can create many other combinations for individual configurations.

LINEAR WORKS

3

CROSS SECTION, LAND PROFILES AND VERTICAL ALIGNMENT



notification.



LINEAR WORKS

2 02 Axis Design in Ground Plan, Reframing and Drawing
3 03 Elevation, Land Profiles and Grade Lines
08 Project Reports
10 Railway Design




INDEX
INDEX

3 - CROSS SECTION, LAND PROFILES AND VERTICAL ALIGNMENT PAGE: 1 / 54

3 CROSS SECTION, LAND PROFILES AND VERTICAL ALIGNMENT
3.1- PROFILES AND VERTICAL ALIGNMENT DESIGN. INTRODUCTION............................................ 3
3.1.1- Definition of surveyed ground surfaces ................................................................. 5
3.1.2- Some important geometrical considerations......................................................... 5
3.2- THE EXTRACTION OF TRANSVERSE GROUND PROFILES....................................................... 7
3.2.1- Methods to obtain transverse profiles.................................................................... 7
3.2.2- Extraction from points calculated by setting out................................................... 8
3.2.3- [Cross Sections] Profile extraction menu............................................................... 9
3.2.4- Extraction of profiles for widening and improvement projects............................ 14
3.2.5- Exportation of profiles to other formats ................................................................. 15
3.2.6- Probes by sites ......................................................................................................... 15
3.3- EXTRACTION OF LONGITUDINAL GROUND PROFILES ........................................................... 17
3.3.1- The format of a .lon file ............................................................................................ 18
3.3.2- Optimal generation of longitudinal profiles............................................................ 19
3.4- UTILITIES FOR THE DESIGNING OF THE VERTICAL ALIGNMENT.............................................. 20
3.4.1- Transformation of lines into transverse and longitudinal profiles....................... 20
3.4.2- Other methods or resources to obtain longitudinal profiles ................................ 22
3.5- GENERAL POINTS ON VERTICAL ALIGNMENT DESIGN .......................................................... 23
3.5.1- Work environment .................................................................................................... 23
3.5.2- Specific snap modes for vertical alignment design .............................................. 24
3.5.3- Storage of definition data and auxiliaries............................................................... 24
3.5.4- Vertical alignment definition system, calculations and results............................ 25
3.5.5- Vertical alignment and longitudinal profile display............................................... 26
3.6- VERTICAL ALIGNMENT DEFINITION AND CALCULATION ........................................................ 27
3.6.1- Vertical alignment design floating window ............................................................ 27
3.6.2- Definition of vertical transition curves.................................................................... 30
3.6.3- Calculation, geometric resolution and reports ...................................................... 33
3.6.4- Dynamic or interactive modification of the vertical alignment ............................. 34
3.7- EXTRAS AND HELP TOOLS IN VERTICAL ALIGNMENT DESIGN................................................ 35
3.7.1- Fixed side menu, general options........................................................................... 35
3.7.2- Fixed side menu, loading-unloading of terrain and data....................................... 37
3.7.3- Utilities to create, handle and analyse vertical alignments................................... 38
3.7.3.1- Utilities, automatic generation of vertical alignments for roundabouts .............. 41
3.7.4- Other longitudinal profiles, other axes and crossing points ................................ 42
3.7.4.1- Generation of crossing points................................................................................. 45
3.7.5- Other lines, symbols, labels and probes ................................................................ 46
3.7.6- The procedures for the loading and storing of definition data............................. 47
3.7.6.1- Parameters used in the insertion of vertical alignments....................................... 48
3.7.6.2- Importation of vertical alignments defined with other applications..................... 49
3.8- REGULATIONS AND STANDARDS, VERTICAL DESIGN TABLES............................................... 50
3.9- WARNINGS AND ADVICE.................................................................................................... 53


INDEX

INDEX

PAGE: 2 / 54 3 - CROSS SECTION, LAND PROFILES AND VERTICAL ALIGNMENT



3.1- Profiles and vertical alignment design. Introduction
In the previous chapter, we have described all the necessary elements to design the ground plan axis,
leaving everything ready to move on to the next natural stage of the work: the extraction of transverse and
longitudinal profiles with which, in an initial stage, you can build the vertical alignment axis of the linear
works.

According to the plan in the first chapter, in which we studied the definition stage of the "approved" ground
plan, we move on to extracting profiles, whose initial or primary objective is to provide you with a reference
for the designing of the vertical alignment. This stage can be repeated as many times as required within
the typical design cycle of a project in which very often it is necessary to adjust the alignments, modify the
radius of a curve, insert a new axis or move the start of a connection (which is typical in the adjustment of
ramps in junctions).

Transverse and longitudinal profiles

As was explained before, ISTRAM needs to have transverse profiles to be able to calculate a project
section, even if this is a tunnel-style section. Furthermore, you should consider that sometimes the
conventional cartographical information is not available, and only transverse ground profiles are available,
obtained with traditional surveys. (This technique is gradually disappearing, as it is easy to have software
able to generate and process digital ground models)

In order to answer the two needs in one single operation, ISTRAM can 'extract' a longitudinal profile made
up of the existing points in the centre of each transverse profile. It is quite clear that this information cannot
faithfully represent the existing survey in the longitudinal profile, given that the usual interval of 20 m
between a pair of profiles leaves 'spaces' without any information, as can be found in the example of a
small river bed.

If you require more representability or precision, you may use several systems that we will explain at a
later stage. We will also explain that it is possible to obtain information of other axes to be represented
longitudinally and used in establishing the vertical alignment.

Establishing the points from which a profile should be obtained

ISTRAM generates profiles according to the fixed interval associated to the radius of each alignment with
the aim of obtaining more profiles in small radius curves and therefore obtain precise calculations and
drawings.
We also offer the possibility of obtaining profiles in those places where there is a singular KP, as found in
the definition of the roadway widths or stretches of a typical section, as will be seen at a later stage.

The user may wonder: Should I extract the profiles before or after the vertical design? Do not worry.
ISTRAM enables you to interpolate profiles whenever necessary, so for the time being you can work with
profiles extracted in the standard way. We will shortly show you a diagram which presents the methods to
be applied at each moment.

HORIZONTAL DESIGN
SECTION
VERTICAL DESIGN
DEFINITION
CALCULATION
TRANSVERSAL PROFILES
PROFILES
PROJECT TRANSVERSAL PROFILE
RESULTS
DRAWINGS
PLAN VIEW
LONGITUDINAL
PROFILE
CARTOGRAPHY


An accurate ground survey saves time, eliminates errors and guarantees correct calculations

Spend as much time as necessary to guarantee that your cartography is 100 % correct, or at least the
entities that form a part of the survey used to extract profiles are. Bear in mind that when you find mistakes
in the results (whether they are in the design, or in the volume), a part of these will be linked directly to the
bad quality of the ground survey data.

ISTRAM offers a method to obtain a temporary
triangulation when obtaining the profiles. Although it is
extremely fast, it may not be suitable for alignments in
which a large profile width is required. Decide when
you prefer to use a digital ground model (created from
a ground survey) which serves as a 'base' for the
cartography which is used.

The triangle model (TIN : Triangulated Irregular Network ) is the most effective representation of the
ground (at a vectorial level), however the usual data grids in the world of geographical information systems
can be used quite freely, as long as the user accepts that the processing times will be greater .

Definition of the vertical alignment

The definition of the vertical alignment or Z component of the linear element is the second natural step in
the design of an axis with ISTRAM. The information of the longitudinal profile, which has been obtained
according to a previous description and the use of different utilities that provide you with information about
other axes or other lines make up the usual working environment.

Bear in mind that only the project section that covers the vertical alignment definition interval will be
calculated, even when definition data before and after the initial and final vertical alignment KP exists (and
as we have previously explained, project profiles will only be calculated where ground profiles exist).

In ISTRAM, you may define several longitudinal profiles associated to the same axis. In the case of
motorways, the left and right sections may become independent (as can be found in some alignment
projects in a difficult relief or in splittings), but also a longitudinal profile can be defined for each of the road
ditches or end-of-slope ditches, another for the medians and another for auxiliary functions.

Storage of definition data

All the vertical alignment definition data is applicable to the active axis at the time of the definition and
even though there are ways to save the data in independent files, you should remember that the definition
of the vertical alignment will be saved in the .vol files, together with the rest of the transverse section or
other parts of the vertical design.

As we mentioned before, a good strategy would be to choose a name for the axis and save this file and its
association in the .pol file before defining any data. With this you achieve a very important purpose, which
is to be able to use the disk icon safely and avoid any loss of information.

ISTRAM offers several different ways to save and load data about the axis and other project axes, which
enables a fast evaluation of alternatives or even the storage of these states for future use.

Generation of longitudinal profile plans

Although the vertical alignment is defined here, the generation of the corresponding drawings is enabled in
the VERTICAL DESIGN section in which you will find the main graphic and alphanumerical (lists and
reports) information generating instruments.

Also, you must consider that numerous construction details which are quite common in the plan data grids
(the so-called guitars) are only possible if the definition of some of the data of the section and even of
another axis (if this information is going to be used) has been completed.



3.1.1- Definition of surveyed ground surfaces
All the information obtained depends on the graphical elements found in the cartography (points and lines)
which have been defined and associated to each ground surface. Review the cartographical information
and define as accurately as possible the surfaces you need,

Although the layout of the
information in the dialog box is
very intuitive, you can consult
the chapter on defining the
ISTRAM entities in the Digital
Cartography module.

If you are using an instant or temporary triangulation method, remember that the system uses all the
entities that define the surface, including the points and lines.

Other methods to obtain profiles

The transverse profile files can also be created by the Electronic Field Book calculator, importation
converters from other formats, digitalization on table or typed in on the Profile Editor.

Some utilities of the profile editor enable you to use several different surfaces to obtain a new one which is
the result of the application of operations such as cut, complete, etc., which enables you to obtain
profiles of various meanings. For example, you may obtain a profile which represents a project section,
and use it to evaluate the modification of the vertical alignment.

If no cartography is available, a small trick to help you work

Draw a closed line that covers the working area, of a height similar to the average height the vertical
alignment of your project is going to have. Include it in the definition of a surface and then extract profiles
(with a large bandwidth). You will obtain false profiles but with them you can start to design and calculate
vertical sections.

3.1.2- Some important geometrical considerations
Pseudo vertical points: Two points of the profile are allowed to be at the same distance from the axis
and at a different height. This would occur when you obtain profiles and in certain areas there is a wall,
with two contour lines, one above or under the other.

They are ordered
according to A
To avoid the uncertainty of which of the two points should be linked, the
height is taken into consideration. If points 2 and 3 are at the same
distance from the axis, they are reordered to make the one that offers the
minimum height difference point 2, or, in other words, point 2 will be the
one more horizontal relative to point 1.

Filtering of equal points: If two points of a profile have the same distance and height, one of them will be
deleted. The tolerance that is accepted for equality is controlled with the keyboard command Stoler. By
default it is 0.002 m.

The behaviour of short profiles: Should any of the profiles stored not have the necessary width to
determine its intersection with the transverse section of the works, the program will automatically extend
the profile outwards horizontally, maintaining the height of the furthest point.

A
B
1 .. 2
3
1 ...... 3
2


Establishing the ground requirements

The semi-bandwidth, a basic parameter to obtain the transverse profiles, is applied to the left and right of
the axis to create a corridor or cutting area, therefore obtaining ground profiles that, at the most, cover
this area.

For the generation of data to be correct, the surface must cover the area which is subject to the study. At
the end of the calculation process, you can always check whether the profiles have been created correctly
or there are failed profiles.

You may assess this situation by drawing the ground borders and the borders of the section calculated
with the LINE L option in the profile editor (drawing the last point on the right and left of the original ground
profiles and those specified for the project), which will enable you to quickly see where there would not be
enough ground available to calculate the intersections of the side slopes.

See the grey area in the enclosed illustration. As you can see, at the top, the profile extraction has not
been successful, given that the contour lines do not cut the normals at the axis (green lines). This may be
solved in several ways:

Increasing the bandwidth to try and cut the ground.
Including a triangle-based digital model (the best option)
Increasing the information density, obtaining smaller contour line intervals.
Activating instant triangulation.
Defining a series of auxiliary lines supported on the ground (using the surface snap mode) in
such a way that they intersect with the normal ones at the axis.

As you saw in the previous page, when the profiles are short, ISTRAM extends the last point horizontally,
logically falsifying the intersection points of the side slopes and the corresponding areas.

Short profiles, horizontal extension



3.2- The extraction of transverse ground profiles
For this operation to be feasible, you need to have a ground plan design for the axis or axes involved in
the project. Also, logically, there must be cartographical information loaded, as we have explained in the
introduction of this chapter, leaving a clear need for this cartography to provide a suitable topographical
representation of the ground using the surface definition menu. The quality or representability of the survey
information can be increased in three ways:

Using a triangle based digital model.
Increasing the information density, using smaller contour line intervals.
Activating the temporary triangulation (from the transverse menu).
Creating auxiliary polylines, more or less parallel to the axis.

The destination of each type of information is different, the transverse profiles are necessary for the
calculation of the project sections and the longitudinal profiles are used almost exclusively to provide
information in the vertical alignment design process.

The menu which provides access to these tools is made complete with a series of utilities, whose function
is to interconnect any type of survey information (points or lines) to the definition data used either for the
ground plan design, the vertical alignment design or the transversal section.

3.2.1- Methods to obtain transverse profiles
The access to the extraction of transverse and longitudinal profiles options is enabled by the button [S.O.
& PROFILE] (setting out and profiles), located on the side ground plan menu and also the vertical design
dialog box (should it be necessary to obtain new profiles without leaving this design stage).

There are two different methods to extract the ground transverse
profiles.

Extraction from the points calculated by SETTING OUT. This
method enables you to broadly define the points of the active
axis from which you want to obtain profiles.

Extraction by using the menu [TRNS. PROFILES], more
powerful and versatile, which enables you to obtain
profiles for all the axes of a project.

Using the transverse profile in vertical alignments

With any of the two methods, on accessing the vertical
alignment design stage, when the system loads the data, the
height of the centre of each profile is obtained, and that is how
the ground longitudinal profile is drawn.

The user can also calculate a classical longitudinal profile and
even mix these data together with those of the longitudinal
profile 'interpreted' with the transverse profiles, as you will see in
the Vertical Alignment Design' chapter.

Once all the required data has been entered, (whatever the system may be) the system starts to extract
profiles, displaying them on the screen as they are created.

If while generating the profiles, in any KP, no points are found on any given side or if a point without a
height or making a saw tooth is detected in a profile, all this information is recorded in the
CONSULTA.res file and a notification is made in the message line that a fault exists. In the previous
illustration, you can see the appearance of an extraction which has been cut short, which the program will
not inform of.



3.2.2- Extraction from points calculated by setting out
This method is based on the use of the KPs obtained by the setting out method, which enables you to
obtain points at fixed intervals, or at a variable interval depending on the radius of each alignment and the
inclusion of singular ground plan and/or vertical design KPs.

After defining a line or lines of setting out data and clicking on the option [Calcu], the system calculates
and temporarily draws the points corresponding to each of the KP's. At that precise moment you may use
the [Trans] button and create transverse profiles which will be associated to the active surface.

Although you may continue to use this menu, it has been beaten in functionality and intuitiveness by that
offered in the TRANSVERSAL menu, which will be explained in the following pages. However, it may be
suitable when the information needs are very simple.

Data requested by the system for the Trans option

When you use the [Trans] option to create transversal profiles, ISTRAM requests the following data in the
command line:

A filename to store the data.

Number of surfaces: you may enter the suitable value if several surfaces are required in the same
profile (ground, rock...). When the system detects that several surfaces have been defined, the
number that it takes up in the surface list is requested for each of those that are to be processed.

Type 0 (normal) or 1 (for widening and improvement): If option 1 is chosen, the user is requested to
state the types of lines associated to the current roadway border and the draining borders, finally it
asks for the current thickness of the roadbed. With this data ISTRAM is capable of creating a profile
with 3 surfaces that define the current ground, the roadway (identified by two border lines) and the
surface that must be drained. *

Semi-bandwidth: Space left and right of the band which it is going to be used and which the profiles
obtained should actually have. This magnitude should be generously defined so that the cut and fill
slopes have ground against which they can create an intersection.

A small example of a setting out list and results obtained

The sequence of points does not need to be defined in an ordered manner; but they must belong to a
single list and a single axis, for example a list with three data lines.

In the first one, we mark down points every 20 m from the KP 100 up to 200, in the second: every 10 m,
between 130 and 170 and in the third the KP 155.62.

The profile archive will have the profiles 100, 120, 130, 140, 150, 155.62, 160, 170, 180 and 200, and also,
it will have correctly inserted all the singular points of the ground plan axis found in the stretch 100-200. (if
KPsing was checked)

In the chapter 'widening and improvement projects' there is an in-depth description of the working parameters
which have been programd to solve the needs presented by this type of project.



3.2.3- [Cross Sections] Profile extraction menu
In the dialog box which is displayed when clicking on the option [Transverse], the options for the whole
process are set up: affected axes with the possibility of giving an interval, selecting only the axes of active
groups, surfaces from which the height and equidistance between profiles is extracted. Furthermore,
included in the same dialog box, there are other options and tools that enable, among other things,
exportation to other formats. You may group the features in 9 points.

DATA [Save] [Load]. Enables you to Save/Load the data entered for the extraction of the transversal
profiles in .dtv files, including all the basic data, the events, singular KPs, other surfaces, etc... The name
of this file is saved/loaded in the project file (*.pol).

1.- Establishing the KPs from which a profile is to be obtained

Different equidistant values can be applied according to the radius of the ground plan axis, so that closer
profiles can be used in the areas of small radius curves, with the aim of achieving greater detail. In the
case of clothoids:

In the clothoids an equidistance corresponding to the radius of the circle is applied.
In the C-shaped clothoids the smaller radius is taken.

These intervals are enough to guarantee that enough profiles to calculate the projected section are
obtained. As previously mentioned with the ISPOLn.PER files (which store the project profiles), the data is
extracted when you want to update the cartography, draw the ground plan of the project or generate
reframing data. It is logical to foresee that a curve will be more 'detailed the less 'polygonal it is.



2.- Including the points where any change in the project section is produced

Normally, after defining the ground plan the profiles are extracted by Equidistances (the option enabled
by default), and once the whole elevation has been defined, the definitive profiles will be extracted,
activating all the events of interest.

The section EVENTS TO GENERATE PROFILE enables you to
activate several definition elements of the cross section so that any
singular point which determines a change (a width, a median value,
a clearing berm) is included in the list of KPs where a profile is going
to be obtained, and therefore perform the most precise calculation
possible.

Also found in this section, is the possibility of including the border
lines to include the projection of each of the points that define the
lines and therefore make the profiles to be cut off exactly at the right
position.

In the same way in which the curve which was previously shown is
less detailed because it does not have a sufficient number of
profiles, the non addition of roadway width events implies that they
are not going to be drawn.

Also, bear in mind that the obtainment of surfaces and volumes may
be different from reality (as the points of change are not taken into
consideration, the elements are interpolated).

Remember that one of the options that is offered in VERTICAL DESIGN to calculate the project profiles is
to interpolate profiles of the ground in the points where there is a section datum (or event). This will
enable you to evaluate the different situations of the design without having to re-obtain profiles every time
any data is modified. The system interpolates profiles using the previous profile and the next at each point.

3- Other free choice singular points

Another possibility is to include a series of singular KP's which can be located in any position; with these
you can also supply an skew, with the aim of obtaining a specific profile.

SKEW The data entered into this column will be added to
the azimuth in the calculation of profiles. This option is
especially useful to consider the passing of a river bed or
any other element which does not cross over the axis and is
not orthogonal and also for projects of flood plains. The N
number will be used to identify as profile number N in the
profile editor and even to label it, and it is also used in the
ispoln.per of the axis in which they are loaded.
( these profiles are not suitable for normal calculations in ISTRAM )

[Add clicking] enables you to add KPs one after the other
by clicking on the screen.
[Click] enables you to modify a specific KP by clicking on
the screen.

[Sort] Reorganises the data in KP order.

[Read *.lon] Enables you to load KPs in a .lon file as singular KPs to generate profiles.

[Read *.NOR] Reads the KPs of the IS#aaabbb.NOR files which are generated when projecting normals
to axis aaa on axis bbb. When you are marking points to generate cross sections to an xxx axis, you can
select any IS#aaaxxx.NOR file.
[Read NXY] Calculates the defined singular KPs from their x,y coordinates, read from a NXY file in
which the x and y coordinates must be in the second and third column respectively, as for example in the
*.toc files.
[stKP] [endKP] Enables you to define the start and final KP for each axis for the extraction of transversal
profiles.


4.- Profile extraction modes from loaded cartography

The cartography option (which is the information
currently loaded) is checked by default, and those
entities which are defined as surfaces will be used
from it.

However, you have other modes or options. Some
of them also interpret some entities in their own
way, as in the case of widening and improvement,
as you will see in the following paragraphs.

[ ] Triangul. Extracts the transversal profiles using a triangulation of the lines and points that belong to the
ground surface. It is only useful to extract profiles of a single surface.

This technique enables the obtained profiles to be adapted more faithfully to the existing ground survey,
and may be a valid solution for your project, although as we have already said, the best representation is a
triangle-based digital model generated with ISTRAM.

[ ] DTM Grid Enables you to create files based on a DTM grid, in ASCII-GRID format (ASCII export file of
the GRID raster format of ARC INFO), used to store scanner laser data like LIDAR technology (Light
Detection and Ranging).

The description of the typical format of these files is shown as follows:

ncols 109
nrows 107
xllcorner 1081.000
yllcorner 1062.000
cellsize 10.000
NODATA_value -9999
460.000 460.000 460.000 456.667 440.000 .....
460.000 458.537 459.096 447.037 440.000 .....
When you click on the generate profiles button,
the user will be asked for the name of the file
whose format is described on the left.

*each line of data ( nrows ) is made up of a succession of
heights in a number which is equal to that specified in ncols

In the drop-down menu STATUS-> OPTIONS you can check the option Display DTM Grid to display the
area covered by it.
When generating files by grid, you will be asked if you wish to generate lines for the grid. If the answer is
affirmative, lines will be generated according to the columns and rows of the grid. If the grid is very dense,
it will not generate lines for each and every column and row, but only some of them. This option enables
you to view the grid and plot profiles against the lines which have been generated.

[ ] Wid. & Improv (All) The extraction of ground profiles is activated by default, and only data of the
processed surveyed surfaces will be obtained. However, there is an option to analyse the survey data and
detect those entities that represent the current roadway, essential information for widening and
improvement projects, as you will discover later in this chapter.



5.- Additional process options

[ ] Save empty profiles. With this option checked, if the foreseen surfaces in a KP do not have any
data; the profiles are saved anyways, with the definition of the surfaces but without any lines.
If the option is checked, it also affects the generation using the [Trans] key from the FIXED menu. (You
may want to generate profiles with empty KPs if this file is going to be used later on to be merged with
another).

[ ] L Type Profile Code. When this option is activated, each point of the profile (axis distance,
height) has a code assigned to it which coincides with the type of line on the cartography which has
produced this point. Later on, the code may easily be used to insert a symbol and easily locate these
points in the profiles. When this option is checked, you are also given the option to pick a code for a point
in the axis, on the widening and improving profiles, and if the draining border is defined with the same
roadway border line plus a distance, you may also pick a code for the draining border.

Add Probes by Sites

When extracting the ground transversal profile, if there
is suitable data defined in the probes by site menu
[PROBESBySite], this information is added to the
profiles.

Later on we will dedicate a complete section to the
description of this option.

[ ]Draining & Thickness by Table This option is directly related to the extraction of widening and
improvement profiles, which is to be explained at a later stage.

6.-Including other surfaces in the process

In another zone of the window you may define the number of OTHER SURFACES existing in the
cartography that you wish to appear in the transverse profiles. These may represent the lithological
geotechnics or different constructive status. Click on the [T] button if you require help on the default types
of line used by ISTRAM.

These surfaces should be defined in the surfaces menu. A
maximum of 12 are allowed.

At the same time, you will be able to view them in the
longitudinal ground profile in the VERTICAL
ALIGNMENTS menu as long as the option [ ] Profiles in
RAM has been checked.

In the example we have shown, the surfaces 2 and 3 would define unsuitable (105) and adequate (66)
terrain, and surfaces 4 and 5 will use the first type of line which is associated to them when defining each
surface.

As you shall see later, in the definition of the axis projected section there is a part where the thicknesses
of the top soil, inadequate soil and rock may be defined. At the most, data may be defined on the right and
left, with the program creating the corresponding parallels. The system is useful but quite limited.

If you have a data source that represents these lithologies, you must include these surfaces in the ground
data that you will use when you perform the vertical design, and not apply the defined thicknesses, as it is
understood that the ones that are defined in the file are more accurate or that simply they are the ones you
want to use.

This utility can be used to calculate project sections that
interact with the ground geotechnics or if it defines a specific
volume table, it can be used to monitor surface works such as
an open cast mine.
Remember that the success of the operation depends also on
the quality or level of definition of the loaded surfaces.



7.- Options or special utilities to generate profiles with other data

The button 'See Perf.RAM', enables you to view the
profiles loaded in the memory, which is the result of the
last extraction operation performed.
The profiles are followed and shown in sequence and
you may make some kind of visual check.

[lin.per] Dynamic use of the lines to obtain ground profiles

The objective of this utility is to use lines formed by two points to
determine cuts not normal to the axis.

In the illustration you can see two lines, belonging to a type that must be
known and different to the associated ones on the active surface. The
profiles obtained enable you to know exactly the relation between the
building and the axis of our element.

The calculation of these profiles may be performed by triangulation if
Triangul is checked.

Logically the generated profiles are skewed, which is of optimum use in
the study of flood plains.

Remember that ISTRAM does not work correctly with skewed profiles, except in specific circumstances.
To place the profiles in positions normal to the axis according to their KP, you may use the option Axis, X,
Y, Azimuth of the modification options offered in the profile editor.

[Generate .per from .top]
This utility enables you to generate a profile archive from an x, y, z point file in .top or .toc format. The
points must be taken according to profiles transversal to the axis, if not the results can be very strange.
The following data is requested in a floating window:

Axis number and name of .top file.
Name of the profile file.
Maximum semi-bandwidth.
Tolerance on KP and round off for the profile KP.

The option establishes the KP of each point and sorts them. If there
are two consecutive points at a distance greater than the tolerance
then it is considered that there is a change of profile. The points that
are at a distance greater than the semi-bandwidth are rejected.

In each profile, the average KP of the points that are a part of it is calculated, then the round off is applied.
For example, the following profiles: 0.019, 19.876, 40.123, 58.99 will become 0, 20, 40, 60 after you round
off to multiples of 10. This will enable you to merge them with other files created in these KPs.

Reject incomplete profiles: If this option is activated the profiles that do not have points on both sides
of the axis will not be saved.

Draw existing roadbed: For Widening and Improvement, this option enables to find the points of the
external and internal aggregate edges in the .top or .toc file, in the case of an existing double roadway with
a specific code. The program enables you to use different codes for each border, and will also ask you for
the code corresponding to the existing median, for the thickness of the bituminous cement and for a


distance to drain the bituminous cement from the border to inside. With this data, the existing roadway
lines, draining border and subgrade are generated in the profile.

Rejecting profiles without an existing roadbed: This option is used to represent the existing roadbed
in widening and improvement profiles. If this option is checked, the profiles that have not had both edges
of the existing roadway cut will not be saved.

[lon.per] Longitudinal to .per profile file: A transverse profile file (.per) is generated from a
longitudinal file (.lon), creating a profile in each KP where there is data with a predefined semi-bandwidth
and a constant height equal to the longitudinal in this point.

This option also exists in the window UTILITIES of the LONGITUDINAL PROFILE extraction menu.

8.-Interactive PROFILE trimming

These options enable you to modify from a birds view
the bandwidth taken up by the profiles of a .per file.

[Trim] The profile file which needs to be trimmed is requested.

Then, they will be displayed on the screen so that the
user can trim them (always outwards) simply by clicking
on a point for each profile.

[Save] Saves the data of the trimmed profiles to a file
with a name chosen by the user.
[Delete] The information of the trimmed profiles is
deleted, which means a cancellation of the process.

These options are specially indicated when you wish to delete lateral information (on the left or right of the
profile) or data that could be overlapping (as in the case of the curves). In both cases the final meaning
may be the optimisation of the profiles, especially when they are to be used in hydrological calculation
applications as is the case of HEC-RAS (ISTRAM has a specific exporter that generates files of extension
or type .g01 )

3.2.4- Extraction of profiles for widening and improvement projects
In this type of project, the data profiles must contain, as well as the ground surface area, the contours of
the existing roadbed, the draining limits and the existing subgrades (established depending on the roadbed
package thickness). To do so, the screen offers the possibility of selecting the types of line for Current
Border and Draining Limit as well as the roadbed package thickness.

In case of improvement for RAILWAYS, a type of line will be requested that defines the existing ballast
shoulder. Both for draining limits on ROADS and the existing ballast shoulder in RAILWAYS, a distance to
a reference line is accepted.

With double roadways, it is possible to enter the type of line for median borders to represent the two
roadways in the ground transverse profile file. It is considered that this central area is not a usable
roadbed. The type of line used to draw the median also has to be in 3D and be included in the first surface
for the profile extraction.

If there are axes both for widening and improvement and new works in the same project, when extracting
profiles they can be told apart depending on whether the [MEJ] button is activated or not in the Project
table.

If you have entered data into the REINFORCEMENT TABLES
menu and you check the option [ ] Draining and Thickness
by Table, the program extracts the draining margins and the
existing thickness from the information in this table, which will
be described later.



L_D & R_D.
These can be used if only the edge of the existing roadbed is shown in the cartography, a roadbed of
which you want to drain the first 50 cm and use the remaining section. This is achieved by selecting for
Draining Edge the same type as for Existing Roadbed and writing the 0.50 value in the boxes L_D and
R_D.

Consult chapter widening and improvement projects where this point is described in greater detail.

3.2.5- Exportation of profiles to other formats
EXPORTATION. Enables you to extract one of these surfaces from a profile .per file and write a file in the
following formats:

[*.per *.ter].
[*.per *.jda]. (Andalusian Government).
[*.per *.g01*].
(Hec-Ras Program). Transverse profiles which include the Bank Stations of the Hec-Ras Program are
exported. In order to do that, the river channel lines have to be included in a surface within the
SURFACES menu.
In the TRASVERSAL PROFILESOther surfaces Second Surface menu, the surface that contains
the river channel must be defined. Later, you can proceed to generate profiles and export the file with
extension .g01. When you import this created .g01 file from Hec-Ras, it will place the Bank Stations
according to the channel.
In the generation of the .g01* file the section of the #Sta/Elev (Station/Elevation) file has a two-column
tabulated format to aid the editing with other programs.

[*.per *.xyz]. The *.xyz contains the KP X Y Z data of all the points on the surface in columns. It
includes all the profiles.
[*.per *.xyz+]. It also contains the azimuth and distance to the axis of each point.
[*.per *.KPdz]. KP-Distance_to _axis-Height format.
[*.per -> *.per0] Exports a surface of a .per file to another .per file but with a 0 format.

3.2.6- Probes by sites
This submenu enables you to enter geological and geotechnical data into a ground profile file, taken from
closed areas situated on the cartography. Each type of line defines a constant depth (an isopach).

[Add Line] enables you to select the closed line by clicking
or typing in its type, according to the desired Selection
Mode. You should also type in the depth for each of the
layers.

[Generate Profiles] modifies a profile file, adding a new line
which is parallel to the reference line and with a depth taken
from the intersections of the profiles with the sites. ISTRAM
requests, in the command line, the name of the file, the initial
and final KPs and the numbers of the reference surface and
the one which is going to be created.

[Save][Load]
*.spr files that contain the data from probes by sites are
saved with the following format.



Using the consequent surface definition you may calculate the volume of the different materials with any of
the ISTRAM tools.

If the surface created with this operation is
assigned the type 66 (adequate ground), the
resulting file contains the profiles of the
natural ground with the vegetation
thicknesses drawn in.

When these profiles are used as ground,
these thicknesses will be used instead of
those declared in the stretch-division table.



3.3- Extraction of longitudinal ground profiles
The extraction of longitudinal profiles has several objectives: Firstly, to obtain a ground or surface
reference through which our axis runs. On other occasions, you would like to know what is happening 5 m
from your axis, because that is where a road ditch that has to be studied may be.

It is also possible to project any line existing in the cartography and therefore be able to evaluate
alternative alignments, as in the case of an electricity line which crosses the axis or a different level
crossing with another road.

The obtainment of the longitudinal profile
enables you to have a reference ground to be
able to design the vertical alignment. As you
already know ISTRAM can draw this information
extracting the height in the transverse profile
axis of the ground.

This interpolated longitudinal profile and the
classical longitudinal profile are similar,
although as you will see in a later graph there
are small differences due to the generating
method of each system.

As we have already mentioned, the quality and density of the survey information is intricately linked to the
generated results, so it is generally advised to spend some time checking the quality of the digital
cartography.

Bear in mind that the longitudinal profiles are NOT used to calculate the project section; they are only
elements that provide support information (graphic and alphanumerical).

Data requested by the application

This option is located in the same place than the one that enables you to generate transversal profiles, in
the [s.o. & profile] menu accessible from [horizontal design and vertical design]. The correct definition
of the surface from which you are going to obtain the information is essential.

The dialog box by default offers LONG as a
base name which you can change. Use
names that can later be easily identified such
as ELEC for electricity, DRAI for drainage,
RGUT for a right road ditch..., there is an 8
characters limit.
Remember that if you define a base name in
the GENERAL menu, this can be adopted by
the Transverse ground profiles.
ISTRAM adds the suffixes 001, 002, ... for
each one of the processed axes. The
extension of these files is .lon.

The distance to the axis will be used to obtain the cut which will result from drawing a parallel to the axis,
negative for the left and positive for the right. This data, when viewed in the vertical alignment design
window, is projected horizontally against the 'view' plan situated in the ground plan axis, so if you are going
to use these references you must understand the effect that the superelevation of the designed roadway
will produce.

* if you input from AXIS 0 to axis AXIS 0, the program 'quits' the automatic system and when you click on generate, this data will be
requested in the command line:
The axis, using the mouse to select it on the screen.
A name for the .lon file where the data is to be stored.
A surface, select any line of the surface to be used.
Distance to the axis, this will be typed in numerically.



Other utilities

[Line .lon] Enables you to select a line and generate a longitudinal profile with it, saving the data in a
.lon extension file. The analysis is independent of the axes geometry: for each point of the line the
distance to the previous vertex will be calculated and hence a KP will be established. Then, from the
following vertex, up to the last one (obviously the first point is a KP 0). The application requests a starting
KP, which will be applied (with its sign) to all the points (if the points of the line are at 10, 20, 30 m from
each other -in 2D- and the KP of origin was 1000, you will obtain a longitudinal profile with points in the
KPs 1010, 1030 and 1060.. )

You can load this data on any axis, but you must be aware of the mistakes produced when you try to use
this longitudinal profile in the design of your vertical alignment. If the line follows the axis exactly,
everything will be correct. However, if this is not the case, you should use the utility 'project line'*, if not
you will be viewing incorrect information, as the data will refer to the line and not the axis.

* This utility projects each of the vertices on the axis, taking the KP that results from the intersection of the normal to the
axis for each vertex.

[.lon .per] A similar option to the one in the TRANSVERSAL PROFILES menu. From a
longitudinal file (.lon) the program generates a transverse profile file (.per), creating in each KP
where there is data a profile with a predefined semi-bandwidth and with a constant height equal to the
longitudinal at that point.

This option may be useful in those cases in which you need
to create a simple platform as in the case illustrated in the
picture on the left. Starting from a longitudinal (.lon file),
horizontal profiles are generated, stored in a profile file
which can be used for various purposes. One of them may
be displaying the situation relative to the ground.

*(in the illustration, the transversal lines have been obtained by
using the option LINE T available in the profile editor)

3.3.1- The format of a .lon file
The format of these files is very simple, as explained here, for the case in which the user can transform or
generate information that comes from other applications with some simple utilities.

The data is grouped together according to the following graph:

* You may modify these texts so that they can be used as notes that are drawn in the longitudinal profiles, as long as
the longitudinal has been loaded as 'TYPE L' (which, as you will see later, is used to view a longitudinal profile as marks
with text in the vertical alignment design)

0 5 32 1.830 425936.159 4484711.192 731.000 88.245 -8.146 gru_ang
0 5 32 5.720 425940.181 4484710.845 731.000 88.245 -7.067 gru_ang
0 5 32 9.879 425944.619 4484709.736 731.000 88.245 -5.161 gru_ang
Axis used to calculate the projection
Type of original data line used to be represented next to the grade line
Pk of each vertex projected onto the axis
X, Y, Z, azimuth and distance from the axis of each vertex
Text (*) that appears when the longitudinal is loaded as TIPO L


3.3.2- Optimal generation of longitudinal profiles
In the previous section we have indicated that a longitudinal generated by the interpretation of the
transverse profile data is not a faithful representation of the terrain, as you will see in the graphic examples
shown later.

The explanation is quite simple: the points are obtained in regular sequences, by default every 20 m on the
straight lines and somewhat less on the curves. Therefore, it is practically impossible, except by chance,
that any of these points intersects with lines from a ground survey surface. Furthermore, the information
obtained by a classical longitudinal profile is not faithful either, as it only generates points where there is a
cut with a given line.

In the alignment of the illustration on the left, one can observe an area
where the contour lines define a river bed which is going to be 'invisible'
with the longitudinal profile extracted from the transverse profiles.
However, the classical longitudinal profile adapts perfectly to the
terrain. (The points marked are the KP's every 20 m, the red line is
the longitudinal profile)

The objective will be to achieve a mixture of both. This is achieved
simply by loading the longitudinal profile (with the option <load> long in
the vertical alignment definition menu) after having loaded the
transverse profiles.

ISTRAM merges the good points of the longitudinal profile, preserving
the initial ones as indicated by the circles and especially the one
marked with an arrow. (The blue line is the definitive longitudinal
profile).

If you want to obtain an accurate line that faithfully represents the surveyed ground surface you can follow
this advice:

Define the surface with the largest quantity of information possible: the contour lines may not be
enough. Include any type of line that can define a change of gradient on the surface, such as the
edges of roadways, road ditch lines, streams, etc.
Check that the heights of the polylines are correct: sometimes the digitalisation is not as exact as
you think and the process produces mistakes.
Use a triangle-based digital terrain model: it is the most complete definition and the one that
ISTRAM can use the best to generate longitudinal profiles.

Conclusions

The amount of singular points that can be obtained for the extraction of transverse profiles is much greater
than that applied to obtain a longitudinal profile. This is due to the fact that with the first method you can
use any KP used in the definition of the transverse section.

The longitudinal profiles provide support information to the design, representing elements that cross with
the aligned axis and which you need to identify. Also, as you have seen, as they merge with the
interpreted longitudinal profile, they soften and correct the profile, adapting to the surveyed surface.



3.4- Utilities for the designing of the vertical alignment
Under the submenu [UTILITIES] of the side setting out and profile menu you will find several options,
some of which are specifically for setting out points and others are very appropriate to generate
information that completes transverse and longitudinal profiles or support data for the vertical alignment
design.

3.4.1- Transformation of lines into transverse and longitudinal profiles

[Lines to .per] This order generates a profile file in the .per format
projecting (on the axis selected by clicking) the vertices of a series of lines
previously selected. The distance to the axis is the KP projected by each
vertex of the line, and the height is the Z of the line.

A single profile is generated in this file, in which the selected lines are drawn
(a mining gallery, the top and bottom of a wall, the bottom of a ditch, etc.)

In fact, it represents the longitudinal profiles in transverse format.

[Lines to Axes] This order enables you to translate a 3D polyline to equivalent lines in ISTRAM
ground plan and vertical alignment design and, for example, reproduce an existing road. For each line
selected on the screen, several files are generated:

A .cej file which contains the analytical definition of a ground plan axis as a succession of fixed
straight alignments. Each segment of the polyline provides an alignment.
Files with extension .ras (with the chosen base name and axis numbers 01, 02 which correspond to
each of the selected lines) that contain the analytical definition of the vertical alignment as a succession
of fixed alignments without any agreements. These files can be loaded from the utility [Files] in the
vertical alignment design window.

This tool is very useful when there are polylines in the cartography that represent linear elements or axes
of infrastructures susceptible to being reproduced in ISTRAM for different purposes.

We are talking about piping alignments, road ditches, electrical lines,
etc. In the case of roads, the later introduction of circular ground plan
alignments and the adjustment of vertical alignments enable the quick
definition of an axis.

In the enclosed example, you can see how you have immediately
obtained a fast definition of a manifold alignment. The obtainment of
plans (longitudinal profiles) is now possible, helping the designer or the
field technicians in different tasks.

Although the ground plan calculator emits the corresponding error messages (angular points or points
without a tangent), this axis is correct and good enough to work with. Nevertheless, review the analysis
tools which at any given moment could filter data or substitute it for the corresponding circular elements.

[Long Interp] Longitudinal Interpolate requests the selection of an already existing longitudinal profile
file, and by using the last calculated setting out sequence (the data of IS#.TRZ), it interpolates data from
that longitudinal profile, writing it in another with the new spacing.

Bear in mind that this is an interpolation of the data that already
exists in the longitudinal profile. No data is taken from the surveyed
ground surface. When using the longitudinal profiles as a design
support and as diverse graphic information in the drawings, the
interpolation of these points can be an answer to many of the users
needs.



Projection of vertices of a line on an axis

[Project Line] This utility enables you to study the existing relation between an electricity line, a road
ditch or factory works, or of any cartography line, and the vertical alignment of an axis.

For each vertex of a line, a longitudinal profile (extension file .lon) which can be loaded and displayed in
the design stage of the vertical alignment is generated, enabling you to observe and use this data. It can
also be presented graphically and alphanumerically in the longitudinal profile plans.

A list is also obtained, which is the result of projecting a line over
the axis, in such a way that the deviations between both and
where they take place can be analysed.

The list also contains the maximum and minimum distances, the
point where they occur, the accumulated distance and the
accumulated height difference. This option, which was originally
developed for rail sagging, can be used to obtain the list of 3D
coordinates of any line of the cartography and its relation with the
chosen axis, informing of the KP and distances (both 2D and 3D)
to the axis.

A similar option can be found in the LIST menu in VERTICAL
DESIGN. In this case the height of the axis is used to calculate the
elevation differences (the axis therefore must have a defined
vertical alignment, since it is not possible to establish this data
otherwise).

The list called proye.res follows:

==================================================
* * * PROJECTION OF A LINE OVER AN AXIS * * *
==================================================

(Distances to the Mathematical Axis) AXIS 4
Axis
Point KP X Y Z HEIGHT DISTANC. DIST-Z D.ACUMUL L.ACUMUL DIST-3D SECTOR
----- ------ ---------- ---------- -------- -------- -------- ------ -------- -------- -------- --------
1 194.520 425941.484 4484672.806 729.466 726.742 - -5.222 2.724 5.222 0.000 5.890 . ok
2 193.289 425941.423 4484674.069 730.000 726.758 -5.186 3.242 10.407 1.264 6.116 . ok
3 190.885 425941.305 4484676.531 731.000 726.790 -5.139 4.210 15.546 3.729 6.643 D
4 187.676 425941.147 4484679.819 731.006 726.832 -5.122 4.174 20.668 7.021 6.607 D
5 182.468 425940.545 4484685.129 731.015 726.901 -4.860 4.115 25.528 12.365 6.368 . ok
......
......

MAXIMUM DISTANCE (+) : 0.000 POINT NUMBER : 0
MAXIMUM DISTANCE (-) : -5.290 POINT NUMBER : 7
MAXIMUM HEIGHT DIFFERENCE (+) : 4.210 POINT NUMBER : 3
MINIMUM HEIGHT DIFFERENCE (-) : 0.000 POINT NUMBER : 0

ACCUMULATED DISTANCE: 41.196 | ACCUMULATED HEIGHT DIFFERENCE: 30.463

Tolerance for OK or correct points

In the dialog box, a tolerance value is requested to choose the correct points (or
OK' points). The calculated 3D distance is used (to obtain this, it is necessary to
have a defined vertical alignment) and each point may have 4 values (described in
the graph on the left) A, B, C and D (in a clockwise direction) or OK.

In the above list, a distance of 6.5 m was used, and it was observed that the series of points remain in the
D sector, in other words, they are always to the left and above the existing axis.

This option enables you to compare constructive data, such as the comparison between the real axis of
the tunnel and the one designed in the project, using a small tolerance value which enables you to accept
the deviations (any point that is situated at less than 0.10 will be accepted) and therefore examine the
points which at any given moment may compromise the distances between the lining surface and the
wagons.

You decide on the usefulness of the data obtained. Depending on the lines that are used, information will
have a different meaning.


3.4.2- Other methods or resources to obtain longitudinal profiles
In ISTRAM, numerous methods are provided that enable a quick communication between the longitudinal
profiles and the vertical alignment design. The exportation utilities, file loading and transformation of data
from and to the cartography, provide a very versatile system which, with the addition of several options
which have been introduced for the design of vertical alignments, can help to solve a wide range of
problems.

Finally, the LINE T and LINE L utilities of the profile editor enable you to obtain a 3D line that represents
any element of a section calculated with ISTRAM, either using transverse or longitudinal polylines, that
enable you to create a wireframe model and therefore transfer information to conventional cartography and
consequently create its projection on any axis.

Obtaining a longitudinal profile of the platform of another axis

Although you could obtain information of an axis manually (and of any constructive element that forms a
part of it), there are several automatic devices that enable you to view and obtain information of one axis
relative to another, as you will see in the following vertical alignment design section and in the transverse
section design chapters.

After having calculated an axis and drawn its geometry in 3D, you can define a surface made up of the
lines of the wire drawing (see 'drawing modes in the chapter Plans, ground plan and profile drawing). The
longitudinal profile cut on that surface may be interesting during the stage of definition and coordination of
vertical alignments between axes that cross each other, whether at the same level (roundabouts,
junctions) or not (over and underpasses) .



3.5- General points on vertical alignment design
The work philosophy of this design phase is based on three elements, which we describe here in the form
of an introduction in order to enable the user to have a general view of the system:

Work environment, menus, graphic window and dialog boxes.

Vertical alignment definition system, alignment-based model.

Storage of design data and auxiliary elements.

3.5.1- Work environment
The VERTICAL ALIGNMENT design menu enables you to define the elevation axis, by means of vertical
alignments and parabolic or circular transition curves support. The working environment shows a view of
the design in the x-z plane in real magnitude and with a 1-10 oversizing by default, suitable to tell the
design elements apart.

The environment is similar to the ground plan and vertical design areas: a main dialog box and a fixed
lateral menu. The coordinates system changes from X,Y to KP and height, enabling the data entries to be
supplied by mouse-clicking, with the KP and height of the current position appearing in the display. The
measurements performed on the screen inform you of the distance measured, its horizontal and vertical
components, the gradient and the vertical angle.

The dialog box where the vertical alignments are defined is similar for all kinds of projects: roads, railway
and piping. For the latter, the geometric definition of wells and pipes is permitted. Consult the specific
chapter dedicated to these projects.



The ground plan alignment diagram as well as the superelevation
diagram and the position of the tilt axis are also displayed. These
and other options may be configured in the dialog box Screen,
accessible from the fixed side menu.

Display of other project axes, of other longitudinal profiles and even
the drawing of lines and symbols are quite easily controlled by the
application, storing all this data with the definition.

3.5.2- Specific snap modes for vertical alignment design
In the Reference to Objects menu (SNAPS) a number of options specifically made to design the vertical
alignment have been provided, enabling the user to use different support elements and therefore
accurately define the vertical alignment of the active axis with other parts of the project, such as other
axes, or other cartography elements to be taken into consideration.

As in other graphic areas of ISTRAM, when the selected entity is located with a certain snap mode, the
mouse cursor changes its form. Remember that this utility is combined with the value associated to [incre
Z], adding (or subtracting, depending on the sign) to the height obtained when clicking with the mouse on
the snapped objects.

[CROSSING P.] The crossing points, as you will see later, are
coordinated points (KP, z) which have been obtained by projecting the
roadway of an axis (using its vertical alignment and superelevation) on
another axis. They may also be supplied by the user with KP-height
sequences.
In order to be able to use this snap mode, these points have had to have
been loaded by the user (the crossing points are stored by ISTRAM in
files with a .PAS extension)

[PROFILE] The reference taken is the points of the ground longitudinal profile.

[OTHER AXIS] A utility of this window overlaps the cut of our ground plan axis over the platform
of other axis or axes. This snap mode takes the points of those cuts.

[OTHER LON] The cursor remains snapped to other longitudinal profiles that have been
loaded.

[DATA POINT] With this connection, you can use any of the points (KP1, Z1 and KP2, Z2) used in the
definition of the vertical alignment of any active axis longitudinal profile during the definition of another
feature (also on the active axis). This function, for example, would enable you to use vertical alignment
data from the main alignments in the definition of the road ditch.

3.5.3- Storage of definition data and auxiliaries
The definition data of the vertical alignment is stored in the .vol file of each axis, along with the remaining
design data (roadway widths, superelevations, gradients, road ditches, etc.) We also consider as vertical
alignment definition data all the associated auxiliary elements, such as other longitudinal profiles, other
axes, crossing points, other lines, etc.

When you click on the disk icon, all the vertical design data is saved in the .vol file, specially the vertical
alignment data itself. Decide on a filename before defining any data, that way you will be sure that you will
not lose any information (if no filename is defined, the default name ispol#.vol is used).

It is also possible to save this data (vertical alignment definition, crossing points and other auxiliary
elements) in intermediate or independent files, with a .ras extension, which enable you to store different
states, alternatives or simply because you wish to maintain a historical record of the design, save a
backup copy or send it by e-mail.


As you will see a little later, there are a series of utilities that enable you to load data of a specific vertical
alignment which is stored in a .ras file (left or right roadway, left or right road ditch... ) of a specific axis in
another axis or in any vertical alignment (think of all the possible combinations). This internal
communication tool enables you to move the information quickly, and is very useful in projects in which
several different alternatives are being evaluated.

ISTRAM completes the system with the possibility of importing definition data from other applications.

3.5.4- Vertical alignment definition system, calculations and results
The vertical alignment design in ISTRAM is based on the definition of vertical alignments with a constant
gradient, defined by two points or by point and gradient, for which the intersections and entry and exit
tangents are calculated, derived from the application of the parabolic transition curves entered.

The input of several vertical alignments associated to the same axis in the same environment (*) is
permitted: left and right vertical alignments (in motorways), left and right road ditch vertical alignments,
another for the median and another auxiliary one, used by some elements of the transverse section (for
example for some tunnels).

The system does not force you to define transition curves (enabling you to use polygonal vertical
alignments): you are responsible for the suitable use of the data entered, but at the same time this function
enables you to use discrete data obtained in a number of ways (for example a vertical alignment defined
every 5 m, without transition curves, can be perfectly valid to define a road ditch).

The working model is completed with a design assistant that uses tables of values and formulae that allow
you to obtain and/or check the transition curve parameters, the maximum gradient allowed, etc., specified
in the road and railway design regulations.

* In the case of piping projects, the system changes completely, offering tables for piping, wells and other functions, as
described in the corresponding chapter.

Stretch-based definition

In the dialog box, the points are defined by typing in KP and Z coordinates, from here on referred to as P1
and P2 for the KP1, Z1 and KP2, Z2 respectively. Each one of the alignments or stretches can be defined
by one of these alternative methods:

P1 + GRADIENT %: A point given by its KP and height and the gradient Gradient.Def(%)
P1 and P2: Two points given per KP and height, informing you of the gradient in Gradient Cal (%) *

* In this case, if a different value to Zero is entered in Gradient Def, the alignment becomes P1 + GRADIENT, ignoring
point P2. This singularity is useful when the gradient of a certain alignment that you wish to modify is unknown or simply
as informative data.

The gradient (in a percentage %) is positive in the case of an acclivity (increase of the height) and negative
in the case of a downslope (decrease of height). This philosophy is maintained in the reports generated by
the application.

The connection of the two stretches by means of the usual parabolic transition curves is achieved by
entering the transition curve value (KV) in the corresponding box, applying it between the active stretch
and the following one.

The system is completed with an alignment navigator, in which you may add, insert or delete data. Other
elements enable you to dynamically interact with the definition data.


Alignment calculation

With the defined data, the user can calculate the vertical alignment while they are entering the data, and
after an inspection and validation, you may go on to the following design stage, which consists of the
transverse section definition.

3.5.5- Vertical alignment and longitudinal profile display
As you will see in the corresponding chapter, the longitudinal profiles of the ground or of other elements
(specific longitudinal profiles that represent a certain entity, such as an electricity line, another axis, a road
ditch, etc.) can be loaded and displayed as a line or as marks in the vertical alignment design window.

Also, it gives the user the possibility of drawing their own data (lines, symbols) and that together with the
vertical alignment, the ground and the auxiliary longitudinal profiles may be used as support both in the
design phase and in the result presentation. Numerous utilities that allow you to use this data are offered,
such as the possibility of using specific snap modes, test the height difference between the longitudinal
profile and our vertical alignment, etc.

Special attention to be given to projected longitudinal profiles

Bear in mind that point projection is performed horizontally. Depending on the distance to the axis and the
superelevation that the roadway may have, there will be a certain distance between the height difference
in the axis and the real difference, depending on the 2D position of each point of the projected line. In
other words, at 10 m with a 2% superelevation, you will have to accept an extra 0.2 m (positive or negative
depending on the sign of the superelevation) if you want the edge of your roadway to be supported on the
data element (for example, a kerb).

Generation of plans with longitudinal profiles

The drawing of the longitudinal profiles is carried out in unison with the vertical alignment and transverse
section. It is described in depth in the chapter Plans, drawing of ground plans and profiles.



3.6- Vertical alignment definition and calculation
3.6.1- Vertical alignment design floating window
The selection of the axis with which you are going to work with, using the selector VERT. ALIN. AXIS: [
], implies several considerations regarding data loading. You must remember that the design data is stored
in a .vol file for each axis, and this information is kept in the .pol file which also has associated to it the
ground profile file of each axis.

The change of axis implies the automatic loading of new data, not before warning the user so that they
may cancel this possible loss of data.

By default, the axes are linked to a .per profile file; this association can be modified by loading another
data file using the option [Trans <Ld> Long] (or from the project window that enables you to
associate each axis with a profile file).

Two options enable the mode in which you are going to see the information and supply it to be set up:

[Click/by Coor] When clicking on any of the values KP1:, Z1:, KP2:, Z2:, its definition is
activated, which can be carried out graphically by mouse clicking (clicking) or typing in the data
(by Coor).

Ver/Hor: [10.000] Allows you to modify the relation of vertical/horizontal scales to highlight the
ground relief on the longitudinal profile definition screen. Its value, by default, is 10:1.

Single or double vertical alignment (Roads/ motorways, single/double track)

The use of the option N ROADWAYS [1/2] [SAME/DIFFERENT] allows you to decide if the road
alignment is a conventional road, with a single roadway or if it is a motorway with two separate roadways,
divided by a median. In the case of railways, it is also used to define if it is a single or double track. When
you click on the option, it switches between [1] or [2].

In the case of [2] roadways, the longitudinal profile that is defined is applied to the interior edge of each of
the main roadways. This situation can be changed with the [SAME/DIFFERENT] button:

[SAME]. In the case of a motorway, the longitudinal that is defined for the right roadway will also be
applied for the left. [DIFFERENT] Enables you to define different longitudinal profiles for the
two roadways.

To select the side in which you want to enter or collect data from, simply click on the button 'CURRENT:
[RIGHT/LEFT],* In the case of a single roadway, the right' roadway is considered to be the active roadway

The defined height is applied over the platform in the ground plan axis for single roadways and the interior
band of each roadway in the case of motorways. This position can be modified or displaced by using the
option tilt axis' (in the design of the transverse section).



Alignment navigator

This enables you to select the stretch of vertical alignment which is to be defined or modified, as well as to
delete or insert data. By default, there is always a piece of data, even when it is an empty one.

You may also select a vertical alignment graphically by clicking on one of its data points, which will
change to the current vertical alignment. The current vertical alignment is presented in yellow, with a small
circle on its data points that makes it stand out from the rest of the vertical alignments.

With the [+] [-] keys you may advance or move backwards, also being able
to directly type in the number of the alignment you require.
[Add] Enables you to add a new stretch of vertical alignment
following the last defined one, regardless of the stretch you are
currently situated in.

[Insert] Enables you to insert a new stretch of vertical alignment following the current stretch,
automatically renumbering the remaining stretches.

[Delete] This enables you to delete the current vertical alignment stretch, now defining as current
the one that was before this. In other words, if you delete the alignment 6, the number 7 will now become
number 6, 8 will then be 7, 9 will become 8... This means that if you click on it several times you can delete
a whole series of stretches.

Longitudinal navigator

As we have said before, ISTRAM enables you to associate and define several vertical alignments to the
same axis. The element definition is identical for all of them: a succession of straight stretches and
transition curves.

The most usual situation is a motorway with two different vertical alignments, one for the right and the
other for the left, but you may also define the vertical alignment of both road ditches, the median and an
auxiliary vertical alignment which may be used for several purposes. In the longitudinal profile and
alignment navigator there is a button that enables you to access each element, as described in the
enclosed illustration.

In the particular case of the vertical alignments for the median and road ditch, it is applied in those projects
in which the height at the bottom of the road ditch (or the median) has an independent definition to the one
obtained geometrically from the sides of the roadway.

On both cases, in the vertical design dialog box in the case of the median and road ditch definition, the
mode [by Longitudinal] should be activated, then the depth of the median and the road ditches will be
calculated with the height obtained from each of the defined vertical alignments. *

* In the menu [LISTS], at the same time the road ditch report is generated, you may obtain a *.lon or a *.ras of the
ditches directly.


Once we have selected the longitudinal that we want to define, we may start entering the data in the
consecutive alignments. Each alignment may be defined by two points or by one point and a gradient, and
as we have mentioned earlier, a navigator enables you to add, delete or select alignments.

The dialog box is shown below, describing the meaning of the different keys and boxes to enter data.

KP1: [0.000000] Z1: [0.000000] These define a crossing point on the current vertical alignment. If the
definition is made graphically or [clicking] (the default mode), when touching any of the text boxes where
the KP and height are written, you will be asked to click the points graphically on the screen.

KP2: [0.000000] Z2: [0.000000] These define the second data point of the current vertical alignment.
When positioning it on the screen, the vertical alignment stretch is displayed in yellow and the program
offers you the value of the calculated gradient.

When the mode "by coordinates" is activated, the values of the "KP1" and "Z1" are given
independently by the keyboard, if the mode by clicking is activated, mouse input is enabled, and the
user can take advantage of the vertical alignment design specific snap modes, such as: "CROSSING P.",
"PROFILE", OTHER AXIS, OTHER LON. OR DATA POINT.

In this last case, the value associated to [Incre Z:] is added to the clicked on height in order to
obtain the height of the points P1 or P2. This option enables you to preserve clearances, or simply find
support in initial information such as the data of another road alignment, electricity lines, underground
piping, etc. represented by their previously loaded longitudinal profile or crossing points.

[PREVIOUS VERTEX] Takes as a point KP1: Z1: the value of KP2: Z2: of the previous vertical
alignment, so that this point is the vertex of the transition curves between both vertical alignments. This is
the fast method of insertion of the different alignments when they are supplied by consecutive vertices.

Cal. Gradient (%): <0.00000000>
Calculated gradient. When positioning the two
points of a stretch of vertical alignment, the
program automatically calculates this value.

Def. Gradient (%): [0.0000]
Defined gradient

If this variable has a value different to zero, it is
assumed that the vertical alignment passes
through the point KP1: Z1: with the gradient
defined by the user and the KP2: Z2 values
are disregarded.

The defined gradient has priority over the
calculated gradient. The value is entered in %.



KP and vertical alignment height definition by clicking on the ground plan

The program offers the possibility of defining the KPS and heights of the vertical alignments by clicking
graphically its position on the ground plan.
The procedure will be to first situate ourselves in any VERTICAL DESIGN submenu:

Drop down the display of vertical alignments [V.al.].
Click on the option [DATA] on this view to deploy the vertical alignment dialog box.
Add a vertical alignment or modify an existing one.
In the graphic mode, select the value of the KP or height in the vertical alignment dialog box.
Click its position in the general window of the ground plan.

The algorithm projects the clicked point on the axis and returns the KP and current height (according to the
snap mode selected).

3.6.2- Definition of vertical transition curves
The vertical transition curves enable you to perform parabolic or circular transitions between the defined
vertical alignments. The user can define the curve parameter, either by directly entering its value or leaving
the program to automatically calculate it according to other geometrical data, as you will see later

v
K
x
y
* 2
2
=

L
K
v
=

All the data is calculated according to what is described in the
enclosed formulas. (The first describes the vertical axis parabola and
the second the relation between L, K
V
and the algebraic difference of
gradients)

Parameters to define the transition curves

[KV / Radius]
This button (situated next to DEF) enables you to switch between two possible methods to define the
vertical transition curves, using vertical axis parabolas defined by its Kv (the radius in the vertex) or circular
transition curves defined by its radius.

The transition curve can be defined by its Kv parameter, according to its length, position of the angle
bisector and by a cross point (according to KP and height)

ISTRAM offers an option box which unfolds when clicking on the
corresponding bisector with the mouse.

When you click on each of the possibilities, the corresponding calculations are
made so that the value associated to the new type does not modify the transition
curve, enabling the user to note down the initial value before starting to perform
any modifications.

[Long] A variation of the entry, exit or gradient points will mean a modification of the Kv, preserving the
length or viceversa if the parameter has been used instead of the length.

[Bz:] : by a difference of height between the vertex and the calculated vertical alignment or angle bisector.



[KP,Z:] : depending on the crossing through any given point (KP and height)
In this case, the selection can be made graphically by clicking, and it will be drawn on the screen as a
small yellow square. If a KV is selected by table in one of the following options: [ONE POINT], [Crosses
P1], [Crosses P2], [Crosses next P1], [Crosses next P2], the selected point goes to the data [KP,
Z:].

ISTRAM always stores the mode corresponding to the entered value, and so for each transition curve it is
always possible to view the data used for the definition (and not the corresponding KV).

Tabulated or by geometrical type values

When clicking on [T] with the option [KV], the program drops down a menu that offers you several
possibilities to select some typical values and several modes to calculate the Kv necessary for certain
geometrical conditions to be complied with. If the definition of the transition curve is activated so that it is
defined by its length or other method, the choice of values offered by the drop-down box offers the
corresponding value. *

Preset values: [500], [1000], [1500], [2500], [5000], [10000], [15000] or
[20000].
[OTHER KV]. To enter its value with the keyboard.
[LENGTH]. The length is entered and the program calculates the KV according
to the vertical alignments that it joins.
[NORM]. Drops down a table with the minimum and desirable values
calculated from a vertical design table *.dia. This has the same effect as the
[N] button.
[BISECTOR]. The value of the bisector in the vertex.

The following entries enable you to use the definition points and calculate the
corresponding parameter, calculating the Kv to comply with the following
suppositions:

[ONE POINT]. The parabola passes through a given point, picked by KP-
height (clicking/keyboard)
[Crosses P1]. The transition curve will come out as a tangent at point KP1, Z1
[Crosses P2]. The transition curve will come out as a tangent at point KP2, Z2
[Cross next P1]. The transition curve will arrive as a tangent at point KP1, Z1
of the next vertical alignment.
[Cross next P2]. The transition curve will arrive as a tangent at point KP2, Z2
of the next vertical alignment.
[Prev Exit Tg]. The transition curve will come out as a tangent at the end of the
previous transition curve.
[Next Entr Tg]. The transition curve will come in as a tangent at the entry of the
next transition curve.

When clicking on the button [KV], it will switch to [Radius], which enables you to enter circular transition
curves. For this type of transition curve, when you click on [T] the same options as in a parabolic curve
case are activated, as well as this one:

[PIPE LENGTH]. Enables you to give the real length measured by the circumference arch.
In this case, the options [Prev Exit Tg] and [Next Entr Tg] will not appear. (They are used in the definition
of piping projects)

Values according to design norms or standards

When you click on the [N] button, a dialog box with the minimum and desirable values calculated
according to the data that appears in the elevation table *.dia is dropped down. The values that will be
used (out of the many calculated according to the table), appear highlighted with an asterisk ( * ). The
design tables are also used to review the defined vertical alignment, as you will see later.



In those areas where the conditions for the calculation of these
short transition curves is not reached or gradient does not
change (the last alignment), the Kv will appear as void.

When transition curve by length is activated, the values offered
will not represent the Kv but the length.

Short transition curves: The American Norm AASHTO.
They are calculated when the length of the curves in the general
formula is below the Stop Distance but above a length equal to
the project velocity. In this interval of values, shorter curves are
achieved by using this norm.

Let us not forget that the association or link with the design tables is performed in the corresponding entry
box of the ground plan dialog box, as shown in the enclosed illustration.

It is advisable to remember that the definition of
the design tables (both ground plan and
vertical design) to be applied on each axis, is
stored in the .cej file.

Selection of default parameters to be used in the creation of alignments

When you click on the key [DEF.] a dialog box drops down, enabling you to define if the transition curve is
to be defined by parameter, length or bisector and the corresponding values, helping you to quickly enter
average values added by the program at the same time the alignments are added. If a new vertical
alignment is inserted, its transition curve is created with the default values. If a vertical alignment is added
at the end, the default values are applied to the previous vertical alignment, only if its value is still at cero.

When you select None, the value of the transition curve with
the previous vertical alignment is not changed.

If you insert a new one, it acts the same way as when you
select KV.

This utility may be suitable in initial studies such as informative type projects, in which the initial objective is
to develop a quick roadway alignment that enables you to obtain a smooth alignment, without any angle
drops. Another use is to provide minimum' transition curves and therefore be able to immediately observe
the elements that at any given moment may compromise the insertion of suitable parameters.

Automatic adjustment of vertical alignments for junctions

The definition of junctions between axes, as in the example of a trunk road and a ramp, involves the
necessary connection in height and superelevation. When you click on the key [Junction] a series of
calculations are carried out, with the aim of inserting one or more vertical alignments in the active axis,
which must obviously be the ramp, and therefore guaranteeing the geometric continuity of the platform in
the common area between the trunk and ramp. To achieve the continuity between the initial definition and
the deducted vertical alignments, a transition with a double parabola is inserted between the defined
vertical alignment and those that have been inserted, or a single parabola if one with a greater length than
half of the proposed transition fits. The necessary data is defined in the ramp from the 'Junctions entry
available in the Vertical Design menu.

In all cases we suggest that the user consults the chapter Complex calculations, crossroads and junctions
which covers in-depth all the casuistry related to this type of calculation.


3.6.3- Calculation, geometric resolution and reports
When you click on the Calculate button, all the calculations are made and the result is drawn on the
screen, showing alphanumerical information associated to each curve with the following data:

L and Kv : length and parameter of the transition curve
Pe / Ps : entry and exit gradient
KP and Height: for the entry points, vertex and exit.

If there are any overlaps between two alignments, a
red tag which informs you of the error appears.

The drawing system is similar to the one existing in ground plan design: redrawing does not take place
between one calculation and the next, so you can observe different alternatives (until a refresh is produced
using the key 'redraw' or with the dynamic zooms made by the wheel of the mouse)

As a result of the calculations, a rasa.res report is generated which contains the definition data which has
been entered and that obtained by the calculation made by ISTRAM, informing of the position ( KP ) of the
tangency points of entry and exit of each curve, the gradients obtained and the highest and lowest points
of the vertical alignment.

The second part of the list provides information of the height for each KP (created with an interval of 20 m
in which the tangency points are highlighted), as well as the gradient and type of element (ramp or
transition curve)

=================================================
* * * STATE OF THE VERTICAL ALIGNMENTS * * *
=================================================

GRADIENT LENGTH PARAMETER VERTEX ENTRY INTO CURVE EXIT FROM CURVE BISECT. DIF. GRADIENT
( % ) ( m ) ( kv ) KP height KP height KP height ( m ) ( % )
------------ ------------ ------------ ------------ -------- ------------ -------- ------------ -------- ------- -------
-4.227 1044.292
-8.051101 34.819 1000.000 148.577 1031.990 131.168 1033.391 165.987 1031.194 0.152 3.482
-4.569216 116.780 1000.000 584.522 1012.070 526.132 1014.738 642.912 1016.221 1.705 11.678
7.108788 802.276 1027.550

=================================================
* * * POINTS OF THE AXIS IN ELEVATION * * *
=================================================

KP TYPE HEIGHT GRADIENT
------------ ------------ ------------ ------------
0.000 Gradient 1043.952 -8.0511 %
20.000 Gradient 1042.341 -8.0511 %
40.000 Gradient 1040.731 -8.0511 %
60.000 Gradient 1039.121 -8.0511 %
80.000 Gradient 1037.511 -8.0511 %
100.000 Gradient 1035.901 -8.0511 %
120.000 Gradient 1034.290 -8.0511 %
131.168 Entry tg. 1033.391 -8.0511 %
140.000 KV 1000 1032.719 -7.1679 %
160.000 KV 1000 1031.486 -5.1679 %
165.987 exit tg. 1031.194 -4.5692 %
180.000 Gradient 1030.554 -4.5692 %
200.000 Gradient 1029.640 -4.5692 %

If the option [Setting out with 6 decimal points] is activated in the LISTS menu, the rasa.res list is generated with 6
decimal points in KP and Height and 8 for gradients.



3.6.4- Dynamic or interactive modification of the vertical alignment

In a similar way to what happens in the ground plan
design, there is a possibility of modifying the vertical
alignment interactively, using the mouse and moving the
data points of the vertical alignment so that the way it
varies the design can be observed on the screen.

All the options work depending on the detected KP when clicking with the mouse on the screen, whether
it is to select and move or to insert points. The interactive mode remains active until any non graphic part
is clicked upon, for example the buttons [calculate] or [draw].

MOVE [:] Enables you to move a defined vertical alignment interactively along two points (KP1,
Z1) and (KP2, Z2) to a position parallel to it.

MOVE [P1] [P2] [V] Enables you to move the initial point, the final point or the vertex, keeping
the gradient values and the KV as well in the latter case (and the defined gradients if required). A click
enables you to pick up point 1, point 2 or the vertex, and once it is moved with the cursor, a new click
means that the KP-height values will be accepted. This mode remains active until you click on any different
part of the graph window, for example the button [calculate] or the value of the KV parameter.

MOVE [Te] [Ts] Enables you to move the entry or exit tangency point of a vertical curve
interactively, keeping the transition curve fixed in place and sliding the vertical alignment along it. In
the end, the vertical alignment will be defined by point and gradient, with the point (KP1, Z1) being equal to
the entry or exit tangency point respectively and the gradient being the one that corresponds to the
transition curve at this point.

[Ins.V] This option inserts a vertex interactively; the procedure is to previously convert the current vertical
alignment to a vertical alignment defined by two points, making these two points coincide with the previous
vertex and the following vertex. Therefore, when you insert a new vertex, the previous one and the
following one do not modify their position.

At that moment, the application behaves exactly the same as the option MOVE [V]

[Remove V] Enables you to interactively remove a vertex by clicking with the mouse on the
vertex you wish to delete.

Displaying the modifications in real-time

The interactive modification enables you to also observe the transverse profile of the project (assuming all
the data is defined) as can be observed in the illustration. The real transverse section is shown in the KP
of the closest profile to the point which is initially clicking upon. (The selected KP must be within any of the
defined calculation stretches, in other words where the data is not extrapolated).

This function is only possible if the options Profiles in RAM and Profiles (accessible in the drop-
down STATUS menu) are checked.



3.7- Extras and help tools in vertical alignment design
These help tools or extras are managed by several utilities and options which are accessible from the side
menu. They allow you to set up the display mode of the graphic screen and control loading and saving
information related to other elements (other axes, other points, etc. ), which may also be displayed in the
plans that you will develop later.

The communication with data stored in external files, the importation of vertical
alignment definition data made with other software and the handling of this data
may be carried out using some of the options offered in this menu.

All the information uploaded and controlled from this work area is stored in the .vol,
file and can also be stored in an intermediate storage file with the .ras extension.

Like other design areas, bear in mind that the data will only be stored when you
press on the save button or the disk icon. You can switch the axis quickly to check
any particular data, but remember that this may cause a loss of data (if changes
have been done).

As we already mentioned before, we have included the possibility of using the
parameters defined in the vertical design tables to check that the vertical alignment
and vertical transition curve definition adapts to what is specified, displaying error
messages that warn the designer of the alignments or transition curves that go
beyond the established control values.

3.7.1- Fixed side menu, general options
The first part of the utilities are of general interest, affecting the graphic display of the working
environment, enabling you to enrich or simplify the screen depending on the level of zoom or
the kind of work stage in which you find yourself: you decide which elements are to be
displayed.

The upper keys [EXIT] [Full] [Zoom] [Prev] [Redraw] [Pan] act upon the display of the screen
and work in the same way as the rest of the application.

[Info] Activates an echo on the graphic screen which shows, depending on the position of the mouse,
the following data: KP, vertical alignment height, gradient, level difference, superelevation and transverse
section.

*They are shown if they are defined in the corresponding vertical design section

Generating of longitudinal profile plans profiles

- Terrain and grade line
- Other longitudinals, other axes, other points...
Uploading of other longitudinals,
other axes, other points....
Grade line definition


Vertical alignment graphic screen, display options

The display mode of the graphic screen can be set up, working with several options, and is accessible by
clicking on [SCREEN] , which unfolds the following options.

[Grid] Enables you to activate/deactivate the KP, Z grid.

[Grid Density] Enables you to switch between two grid
modes, one denser than the other.

Notice how, depending on the level of zoom, the equidistant grid
display adapts automatically, showing lines every meter in large
scales and descending to even centimetres and millimetres in
scales close to 1/1

[Grid Colour] Enables you to switch between two
sets of grid colours. In the default mode it uses colours 52
and 53 of the palette, which may be changed by the user.

[Superelevations] This activates or deactivates the drawing of the superelevation diagram just below
the diagram of the ground plan axis alignments. The option [Tilt Axis]* behaves in the same way.

* If the tilt axes do not vary their position throughout the whole axis (the default scenario) they will not be shown, in the
illustration above you can see those that belong to the left and right roadway of a motorway.

[Long/Short] This extends the singular KPs of the ground plan diagram over the vertical alignment. It
is used as a graphic support to design the vertical alignment. When activating the long reference of the
singular ground plan points, a connection to the KPs of these points is activated automatically.

[Overlaps] This enables you to modify the tolerance used by the program to display the existence of
overlaps between vertical curves. Negative values are accepted, the default value being 0.002 m.

[Structures] This enables you to view the defined structures (in the STRUCTURES menu) and the
Factory Works on the VERTICAL ALIGNMENT screen.

[Other surfaces] If the ground transverse profiles contain more than one surface, the longitudinal profile
of these surfaces will appear. (The option [ ] Profiles in RAM must be checked).

[Vertex tags] Controls the display of vertex tags. This option is useful when there is too much
alphanumerical information (especially in long axes and in a large scale)

[High and low points] Enables you to display the high and low points of a vertical alignment.

[Review the instruction] Reviews the instruction on each calculation.

[Vertex w/o transition] This gives you the possibility of activating or deactivating a small vertex tag in
the vertices without a transition curve with the following information: KP, Z, entry gradient and exit
gradient.

[Point table] This gives you the possibility of activating or deactivating the graphic display in the point
tables from this menu.

The status of these options is saved in the configuration file ispol.cfg.

Remember that this configuration only affects the working environment; the plans with longitudinal profiles
are generated using other tools that do not take into consideration what has been defined here.



3.7.2- Fixed side menu, loading-unloading of terrain and data
As we mentioned before, the displaying of the longitudinal ground profile is obtained by using the ground
height in the axis found in the transverse profile file. These files are automatically 'linked' to each axis of
the project when you create each axis ground profile files (from the transverse option in the setting out
and profile menu)

Given that on certain occasions you may wish to load other types of ground data (perhaps a longitudinal
profile with the current status of the works), the necessary tools to load and save information from and to
other files are provided.

[Trans <Ld> Long] "Load Transverse Profiles" Enables you to load a transverse ground profile file
to calculate ground movements. The height on the axis of each transverse profile is taken from this file and
the longitudinal profile of the on-screen ground is built with this data.

When loading a transverse profile file, the name of this file is included in the [PROJECT] table, but
remember that it is only associated 'temporarily', and for it to become a definitive association you must
save the .pol file.

No data can be loaded from a file that has been generated for another axis, in that case ISTRAM will ask
for confirmation to switch to the new axis, which can mean a loss of data.

If, in the [PROJECT] table, the current axis already has a transverse ground profile file assigned to it, it will be loaded
automatically when switching the axis.

* If you have data in the REINFORCEMENT TABLE, the ground profile takes on the following colours: White in the
RECONSTRUCTION area, Red in the CUTTING + REINFORCEMENT area and Magenta in the REINFORCEMENT
area., anyway this subject will be described in depth in the chapter that corresponds to Widening and Improvement
Projects

"Load Longitudinal Profile" Enables you to load a longitudinal profile file *.lon. directly as the
ground profile.

If it is loaded after a transverse profile file,
its data merges between the transversal
profiles and its details are added (cuts in
the rural roadways, streams,...),

The section optimal generation of longitudinal
profiles, which has already been described, goes
into this subject in depth.

Unloading of data associated to the vertical alignment

When you click on the option [Delete], a menu with several options drops down, enabling you to unload,
according to its type, the different data that may be loaded (or present on the screen)

VERT. DESIGN.: Deletes all the defined vertical alignments: right and left
roadway, road ditches (left and right) , median and auxiliary longitudinal
CURR. VERT. ALIN.: Deletes all the vertical alignments of the current
longitudinal profile, i.e. if the vertical alignment of the roadways is active, then
these are deleted; if on the other hand the definition of the road ditches is
active then this data is deleted.
GROUNDS: Deletes the transverse profiles, the ground longitudinal profile
and other existent longitudinal profiles.
OTHER LONG.P., OTHER AXES: Deletes all the longitudinal profiles and
references to other axes which have been loaded. If you wish to carry out a
selective deletion, use the delete option associated to each of the elements
CROSSING POINTS: Deletes the crossing points.
OTHER LINES: Deletes all the existing lines (drawn with the line editor on
the vertical alignment). You may delete them one by one using the editor.
PROBES: Deletes probes.

ALL: Deletes all the loaded data: vertical alignment definitions, other loaded longitudinal profiles,
information regarding other axes, etc.


3.7.3- Utilities to create, handle and analyse vertical alignments
A series of tools are grouped together in the 'submenu [TOOLS] which allow you to handle, transform,
analyse and generate vertical alignment definition data. These are as follows:

[Disp Profiles] This shows the transverse profiles of the file that has been
loaded on the screen. If there is sufficient data, it shows the whole platform. By
clicking on the right hand side of the button, all the profiles appear one after
the other. Clicking on the left, the user must press <RETURN> to advance. In
both cases <ESC> aborts the operation before the end of the process.

[Invert Axis] This reverses the direction of the vertical alignments, always
assigning KP=0 to the first point. This can be modified with the option Add KP.
Remember that the vertical alignment data must be compatible with the ground
plan data (and consequently the transverse or longitudinal profiles obtained).

[Copy] This enables you to copy a vertical alignment definition with an origin
and destination in any of the possible: left and right roadways and road
ditches, median and auxiliary. In other words, you may copy the right vertical
alignment over the right road ditch with the aim of later carrying out the
necessary modifications and therefore obtain a quick definition of it.

[Vertical alignment->.lon] This generates a longitudinal file *.lon from the
current vertical alignment, using the same points generated in the vertical
design axis report: multiples of a value, entry and exit tangents to the transition
curves and high and low points. The type of points that are generated (vertex,
ramp, high or low point) is saved so that this longitudinal can be loaded as a
mark.

Creating a vertical alignment, maintaining a fixed height relation with regards to the original terrain

In some projects it is necessary to maintain a certain vertical alignment height - ground height relation, as
in the case of reinforcement or improvement, or because it is necessary to maintain a reserve distance
with regards to a conduction, electricity line, etc. This situation is solved by ISTRAM with the option [On
Ground], which enables you to define a vertical alignment stretch adjusted to the ground longitudinal
profile.

By using this command, the calculator
substitutes the Current Vertical alignment
for a series of vertical alignments without
transition curves, in a polygonal form.

The application inserts data obtained from
the current ground in the present definition
(using the initial and final KP) to which a
height increase is applied (fixed or according
to table* ) ,

The value of the transition length is used to connect' the new data to the previous definition (if this did not
exist, then obviously no transition will be performed).

*For Widening and Improvement projects (please consult the corresponding chapter), if there is data in the
REINFORCEMENT TABLE, the increase in height is obtained from this according to the type of action: In the case of
REINFORCEMENT dz=Thickness of the Reinforcement, in the case of CUTTING + REINFORCEMENT dz=
Reinforcement ThicknessCutting Thickness, and in the case of Reconstruction dz=Rise.

Remember that the terrain is the last one loaded, so you may temporarily load a specific longitudinal
profile, carry out the necessary operations and reload the original terrain.

There is also a more specific option for widening and improvement projects, which takes into consideration
the superelevations which have been defined for the new roadway, as you will see as follows.



[Minimum heights] Vertical alignment with a difference of minimum heights throughout the
platform

This procedure is only applicable to roadbed reinforcement projects. The option asks for the minimum
reinforcement thickness, and builds a vertical alignment so that the difference of height between any point
of the platform that is designed and the platform to be preserved does not force you to do a scarification in
each profile.

For this process to be successful it is necessary that the existing or previous roadway is defined in the
loaded terrain (with the roadway edge lines) and of course, there must be a definition of the roadway
widths which are to be projected and superelevations so that the program can solve the given problem.

In the case of two roadways with different vertical alignments, the modification only affects the Current
Vertical alignment, so it will be necessary to apply the procedure twice, changing the active vertical
alignments and perhaps the ground which is loaded by the transverse profiles.

* For Widening and Improvement projects (the user should consult the corresponding chapter), if there is data in the
REINFORCEMENT TABLE, the increase of the height is obtained from this according to the type of action: In the case
of REINFORCEMENT dz= Thickness of Reinforcement, in the case of CUTTING + REINFORCEMENT dz=
Reinforcement Thickness Cutting Thickness, and in the case of Reconstruction dz= Rise.

Moving or handling vertical alignment data in KP or in height

Here, ISTRAM offers the possibility of moving and 'raisinglowering an interval of the active vertical
alignment data, requesting the initial and final KP where the modifications are to be applied.

These options are very useful when it comes to analysing different road alignment alternatives, enabling
you to handle and obtain quick design variations.

[Add KP] This enables you to add or subtract a fixed value ( KP ) to the definition data. When the
axis is shortened or extended due to a modification of a ground plan alignment, this utility can be used and
this way you will not have to redo the vertical alignment definition. For example, suppose the modification
of the radius of a curve has increased its length by 43 m. If you know the previous final KP it is easy to
transform the vertical alignment definition so that it respects the initial road alignment. *

[Add Z] This adds or subtracts a fixed value (Z ) to all the definition points. The data can also be
provided by means of a .pkz file**
The program raises/lowers the height of the vertical alignment data points according to its KP, interpolating
the value of the corresponding height increase if necessary.

*The option Project .vol" from the VERTICAL DESIGN menu is more complete than add KP, since it uses the data of
the two ground plan axes (the old and new one) to project each and every one of the vertical alignment and the
transverse section definition data from the old one to the new one.

**The .pkz file is an ASCII file with a list of KPs and heights (in two columns). These files can be created manually, but
remember that they are also generated by the utility generate .pkz which we will explain a little later



Analysing and obtaining vertical alignment information

[Compare v.alin.] This generates a report
(CONSULT.res) with the height of the right and left
vertical alignments and the difference between both.

If you wish to compare two alternative vertical
alignments for the same axis, you may load a vertical
alignment stored in a .ras file with the option
[FILES][Load 1][Right Left].
Remember not to save or replace any of the initial
information. The picture shows the format of the report.

[Z by KP] This returns the vertical alignment height, the gradient, the level difference and the
superelevations for a typed-in KP within the vertical alignment definition range. The results of the query are
displayed on the screen and a report is also generated, linked to other reports made during the same
session (CONSULT.res).

This information disappears when the
screen is redrawn or refreshed, for
example, when doing a zoom or moving
with the mouse.

[Level dif] This returns the same information but for a stretch of KPs and an equidistance. Only the
report is generated, no information is given on the screen.

The equidistance may be treated in two ways:
List the initial KP and the final KP and the multiples of the equidistance. If you enter an initial KP
of 163, and MULTIPLES of 20. it will be listed as: 163, 180, 200, 220, etc...
List the initial KP and final KP and the intermediate points adding the equidistance from the initial
KP. If you enter an initial KP of 163 and EQUIDISTANCES of 20, it will be listed as: 163, 183,
203, 223,...

The entering of the KP's can be made by an ASCII file with the extension .pks which displays a column
with the different KP's that you wish to calculate.

[Generate .pkz]. This option enables you to generate a file (KP, Height) from the ground profile. As it is an
ASCII file, it can be edited and modified at will.*

* To generate a .pkz file with the vertical alignment data or from a .lon file follow these steps:

Delete the terrain [Delete]
Change the Vertical alignment into a Longitudinal alignment [Vertical alignment .lon]
Load the .lon previously generated as a profile [<Load>long]
Generate the .pkz file [.pkz].



3.7.3.1- Utilities, automatic generation of vertical alignments for roundabouts
When you click on the order [ROUNDABOUT], the VERTICAL ALIGNMENT menu opens up a dialog
box with specific options to calculate a roundabout* whose vertical alignment passes through three points,
with the aim of defining a ground plan that favours its continuous draining.

*In the GROUND PLAN you must have a roundabout axis defined given by a circular alignment

The option see sinusoidal draws the corresponding profile, enabling you to compare the similarity of the
data calculated using parabolic curves and the real sinusoidal form. There are certain differences in the
height, around 1 cm for gradients less than 1 % and 3 cm for gradients between 3-4 %, and which logically
are unavoidable given that a parabolic curve cannot represent the sinusoidal form with 100% efficiency.

When you click on the button 'generate, the necessary data to
define the vertical alignment is calculated automatically, so that
the axis in the ground plan is defined by the three points given
by its KP and height.

The calculated sinusoidal vertical alignment is approximated by
vertical alignments that pass through the points of maximum
gradients and maximum ramp with the necessary parabolic
transition curves that pass through the high and low points of
the plane.

The standard method leaves a straight vertical alignment stretch between the curves, whose length is
calculated automatically, on creating the curves by crossing point (option KP, Z). The option only curves
eliminates these straight or uniform stretches, creating parabolas that touch in the points of tangency.

This second option is more aesthetic; but the gradient in the points
of tangency is greater and the resulting vertical alignment moves
further away from the mathematical sinusoidal, as you can see in
illustration below.

The polyline number 1 represents the sinusoidal, number 2 the
vertical alignment created by the standard method and number 3
the vertical alignment with pure transition curves without any
straight stretches.

[] Only Curves The utility to generate the vertical alignments of the roundabout with three points now
enables you to adjust the plane only with parabolic transition curves. However, this approximation is
always worse and it gives a gradient above the plane maximum at the points of maximum gradient.

[] See Sinusoidal This option enables you to see the real intersection of the ground plan with the guide
cylinder being the axis of the roundabout. This enables you to graphically quantify the error produced
when using one of the two possible solutions.
If you want to compare simultaneously the two solutions with the sinusoidal, you can first calculate one of
them, copy the right vertical alignment over the left one (Activate 2 DIFFERENT VERTICAL
ALIGNMENTS) and recalculate with the other solution.

The VERTICAL ALIGNMENTS for ROUNDABOUTS utility also generates a superelevation law, which
corresponds to the plane that the three points define.
Data is created for every 10 grads, passing through the points of maximum gradient and ramp
(superelevation 0) and through the high and low points (superelevation = maximum_gradient).



3.7.4- Other longitudinal profiles, other axes and crossing points

Obviously, on many occasions it is interesting to be able to see other
longitudinal profiles on the same work plan, profiles that represent specific
elements that you must analyse. ISTRAM offers the necessary tools to control
the loading and unloading of these elements.

When the longitudinal profile plans are generated, the tools that allow you to
use this information are also offered.

All this data is saved in the .vol file, so that when you go back into the same
project and select the same axis, these are loaded automatically.

The data of the information that is loaded can be used with the snap modes, so that, together with the
option [incre Z], they enable you to define vertical alignment stretches that have an exact relation with the
elements loaded by the user.

[OTHER LONGITUDINAL PROFILES]

This tool enables you to load the .lon or longitudinal profile archives generated
by the program to be displayed next to the ground profile, as parallel lines, of
other surfaces, 3D lines projected on the axis, etc.

There is no load limit and the application is not affected if you load the same
profile in two different ways.

There are two ways of displaying this information:
as polylines or as marks.

[Polyline] This represents the data as another
longitudinal profile.

[Mark LType]
This marks each line that the longitudinal profile
cuts on the ground plan with a vertical trace. The
name that each line has is used to be made into a
label, enabling you to identify easily the passing
over rivers, paths, railway lines, etc. *

[Remove Long] Deletes each of the loaded
longitudinal profiles one by one (from the last one
to the first), either as a polyline or mark.

* Remember that the longitudinal profiles are generated
by cutting the defined lines on the active surface

Each longitudinal remains conceptually loaded as number 1, number 2..., an order that will be
considered when they are loaded or drawn on the longitudinal profile plans.

Remember that a good system is for the .lon files that store the data to have meaningful names to facilitate
their identification.

[OTHER AXES]

When you design the vertical alignment of an axis which is conditioned by another of the same project (for
example the branching of a junction which passes next to, over or below the trunk), it is quite interesting to
display and use the longitudinal profile that is produced by the cut of our active axis over the 3D platform of
others.
We also include the lining and support surfaces in this cut if the cut axis is in a tunnel section. The same
with the interior and exterior surfaces of the pipes in piping sections. The positions of the rail heads are
represented, and the height differences with the current axis vertical alignment are marked.



If the other axes come from a motorway, the clearances of the interior points of the platform (-11 codes)
are also marked.

The application enables you to work with axes that cut in an orthogonal or oblique way (minimum angles)
and independently of whether there are straights, curves or transition curves.

The process can be applied individually with [Another Axis] or globally with
[All], which makes the study automatic and processes all project axes. In both
methods the analysis parameters (which will be explained in the following
paragraph) are requested.

[Delete] Unloads all the other axes which have been loaded.
[Delete One] Only unloads the specified axis.

The parameters that are requested and the description of the process is described next:

Axis to be displayed or analysed
Maximum distance between axes (1)
The margin over the KPs (2)
Extract mortise Y/N, If the answer is yes, the cut with the vertical alignment, roadbed and side slopes
(surfaces 67 and 68) existing in the ispol#.per file of the axis # that you wish to view is analysed.
Margin of the KPs at the ends. (3)

Two parallels are drawn (in black) over the axis which is to
be analysed using (1) and that is how the initial and final
KPs are obtained on the axis to be studied.

These points are moved using (2) with the aim of
analysing more information.

The value margin over KPs at the ends (3) is applied on
the actual axis to increase the length forwards and
backwards of the studied area.

The two areas created are used to generate an optimum three-
dimensional model of the axis to be analysed.

The maximum distance between axes value must be defined in such a way that it enables you to obtain
all the information on the axis to be analysed. Increase this value when the slope tops or bottoms are
placed at a considerable distance from the axis. When you cannot see the slopes you should consider that
this could be solved by increasing these search margins.

Margin over KPs at the ends

This value is used to extend the initial or end points of the
current axis when they are placed inside the area covered
by the axis section to be studied. It enables you to study
the relation between axes correctly, as can be observed in
the illustration below.

If no calculated section exists (ispol#.per) or a negative answer is given to the question extract mortise
the process is carried out using the analytical section, considering that which is between the right and left
shoulder (it is as if only the platform could be seen, without berms, road ditches, or slopes)

In the illustration, the points that have been obtained in the analytical
study are marked with green arrows (without extracting the mortise) and
the calculated section points in blue (intersection of the vertical alignment-
subgrade, road ditches, slopes, etc. )

In the first method, profiles are generated internally every 1 m. In the case
of mortise extraction the profiles that exist in the ispol#.per will be used
(logically, the greater the number of profiles the more detailed the
analysis)



At the end of the analysis the information provided is drawn on the screen. If the edging has been
extracted, two height controls will be put on the edges of the platform, informing of the difference of height
with regards to the current vertical alignment.

These controls are dynamic, in other words, if you
modify the current axis vertical alignment, the
corresponding values are recalculated automatically.

If only the analytical section has been analysed, then
only the platform will be displayed.

The specific snap mode other axes' makes use of the information generated by this utility. The data that
is displayed is the cut of each platform using the vertical plane that goes through the current axis, so you
must bear in mind the influence of the superelevations when carrying out your design. The utility crossing
points is much more powerful, as we will explain next.

NOTES

The information regarding other axes is stored in the .vol files, but it is not updated automatically. It is
static, the result of an analysis, so the modifications made must be supervised and recalculated by you,
although it has been foreseen that in the future ISTRAM will have an instrument which supervises the
situation and helps the user maintain the integrity of the information.

All this information may be drawn in the longitudinal profile plans, offering configuration elements (profile
grid data) which is necessary to be able to draw them (see chapter generating plans ).

[CROSSING POINTS]

The crossing points represent the projection of points of one axis over another, using the superelevations
defined in the giver or inducer axis. You can consult the epigraph generation of crossing points
described at a later stage and also the chapter 'Vertical design, advanced calculation of the project

When loading the .pas file, the crossing points are shown graphically as a ">" sign accompanied by a
number, which shows the distance to the giver axis following the normal to the current axis. This distance
enables you to find out if you have gone beyond the nose section or what the point is where it may be
suitable to make the vertical alignment independent.

The distance calculated between axes in the case of the two independent roadways uses the position
where the height is defined (usually the position of the inner white line) and not the ground plan axis.

The points are shown in their correct location (in KP and height), as well as informing of the difference of
height with regards to the current vertical alignment. This level difference information is dynamic, in other
words, it updates the value displayed as the vertical alignment is changed.

In the vertex of the ">" sign you will find the induced crossing point, which can be used with the "C.
POINT" snap mode to enter points in the current vertical alignment or for any other purpose.

This graphic information can become a part of the plans. We recommend the user to consult the specific
chapter 'generation of plans'



Loading, unloading, creation and modification of .pas files.

When you click on the button [CROSSING PTS] a window drops down, offering a set of options that
enable you to manage the usage of this data.

[Save] This saves the crossing points that are currently loaded to a .pas file.
[Load] This enables you to add files that contain "crossing points" induced by
other axes over the one you are designing.
[Create] * This enables you to create new crossing points interactively, giving
the KP, Height, Distance and alphanumerical Attribute.
[Delete] This unloads the crossing points.
[Delete Click] This enables you to delete the crossing points individually by
graphic selection.
[Link] This option links the crossing points, creating new vertical alignments
which are inserted into the existing vertical alignments, substituting from these
the ones that are in the stretch of KPs occupied by the crossing points.

[Attribute] This enables you to edit the attribute of a crossing
point that you select with the help of the mouse, with the
existing text being offered in the command line so that it can
be modified.
(the .pas file can also be edited, enabling you to write the texts that
you consider appropriate)

* Even when these points may not have been created by the application with the option generate crossing points, its
function is exactly the same. Think for example that this data may have been obtained on-site or that simply they may
be used as a support for the design and even to enrich the information that is to be issued in the corresponding
drawings.

Given that these points provide information of the height difference related to the current vertical alignment, they can act
as dynamic clearance controllers.

[YES/NO in .ras]
The crossing points of each axis remain in memory until you exit the VERTICAL DESIGN menu.
To set this information in the .vol file (and of course, if you wish, in the .ras files) you should activate the
option [Yes in ras] (this option switches between YES-NO-YES each time you click on it).

If a .ras/.vol file contains crossing points, they are always loaded; the option is set automatically at [YES in
.ras]. In this case, if there were other previously loaded crossing points, the ones that come from the
.ras/.vol file substitute the previous ones.

3.7.4.1- Generation of crossing points
Although the generation of crossing points utility is conceptually located in the vertical design menu, an
access is also offered in the vertical alignment menu to avoid making you exit this working environment
(vertical alignment design window)

The option [Generate]* opens a dialog box that
enables you to enter the data to be calculated.
The initial and final KP data, as well as the
equidistance should be referred to the current axis.
The KP1 attribute will be the KP of the inducer axis
(which is written in the field from axis), so that when
they are loaded this data can be displayed.

* This utility only generates data for the vertical alignment, it does not store data in any file and it does not allow you to
obtain superelevations.

We will describe the operation of the process so that the user can understand how to treat and use the
data that is obtained (although we suggest that the user consults the chapter Elevation, Advanced Project
Calculation where this is described in much more detail).



The application calculates the projected height and the geometrically equivalent superelevations in the
receiver axis, saving the data in two files with the extension .pas and .prl respectively. The method
works in the following away:

The points are set out over the receiver axis (the
existing one), and are projected over the inducer axis
following the normal to it.

From that point on, and using the existing
superelevation, the height which it will have in the
receiver axis is extrapolated. Also, the equivalent
superelevation which will be present in that position is
calculated, given that the direction of the axis has
changed.

This way you manage to get the receiver axis to be supported on the same surface as the giver axis (if
the data is used as follows).

Warning!
The system has been developed to give continuity to the data
receiver axis 'outwards and not towards the inducer axis, as
seen in the illustration. The superelevations that are shown
with red arrows are false and would not define the same
surface.

For the correct definition of junctions between a ramp and
trunk road, you must use the tool Junctions' located in the
vertical design menu, which uses the border line or
intersection between the two platforms, as a emitter entity of
vertical alignments and superelevations.

3.7.5- Other lines, symbols, labels and probes
As an extra feature to the previously described utilities, we offer the possibility of using the 'longitudinal'
space to create, modify and/or delete the lines, labels and symbols that you wish to enter. Use all the
available editing tools to your own taste (line, symbols editor, etc.); when you decide that the given data
should form a part of your vertical alignment design click on the suitable option, which will unfold a list of
options to help you set the information (so that it forms a part of the vertical alignment design environment)
or unload it otherwise.

All this information may be displayed in the drawing of the Longitudinal Profile, and the user should consult
the specific chapter Drawings, Ground Plan and Profiles

[OTHER LINES] drops down the options:

[Save Lines] This saves the OTHER LINES, associating them to the
axis, so that when you save the .vol or .ras they are stored in these files (as the
data of OTHER AXES).

When you load or recover an axis that has OTHER LINES associated to it,
these are uploaded automatically on the vertical alignment screen.
The option [Delete Lines] eliminates the association between the lines and
the axis (although the lines do remain drawn on the screen). To eliminate the
association completely you should save the .ras or .vol



Probe data

[Load .sdo] This loads a probe file and projects these
over the longitudinal. With this you may perform a
geological interpretation and draw the different
horizons. In order to be able to use this information
later, you must use Save Lines so that they remain
linked to the drawing plan of the current vertical
alignment (and of course later you will have to save the
.vol or .-ras file), so they can be drawn then with the

[Delete Probes] This unloads the information of the
probes.

Remember that the information obtained is not situated on the same plane as the axis, given that it has
been projected.

If you wish to obtain a greater approximation to the real geological - geotechnical situation, make use of
the option to represent other surfaces available in the working environment.

To do this you may generate a triangle-based model for each of the lithological horizons and specify the
necessary parameters in the ground transverse profile extraction menu so that they cut several surfaces,
as you saw in the corresponding section.

3.7.6- The procedures for the loading and storing of definition data
On certain occasions, the vertical alignment definition data for another feature of the same axis (for
example a road ditch) are similar to the initial ones. The same situation can also be produced between
axes that represent different road alignment alternatives.

Another frequently expressed need is to save different definition states, with the aim of keeping a historical
record, so that you may recover a definition, send the data by e-mail, etc.

Remember that all the definition data of possible vertical alignments to be defined are stored in the .ras
file, as well as the elements of the additional design, for example the other axes, crossing points, etc.

If you click on the option [FILES] located in the side menu, it opens up a window of utilities which can be
used for these requirements.

[Save .ras]
This enables you to write a file with the *.ras extension that contains the
definition of the current axis vertical alignment, to save the current test or to
create a *.vol definition with this vertical design at another time.

[Load .ras]
This loads a *.ras file with vertical alignment data. The loaded data
substitutes the existing one (maintaining the superelevations, the roadway
widths and all the section or vertical design data).
The program will check if the number of the *.ras file axis coincides with the
current axis, if not the user is requested to give confirmation.

When loading a *.ras file, if the number of the axis that it contains is different from the current one, you
will be offered two options:
Switch axis
Import the data in the current axis.

[Add] This loads a .ras file but does not substitute all the current data with it, instead adding it in a
queue to the current ones, without carrying out any checks on the KPs that may be overlapping and
without performing any type of transition. It works on all the possible longitudinal profiles: right, left, right
and left road ditch, median and auxiliary.



[Insert] This inserts the data of a right vertical alignment (read from a .ras file) into the current left or right
vertical alignment according to its KPs, allowing a transition at the beginning and at the end with the
existing vertical alignments by using two transition curves.

You may also place a single crest or sag curve if its length is greater or equal to half of the foreseen
transition. In other words, if the vertex (the intersection of the vertical alignments) is placed between 1/4
and 3/4 of the transition area. In this case, the length of the curve is calculated taking advantage of the
available space, placing the entry or exit tangent at the initial or final point of the transition and ensuring
that the entire curve is located within this.

[Load1] This enables you to extract any of the possible definitions (right, left,
road ditches,) from a .ras file and load them in the current axis substituting the
existing vertical alignment (which can be any of the possible ones)

The axis number of the data that is to be loaded is not taken into consideration,
enabling you to therefore copy definitions between axes, which can be very useful
when several axes represent different alternatives.

[Insert1] This works the same way as Insert, but here you can choose the
origin and destination of the data as well as the length of the transition.

NOTE Use meaningful file names to be able to quickly identify the data that is to be loaded.
Another very useful piece of advice is to save the existing information before performing
these operations: this way the recovery of the previous data will be fast and simple.

Loading an ASCII file with KP data and heights

[Load .pkz]. This enables you to load the data found in a .pkz file as the
current vertical alignment. Remember that the option generate .pkz took the
ground data to generate the file.

This simple ASCII or text type file (therefore editable and able to be generated
by any application) has two columns which describe the KP and height for each
of the rows, as you can see in the illustration.

3.7.6.1- Parameters used in the insertion of vertical alignments

The transition lengths requested by ISTRAM (40 m by
default) are used to create a smooth connection between
the existing vertical alignment and the one that is inserted.

To connect two vertical alignments of the same gradient
you may use two transition curves that take the length of
the curve as a definition parameter.



3.7.6.2- Importation of vertical alignments defined with other applications
[IMPORT] This unfolds the following submenu:

[Clip (alz)]. Enables the interactive importation of a Clip (*.alz) vertical
alignment file. A .ras file is generated in the process, and is subsequently loaded.

[Inroads (txt)] Importation of reports from the Inroads program.

[H (EXIT)]. This enables the interactive importation of an exit file from the H
application (*.sal). In the process, several .RAS files are generated (one for each
axis that is found) whose names will be Name_n.RAS (being Name the text
supplied by the user and n the order number of the axis). Once the importation
has been carried out, the file Name_1.RAS is loaded.

[MDT (ras)] Importation of vertical alignments from the program MDT.

[MX-ROAD (prn)] Importation of vertical alignments from the program MX-ROAD.

[PROTOPO] Importation of vertical alignments from the program PROTOPO. The converter accepts .txt,
.prn or .ver files.

IMPORTANT:

The importation utilities are based on the independent converters (ClipRas.exe, INRAS.exe, Hras.exe and
MXras.exe MDTras.exe), which have to be in the UTILITIES directory (indicated in the library)

The applications that are considered by ISTRAM to be used in the importation processes of data evolve as
time goes on. Therefore, to guarantee a correct functioning, check that the version of these is the latest
one available (in STATUS INFO you will be informed of the ISTRAM edition and the correct or incorrect
version of the utilities).



3.8- Regulations and standards, vertical design tables
In a similar way to the system offered for the ground plan design, the vertical design tables consist of files
that specify a series of parameters and data tables that allow the user to comply with the geometrical
standards applicable to each project. The vertical design table is associated to each axis from the ground
plan menu (as well as the ground plan design table).

These files or elevation tables have the extension .dia and are editable with any text editor. Its composition
is described in the following pages. At the moment we have a table available for Spain and another for
Portugal.

When you click on the option [N], the data described in the table is
used to suggest the user the most suitable value for the
parameters of each curve, depending on its KV or its L length.

Furthermore, they are used to analyse an existing definition and
inform of the existing deviations with the minimum established
geometrics. When you click on [DESIGN], it opens up a window
with the following options:

[Norm Review] This carries out the
checks on the vertical alignment design
table (*.dia) defined for the current
axis. It displays the possible errors on the
screen and generates a report called
normaalz.res.

[normaalz.res] This displays the
normaalz.res, report (which contains the
same information which was issued on the
screen) in the text editor.



1.- Driver - vehicle - obstacle on the roadway - perception time data

# TADISALZ
####################################################################################
#file: elevation_05.dia : date 2005 review on #
#----------------------------------------------------------------------------------#
# TYPE: .dia : TABLE AND FORM FOR THE DESIGNING OF ELEVATION AXIS #
# CONTENT : Motorways and Roads C-100 C-80 c-60 C-40 #
# REGULATION : 3.1-IC April 99 #
# DATE CREATED : Jan 2005 (review on) #
#----------------------------------------------------------------------------------#
# Do not use for values outside the indicated area . #
####################################################################################
# ISTRAM Review
# --- -------------------
REV 803
####################################################################################
# DESIGN PARAMETERS FOR THE CALCULATION OF KVs #
# Key Value Description #
# ----- ---------- ---------------------------------------------------------------#
ALZ_H1 1.10 m : HEIGHT OF THE DRIVERS VIEW #
ALZ_H2 0.20 m : HEIGHT OF THE OBJECT SITUATED ON THE ROAD #
ALZ_HF 0.75 m : HEIGHT OF THE VEHICLES HEADLIGHTS #
ALZ_ALF 1.0 gra : ANGLE OF THE RAY OF LIGHT OF GREATEST GRADIENT, WITH REGARDS TO VEHICLE LONG. AXIS #
ALZ_Tp 2. s : PERCEPTIONN TIME #
ALZ_dV 20. Km/h: Increase of speed to calculate the required values #
ALZ_RKV 1. : Final rounding off for the Kv calculation #
ALZ_RL 5. : Final rounding off for the length calculation #
ALZ_ALC 200. m : THE RANGE OF THE VEHICLES HEADLIGHTS #
####################################################################################

2.- Speed data table Kv parameter, stopping and overtaking distances

If the option TA0U is activated, this data will take part together with those described in an analytical way
when it comes to obtaining the minimum value of the parameters and control values.

The explanation of the data that it contains is written in the actual table.

####################################################################################
# TA0 : SPEED/PARAMETER K/DISTANCES TO BE APPLIED IN THE STUDY #
# (It is not correct to interpolate data in this table) #
#--------------------------------------------------------------------------------- #
TA0U 1 : 1->Do not use the table to calculate the KV 0->Do not use #
#----------------------------------------------------------------------------------#
# -----------CURVES ---------- #
# -- DISTANCES -- -- CONVEX --- --- CONCAVE -- CONVEX #
# Vp Stop Overtaking minimum admissib minimum admissib Fl Overtaking #
# --- ------- -------- ------- ------- ------- ------- ----- -------------- #
TA0 10 6 100 9 134 31 307 0.492 1136 (1) #
TA0 15 10 100 23 206 71 427 0.482 1136 (1) #
TA0 20 14 100 47 303 130 568 0.472 1136 (1) #
TA0 25 19 100 82 431 209 732 0.462 1136 (1) #
# ---- ------- ------- -------- ------- ------- ------- ----- -------------- #
TA0 30 25 100 134 598 307 921 0.452 1136 #
TA0 35 30 150 206 812 427 1134 0.442 2557 #
TA0 40 37 200 303 1085 568 1374 0.432 4545 #
TA0 45 44 250 431 1428 732 1643 0.422 7102 #
TA0 50 52 300 598 1857 921 1941 0.411 10227 #
TA0 55 60 350 812 2390 1134 2271 0.401 13920 #
TA0 60 70 400 1085 3050 1374 2636 0.390 18182 #
# ---- ------- ------- -------- ------- ------- ------- ----- -------------- #
TA0 65 80 425 1428 3813 1643 3015 0.380 20526 #
TA0 70 91 450 1857 4728 1941 3425 0.369 23011 #
TA0 75 103 475 2390 5822 2271 3869 0.359 25639 #
TA0 80 117 500 3050 7125 2636 4348 0.348 28409 #
TA0 85 131 525 3813 8671 3015 4865 0.341 31321 #
TA0 90 145 550 4728 10500 3425 5422 0.334 34375 #
TA0 95 161 575 5822 12688 3869 6029 0.327 37571 #
TA0 100 179 600 7125 15276 4348 6685 0.320 40909 #
TA0 105 197 625 8671 18280 4865 7381 0.313 44389 #
TA0 110 217 650 10500 21806 5422 8129 0.306 48011 #
TA0 115 238 675 12688 25939 6029 8935 0.299 51776 #
TA0 120 261 700 15276 30780 6685 9801 0.291 55682 #
TA0 125 286 725 18280 36445 7381 10732 0.284 59730 #
TA0 130 312 750 21806 43072 8129 11735 0.277 63920 #
TA0 135 341 775 25939 50824 8935 12816 0.270 68253 #
TA0 140 371 800 30780 59892 9801 13981 0.263 72727 #
# ---- ------- ------- -------- ------- ------- ------- ----- -------------- #
TA0 145 404 800 36445 69065 10732 15072 0.256 72727 (1) #
TA0 150 439 800 43072 79358 11735 16215 0.249 72727 (1) #
TA0 155 477 800 50824 91221 12816 17444 0.242 72727 (1) #
TA0 160 518 800 59892 104827 13981 18759 0.235 72727 (1) #
# ---- ------- ------- -------- ------- ------- ------- ----- -------------- #
# 165 556 69065 15072 0.231 (2) #
# 170 596 79358 16215 0.227 (2) #
# 175 639 91221 17444 0.222 (2) #
# 180 685 104827 18759 0.218 (2) #
#----------------------------------------------------------------------------------#
# (1) In this range of speeds the REGULATION does not offer Overtaking Distances #
# (2) Data to calculate the admissible KV (desirable) , extrapolated . #
#----------------------------------------------------------------------------------#
# STOPPING DISTANCE: Dp = (V * Tp/3.6) + (V*V / (254*(Fl + i)) ) #
# In the table i=0 has been used (slope of the vertical alignment in x one) #
#----------------------------------------------------------------------------------#
# ADMISSIBLE VALUES (desirables): calculated with an increase of v = + 20 Km/h #
#----------------------------------------------------------------------------------#
# CONCAVE CURVE: Kv= (Dp*Dp) / ( 2 * ( HF - H2 + Dp*Tg(ALF)) ) #
# CONVEX CURVE: KV= (Dp*Dp) / ( 2 * (sqrt(H1) + sqrt(H2))^2 ) #
#----------------------------------------------------------------------------------#
# CURVE FOR OVERTAKING : Only for Convex Curves and Single Roadways #
# The Overtaking distance is used and is substituted in the formula #
# H2 of the obstacle by 1.1 #
####################################################################################



3.-Analytical formulas for the obtainment of control values

Each one of the values described in the table can be obtained analytically according to the formulas
associated to each one of these. If you wish for these to take part in the minimum choice you must activate
its use. This way, you can have very demanding table data and compare it with that obtained analytically.
The formulas used are the same as the state regulations which have been consulted.

####################################################################################
# KA0 : MINIMUM CURVES (A. LONG) : According to the FORMULAS : #
#----------------------------------------------------------------------------------#
# CONCAVE CURVE: Kv= (Dp*Dp) / ( 2 * ( HF - H2 + Dp*Tg(ALF)) ) #
# CONVEX CURVES: KV= (Dp*Dp) / ( 2 * (sqrt(H1) + sqrt(H2))^2 ) #
# Being Dp = (V * Tp/3.6) + (V*V / (254*(Fl + i)) ) #
# Taking Fl from the table according to the speed and making i=0 (according to regulation) #
#----------------------------------------------------------------------------------#
KA0U 1 : 0-> Do not use these formulas 1-> Use these formulas #
####################################################################################
# KA1 : MINIMUM CURVES (A.SHORT) : Checking of LENGTH L >= KA1 * Vp #
#----------------------------------------------------------------------------------#
# If the length of the curve is less than KA1 * V, the KV is increased until it #
# complies with this value: KV = L / A = KA1 * Vp/ A being: #
# KA1: a configurable coefficient, according to Spanish regulations 1.00 #
# A: Absolute value of the difference of gradient, so much [x] times one #
# Vp: speed of Project #
#----------------------------------------------------------------------------------#
KA1 1.00 : 1.00 according to Spanish regulations #
####################################################################################
# KA2 : MINIMUM CURVES /A. SHORT) : Checking of LENGTH > Dp (AASHTO Standard) #
# (Not use in the Spanish Regulations)
#----------------------------------------------------------------------------------#
# If the length of the curve is less than Dp, the formulas for the short curves #
# will be used: #
# CONCAVE CURVE: KV= 2*Dp/A + (2 * ( HF - H2 + Dp*Tg(ALF)) ) / (A*A) #
# CONVEX CURVES: KV= 2*Dp/A + (2 * (sqrt(H1) + sqrt(H2))^2 ) / (A*A) #
# Being: #
# A: The absolute value of the difference of gradients, in so much [x] times one #
#----------------------------------------------------------------------------------#
####################################################################################
# NOTE : If activating the two calculation methods of the short curves #
# simultaneously, KA1 and KA2, in the areas where both values are calculated #
# for the KV, the greater of the two will be taken to determine the minimum KV #
####################################################################################

4.- Other non tabulated control values

This last part describes values that cannot be tabulated and which are to be applied to control the gradient
of the vertical alignments, the minimum and maximum lengths of a vertical alignment, etc.

####################################################################################
# TABLES FOR THE CHECKING OF OTHER ELEVATION LIMITATIONS #
####################################################################################
# TA1 : MAXIMUM RAMPS AND GRADIENTS FOR SEPARATED ROADWAYS #
#----------------------------------------------------------------------------------#
# Vp RAMP (%) GRADIENT (%) #
# --- -------- --------- #
TA1 120 4 5 #
TA1 100 4 5 #
TA1 80 5 6 #
####################################################################################
# TA2 : MAXIMUM RAMPS AND GRADIENTS AND EXCEPTIONALS FOR SINGLE ROADWAYS #
#----------------------------------------------------------------------------------#
# Vp RAMP/GRADIENT (%) EXCEPTIONAL (%) #
# --- ------------------ -------------- #
TA2 120 4 5 #
TA2 100 4 5 #
TA2 80 5 7 #
TA2 60 6 8 #
TA2 40 7 10 #
####################################################################################
# OTHER DESIGN PARAMETERS FOR THE CHECKING OF THE ROADWAY ALIGNMENT #
#----------------------------------------------------------------------------------#
# Key Value Description #
# -------- --------- --------------------------------------------------------#
# GRADIENTS #
ALZ_Pmin 0.5 % : Minimum Gradient #
ALZ_Pmin_exc 0.2 % : Exceptional Minimum Gradient #
ALZ_Min_MaxP 0.5 % : Minimum value of the Maximum Gradient line (Ras+Per)#
# LENGTHS BETWEEN VERTICES #
ALZ_Lmax_Pmax 3000. m : Maximum Length on the maximum permitted gradient #
ALZ_Lmax_Pmay 3000. m : Maximum Length on the greatest gradient used #
ALZ_Lmin_t 10. s : Minimum Length in time #
ALZ_Lmin 111. m : Minimum Length (10 s at 40 Km/h) #
####################################################################################
##################
END OF FILE
##################



3.9- Warnings and advice
As we have already explained, all the data used in the definition of the different vertical alignments (left,
right, road ditches...) as well as the supporting information (Other axes, other longitudinal profiles...) is
stored in the .vol file of each of the axes. The name of the file used for each axis is saved in the .pol file.

Follow the advice described below; it has been presented with the aim of avoiding the loss of data and
also to optimise the organisation of your project and avoid the accumulation of data files that may clutter
the working directory:

Do not use intermediate storage files (.ras ) unless it is absolutely necessary.

If you do decide to use them, use names that are meaningful, so that the organisation of the files
is not chaotic. You can also store them in a special folder, to which you can go to if required.

When you are about to load an external file, check if the existing data has been conveniently
stored, since there is no turning back. The data loading processes substitutes the existing data
and if it belongs to another different axis (even though the user will be informed when this
happens), it constitutes a change of axis.

Before starting to define any data, define the name that the .vol file is going to have and carry out
a first data save, using the disk icon. This way the .pol file or 'project manager' will already know
from here on that your axis number # has saved the data in the file 'name#.vol'. Hence, every
time you click on save or the disk icon you will record the data in the suitable file.

Difference between transverse and longitudinal profiles

Bear in mind that the longitudinal information is only used as a reference: the calculation of the vertical
cross section is performed using the ground transverse profiles and therefore there may be differences
between what you believe is being calculated and what is really calculated, (as it displays one type of
longitudinal information and calculates with another similar one)

Be careful with the projected data

The elements shown in the working environment (other longitudinal profiles, other axes, etc.) are projected
or intersected against the working plan of the current axis. You must remember that the natural ground
may change considerably just a few meters from the axis (especially on hillside road alignments) or that
the final height of the edge of the roadway may differ from the axis height due to the posterior application
of the superelevations.

The calculated section depends on the ground stretches and the definition of the vertical alignment

When you calculate the project section, you must remember that data is only calculated at the points
where ground exists, even if there is a structure. The initial and final KPs of the defined vertical alignment
are extrapolated if necessary to cover the whole calculated area.

There is always a trick to generate definition data

By using the options that are offered in the vertical alignment design side menu and the extra options such
as draw line, project line, generate lon, etc. which are offered in other sections of the application, it is
possible to achieve quick vertical alignment definitions that enable you to analyse and/or compare vertical
alignments.

The insert options, over ground, raise or move the vertical alignment are complemented with the specific
snap mode offered for the mouse, in such a way that the data can be defined exactly.



LINEAR WORKS

4

ELEVATION, PLATFORM AND CROSS SECTION

h





user.

LINEAR WORKS

2 02 Axis Design in Ground Plan, Setting out and Drawing
4 04 Elevation, Platform and Cross Section
07 Drawing Ground Plan and Profiles
08 Project Reports
10 Railway Design

http://www.istram.net Buhodra Ingeniera S.A.


INDEX
INDEX

4 - ELEVATION, PLATFORM AND CROSS SECTION PAGE: 1 / 134

4 ELEVATION, PLATFORM AND CROSS SECTION
4.1- SECTION DESIGN. INTRODUCTION...................................................................................... 3
4.1.1- Working environment, menus and submenus ....................................................... 5
4.1.2- Storage of graphic information ............................................................................... 7
4.1.3- Management of definition data, *.vol files .............................................................. 7
4.1.4- Side menu for section submenus ........................................................................... 10
4.1.4.1- Multi-window working environment ........................................................................ 13
4.2- PLATFORM DESIGN........................................................................................................... 16
4.2.1- Widths of main and auxiliary roadways.................................................................. 16
4.2.2- Main carriageway superelevations.......................................................................... 21
4.2.3- Tilt axes ..................................................................................................................... 37
4.2.4- Eccentricity and central reservation....................................................................... 38
4.2.5- Selected ground and overwork ............................................................................... 42
4.2.6- Fill Drainings............................................................................................................. 48
4.2.7- Pavement Composition............................................................................................ 55
4.2.8- Footway ..................................................................................................................... 62
4.2.9- Expropriation margins.............................................................................................. 64
4.3- DESIGN OF SECTIONS ....................................................................................................... 65
4.3.1- Geometry of the subgrade ....................................................................................... 66
4.3.2- Independent Subgrade line...................................................................................... 71
4.3.3- Cut.............................................................................................................................. 72
4.3.3.1- Control of the section and start of the ditch .......................................................... 73
4.3.3.2- Hard shoulder of road surface excavation ............................................................. 74
4.3.3.3- Gutter......................................................................................................................... 75
4.3.3.4- Geometries of levelled areas on soil and on rock ................................................. 78
4.3.3.5- Wall ............................................................................................................................ 85
4.3.4- Fill .............................................................................................................................. 87
4.3.4.1- Berm on fill ................................................................................................................ 88
4.3.4.2- Fill slopes .................................................................................................................. 89
4.3.4.3- Walls on Fill............................................................................................................... 93
4.3.5- Vectors of fixed geometry........................................................................................ 96
4.3.5.1- Fixed platform........................................................................................................... 96
4.3.5.2- Fixed measurement and ditch of median ............................................................... 97
4.3.5.3- Cut on inadequate ground....................................................................................... 97
4.4- TUNNEL AND CUT-AND-COVER TUNNEL.............................................................................. 98
4.4.1- Definition and application of the section type tunnel cut-and-cover tunnel .... 98
4.4.2- Definition of analytical and vectorial tunnels......................................................... 100
4.4.2.1- Analytical definition.................................................................................................. 102
4.4.2.2- Vectorial definition ................................................................................................... 109
4.4.3- Section of cut-and-cover tunnel .............................................................................. 111
4.5- AREAS OF CALCULATION.................................................................................................. 113
4.5.1- Geotechnic associated with the calculation areas ................................................ 114
4.5.2- Independent probes.................................................................................................. 117
4.5.3- Sections defined by their values of level differences............................................ 117
4.5.4- Sectioning of independent sections independent to the calculation area .......... 118
4.6- OTHER ELEMENTS OF THE SECTION................................................................................... 119
4.6.1- Crowning of the levelled area.................................................................................. 119
4.6.2- Guard ditch................................................................................................................ 120
4.6.3- Clearing shoulder ..................................................................................................... 121
4.6.4- Coating of fill............................................................................................................. 123
4.6.5- Structures.................................................................................................................. 126
4.7- CALCULATE, DRAW AND ANALYSE RESULTS, INTRODUCTION.............................................. 129
4.7.1- Options for configuring with the calculations........................................................ 129

INDEX

INDEX

PAGE: 2 / 134 4 - ELEVATION, PLATFORM AND CROSS SECTION

4.7.2- Calculation of areas and volumes........................................................................... 131
4.8- TECHNICAL ANNEX AXIS ON ISPOL................................................................................... 132
4.8.1- Surfaces and codes of the cross-section............................................................... 132
4.8.2- Names and extensions of files used by ISTRAM................................................... 133



4.1- Section design. Introduction
In the previous chapters, the tools which make definition of the axis 3D geometry possible were described.
What remains for completing the definition of the regular road or highway is the definition of the lanes, the
ditches, and remaining data that forms the surface area that will be moved over the previously designed
axis (ground plan and vertical alignment).
Generation of cross sectional ground profiles on the 2D points defined in the ground plan axis geometry is
used in an especially critical way during the final design stage and calculation of the cross-section, since
as we shall see at the time, only project profiles on those points where a land profile exists are calculated.

Range of concepts described in this chapter

This chapter describes each and every one of the elements that take part in the definition of the cross
sectional surface area of the project. With the exception of the final, more educational part, the information
is organized so that it makes up a true reference guide, which can be consulted whenever you wish to find
out about and understand the possible variants of each one of the elements that appear in the Section
dialog box.
The descriptions of the advanced calculations are grouped together in other, subsequent chapters, in
which we will analyse the connections between axes (junctions and/or crossroads), the project
management (concerning a group of axes) and the usage of tools, utilities and accessories that can
generate and enrichen the graphic outputs or analyse and make use of the calculated data (for example,
studies on visibility).

Participating elements in the Vertical Design or cross-section

If we consider the definition of the ground plan axes as stage 1, and the design of the vertical alignment as
stage 2 (which provides the Z coordinate), then this third phase represents the third dimension of the
linear element.

Defined here, among other things, is the
connection that exists between the surface
of the platform or vertical alignment and
the subgrade, complete with other section
elements like the selected ground layers,
or the definition of each of the elements of
the roadbed.

The defined surface must be integrated,
constructively speaking, with the ground,
defining and then applying the cut & fill
side slopes.

The remaining final step includes definition of the KP intervals, where each one of the defined elements is
applied, and then proceed with the final calculation, observation of the results and therefore validate the
definition.

The design elements may also be organised according to their purpose:

Constant parameters for the whole project and for the whole axis, with factors to consider such as
ground bulking in the calculation of the earthworks balance.
Variables defined in tables with data changing along the axis. The value for a piece of data in a
KP is given, different to others in subsequent KPs. Between each two pieces of data the system
interpolates linearly. This is the case with superelevation tables, road widths, etc.
Data which defines a behaviour that occurs in certain places or stretches of the axis and which
are defined only once. This is the case for the relation between thickness and geometry between
the vertical alignment and subgrade or the inclination of the slopes.
It is also applicable to railway, canal or pipe projects.



Storage of design information

At this point, you should probably know about the archive system that ISTRAM uses to store the
information associated with a linear works project, however, there is no harm in going back to remember
some of its properties.

Remember that all the vertical design or cross-section information is stored (together with the vertical
alignment) in files with *.vol extension. For each axis, information about the name and associated file is
stored in the *.pol project file. Consider the convenience of storing different alternatives in different files
with an easily identifiable name, as well as saving to them whenever necessary or on completion of a
certain data input.

The program checks whether some of the *.vol data has been modified and the file has not been saved
in the following options:

Change of axis in the SECTION menu.
Change of axis in the VERTICAL ALIGNMENT
menu.
Longitudinal profile drawing.
Entering REPORTS from VERTICAL DESIGN.
Entering the COMPLETE menu.
Entering PROJECT from SECTION.
Loading a *.vol file.
Clicking an axis from SECTION.
Entering SETTING OUT & PROFILE from
VERTICAL DESIGN.

Should any piece of data be modified while GROUND PLAN[OPTIONS] Confirm exit from
SECTION is checked, the program will request confirmation, as with these menus/options it is possible to
lose the modified data.

Surface and code system

As we will explain soon enough, ISTRAM organises the geometric information of the section according to
a system of surfaces and codes. Occasionally, the user can choose some of the codes in order to specify
constructive parameters that make personalised calculations possible.

Furthermore, it is probable for this information to be used later on, placing a certain symbol in a position
referring to a code or obtaining a polyline that represents an element (for example the bottom of the ditch).

Organisation of the subjects that this chapter describes

The educational composition groups the information into 5 general areas, enabling the user to confront the
working environment in a progressive way. These are:
Working environment, main dialog box and fixed lateral menu.
Platform design, fixed or static parametric data.
Definition of model sections, dynamic data that depends on the terrain.
Application of the areas in which each one of the model sections is used.
Exploration of the results, 3D ground plan drawing.

We recommend to previously read, in detail, the chapter Introduction and general aspects as well as
those previous to the present one, without which some of the functions associated to section calculation
cannot be understood.



How to get more information

For organisational reasons, examples and other related documents are found in the download area of our
webpage: www.istram.net in which, it is possible to obtain the most up-to-date versions of each and
every one of the chapters that make up the manual.

NOTE: For reasons of compatibility and concept (vertical design has been associated with calculation of
the section for a long time), references are kept in this manual to "calculation of vertical design" when in
reality we are talking about a calculation of the axis cross-section.

Vertical design should be understood as the collection of data that defines the vertical alignment and the
cross-section, vertical design being considered in this manual, for storage purposes, as the group of both
data areas.

4.1.1- Working environment, menus and submenus
The tab system enables you to easily browse through the design stages of every linear element, also
providing an understanding of the work model. Access to the dialog boxes for vertical alignment and
section definition (platform, model section, calculation areas) is carried out by clicking on the respective
tabs.

The description of all the elements offered by ISTRAM
for the vertical alignment definition is taken up in

the chapter Elevation, ground profiles and grade lines. We will now focus on the third design stage.

Grouped together in the tab [SECTION], a series of options, tools and utilities are offered. They enable the
definition of different design elements: platforms, model sections, etc.; accompanied by a series of
functions for calculation and display of the models obtained.

The side menu (present in other work areas) is also personalised, offering some tools for calculation and
management.



The thematic organisation of all of the elements enables the users to rapidly identify the position where the
working tools are grouped together:

1.- Definition data Definition of design parameters and axis behaviour

2.- Tools Generate and process different types of information

3.- Platform Design of all the elements that define the platform

4.- Model sections Definition of the model section data and calculation areas

5.- Drawings Drawings and plans of transversal/longitudinal profiles

6.- Menus and Options Access to general menus

7.- Utilities Analyse the designed element, generating varied information

8.- Complements Process data of several axes to generate design data

9.- Profiles Process project profiles with various aims

10.- Special modules Access to projects and/or very specific utilities

In the current chapter points 1, 3 and 4 are described in depth, since they are essential when solving the
issues of axis design, with the following points being described in the chapters Vertical design, advanced
project calculation, Meetings between axes, crossroads and junctions.

This chapter has a structure aimed more at representing a reference guide, and reading the chapter
Introduction and general aspects is recommended, in which the management, definition and calculation
of linear works projects system is described in a very educational and simple way.

Graphic information of the current axis linked with the mouse

This information is similar to the [Info] option of ground plan, activated here by default. This means that
whenever you move the mouse over the graphic display, the position of the mouse will be used and the KP
projected over the axis will be determined (using a normal to the axis).

As can be seen in the illustration, and depending on
the amount of data defined (vertical alignments,
model sections, calculation areas), the type of
alignment and its length, the height and gradients
and even the superelevation will be displayed.

On the lower message bar the sections that are
being applied for the cut, fill, ditch or structure on
each side will be displayed, as well as the main
section.

(Configuration of the font used and some other
elements is the same as the one used in ground
plan-options on the side menu)

Access to editors and other ISTRAM menus

The line editors (and of the other ISTRAM
entities), control system for layers and models, tools and

construction menus, etc, all in all, any of the menus offered in the top drop down menus, may be accessed
at any time, but the dynamics of storage of information should be borne in mind, as we will now explain.



4.1.2- Storage of graphic information
In a way similar to the one explained for ground plan design, when we are working in SECTION, the
graphic information generated by the application or created by the user is associated to the model of the
current axis.

This way, it is always possible to activate/deactivate models
and to copy, delete or save graphic information associated to
an axis or group of axes.

The possibility of activating attenuation levels for models
allows plans in which the display of a particular axis stands
out over the rest of the information to be obtained.

The ISTRAM
graphic system works in the SECTION environment in the following way: all the new
information generated during the session for vertical definition of an axis (either by the program, drawing a
3D ground plan, or by the user, drawing lines or symbols) is stored in the model associated with the axis
number.

This information may be deleted (with the [delet] button that is available in the SECTION menu) at any
time, as long as none of the following circumstances occur.

A change of axis.
A drawing of a 3D ground plan, of transversal or
longitudinal profiles and/or road marks.
Another section calculation.
Change of environment: when moving to profile
edition, to the complete menu, to the topographic
menu or setting out and profiles.
Insertion of new information (an .edm, .dxf
importation...).
Application of some of the tools: link, cut, add ramp
and add line.
Running [SAVE TEMP] (from the blocks dropdown)
which will make the new graphic data permanent.

If you need to delete information and some of the previous events have occurred, the
activation/deactivation of models may be used and a manual deletion may then be carried out.

4.1.3- Management of definition data, *.vol files
As we know already, all the vertical alignment, platform and model section definition data is stored with
some other data in files with a *.vol extension, whose link with the axis number is maintained and stored
in the *.pol file.
Now we will explain the operation of the data storage system in depth, showing, if that is the case, the
elements of the dialog box that may be associated with it. The main elements of the system may be
broken down into:

Management of the project data and their associated *.pol file.
Change of working environment, load and/or data loss.
Selection of active axis, automatic load of the associated data.
Data setup.
Three ways of saving information.
Storage of the links between the axes numbers and the *.vol data files.
Data load or recovery.
Renumeration of the current axis.

AXIS 1 MODEL 1
CURRENT AXIS
MODEL 2
MODEL N
AXIS 2
AXIS N
CURRENT MODEL
CURRENT MODEL
CHANGE AXIS
DRAW
EXIT SECTION
DELETE
DELETE
....
LOAD EDM


Management of the project data and of their associated .POL file

Next to PROJECT you will find a restricted field which describes the name of the *.pol file on which we
are currently working. Next to that, an editable field enables a title to be assigned to the current project,
which will be used in the reports generated by the application.

The [New], [Save] and [Load] buttons allow initialization (or emptying) of all the data related to the project,
and save-load the information stored the *.pol files.

Remember that the *.pol project files store some general
parameters about project behaviour and, in particular, the
names of the files associated with it: the ground plan axis file
.cej and the files that define vertical alignment and ground
profiles (*.vol and *.per respectively) for each axis.

You may familiarise yourself with the system for loading project
files and examine the data managed by them by pressing
MENUS AND OPTIONS[Project]

The [New] option displays a window on screen, warning the user of the possibility of losing unsaved
information. Equally, the option for loading data overwrites all previous data.

Change of working environment, load and/or loss of data

Depending on the options configured, pressing the tab from the [VERT.ALIN] or [SECTION] work area
(and viceversa) may imply a loss of data.
Check the configuration options, since you may activate systems to optimally control data loading and
storage functions, advising the user that in those situations there may be a risk of losing or overwriting
data.

Selection of active axis, automatic loading of associated data

Indirect data selection may be carried out by typing in its number, AXIS:[ ] or by clicking on the graphic
display, previously pressing on [Click Axis] and then on any point of the polyline that describes the
ground plan axis.
Either way, on choosing an axis, the *.per and *.vol files associated with the axis, which are defined in
the project file *.pol, will be loaded.

The associated *.vol file will be
displayed (provided it has been declared
in the project data table, in a field located
next to the [Information], [New] buttons)

Disp num. (Display axis number)
If it is activated, the axes on screen will be labelled with their name, enabling you to easily identify them.
Also, in projects with crossroads, the axes of the transition curves will be represented, as well as the
occupied sector. The axes involved and the side of the transition curve will also be labelled.

Data initialisation
The [New] option deletes all the currently defined data, although it keeps (if it existed previously) the name
of the linked *.vol file, therefore special care must be taken at the time of saving the data, changing the
name of the file if necessary (since it will overwrite the previous file otherwise).

When we switch to a new axis, or right after initialising the data, depending on the type of project and on
some parameters, some data will remain defined according to its default value, like for example the road
PROJECT
HZ.DESIGN
VERT.DESIG
SECTION
ISPOL.POL
ISPOL.CEJ
ISPOL#.VOL
GROUND PERF#.PER


widths, the roadbed thicknesses, etc... Check the configuration options stored in the ground plan and
vertical design files (of extension *.dip and *.dia).

Remember that the vertical alignment data is also stored in the *.vol file. Therefore, a deletion of data
will also affect that area of data, meaning a possible loss of vital information.

Three ways of saving information

Lets suppose that we are going to define data again (or we have pressed the option [New]). To save data
the first time we must provide a name to the system, which we may do by pressing the [Save] button
located on the side menu.
ISTRAM
displays the file selector and enables you to write the chosen name (or you may also use some
of the names of the files located in the current working folder).

From now on, it will be much easier to press the [Save] key located
in the pop up section window (second method).
The name of the file is always visible in the reserved field

On pressing the disk icon, the data saving will be performed (this would be the third way), and the *.pol
file will be updated with the link between the axis number and the *.vol file too.

Storage of the links between axis numbers and .vol data files

As long as we do not quit the working environment (understood as vertical alignment and section) the links
between axes and *.vol/*.per files (of the natural ground) will be kept in memory.
In order for this information to be accessible in later work sessions, the [Save] button on the top of the
dialog box should be pressed on.

We can also press the disk icon, which, as we have already said, carries out a double save: it saves the
*.vol file of the activated axis and the *.pol file with all its associations. Consult the chapter entitled
Vertical alignment, advanced calculation of the project if you want to find out all the names of the files
stored and managed by the *.pol project file.

Please remember that all the data should be stored in the current folder, although in future versions this
philosophy may change.

Loading or recovering data

If the data had previously been stored in a *.vol file, we may recover or load the data in two different
ways. One consists on pressing the [Load] button of the side menu, which makes ISTRAM
display the file

navigator for you to select the one required.
The other method is to press the [DATA] key located in the dialog box next to the axis number. ISTRAM

(since it knows the linked file) will automatically load the files *.vol and *.per (of the ground).

Bear in mind that in any of these two situations, depending on the active security configuration, previous
data will be lost if it has not been saved.

Renumber the current axis

On running this operation, all the section data will be copied to the destination axis, this becoming the new
active axis. The data will still be available in memory and you will have to decide whether to save them
with the axis name (if it existed) or save it with another name, using the [Save] button of the side menu.


4.1.4- Side menu for section submenus

On entering into some of the data input menus (model section, widths,
superelevations) on SECTION, a dialog box where you may insert the data and a
side menu will be displayed. The side menu carries out two clearly differentiated
functions:

Enables display of the resultant transversal section of the definition data.

Interacts with the data input window, (for example, the [start] button will
empty the current data list).

Obtains information of the current axis and of any cartographic entity
(mass-haul diagrams, high and low points, KP-distance)

Transversal section display window

The projected section is represented in this window, displaying the surface lines and the codes of each
one of the characteristic points (roadways, hard shoulder edges, ditches, etc.) Two marks represent the
position of the ground plan axis and the geometric axis.

Pressing the [X] button, the window closes. It may be re-opened using the [Sec] option from the vertical
menu.

If they exist, the associated symbols will also be shown, whether because the program creates them
automatically as in the case for railways (rails, sleepers) or because they were created by the user (a
part of the section definition exists in which the user may specify that a certain symbol must be inserted in
an interval of KPs)

The upper left corner shows: the KP, the type of
section shown (simulated or real) and the stretch
division applied.

For example, T4 <ST1> C2 D6 means that (from
left to right) the type 4 fill, type 1 roadbed model
section, type 2 ditch and type 6 cut are being
applied.

In the window where the profile is shown, the mouse and the zoom keys may be used in the same way as
in the other graphic windows of the program.

[V/H 1.00] (visual ratio of scales).
Allows the ratio of vertical/horizontal scales of the section window to be modified, so that some details are
more exaggerated and easily identified.



[Sec] [Real Sec] (section, real section).
Both options open a graphic window and display the transversal section taking into
consideration the existing data in the current KP. The [KP] button enables selection
of the KP to be viewed.

The window shows the KP, the superelevation and the model section used.
The difference between these two options lies in the fact that [Real Sec] shows the
ground as it is defined in the associated *.per file, displaying in real time how our
design is going to be in the end.

For the real section to be displayed, the profiles in RAM are required to be activated
in the dropdown menu STATUS[options].
In the case of real section, if the KP required is not found in the ground profiles,
calculation is carried out with the interpolated profile.

ISTRAM
allows numbered model sections to be defined. The [Model S.] button

enables you to visualise any of the existing ones without having to know which KP
they are being applied in. In this case, a simulated ground section will be shown.

How to find out the behaviour of a section in a certain type of ground?

[++ +] [+ ++] [-- -] [- --]
These keys enable the height on the right or left of the simulated ground to be increased or decreased,
allowing cut or fill areas to be created and, this way, being able to observe how the side slopes, ditches or
any other surface that interacts with the terrain are constructed. The increase or decrease is faster or
slower depending on where in the button you click.
[Top] (thickness of topsoil).
[T+I] (thickness of topsoil and inadequate ground)
[Roc] (depth at which first level of rock is found).
Enables a topsoil, inadequate land and/or rock to be defined in order to simulate the section aspect with
the test ground of the dynamic transversal section.

Utilities connected to the data associated with each section submenu
[Start]
The lists of the section submenu window in which we are situated in will be emptied of data and,
depending on the type of data that is being defined, some data will be filled in by default, like for example a
7 metre roadway width in the case of an axis with two roadways.

If the elements are linked to the definition of the model section (in the strictest sense of the word) use of
this button is not allowed, as it is in the submenu [MODEL SEC SUBRAS] from where it should be used,
deleting the existing sections and definitions linked to each one of them. This process of linking is
described a little bit further on in the epigraph about the model sections.

[Long M. yes/NO] (long menu yes/no).
In some menus (e.g. cut), you may switch between a complete data menu and a partial menu with tabs
(long and short menus).
In the bottom of the side menu, drop down menus are provided to access all the section submenus without
needing to go back to the main section menu.



Other options: design help

Some options may be grouped conceptually as help options, since they offer information of a diverse
nature, but always oriented towards obtaining information that can be used in the design.

[View Model]
As we will see later on, in every submenu a graphic model
exists, describing the data and the meaning of the geometric
calculations that are to be applied in each case.

This window will close on clicking the close button [x]

Some of these models may even be interactive, so that the data
can be inserted into the text boxes, making data definition
easier, specially in those sections in which there is much data to
be filled in.

[High/Low Points] (high and low points)
Marks any line (clicked on with the mouse) with the high and low
points of the line, as well as the points with gradient zero
(horizontal).

[Mass Haul] (mass haul diagram) Once the axis is calculated and the ISPOLn.per file generated, this
option displays the mass haul diagrams obtained in the last calculation.

[KP dis][Short] Shows the KP and the coordinates x, y, z, azimuth, superelevation, distance to the axis
of a point clicked on screen (in the same way as in other ground plan or elevation menus)

[ TOOLS] The following options are grouped together:
[View Model]
[High and Low Points]
[Diagram of ground]
[KP,Distance]
[OPTIONS]
[Calculation]
[4 views]
[Take Views]

In SECTION[RAM TOOLS][OPTIONS] a window is displayed with the following data:
Draw in 3DVIEW and GROUND PLAN
Current Axis
All

These options enable the display of a wireframe model of the current axis or of all the active and
calculated axes in the [3DV] and [PLA] windows of the SECTION submenus.
[OPTIONS] Displays a small dialog box with the parameters mentioned in the previous paragraph. These
parameters can be loaded/recovered in *.cfg files.
[Calculation] Performs a fast calculation of the section (in RAM) and refreshes the windows of the ground
plan, vertical alignment, 3d view and section, so that if we change any piece of information, for example
the width of the ditch, the effect of this modification will be immediately displayed on the wireframe model
represented on the 3D view or ground plan.
[4 Views] Displays the windows [GrP] (ground plan), [3DV] (3d view), [VDes] (vertical design) and [Sec]
(dynamic section).



[Remove Views] Hides the previous windows.
4.1.4.1- Multi-window working environment
The [VDes], [3DV], [GrP] buttons enable opening graphics windows for vertical alignment design, 3D
visualization and ground plan. Each one of them has a [x] button that closes the window (action that also
happens if we press again on [VDes], [3DV], [GrP]).

On moving one of these windows, it becomes unlinked from the other ones. To link it back, close it and re-
open it.

The visualization windows may be minimized.

___
The size and position of the section
window (as well as the vertical
alignment, ground plan and 3D
view windows) may be stored in
the ispol.cfg file with which its
system of work can remain
configured.

On simultaneous use of several
graphic subwindows, like [Sec],
[VDes] and grid (command
Sgrid), when resizing one of them
the program resizes the rest
automatically.

When clicking with the right mouse
button in any of the open windows,
the corresponding KP is
automatically selected, and the
corresponding transversal section
is displayed.

Access to the dialog boxes of each one of the windows is achieved by pressing on the [data] buttons
located in the graphic windows.

[VDes] (vertical design)
Zoom in or out turning the mouse wheel.
Pan pressing down the mouse wheel.
Choose vertical alignment, clicking with the left mouse button.
Presssing on [DATA] the VERTICAL ALIGNMENT pop up window is displayed with all its
functions.

If the [VDes] (vertical design) window is being displayed, when clicking with the right mouse button the KP
of the section is assigned to the clicked point.
Then:
The section window will display the real section in the selected KP.
If the ground plan window is being displayed, it will move to this KP.
If the 3d view window is being displayed, the point of reference will change to the selected KP.

In the section window, the [DATA] button hides/displays the dialog box or switches it with the vertical
alignment dialog box if the vertical alignment window is being displayed.

[3DV] (3D view)
Zoom in and out turning the mouse wheel.
Go up and turn pressing down the mouse wheel.
Changes the point of reference, pressing on a line with the left mouse button.

[GrP] (ground plan)
Zoom in and out turning the mouse wheel.
Pan pressing down the mouse wheel.
Chooses a line, with the left button.


If the [GrP] ground plan window is being displayed, on clicking the right mouse button it behaves in a
similar way to the vertical alignment window, that is, the KP of the section is assigned to the selected point.

Then:
The section window will display the true section in the selected KP.
If the vertical alignment window is being displayed, that KP will be marked.
If the 3d view window is being displayed, the point of reference will change to the selected KP.

When clicking on the right mouse button in the [GrP] (ground plan) window, the vertical alignment and 3d
view windows will be centred on the selected KP.

[ PLATFORM]
[ ACCESSORIES]
[ MODEL SECTIONS]
You may switch to any other submenu from PLATFORM, COMPLEMENTS and MODEL SECTIONS without
having to exit to the main SECTION menu or closing the deployed windows.

Definition of data and behaviour of the active axis

The top working area (as shown in the illustration) enables some elements to be defined and/or selected.
Specifically, the ones that define the active axis in a special way, according to the width of the roads or to
the stretches of calculations applied. They are the following:
The type of element, with regard to its constructive type
The way the area and volume calculations are carried out

TYPE: [ROADS / RAILWAYS / PIPES]
With this button the type of section is selected: Roads, Railways or Underground and/or Supported Pipes.
As well as some of the dialog box buttons being modified, the system carries out some necessary changes
to configure the system and make the calculations of certain elements that are compatible with the type of
project.

Volume calculation tables

Here, the calculation tables associated to the axis are changed automatically (for a railway type axis some
surfaces are calculated which, in the case of a road or pipe, would not apply).
.dar table: [ISTRAM / USER] [ISPOL3.dar]
.dar road surfaces [ISTRAM / USER] [ISFIR.dar]
When pressing these buttons, they switch between the options [ISTRAM / USER], enabling you to define
the volume calculation tables which we want to be associated with the active axis.
The ISTRAM
option selects the files with *.dar extension (volume calculation or area definition tables)
that the program uses for each type of project by default. They are:

ISPOL3.DAR Specifically for roads, highways and railways
ISPOL6T.DAR/ISPOL6T2.DAR Specifically for piping projects

The calculation tables ISPOL6T.dar and ISPOL6T2.dar are automatically used by the system in certain
situations. Check the epigraph calculation of areas and volumes later in this chapter.
The [USER] option activates the field located on its right so, clicking on it, you may load the file you want
(which might well be a customised *.dar table) from those in the system libraries.

[Renumber]
Associates the current SECTION data to another axis number, enabling all the information to be
copied from one axis to another.


[Save]
Saves the data which is being edited to the *.vol file that appears in the restricted field <file *.vol>.
Equivalent to the SAVE option of Windows systems.

[Calculation]
With this option the current axis is calculated, and the ISPOLn.per solution file is generated (n being the
number of the axis) as well as several *.res report files.
On calculating the section, the program checks that in each KP the X, Y and azimuth declared in each
ground profile coincides with those of the calculated ground plan axis.
If this is not so, a warning will be displayed and the current stretch calculation will be stopped.
This check may be prevented in the drop-down menu STATUS[PROFILE OPT] Check
X,Y,Azimuth.


4.2- Platform design
This chapter is dedicated to the definition of the main road widths, the laws of superelevations, the
positioning of the tilt axes, definition of auxiliary roadways, eccentricity and median in case of a double
platform.

You may fill in each one of these data tables using a dialog box which supports either manual or automatic
insertion of specific data along the axis, or the use of predefined behaviour tables.

It should be borne in mind that between two consecutive KPs in which the data may have a different
value, that data is made to vary linearly. If necessary the given data is extrapolated for the whole section of
calculation, even where only a single piece of data exists.

When an abrupt change to the width of a roadway is needed because of a branch coming off at that point,
we recommend providing two consecutive pieces of data, one for each width value, separated a small
distance in KP (for example 0.1m).
With few exceptions the data of these tables should be provided in growing KPs.

4.2.1- Widths of main and auxiliary roadways

This menu enables definition of the widths law for the main
roadways to be carried out.

In the graphic display a menu appears in which widths on the
right and left of the main roadways or semi-roadways and
the corresponding KPs can be manually inserted.

Normally the WIDTH 1 value should be filled in, keeping the
WIDTH 2 value for the excess widths that the program
inserts automatically for acceleration and deceleration lanes
on junctions.

axis <0>
When excess widths appear on a certain stretch, created by a speed change lane, the value that appears
in this column is the number of the branch axis that enters or exits from the current axis and which
provoked that excess width.

Although any of the values displayed on screen can be modified directly, for the [Add], [Repeat] and
[Delete] options, the current piece of data is considered to be the first piece of information that appears in
the top of the table, which can be moved around using the vertical slider that appears on the left of each
data table. The widths table admits up to 12,500 pieces of information.



[Add I] [Add D]
[Repeat I] [Repeat D]
[Delete I] [Delete D]

Using these keys we can fill in and correct the data table.

[Add] Enables a new piece of information to be added following the already defined data.
[Repeat] Copies the current data (the first on the list).
[Delete] Deletes the current data (the first on the list).

[Save] [Load]
Generates or recovers a law of widths file with *.anc extension.

The partial section tables, like this one for widths (*.anc extension in this case), may be saved into a
particular file, but it is not necessary unless a partial solution is required to be conserved.

The *.vol file contains all the vertical design, and it is that content the one that ISTRAM
uses in the
calculations and the one saved and loaded into the *.vol files.

[Automatic]
Creates the widths law automatically as a function of some base widths and the length of the model
vehicle (which will be requested), determining the excess widths necessary in the curves, considering their
radius. The transitions are carried out on the clothoids.

If a width of zero (0) is defined for one of the roadways, the roadway will not exist and excess widths will
only be calculated on the other one. The excess widths are nullified, keeping the nominal widths, if a
length of 0 is defined for the model vehicle.

[Table]
Enables the excess widths law to be calculated using one of the tables (*.tsa) from the library, where
excess widths are associated to radii and defined where the transition to the excess widths should be
carried out. The user may create and modify as many excess width tables as needed.

For example, the exterior.tsa table allows application of the excess widths only for the external side
of the curve.



The most current table for Spanish regulations for roads is sobreanc3.tsa.
Example: Excess width table Sobreanc3.tsa
# EXCESS WIDTH TABLE
# For radius >= that the first piece of information
# excess width is applied of the first piece of information.
# for second piece of information and following interpolated
# the value of the excess width into the table.
# This table simulates the formula:
# Excess width = ((a*a)/2)/R, for a=9.
# y R <= 250.
# Excess width of(m) For Radius(m)
# ------ ------- ----------
S-r 0.000 250.1
S-r 0.162 250.
S-r 0.180 225.
S-r 0.202 200.
S-r 0.213 190.
S-r 0.225 180.
S-r 0.238 170.
S-r 0.253 160.
S-r 0.270 150.
S-r 0.289 140.
S-r 0.311 130.
S-r 0.337 120.
S-r 0.368 110.
S-r 0.405 100.
S-r 0.426 95.
S-r 0.450 90.
S-r 0.476 85.
S-r 0.506 80.
S-r 0.540 75.
S-r 0.578 70.
S-r 0.623 65.
S-r 0.675 60.
S-r 0.736 55.
S-r 0.810 50.
S-r 0.900 45.
S-r 1.012 40.
S-r 1.157 35.
S-r 1.350 30.
S-r 1.620 25.
S-r 2.025 20.
S-r 2.700 15.
S-r 4.050 10.
S-r 4.050 0.
# Interpolation and round up (0.01=hundredths)
# ------ ----
Inter 0.01 annotate not interpolate
# maximum excess width in curve
# ------ ----
Maxp 4.050
# minimum longitude of straight curve transition ( or curve-curve)
# without clothoid. Fraction in straight line
# (or curve of less excess width)
# If it does not enter use 1/3 of available space
# long = L0r + L1r * excess width_cur + L2r * source_square(excess width_cur)
# ------ ---- ---- -----
Rmtr 00.0 0.0 40.0
# minimum length of straight clothoid
# without clothoid. Fraction in curve
# (or in greater excess width curve)
# Of does not enter use 1/3 of the available space
# long = L0c + L1c * excess width_cur + L2r * source_square(excess width_cur)
# ------ ---- ---- ------
Cmtr 00.0 0.0 0.0
# Review the length of excess width transition in the case of
# short clothoid gives the transition have a length
# minimum de Rmtr+Cmtr
Ltcc
# OBLIGATORY STOP THE TABLE WITH (END)
# ------
END



[by Lines] (widths defined by lines).
Enables to define as a width law any line selected graphically on screen.

This enables adaptation of the width to available space in road widening and improvement projects or in
urban road alignments. This option also allows insertion of an increase on the resulting distance.
The widths by lines option will also ask you:
YES->widths NO->Width+Excess width?

If you answer YES, the program assigns all the width value on the WIDTH 1 and makes WIDTH 2 = 0.
If you answer NO, it will ask you a value for the base width and then:
If the calculated width is greater than the base width WIDTH 1=base_width and WIDTH 2=
width base_width
If the calculated width is less than the base width WIDTH_1=width and WIDTH 2= 0.

[B] (deletes excess widths by axis).
This option deletes all the WIDTH2 induced by a certain axis that joins or exits from the current one and
compresses the information.

If the option eje=0 is pressed, the program deletes WIDTH2s created manually or by options such as
widths by line.
Select KP:[Numeric / Click]
The data of a kilometric point should be provided in the default mode, clicking on the numeric box and
typing in the value.

Pressing the [Numeric] button, the [Click] mode is engaged. In this mode, after activating the box with the
value to change, it will not require you to type in the value of the KP, but to go to the drawing on the
cartography and to click graphically on the point at which the information is required.

The projection of the clicked point over the axis determines the KP to put in the box. If the next button is in
[Exact profile] mode, the particular KP is rounded up to the value of the closest ground profile; if (pressing
it) it is switched to [Interpolated] mode, the KP obtained is the one of the graphically clicked point, which
will usually be fractional.

Auxiliary roadways

ISTRAM
enables the design of up to 8 auxiliary roadways with independent and different width and
superelevation laws.

These roadways are numbered W1 to W4 on both sides, left and right.
Roadway number W1 exists only in dual carriageways, as it is an internal roadway, therefore it is necessary
to define it in this case with some non-void width value. Its data will be ignored in the case of a single
carriageway road.


Roadway number W2, is the external auxiliary roadway closest to the main highway (hard shoulder) and it
is necessary to always define it with a non-zero width value.

Definition is made giving values to the widths and superelevations of the different auxiliary roadways in
different points of the axis. If one piece of information varies within two consecutive points, a lineal
variation will be assumed between those points. If necessary, the data is extrapolated, in such a way that a
single piece of data is enough.

If a roadway has the same superelevation as the previous roadway, it is not necessary to copy the
superelevation law, just put its width and a 0 into the corresponding box of the MAXIMUM DIFF.(%)
section of the menu.

In the graphical window, the program displays width values A and transversal gradients P for each one of
the 8 roadways on the current data point. With options [+] [Info] [-], we can place ourselves on any other
piece of information, created with options [Add], [Repeat], or [Delete].
Stp (step).

It is possible to create a vertical step between the main road and the hard shoulder A2. The height of the
step is inserted under the slope of hard shoulder 2: W2/G2/Stp. At the bottom of the step (point
underneath or above the code 2 roadway edge) code 10 is placed.

[Automatic]
Creates 1 piece of information, with width values of 1 metre for the A1 roadways and 1.5 metres for the A2
roadways.
The law used to define the auxiliary roadways may be saved and recovered with [Save] [Load] in files with
*.aux extension.

Aspect and limitation of transversal gradients

MAXIMUM DIFF.(%) (maximum difference in the percentage)
This table enables definition of the maximum permissible difference between transversal gradients of
contiguous roadways.
Particularly, if the maximum permissible value between roadways is 0, the one with less priority will always
appear as a extension of the other one, sharing its law of superelevations.
CORRECTION MODE [IN EXTENSION / BREAK]
[IN EXTENSION]
If an auxiliary roadway exceeds the permissible difference in its superelevation, it is made into an
extension to the previous one.

[BREAK]
If the permissible value is exceeded, in this case, it is defined as having a difference of superelevation
equal to the maximum allowed.


With respect to the LIMITS FOR TRANSVERSAL GRADIENTS, a possibility of skipping the limitations
imposed by transversal gradients and concavity exists, checking for each piece of information the
corresponding checkbox NO MaxDiff. In practice, it means do not pay attention to values in the fields
of maximum differences.

This option enables the user to alter the generic behaviour of the auxiliary roadways in any specific area.

[CONCAVE / NOT CONCAVE]
[NOT CONCAVE]
Prevents a roadway from making a concave angle with the previous one, and, if detected, defines it as an
extension.

[A2 by Line]
Simultaneously calculates the widths of the first external hard shoulder A2 from the layout lines that
represent its edge.
The option requests you to select lines for the right and left widths, a distance to add/substract to/from
each one of the sides, a maximum width to be considered, an equidistance to create a piece of data for
each multiple of that value needed, and whether you wish to compensate for the eccentricity value.
The option creates a table of widths and the rest of the data (widths of other auxiliary roadways and
superelevations) is copied from the first piece of information.
If dealing with a dual carriageway the width of the internal hard shoulder should be considered, taking the
data for this one from the first line.
As:
A2= distance (line-axis) - eccentricity median_semiwidth -
internal_hard_shoulder width_of_carriageway.
All the data that is involved in the calculation should be predefined.

[A2 by Table]
Allows automatic widening determination for the hard shoulder A2, using a widening table.
The width values of the other auxiliary roads and gradients are copied from data piece number 1.

4.2.2- Main carriageway superelevations
This menu enables interactive definition of the superelevation law for the main carriageways.
The definition may be carried out manually or automatically. The automatic definition makes use of design
tables that the user may create and/or modify.
The maximum number of superelevation data for each axis is 12500.
The values that define the superelevation law may be edited from the menu that appears on the graphic
display and, even if all the data that appears on the screen may be modified directly, we will denominate
current data to that appearing on the top of the screen, for the purposes of the options [Add], [Repeat]
and [Delete] as well as the data copying [L <= R] and [L => R]

These are some of the options that the dialog box offers:


[Save] [Load]
The superelevation definition law may be saved and recovered in files with *.prl extension.

[Insert]
Inserts the content of a superelevation law contained in a *.prl file, substituting in the table currently
being defined the stretch of data defined in the superelevation law file.
This can be used for inserting those values automatically deduced in the area of the junction with another
axis, into the superelevation law of a branch (JUNCTION menu).

[Other Axis]
This option enables definition of the superelevations on a stretch of an axis, in such a way that the lateral
extension of its platform reaches the height of the other axis vertical alignment.
This option is operational only when the heights of the vertical alignments of the current axis and the
reference axis are applied on their respective layout axes (roads).

[Show/Hide]
Enables displaying of the superelevations diagram, being able to adjust the visible section in KP's and the
scale. On insertion of a value of superelevation or KP, the graphic display is centred on the KP of the piece
of data inserted.

[L*R*] [L*R*]
Enables you to copy all the superelevation data of the left carriageway to the right one, and all the data on
the right to the left, respectively.
These options may prove useful for unidirectional branches, on those which require the hard shoulder of
the side without a main carriageway to be situated in extension of the other roadway in straight areas
avoiding the crown.

[by Line] (widths determined by line)
Used for roads. Using this option, the superelevation is assigned automatically so that the platform is
supported on the vertices of the selected line. If the same line is also used for the [Widths by Lines]
option, then the outer edge of the roadway will coincide with the line both on layout and height.

Transition
The superelevation transitions can be carried out in three ways:
[Linear]
PX = PA + (PB-PA)(X/L)
[Parabolic]
PX = PA + (PB-PA)(3-2X/L)(X/L)(X/L)
Given:
PX: Superelevation on a transition point.(KP)
PA: Initial superelevation (KP_A)
PB: Last superelevation (KP_B)
X: Distance to the start of the transition (KP - KP_A)
L: Length of the transition (KP_B - KP_A)

[Parabolic 2]
This transition matches the parabolic transition on the inner side of the curve. But on the external side of
the curve it breaks up into two parabolas, one from the superelevation value down to zero, and the other
one from zero up to the crown value.
We then have:
PX = PA + (PB-PA)(3-2X/L)(X/L)(X/L) on the inner side of the curve.
And for the external side:
From PA down to P0 (superelevation 0)
PX = PA + (P0-PA)1/2(3-X/L)(X/L)(X/L)
PX: Superelevation on a transition point. (KP)
PA: Initial superelevation (KP_A)
P0: Zero superelevation (KP_0)
X : Distance to the start of the transition (KP - KP_A)
L : Length of the transition (KP_0 - KP_A)
And from P0 up to PB:
PX = PB + (P0-PB)1/2(3-X/L)(X/L)(X/L)
PX: Superelevation on a transition point.. (KP)
PB: Final superelevation (KP_A)


P0: Zero superelevation (KP_0)
X : Distance to the end of the transition (KP_B - KP)
L : Length of the transition (KP_B - KP_0)
For S-shaped curves the equations of the external side are applied.

Superelevation Diagram [SHOW / HIDE]
Pressing this option opens a window up that shows the superelevation laws graphically, accompanied by a
curvature diagram.

KPs
When this box is checked, the KPs of the layout singular points will be displayed.
The numeric table is bound to the graphic diagram, so that when navigating through one of them, the KP
of the current data is linked with the central KP of the diagram.

The superelevations law is a sequence of KPs and transversal slopes in percentages. For railways the
superelevations are given in millimetres.
The sign criterion can be seen on the model shown in the graphic window when pressing the [Model]
option: positive on both carriageways for curves to the right and negative in both curves on the left.

Agreement [Classic / International]
With this option you may switch between classical mode or international mode for the superelevation signs
agreement.

The international agreement considers values for the carriageway or right or left side:
Positive value (+) if the edge is higher than the axis.
Negative value (-) if the edge is lower than the axis.

This option is Saved/Loaded in the configuration file ispol.cfg.

This option corresponds to the following menus:
Superelevation definition menu.
Superelevation labelling in [Setting out and Profiles][Labelling].
Section displaying window [Sec].
Other Data window (height of the axis. KP, mass haul diagram) from the profile editor.
Drawing of cross sections and longitudinal profiles.
Reports (cpun, psing, KPdis, ctref,...)

Changing the agreement does not affect the data stored in .vol.
When changing the agreement, only the way in which the user views the data changes, not the geometry.



This way, the camber will carry a positive sign for the right carriageway and negative for the left one.

In RR, the superelevation sign shows the rail that rises, since the low rail is always kept at the height
defined in the vertical alignment. It is the exterior rail which rises in the curves.

The superelevation transitions are carried out during the curve transitions. If the axis layout is outside of
regulations because clothoids of low parameter were applied, or because they were eliminated, it is
advisable to carefully check the automatic superelevation calculations in case there is a badly-solved
superelevation transition.

[Auto Table]
The system requests a design table that collects the properties with which you want to calculate the value
of the superelevation along the axis being designed. The superelevation design tables are ASCII files
which are located in the libraries (lib subdirectory) and have a *.tpe extension. The user may create
new tables or modify existing ones.

If a superelevations table has been defined in the [GENERAL] tab, this option uses that table directly.

The *.tpe files must adhere to a format similar to the one in this example, which we will now explain:
All the lines must start with the # character if they are a remark.
The lines with significant data start with a key word such as the one in the example.
The superelevation-radius table (superelevation for radius greater than or equal to) starts with P-
r. Two numbers follow on each line, which must be given in descending radius values.
The first piece of data in this table shows that above that radius no superelevation will be applied,
but camber If curves of large radius are not wished to have camber just declare it as a radius of
unattainable value (90000 for example).
The maximum number of data for the table of superelevations is 5000.
The rest of the parameters may be provided in any order you wish, and you may omit (or remark
with #) as many as you want.
It is compulsory to close the file with the END keyword. Lines following END are ignored.

The calculation is adapted to the prescriptions of the Highway Instructions 3.1-IC in its successive
versions and modifications. The user may generate as many calculations tables as wished, copying and
modifying this example for different requirements, placing them into the lib directory under the name
*.tpe.

The one called IS#02.tpe corresponds to the 1993 draft of regulations for highways.

AuC10097.tpe and C8C6C497.tpe correspond to the April 1997 revision.

The other tables in the library according to the rule 3.1.- I.C are: AC10_07a.TPE for Group I highways and
C8C6C49N.TPE for Group II highways.

Other tables are appliable in Chile, Mexico, Portugal, Poland, Romania, others on railways...

ISTRAM
calculates the superelevations taking them from the table.

By default, it does not interpolate in it, so that for radius values that lay between two values on the table,
the superelevation for the lower radius is taken.


If interpolation is required, it will be carried out linearly if the Inter parameter is declared with the value of
the required accuracy (0.1 for precision of a tenth).

Now we will show an example of a table: file AC10_07a.TPE, in which the superelevation values are given
with two decimal places.

# TABLE OF SUPERELEVATIONS 3.1 I.C. 3.1-IC NOV 1999
# Modification of the Auc100.tpe for adding it
# new control of transition of superelevations in
# short straights between curves in S or curves in C.
# Motorways, Highway. and main roads. C-100 (R >= 250)
# Maximum number of data in the table P-r = 100
# For radius >= than the first piece of information is
# applied camber of the expressed value.
# Secondary and subsequent data the superelevation value
# is interpolated in the table:
#
# superelevation of ... for radius >= a ...
# ------ ---- ------
P-r 2.00 7500.
P-r 2.00 5000.
P-r 2.14 4500.
P-r 2.32 4000.
P-r 2.54 3500.
P-r 2.83 3000.
P-r 3.02 2750.
P-r 3.24 2500.
P-r 3.56 2200.
P-r 3.83 2000.
P-r 4.15 1800.
P-r 4.34 1700.
P-r 4.54 1600.
P-r 4.78 1500.
P-r 5.04 1400.
P-r 5.33 1300.
P-r 5.65 1200.
P-r 6.04 1100.
P-r 6.47 1000.
P-r 6.71 950.
P-r 6.97 900.
P-r 7.23 850.
P-r 7.51 800.
P-r 7.78 750.
P-r 8.00 700.
P-r 8.00 250.
P-r 8.00 0.
# interpolation and precision
# ------ ----
# Inter 0.01 agreed no interpolate
# value of the camber in straight(2 - 2.5)
# ------ ----
Camber 2.0
# maximum superelevation in curve (7 - 10)
# ------ ----
Maxp 8.0
# Superelevation on the infinite point for
# clothoids in S (0 - 2)
# ------ ----
Sbo 0.0
# minimum length of constant superelevation in
# short vertex clothoids
# ------ ----
Lmcur 30.0
# minimum length of straight tranition curve
# without clothoid. Fraction in straight (minor superelevation)
# MODIFIED SO THAT ACCEPTS TAKING CLOTHOIDS AND MAINTAIN SLOPING
# long = L0r + L1r * per_cur
# ------ ---- ----
Rmtr
40.0 0.0
# minimum length of straight clothoid.
# without clothoid. Fraction in curve (greater superelevation)


# long = L0c + L1c * per_cur
# ------ ---- ----
Cmtr 00.0 00.0
# limit of smaller section than the camber (5.2 I.C.)
# maximum length of the transition of camber if grade line< mras.
# if the section with smaller superelevation than the camber, longer than
# Mlbo inserts superelevation data camber at Lbo metros.
# Mlbo = 0.0 (or line discussed) control is nullified.
# mras = 0.0 always control without grade line.
# Lbo (<= Mlbo) length that is left with superelevation < camber.
# Mlbo mras Lbo
# ------ ---- ---- ----
Klmbom 40.0 0.00 40.0
#
# The relative gradient of maximum edge limits the superelevation
# which can be reached if the clothoid is short.
# ipmax = 1.8 - 0.01 * Vp (0.6 for speed of project 120)
# superelevation = long * ipmax / width
# ----- ---
# ipmax 0.6
#
# Control of the fading of the camber:
# - transition of camber within the clothoid (0)
# - or half within the outside half (1)
# - all on straight (2)
# - Bolivian style (3). Like the l; but when the straight is very short
# allows one of the roadway cambers to overlap with the other
# ------ ----
Trbo 1
# automatic review of camber transition ? si = 1
# ------ ----
A 1
#
# Transition of superelevation in short straights between curves in S
# (RULE 3.1 IC Dic 1996, April 1997).
# In order for smaller Straight lengths which are defined,
# transition of superelevation is carried out of +2 to -2 in one
# length that is defined in second place centred on the
# straight. The transition of the rest of the superelevation is carried out
# linearly until input of the circular curves that there are or
# no clothoid.
# Change of Superelevation of camber curves in S Long straight. Long change.
# --------------------------------------- ----------- ------------
D_CPBS 200. 80.
#
# Prevent the camber in short straights between "C" (ovoids).
# (NORMA 3.1 IC Dic 1996, April 1997).
# If the length of the straight is less than that defined, in
# instead of the camber a section is left with superelevation value of the camber
# and according to the direction of turn of the curves.
# The transition to this superelevation is cut within the clothoid when
# this reaches the radius value that corresponds to the superelevation of the camber.
# If any of the clothoids are lacking (or both), test another
# transition of length Rmtr; if the straight that remains has a shorter
# length than that being controlled, do not go back to the camber, keeping it there
# transition in superelevation of value of the camber in the corresponding point.
# Prevent camber in Ovoids. Max Straight Length.
#--------------------------- ---------------
EBO 340.
# Transitions adapted to the new rule. What is established is that transition clothoid
# is taken away when the curve has a superelevation equal to that of the camber; but
# if we eliminate the clothoid in curves of greater superelevation, part, (or
# all) must make the transition of superelevations in straight. If one or both of the
clothoids are missing from the curve/contracurve, the corresponding transition should
be done in the straight; But if there is no straight, the superelevation transition
will go to its curve
#----------------------------------------
New
#
# COMPULSORY TO END THE TABLE WITH (END)
# ------
END



Application of the rules in the calculation of superelevations

In general, the superelevation p is maintained constant in the circular curve [from SC (spiral-curve) to CS
(curve-spiral)]. From that point on, the superelevation varies linearly up to the zero superelevation on the
clothoids infinite radius point, at the start of the next straight [TS (tangent-spiral)].



This is the way it is always done in railways. In roads, to assist water drainage from the carriageway, the
straights are given a section with a simple sloped roof shape (called camber, with a transversal slope of
2% or 2.5%.

In this case the superelevation lowers linearly from the superelevation p of the curve (CS) to zero along
the clothoid; but at the point at which the superelevation of the two roadways reaches the value of the
crown (2% or 2.5%), the roadway of the interior of the curve stops turning, keeping its superelevation
constant, while the other roadway continues turning linearly, passing through superelevation zero on the
anticipated point, in order to finish the superelevation transition (ET) and continues turning with the same
rhythm until forming the same little roof of the camber. This area of the diagram of superelevations is
known as transition of the camber. It is a symmetric area around the point of the end of the superelevation
transition in which a roadway has a fixed superelevation of the value of the camber (Pum) and the other
turns linearly between +Bom and Bom. In this area, the superelevation is small and drainage of water can
be difficult.
The different rules apply light shades that we have recognised in the archives as *.tpe in control
parameters for describing, taking archive C8C6C49N.tpe as reference, applicable to highways of Group 2
of the Spanish regulations 3.1 IC of 1999.
The table is shown here:

# TABLE OF SUPERELEVATIONS
# Spanish Instruction 3.1-IC NOV 1999
# Highways C-80, C-60 y C-40 (R 50, 350 -> 3500)
# Maximum number of data in the table P-r = 100
# For radius >= than the first data
# camber is applied at the specified value.
# Secondary and subsequent data are interpolated
# in the table the value of the superelevation:
# superelevation of ... for radius >= to ...
# ------ ---- ------
P-r 2. 3500.
P-r 2. 2500.
P-r 2.05 2400.
P-r 2.09 2300.
P-r 2.15 2200.
P-r 2.27 2000.
P-r 2.33 1900.
P-r 2.41 1800.
P-r 2.49 1700.
P-r 2.59 1600.
P-r 2.70 1500.
P-r 2.82 1400.
P-r 2.96 1300.
P-r 3.12 1200.
P-r 3.30 1100.
P-r 3.53 1000.
P-r 3.65 950.
P-r 3.79 900.
P-r 3.95 850.
P-r 4.12 800.
P-r 4.31 750.
P-r 4.53 700.
P-r 4.77 650.
P-r 5.05 600.
P-r 5.37 550.
P-r 5.73 500.
P-r 6.14 450.
P-r 6.59 400.
P-r 7.0 350.
P-r 7.0 50.
P-r 7.0 0.
# interpolation and round up (0.1=tenths)
# ------ ----
Inter 0.1 comentated not interpolated
# value of the camber running(2 - 2.5)
# ------ ----
Pum 2.0
# maximum curve superelevation (7 - 10)
# ------ ----
Maxp 7.0
# superelevation on the infinite point of
# clothoids in 3 S (0 - 2)
# ------ ----
Sbo 0.0
# minimum length of constant superelevation on
# clothoids of vertex or short curves
# ------ ----
Lmcur 30.0
# minimum length of straight curve transition


# sin clothoid. Fraction straight (minor superelevation)
# long = L0r + L1r * per_cur
# ------ ---- ----
Rmtr 20.0 0.0
# minimum length of straight curve transition
# without clothoid. Fraction on curve (major superelevation)
# ------ ---- ----
Cmtr 00.0 0.0
# Section limits with superelevations less than that of the camber (5.2 I.C.)
# maximum length of the camber transition if grade line < mras.
# if the section with superelevations less that that of the camber is longer than
# Mlbo, data is inserted of the camber superelevation to Lbo metres.
# Mlbo = 0.0 (or commented the line) control is nullified.
# mras = 0.0 controls always without affecting grade line.
# Lbo (<= Mlbo) longitude that means superelevations < camber.
# Mlbo mras Lbo
# ------ ---- ---- ----
Klmbom 20.0 0.00 20.0
#
# the gradient relative to the maximum edge limits the superelevation
# that can be reached if the clothoid is short.
# ipmax = 1.8 - 0.01 * Vp (1.0 for speed of project 80)
# peralte = long * ipmax / width
# ----- ---
# ipmax 1.0
#
# - or half within half out (1)
# - all running straight (2)
# - style Bolivia (3). It is like the 1; but when the straight is very short
# allows the camber of one of the clothoids to overlap with the other
# ------ ----
Trbo 1
# automatic camber transition review ? if = 1
# ------ ----
A 1
#
# Transition of superelevations short straights between curves in S
# (REGULATION 3.1 IC Dic 1996, April 1997).
# For Straight Lengths smaller than the one defined,
# realigns the transition of superelevations of +2 a -2 in one
# length that is defined in second place centred on the
# straight. The transition of the rest of the superelevation is carried out
# linearly until input of the circulars whether or not there is a
# clothoid or not.
# Change of Superelevation of Camber curves on 3 straight lengths. Length change.
# --------------------------------------- ----------- ------------
D_CPBS 150. 40.
#
# Prevents the Camber on short straights between curves in "C" (ovoids).
# (REGULATION 3.1 IC Dic 1996, Abril 1997).
# If the length of the straight is less than the one defined in
# place of the camber a section with superelevation is left with value of the camber and
# in accordance with the turn of the curves.
# it reaches the radius value corresponding to the superelevation of the camber.
# If any of the clothoids (or both), are checked with one
# transition of length Rmtr; if the straight that remains has a length
# less than the one being controlled, it is not lowered to the camber, stopping the
# transition on superelevation of camber value on the corresponding point.
# Prevent Camber in Ovoids. Length Max Straight.
#--------------------------- ---------------
EBO 220.
# Transitions adapted to the new regulation. The established one is that the clothoid
# for transition is taken when the curve has a superelevation of the value of the camber;
but
# if we abolish the clothoid in curves of major superelevation, make part (or
# all) the transition of superelevations in the straight. If lacking curve and contracurve
# one or two of the clothoids, the transition corresponding would have to be done in the
# straight; but if there is no straight, the transition of superelevatations would would be
passed to its curve
#----------------------------------------
# New
#
# COMPULSORY END THE TABLE WITH (END)
# ------
END

The archive starts with a table of values p-r which give the values of the superelevation in % for each
radius in m ordered into values of descending radii.



For radius greater to or equal to the first data (3500m) camber roof is applied, considering that it is already
practically straight. Each line that follows from the second one to the final one of the p-r table, shows that
the superelevation wil be applied from the first column for radius greater or equal to the value of the
second column (for example 1700>R>1600 the superelevation is 2.59%).
This table is extrapolated underneath up to values outside of the rules for which "reasonable" values are
applied if on the ground plan we have used small radii. For rules which cambers do not apply in large radii,
the first radius of the table is placed on a very high value (for example 90000).

The rest of the data of the archive are control parameters for the calculation of different regulations or
performances in the exceptions when the ground plan has not been alligned with respect to the rule.

The lines which start with # are commentaries. One of the performances of one of the parameters which
continues to place a # character in the first column.

Inter 0.1 activates the linear interpolation between values of the following table and the round up (in tenths
for 0.1). For example, for R=1600, p=2.6%

# Interpolation and round up (0.1=tenths)
# ------ ----
Inter 0.1 comentated not interpolate

This other variable may also be added:
Inter M 0 if after the Inter M a zero is shown which indicates that the round up is made to the nearest, if it
shows a one this means that the round up has been made greater.

Bom 2.0 Values of the superelevation for the camber running. In railways Pum 0.0.

# value of camber running (2 - 2.5)
# ------ ----
Bom 2.0

Maxp 7.0 Maximum superelevation curve. If we put a Maxp=5.0 although the table has values of the
superelevation that are greater than 5, the maximum superelevation that results will be 5% (although the
radius will be less than 600).

# maximum superelevation in curve (7 - 10)
# ------ ----
Maxp 7.0

Sbo 0.0 shows the value of the superelevation that is applied onto the point of the infinite radius on which
the two clothoids are taken on an S curve. It can be set at 2% if the drainage is critical.

# superelevation on the infinite point of
# clothoids on S (0 - 2)
# ------ ----
Sbo 0.0

Lmcur 30.0 corrects whenever a circular on ground plan has less than 30m of length up to zero as is the
case for clothoid vertex. The superelevation is maintained for the curve during the 30m using part of the
length of the previous and following clothoid.

# minimum length of constant superelevation on
# clothoids of vertex or short curves
# ------ ----
Lmcur 30.0



Theoretically the clothoid can be withdrawn when the radius of the curve is large, of greater or equal value
to the one for the superelevation of the value of the camber (R>2500), but on secondary roads, routes that
reactivated, clothoids are withdrawn from the plan although the curve has a greater superelevation than
the camber.

In this case the transitions of the superelevation is carried out partly on the straight and partly on the curve.
The part of the length of transition of the superelevation that is effected on the straight is calculated by a
linear function in which the superelevation of the curve can intervene.
Length=L0r+L1r*per_cur

Where the coefficients L0r and L1r are given on the line.
Rmtr 20.0 0.0

# minimum length of transition straight curve
# without clothoid. Fraction on straight (minor superelevation)
# length = L0r + L1r * per_cur
Rmtr 20.0 0.0

Similarly, the fraction in curve is calculated thus:
Length=L0c+L1c*per_cur
Cmtr 00.0 0.0

# minimum length of transition straight curve
# without clothoid. Fraction on curve (major superelevation)
# ------ ---- ----
Cmtr 00.0 0.0

In the example Rmtr=20m and Cmtr=0m showing that the transition is all effected on the straight on a fixed
length of 20m that depends on the superelevation of the curve.



The length of the transition of the camber is determined in principle by the length of the ramp/slope of
+Pum.

-Pum with the same slope/ramp as the transition of the superelevation, but for lower superelevations and
longer clothoids, as occurs in curves of big radii, the slope is smooth and the length of the transition of the
camber is large. The maximum length of the transition of the camber can be controlled with the constant
Klmbom.

Klmbom 20.0 0.00 20.0

# Limit of plans with smaller superelevations than the camber (5.2 I.C.)
# maximum length of the transition of the camber if grade line < mras.
# If the plan with smaller superelevation than the camber is longer than
# Mlbo, a superelevation data is inserted, the camber to Lbo metres.
# Mlbo = 0.0 (or the line discussed) control is voided.
# mras = 0.0 always controls without affecting grade line.
# Lbo (<= Mlbo) length that is left with the superelevation < camber.
# Mlbo mras Lbo
# ------ ---- ---- ----
Klmbom 20.0 0.00 20.0

If the longitudinal gradient is less than mras (mras=0 always shown) and the longitude of the transition of
the camber is greater than Mlbo (Albo=20m), that transition is limited to a longitude of Lbo (Lbo=20m).

The relative gradient of the edge (ipmax) is the difference of the longitudinal gradient between the turn axis
and the edge furthest away from the roadway, for the transition of the superelevation. Its maximum value
ipmax limits the maximum superelevation that can be reached for a certain length of transition and width:

Superelevation=long*ipmax/width.

In the Spanish regulation 3.1 IC ipmax=1.0

# The maximum relative edge gradient limits the superelevation
# that can be reached if the clothoid is short.
# ipmax = 1.8 - 0.01 * Vp (1.0 for speed project 80)
# superelevation = leng * ipmax / width
# ----- ---
# ipmax 1.0

We said that the transition of the camber is carried out on a symmetrical length around the point where the
superelevation becomes zero, in principle, the point of tangency of the clothoid and the straight (ET), but
according to the rule, this point may vary. The parameter Trbo shows how it is done.

# - or half in half out (1)
# - all on straight line (2)
# - Bolivia style (3). Like 1; but when the straight line is very short
# allows the camber of one of the roadways to overlap with the other
# ------ ----
Trbo 1



Trbo=0 :Transition of camber within the clothoid:

Trbo=1 :Half in and half out (Spanish regulation 3.1 I.C):

Trbo=2 : All out, in the straight line:



Trbo=3: Style of the rule of Bolivia. It is like 1 but when the line is very short this allows the transition of
camber of one of the roadways to be overlapped with that of the other.

The transition o fthe camber should not be calculated for railways A=0.
On highways, at least on those of one roadway with two directions then it should be made as A=1.

In curves in S, when the line is short (<150m), the transition of the superelevation of the +Pum to Pum in
a limited length (400m) centred on the line. The rest of the superelevation transition is carried out linearly
up to the insertion of the circulars with or without clothoids.

In the event of short straight lines between curves in C (<220m) the transition of the camber is not carried
out.

# Prevent cambering on short straights between curves in C" (ovoids).
# (RULE 3.1 IC Dic 1996, April 1997).
# If the length of the straight curve is less than that which is defined
# instead of the camber a section is left with superelvation value of the camber and
# in accordance with the direction of turn of the curves.
# this reaches the value of the radius that corresponds to the superelevation of the camber.
# If any of the two clothoids are missing (or both), it is tested with a
# transition length Rmtr; if the straight that remains has a length
# less than that which is controlled, do not lower camber, stopping the
# transition of superelevation of camber value on the corresponding point
# Prevent cambering in Ovoids. Long Max Straight.
#--------------------------- ---------------
EBO 220.

The superelevation goes down from the circular on the point at which the clothoid passes through the
radius of value Pum (2500m) in the same direction as the curves, remaining constant up to the equivalent
point over the following clothoid, from this point the superelevation transition continues up to the second
curve.



If one of the clothoids is missing or both are tested with a transition length Rmtr. If the straight which
remains has shorter length than the one being controlled, the superelevation turn will be stopped
whenever the value is Pum, and will be maintained constant towards the internal side of the curve up to
the equivalent point entering into the following curve.

What is established is that the transition clothoid is taken away when the curve has a superelevation value
equal to that of the camber (R>2500m), but if we eliminate the clothoid on major superelevation curves
(R<2500), part or all of the transition should be carried out on the straight. If on the curve and countercurve
one or two of the clothoids is missing, the corresponding transition should be done on the straight, but as
there is no straight, the superelevation transitions are passed to their curve.

# Transitions adapted to the new regulation. What is established is that the transition
# clothoid is taken away when the curve has a superelevation value equal to the camber; but
# if we eliminate the clothoid on curves of major superelevation, some (or all) of the
# superelevation transition should be done on the straight. If on curve and countercurve
# one or both of the clothoids is missing, the corresponding transitions should be done on
the
# straight; but as there is no straight, the superelevation transition is passed to its
curve
#----------------------------------------
# Nueva

SUPERELEVATIONS sectioned according to speeds (*.tdv)

In the SUPERELEVATIONS menu the following options are included:

[SPEEDS]
Moves to a menu that allows definition of a series of speeds according to KP sections. This information is
saved in the file *.vol of the axis and also in the independent files *.tdv.

[Auto TableV] (automatic for table of speeds).
Works as [Auto table] but looks for tables with extension *.tpv, so that the superelevation depends on
the radius, as well as on the speed defined in the section.

When a curve starts and finishes on a different speed section, the superelevation corresponding to the
speed of the section on which the start KP of the curve is situated is assigned to it.

Included in the library is the table FEVE.tpv (for railways of narrow gauge) that use the previous options.

Optimisation of superelevations for road widening and improvement projects


[W_I] (Road widening and Improvements)
This option is employed on road widening and improvement projects in order to assign the superelevation
law which is deduced from the cross sectional profiles, calculating the superelevation in each profile for the
existing roadway. It has two options:

OP: YES->x New Axis NO->x Existing Edge
YES: The program looks for the first piece of line of the existing roadway with a length greater than 5cm
and it determines the superelevation with the transversal gradient of this piece, from the new axis position
towards the outside. That is, if the new axis ridge is more than 5cm distance from the old one, the new axis
will be given the two superelevations equal to the superelevation on the side where the old roadway falls.

NO: The program looks from the edges of the existing roadway towards the inside, regardless of the
position of the new axis.

Superelevations of the French Regulation ICTAAL

Incorporated into the superelevations table library are ROUTE110.TPE and ROUTE130.TPE with the
French rule.

They incorporate a new command that limits the maximum length of the transitions between the
superelevation and the camber with regard to the algebraic difference of the superelevations.

# Maximum length of transition of the superelevation to the camber proporcional to the
difference
# algebraic of superelevations ( French Regulation ICTAAL )
# Length = K * |p2-p1|
# ----- ---- -----
Lmta 14.0
Profiles of the Polish Regulation

This superelevations table (PL_G1a.tpe) incorporates among other innovations, the possibility of using
different values for different design speeds.
Also, some parameters that were fixed before, can vary with the width.
Other parameters can vary with speed of the project.
Superelevations of the Portuguese rule

The tables that provide the Portuguese rule are: PORTUGAL.TPE, PORT_G1.TPE, PORT_G2.TPE.

Superelevations of the Romanian rule

The tables that provide the Romanian rule are: ROC1_80, ROC1_100.TPE, ROC1_120.TPE,
ROC1_140.TPE.


4.2.3- Tilt axes
This menu allows definition of the position of the turning axis (turning axes on dual carriageways) in the
space, along the axis. The turning axis is the point on the cross-section of the platform on which the grade
line is applied.

In the case of single carriageway roads the position of the turning axis on a particular KP is defined by its
distance D(m) to the geometric axis, (positive towards the right and negative towards the left) and the
difference in height H(m) with the grade line (positive under the platform with respect to the grade linete).

In the case of a double carriageway (dual carriageways or motorways) the position of the turning axis is on
the white interior bands and in the case of single carriageway road, the position will be on the centre of the
roadway, unless the data in this menu moves the position of the turning axis to another place. On the
turning axis the defined spot height is applied onto the longitudinal ( or longitudinals if there are two).

If the height of the turning axis is not nil, H will be
discounted from the height of the grade line in
order to obtain the height of the platform on the
turning axis (note that positive H makes the
platform lower).

These two values D and H can vary with respect to
the KP.

If on two consecutive points, different values are
given for D or H, the variation between both points
will be considered as linear.

If the definition does not cover the section calculation, it is extrapolated.

If it is not necessary to move the turning axis from its default position, just leave data all at zero.

[Automatic]
Initializes two pieces of data with the start and end KPs of the axis in progress.

[Save] [Load]
Affects the files having extension *.egi.

Draws EG
Activating this box can mark the position of the turning axis on the profile.

[By Lines]
With this option the distance D of the turning axis can be defined using the section of a line on the ground
plan line.



4.2.4- Eccentricity and central reservation
In this menu the central reservations for motorways and dual carriageways are designed, but they are also
used on single carriageway roads so as to produce a movement of the geometric axis with regard to the
ground plan ECCENTRICITY axis.

Between each two pieces of data are interpolated with respect to the KP, and previous and later values
are extrapolated if necessary. For constant central reservation only one piece of data is enough.

Boxes in dark shading are those from which the ECCENTRICITY values are
produced

The eccentricity (refer to the model on screen) is the distance from the geometric axis (vertex of central
reservation on two roadways or centre of single carriageway road on one lane) to the site axis (axis of
mathematical definition).

It is positive if the geometric axis moves to the right with respect to the ground plan axis. It is applicable to
axes of a single carriageway road.

[ECC By Lne] (eccentricity by line)
Allows automatic generation of the eccentricity table from a line selected graphically from the cartography.

[WID By Line] (semi widths of central reservation by line)
This option determines the semi-widths of the central reservation from two lines drawn on the ground plan.
The option asks us to select the lines for the widths on the right and left, a distance for adding/subtracting
a maximum width to consider for each one of the sides, equidistance for creating a multiple piece of
information of this value and, if required, to make it up with the eccentricity value. The option creates a
table of widths and the rest of the data (eccentricity, type of central reservation and hard shoulder) copies
those from the first piece of data. The eccentricity that is considered is the same as that appearing in the
first piece of data.



[ECC By Line] (eccentricity for line)
On running this option the central reservation widths data, hard shoulder data, depths etc are kept,
which would have been defined in the first data for all the KPs created.

[WID By Line] (widths of central reservation line)
When the equidisance for creating a piece of information is asked for, if we put 0 (in ECCENTRICITY data)
a value of widths in the already existing KPs will be calculated, generated, for example with the option of
ECCENTRICITY x LINE and the rest of the information that would already have existed is kept in each KP:
eccentricity, depth, hard shoulders, etc

When both options are run, commencement should be made firstly with that of [ECC By Line] and the line
should be sufficiently discretized (given that the option creates information on each vertex of this line) so
that, on continuing, with [WID By Line] we will have sufficient definition.

The central reservation semi-width WIDTH I and WIDTH D is the distance between the inner edge of the
hard shoulder and the vertex of the central reservation.

The hard shoulders on the central reservation side are defined by the width, HARD SHOULDER dX and
difference HARD SHOULDER dY symmetrical on both sides.

When in the hard shoulder area none of the foundation stretches to the same height on the hard shoulder
defined as the step value. Likewise, the BERM can be:

[Concave]. The dy and dx values are always respected.
[Not concave]. If the superelevation of the hard shoulder goes beyond dy/dx, the gradient of the
verge is extended to the hard shoulder within the width dx.

In the event of <SINGLE CARRIAGEWAY>, only the eccentricity data is used, ignoring the rest of the
information in this menu.

The geometry of the roadway, etc, is completed in the [VECTORS] (FIXED PLATFORM, menu, using the
vectors of FIXED CENTRAL RESERVATION and CENTRAL RESERVATION DITCH (it will be explained in
the corresponding menu).

[Automatic]
Starts up two pieces of data with the start and end KP of the axis in progress.

[Save] [Load]
The files have the extension *.med.



Types of central reservation geometry

[DEPTH. (m)] Depth in metres.
Measured from the inner edge of the inner verge with the lowest height of the two,
if they are different, and can be negative.

On central reservations with depth of zero, the average height of the two sides
used to be assigned, which produced a step on the asymmetrical central
reservations. Now the height corresponding to that which joins the two points is
assigned.

[SLOPE (max)] Maximum slope.
Is drawn from the internal edge of the hard shoulder with the given slope, from
each of the two sides, the vertex of the central reservation will be on the point
where both lines are cut although this point does not match up with the geometric
centre. If, owing to unevenness, these lines are not cut, the two edges of the hard
shoulder will join directly with the slope going out (which will be less than the one
defined).

[SLOPE (t/1)] Slope expressed per unit.
Is the same as in the previous case unless, in the event that the lines are not cut due to unevenness, the
highest one will be drawn with the defined slope up to the vertical line of the lowest hard shoulder and from
that it will go down vertically.

For the types of central reservation [max SLOPE] and [SLOPE (t/1)] a different slope may be defined for
the left hand side, by pressing [MORE INFO] Slope.Med[Asymmetrical] should be selected and a
value given to the LEFT.Slope.

[max.cen. SLOPE] Maximum centred slope.
The vertex of the central reservation matches up with the geometric centre, if the hard shoulders finish up
at a different level, from the lowest one the central reservation will have the slope defined and from the
highest it will have a lesser slope (more vertical).

[min.cen. SLOPE.] Minimum centred slope.
The vertex of the central reservation matches up with the geometric centre, if the hard shoulders finish at a
different level, from the highest one the central reservation will have the slope defined and from the lowest
the slope will be greater (more horizontal).

[SubGrd.DEPTH] Depth from the cut with the subgrade.
The program calculates the gradient, so that from the cut with the lowest subgrade, the vertex of the
central reservation is at the required depth.

[OPEN MS:] Central reservation open with application of a section.
In this case a section type is defined for applying to the central reservation. Then from the edge of the
inner hard shoulder, instead of generating the central reservation the defined section of levelled area and
levelled area/embankment is analysed. For the inner edge of the right hand roadway the section of the left
hand side is applied and for the inner edge of the left hand road the right hand section is applied. If the two
inner sections are cut, they are interrupted at that common point.

On the open central reservation the verge of the central reservation is not applied but that of the section of
levelled area/embankment which corresponds to it.

The section type to apply onto the central reservation can be any of those defined for the outer edges or a
different one, specifically created for the central reservation.

The definition of an open central reservation is essential in mixed sections: Open-Tunnel, Open structure,
Open cut and cover tunnel, Cut-and-cover Tunnel-Cut-and-Cover Tunnel etc...

[By Vert.Alin] Central reservation defined from the GRADE LINE menus.
Is a centred central reservation that takes the height of the longitudinal defined for the CENTRAL
RESERVATION in the GRADE LINE menus.



[SGmaxcen.SLOPE] Maximum slope centred from selected soil.
This central reservation is constructed in the following way:

The internal edge of the shoulder or the central reservation shoulder goes down in a slope [TP]
(Defined in the FILL with the [HARD SHOULDER]) tab.
This slope goes down until it cuts the line of the selected soil, (or if there is no selected soil, to
that of the subgrade).
From this point it goes down with the defined slope from the central reservation menu as far as
the geometric axis.
On the side that cut is made lower, the slope is conserved and on the other side the slope varies
so that it matches with the vertex point of the central reservation.

When a central reservation of this type is defined, a sloping road surface may be defined on the central
reservation side. For this to happen, press the [MORE DATA>>]Slope.Pav tabs. If this value is left at 0
the value [TP] is taken from the embankment section.

[Depth.+2 SLOPES] Depth from the turning axis plus two slopes.

This central reservation is centred on the geometric axis. The vertex height of the central reservation is
measured as depth from the height of the lowest grade line.
From the screen [MORE INFOS>>] two slopes are defined: one for the inner closure of the road surface
(Slope.Pav.) and another for the central reservation (Slope.Med.).

The central reservation of this type consists of the following:

The defined slope is launched from the vertex of the central reservation up to cutting the inner
closure of the road surface applied from the internal edge of the verge. This cut may be above or
below the subgrade.
The subgrade is extended from the edge of the verge as far as the theoretical cut with the slope
of inner closure of the road surface; subsequently this point on the right side is joined directly with
that of the left side.
If this segment has any part of it above the central reservation, it can passed for central
reservation.

[MORE DATA >>]
On pressing on this option, it is turned into the menu with new options.

BERMS [Symmetrical / Asymmetrical]
A berm with ta different verge can be defined for each side, selecting BERMS [Asymmetrical] and giving
values to BERM_LT DX and BERM_RT DY.
For the central reservation types [SLOPE max] and [SLOPE (t/1)] a slope can be defined for the left side,
by pressing [MORE DATA->] selecting Slope.Med[Asymmetric] and giving a value to the LEFT
SLOPE.
[2 Sides]. Two sides of the section are created.
[Cancel RT]. Cancels the right side of the section.
[Cancel LT]. Cancels the left side of the section.
[Cancel 2]. Cancels the complete section.

When [Cancel RT] or [Cancel LT] is used on dual carriageways or double track railways, a section of
central reservation or open gauge in order to complete the section generated for the inner.


4.2.5- Selected ground and overwork
The prime function of the cross section calculation is to generate an edge excavation and a platform on the
embankment as base of the roadbed. In some cases, a level which improves the contact between road
surfaces and earth grading of the base is required.
It is usually called over-excavation, but capping layer is excavation which must be done because it is the
finishing off of the embankment earth-works, or selected soil to be the material with which it is built.

In the Selected Soil menu these levels can
be defined with a different thickness, if it is
on rocks, earth of levelled area or
embankment and with different values for
each KP, linearly interpolating between
each pair of data, or extrapolating if all the
calculation section is not reached.

When we press the key [SELECT GROUND] a similar window to this one is opened:

Lets comment on the different options the menu has. For each piece of data with information, selected soil
thicknesses can be defined, always measured from the subgrade downwards.

RSG (m). Selected ground thickness of rock.
CSG (m). Selected ground thickness of cut.
FSG (m). Selected ground thickness of fill.

The calculation is carried out making a copy of the subgrade of the roadbed parallel to itself, checking on
each point if the road surface is on the embankment, levelled area on the earth or on rock, applying the
defined depth in each case (RSG, CSG and FSG).

Up to 10 different layers of selected soil are admitted.
In the selected soil menu, the number of layers shown can be selected. (1-10).
ATTN: Although on the menu not all the layers are shown, these can hold information and they will be
generated.



In certain cases the selected soil layers allow negative values.
The number of visible layers on the Selected ground menu (1-10) is saved in the .vol file

By default the selected soil layers are discontinued in the case of the embankment on reaching the slope,
and in the case of the levelled area on the lowest point of the ditch.

The lateral extension of the selected soil can be limited as well, inserting the internal and external codes
selected up to those that the layer must reach and a distance to them. (ext CODE. , ext Dis., int
CODE., int Dis.).

These codes can be seen when the selected
soil is being defined with the option [View
Section] in the vertical menu to view the
codes of the platform in the dynamic section.

The codes can be viewed, editing the
ISPOLn.per files and zooming over the
area of interest on the profile, or simply
moving in closer to the section drawing.

Finally, when the profiles are viewed the menu Line editor is active. On selecting a line, for example
the subgrade L68, and covering it with the [-- - <P> + ++] option, a window is displayed which reports the
distance to axis, height, and code for each point.

By default the selected soil uses the codes -100 and 100 that define the whole platform.
In the basic library (c:\ispol\lib) there is a file named Leelinel.txt that picks up the codes
forecast in the program in detail.

In the case of CODI ext=100 (platform cut with subgrade) the selected soil is not discontinued below this
point but is extended up to cutting the slope of the embankment or the slope of the ditch in the case of the
levelled area; in this latter case, if the selected soil is deeper than the ditch, it is stopped at the vertical of
the bottom of the ditch.

Practical example:

A dual carriageway with three layers, each one of 30cm., of selected soil under the roadways, which, from
the edge of the inner verge, end with a 1/1 slope towards the central reservation.

In the central reservation area these 90cm are filled with a different material.

Definition:
Layer 4 (upper) Central reservation fill: Thickness: 0.9 Exterior code: -11 (edge of inner verge).
Outer slope: 1.0 From Above.
Layer 1 (The highest under the roadways) Thickness: -0.6 (depth= 0.9 - 0.6= 0.3)
Layer 2 Thickness: 0.3 (depth = 0.9 - 0.6 + 0.3= 0.6)
Layer 3 Thickness: 0.3 (depth = 0,9 -0.6 + 0.3 + 0.3= 0.9)



The last valid point for the reframing of the subgrade (cut with the slope of the embankment, point on the
vertical of the bottom of the ditch or on the vertical of the exterior code).

The outer closure of the over-excavation of levelled area can also be done from behind the ditch, inserting
an appropriate exterior code (pe 1103).

In some of the selected soil layers of lexcavation, the extension can be made to match with the one of the
previous layer, activating the scar. box (scarification).

Tab. Reinforcement
If the box is activated, then the program will read the information defined in the [REINFORCEMENT
TABLES] menu, instead of the information for selected soil of this table.

On defining soil selected using [REINFORCEMENT TABLES] and the Normalisation or Widening modes,
layers parallel to this may be defined from the Selected Soil menu on the layers 3,4 and 5.

The thicknesses of these parallel layers can be given in any of the three columns (RSG, CSG, FSG).
In previous cases determination of the superelevation of the existing roadway is optimised.

In the mode [REINFORCEMENT TABLES]Normalization, if we insert a value for the gradient,
different to zero, this value will be used, instead of the superelevation value of the existing roadway.

If the subgrade is lower than the surface of the existing roadway, (that is, if the normalization layer is not
necessary), for the rest of the defined layers for selected soil, their depth is measured from the subgrade
on the edge of the existing roadway (in this way its thicknesses are kept).

Median
This option allows the selected soil to be made parallel to the peak of the central reservation, in the area
where the reservation cuts the subgrade.

[0.00] Min.Grd%
With this option, whenever inserting a value different to zero, if the superelevation is equal to or inferior to
this value a dual selected soil is constructed with the minimum gradient (forming an automatic ridge).

If the superelevation is higher than this value, the selected soil is used as up to now, parallel to the
subgrade.

For dual carriageways, if the superelevations are less than the defined value with Min.Grd%, an automatic
ridge is constructed on both sides for the selected soil. Under the central reservation the gradients will look
for the lowest point of the two (see diagram).

For dual carriageways of a single lane, if the superelevations are less than the value defined as
Min.Grd.%, an automatic ridge is constructed for the selected soil although the grade line is subparallel.



[0.00] Sup.% (LimRB). Superelevation for taking the ridge under the edge of the roadway.
This option works whenever options Min.Grd.(%)and Sup.% (LimRB) have a different value to 0.
When a value is given to Min.Grd.(%) the program optimises the position of the ridge of the selected soil
and, whenever the superelevation is equivalent to this minium gradient, the ridge is situated under the
edge of the roadway. If a different value to 0 is given to the field Sup%(LimRB) the ridge is taken under
the edge of the roadway, when the superelevation reaches the given value.
For example, if we have a road that goes from a camber of (-2 // +2) to superelevation of (2%) and we
have a selected soil with minimum gradient of 4% and Sup.% (LimRB)=2, then the ridge of the
selected soil will go to below the axis in the camber area to be under the left hand edge of the roadway in
the area of superelevation 2.

SubParal. (subparallel)
In this case the superelevation of the main roadways are taken with the ridge in the centre and is extended
underneath the verges, etc... as in the case of the minimum gradient ([0.00] Min.Grd.(%)).

[MORE DATA>>]
An extension appears on the information screen that allows insertion of the SLOPE ext and SLOPE int.
values. For application of the exterior slope, three possibilities of the From option exist.

[Down]. The slope is drawn from below upwards and towards the outside, starting in the vertical
of the exterior code plus the distance.
[Up]. The slope is drawn from above downwards and towards the inside, starting in the vertical of
the exterior code plus the distance.
[Previous]. The slope is drawn in extension of the previous layer (the one which is just above).



With the option [MORE DATA>>]C/F Ref. the ground reference may be selected for applying the
thicknesses of the levelled area or embankment, there are two possiblilities:

[Adequat.G.]. Adequate Ground (by default)
[Inadequat.G.]. Inadequate Ground

Depth. [0.00]
If we define a selected soil only for the embankment, then instead of stopping on the ground reference, it
will continue on until replacing the indicated depth under the ground reference shown. (suitable or
inadequate).

The depth value may be equal to the depth of the scaling, the height of the scaling steps or the sum of
both.

The table for defining Selected Soil is saved in the *.vol file, but it may also be saved and recovered in
archives with extension *.ssl.

RSG1 from
Ground
In levelled areas the depth of the base of the first layer of selected soil can be defined from the ground.
For this to happen in the menu OVER-EXCAVATION AND SELECTED SOIL[MORE INFO>>] the option
RSG1 from Ground.
The option can be used for sections.

Line 107 is recoded (base of selected soil) in the following way:

The points particular to the central reservation, which have the codes -100, -99, o -75 in the subgrade,
keep these codes.

The points that are supported on an upper layer keep codes 1800,..., 2000,...

The remaining points carry codes 20, 21, 22,...

On the levelled area the overexcavation can be extended further from the vertex of the roadway until
cutting, for example, the extension downwards from the slope of the levelled area.

For this to happen we will set:

Exterior code: 1103 (this is the last point on the roadway, another one can be set)
Slope_Exterior==Slope_levelled area (another can be set)
From: [Up] (Is the only case in which exceeding the vertex of the roadway is allowed)

On the levelled area the interior slopes can be made parallel to the slope of the levelled area.
When an inner slope is defined, indicated on a code plus distance, the slope, or its extension is made to
pass through a point of the subgrade whose distance to the code is conserved.
With variation of the superelevation of the grade line, the true distance from this slope to the embankment
slope is changed.



Now, if we choose the interior code to be 100, and a negative distance of, for example, -3 metres, the
interior slope will be at 3 metres from the embankment slope, and the negative value of the interior slope
may be set.

The program will interpret the absolute value of the slope and the negative symbol will be used as an
agreement so that the program in this case will make the interior slope or its extension pass through the
space to the requested distance from the code on the horizontal, in this way the distance of this slope to
the embankment will remain constant.

Also, on the embankment, if a slope
closure is defined from above (or
previous) and on a profile on a
embankment, he line of selected soil is
underneath the ground, the defined
slope is employed from the foot of the
embankment to cutting of the selected
soil (See following image).

It is possible to join the two points using a right-hand segment, which specify the selected soil for the
interiori (Interior Code + Distance), including when the subgrade cuts the central reservation.

For this to happen in the Overexcavation and Selected Ground [MORE DATA>>] window, a
SLOPE int of [-1000] is used.

Let's remember the importance of using other negative values of the SLOPE int:

The slope is always taken in absolute value.
If a negative value is given there is only a difference when a distance other than zero is defined to
the interior code and, when the subgrade, is not horizontal in that area.
When the slope is defined with a positive value, the start up point of the subgrade is at the
horizontal distance defined from the point with the code, and this implies that the point where the
slope finishes at the bottom of the selected soil can be moved laterally with respect to the
superelevation.
When the slope is defined with a negative value, it is made to pass through a point at the
horizontal distance defined and at the same height as the point with the code. In this way the start
point of the slope on the subgrade can vary laterally with the superelevation, but the point where
the slope finishes on the bottom of the selected soil remains constant.

Simulation of fill coating

SELECT GROUND LAYER WITH:
INTERIOR start up code (p.e. 100)
Distance to the negative interior code. (p.e. -3)
Inner slope closure. (p.e. same value as the embankment slope)

If on a profile, the distance is added to the point of the subgradeline with the interior code, the point of
reference remains on the other side of the axis, marked with a reference point at the distance required and
with the following height:

If, at the slope a positive value is given, the height of the subgrade is put on the profile axis.
If a negative sign is given to the slope (agreement for respecting the horizontal distance to the
code), the same height is put as the point with the code.

From that point a line is drawn with the slope required until searching its cut with the selected soil layer,
and the part that remains on the other side of the axis is deleted.



In the graphic display the following selected soil layers appear:

A first layer of 0.5 m for filling under the central reservation up to 0.75m from the edge of the inner
verge (cod.ext= -11) with an outer slope of 1/1.
A second layer with the same thickness as the first one and an extension of it (SST=SSD=0.
SSR=0.001) until the end and with a slope of closure for levelled area of 2.8/1.
A third layer of 0.5m only for levelled area with vertical slope of closure from the previous layer
(From=Previous).
A fourth layer that is a scarification of the overexcavation of the levelled area of thickness SSD=0.6

4.2.6- Fill Drainings
This option allows designing and calculation of fill scalings for emplacement of fill according to three main
types, with their variants, covering the possible solutions to this question. On entering the menu FILL
DRAININGS a data table appears with information to which the definition lines for each section can be
added. This definition will be saved in the *.vol file and calculated with the order [Calcu.] of ELEV. Also,
it can be saved in files with extension *.spt.

In the upper left area, on adding data, we have the option Type [0 / 1 / 2] that allows us to select a type of
scaling. At par value, the program for each selected type only displays the necessary boxes, hiding the
rest.

Codes Lt/Rt
Allows definition of codes of the surface of the embankment, in order to delimit the scaling.

Different types of scaling can be applied to the same KP, defining the different areas in accordance with
codes of the surface of the embankment.

In the scaling menu the different areas that are applied to the same section of KPs must be defined from
left to right of the profile.

Example:
We have a piece of land on which an existing road is recognised on the section of the embankment. A
road-widening project is carried out from the existing road and a type 1 scaling, with some properties


determined in the original land areas, and a type 2 scaling with another different geometry in the area of
the existing embankment.

The first step would be, by means of the profile editor, to encode the feet of the existing embankment on
the land profile. For example, we set:

Foot of existing left embankment code 15
Foot of right existing embankment code 5
I
n the scaling ground menu they will be defined with the same section of KP's of three lines of data as
follows:

1. Scaling Type 1. Code_Lt=0 Code_Rt=15

(If on one side the code 0 is set, it is understood to be up to the end of the section for this side)

If the left code of an area does not match with the previous right, that is, if they are not contiguous, in the
hole a horizontal scaling will be carried out with the lowest height of the two extremes.

There are three main types (of those derived from all the other configurations) and they can be seen by
pressing the option [See Model] on the fixed menu on the right or from the keyboard [Model] in the pop
up window.

Scaling with draining layer (type 0)

The required data, as well as the initial KPs and end of
the section, are the minimum height of the embankment
H that determines the execution of the scaling (in
descending direction).

It is measured from the crowning of the embankment
and the base line of the same, situated on the suitable
terrain (type of line 66) and underneath it, same scaling
is not carried out.

The steps start to be constructed on a reference line, at a depth P from the suitable ground. From the start
point that the H, ISTRAM
line marks, only the steps with a given slope T and a width A. The layered will
come up to the point of the foot of the embankment, attempting to take it to the surface (drainage).



The closure can alsow be executed like those that are defined for types 1 and 2. For this, we should use
the data C (Slope of the closure) and Type (Type of closure [0 / 1 / 2 / 3 / 4]).

Previously, the layer of draining material of thickness D is added, following the line of excavation of the
resulting layerings. In the volume determination, according to the ISPOL3.dar it is measured in the
following way

The excavation necessary for the scaling of the embankment, that is, the volume between the base lines
66 and that of layered scaling 87.

The layer of draining material, between the lines of layer 89 and scaling layer 87.

The scaling, up to the ceiling of the draining layer.

Two particular cases can be given within
type 0. In the first of them, layering (A =
0) does not exist and the line of reference
would be the same line of suitable terrain
66 of base of the embankment (P = 0). In
this case, the thickness of the draining
layer D could be greater than that of
inadequate ground or vegetation

Also, the circumstance can arise in which
there is no layering (A = 0) and the depth
of the reference line matches the thickness
(P = D) of the draining layer. In this case,
the drainant layer is supported on the
reference line and its ceiling will be line 66
of suitable terrain.

The depth values P and the thickness of the draining layer D can vary between the initial KP and the final
one of the section.

Embankment scaling where the height of the embankment is less than the particular value

Type=0 scaling can be defined with width of step A=0, noting in the H box the maximum height of the
embankment from which scaling is not carried out, But annotating this value with a negative symbol H the
foot of the embankment is then scaled until the height is H or the whole width of the embankment is less
than H.

Scaling using layers of equal thickness (type 1)

The choice of machinery has various parameters. The parameter of the minimum width Amin comes
conditioned for the width of the excavation machinery, so that layer thicknesses are for the spreader
machinery. There exists a value M of the global gradient of the ground in the profile band that determines


execution of the stepped layers. If the gradient exceeds this value limit M, the excavation of the stepped
layers will be carried out.

This excavation starts from the foot of the embankment, with a slope C given until cutting line 66 of the
suitable ground (base of levelled area).

In accordance with thickness E of the layers, a certain number of them will be able to be extended in order
to construct the step. In the figure, the corresponding thickness to the layers exceeds base line 66.

1. The first layer will be extended and will arrive at the cut of the base line of the fill with the second.
2. Checking that the resulting width A is greater than the minimum tolerable width A
mn
. On the other
hand, the minium width is excavated and executed according to the procedure mentioned
previously.

The closure with the foot of the embankment can also be configured so that it operates like types 0 or 2.

Scaling using maximum and minimum steps (tipo 2)



Again, Amin is the minimum width per step. Besides, we have a maximum Emax step in this case and a
minimum step Emin.
A draining layer may also be included on the embankment scaling type 2.
M (%) (gradient of the terrain).
It is a limiting factor for which reason the stepping is carried out from the moment in which the gradient of
the terrain exceeds that particular value M (%), as the stepping is not carried out in areas that the gradient
is underneath.
The gradient is analysed only at the beginning of an ascending or descending section of the land profile.
On the other hand, the line of reference for the layered is positioned at depth P.

M (%)
If the verification box is checked, the program prevents
stepping in areas with less gradient to that indicated
even if these areas are placed on an ascending or
descending section of the land profile.

For the first step a different width can be defined with
value A1.

The design of this type of step starts with a minimum
width Amn or A1, having a slope T until cutting the
reference line.
The height reached is compared to the dimensions of
the minimum step Emin and the maximum step Emax
.
Closure of the excavation finally made on the vertical of
the foot of the embankment, with a C slope, but can
also be configured like types 0 or 1.

If this height is less than the minimum step Emin, the minimum width will be exceeded until managing to
execute the minimum step.



If its value is found between the minimum
steps Emin and maximum Emax it is
executed in accordance with the height
reached.

Finally, if the resultant height is greater
than the maximum step Emax, we
execute the minimum width Amin and we
build a preliminary step with the value
Emax, continuing then with a new
minimum height

Scaling with references to TC, TI or TCp

The References [TC] / [TI] / [TCp] are applicable to scaling types 0 and 2:
[TC]. (suitable terrain)
Is the default option.

[TI]. (inadequate terrain)
The land ceiling is taken as a reference of the inadequate terrain for generating the scaling. Underneath
this scaling inadequate terrain does not need lifting.
In the measurements of the table ISPOL3.dar:
Inadequate terrain is not considered inadequate if it remains below the line of scaling.
The measurement of excavation of scaling is still only considered underneath suitable terrain, as is
the scaling embankment. Above suitable terrain the excavation will be measured with the
INADEQUATE and the fill with the EMBANKMENT.

When a embankment scaling with reference is defined on the surface of inadequate ground, the
performance in levelled areas is modified. The line of scaling is completed (87) for the line of
overexcavation (107) or subgrade (68), or for that of inadequate ground (105) where it is lower than those
ones. So, underneath the platform the inadequate terrain of line 87 is not lifted.
[TCp]. (suitable ground plus a depth)
Measures the depth of scaling, as well as the TC, from the suitable ground, but with the following
difference:
With TC: It is scaled when the subgrade or overexcavation is underneath the suitable ground line.
With TCp: It is scaled when the subgrade or overexcavation is underneath suitable ground and up
to depth p. (It is considered as a embankment while the subgrade is above the depth p, that is,
areas with levelled areas of depth less than p). In the event that there are Roadwidening and
Improvement projects the reference TCp must NOT be used on defining the embankment scaling
and type 2 is recommended to be used.



Scaling of embankment and vector levelled area on inadequate ground

The levelled area on inadequate terrain is compatible with the embankment scaling.
Serves for any type of scaling (0,1,2) but a CLOSURE TYPE 1 can be used. Then, the embankment slope
goes down to the line of suitable terrain (L66) and from that point 2 lines will be born:
The first one towards the exterior is the levelled area vector on inadequate ground that goes up to
cut the surface of the terrain (L104).
The second one towards the interior is the line of excavation of scaling (L8).

Closures of scaling type 3 and 4

They are similar to type 2, but instead of taking the starting point as the vertical to the foot of the
embankment to the depth of the scaling; the starting point for scaling is found on the extension of the foot
of the embankment, following its slope up to the scaling horizon.

The closure of type 4 is similar to type 3, except for the Fill line (86), which instead of going from the foot of
the embankment through the surface of the ground towards the end of the scaling; keeps going down with
the embankment slope until cutting the bottom of the scaling and then accompanying this line until the end.
The Measuring of the Embankment then does not include the part that would fill the planting ground up to
the surface, that is, measure from the suitable ground upwards within the embankment slope.
The measuring of Embankment_of_scaling measures all the scaling excavation (underneath the
suitable ground) and the quantity that remains outside the extension of the embankment slope.
This part is measured separately in case it is filled with different material up to the surface and outside of
the embankment slope.
In the table ISPOL3.dar it is modified for the SCALINGS with CLOSURE TYPE 4:
The EMBANKMENT_OF_SCALING is measured up to the extension of the Embankment slope.
A EXTERIOR_SANEO measurement is added: FILL: Fills the hole of excavation of scaling outside of
the embankment slope and up to natural terrain.

Borders and scaling of two types in the same profile

[BORDER]
In the EMBANKMENT SCALING menu, a border line on the ground plan can be selected.
The scalings can be carried out only on one side of the line or on both sides:

[BOTH/LEFT/RIGHT]
Two scalings in the same KP can coexist (equal or concealed sections) one of them on the left of the line
and the other on the right.
For example, in the event that the road is split, a embankment appears supported partially on another
existing one, the supported part on the terrain with a type of scaling and the part supported on the existing
embankment with another type may be scaled, selecting the foot of the existing embankment as the border
line.
If scaling is defined for one side of a border, a distance to the line of the border can also be indicated.
If two scalings are defined in a same area p.e:
Right side of the border + 2. metres
Left side of the border - 2. metres

The remaining area through the middle is scaled with a single horizontal section to the lowest height of the
two lateral scalings.



Scalings and areas of occupancy and expropriation

When a EMBANKMENT SCALING exists with Type 2 closure (it is started further from the foot of the
embankment). The following lists and drawings are modified in order to examine the true areas of
occupancy:
1. Generated from the Diagram of Masses option:
1) List dmas.res: right width and left width.
2) List desbr.res: longitude and areas embankment clearing.

2. Generated from the ground plan drawing that includes the edge marking (*B*.lil):
1) List areas.res: Coordinates of the edges of the areas reached.
2) IS#zonas.rep: For reframing of the edges.
3) Drawing of the edge marking of occupancy.

3. From the ground plan drawing which includes transversal lines (*T*.lil):
1) The transversal line of the section is extended now through the fill line.

When a EMBANKMENT SCALING exists with a Type 2, 3 or 4 closure (it is started further from the foot of
the embankment), the margin of expropriation is measured from this new point.

4.2.7- Pavement Composition
This menu allows definition of roadbeds and their application to a wholly calculated axis.

Each section allows a maximum of thirty components whose geometry is defined from a series of
parameters that we will analyse later.
Furthermore, the maximum number of different sections of road surfaces is increased to 200.
In order to generate the roadbed of an axis, the geometry of the platform and subgrade is used which is
collected for this axis in the ISPOLn.per file resulting from the axis calculation in the SECTION menu, (the
capping layer, selected soil or overexcavation, that in all these cases are named apart).
The elevation and platform axis and calculations must therefore be completely defined, before generated
the roadbed.
The start and finish KP of the subsection of roadsurfaces must reach the required area (not extrapolated)
so that generation of the road beds works properly.


This breaking down of the road surface results in a list (firmen.res) of measurements broken down and
a file of profiles ISFIRn.per with the geometry broken down of the roadbeds fro each axis.
This file is independent of the corresponding ISPOLn.per file, if one can be joined to the other in a
subsequent operation of profile editing [Mixing].
If it is for road widening and improvements, the generation of the roadbeds must be done before the
improvement operation, because because the latter modifies the subgrade in order to adapt it to the
existing road surface and the subgrade, modified in this way, would generate deformed roadbeds. The
operations of joining and truncation of platforms that alter the technical theoretic content of the
ISPOLn.per have similar consideration.
The adaptation of the road surface to these platform modifications is made in a single operation with
recalculation of the roadbed, present in that menu and in that of SECTION.
On pressing on the option [Sect.] of the vertical menu the surface 67 is also drawn (grade line) so that it
can be visually seen if the FILLS are going to exist.
For any road surface section, visualisation with any section type and on any KP can be chosen
with the vertical menu options.
On change of section of road surfaces or modification of the initial KP of the current section in the display
window of the section, the section of road surface on the initial KP of application of this secion will be
shown, with the section type that corresponds to it according to the data of the Areas of Calculation.
When the option [PAVEMENT COMPOSIT.] is pressed, the application offers a dialog box where we may
define the geometry for the different roadbeds and section by KPs where each one of them is applied.

Lets take a look in detail at each one ofthe areas of the menu:
The lower area of the menu allows insertion of the values that define the thicknesses of each layer and
their use with respect to the subgrade.

Parameters to define for the road surfaces

DATA
1 / 1
Allows application, or not, of a certain component of the current piece of information. The number
accompanying the verification box shows the number of the layer.
When, along an axis, there are several sections of road surface to apply, and some of them have less
components, these must be left in the same order, declaring with those that are not applied.


The scaler accumulates totals in accordance with its sequential number, not its name; so if a section has
Natural Ballast (1), Intermediate Layer (2) and surface layer (3) and on the other section (engineering
structure) ballast is not applied nor is intermediate layer, these places 1 and 2 must be left with keeping
the surface layer 3 in place so they can all be totalled correctly.

DATA SECTIN 1 SECTIN 2
1 Natural Ballast Natural Ballast
2 Intermed. Layer Intermed. Layer
3 Surface layer Surface layer

LAYER [C1]
Allows a name to be assigned for identification of the component from the list of measurements.
By way of example some possible names are given on the model which is shown on the gaphic display on
entering this menu: R, I, BB, RA, ZN, ZA, SC, GC,... etc.
It is a single word without spaces that does not have more than 10 characters.
TYPE
This option controls how the layer is prepared with respect to the gradient or subgrade. Five types of
provision exist:
[XT_SRF..]. Extension surface: Parallel to the grade line. Default option. Gradient equal to the
grade line, which is extended under the verges.

[XT_INT.].Extension intermediate: Intermediate gradient between the grade line and subgrade,
which is extended under the verges. This can only be employed for subparallel ridges.

[XT_SUB..].Extension subgrade: Parallel to the subgrade. Gradient equal to that of the subgrade,
which is extended under the verges.

[BK_SRF..].Break surface: Parallel to the grade line, accompanying the possible breakdown of
the verges.

[BK_SUB.].Break subgrade: Parallel to the subgrade, accompanying any possible abrupt
changes of the verges.

LEFT Z [0.000]
RIGHT Z [0.000]
Minimum vertical distance from the subgrade, to the surface of the layer. If it is a section of double
roadway, it will differ to that of the left and right side so that they can be made different.
DENSI. [0.000] (density)
Allows a density to be defined for each layer of road surface.
On the header of the menu the option List Tonnes appear. If this option is activated in the
summary of measurements, the TONNES appears with this value, (the densities are taken on the first
section of the road surfaces).
LEFT
In this area the widths and the slope of closure on the left of the axis are defined for each layer of widths.
Ext. S [0.000] (exterior slope)
Lateral slope of closure from the layer through the outer side.
Ext. W [0.000] (exterior width)
Excess width of the layer measured from the outer edge of the main roadway and with positive values
outwards.
It can also be measured with respect to the outer edge of some of the shoulders, adding 1000 x the
number of the verge to the distance.


So, for example, if we want to extend a layer by up to 15cm after the edge of the first outer verge we put
Ext. W [1000.15], or, if we want to reach 20cm after the edge of the second outer verge we put A.ext
[2000.2], etc...
This outer width can also be given from the code 1, putting 9000+width_outer.
References of the following type are also admitted:
Ext W [-1000.25]. Indicates 0.25m inwards from the edge of the first verge (code 11).
Ext W [-2000.20]. Indicates 0.20m inwards from the edge of the second verge (code 12).
Ext.W [-3000.15]. Indicates 0.15m inwards from the edge of the third code 13).
Int W [-1000.25]. Indicates 0.25m towards the main road from the edge of the inner verge (code -11).

If the verge which is referenced does not exist, go to the previous verge.
A transition can be made between two sections of road surface, on those which a layer is referred to a
verge and on the other section is referred to the edge of the roadway or to another verge.
Int. S [0.000] (Interior slope)
In the case of a single carriageway this does not have any significance for a centred layer. But on a layer
that is extended over a verge with a falling slope, outwards and inwards, here the lateral slope of inward
closure is introduced.
In the case of a dual carriageway it is also the lateral slope of closure of the layer, on the side of the
central reservation.
Int. W [0.000] (Interior width)
In the case of a single carriageway there can only be negative values for displacement of a layer
completely outwards with inwardly falling slope.
In the case of dual carriageway it is the excess width of the layer, measured from the white inner band and
with positive values towards the central reservation and negative ones towards the outside. If the distance
is required with respect to the edge of the inner verge we add 1000 to the distance asked for. In summary
of all the casuistry possible in the references for excess widthsthe following table is attached:
Code Aext Aint
Interior edge of verge of the
central reservation
-11. +-
8000
+-
1000
Interior edge of the main roadway 1. +-
9000

+-0
Exterior edge of the main roadway 2.
+-0
+-
9000
Exterior edge of the first verge 11. +-
1000
+-
8000
Exterior edge of the second verge 12. +-
2000
+-
7000
Exterior edge of the third verge 13. +-
3000
+-
6000

RIGHT
Ext. S [0.000] (Exterior slope)
Ext. W [0.000] (Exterior width)
Int. S [0.000] (Interior slope)
Int S [0.000] (Interior slope)

The same considerations as for the left side. When any layer of roadbed protrudes laterally through the
geometry of the grade line it is truncated by it, otherwise areas remain which are measured as filled. The
four width boxes and slopes are declared fro the right and left side independently.


Other options of the pavement composition menu

Str.KP [0.0000] (Start KP)
KP from which the current section of road surface is applied.
End KP [0.0000] (End KP)
KP up to which the current section of road surface is applied.
End Sec.[0] (end section)
Number of the end section. If a value different to 0 is given, on the section understood to be between the
initial KP and the last KP, a transition is made between the current section of road surface and the one
whose number we annotate in this box.
SECTION NAME: [ ] (name of section)
Allows a name to be given to the current section that will appear on the lists.

[Model]
Makes a redrawing of the help drawing.

[Generate P.C.] (generates pavement composition)
Has the same importance as option [Generate P. C.] of the SECTION menu. Applies this definition,
calculates and generates lists (firmen.res and Fin.res) and the profiles file (ISFIRn.per). The
measurements are carried out using the ISFIR.dar table, if the component names defined here are
respected.
Each ISFIRn.per uses the corresponding ISPOLn.per file in its generation.

[Recalculate P.C.] (recalculates pavement composition)
Has the same importance as the option [Recal P. C] of the SECTION menu. Compares the file
ISFIRn.per with ISPOLn.per, correcting the geometry of the first one if it finds modifications of the
subgrade or truncation on the edges of the secion, recalculates and generates the aforementioned lists.

List Filling
Allows activation or deactivation of the appearance on lists and profiles of the aforementioned fill
componente.
For calculation of the fills it is not necessary for a measurement named ROADSURFACE to exist in the
ISPOLn.per, the program recalculates the total value, measuring the area between surfaces 67 and 68.


From the whole possible surface road surfaces, the program considers filling the areas between lines 68
and 67 that have not been defined.

List Tonnes.
If this option is activated on the measurements summary the TONNES column appears with this value.
(Defined densities are taken on the first section of road surfaces).
As the list of tonnes is active, the measurements are not printed or accumulated for those layers with
density of 0 or volume of 0.
On the firmetot.res list, also printed are the tonnes on the adjoined summary of volumes.

List Irrigations.
This option can be activated for each axis. If the lists firmeN.res is activated, they contain the total
spraying for each layer of road surface.
In the list firmetot.res the total spraying for each layer of the whole project appears, although the
option has not been activated on any of its axes.

[Save Model] [Load Model]
These options have a similar meaning to [Save M] [Load M] that appears in the SECTION menu, but
instead of saving the ISPOLn.per files in this case the ISFIRn.per are saved which contain the road
surface layers, copying them onto another series of files named NNn.per in order to protect them from
rewriting by other previous calculations. NN is the base name that we give and n is the axis number, as
always.
Likewise the file where the names of the saved roadbed files are saved is called NN.mpf.
Careful on making this save, as the name is different for the series of ISPOLn.per files than for these
ISFIRn.per files.

[Save1] [Load1]
Allows saving and loading of the current roadsurface section in the independent file of extension *.1pf,
which makes it possible to generate road surface libraries that can be re-used.

[Save] [Load]
Allows saving and recovering of the collection of defined sections into a single file named *.pfm, along
with the sections of the application. When loading, the current definition of roadbeds and their sectioning is
substituted by the reading.

[1-10...] [11-20...] [21-30...] (number of layers)
Allows insertion of information for the new layers.
On roads with a single lane of zero width the theoretic superelevation is extracted from that side, that is,
fromt he value in the table.



Scheme for generation of geometry of the roadbeds

Each component of the roadbeds is calculated using the previous ones as they are constructed.
The height is taken in order to give the elevation that the ridge has or the minimum point of
thickness of the roadbed.
A line is drawn (parallel to the grade line, at the subgrade half way between the two) that passes
throught calculated point.
Its A ext is added to the width of the main roadway (white exterior line) and from that point a
straight grade line is drawn T until it cuts the subgrade. The widths can be negative and then it is
narrower than the roadway.
The analogue process on the side of the central reservation is done if this is the case.
The same thing is done on the left side.
A theoretic element is designed here that comes up as far as the subgrade.
The geometry is discounted (the space occupied already in the section) for the previous objects
(the 1 and 2 for element 3).
In this way there is a new component that can stand out over the previous ones for the right edge,
for the left edge or for the sides. Besides, it can either stand out over or not, from the previous
elements.
Let's imagine that they are cartons placed one behind the other in the order 1 to 10. What you see
is what is designed and mearsured for each component.

Pavement Compositions for road widening and reinforcement

In each section of road surface its area of use can be defined:
On the whole section
On road widening
On reinforcement

This allows definition of roadwidening and improvement projects on the same section, on a different
section of road surfaces in the area for Widening and in the area of Reinforcement. (two sections with the
same KPs).
If a same layer layer appears in the two sections (p.e. surface layer) can have a different thickness in the
road widening area than in the reinforcement area. The materials for regulation will be included only on the
section of reinforcement and will be deactivated on the corresponding box for the road widening section.
If we want different sections of road surface in reinforcement and in road widening we should proceed in
the following way:
Firstly we define the sections of the road surface on the whole section or on the different sections,
ordered by KPs.
Then we add the different sections ordered in KPs in reinforcement to the end. The sections in
reinforcement do not have to cover all the KPs.

Example:
If we want to carry out road widening and improvement using the following layers of road surface:
Surface layer of 10 cm in Road widening and 15 cm. In Reinforcement.
Intermediate of 10 cm. only on Road widening.
Ballast of 30cm. only on Road widening.
Regularization wedge on Reinforcement if necessary under the layer of the surface layer up to the
existing road surface.
Minimum thickness of the roadbed 50 cm (on the subgrade menu).



Then two sections will be defined:
Section 1: Type On Road widening.
Layers:
o Layer 1: Ballast up to 30cm
o Layer 2: Intermediate up to 40cm (Thickness=10cm)
o Layer 9: Surface layer up to 50cm (Thickness=10cm)

Section 2: Type In Reinforcement.
Layers:
o Layer 3: Regularization wedge up to 35cm
o Layer 9: Surface layer up to 50cm (Thickness=15cm)
o (If the surface layer in reinforcement is required to be measured separately, we can
assign it to layer 8 instead of 9)

The calculation process is as always:
1. Calculation of section ISPOLn.per.
2. Generation of the roadbed ISFIRn.per: in this phase the program analyses the existing area of
road surface that is going to be used and applies the secion in reinforcement in this area, and
outside of it, the section in road widening. Provisionally, the regularization wedge goes down to
the new subgrade.
3. Road widening and Improvement of the Section ISPOLn.per
4. Recalculation of the Roadbed ISFIRn.per. In the area being used, the existing road surface
substitutes part of the regularization wedge).

[Reorder]
This option orders the information of the road surfaces in the following way:
1. Places in front those defined for the whole section or for road widening.
2. Places those defined at the end for reinforcement.
3. Each one of the two groups reorders them by the initial KP
This option also is run automatically on calculation of the roadbeds.

4.2.8- Footway

This menu allows definition of the verges placed on the platform in KP sequence, regardless of section
type.
The gradeline is defined with three segments D1H1, D2H2, D3H3, on relative coordinates.


The value of [D3...] also can be given as a distance to the geometric axis [D_eje...]

The value of [H3...] can also be given:
[H3...] By increase of height from the previous point
[Height...] Absolute height.
[P%..] Superelevation from the previous point (positive flow outwards)

On pressing on the two keys [D3...] [H3...] the application changes the way the inserted value is dealt with.

The value [D_axis...] can be calculated from a Line 2d. [Dist_Axi By 2DLine]
The option [D_axi line 2D] keeps the state of the button [H3...] [Height...] [P%...] if this is H3 or P%.

The pair (D_axi, Height) can be calculated from one 3d line. [Dist_Axi,Height By Line3D]
When using a 2d or 3d line the rest of the information are copied from the first piece of information on the
list. (At least one piece of information is needed).
The options [Dist_Axi By 2D Line] and [Dist_Axi, Height By 3D Line] when previous data already
exists, only those whose KPs are within the control of the line are deleted.
When the final point is defined for distance to the axis, it is not inserted if a retreat is perceived in the KP
with respect to the previous point.
The subgrade is defined by two parameters:
D Distance that the subgrade is extended from the last auxiliary roadway underneath the footpath.
E Thickness of the pavement.

Before fixed Platform
If the verification box is activated it allows construction of the parametric pavements before the fixed
platform.

[LEFT. => RIGHT.]
Allows copying of the data from one side to the other.
If modifications exist for the section the option [Project .vol] of SECTION projects the KPs of the
pavements of the old axis to the modified axis.



4.2.9- Expropriation margins

This menu allows definition of the terrain margin which will appear on the profiles ISPOLxx.per from the
foot of the embankment or head of the levelled area.
This last point of the terrain is the one which will be used later for drawing the edges of expropriation on
the ground plan, with the files of type E.lil.
If no value is inserted, the program takes DEFAULT EXPROPRIATION MARGIN that is declared in the
[PARAMETERS] menu, the default margin is of 5 metres.
The information of the margins of expropriation are saved in the files *.vol, but can also be saved int he
files *.mge.

[By Line]
The value of the margin of expropriation can be given as distance to the axis on the ground
plan.
It can also be defined using a line with the [By Line] option. In this case the values used in the
table are taken as distance to the axis.



4.3- Design of sections
The previous chapters describe the data table definition menus that configure the upper surface of the
road. They are the grade line menus, central reservation and eccentricity, road widths, turning axes and
superelevations. All these are tables with data for KP. Their aim is to define the "surface" of the works.

What is a section

The Sections attempt to define the geometry necessary for sustaining this; that is, the roadbed (as a
whole) and the earth movements.
There are some tables with more variable data. They are for definition of selected soil, crowning of the
levelled area, berms, etc The remainder enter into the concept of section in the strict sense of the term,
or section for earth movements. Parts of the ground section are defined on it modularly, and they have in
common the fact they are definitions for invariable geometric performance, and as such they are applied to
complete sections between two KPs. They are the definition of SUBGRADE, EMBANKMENT,
LEVELLED AREA (including roadways etc.) and VECTORS (fixed platform, central
reservation ditch,) and the SECTIONS OF CALCULATION on which each one of the sections is
applied.
We will see in the description of Calculation Areas, how the Section can also be variable with lineal
transitions of the geometry between two sections, one defined at the start of a section and the other
defined at the end of the section.
Assigned to each section is a sequential number. The order for defining the sections is independent of the
sections that will be used later on.
In the menu SECTIONS and SUBGRADE, as many sections are defined as are going to be used for
the axis in design and which is the geometry of the subgrade.
When we add a new section, employing some of the options: [Add] or [Repeat]; we must define here the
geometry of the subgrade.
The definition of up to 500 sections per axis is allowed.

[Save1] [Load1]

[Save1]
Generates a file *.stp with the data that define the current section.
The current section is the one which is found on the highest part of the dialog box and can be modified
using the options [-] [Dato n/N] [+].The information is saved in a file with extension *.stp and contains
information of:
Geometry of subgrade.
Section of levelled area.
Section on embankmenti.
Fixed platform.

This allows creation of libraries of sections, so that they can be used in later projects.

[Load1]
Loads the data from one of the sections available in the files *.stp over the current section.



4.3.1- Geometry of the subgrade
Defined in this section are the existing geometric links between the last road and the subgrade of the soil,
as well as other elements such as the thickness of the roadbed or the selected soils that are closely
connected to the data defined here.

[NAMES >>]
To each section type a name can be assigned which is stored in the *.vol file. This name may appear on
editing the ISPOLn.per file and if it is loaded the *.vol file.

To define the geometry of the subgrade the following data is used, whose meaning we will try to explain in
the adjoined drawing (model).



[MIN.L.THICK] [MIN.R.THICK]
Minimum thickness of the roadbed for left and right platforms. The data must be consistent with the
thicknesses that are given to the different roadbed layers.

The maximum thickness of the roadbeds is 200 metres. This allows us to make channels on the roadbeds
on which geometry is defined with the grade line and the geometry of the excavation with that of the
subgrade.

HIP RAFTER
Its geometric evolution follows that of the grade line according to six performance standards among those
that may be chosen.

[AUTOMATIC]
Places the ridge automatically in order to optimize the volume of the road surface. During the
superelevation transitions, the ridge is gradually moved from edge to edge of the main carriageways. The
minimum thickness is applied on that point, and from there, the "minimum gradient of the subgrade" or the
superelevation of the corresponding carriageway if it is greater, in order to arrive at the line of the auxiliary
roadway of the edge being dealt with.

[SUBPARALLEL]
Places the ridge under the geometric axis (on single carriageway) or under the white interior strips (if it is a
dual carriageway). The minimum thickness is applied equally on this point, and from it it arrives at the edge
of the main carriageway with the superelevation gradient increased on the "increase of gradient" so that
the road surface is swelled up to the outer side of the main carriageway, if the increase is positive.

[AUTOMA_EXT] (automatic extended ).
The ridge is generated the same way as for automatic; however it does not stop on the edges of the main
carriageway, but continues with the same gradient up to the width assumed by component number one of
the roadbed. This component must be strictly defined in width and the road surface slope or the ditch must
not truncate when applied in this case.
Allows the excess widthsof the first layer to be defined with respect to the edge of the verges. If its
measurement is not of interest, it can be given a thickness of zero.

[SUBPAR_EXT] (subparallel extended)
Arrives at the component width number one of the road surface, with the geometry of the subparallel case.
Allows the excess widthsof the first layer of road surface to be defined with respect to the edge of the
verges.

[INDEPENDENT]
The location of the ridge is carried out by the user regardless of the superelevation or the turning axis. In
this case the definition of the geometry of the subgrade line is carried out from the menu [INDEPENDENT
SUBGRADE LINE], to the design style of the platform.

[AUTOMATIC_SHOULD]
This is the same as the [AUTOMATIC], but the ridge can pass underneath the outer verge as far as its
edge. On dual carriageways, if this option is activated the automatic ridge can be moved from the inner
edge of the interior verge (code -11) as far as the outer edge of the exterior verge (code 11).
MIN.GRAD % (minimum gradient of the subgrade line)


In the case of the automatic ridge, it defines the minimum gradient of the subgrade line under the main
carriageway and under the verges. In the case of the subparallel it is used under the verges. The
information is given in %.

GRAD INC. (increase of gradient of the subgrade line)
In the case of the subparallel ridge, the subgrade line under the carriageway has the same gradient as this
one, swelled towards the outer sides at an angle defined here.

SUBSHOULDER
The gradient of the subgrade line under the verges is defined by the minimum gradient with a control
for which the following possibilities exist:

[EXTEND] (extended)
The subshoulder is placed in extension of the subgrade of the main carriageway.

[BREAK]
The minimum gradient of the subgrade line is applied for the subshoulder gradient. If the difference of
superelevation with the main carriageway exceeds the maximum value allowed, it is placed with a
difference equal to this maximum value.

[PARALLEL]
In the case of the subgrade line subparallel, this option constructs the subgrade line under the verge,
with the superelevation of the verge, independent of the superelevation of the main carriageway.
Beneath verges 3 and 4 the gradient of 2 extends.

[PARALLELS]
Takes the parallel subgrade to verges 2, 3 and 4.

[EXT+BREAK] (extended plus sudden change)
Works like the extended type underneath the verge and then suddenly changes under the hard
shoulder etc.

[TABULAR:]
One of the tables from the library is used, with file extension *.sra.



Tabulated subgrade file:

####################################################################### SUBGRADE: TABLE
OF GRADIENTS (to use on subgrade TABULATED) ## Data for right carriageway, the
left symmetrical. #
# For SUBPARALLEL gradient of subgrade interpolated on the first #
# column, the weight factor obtained is used for interpolation #
# linearly on other columns the gradients to apply under the #
# main carriageway the inner verge and central reservation (two #
# carriageways)and the outer verges. #
# For AUTOMATIC la GRADIENT MINIMUM used for carriageway and inner #
# verge without noticing the columns Psubcarriageway and Psubverge 1 #
# (advisable to define them using table with control SUBPARALLEL). #
######################################################################
# P-4i-Q7e.sra (parallel | 4% inter | quiebra 4% con limite 7 exter) #
######################################################################
# P rasan Psubroad Psubverge1 Psubverge 2 #
# ------- ---------- --------- --------- #
PSB -100. -100. -100. -93.
PSB -4. -4. -4. 3.
PSB -3. -3. -4. 4.
PSB 0. 0. -4. 4.
PSB 4. 4. -4. 4.
PSB 100. 100. -4. 100.
######################################################################
# fin #
# --- #
FIN #
######################################################################

The table has its data organised into 4 columns.
For definition of ridge [SUBPARALLEL], the known value is interpolated of the gradient of the subgrade
between the data of the first column of table; the weight factor obtained is applied in order to linearly
interpolate the gradients for application under the main carriageway, the auxiliary carriageway and central
reservation (if it is a double carriageway) and the outer auxiliary carriageways.
If the ridge is declared [AUTOMTIC] the data of the minimum gradient is used under the main
carriageway and the inner auxiliary, without noticing the columns Psubcalzada and Psubarcen 1 of the
table; however it is advisable to define tham for using the table with Subparallel control; the rest of the
table is used for interpolation.

MAX. DIFF. (%)
Maximum difference allowed between the transversal gradient of the subverge and the main carriageway.

[RBHR]
On subgrade lines of type [SUBPARALLEL] and [SUBPAR_ EXT] allow the ridge to be moved by a fixed
amount with respect to its postion under the edge of the carriageway on dual carriageways or of the centre
on roads.

[HRRSL] (Ridge according to Road surface Layer)
Can be used for the [AUTOMATIC] and [AUTOMA_EXT].
Allows the top part of the ridge on the automatic subgrade line to be moved and automatic increase
between the edge of the roadway and the edge of the verge [AUT_SHOULD].
This top point is defined by the position of the shoulder of a road surface layer. So the program uses the
Sobre_Ancho_Exterior of that layer as the most external position for the ridge as long as it does not go
above the edge of the outer verge.
In the case of dual carriageways, the Sobre_Ancho_Interior is used for that layer as the most internal
position for the ridge as long as it does not go over the edge of the interior verge.
A deactivated road surface layer can be used [NO] from which we are only interested in the values A ext
and A int for controlling the top position of the ridge.
SUBMEDI. (subcentralreservation)
Allows definintion of the performance of the central reservation from the inner edge of the interior verge
inwards. It allows eight values.


[EXTENDED]
They are extended, following the gradient until the central reservation is cut. If they do not cut it at the
highest point the gradient will be given so that they join, forming a vertex with the lowest point on the
geometric axis.
[CONVERGENT]. The are extended towards the geometric axis and the gradient of the highest one is
modified so that it joins, forming a vertex with the lowest. Later it will be determined if they cut the
central reservation.
[EXTEN_WPeak] (extended without peak)
It is like the extended one but if it cuts the central reservation, the vertex of the central reservation is
deleted and they are joined with a right section from the two points of the cut.

[CONV_WPeak]. (convergent without peak). Is like the convergent but if they cut the central
reservation, the vertex of the central reservation will be deleted and they will be joined with the right
section from the two points of cut.

[EXTEND_Step]. (extended with step)
Similar to the extended, but if it does NOT cut any of the two sides of the central reservation and they
have a different heights on the axis, a step will form here.

[CROSSF%] [0.00]. (gradient percentage rate).
The gradient is defined for the subgrade line on the central reservation, from the inner foot of the first
layer of the road surface (the lowest one) or by default from the inner point of the SubVerge. (An
extended subverge is recommended). In this case there exists the possiblility of intersection of the
subgrade line with the central reservation.

[PARALLEL]
The subgrade line is generated in the area of the central reservation parallel to the grade line.

[Super+ G%] [0.00]. (superelevation plus gradient. Gradient of the subcentral reservation)
o If the superelevation flows towards the central reservation superelevation plus gradient
is applied.
o If the superelevation flows towards the outside the gradient is applied.
o If on the geometric axes of the section one of the two sides is lower, the other one will be
made to converge towards it.
In this mode the possibility of intersection of the subcentral reservation with the central reservation
exists.

[CONV+Depth:]. (convergent plus depth).
In this case a convergent subcentral reservation is made, whose vertex is just underneath the vertex
of the central reservation at the specified depth.
This depth can match, for example, the thickness of the central reservation ditch.

[STRAIGHT]
This subcentral reservation is generated, joining a right section with the two points with code -11
(subgrade line on the inner edge of the interior verge).



4.3.2- Independent Subgrade line
If, in the definition of the Section Type the type of RIDGE like [INDEPENDI.] has been selected
(independent subgrade line) on the sections where this section is applied, the values deduced from the
table that is defined in this menu are used.

On carriageways the Ridge can be [Single] or [Double], in this case there will be a ridge on each one
of the two half profiles.

In the case of the single ridge, its position is calculated from the geometric axis from the data
Excen.D(m), (right eccentricity). If the ridge is on the left side a negative value will be inserted.

In the case of the double ridge the Right and Left Eccentricity values are taken as absolute values.

It is permitted that the ridge of the subgrade line is under the exterior verge as far as its external edge.
THE THICKNESS CONTROL can be taken on the most favourable point bearing in mind the position of
the ridge and the Left and Right Gradient, underneath the main roadways, activating the option:
Minimum Thickness under any point of the roadway.
Or it can be taken as a fixed value, measured on the position of the ridge with option:
Fixed Thickness under ridge.
[Save] [Load]
The files have extension *.cdf (share the format with the files of layer shape).



4.3.3- Cut
This menu allows the sections of the Levelled area to be defined. Using options [-] [dato n/N] [+], we
can cover the different Sections, created in the menu SECTIONS so as to insert or modify the levelled
area data associated to each one of them.

With the option of the fixed menu [Long M, YES/no] we can see all the data together (long) or ordered
(short), that are visible plus graphic display.

The option [Copy of]
allows data to be
brought from another
section.

[SYMMETRIC/ASYMMET
RIC] The keyboard
changes whenevener it is
pressed.
If the section is
symmetrical, it is only
necessary to define the
information for the right
side. The information of the
left side is not used,
whether defined or not
defined.

If an asymmetric section
has been chosen we
should define data on all
elements of the section
although some are
symmetrical.

The normal think is to
define one side and copy it
[Left Rgt] or [Left
Rgt], and modify what is
different on the other side.

The [Model] describes the parameters that we can insert for describing the section, bearing in mind that
we may require a different section on soil or on rock.

All the abbreviations CA, CC, CD,... are identified in the main dialog box.



The advanced modes of levelled area or special modes like levelled area+wall, wall+L3D, also offer a
model which explains their function to us.
The information for one levelled area section has a development that is described in the following box,
which offers us a general view of the possiblilites that we have for defining the way in which the section
behaves in the case of levelled area.
With the exception of the berms and the crowning that has its own sectioning of KPs, the remainder of the
elements are linked to the section type, so a good strategy is to study the project in depth in order to be
able to identify an approximate number of section types and try to make sure they correspond to the
advance in length of our work.

[Copy] The Copy option allows upload, on the current Levelled area and Embankment sections, of the
information on any existing section in editing whose sequential number is requrested.

4.3.3.1- Control of the section and start of the ditch

The control of the section is the placement of the point whose position relative to the surface of the ground
determines the use of the levelled area or embankment section. There are six modes:
[SHOULDER BOR. | BERM.BOR.]
Control cut/fill on the edge of the shoulder border and start of the ditch on the edge of the hard shoulder.
Checks if the final point of the verge is above or below the ground section. The platform is finished off with
the hardshoulder and the embankment section; or the hard shoulder, ditch and slopes of levelled area
respectively, applied from the starting point of the hard shoulder. This method suppresses the ditch as long
as the edge of the verge is above the terrain. It is the most economical way for ditches.
[SUBGRADE | SUBGRADE]
Control of cut/fill at the foot of the slope of the road surface and start of ditch at the foot of the slope of the
road surface.
From the start point of the hard shoulder, the hard shoulder of the levelled area and the slope of the road
surface of levelled area verge are applied, until cutting the subgrade line. If this point is underneath the
ground, then the ditch and slopes of levelled area are applied from it. If that point is above it is calculated
again with the hard shoulder and slope of the road surface of levelled area. In the event of being above the
slopes of levelled area are applied. If it passes below, ditch and slopes of levelled area are applied (the
section is of levelled area, but because of its small height it has a ditch).
[KERB BOTTOM | SHOULDER BOR.]
Control of levelled area/embankment at the bottom of the ditch and start from the ditch at the
edge of the hard shoulder.
From the start point of the hard shoulder the hard shoulder levelled area and the ditch are placed. If the
bottom of the ditch is underneath the ground, the levelled area slopes are added. If the bottom of the ditch
is above, the hard shoulder embankment, the slope of the road surface as far as the subgrade line and the
slopes of the embankment are applied.
[KERB BOTTOM| SUBGRADE]

Control levelled area/embankment at the bottom of the ditch and start of the ditch at the foot of the slope of
the road surface.
From the end of the platform the slope of the road surface and hard shoulder levelled area are placed as
far as cutting the subgrade line, where the ditch is located. If the bottom of the ditch is underneath the


slopes of levelled area are added. If it is above then the slope of the road surface and the slopes of the
embankment and the hard shoulder are started again. This method means all possible ditches are placed.

[SUBGRADE | SHOULDER BOR.]
Control levelled area/embankment at the foot of the slope of the road surface and start of the ditch on the
edge of the hard shoulder.
On applying this type, it is tested with the embankment section and if the point of control remains below
the surface of the ground, then that of the levelled area is used (although the bottom of the ditch remains
in the air).
The complete ditch is constructed and although some or all of its points remain above ground, it is tested
to see if the section geometry of the levelled area manages to cut the ground (although for this to happen it
should be filled, embankment measuring appearing).
If in any way the whole section remains above ground, then the section is constructed as it would be done
for the type [KERB BOTTOM | SHOULDER BOR.].

[SHOULDER BOR.| SUBGRADE LINE.]
Levelled area/embankment control on the Edge of the Verge and the start of the ditch from the Subgrade
line.
The section conducts itself on embankment as "Edge of Verge | Edge of hard shoulder" and of excavation
of "Subgrade line | Subgrade line"

Defined in the same window as CONTROL/DITCH when the section is TUNNEL or CUT-AND-
COVER TUNNEL, which is explained further on when the Tunnel theme is explored.

4.3.3.2- Hard shoulder of road surface excavation
The hard shoulder of which we are talking here, is the one defined in the roadbed, is applied after the
roadway and verges and before the slope which is finished by the road surface. It is defined using the
following parameters:

DB: [0.000] Width of the hard shoulder measured in metres.
ZBD: [0.000] Level of the hard shoulder measured in metres.
In this way, for example, a hard shoulder of metre and 8%, will be defined as BD: [0.5] and ZBD: [0.04].
TYpe: [CONCAVE / NOT CONCAVE]
If the slope of the hard shoulder is less than that of the contiguous roadway a hollow is formed at the start
of the hard shoulder. It is controlled here if that hollow is permitted or is obligated to put the hard shoulder
in extension of the last auxiliary roadway in this case.
TP: [0.000] (slope of closure of the roadbed)
For cases when the ditch starts from the subgrade line.
When the ditch starts from the hard shoulder, it is the ditch which finishes off the road surface, and if it is
not sufficiently deep it is finished from its bottom with a vertical cut as far as the subgrade. Like all slopes,
they are defined in metres for each vertical metre.


Negative values can be used for the slope of closure for the road surface, TP. In this case it is the subgade
which goes up with the indicated slope to search for the last point of the platform (edge of verge or of hard
shoulder).
[Step]
Unevenness of the hard shoulder due to not having a road surface layer or fill up to the level of the
wearing course of the main roadway or of the verge. It is usually used with draining layers.

4.3.3.3- Gutter

Three ways exist for defining the ditch: parametrically, graphically and numerically.
Parametric definition of the ditch
The definition is carried out using four values with which a ditch with or without flat bottom is constructed.
This is the default method.
The four values are the following:
ZC: [0.000] Depth of the ditch measured in metres.
CC: [0.000] Width of the flat bottom of the ditch (0, for triangular ditches), measured in metres.
CA: [0.000] Horizontal width of the face of the ditch next to the verge, measured in metres.
CD: [0.000] Horizontal width of the face of the ditch next to the levelled area, measured in
metres.
Vectorial definition of the ditch.
When the method of definition is in [VECTORIAL] we can enter to define data for the vector pressing
[VECTOR n ptos].
When the variable n has a value not nil, that value matches with the number of points used on the
vectorial definition of the ditch.
The menu named VECTOR, is
common to many ISTRAM

options. From this menu a polyline
can be defined, numerically or
graphically, which describes, in this
case, the cross section of the ditch.

Within the VECTOR menu and using options [Add] [Insert] [Repeat] [Delete] and [Start], we can
prepare a list of pairs of data delta X, delta Y, which make up the segments that describe the cross
section of the ditch.
Using the [GRAPHIC] option the list of previously mentioned values are transformed onto a polyline at
the same time of entering the line editing menu.


The graphic mode will not be able to be entered if there is not at least one piece of information present
(add it if necessary, and then press GRAPHIC).
From this menu or from others, across the drop down menus, we can graphically draw the cross section of
the ditch, from the line that appears on screen. It is advisable to always use the piece of vector that
appears on screen and extend it towards positive values of X, defining the right ditch. If a vector is defined
to apply it as a left ditch, we will draw it also towards the right, assigning increasing values of X, points of
the vector that are along the axis. this makes the vectors reusable for both sides.
For example, calling the option [OPEN] from the drop down menu DRAW lets obtain more space to draw
with, or, using option [S < REJILLA > N] of the [TOOLS] menu that is in the dropdown MENUS, a grid
appears on screen a measured grid which helps give whole data for the ditch dimensions.
The anchor menus, including for the grid can be used. The blue grid helps to see dimensions of the
drawing; but it is not anchorable (see [TOOLS] [Reji.Enganche]). We can assure ourselves that at the
end of the editing process there will only be one polyline left, and that this will progress with Point +
towards the right (start point at 0,0, start of the ditch).
On exiting the [EDITOR] menu the polyline segments that have been graphically edited appear broken
down sequentially for possible modification.
The VECTOR menu allows us to save and restore files with extension *.vec using [Save] [Load].
On exiting VECTOR, in the corresponding box of the LEVELLED AREA the number of points appear that
make up the vectorial definition of the ditch.
If we then change to [PARAMETRIC] the window will appear stating the number vector points [Vector 0
ptos.]. If they have been defined previously, they can be recovered with the [Add] option of the Vector
menu.

Ditch defined by its profile length

In the data window of the ditch a drop down menu appears which allows selection of how the ditch will be
executed.
[Fix] (fixed ditch)
Executes the ditch as it is defined parametrically or vectorially.
[By Longitudinal] (ditch defined by its longitudinal)
In this case if the vertex of the fixed ditch is above the longitudinal that is defined for the ditch, the first
segment is extended until it goes down to the height of the defined longitudinal for the ditch.
Can be defined vectorially.
In the GRADELINE menu we have the options: [Longitudinal of Roadways / Longitudinal of
Ditches]. If [Longitudinal of Ditches] is selected two longitudinals are defined, one for the RIGHT ditch
and the other for the LEFT ditch.
These longitudinals are only used in areas where the ditch is defined by longitudinal and furthermore, the
longitudinal is there underneath the point of the bottom of the ditch.
As a help, it can be calculated previously with all the Fixed ditches. Drawing then the ground plan and
running [Project Line] selecting the line from the bottom of the ditch. This option generates a file


*.lon which can be loaded in GRADELINES with the option [OTHER
LONGITUDINAL][POLYLINE] with what we have on screen the profile longitudinal of the Fixed ditch
which can serve as a guide for generating the longitudinal of the ditch.

[By Long. To Height] (ditch defined by longitudinal to height).
Can be defined vectorially and the 1000 key should be assigned to a point of the ditch vector.
In this case the point with 1000 key recovers its relative height with the anchor point of the ditch (as the
last point of the parametric ditch) and the previous points are not affected by the length.

[By Long. =Width]
In this type of ditch the point at the bottom (or both in the trapecials) go down to the height of the
longitudinal, but the total width of the ditch is kept (the lateral slopes vary).

Closure of the subgrade line with the ditch

SubGradeline [0] and Slope [0.000] options
For Ditches placed on the edge of the verge or hard shoulder:
By default when the subgrade line has to pass underneath the vertex of the ditch it is closed
against the point of control of the ditch (Subgrade line [0]) and with vertical slope (Slope [0]).
When the closure of the subgrade line is defined on a point of the ditch (0,1,2) with a slope and the
short ditch on the ground before reaching the foreseen point, the subgrade line is closed towards
the point of cut with the terrain and with the defined slope.
It can be made to search for another previous point of the ditch (Subgrade line [1,2,...] and with
any slope.
The subgrade line can also be taken towards the point where the outer berm joins with the start of
the levelled area.
A negative value (p.e. -1 o -2) makes the subgrade line go up to search for the hard shoulder
(code 50) or the verge (code 11), the point of cut holds code 100. In order to avoid disorder in the
codes the points of the platform are re-coded (50,11,..) which remain after the cut of the subgrade
line: (50150, 11111, etc...)

The slope must be such that the final bend of the subgrade line falls under the verge.
The points of the ditch that now remain before the join of grade line-subgrade line are coded as 90, 91, ...
(For example on a trapezial ditch CA=0.5 CC=0.5 CD=0.5 ZC=0.5 If we put SubGrade [1] Slope
[1.000] the excavation for the subgrade is carried out, extending the slope of the outer face of the ditch
until cutting the subgrade line. This can be competed as far as the selected soil making the exterior code
99, exterior slope=1, From Above).
On slopes starting from the edge of the verge or hard shoulder and whose bottom is underneath the level
of the subgrade line, a negative value is admissible now (-1,-2,...) in the SuBgrade [0] box of he menu
DITCH with the same effect as for the reduced slopes.

Coating of the ditch

Coat. [0.000] (coating measured in metres)
The original measurement for the coating is picked up on the ispol3.dar table.



4.3.3.4- Geometries of levelled areas on soil and on rock
Excavation on soil

PARAMETRIC MODE
Successive heights are inserted whose stages are applied to the corresponding slopes. The definition of
the slope is carried out using 9 parameters:

ZD1 [00.000]
ZD2 [00.000]
ZD3 [00.000]

There are three growing heights on which we can divide the section for soil excavation for applying
different slopes (las ZD are accumulative heights). The corresponding slopes are:

D1 [0.000], slope between 0 and ZD1.
D2 [0.000], slope between ZD1 and ZD2.
D3 [0.000], slope between ZD2 and ZD3.

ABD [0.000], width of the berms (measured in metres).
DBD [0.000], equidistance between berms (measured in metres).
Pen [0.000] gradient of berms (measured in percentage rate).

On the parametric soil excavation area the maximum number of berms can be fixed, by default 50.
It must be remembered here that the slope is given in metres advanced on the horzontal in order to get an
elevation of one metre in vertical, so that the slope 0 would be the one completely vertical and as the
numbers increase it will be more flat.
If we are only gong to use one slope, this should appear in ZD1, D1 and if there are two, they should be
ZD1, D1 and ZD2, D2. The data not used can stay at zero.
If in the calculation, the section of excavation on soil exceeds its height of ZD1, ZD2 or ZD3, instead of the
slopes, ISTRAM
places a vertical wall after the ditch, or of the berms, if there are any, or after the
uncovered rock, if it is rock.

In this way, for example, if we have a surface
horizon with soil of 2 metres, shiftable rock up to 6
metres in depth and the remainder suitable rock,
an advisable application of slopes would set the
fixed location on its head with intervals of 100, 102
and 106 for Z1, Z2 and Z3, in accordance with the
figure



As well as parametric mode, on pressing the drop down MODE: other modes can be chosen for defining
the section of levelled area.

On pressing on the drop down MODE: a help graphic is opened up on screen
(a monkey) with the different possibilities for definition.

VECTORIAL MODE
Instead of parametric definition we can carry out here definition for vectors (numeric or graphic), for
sections of levelled areas on the soil in analogue or as explained on the ditch. When it is defined using a
vector, if on applying it the intersection with the surface of the ground is not reached, then instead of a
vector, a vertical wall will be placed.

The design on this vectorial shape allows
the generation of levelled area slopes as
elaborate as required

In the vectorial mode the same graphic
information is inserted, using a vector that
can generate itself as graphically as it can
parametrically using increments of X and Y

The LOCATION option allows switching
between the usual mode [FIXED BY
THE FOOT] and the [FIXED BY THE
HEAD].
In the first case the soil excavation is applied from below to above, cutting the excess above.


In the second case, the extreme upper is placed on the ground, and the remaining section is cut on the
outer edge of the ditch or the rock, depending on each situation.

GROUND PLAN LINE

From a line on the ground plan, with coordinates X and Y, the program calculates the cut with the ground
and joins this point of cut A with the last point of the ditch B.

If a wall of fixed height is defined, for the mode [GROUND PLAN LINE], first the wall is run and if this does
not reach the ground, from the head of the wall, a slope is drawn up to the position of the 3D line or to the
ground on the position of the ground plan line.

For the levelled area and embankment modes which use 2D or 3D lines the option [Volcar] is added
which creates an edm line from the line stored in the .volfile.

This allows the line to be edited without needing to load the edm file of the preceding one.

3D LINE

Similar to the previous method, but in this case we will get from the line the point A; which joined to the last
point of the ditch B, will result in the corresponding slope of level area. This slope will be interrupted only
on the line (point A).

If a wall of fixed height is defined, for the mode [3D LINE], first the wall is run and if this does not reach the
ground, from the head of the wall, a slope is drawn up to the position of the 3D line or to the ground on the
position of the ground plan line.



3D LINE + WALL

In this case the 3D line may represent the foot of a wall. Therefore, the last point of the ditch to the line is
joined and the wall is continued vertically up to cutting the terrain.
In the three previous cases in order to select the line we press the box [LINE 0 ptos] and then we select
the line over the cartography. The selected line is presented on screen thicker and coloured cyan, likewise
in the menu the number of points of the line will appear.

TABLE OF SLOPES.

Along with the option [TABLE _SLOPE] another key appears [T: n Slopes].
On pressing this key, a similar menu is deployed to the one for defining vectors, but with the two columns
SLOPE and MAXIMUM HEIGHT.
In the calculation, the program starts checking with the first slope of the table. If the ground is not reached
with a height of less than the maximum anticipated, then the program starts to check with the next
information on the table; if the ground is not reached with this with its maximum anticipated height, it jumps
to the next piece of information and so on successively.
If it is not possible to get to the ground with any of hte data in the table, then a wall is placed.

WALL+SLOPE+LNE 2D

The 2D line is taken to the ground.
From it a slope AMD/ZMD is drawn (using the crowning
values of the wall) until it cuts the wall. However the
wall is of variable height.
The wall can either have slopes, width and depth, or
none.
If the line cuts the wall under the foot of the wall, the
wall will be deleted, remaining a smooth slope.

If there is crowning of levelled area defined, the point of protection over the terrain of the 2D line is lowered
a height A with the slope T for crowning of levelled area and from this new point the geometry of the
Wall+Slope is executed.



WALL PLACED D. WALL PLACED T.

This type requires definition of a 3D line from which the
height is taken on each KP.
It is not controlled if the section is levelled area or
embankment and the wall of levelled area is constructed
up to the height of the line with the defined geometry for
the levelled area wall (width, depth, slopes,.).
The WALL PLACED D (levelled area type) hs the
foot of the wall on the edge of the platform and the
head of the resulting height of the 3d line. The wall
can have an over elevation, a depth and other
geometric properties that are defined in the wall of
levelled area.
The WALL PLACED T (embankment type) has the
head of the wall on the edge of the platform and the
foot at the resulting height of the 3d line. The wall
can have an over elevation, a depth and other
properties that are defined in the embankment wall.

It is necessary to note that if the geometry of the walls are defined respectively in the submenus of levelled
area and embankment, the walls placed in levelled areas and on embankments are both defined in the
submenu soil/vault of levelled area. These types of wall are compatible with the option Auto of the
menus defined for walls, which search automatically for the wall of adequate height.

VECTOR+WALL+L3D

The vector is run from the edge of the platform.

If the point defined by the 3d line on the profile is above
the vector a levelled area wall is executed from the point
until cutting the vector.

If the point defined by the 3D line on the profile is
beneath the vector, a wall of embankment goes up from
the point until cutting the vector.

APPARENT SLOPE

In this mode, the head of levelled area is calculated,
using the slope D1, from the end of the ditch, but then the
section with a wall of variable height is generated, closing
to the previous calculated point, using the slope
AMD/ZMD. The resultant heights of wall and slope are
proportional.

HIGH WALL BY 3D LINE

In this case the height of the 3D line marks the height of
the top of the wall, then it continues with the crowning of
the wall and/or the section of levelled area on parametric
soil that has been defined.
If the 3D line takes the head of the wall above the
ground, the section is closed against the terrain with the
first defined slope in the embankment section.
It is possible to activate the automatic selection of the
wall from the table, in the case of HIGH WALL x L3D.



WALL + FLAGSTONE

This mode allows a cut-and-cover tunnel from the walls,
in which a crowning slab is placed and then it is filled.
Two values are inserted:
[H]: Free height from the height of the grade line up to
the slab.
[C]: Round off of slab.
The walls are defined normally, giving their width, depth,
geometry of base and of the excavation etc.
Measurements:
The total excavation is the value:
Levelled area + Excavation_bases_wall.
The total fill is the value:
Fill_base_wall + Fill_slab.
The measurement of the slab is also measured.

Alt TS [0] (alternative section type)
If, in the event of applying the levelled area section the anticipated height is exceeded, and the number of
the alternative section type is greater than zero, the program will try to construct the section of levelled
area (levelled area on rock + levelled area on soil) with the data defined in the alternative section type.
If with this section the maximum anticipated height is also exceeded, then the wall of the first section would
be placed.
Jumps to other sections are allowed as many times as there are existing sections. in this way, a series of
sections of increasing heights can be defined, and the program selects the one it needs with respect to the
height.
The alternative sections can be independent for the levelled area, the embankment and for each of the
sides.
[ I.L.] (inadequate ground)
If this option is activated, the defined slope on the levelled area on soil is considered valid for the
inadequate terrain and topsoil.
In these circumstances the section of the line of the slope of levelled area that passes through the
inadequate ground and topsoil will be changed to the type used on the levelled area on inadequate
ground. Also the wedge of the embankment on the head of the levelled area is also considered
unnecessary for sustaining the inadequate terrain and topsoil.
If, in the section type the VECTOR OF CUT ON INADEQUATE GROUND has been defined, and
simultaneously on the section of levelled area ground the option [T.I.] is activated (the levelled area soil
is valid for the inadequate ground) the program performs in the following way:
Fill: The slope goes down towards the suitable ground and then goes up with the cut vector on
inadequate ground as far as the surface.
Cut:. The geometry defined on the cut on the soil goes up to the surface but the section that
passes through the inadequate ground changes the type to cut on inadequate ground (L69).


Cut on rock

When on the Sections of Calculation on which a determined section type is used, a determined depth is
declared for the roof of the rocks, which can be reached by the levelled areas, must anticipate a section to
apply on the part of the section we are on which is on rock. This section of levelled area on rock is applied
after the ditch and before the levelled area on the soil.

Analogically to the others the levelled area on rock can be defined parametrically or vectorially. On the
parametric definition two variables for each type of rock are employed:

CR [0.000]
Is the slope for levelled area on rock.

RD [0.000]
Is the horizontal difference of uncovered rock. From the intersection of the slopes on rock with the horizon
of the rock, RD metres of width are left with the geometry of the roof of the rock before applying the cut on
the next rock or soil.
For a better understanding of the parameters, look at the standard that is shown on screen on entering the
CUTmenu. The [Model] key refreshes the drawing standard.
The parametric definitions are recommended as often as possible and for simplicity. Only when the
complexity of some of the elements of the section exceed the possibilities of the aforementioned definition,
will we be able to get to the vectorial definition that is more flexible.
Use Cut on Earth Geometry
On activating this option the geometry of the cut is executed as if only cut on soil existed, which allows the
heights of the berms to be controlled from above or below regardless of terrain. The measurements study
the different terrains.



4.3.3.5- Wall
In some projects it is necessary to define a wall that carries out the functions of protection of the roadway
against possible falls of different elements to the same (stones, trees,...) and also, in certain cases,
obliged by the geology of the terrain. The dialog box offers us a complete list of parameters that allow us to
define any type of geometry.

The application checks if the height required for reaching the ground exceeds that anticipated by the
section and if so, substitutes the levelled area on soil with a vertical wall, from which its Depth: (depth)
can be found, its Width:, the Slope: of the uncovered side and the slope of the extrados: for
the purposes of its representation on the cross sectional profiles and the measurement of the implicated
material.

Likewise, a mixed section of part Wall and part Slopes of Levelled area can be defined, defining the
Height of the WALL.

In this case if the section has less height than that defined for the wall, the whole section is WALL.
The wall can project above the terrain of he height Hc.[0.000].

A base of thickness Hz can also be defined with mouldings of lenth Ai and Ae. Likewise, the mouldings
can be defined Te and Ti for exterior and interior excavation of the wall.
When the base of the wall interferes with the subgrade line, the subgrade line is made to pass over the
base of the wall.
Bi [0.000] (inner excess width of excavation of the base).
Be [0.000] (exterior excess width of excavation of the base).


With these controls, some interior and exterior excess widthsare permitted to be defined for the excavation
of the bases of the walls.
If the values Bi, Be, of the excess widthsfor excavation of the base of the walls are given negative values,
the slope will start from the upper corner of the base, instead of the lower one.
Likewise if the PlACEMENT of the levelled area on soil is [FIXED BY THE FOOT], the wall is placed from
the ditch or the rock, and the slopes from the crowning of the wall up to the surface of the ground. On the
other hand if the PLACEMENT is [FIXED BY THE HEAD], the wall is placed above the slopes.
It is also permissable to define two values AMD: ZMD: so that the wall does not stop on the
intersection with the terrain but at a distance AMD: and with a disparity ZMD:.
These values also serve to define the slope AMD/ZMD in the levelled area option on soil according to
[WALL+SLOPE+2D LINE].
The box [T] brings up the file from the library [ISPOL_D.tmu] (table of walls on levelled area) where a
collection of parameters can be preconfigured for defining the wall.
This table ISPOL_D.tmu allows addition of the five parameters that define the geometry of the bases.
On selecting a wall from the table, its data is passed to the current section. A different table can be
associated wth each section type and each side a different table.

Auto. If it is activated the program searches in the ISPOL_D.tmu table (or the one declared for this
section) the first such that its height-depth is greater to the height of the edge of the section to the soil. On
the table they should be ordered by ascending height.

Fixed height. Serves so that a wall of a given height keeps its height although its depth has to be
greater to that specified.

If the wall has a slope, a depth and a base the
foot of the wall is extended, following the sope
until arriving at the base.

If a wall of fixed height is defined, for modes
LINE ON GROUD PLAN and 3D LINE, the wall
is executed first and if this does not reach the
ground, then from the head of the wall a slope
is drawn as far as the position of the 3D line or
to the ground on the position of the line on the
ground plan.

Wall on rip rap on section of levelled area

A wall on rip rap may also be defined using the
following parameters:

Ai [0.000]. Width of the base of the rip rap.
Prof. [0.000]. Depth from the last point of the ditch
as far as the base.
HZ [0.000]. Height of the header
Ps % [0.000]. Gradient of the plinth in percent.

The filter of the rip rap on the levelled area is defined
in the menu COATING IN LEVELLED AREA.

In the definition of walls of levelled area and in the case of rip raps, it can be forced that the trasdos of the
base does not follow the slope of the trasdos of the wall but is vertical. ZTV



Sections of cut for the tunnel and cut-and-cover tunnel

Although this type of sections is defined in the independent epigraph, we will describe briefly here the
properties of functioning of the application in these cases.
When in CONTROL/DITCH and we declare TUNNEL the definitions for levelled area on rock, soil and walls
disappear and a new window VAULT appears. In this window the number of the tunnel can be inserted
(Num. Tunel:) corresponding to the geometry table that is defined in the [TUNNELS] menu.
In the case of dual carriageways or railways of double track a different tunnel for each one of the two
roadways or tracks can be defined with [ASYMMETRIC] section, or the two roadways or tracks can be
included in a single vault that will be defined on the right side, in this case on the left side Num. Tunel:
[0] should be placed.
Also in the case of dual carriageways or railways of double track a tunnel for each one of the two
roadways or tracks can be defined, and the other in open section (levelled area on soil). In this case it is
necessary to define a section type for the area of the central reservation and declare central reservation
open.
The option [VECTOR n ptos] can be employed from this same window VAULT. It is recommended to
use the option for definition of the analytic or vectorial vault from the Menu [TUNNELS] that will be
explained in the later chapter.
In the case of [CUT-AND-COVER TUNNEL] , as well as the number of the tunnel, the levelled area on soil
can also be defined, in vectorial mode and the levelled area on rock. In the cross sectional profiles the the
section of levelled area and the tunnel will be shown simultaneously, measuring also the levelled areas
and the fill of the cut-and-cover tunnel, between the vault and the ground.
In the case of dual carriageways or railways of double track with independent vaults or with mixed
sections: Cut-and-cover tunnel or Open-Cut-and-cover Tunnel; it is necessary to define in this area the
cenral reservation open with its corresponding section type.

4.3.4- Fill

In a similar way to the dialog box for the levelled area, the definition of the section in the case of the
embankment is permitted, for the different section types created. In order to navigate. In order to navigate
throught the different section types, we will employ the options [-] [data n/N] [+].


The option [Copy from] allows the data to be brought from another section.
The section of embankment is broken down into three subsections: hard shoulder, slope and wall, applying
the latter one when the height of the embankment is not sufficient for finishing the section.

4.3.4.1- Berm on fill

The berm included in the roadbed (berm on fill), is defined analogically to that of the cut, using two
parameters:
BT: [0.000]
Width of the hard shoulder in metres.

ZBT: [0.000]
Break down of the hard shoulder in metres. So, for example, a hard shoulder of metre and an 8% cross
sectional gradient is defined: BT: [0.5], ZBT: [0.04].
TYPE: [NOT HOLLOW / HOLLOW]
Analogical meaning to the one explained on Levelled area.

TP: [0.000]
Slope of closure of the roadbed for application when the embankment starts from the subgrade (when the
ditch of the levelled area starts from the subgrade). When the ditch of levelled area starts from the hard
shoulder and therefore also the slope of the embankment, if required, forces the slope of closure on the
roadbed to the value TP we should also activate the window which is next to the parameter TP.
Negative values can also be used for the slope of closure of the pavement, TP. In this case it is the
subgrade which goes up with the indicated slope to look for the last point of the platform (edge of verge or
hard shoulder).
Step [0.000]
Analogue meaning to the one explained on levelled area.
In the event of cut-and-cover tunnels a embankment slope using the parameters BT and ZBT is allowed
to be defined. If the base of the cut-and-cover tunnel is in the air apply this slope and the embankment
obtained is measured.



4.3.4.2- Fill slopes
The geometry of the embankment slopes can be defined in a similar way to that of the levelled area, being
able to be carried out parametrically [PARAMETRIC] or also vectorially [VECTORIAL].
Likewise it can be defined using:
[GROUND PLAN LINE] (ground plan line)
[3D LINE]
[3D LIN+WALL] (3d line and wall)
[2D LIN+SLOPE] (2d line plus slope)
[SLOPE TABLE ] (table of slopes)
[2DL+WALL+SLOPE] (2d line plus wall plus slope)
[3DL+WALL+SLOPE] (3d line plus wall plus slope)

On pressing on the drop down MODE: a help graphic is opened on screen (a monkey) with the different
possibilities for definition.

PARAMETRIC DEFINITION
Three values are used for increasing heights ZT1, ZT2, ZT3, measured from the foot of the embankment
upwards on those that are applied three different slopes:
1. T1 slope between 0 and ZT1
2. T2 slope between ZT1 and ZT2. (Remember that the ZT are acummulateive heights
3. T3 slope between ZT2 and ZT3

If only one slope is required to be
defined, the data should be written as
(T1, ZT1) and if they are 2, as (T2,
ZT2).
(T3, ZT3) should only be used if there
are three different slopes.
Independently of the three defined
slopes we can intercalculate hard
shoulders of width ABT equidistant an
uneven DBT and with gradient Pen (in
percentage rate).
As maximum 50 berms are allowed.

If in the process of calculation it turns out that the height of the embankment needed exceeds the larger of
the values ZT1, ZT2 or ZT3, instead of the defined section, a vertical wall will be placed whose crowning
will be distanced from the platform by a horizontal distance AMT and with a disparity ZMT.
In the same way as the levelled area, all the elements of the section can be symmetrical to the left and
right: option [SYMMETRIC], taking them then as valid data, those given for the right side, or it could be
different: option [ASYMMETRIC].
If [SYMMETRIC] is declared, the data of the left side are ignored whether defined or not.


VECTORIAL DEFINITION
When the geometry required for the section cannot be defined using the previously mentioned parameters,
recourse can be made to the [vectorial] definition, in which, numerically or graphically, the geometry can
be created as already explained in the [CUT] menu in the section on vectorial definition of the ditch.
The vector is defined graphically or numerically anchoring the point 0,0 for its foot with values of delta X
positives or nil and delta Y positives increasing and negatives if any low point, that is, the embankment
is defined from the left side, starting at its foot as is seen on the model drawing.
In this case, if on applying the graphically defined section, the required height of the embankment is not
reached, ISTRAM
places a vertical wall in the same conditions referred to previously.

Modes of application of the fill section

At the time of applying the embankment section on a definite profile, regardless of the way in which it has
been defined, ISTRAM
can act in two distinct ways:

PLACEMENT [FIXED BY THE FOOT]
The extreme start of the definition that is moved over the profile of the ground, until a point of the section
touches the platform; then the rest of the section that overhangs upwards is broken down.
PLACEMENT [FIXED BY THE HEAD]
Fixes the extreme end of the polygonal to the edge of the platform. Then the intersection with the terrain is
determined and the rest of the section that overhangs under the ground is broken down.
In either of these two cases, if the height of the polygonal is insufficient for covering the required
embankment, a vertical wall is placed instead of it at the distance AMT, and with a disparity on its crown of
ZMT. The case for defect is the first one: [FIX BY THE FOOT].
PLACEMENT [SEMISTRUCTURE]
Allows one of the two sides to be dealt with (left or right) as a structure and the other with the normal
section of levelled area/embankment.
If the sectionis symmetric or the two sides are defined as [SEMISTRUCTURE] the treatment is the same
as that of a structure.
Alt TS [0] (alternative type section)
If the anticipated height stops on the section type and the ground is not reached, before placing the wall, it
is checked with the embankment of the Alternative Type Section.
to C.L.
If there is a thickness of topsoil cover and/or inadequate ground and the option Hasta T.C. is activated,
the slope of the embankment goes down towards the suitable ground although the vector of levelled area
on inadequate ground has not been defined.

Equally, this option activated, the depth of the walls and the position of the 2d line for slopes defined by
[L2D+WALL+SLO] (2d line plus wall plus slope), is considered to be on suitable ground.

Fill foot
In the case of having defined a vector for
the levelled area on inadequate ground,
this option allows filling of the triangle
formed under the surface of the natural
ground with the foot of the slope of the
embankment between the natural ground
and the suitable ground, and the slope of
the levelled area on inadequate ground
that goes back up from the suitable ground
as far as the surface.
Line L158 is created which represents this
fill.



Other ways of defining the embankment

GROUND PLAN LINE

From a line given on the cartography, the program calculates the intersection with the terrain of the vertial
that passes through the same, joining this point of cut A with the edge of the platform B.
For the modes of cut and fill that use 2D or 3D lines, the option [Vault] is added that creates a line edm
from the line stored in the .vol file. This allows the line to be edited without needing to load the file edm

3D LINE

Given a 3D line, the edge of the platform B is joined with
the line A, interrupting the resulting slope on said point.

3D LINE + WALL

Studies the case in which the 3D line has to represent, for example, the head of a wall. Taking this line as
(point A) the slope is constructed of the embankment, joining with the edge of the platform B and a wall
goes down until cutting the ground on

2D LINE + SLOPE



Leaving from a ground plan line, from which point A of cut with the ground is calculated, a slope T is
raised. A embankment is previously defined, fixed by the head and always parametric, that is applied from
the edge B of the subgrade until cutting the aforementioned slope T.
In the four previous cases for selecting the line we press the box [LINE 0 ptos] and then we select the
line on the cartography. The selected line will be displayed on screen thicker and in cyan blue, likewise the
number of points of the line will appear in the menu.

TABLE OF SLOPES.

Along with the option [TABLE SLOPE. ] another key appears [T: n Slopes]. On pressing this key, a
menu drops down that is similar to the one for defining vectors, but with the two columns SLOPE and
MAXIMUM HEIGHT.

In the calculation, the program starts checking with the first slope of the table. If the ground is not reached
with less height than the maximum anticipated, then the program checks with the following information of
the table. If with this the ground is not reached with its maximum anticipated height, it jumps to the next
information and so on successively.
If it doesnt manage to arrive on the ground with any of the data from the table, then a wall will be placed.

2D LNE+WALL+SLOPE

The 2d line marks the foot of the wall (or foot of the
embankment).
The crowning slope stores the link AMT/ZMT defined
for the wall crowning.
The height of the wall will come marked for the
intersection with the wall of the slope AMT/ZMT that
goes down from the platform. The wall can have
width, depth, slope and trasdos.
If the slope cuts the terrain before the 2d line, the
wall will not be placed and the slope will be taken to
the 2D lne.
This option is compatible with the automatic
selection of the wall.

LINE 3D+WALL+SLOPE

In this case the 3D line marks the head of the wall
that is constructed from this point downwards
(towards the ground) with the geometry that has
been assigned.
From the 3D line (head of wall) a line is drawn with
slope AMT/ZMT (defined on walls).
From the platform the slopes of the embankment
defined parametrically are drawn until they cut the
previous line.



4.3.4.3- Walls on Fill

If, on the application of the section of embankment (parametric or vectorial), it turns out that the height of
the embankment required exceeds the anticipated value, instead of the section defined, a wall is placed
whose crowning will be distanced from the platform of a horizontal distance AMT and with a disparity ZMT.
This wall can likewise be defined with a depth Prof., a width Width, a slope for the uncovered face
Slope and anoher for the Trasdos Extrados

___
A mixed section can also be defined part on
wall and part on slopes of embankment
defining the Height of the wall.
A wall on embankment remains defined in
place of the height [Height], the value of a
fixed height [Height] for the head of the wall.

In this case if the section has less height than
that defined for the wall, the whole section is
wall.

The wall can overhang above by height Hc. In
sections of bank more wal of fixed height and
having activated the option [FIXED BY THE
HEAD] the overheight of wall can be defined
using this option.
A base of thickness Hz can also be defined
and wth bases of lenth Ai and Ae.
Likewise the bases can be defined Te and Ti
for the excavation and the fill of the seat of the
wall.

When the base of the wall interferes with the subgrade, the subgrade is made to pass over the base of the
wall.
Bi [0.000] (excess width interior of excavation of the base).
Be [0.000] (excess width exterior of the excavation of the base).
With these controls, some interior and exterior excess widthscan be defined for excavating the bases of
the walls controlled by the parameters Bi and Be.
If the values Bi, Be, of the excess widthsfor excavating hte base of the walls are given negative values,
the slope will start from the upper corner of the base, instead of the lower corner.
With Ps% a gradient can be defined for the base of the wall. This value does not work if the wall has a
base.

Di [0.000] (distance to the trasdos)
Walls of ground armed with the value Di can also be defined.
If this value is greater than Ai the excavation and ground fill is carried out using this distance.
It is permitted for the excavation to pass from the other side of the base until cutting the object outside the
section that is used to define these walls of armed ground.


A wall can be defined of armed ground on each side on the section of bank whose excavations are cut
between each other.
Likewise if the PLACEMENT of the Bank is [FIXED BY THE FOOT], the wall is placed from the ground, and
the slopes from the crowning of the wall as far as the platform.
ON the contrary if the PLACEMETNT is [FIXED BY THE HEAD], the wall is placed above the two slopes.

WALLS TABLES.
[T]
This box calls the file from the library [ISPOL_T.tmu] (walls table) where a collection of parameters can
be configured for defining the walls.
On selecting a wall from the table, its data go to the current section. Each section type and side can be
selected from a different walls table.
Auto
If this is activated the program searches in the table [ISPOL_T.tmu] (or the one selected for this section)
for the first one, such that its height-depth is higher than the height of the edge of the section to the
floor
The table can be ordered by increasing height.
If in the walls table different values to zero are annotated. For AMT and ZMT the values of the walls table for
the corresponding automatic wall are used.
If the values of AMT and ZMT of the table are 0.0 then the fixed values inserted in the walls menu for the
bank are used.

Fixed height
Serves so that a wall of a given height keeps its height alghough its depth may have to be greater to that
specified.

WALL IN RIP RAP

___
A geometry for the area of rip rap may
be defined, assigning values different to
zero to the following parameters.
PS (%).
Gradient of the heel of the base.

Prof.
Height on the heel of the base. The
height of the base of the rip rap can be
at a determined depth and the filter of
the wall (green line on the scheme)
goes down toards the ceiling of the
base.

Ae.
Width of the heel of the base.

On the rip raps with heel of the trasdos
nil or negative, an inner slope can be
defined for excavation of the base.

A special rip rap from the foot of the bank can be defined that is constructed in the following way (see the
model of wall on bank).
From the theoretic foot of the bank a depth is excavated Hz going down inwards with the slope
Te. The bottom of the excavation has a width Ai and is closed by the interior towards the ground
with a slope Ti.
From this point the rip rap is drawn, going up with a slope (trasdos) until cutting the slope of the
bank and from here the horizontal until cutting a line that goes up from the theoretic foot of the
bank with a slope that is inserted in the slope field.
So that this rip rap is generated we must leave Height=Width=0
It is necessary to give a value to Hz that is greater than 0.


ARMED GROUND WALL

For walls of armed ground (Di < Ai),
added into the table ISPOL3.dar is the
measurement ARMED_GROUND.
The line of excavation of the base goes
up towards the subgrade or the slected
soil.
The part of armed ground above the
suitable terrain is deducted from the
bank.
The part of armed ground under the
suitable ground is deducted fromt the
Fill_Base_Wall.

DEFINITION OF GREEN WALL

In the definition of the wall of the bank three options exist for defining the height of the wall:
[Elevation] elevation of the wall.
[Height] fixed height of the wall.
[ZM.V.] green wall to fixed height

On selection of the option
green wall a new monkey
appears that helps us in its
definition.
The geometry up to the hard
shoulder is defined in this
menu and the slopes above
the hard shoulder, on the bank
tab.
It is necessary to define new
parameters for confinguring
this wall:

E [0.000]. The height of the
wall towards the bottom of the
excavation has to be a whole
multiple of this value. For this
to happen the depth given is
the minimum depth.



Hmin [0.000] If the height of the bank is less than this value, the green wall will not be placed.

The material of the green wall is measured as Armed_Ground

The width DI [0.000] of the fill of the green wall can be given as a fixed value in metres [m.] or as a
percentage of total height from the base of the wall to the subgrade [% (H)].

A value dH [0.000] can be defined so that if the height of the green wall [ZM.V.] [0.000] remains under the
ground, this height is increased in multiples of dH [0.000] until exceeding the height of the ground. It will be
attempted to carry out the wall with this new height.

4.3.5- Vectors of fixed geometry
We can apply 4 types of fixed vector, that is, they are applied independently so that the section is of
levelled area or bank and it is not re-cut if they intersect the ground.

4.3.5.1- Fixed platform
This menu allows the platform to be completed with fixed elements for each section type and independent
of the law of superelevations. These elements can be small edges, pavements, lateral steps, dwarf walls
etc.
If elements exist for FIXED PLATAFORM, ISTRAM
places them behind the last auxiliary roadway before

the hard shoulder (before taking the decision for levelled area/bank).

The definition of the fixed part of the platform requires the vectorial design of that part of the section. The
subgrade of the fixed platform, part of the end of the gradeline and the definition of hte subgrade line of the
fixed platform (excavation) from the subgrade.
On entering into [VECTORS] a menu is shown indicating for each section type and for each side
(left/right) , the number of points of the fixed platform vector. Pressing on the required box enables entry
for defining or modifying the corresponding vector.
Once within the VECTOR menu the options [Add] [Insert] [Delete] [Repeat],and [Start] allow editing
of a list of values delta X, dY, dY(sub), that have the following meaning:
delta X, dY: describe segments that make up the profile of the fixed plataform. The first piece of
information is placed behind the grade line of the last auxiliary roadway.
delta X, dYsub: segments that make up the profile of the subgrade (excavation) under the fixed
platform. The first one is placed behind the last auxiliary roadway, but the Y is measured from the
subgrade.
If the value dYsub is made sufficiently large so that the subgrade exceeds the grade line, on
applying it to the program it is held at the height of the grade line, deleting the thickness of the
roadbed on that point.


If dYsub=-1000 is made, the subgrade is extended with the gradient which brings the subgrade under
the last auxiliary roadway.
The data of the profile of the fixed platform (delta X, dY) can also be edited graphically:
[Graphic]
This option transforms the list (delta X, dY) on a polyline and enters in the menu EDITOR, allowing the
user to modify it, using any of the options of this menu and others which are accessed throughout the drop
down menus.
On going back from the [END] of the menu EDITOR, ISTRAM
breaks up the polyline into the values

(delta X, dY), which allows their numeric modification.
If we wish to completely delete a fixed platform, we must delete all the lines of the list with the options
[Delete] or [Start].
On exiting the VECTOR menu to the FIXED PLATFORM, in the corresponding box appears the number of
points of the fixed platform vector associated with this side of that section type.

4.3.5.2- Fixed measurement and ditch of median
In the event of a dual carriageway there exists the possibility for defining a part of the central reservation in
a similar way, it is named FIXED CENTRAL MEDIAN, and in this case the vector is placed from the
inner edge of the auxiliary roadway and before the hard shoulder on interior pavement for each one of hte
roadways.
The total width of the central reservation is kept, for which each one of the vector widths that define the
fixed central reservation should have a value less than the semicentral reservation that has been defined
in the menu [ECCENTRICITY AND MEDIAN]. After the last point of the vector, the central reservation
is automatically completed with a segment up to the vertex of he central reservation.
One of the fixed central reservations is also allowed to have a superior width to the one given in the
semicentral reservation and to cross the geometric axis; in this case the ends of the two vectors are
directly joined or the end of the vector that crosses with the hard shoulder on the opposite side.
If there is no information for dY(Sub) (all at zero) the subgrade continues with its automatic performance.
If the data are defined, these ones are applied from the end of the subgrade.
Ditch of central reservation
Analogically to the FIXED CENTRAL MEDIAN, the CENTRAL RESERVATION DITCH allows a
fixed part of the central reservation to be defined, but in this case the vectors are placed from the vertex of
the central reservation outwards.
This vertex matches with the geometric axis in the central reservations defined by depth and the maximum
and minimum centred slope, whereas for the ones defined by slope and maximum slope, the position of
the vertex will depend on the defined slopes, on the geometry of the ditch of the central reservation and on
the superelevation.

4.3.5.3- Cut on inadequate ground
If a defined vector exists here, and on the section there exists topsoil cover and/or inadequate ground,
ISTRAM
takes the geometry of the cut and fill up to the horizon of the complete terrain and from that point
goes up towards the surface, employing the geometry defined here. In the event of levelled area, the
profile continues towards the surface; in the event of bank, the slope of the bank goes down towards the
base of the topsoil or inadequate ground and goes back to the surface with the geometry of this vector.

Independent sectioning of the vectors

Separate sectioning of the [VECTORS] is permitted (fixed platform, fixed central reservation, levelled area
on inadequate ground and ditch of central reservation) similar to the subsectioning for ditches, levelled
areas and banks [C] [D] [T].
To access this sectioning press on the key [V].


4.4- Tunnel and cut-and-cover tunnel
This menu allows creation of a table of sections of tunnels that can be invoked later in different section
types of the horizontal allignment of a Linear Work.
For the application it is about one more section, generating itself however is a series of new surfaces so
that their exclusive use will be possible on other sections of he program like the drawing of the cross-
section, obtaining of measurements and the most important one, their specific use in the for follwing of
tunnels.
ISTRAM
allows definition of two types of geometry: analytical and vectorial. The first ones allow definition
of the aspect of the vault, with little information, coating surfaces and total excavation. The same surfaces
can however be defined with all kinds of vectorial complexity, as we will see later.
Within the vectorial geometry the possiblility is offered for defining tunnels of screen" type, the geometric
calculation varying slightly for some of the elements and offering some parameters that are specific to this
type of tunnel, as are the variable widths (which avoid definition of various types of tunnel) and specific
control for the upper slab (when in existence).

Specific definition of elements

The work environment has been improved so as not to confuse the user and to help the entry of data for
each type of tunnel, the options remaining deactivated which are not used in each case.
Each tunnel is constructed using some parameters with respect to the geometric centres of the section
and to the various codes of the line of the platform, meaning convenience of positive and negative signs (
+ y - ) that the construction of elements will be calculated towards the right ( + ) or the left ( - ).
As in the rest of the areas for defining hte cross-section, on the lateral menu the possibility is offered for
opening a window which shows the true section that would calculate the data, definition, in this way, being
very easy.

4.4.1- Definition and application of the section type tunnel cut-and-cover
tunnel
The first step for applying a section of tunnel consists on indicating to the application that a given section
type is going to be a tunnel type. It is declared in the table of levelled area, in the section CONTROL/DITCH
the option TUNNEL or CUT-AND-COVER TUNNEL and in the section GROUND/VAULT the number of he
tunnel will be chosen.

Now, selecting the option [TUNNELS] from the elevation menu in which, as we shall see later, the
geometry is defined of the different types of tunnel that are going to be applied on the current axis. The
definition of tunnels can be stored in independent files, so that they can be immediately applied on other
axes and even in other projects.
The number of tunnel to apply is also possible, declaring it from the menu [TUNNELS] as will be explained
later.



Selection of one or two tunnels for each roadway

In the case of double roadway (as is the case of a dual carriageway or railway with two independent
tracks) a symmetrical section can be used when all the data are the same (geometry of vault and
coutervault, bases and heels) or asymmetric in the opposite case. A number of tunnel must siimply be
associated with each roadway (and of course, they must be defined in the corresponding section).
In the event of needing a single tunnel, we should simply choose 0 for the left as section of tunnel (0 is
none).

Definition of mixed sections and cut-and-cover tunnel

It is also possible to define mixed
sections, in which the section of the
right part and of the left use totally
different sections, as is the case with
Open-Tunnel or Cut-and-cover tunnel.

In these cases it is necessary to define the section [ASYMMETRIC], performances in CONTROL/DITECH
different and open central reservation for these areas (so that the geometric intersection can be
calculated).

Transitions between tunnel type sections
In areas of calculation transitions can be made between two tunnel type sections with different tunnel
geometry. The tunnels should be of the same type (vectorials or analyticals).



4.4.2- Definition of analytical and vectorial tunnels
On opening the table [TUNNELS] from the elevation menu, the following box is deployed in which various
differentiated areas can be observed:
Upper part in which diverse load operations can be carried out, saving of information of the tunnel
design, type of vault etc.
Origin of coordinates, centres and performance of the tunnel.
Geometric definition of the vault and counter vault
Definition of the bases.
Definition of the total excavation surfaces.

Now each of the options will be explained in detail:

TUNNELS

With the Add] and [Delete] options we can incorporate new sections of tunnel or delete existing sections.
The table of Tunnel Sections can be filed with the [Save] option or recovered from a file with [Load].
These files have extension *.tun.
The [Save1] [Load1] options allow interchange of definition from one single tunnel.
Nevertheless if an axis has at least one section of tunnel defined, the tunnels table will link to that axis and
will save it within its file *.vol with the rest of the data that define the geometry of that axis.
A horizontal slide allows navigation through the different sections of tunnel defined for each current axis.
Each section of tunnel for an axis will be identified by its tunnel number.
[APPLY TO T.S.] Allows the different section types to be seen on which will be applied the current vault,
and also offers the possibility for applying the current vault to a definite section type.
Important: on applying a vault from here to a section type, it is passed to be a tunnel type, in order to
change to another type the [CUT] menu should be accessed.
[Name] Possibility for inserting a name to each vault type.



Drawing O1
With this option activated the symbol S313 is drawn on the position of 01 on the profilesISPOLn.per.
With the mode of drawing CentroTun.lil the centres can be represented for the tunnels like a 3D line
and, therefore, information can be extracted for that line, projecting it over the axis, generating a *.top,
etc...
The geometry of a section of tunnel is stored in two surfaces that represent the two exterior faces E and
interior I or also called reinforcement and coating of concrete of the tunnel. A third surface T can also be
created or complete excavation line.

L9 Complete excavation

L19 Reinforcement

L12 Coating

The data of that geometry are introduced using a
series of parameters that we call [ANALYTICAL
VAULT] that later the program applies to each definite
KP with respect to the superelevation and the position
of other points of control for the tunnel construction.

In the case of dual carriageway it is recommended to define a different section of tunnel for the right and
left roadways, owing to the fact the data that define the geometry of the tunnel are positive towards the
right and negative towards the left, So that although the tunnel may be symmetrical these data have a
different sign.



4.4.2.1- Analytical definition

ORIGIN OF COORDINATES, CENTRES AND PERFORMANCE

The application allows definition of a section of tunnel that uses three centres for defining the vault and a
quarter that the couner vault applies.

The [Model] option draws the following diagram, which helps us understand the meaning of the numerical
parameters.

The coordinates O1X, O1Y of the centre of the vault O1 are:



O1X: Distance to the turning axis (on motorways it is situated on the inner edge of the main roadway).
O1Y: Differentiates elevation with the defined gradeline, bearing in mind the superelevation or rather,
differentiates elevation with the roadway.

The exact placement of this point can also use the following variants (using the drop down menu).

[From the most unfavourable point]
Uses the difference of height from the most unfavourable point (highest) of the two edges of the verges.

[From auxiliary longitudinal]
Allows reference to the elevation of the centre of the vault or the origin of reference of the vectorial vault
from a longitudinal auxiliary. For example when the roof of the tunnel is a slab whose height depends on
the level of the street, etc.. this auxiliary longitudinal must be defined in [GRADELINES].
[From the turning axis]
Does not bear in mind the superelevation for the position of O1y and the height of the gradeline is used.

The following selector allows choice of the way in which the
vault is moved with the superelevation.

O1
[Fijo]
O1x horizontal measured and O1y vertical.

[O1x,O1y Tilt with the superelevation]
The value O1x is measured following the gradeline
according to the superelevation and the value O1y is
measured perpendicularly to the superelevation.

[O2,O3,a1 Tilts with the superelevation]
This option allows turning to the arc a1 with the superelevation so that the plane which joins the centres
O2,O3 is maintained parallel to the elevation following the inclinations of the superelevation. The vault tilts
rigidly.
Also, O1X can be defined as a distance from the axis on the ground plan.
In the case of railways O1X can be taken from the axis of the track and O1Y from the height of the rail.

DEFINITION OF GEOMETRY OF VAULT AND COUNTERVAULT

R1E and R1I are the exterior and interior radii
of the vault respectively centred on the point
O1 and cover an arc of a1 degrees
sexagesimals.

of the right side of he tunnel. If R=0, this side
will be right side

of the left side of the tunnel. If R=0, this side
will be straight..

R4I and R4E are the interior and exterior radii
of the counter vault, depending on the position
of the centre and of the radii used we will
obtain different results.

The program cheques that the radii inserted R1I,R1E,R1T have values increasing.


In the event of activating the option Line of Total Excavation, the radii R1T, R2T, R3T and
R4T, should also be defined, as well as the thickness et under the base and the gradient pt in order to
apply in the case that the kerb is horizontal and the water is required to flow into a central drain.
Each one of the previously defined arcs is separated in a number of section defined by the user.

DEFINITION OF THE COUNTERVAULT

R4I and R4E are the interior and exterior radii of the counter vault . Depending on the position of the
centre and of the radii used we will obtain different results.

The exterior and interior arcs of the counter vault
may or may not be concentric:
It is possible to define the interior radius better than
the exterior one on the counter vault.

A parameter can be defined e4 (minimum thickness
of the counter vault).
IF e4=R4e-R4i The arcs are concentric,
otherwise the centre of the interior radius is
calculated so that it reaches the value e4.

O4Y: Coordinate Y of the centre of the counter vault relative to the
grade line bearing in mind the superelevation.
Varous possibilities exist.

As O1Y. The vertical origin for the centre of
the counter vault matches with that of O1Y.
The centre O4 will be on the same vertical as
O1.

C.B. Superelevated. The position of the centre is
calculated so that the arc passes through the
exterior corners of the bases. If this option is
activated, the program does not use the value O4y
and calculates the centre of the arc so that the
exterior arc passes through interior and exterior
corners of the lateral bases. O4 will still not be
on the same vertical as O1.



From Turning Axis. O4Y is measured from
the turning axis. The arc of the countervault is
obtained on the plane of the heel of the base
or in its extension in the interior area.

From Turning Axis (V). is analogue to the option
from the Turning Axis, Being the difference in
termination of the exterior arc of the counter vault.
In this way, the arc continues until cutting the
internal line of the base.

As O1Y (V). is analogue to the option As
O1Y, the only difference is that the arc of the
counter vault continues up to cutting the inner
vertical line of the base. This can be used for
tunnels constructed with two vertical screens
that are extended lower than the counter
vault.

Primary reinforcement: Is analogue to the
superelevated counter vault, but instead of
searching for the corner the reinforcement
line passes through the end of the primary
reinforcement line.

Reinforcement secondary: Analogue to
the previous but passing through the end of
the secondary reinforcement.



DEFINITION OF THE FOOTINGS

T1X, T1Y are the coordinates of the point
T1 and T2X, T2Y are the coordinates of
the point T2 measured from the edges of
the right and left verges respectively (or
edge of ballast in case of FFCC, code
11).
Also allows definition of a height and a
slope for the interior part of the base of
the tunnel and its intersection with the
subgrade. zt2, zh2, zt1, zh1.
The bases are controlled with Ty

Horizontal. From the code 11 the distance TY is drawn in
vertical. From that point, it measures in horizontal the longitude
TX. Lastly, it ends building the base, looking on vertical for the
cut with the subgrade line and on horizontal with the surfaces of
reinforcement and coating.

Superelevated. Is similar to the previous one but the base
follows the gradient of the superelevation.

Independent (Independents of the superelevation). The heights
T1Y and T2Y are both measured from the same origin as O1Y,
therefore both bases will remain at the same height.



Other roadway. Only serves for the double roadway
and with double vault. It is like the independent but uses a
reference of heights which is employed as a reference for
the bases of the vault of the other side. This allows the
bases, for example, of the left side to have the base at the
same height as teh right side and vice versa.

Spin Axis. Is like the independent option but uses the
heights as a reference for the base height of the height
turning axis.

Vectorial. In the tunnels with [VECTORIAL VAULT],
the base can be defined as TY [VECTORIAL]. In this case
the complete tunnel is defined vectorially and the values
T1x, T1y, T2x, T2y, are not use. This is the applicable
method for complete circular section tunnels.

Screen. For tunnels constructed with screens (vectorial
vaults) the base of screen type Ty [Screen] can be
defined. In this case the program uses the values of T1y
and T2y to determine the height down to which the
screens are lowered and the values T1x and T2x are not
considered.

DEFINITION OF HEELS

The tunnel bases can have a heel of length and
height:

Right heel: h1 and l1
Left heel: h2 and l2

TOTAL EXCAVATION AND REINFORCEMENTS

Total line excavation
Allows activation of the flag for visualizing the total excavation line, and the radii R1T, R2T, R3T
and R4T, explained previously, must also be defined.
et The thickness of the theoretical excavation line under the base.
p(%) The gradient of the total excavation line between the bases in order to apply in the event that the
kurb is horizontal and the flow of water is required towards a central drain.
If the value et<0 or p(%)<-100 ,the program moves the theoretical line up, in these cases, to
be between the bases to look for the subgrade.

Primary Supp. [0.000]
Allows a value representing the thickness of the primary reinforcement to be inserted.



Secundary Supp. [0.000]
From this box a new layer is allowed to be added which represents the secondary reinforcement.
The lines that define the primary reinforcement and the secondary reinforcement can be parallel
to the reinforcement line or to that of the coating.

The following possibilities are admitted: (Plays with the sign values inserted)

SP1(+) SP2(+) : The line of primary reinforcement is parallel and measured from the
reinforcement towards the inside and the secondary reinforcement line is parallel to that of the
primary reinforcement and measured towards the inside of the latter.

SP1(+) SP2(-) : The primary reinforcement line is parallel and measured from the reinforcement
towards the inside and the secondary reinforcement is parallel and measured from the coating.

SP1(-) SP2(+) : The primary reinforcement line is parallel and measured from the coating and
the secondary reinforcement line is parallel and measured from the primary reinforcement.

SP1(-) SP2(-) : The primary reinforcement line is parallel and measured from the coating and
the secondary reinforcement line is parallel and measured from the coating.



4.4.2.2- Vectorial definition

The vault can also be defined vectorially.
For this to happen within the TUNNELS menu we change the Type [ANALYTICAL VAULT] to Type
[VECTORIAL VAULT].

The interior, exterior and total excavation can be
created or modified graphically. Usually they will be
defined in a way that all the data excess will go
towards the bottom so that the program can later
calculate the intersection for each definite KP,
according to the true position of the points T1 and T2
and the counter vault which continues analysing.

It is very important to emphasize that the definition of
the surfaces should be carried out using independent
lines for the right and left part and also the sequence
of points should go from above to below as we see
from the illustration.

This type of section is the most suitable for designing tunnels of screen type, with or without kurb or for
defining the complete circular section of a tunneler (given that the analytical system always has a small
geometric residue; labour of calculation that must be made for the bases, which in this case do not exist).

As well as the vectors, the values Dx and Dy are
also included, which define a relative movement
of coordinates (0,0) from the vectors with respect
to the turning axis. The value of Dx is applied
following the superelevation.

The Option [Copy Vault Analytical] Creates some basic vectors from the analytical data and places
the origin of the X on the vertical of the centre O1, copying also the value O1x on to Dx..


The value O1x is not
integrated within the vector
given that it is applied later
following the superelevation
which modifies the true
height of the vault in each
KP.
In the vectorial definitions
the parameters O1x, O1y
are included, which can be
used for the counter vault

The [EDIT] option introduces us to the LINES EDITOR for modifying the vectorial vault. If the number of
points of the vectors is 0 (the first time [EDIT]) is entered, the analytical vault is copied automatically.

We must empoy three types of specific line,
L9, L7 and L8, so that the program can
recognise these surfaces as total excavation,
reinforcing and coating respectively.

On exiting the graphic editing of the vault, a warning is drawn in
the fill lines that show us how the interior, exterior and theoretical
excavation are, and asks us for confirmation to exit. This allows
easy detection of errors in the geometry, orientation or types of
implied lines.

Also created is a file IS#EP.edm which in a previous session can
be recovered with Carga edm in coordinates.

SCREEN TUNNEL
If a tunnel is defined vectorially using screens in H form with the option Reduce Screen, the part of
the screen which exceeds the suitable terrain is eliminated.
If the slab exceeds the suitable terrain, the level of roof of the slab is reduced.
It is remembered that on the vectorial definition of screen H, the whole part that exceeds the slab must be
created with the line that defines the exterior surface of the vault.



[WIDTHS TABLE]
For tunnels made with Walls Screen or any other tunnel defined vectorially, this widths table allows us to
define an independent, variable width from the section type.
Within the area of variable widths, the program stirs or picks up the geometry of the tunnel, bringing the
second point of the vector that defines the exterior vault (reinforcement) to the distance indicated in the
table.
The data of the table is not extrapolated before the first KP and after the last one, with respect to the
geometry defined for the tunnel in these areas.

4.4.3- Section of cut-and-cover tunnel
ISTRAM
can use the defined section of tunnel in order to define a section of cut-and-cover tunnel and be
able to obtain results corresponding to the combined section, in combination with other vectorially defined
slopes.
To put it another way, we will obtain all the geometric results and volumetrics of the levelled area section
(levelled area of excavation on soil and rock, lists of reframing of slopes etc) and the those corresponding
to the tunnel without needing to make combined calculations.

In the LEVELLED AREA menu, in the window SOIL/VAULT , in the case of cut-and-cover tunnels the
number of the tunnel and a second fill can be defined. The horizon of separation of the fills is defined using
an increase of height dZ relative to the key of the tunnel vault.
In the measurements the measures of Fill of cut-and-cover tunnel will be reflected and Fill of cut-and-
cover tunnel 2.

In the menu CUT in the box CONTROL/DITCH the option [CUT_AND_COVER TUNNEL]. Appears.
With this option activated definition can be made of:

Number of Tunnel. From the table of
definition for tunnels.
Berm of cut Is anchored in the upper
outer corner of the heel of the base.
Ditch.
Cut on Rock.
Vector cut on Soil.

In the profiles a new closed surface is created which goes to the surface of reinforcement, follows throught
the excavation surface and is closed with the surface of the terrain.
The heel of the levelled area for the cut-and-cover tunnels, studies the inserted data now for crowning of
the levelled area in the menu CROWN].
The area contained in this enclosure appears in the measurements as: FILL_CUT-AND-COVER-
TUNNEL.
The cut-and-cover tunnels can be applied to highways and railways of single tradck or to dual
carriageways and railways of double track, with the two roadways or track in one single vault or in a
separate vault. In this latter case it is necessary to define an open central reservation.


Initiall the control point for applying the levelled area was in the exterior and upper corner of the heel of the
base. In the event that this point is above ground the end of the hard shoulder will also be analysed, so
that if we place a vertical hard shoulder with the same height as the base (BD=0, ZBD=h pf the base)
the control of the section on levelled area will be passed to the outer-inner corner of the heel.
It is possible to define in a cut-and-cover tunnel, the vectorial base. The program searches below the most
external point in order to start applying the vector of the levelled area.
In Sections in Cut-and-cover Tunnel there exists a new surface (kurb=L51) which covers from the surface
excavation axis passing underneath the bases until cutting the line 68 of the subgrade in the upper outer
corner of the heel of the bases. (The L51 is included in the library there)
Allows the vault not to be completely below the ground, in order to determine the measurement of the
FILL-of-CUT_AND_COVER_TUNNEL.
If the definition of the vault of the cut-and-cover tunnel is defined by the line of theoretic excavation, this
line will be used for minimum recovering of the vault, so that the fill will never be under this theoretic
excavation line.
On the profile the theoretic excavation line will not appear; it will only appear in areas in which the ground
is very close or underneath the vaults in which the ceiling of fill takes the form of a theoretic excavation
line.



4.5- Areas of calculation

This menu allows definition of which sections need to generate the complete calculation of axis elevation,
which section type needs to be employed in each section and other information on the type of terrain.
The definition of Calculation Areas is what controls all the calculations.
Calculations must not be ordered on sections in KP which are outside the areas in which
there is definition of gradelines and profiles and of terrain. In such a case the algorithms will be
interrupted on the last profile with data and the results files could end up badly finished off. The grade line
is extrapolated.
The sections are defined for lines of calculation orders, each one, with the following information:
S_MS E_MS (start model section, end model section)
S_MS heads the column of the table that defines the number of the section type to employ on the section.
If S_MS = 0 (the section type number 0 does not exist): ISTRAM
assumes that it is talking about a

structure and only calculates the part corresponding to the road surface, applying the section of road
surface from the previous section.
If the initial section type has a different value to zero, and the e_MS (final section type on the section) has
a zero value, the S_MS will be applied to the whole section.
If the initial section type and the final section type have different values (and different to zero), ISTRAM

will carry out a linear transition between the geometry of both section types applying the ST_i on the
initial KP and the e_MS on to the final KP of the section. So that the transitions are coherent, we must
check that the initial and final section have the same number of points. Otherwise the program starts using
poins from one and another section in the order.
The numbers of the section types, can be used here disordered and can be repeated as many times as
necessary; that is, a section type can be applied as many times as required along the axis.



4.5.1- Geotechnic associated with the calculation areas
Every one of the sections or intervals of calculation carries a series of parameters and section types that
are applied to every area of the project. Along the section we find a geotechnical reality that can also be
applied according to intervals.

P
It is the thickness of the plant
cover on the section. If P=0, there
is no plant cover.
Ifi P<0 (Plant cover with negative
thickness), assume it is about a
structure and only the part
corresponding to the road surface
is calculated.
This mode is more complete if
section type number 0 is
declared, but allows use of certain
section types who roadbeds are
different.

P+ I
Is the depth at which the suitable
ground is found on which the road
can be built, that is, the sum of
the thicknesses of the plant cover
plus the layer of inadequate
ground. If value: P+I=0 P+IP
is given, it is assumed that there
is no inadequate terrain and the
suitable terrain is found at depth
P.

R
Depth of the rock. If R=0 or RP+I or RP it is considered that the rock does not exist or is found at a great
depth and is not goint to affect the levelled areas of the works.
Not advisable to give a high value, p. ej. R=20 so that it does not reach the rock, it could affect the drawing
of the cross sections. If a value R<0 it is considered that there is no suitable ground and that the rock starts
on the surface or underneath the topsoil or under inadequate ground. ISTRAM
generates the line of

suitable terrain onto the ground profiles, as well as:
If we place rock on surface (for example with R=-1) other levels of rock can continue to be defined under
this one with their respective depths.
Si P>0 Line of plant cover
Si P+I>P line of inadequate ground
Si R>P+I line of rocky horizon

In the calculations for ground movement, the levels P and I are always levelled, whether we are on cut
ground or fill The volumes of earth and rock cut the total of the cut minus the plant cover and inadequate
terrain. On fills the calculated volume for banking is that which is up to the current surface of the plus the
volume of plant cover or inadequate ground, given that these are cut before constructing the fill.

Definition of areas in structure

If on the section of calculation we apply the section type 0, the system will not calculate intersections with
the ground and will use the information of the section type employed on the section immediately previous
for the geometry of the subgrade, thickness of the roadbed and slopes of closure of the roadbed. If we
need some different information for the structure, from any existing section type, we can create a new


section type and apply it in the area of the structure, writing a negative value for the thickness of the
topsoil, or better still, mark the section by activating the .
This last one is important if the option [Add Branch] was previously used with the other axes that, in the
same area, must have the same survey data.

Surfaces defined in the file of ground profiles

If there appears on the ground profile various surfaces, the first of unknown type and then a suitable
ground type (66), the program assumes that the first surface is the topsoil.
For example:
surface 1 line 26
surface 2 line 66
surface 3 line 103
The program takes them as:
surface 1 line 104 (topsoil)
surface 2 line 66 (suitable terrain)
surface 3 line 103 (rock1).

If on the file of ground profiles, surfaces come with types employed for top soil, inadequate ground or rock,
DO NOT consider the data inserted in this menu of SURVEY DATA.
R2, R3, R4, R5, R6
Allows another five levels of rock for separate placement to be defined, with similar behaviour. When two
consecutive surfaces have the same depth, the two will be generated. Assigned to the first area is zero
and to the second, the one which corresponds.
A negative value can be placed on any of the six levels of rock, which implies that all the material under
the surface or below the surface of the topsoil+inadequate is composed of this rock.
They use the surfaces that come in the profile.
Usually, if an equal value is given for the topsoil, the same as topsoil+Inadequate and Rock, it is
considered that we will pass from the topsoil to the rock and the program will create three lines:
1. Surface of topsoil
2. Horizon of suitable ground
3. Horizon of rock.

The two last lines match up.
Do not believe that the line that separates the topsoil and the inadequate means that the inadequate soil
does not exist.
If on the ground profile the suitable ground surfaces come (and rock) we can give an inadequate ground
line, which will have a different depth than that of the suitable ground (and the rock).
The user should bear in mind that guaranteeing that the depth given by the survey for the inadequate
ground line will not be left under the suitable terrain and/or rock that comes in the file of ground profiles.
[Symmetrical/Asymmetrical]
With the [Asymmetrical] option we can define different thicknesses to the right and left of the axis
[Right/Left]
In the [Symmetrical] case the defined data are taken to the Right.
[Rgt.Lft.]
Copies all the defined data fro the right side onto the left side.

[KP start] [KP end]
KP start and end of section.
They should match with profiles of existing terrain, if not, ISTRAM
, will measure the section between the

first and last ground profile that is within the same.


If the last KP of the section and the start KP of the following one match on the profile information, two
profiles will be generated on this KP, one with the input section type and the other with the output
generating an abrupt transition from the section.
IF the KP of a section and the initial one of the following fall between two information profiles, the
calculator applies the input section type of the previous profile information, measuring up to that, and reads
with the next section type in the subsequent profile information. The section between the two profiles
remains in the first instance without being calculated. A subsequent [RECALCULATE] order on the
generated file ISPOLn.per , will also calculate the transition section between the two profiles.
The different sections defined, may be disorganised, ambiguous or among each other, ISTRAM
carries
out a warning distribution to the calculation and in the event that the ambiguous ones predominate, always
chooses the later information.

[Reorders]
If the user wants to make his definition of sections match the sections with which ISTRAM
is going to
employ in the calculation, the option [Reorder] can be used; but it is not necessary for calculations.
Reorders the definition of the user in accordance with the sectioning that ISTRAM
carries out, previous to

the calculation. Allows checking of the sectioning, but as we have said the program calculates anyway if it
is not used.
Example:
1 ST3 ST0 KPi 0.000 KPf 200.000
2 ST0 ST0 KPi 200.000 KPf 280.000
3 ST1 ST3 KPi 275.000 KPf 390.000
4 ST2 ST3 KPi 1.100.000 KPf 1.500.000
5 ST1 ST3 KPi 800.000 KPf 1.300.000

ISTRAM
will reorder before the calculation or using the function [Reorder]:

1 ST3 ST0 KPi 0.000 KPf 200.000
2 ST0 ST0 KPi 200.000 KPf 275.000
3 ST1 ST3 KPi 275.000 KPf 390.000
4 ST3 ST0 KPi 390.000 KPf 800.000
5 ST1 ST3 KPi 800.000 KPf 1.300.000
6 ST2 ST3 KPi 1.300.000 KPf 1.500.000

Remember that with section type 0 ground movement or design is not measured with section 0, only
platform.
In the section 3 it starts with the selection type 1 on the KP 275 and finishes with the section type 3 on KP
390 making a linear transition between both section types.
[Save] [Load]
Allows saving or loading and/or recovery of section definitions in calculation, On files with extension
*.trm.



4.5.2- Independent probes
On activating the option Independents, the survey data can be defined independently of the
calculation sections of the section types.
In the menu of section calculations the TOPSOIL value remains in order to show with negative values the
existence of a structure.
In the new Menu of [INDEPENDENT PROBES],the option [SYMMETRICAL/ASYMMTRICAL] with the
menu AREAS OF CALCULATION.
The data of INDEPENDENT PROBES only carry a KP, so that on KPs between the data the depths are
interpolated, Being able to make transitions. The thicknesses on the KPs outside the ends are
extrapolated.

4.5.3- Sections defined by their values of level differences.

Automatically adds sections in structure and tunnel, to the general sectioning, with the object of carrying
out trials. Uses the following parameters.

Fill in STRUCTURE Menu
On pressing the button [Generate] with this button activated the STRUCTURES] menu is automatically
filled with the corresponding viaducts and tunnels so that these structures can be represented on the
longitudinal on using the guitar struc.gui or another prepared to such effect.

[15.00] Level dif for STRUCTURE
The structures will be placed in areas where the level difference is equal to or superior to this value.

Minimum length [50.00]
If the longitude of the structure is less to this value, the section will not be created.

[-30.00] Level dif for TUNNEL
The tunnels will be placed in areas where the red height is equal to or less than this value.

Minimum length [50.00]
If the length of the tunnel turns out less than this value, the section will not be created.



[1] Normal type section
In the sections for structures, this section type is located with a value of topsoil thickness equal to or less
than one (v = -1).

[2] TUNNEL type section
In the tunnel sections this section is located, for which reason the user should annotate here a section type
in tunnel.

[1.00] round off of KPs
From this field a value can be inserted for rounding up the start and end KPs of the tunnel structures.

[Generate]
Adds to the table of calculation sections, the sections in the tunnel and structure.

4.5.4- Sectioning of independent sections independent to the calculation area
[D] [C] [F] (ditch, cut, fill)
The areas of calculation described up to now, define the sectioning ofr application of the section type as a
whole, [D] [C] and [F] are other menus for independent sectioning of the ditches, levelled areas and
embankments.
If on the [D] menu we define a sectioning on which we apply the section (i) between such a KP, on the seft
right, we are saying that, in spite of the fact that on that section section (j) is being applied, the ditch
that will be used is the right of the section (i).
Just as in the previous case, if the last section type is different to zero and different from the start, the ditch
will make a linear transition on the section, between the two section types.
[D] and [F] states new independent sectionings for levelled areas and embankments.
In the ares not covered by [D] [C] and [F], the section given in the basic sectioning of CALCULATION
AREAS will be applied.
[RIGHT / LEFT]
The tables of sectioning [D] [C] and [F] have a switch which allows selection if we are sectioning the
right side or the left side, they are independent tables that of the right ditch or the left, and analogically for
levelled areas and embankments.
This subsectioning complements, but does not substitute the general sectioning. The calculator needs the
data of the table AREAS OF CALCULATION.


4.6- Other elements of the section
4.6.1- Crowning of the levelled area

If we apply the section of levelled area from below to above, we will not know which is the slope which
arrives at the surface; like the surface horizons of he ground they continue to be meteorized, having a
flatter slope of equilibrium.

This menu allows independent definition
of the section types, a slope of variable
crowning for the sections of levelled area.

A [0.000]
Height from the section is interrupts the
levelled area section in order to apply the
crowning slope

S [0.000]
Value of crowning slope in metres/metre
vertical.
The crowning slope substitutes any
geometry that was in this area, for
example, hard shoulders.

B(max) [0.000]
If, owing to the transversal gradient of the ground, the width of the crowning exceeds the value inserted the
crowning will be carried out with the same slope and that width, although the height may be less. IF
Bmax=0 does not operate.
The crowning law can be activated and recovered in files of extension *.crd employing the options
[Save] and [Load] and, like all the remaining tables, is stored in the *.vol file with the rest of the
SECTION information.
If, on the geotechnic section we have a depth of topsoil and/or inadequate terrain, applying a "vector of cut
onto inadequate ground" we can also calculate the crowning of the levelled area.



4.6.2- Guard ditch
The guard ditch can be placed at a set distance or variable one from the foot of the embankment or from
the head of the levelled area, conditioning or not its existence with respect to the point of control, which the
gradient marks as limit which it does as necessary.

In this menu a table with different geometries can be defined such as GUARD DITCHES and four lists of
data for placing these ditches in different sections in the case of FILL or in the case of CUT and
separating the right and left sides.
On each section a different ditch can be defined for the start and end KPs in whose cae the geometry
carries out a transition along the section.

On pressing the box that
marks the number of points
of the ditch, access is
gained to a menu that
allows definition of its
geometry and and
performance.

In the data number 1, the value delta X marks the distance to the foot of the fillt or head of cut from
where excavation of the ditch begins from the surface of the ground, however the delta Y of this first
point is not considered given that the terrain is covered).
The point with the code 3010 is the control point, if it is above the surface of the ground, the guard ditch is
NOT constructed on this section. That is, that if the code point 3010 is the second point (by default) the firs
section of the ditch (deltaX, deltaY of data 2) marks the gradient limit of the ground in order to construct
or not construct the ditch.
Now, if the control point of the guard ditch (3010) is the last point of the same, the program terminates the
section on the intersection with the ground of this last segment. This allows the guard ditches to be used
for generating slight ridges on the head of the cut (see image).


The codes must be in order, starting with value 3000.
The definition of the ditch can also be carried out in
[GRAPHIC] mode.

Guard ditches on separated line type.
Allows them to be defined within the file ISPOLn.per with a different type of line (L50 for fill and L168 for
cut) to the object for carrying out its separate measurement.
C.G. for suitable ground.
On activating this option a previous clearing of the terrain is considered where the guard ditch is going to
be constructed.
If a guard ditch on the fill is defined, this is placed and not the lcut vector on inadequate ground.
The foot of the fill will come as far as the natural terrain or to the suitable terrain with respect to where the
guard ditch is defined with this option.
On the drawing file of the ground plan LTG.lil (see below) the commands GL and GT are increased to
GL2 and GT2 and will allow definition of two different types for drawing the guard ditches on cut and fill.

######################################################################
# Definition of Labelling for separated guard ditches #
# type of L #
# --- --------- #
# GL 50 Longitudinal Lines #
# GT 50 Cross sectional lines #
# types de L #
# --- ---------- #
GL2 50 168 Longitudinal lines (Terr,Desm) #
GT2 50 168 Cross sectional lines (Terr,Desm) #
######################################################################

4.6.3- Clearing shoulder
The clearing shoulder is a part of the section that can be calculated between the ditch and the slope of the
cut, before the ditch, or before the clearing shoulder pavement in order to move the slope away from the
platform whenever field of view is interrupted and sectioning is lost.



[Save] [Load]
Can be used for generating or loading calculations, a file, with definition of hard shoulders/berms. The files
have extension bdj.

Type [EXTERIOR]
The berm/hard shoulder is intercalculated between the ditch and the slope of levelled area.

Type [INTERIOR]
The hard shoulder/berm is placed between the outermost verge and the berm.
This berm obeys the button [NOT CONCAVE/CONCAVE] defined on the berm of cut.
IF a step is defined on the berm of levelled area, the step will be carried out at the start of the inner berm
of cut

Type [INTERIOR_DITCH]
The berm/hard shoulder is placed between the berm of cut and the ditch.

The berm is defined on a table by KP, in which each piece of information defines a segment to each side.
Each segment is defined by a width and a height. So a berm of 1 m with the 10 % gradient towards the
platform, is defined as A=1.0 H=0.1.
It is not usual to generate this menu of the table of levelled area. It is much easier to use the
VISIBILITY menu.
Once the first calculation has been made of the complete geometry of the axis being studied, it goes to the
VISIBILITY menu.
There, some or various visibility studies are made, loss of sections and if necessary calculations for
clearing, necessary for achieving the visibility conditions.
After this analysis, generation of the Berm file Berma de Despeje (*.bdj)is generated. On returning to
the menu Clearing Shoulder is [Load] the *.bdj file generated in VISIBILITY.
After reviewing the data and making any corrections, we order the [Save] of the corrected *.bdj and of
*.vol from the axis. A calculation now will generate the new geometry.
If necessary, a return can be made to the VISIBILITY menu to check graphically and numerically that
the berm in calculation complies and achieves the project visibility descriptions, or to study the losses of
residual sections that will set the limitations on speed, signalling etc.



4.6.4- Coating of fill

This menu allows definition of the bank that is filled with different material.
Different sections can be defined using their START KP and END KP with different geometry on the
[RIGHT] side and on the [LEFT].

The geometry is defined with the
following values:

S_MS, e_MS
The interior face of the coating is
defined using the geometry of the
embankment for any section type. IF
the e_MS = 0, the geometry is
constant on the whole section, if not
a transition is carried out between
the s_MS and the e_MS.

Horizontal Distance
The thickness of the coating can be
given in Horizontal or Normal to the
slope of the embankment.
If a sufficiently large value is given
the coating goes as far as the axis, if
this is done on both sides, it
constitutes a level of complete
embankment.

For those coatings on which a sufficiently large HORIZONTAL distance is given and it is sufficiently
large enough for them to come up as far as teh axis the option Paral is activated. (parallel). In these
cases if the option is activated the roof of the coating is carried out with the gradient of the subgrade.
VERTICAL distance
Is the height of coating and can be defined in various ways.
[From Up]
Is measured from the base of the selected soil or from the subgrade, if the value is zero the coating will
get as far as the selected soil or the sugrade.
[From Down]
Is measured from the surface of the terrain, if the value exceeds the height of the embankment, it is
held on the selected soil or on the subgrade.
[Fixed Z]
The crowning is at the indicated height. If the foot of the embankment is above this height, there is no
coating. If the foot of the embankment is above this height, there is no coating. If the selected soil is
underneath this height the complete coating takes place on the whole height of the embankment.
[Level Dif.]


This type does not require Section type or Horizontal distance. A layer is generated on the base of the
fillt whose roof is parallel to the subgrade, and whose thickness is measured from the ground on the
axis. If the subgrade or the overexcavation are under the ground on the axis, it is not generated. If the
height of the subgrad or overexcavation on the ground on the axis is less than the required height,
everything is generated as far as the subgrade or overexcavation, with this layer.
As for the rest of the coatings, they can be defined independently on both sides, so that if a complete
layer is required or the width of the whole section, the information can be repeated on the right and left.
In order to generate it on each side, it is not necessary that this side finishes in embankment, it is
sufficient that the red height (on the axis) is positive.
[Wall Filter]

It is combined with the wall
definition on the embankment. This
material is defined by its width
measured on horizontal, is
supported in the trasdos of the wall
and goes down to the natural terrain
or the suitable terrain as defined in
the coating menu for embankments.
It is also possible that the filter of
the wall goes down as far as the
base.

[Exterior] [Outside Subgrd] [Outside G.Sel]
So as to be able to use it a section type must be defined of a section type with a fixed embankment by
the head, that will be anchored to the edge of the verge of to the edge of the hard shoulder.
It is usual that it is defined vectorially and so, the upper section of the vector must simulate the
thickness of the coating.
On the same KP and on the same side an interior coating and another exterior one can coexist.
The measurement of this exterior coating is picked up in the ispol3.dar.
The Exterior coating of the embankment, can be anchored to three different points:
Edge of Verge or Hard shoulder / berm.
Drainage of the Subgrade.
Drainage of the Base of the Selected Soil.

On occasion, in order for slopes falling with normal horizontal distance to the slope and vertical distance 0,
the inner slope cuts the subgrade on the other side of the axis, so, the cut is calculated with the geometric
axis and is the inner slope is designed from this point.
[To C.L.]
If topsoil or inadequate ground exists, the coating will go as far as the suitable ground.

[To N.L.]
The coating of the bank goes down towards the natural ground.
If an fill survey exists with draining layer the coating is seated on this drainage layer.
The coating data of the fill go to the file *.vol, but may also be archived in files of extension *.trm.

An exterior coating is admitted of the fiill over a walled section. The width of the coating must not be
greater than the width of the wall. The coating is interrupted over the head of the wall.



Coating of cut

The section types employed for the coating must have the geometry of the section on cut different to that
employed in calcualtion areas and so that the line that defines the geometry is inside that of the areas of
calculation on applying it from the end of the ditch.

The geometry is defined with the following values:

S_MS e_MS
The outer face of the coating is defined using the geometry of the levelled area of any section type. If the
e_MS=0, the geometry is constant on the whole section, if not a transition is carried out between the S_MS
y the a e_MS.

The volume understood to be between both geometries is measured as COAT_LEVEL (see file
ispol3.dar).

Different sections can be defined using their START KP and END KP with different geometry on the
[RIGHT/LEFT side.

From this menu the [Filter Wall] can also be defined. In
this case it is defined showing a width value. The
measurement of the filter of the wall appears as
COAT_LEVELL.

IF the selection of the levelled area commences with a
wall, the line fo the section of ccoating of the cut is
anchored to the code 1290, that is, fromt he upper point of
the intrados of the wall.



4.6.5- Structures
This menu allows definition of the different structures associated to an axis for representation on the
longitudianl profile (guitar Struc.gui). The dialog boxes that allow definition of all this data are the
following

[Automatic]
Extracts the structures of the table from the Calulation Areas:
If in the areas of calculation a section in structure is marked.
Or also:
If T.S.=0 Viaduct.
If thickness of plant cover < 0 Viaduct.
If T.S. cut with tunnel Tunnel.

6 types of structure that require the following information:
VIADUCTS
Type. [Viad.] (viaducts)
Side. [D] / [I] / [ID]. For drawing with the right grade line, the left or both.
Name. [ ]. The name of the structure for the longitudinal profile.
KPi [0.000] KPf [0.000]. Start and end of the viaduct.
Vanes. [0]. The number of pillars is equal to the number of vanes minus one.
Board. [0.00]. Thickness of bulletin board.
[..]. In this field it indicates the difference of the height between the upper face of the board and the grade
line, in order to deduct, for example in railways the height of the rail and the ballast.
[MORE DATA] Slope. [0.000]. Slope of support in longitudinal direction.
[MORE DATA] KP_pilas. If the pilars are equidistant here they are left at zero, unless we are able
to place the KPs of up to 30 pillarr, these values can be inserted numerically or graphically.

TUNNELS
Type. [Tunnel].
Side. [R] / [L] / [LR]. For drawing with the right grade line, the left or both.
KPi [0.000] KPf [0.000]. Start and end of tunnel.
Vault. [0.00]. Height of vault.
[MORE DATA] Slope. [0.000]. Slope of the vault in longitudinal direction.
[MORE DATA] Survey. Height from the grade line to the survey of the tunnel to the kurb.



OVERPASS FOR SEEING IT ON THE LONGITUDINAL PROFILE OF THE SECONDARY AXIS
Type. [OP-SL].
Side. [R] / [L] / [LR]. In order to draw with the right grade line, the left or with both.
Axis Prin. [ ]. The program will make a cut at the section of the main axis in order to draw it on the
profile of the current (secondary) axis on the section KPi, KPf.
KPi [0.000] KPf [0.000]. Start and end of the upper step.
Vannes. [0]. The number of pillars is the same as the number of vanes minus one.
Deck [0.00]. Thickness of the bridges deck..
[..]. In this field is indicated the difference of the height between the upper face of the board and the grade
line, in order to deduct, for example in railways the height of a rail and the ballast.
[MORE DATA] KP_pilas. If the pillars are equidistant here they will be left at zero, unless we are
able to place these values on the KPs up to 30 pillars, the values can be inserted numerically or
graphically.
In order to draw on the profile the main axis it should be previously calculated so that on drawing the
longitudinal of the secondary axis the 3d model is temporarily drawn on the area of upper step and
calculates its intersection to draw it on the profile and calculated the height of the bases of the pillars. Uses
the same commands as the guitar Struct.gui as the viaducts.

UNDERPASS FOR SEEING IT ON THE LONGITUDINAL PROFILE OF THE SECONDARY AXIS
Type. [UP-SL].
Side. [R] / [LI] / [LR]. In order to draw with the right grade line, the left or with both.
Axis Prin. [ ]. The program will make a cut at the section of the main axis in order to draw it on the
profile of the current (secondary) axis on the section KPi, KPf.
KPi [0.000] KPf [0.000]. Start and end of inferior step.
Vault. [0.00]. Height of vault.
[MORE DATA] Kurb. Height from grade line to the kurb of the tunnel.
The main axis should be previously calculated so that on drawing the longitudinal of the secondary axis it
is drawn termporarily on the 3d model of the main axis in the area of step inferior and calculates its
intersection in order to draw it on the profile. Uses the same commands as the guitar Struct.gui as the
tunnels.

OVERPASS FOR SEEING IT ON THE LONGITUDINAL PROFILE OF THE PRINCIPAL AXIS
Type. [OP-PL].
Side. [R] / [L] / [LR]. Para dibujar con la rasante derecha, la izquierda o con ambas.
Axi Secon. Not used.
KP. [0.000]. KP centre of the upper step.
Z. [0.000]. Height for inserting the symbol of the upper step.
SIM. [ ]. Number of symbol to insert.
Longi. [0.00]. Length for the symbol (the symbol has to be scalable in X).

UNDERPASS FOR SEEING IT ON THE PRINCIPAL PROFILE
Type. [UP-PL].
Side. [R] / [L] / [LR]. In order to draw with the right grade line, the left or with both.
Axi Secun. Not used.
Name. [ ]. El The name of the structure for the longitudinal profile.
KP. [0.000]. KP centre of the lower step.
Z. [0.000]. Height for inserting the symbol of the lower step.
SIM. [ ]. Number of symbol to insert.
Longi. [0.00]. Longitude for the symbol (symbol has to be scalable in X).



Drawing of sructures on the longitudinal profiles

The guitar is incorporated in the library Struct.gui which allows drawing with the longitudinal profile,
the vaults, kurb and thimbles with their slopes in tunnels, the supports with with their heels, pillars and
board in the viaducts, and both cases the name of the structure, its longitude and the KPs of start and end.
Using this guitar the longitude of the structures, viaducts and tunnels can be given in 3D, that is, including
the increase of length owing to the gradients of the subgrade. In the longitudinal the OP-PL is drawn with
the commands of Viaduct and OP-SL and UP-PI with the same as tunnel and PI-LS.

The symbol selected is drawn with the command that labels the name (EVN y ETN) the KP is labelled with
the commands of the start KP(EVPI y ETPI). It is included in the library the symbol S310 that represents a
mark of 8x8 for a length of steps H=1:1000 V=1/200. For the structures OP-PL (Lower steop on the
longitudinal of the main axis) and OP-PL (upper step on the longitudinal of the secondary axis), the
longitude of the structure is allowed to be inserted, so that if we use a scalable symbol in the coordinate X,
the longitude on the longitudinal profile will be that which corresponds to it. It is included in the library the
symbol S311 which is a board of thickness 1 metre for vertical scale 1/200. The
size on horizontal will be that which is stated in the structures menu, for any horizontal.
#--------------------------------------------------------------------#
# Structures: Viaducts y Tunnels #
#--------------------------------------------------------------------#
# VIADUCTS #
# TypesLines Estribos Board Pillars semiwidth #
# ----------- -------- ------- ------------------ #
EVTL 0 78 78 1. #
# Name style distZ dis.Hour angle tama th tv (ang=0->parallel) #
# ------ ------ ------ ------- ------- ---- -- -- #
EVN 4 2. 5. 0. 3. 0 2 #
# KPs y Lon. Symbol dist.Z dist.hor angle #
#------------ ------- ------ -------- ------ #
EVPI 164 2. 0. 90. KP start #
EVPF 164 2. 0. 90. KP End #
EVL 163 6. 5. 0. Longitude #
#--------------------------------------------------------------------#
# TUNELES #
# TypesLines boquilla vault #
# ----------- -------- -------- #
ETTL 0 78 #
# Name style distZ dis.Hor angulo tama th tv (ang=0->parallel ) #
# ------ ------ ------ ------- ------- ---- -- -- #
ETN 4 -2. 5. 0. 3. 0 2 #
# KPs y Lon. simbolo dist.Z dist.hor angul #
#------------ ------- ------ -------- ------ #
ETPI 562 -2. 0. 90. KP Start #
ETPF 562 -2. 0. 90. KP End #
ETL 163 -6. 5. 0. Longitude #
#--------------------------------------------------------------------#

de STRUCTURES [MORE INFO] the value Pillar [0.00] allows definition of width of pillar different for
each viaduct.
Si se if a number greater than zero is inserted, it will be used for representing the pilas in the menu of
GRADELINES and on the profile drawing of the longitudinal profile with guitars of type Struct.gui.



4.7- Calculate, draw and analyse results, introduction

4.7.1- Options for configuring with the calculations
In the previous epigraphs we have learned to define the platform and the cross-section of an axis with
much detail, now we ask ourselves how or what we should do to obtain a calculations and a representation
on the ground plan of the same.
In the following chapters the whole calculatory and representation system will be explained in detail, here
the process is only described briefly, sending the user to the following chapter.
We must remember some basic conditions for calculating an axis:
1. We must have a design on the ground plan associated with the axis.
2. It is necessary for a file of profiles to exist of cross sections of the terrain.
3. The information of the subgrade must be covered ( or be in the interval):
4. The interval of KPs covered by the original terrain.
5. The areas of calculation defined for the axis.
6. The definition of the areas of calculation should be coherent with the intervals covered by the rest
of the defined elements. (almost always the area covered by the cross sections)

Calculation of the cross-section of an axis

In order to carry out a simple calculation or individual calculation of an axis we press [Calcu.] located on
the lateral menu that offers the screen or in the same data menu.
At this moment the application writes a file ispoln.per where n is the number of the current axis,
besides generating another series of files (whose description we carry out on the corresponding chapter)
which contains volumes, coordinates of points of section etc.
The file ISPOLn.per can be edited with [EDIT PROFILES] accessible from various places ( the same
menu of elevation or in the drop down menus), in order to revise or see if the calculation on a determined
area develops as we try to or if on the other hand we must revise some point of the transversal section and
correct it.


In the following chapter we will se
how we can make massive
calculations, that is, calculate many
axes that participate in our project.

Also the way of grouping various
axes together in work groups which
can represent a determined link or a
sub project.

Drawing of the ground plan

Once the axis is calculated, the program makes use of the information necessary for representing a
solution, we choose a drawing mode and we also configure which parts of the same we are going to
represent, pressing the [Ground plan] we will obtain a drawing formed with 3D polylines, ready to be used
in the elaboration of our plans.

In this case the file of [Mode of Drawing] defines that we are going to represent the axis lines and the
main roadways, the verges, and, as a round up, the lines of the head of the slope for levelled areas and
the foot of the embankment with its subsequent long and short striped lines.
On other occasions ( and as will be seen in the corresponding chapter) it will be necessary to extract other
types of information and even to measure if possible.



On being composed of polylines for 3D information (x,y,z), immediately we must visualize, in the space,.
The aspect of our highway (using 3D vision).
Using this system we can detect some failure or some geometry that does not correspond with what we
are trying to calculate, which helps us to detect errors of design.

4.7.2- Calculation of areas and volumes
In this case the files *.dar of the user are able to be saved within *.vol with longer names (12
characters plus extension).
The ISTRAM option offers selection of files with extension .dar (tables of measurements or of area
definitions) which by default the program uses for every type of project, and they are:
ISPOL3.DAR
Specifics for projects for highways, dual carriageways or motorways
and railways
ISPOL6T.DAR/ISPOL6T2.DAR Specifics for pipes

The tables for measurement ISPOL6T.dar and ISPOL6T2.dar are used by the system automatically in
determined situations. Consult the epigraph Clculation of areas and volumes" further along in this
chapter.
The USER option, activates the field situated on its right and on clicking on it, we can load the file that we
want (could be a table giving personalised info) from the findings in the system libraries.

The files *.dar are saved from [EDIT PROFILES][DEFINE AREAS][Save].
ISTRAM checks that said tables are correct, and that they exist in the working libraries. If they are not
localized, they will not carry out volumetric-surface calculations.



4.8- Technical Annex axis on ISPOL
Although the concepts and ideas can appear strange, we consider it advisable to make a brief description
of some elements that are part of the system ISPOL and that are especially useful when having to confront
complex designs.
4.8.1- Surfaces and codes of the cross-section
As we already know, the complete information that the project describes is written into the files
ISPOLn.per, which contain the geometric data for each KP, of each one of the surfaces that make up the
cross-section. Each point is, as well as catalogued, using numeric codes that grow from the axis to the
right and left.
A simple diagram which describes the system used by ISTRAM is what is seen in the illustration adjoined.
In it we can see a typical profile of a dual carriageway. We can see 4 surfaces that define different
geotechnic horizons, which can be created for the application using parallels to the original ground or data
that is already defined in the profiles (varias forms for defining and obtaining this data as we shall see in
the corresponding chapter).

Also 4 lines or constructive surfaces are distinguishable; the grade line, the subgrade or ground line,
overexcavation and termination in the event of inadequate levelling. There exist many more surfaces, like
the survey line, the wall, coatings, tunnels etc.

Functionality of the system of numeration of surfaces

The number of the surface is bound unequivocally to a type of graphic line defined in the ISTRAM libraries.
In this way, so simple is the type of specified element to use with the graphic aspect (colour, thickness,
style of line.. ), without needing to configure any additional element.
On the other hand, some of the processes that the data use for the surface (so as to be drawn or used for
calculating surfaces) should be singularly identifiable.
Meaning of the code organisation

In principle the surfaces or geotechnic units do not require coding, although it is possible that the user
associates codes to determined points with various objectives, such as the identification of the existing
roadway or the positioning of a symbol on the code position.
However, in order to be able to analyse and use the information of each element it is necessary to code it,
so that, independently of its coordinates it is possible always to identify it. For example the portion of
surface understood between code 1 and 1.5 of surface 67 always corresponds to the main highway, in the
same way that the code 100 will identify the point whre the gade line and subgrade intersect.



4.8.2- Names and extensions of files used by ISTRAM
Althouth the majority of the names of the files and types of extension try to be original, all those that are
used and generated by ISTRAM will now be listed with the intention that they will serve as a reference
guide, allowing the user to localise the type of file associated to.
*.cej. Contains the data for defining geometry of the axis on the horizontal design.
*.rep. Definition of data for calculating points and setting out.
*.per. Cross sectional profiles, automatically calculated or from a coomplete work model
including area measurements (ISPOLn.per, ISFIRn.per).
*.ras. Geometric data for definition of the grade line.
*.egi. Law of turning axes.
*.anc. Law of widths.
*.prl. Law of superelevations.
*.aux. Definition of auxiliary roads (verges).
*.stp. Section types.
*.trm. Section calculation.
*.med. Central reservation.
*.crd. Crowning of levelled area.
*.pfm. Pavement composition..
*.ssl. Selected ground.
*.bdj. Berms/hard shoulder.
*.lfr. Border line, boundaries.
*.cdf. Layer or independent subgrade.
*.mcv. Route marks.
*.mge. Margins of expropriation
*.spt. Ridges for fill.
*.cug. Guard ditch.
*.tsp. Table of profile symbols.
*.dof. Drainage works.
*.tun. Tnnels.
*.est. Structures.
*.ddv. Speed limitations for the diagram of speeds.
*.crt. Crossroads
*.acr. Footways.
*.vol. This file contains a combination of previous files (.ras, *.anc, *.prl, *.aux, *.stp,
*.trm, *.med, *.crd, *.pfm, *.ssl, *.bdj *.cdf *.mcv *.mge *.spt *.cug *.tsp
*.dof *.tun, *.est, *.ddv, *.crt, *.acr, ), that completely define the geometry of the
work.
*.pol. Contains the names of files that compose the complete definition of a project, invoking
the file for definition of the horizontal design and those for definition of the elevation and ground
profiles employed for each one of its axes, just like the file that contains all the axes of the project.



LINEAR WORKS

5

ELEVATION, ADVANCED PROJECT CALCULATION



notification.



LINEAR WORKS

5 05 Elevation, Advanced Project Calculation
08 Project Reports
10 Railway Design




INDEX
INDEX

5 - ELEVATION, ADVANCED PROJECT CALCULATION PAGE: 1 / 62

5 ELEVATION, ADVANCED PROJECT CALCULATION
5.1- SECTION, CALCULATION AND CONTROL TOOLS .................................................................. 3
5.1.1- Brief description of the options in the SECTION menu......................................... 4
5.2- OPTIONS OF THE FIXED SIDE SECTION MENU................................................................... 10
5.2.1- Cross section, saving and loading information..................................................... 11
5.3- SECTION MENU. TOOLS ............................................................................................... 13
5.3.1- Generating of cross points ...................................................................................... 13
5.3.2- Calculation of the KP and distance......................................................................... 14
5.3.3- Project .vol ................................................................................................................ 15
5.3.4- Add KP....................................................................................................................... 15
5.3.5- Gen XYZHR.hpr......................................................................................................... 16
5.3.6- Volume determination by KP/Barycenter ............................................................... 16
5.3.7- Generate Solid Model ............................................................................................... 17
5.3.8- Link ............................................................................................................................ 19
5.3.9- Truncate..................................................................................................................... 20
5.4- SECTION MENU UTILITIES............................................................................................ 21
5.4.1- VISIBILITY.................................................................................................................. 21
5.4.1.1- Types of visibility studies ........................................................................................ 23
5.4.1.2- Position of the observer and of the reference, angles, visual barriers,........... 29
5.4.1.3- Results....................................................................................................................... 35
5.4.1.4- Working methodology and review of results ......................................................... 37
5.4.2- Speed diagram.......................................................................................................... 39
5.4.3- Drainage works......................................................................................................... 43
5.4.4- Transition wedges .................................................................................................... 46
5.5- EXTRAS IN THE SECTION MENU.................................................................................... 47
5.5.1- PARAMETERS........................................................................................................... 47
5.6- DRAWINGS OF THE ELEVATION MENU......................................................................... 49
5.6.1- DRAW 3D LINE.......................................................................................................... 49
5.6.2- ROAD MARKERS...................................................................................................... 49
5.6. SECTION MENU PROFILES........................................................................................... 51
5.6.3- Interpolate T .............................................................................................................. 51
5.6.4- Calculate T................................................................................................................. 51
5.6.5- Save M & Load M...................................................................................................... 52
5.6.6- Profile symbols......................................................................................................... 52
5.6.7- Security barriers ....................................................................................................... 53
5.6.8- Add branch................................................................................................................ 53
5.6.9- Add line...................................................................................................................... 55
5.7- MENUS AND OPTIONS OF THE SECTION MENU...................................................... 56
5.7.1- PROJECT (PROJECT tab) ........................................................................................ 56
5.7.2- GROUPS.................................................................................................................... 61


INDEX

INDEX

PAGE: 2 / 62 5 - ELEVATION, ADVANCED PROJECT CALCULATION



5.1- Section, calculation and control tools

In the previous chapter we have learnt how to define an axis in a very thorough way, and also we have
briefly described how to calculate and display the result.

In this chapter we are going to explain the project concept in which several axes are involved, and there is
an in-depth description of all the methods offered in the menus that permit the user to calculate additional
elements, whether they are individually (axis by axis) or using some of the geometrical relations between
several axes, which could be for example in the case of junction or crossings studies.

In the SECTION menu and its submenus, when you click on the graphic screen an echo appears with
information about the projection of the point over the current axis. Simultaneously and dynamically, we
start to see the cross section calculated in the next profile closest to the cursor, as long as it is situated
within the calculation areas. The profile is calculated dynamically and therefore shows the modifications
that are entered in the different data windows.

When we are in the SECTION menu, we see the following in the message area:
CROSS SECTION. Click on the screen for ECHO REPORT

If we do this, the cursor is linked to the current axis and it transformed into a rubber cursor which offers us
the following information:

Number of the axis
Distance of the cursor from the axis
(positive on the right, negative on the left of
the axis).
Km point of the axis (KP).
Typology of the axis at that point:
o Straight
o Curve and its radius
o Clothoid and its parameter
Length of the section
Spot height
Longitudinal gradient



5.1.1- Brief description of the options in the SECTION menu
In this subchapter we describe quite simply the options that are offered to the user in the
elevation dialog box. At a later stage these will be explained in greater detail.

[Renumber] Associates the current SECTION data to another axis given by a number, allowing us to
therefore copy all the information from one axis to another.

[Click Axis] This enables us to select an axis by clicking with the mouse on the graphic screen.

Disp. Num. This associates a tag with its number over the axis drawn on the ground plan.

Short Menu This displays the SECTION menu in a drop-down form, with the aim of leaving the
drawing area much more visible. By default this option is activated:

[Save] Save a*.vol file with the name of the box <.vol file>.

CURVE This enables you to load as axis n+1 (with n being the number of total axes of the project) some
of those calculated automatically when crosses between axes are generated. Its functioning is described in
the corresponding section.

Table.dar [ISTRAM] [USER ] [ISPOL3.dar]
.dar Road Surfaces [ISTRAM] [USER ] [ISFIR.dar]
ISTRAM carries out the measurements of the transverse profiles (levelled area, embankments,) using a
table that defines the different materials that have to be measured and how they have to be measured.
These tables are located in the library and for roads and railways the table used is called ISPOL3.dar.
The user can define other tables and use for each of the axes. The editing of these measuring tables is
described in the chapter PROFILE EDITOR.

For the different layers that make up the road surface packages the program uses the table ISFIR.dar
by default. The user can also define and use new tables defined by them personally.

TYPE: [ROADS ] It is here where the user defines the construction typology of the project, and is
able to select between a road, railway or piping project. Under the heading PLATFORM, design options
are offered that can be different depending on the chosen construction typology:



PLATFORM options in ROAD projects

[INDEP SUBGRADE]
An independent subgrade. For the designing of a specific subgradE case
whose arris and slopes do not depend on the position of the axis and the
superelevation.

[WIDTHS] The definition of the widths and extra widths of the main roadways.

[SUPERELEVATION] The designing of the superelevation laws of the main roadways.

[TILT AXIS]
The definition of the position of the spin axis or application axis of the
grade line with regards to the geometrical axis.
[ECCEN. MEDIAN]
The definition of the eccentricity of the platform with regards to the
ground plan axis and in the case of motorways, and the definition of the
global geometry of the median.

[AUXILIARY ROADS] The definition of the auxiliary roadways geometry (hard shoulders).

[SELECT GROUND]
The design of the different ground layers (overbreak) under the road
surface package or crown of the land platform.

[PAVEMENT COMPOSIT.] The design and management of the surface sections.

[FILL DRAININGS]
The definition of the types, geometries and application sections of land
clearing to make the embankment.

[SIDEWALKS] For the definition of pavements in urban sections.

Options for the PLATFORM in RAILWAY projects

[TRACK SLEEPER] The definition of the basic geometry of the rail, sleeper and ballast.

[SHAPE LAYER] The design of the geometry of the shape layer.

[ECCEN. GAUGE]
The definition of the platform eccentricity with regards to the ground plan
axis and the type of rail gauge

[PLATFORM]
The definition of the geometry of the railway section ballast and side
corridors.

PLATFORM options in PIPING projects

[PIPE DATA] For pipelines with a steep gradient.

[DITCH/SUPPORT]
To define the geometry of the ditches in the buried pipelines and of the
supports on supported pipelines.

[FILLINGS]
To define the different materials with which the section is built: flowable
fill, protection fillings, coating,

[SERVICE ROAD] To define a service path next to the ditch.

[VECTOR TUBES] It enables you to define different geometries for noncircular pipelines.

[STOKPILE] To define the temporary occupation of the provisions for the fillings.

[ECCENTRICITY] The definition of pipelines that are non centred on the ground plan axis.



Options for the MODEL SECTION

[Subgrade Section Type]
A declaration of the number of section types to be defined and the design
of the subgradient.

[CALC. ZON]
The definition of the calculation stretches, what section types have to be
used in each of them and the entering of the probe data.

[C] [D] [T]
A more detailed sectioning of the road ditches, levelled areas and
embankments (subsectioning).

[CUT]
The definition of the geometry for the road ditch and levelled area section
and the selection of the decision criteria.
[CROWN] The definition of the crown slope on the levelled area.

[FILL] The definition of the geometry in the case of an embankment.

[VECTORS]
"FIXED PLATFORM" The exterior part of the independent platform of
the superelevation law: pavements, low walls, sidesteps and any other
geometry steps linked to the auxiliary roadways.
"FIXED MEDIAN" The definition of the median geometry.
"LEVELLING UNSUITABLE TERRAIN" Similar definition of the
geometry of levelling unsuitable terrain.
MEDIAN DITCH Definition of the geometry of the median ditch.

[V] Separate sectioning of the vectors (fixed platform,...)

[CLEARING SHOULDER] The definition of a variable width berm for visibility reasons.

[SLOPE-END DITCH]
The road ditch at the foot of an embankment or at the top of the levelled
area.

[COATING] To define the levelling area/embankment linings or rockfills.

[WALL BETWEEN AXES] To define a wall between two axes.

[STRUCTURES]
The definition of structures for their displaying in the longitudinal profiles:
viaducts, tunnels and below grade and raised crossings in the secondary
axis longitudinal and in the longitudinal of the main axis.

[TUNNELS] The menu to define the geometry of the tunnels.

[EXPROP MARGIN] This defines the value of the edge of the land to be expropriated.



Options for DRAWING

[LONGITUDINAL P.] The generating of longitudinal profiles plans.

[TRANSVERSE P.] The generating of transverse profile plans.

[GrndPln] [Delete]
The generating (on the ground plan map) of the 3D lines that make up
the edges of the roadways, shoulders, road ditches, berms, bottom and
top of embankments and levelled areas and also the lines of the slope
combs.

[Drawing Mode]
The selecting of the file that describes the drawing mode of the ground
plan.

[Draw 3D Line]
This generates interactively a 3D polyline referred to a given axis and to
a position with regards to the same.

[ROAD MARKERS]
The drawing of polylines that refer to platform codes, and to the KPs
intervals. This is how we can obtain the horizontal signs.

Options for PROFILES

[Interpolate T] The conditions for the automatic interpolation of transverse profiles.

[CalculateT]
The calculation of transverse profiles according to the last calculated
series.

[Save M] This saves a .file to store the complete models of the axes

[Load M] This load a file with the complete models of the axes.
[PROFILE SYMBOLS] The generating of orders for the including of symbols in the profiles.

[Safety barrier]
This enables you to determine automatically the placing of barriers
depending on the height of the embankment.

[Add Ramp]
This adds the surfaces defined in another profile file of other axis/axes to
an axis profile file.

[Add line]
This adds a symbol to each profile at the point in which it cuts a three-
dimensional line.

Options for the MENUS & OPTIONS

[REPORTS]
A menu that enables you to set up, list, print, rename or generate the list
of results from the Linear Works module.

[S.O. PROFILE]
This calls up the points and profile extraction calculation menu, to enable
you to generate a new series of profiles over an axis.

[EDIT PROFILES]
This gives way to the Profile Editor menu, to carry out several different
operations with the profile files.

[COMPLETE]
This calls up the complete calculation definition menu of a project (or of a
project link), treating the platforms of several axes and the relation
between them automatically.

[PROJECT]
This unfolds a dialog box that contains the information on all the data
files involved in the project.

[GROUPS] Access to the dialog box that enables you to manage the groups of axes


[3D EDITION]
This menu enables you to enter the Photorealism module from Elevation.
It also offers three new tools that enable you to:

Load a triangle model of the axes calculated in elevation, so
that they can be viewed as solids.
Modify the grade line of any axis.
Modify any fixed alignment of any axis.

Options for WIDEN AND IMPROVEMENT

[WIDEN AND
IMPROVEMENT]
The definition of the parameters for the Widen and Improvement works.

[REINFORCE TABLES] The definition of the parameters for the reinforcement projects.

MONITORING options

[CONSTR. MONITORING]
A menu that enables you to carry out the Following up and Control of the
Linear Works Construction.

[TUNNEL MONITORING]
This menu enables you to carry out the following up and construction of
tunnels.

Options for TOOLS

[Generates Crossing
Points]
The generating of the induced geometry of an axis over another,
including the spot height and superelevations

[KP, Distance] [Short]
The selecting of points on the screen in an interactive mode to generate
a list of coordinates and projection data over an axis

[Project .vol]
Resections all the data from the .vol file that is defined for an axis and it
applies it to another.

[Add KP] This adds a fixed value from a specific KP to all the elevation data.

[Gen. XYZHR .hpr]
The generating of a X,Y,Z, Head and Roll file (azimuth and
superelevation) for the development of solid models (bridge platforms,
etc.).

[Measuring of vol by KP
/by Barycenter]
The configuration of the way to calculate the distance between profile
and profile to be used in obtaining the volume between these

[Solid Mod. Gen.]
The generating of the necessary files for the solid displaying of a model
in the PHOTOREALISM Module.

[Link]
The automatic modification of the files that contain the complete models
of axes that touch each other.

[Truncate] Truncate of two axes using a border line.



Options for the UTILITIES

[VISIBILITY]
This menu enables you to carry out different visibility studies and the
overview of the calculated linear works.

[SPEED DIAGRAM] This generates speed diagrams with different types of vehicles.

[DRAINAGE WORKS]
The definition of transverse factory works (drainage).

Options for EXTRAS

[PARAMETERS] Definition of the general parameters used in the calculations

[CROSSROAD]
The definition of the geometric relations between several axes that cross
each other at the same level, as in the case of the entrances and exits to
roundabouts.

[JUNCTIONS]
The definition of the geometric relations between axes that depend one
upon the other, as in the case of a trunk road or exit or entrance branch.



5.2- Options of the fixed side SECTION menu
This menu enables you to interact either with the individual access for calculation, the displaying of a
volume list (mass diagram), or with the rest of the project in a way that it allows you to access menus in
which the junctions are defined, launch commands that create surfaces with the information of the two
axes that cross each other (adds branch), etc.

[EXIT] This enables you to exit the SECTION menu. When you exit the
SECTION menu and go to the PLAN DESING, a temporary *.vol file is
saved automatically tmp/mp.vol. This file can be selected with the option
[Load] or can be loaded directly with the option [Recover]. This enables you
to work deactivating the option:
PLAN DESING [OPTIONS] Confirm when exiting ELEVATION
because if you exit without having saved the changes, the programme will
give you another opportunity to recover them. When exiting ELEVATION, if
the data that corresponds to the current *.vol have not been modified or are
the same as those that have already been saved, no confirmation is
requested.

[RAM UTILITIES] Work options with data and profiles stored in the
memory.

[Load Profiles] This loads a land transverse profile file, from which on the
one hand, the land longitudinal profile is extracted, and on the other, the
transverse profiles which are to be used in the calculation of the earth
moving. On loading this file, the number of the current axis is updated (the
one from which the profile file has been generated). The number of the file
remains associated to its axis in the project table and from this moment on it
will be uploaded automatically when we change axis or click on the option
[DATA] situated in the floating window. To keep the association, we must
save the*.pol file of the project. It checks that the axis number of the *.per
file coincides with the current axis, if not a confirmation is requested from the
user.

[RAM UTILITIES]. General options to calculate the current axis

It contains a series of utilities, as long as the option Profiles in RAM is activated (accessible from the
drop-down menu STATE [OPTIONS] Profiles in RAM).

All the configuration characteristics are applied at the moment in which the calculation of the current axis is
made and it takes the data of the profiles from the RAM memory and if these are activated, it obtains a
series of graphic and numerical results.

RAM UTILITIES [OPTIONS]

See Gmd Plan
This enables you to get a view of the ground plan with each
recalculation. In this display you can see one axis or all the axes
and, for each axis, you can activate or deactivate the drawing of
the bevels, the edges reached and/or the transverse lines where
there is a profile.



See Mass Diagram This is used to see the values of the mass diagram and the measurements
obtained when launching the option [Calculation].

Recalculation Gradientes If this option is activated, the whole measurement is recalculated and
the resulting mass diagram is shown after each calculation in the grade line menu or at the end of the
interactive modification of the grade lines options.

Dont show profiles in calculation This is used to deactivate the displaying of the profiles
in the option [Calculation]. This saves a lot of processing time.

Draw in 3DVIEW and GROUND PLAN This presents a drawing of the calculated axes or only of the
current one over the ground plan view and over the 3D view when they are activated.

The previous options are saved /recovered from the ispol.cfg file.

The following options take the existing profiles in the RAM and operate in the following way:

[Calculation] If the bevels, edges and line T options are activated, it shows the graphic results on the
ground plan and also informs of the result of the mass diagram.

[See Profiles] This displays the profiles calculated in RAM.

[See Ground Plan] This displays the ground plan using the selected options.

[Draw GrndPlan] This draws the ground plan (creating NON volatile information) using the selected
options.

[Delete] This deletes the last drawn ground plan.

[Mass Diagram] This carries out a calculation without showing the profiles and showing the mass
diagram.

5.2.1- Cross section, saving and loading information
[Save] Generates a file with the extension *.vol which contains all the data defined by the elevation of
the current axis and which is used in the automatic calculation option [Calcu]: grade lines, widths,
superelevations, spin axes, auxiliary roadways, road surface packages, median, eccentricity, sections
type, calculation sections,

[Load] This loads the elevation data contained in a *.vol file onto the system. The axis which is
under design changes to the one that is declared in that file and it is the responsibility of the user to load a
suitable profile file.

Both options introduce the name of the selected *.vol file, to the project table that we have in the
memory. From the moment in which this declaration appears, the programme will read the *.vol file that
it corresponds to when we change axis. In order to avoid any loss of name association we must save the
*.pol file of the project with the key [Save] which is in the actual data menu. The programme checks that
the number of the *.vol axis file coincides with the current axis, and if it does not, it requests a
confirmation from the user. When a *.vol file or *.ras file is loaded, if the number that the axis contains
is different to the current one, we are offered two options:

Change of axis
Import the data in the current axis.



The calculation of the section and the obtaining of volumes

[Calcu.] This makes a complete calculation of the axis in elevation: grade line, platform, earth moving and
generates the corresponding lists, as well as a file called ISPOL#.per (with # being the current axis),
which contains the surface profiles that make up the terrain: vegetation cover, inadequate land, competent
land, rock, existing roads, and the profiles of the new edging, grade line and sub and over-excavation
/selected soil. It also contains the measurements of the different areas involved in the earth moving.

[Recub.] The ISPOL#.per file can be edited by the user from the profile editor modifying some of the
surfaces of which it is made up. The options in [Link] and [Truncate] also automatically modify the
geometry of the surfaces contained in the aforementioned file. The option [Recub.] is used to update the
measurements contained in the ISPOLn.per file after having launched a geometric modification in this
file. This option also generates the new measuring lists on transverse profiles and the mass diagram.

[Improve + Recub] In widening and improvement projects, if the land profiles contain information on the
existing road surface, the function "Improve + Recub" reviews the sub gradients of the new design,
modifying it to take advantage of the existing road surface in the areas where the conditions that are
defined in the menu [WIDEN AND IMPROVEMENT] are fulfilled. It also recalculates the earth
moving, in which you can see a reduction in the excavation volumes and of the adding of the road surface,
as well as the demolition of the existing road surface.

[Recu + List All] In a project that contains several axes in which we have carried out
modifications from the profile editor or from the functions "Link and Truncate", the option "Recu
+ List All" carries out a remeasuring of the volume of all the ISPOL#.per files and simultaneously
generates lists of earth moving and mass diagram (this is optional) which are independent for each axis
and called "file#.lst" with "file" being a name given by the user and "#" the number of the axis.

The calculation of the pavement composition

[Gen.Surface P] This presupposes that the current axis has been completely defined and calculated,
also there must be a given definition made from the menu "ROAD SURFCE PACK". In this case,
when clicking on the option, the system reads the file which contains the complete model of the current
axis (ISPOL#.per, with # being the current axis) and creates another parallel file called ISFIR#.per (with
# being the current axis), that contains the geometry of the roadbed in each of the calculation profiles.
Also, a list is created with the area measurements and volumes of the different layers that make up the
roadbed throughout the stretch of roadway: surface.res and surface#.res (with # being the axis
number), with formatted lists and fi.res y fi#.res without formatting.

[Recal Surface P] This presupposes that the current axis has been completely defined and also a
surface pack has been generated by using the previous option or from the menu "ROAD SURFCE
PACK". Then, if the ISPOL#.per file has been modified from the "Profile Editor" or by using one of
the options of "Link" "Truncate" or "Improvement", the existing option enables the ISFIR#.per file
that contains the different surface layers to be updated automatically in those profiles where the grade line
or subgradient has been modified, so that both files are coherent and the new measuring lists are
generated of the different surface layers surface #.res and surface.res, as well as fi.res and fi#.res.

Mass diagram

[Mass Diag] If the current axis has been completely calculated, this option generates a list that
contains the borders of the areas reached, the red spot height, the area of occupation and a mass
diagram that contains the difference of volumes accumulated between the levelled area and embankment,
affecting the levelled area volumes of the corresponding swelling factors for the rock and the compaction
for the soil. The swellings are defined in the Area definition Table (land volume measuring) ISPOL3.dar.
This can be done from the menu DEFINE AREAS in the PROFILE EDITOR. The lists are collected in the
dmas.res and dmasn.res files (with n being the calculated axis). The option Recalculate volume,
which we will see at a later stage, also includes the calculation of the mass diagram.



5.3- SECTION menu. TOOLS
5.3.1- Generating of cross points
[Generate Crossing Points] This is an option that enables you to extract the projection of the
spot height from an axis that has been completely designed, following its superelevation law, over
other axes; to achieve the coinciding of platforms in the entrances and exits of the branches. When we
have the platform of an i axis completely designed (grade line, median, eccentricity, spin axes,
superelevations and widths) and its calculation has been ordered, we can extract the cross points for
another j axis, although we do not have to have any land profiles loaded; you only need to calculate the
platform of the i axis.

When the i axis has just been calculated, the Generate Cross Points is selected. The programme asks
what the axis is for the cross points (j). The following data that is requested is the KP points of the start,
end, and the equidistance; all of these, data on the receiving axis (the j).

It also asks for the axis that
receives the cross points. In a
motorway, the grade line is
applied on the inner edge of the
main roadway, not on the axis.
Therefore, you can project the
spot height over the white band
of a motorway. This distance is
taken into consideration in the tab
that is shown with the cross point.
This way the cross points for all
the axes that are supported on
this one can be extracted.

It finally asks for the name of a
file to store the data (for example
002001.pas).

The use of the cross points is
described in the chapter
DESIGNING OF GRADE LINES.

This option also enables you to generate a superelevation law, by means of the projection of the spot
height of the main axis according to its superelevations on the axis and edges of the main roadway of the
branch. The option asks you for the nominal widths of the branch. If you give one of the widths the value 0
then the same superelevation calculated for the other is assigned to that edge. It also asks for the name of
the *.prl file to save the superelevations.

This option can be used more directly in the grade line definition menu. There, the cross points that are
induced by another axis over the current one are deducted.



5.3.2- Calculation of the KP and distance
[KP, Distance] This utility opens up the following dialog box :

You have three possible working modes:

1) Interactive: Requesting, in a cyclical way, that you click on a point and choose an axis graphically or
with the keyboard. You can continue selecting the points until you finish with <Esc>.

2) By file: There are also three possibilities:

*.top files. The X,Y of a .top format file is read and the results are shown for each of the points.
*.pkd files. These are files with two columns: KP and Distance. In this case the programme
calculates the X,Y coordinates.
*.txt files, that contain: Number, X, Y, Z and PASSWORD. In this case the option asks for the
password to be listed and only calculates with the points that this password has or starts with the
same letters as the password that has been entered.

If the data comes from a *.top or *.txt file, the number of the point is listed on the screen or in the lists
(CONSULT.res and tmp/pkdis.res). If the points are clicked upon on the screen, they are numbered in
sequence. In the case of the railways, instead of the spot height of the white band and the projected spot
height, the grade line spot height is listed and the difference of spot height with this. Also, the
superelevations are listed in millimetres.

3) By line: This requests a polyline whose vertexes will be the calculation points.

The tool KP-distance shows the following information:

The X,Y,Z coordinates of the point.
The number of the axis.
The normal distance to the axis.
The KP on which the axis is projected.
The azimuth, the radius and coordinates in the point of projection on the axis.
The grade line spot height of the axis (Z
ras
).
The spot height projected from the axis according to the superelevation (Z
proy
).
The spot height of the white band (Z
B.Blan
): In roads it is the geometric axis (code point 1) and in
motorways it is the inner white band of the roadway (also code 1). This value will differ from the
previous one if there are any displacements of the spin axis data.
The superelevation of the side of the axis where the point is.
The longitudinal slope on the axis.
The differences of spot height of the selected point with regards to the projected Z from the axis
according to the superelevation (Z-Z
proy
) and according to the Z of the grade line (Z-Z
ras
).
The Z on the platform (surface 67) if the selected point falls within this. If it falls outside of this, it
will give us a zero.


Short If this flag is marked, the lists show much more summarised information, offering only the
following data:

The X,Y,Z coordinates of the point.
The normal distance to the axis.
The KP over which it is projected on the axis.
The grade line Z of the axis (Z
ras
)
The superelevation of the side of the axis where the point is located.

Adjust Z (Z-Zpr=0) This enables you to adjust the Z of a line according to the projected Z of the
axis (you need to select the option "x Line" so that this can be applied).

In LIST the user can opt to:

Not list anything: this way only the information will appear on the screen.
Obtain the consult.res list with all the requested information.
Obtain a tabulated file, called pkdis.res, which will be generated in the tmp folder, in the
current folder and can be used with a spreadsheet.

When the KP, Distance is calculated for the current axis and its data is being modified, it is
necessary to previously save the.vol file, because the option works on data found in this file and
not on the data that is loaded, as it can be used for any axis of the project even though it is not
the current axis.

In DATA you have the possibility of selecting the way you enter the data of the point:

In the X,Y,Z coordinates.
Of the KP,Distance shape: In this case you can also create a .top file with the coordinates of the
points, which enables you to define points by KP,distance with regards to an axis and reframing
them later with regards to a different axis from its coordinates.

5.3.3- Project .vol
The function of this order is to resection all the data of the *.vol file that is defined for an axis, and apply
it to another. In the study of bypasses it is common to propose variations of the horizontal alignment of an
axis in a very localised area, resulting in the stretch of the previous axis to the change having new KP
values.

To use this function, the two axes have to be defined on the ground plan. When we are in the new axis
(the one that will receive the projection) we activate [Project .vol]. The algorithm asks us for the number of
the axis that projects its vol over the current axis. All the data is read from the *.vol file of the origin axis
and for each KP that is read it calculates its coordinates. The resulting point is projected over the current
axis and its new KP is calculated. The data that remains in the elevation tables stay that way with the kps
of the new axis, which can be saved in its new *.vol.

Each old KP has a correspondence with a new KP. Obviously this type of action should only be used
when the similarity of the axes is quite high and the lengths are similar.

5.3.4- Add KP
This transfers, by adding or subtracting a value, all the platform data definition KPs, cross-section and
others stored in the.vol file.

Both this tool and the previous one act upon all the data: grade lines, widths, superelevations,



5.3.5- Gen XYZHR.hpr
This option generates files with the following information throughout the profiles of an axis:

XYZ: coordinates of the axis.
H (heading): azimuth-type.
R (roll): Superelevation or a lateral slope.

This information can be used as a directive from the PHOTOREALISM module to generate for example
bridge platforms, etc., drawing a cross-section as a generating function which is supported on these points
with its side direction and slope.

When clicking on the option we are asked for:

The starting profile.
The final profile.
Side: 0right, 1left y 2total (between the edges of the roadway).
Name for the *.hpr file.

5.3.6- Volume determination by KP/Barycenter
This enables you to select the measuring of volume mode between profiles using as a distance the
difference of KPs, or instead obtaining for each element a reduced distance according to the eccentricity
of the barycenters.

In the ISPOL3.dar files that are saved from
the interactive editor of the volume
determination tables of the PROFILE
EDITOR DEFINE AREAS, you can
include the method to be used.

There is a key to change the mode before
saving the *.dar file. If the ISPOL3.dar file
that the scaler uses automatically has this
option included, the key of the ELEVATION
menu screen is ignored.



5.3.7- Generate Solid Model
If you have the PHOTOREALISM module, this option automatically builds the solid model of the linear
works, creating from the transverse profiles all the scales or triangular aspects that describe their surfaces
and assigning them different colours according to whether these scales belong to the roadway, hard
shoulders, road ditch, levelled area or embankment. A file from the library called ISPOL.esc declares
the names of the files, passwords and the colours of each surface.

When you click on the option
it opens up a floating data
window to generate the
different solid models.

All the axes that belong to
our project appear
automatically. We have to
deactivate the axes that we
do not need to generate the
solid model.

The first thing we have to do is to type in the option Block after which a window will open up to name and
save the *.b3d file. With the same name plus the number of the axis we can generate the *.3d files
(Scales) and the *.ttp file (temporary for the survey, which contains the
triangulation of the works).

Block File *.b3d This file will contain all the names of the scale files that have been created, so that
in PHOTOREALISM they can all be uploaded, with only mentioning the latter in the option [Load
Block].

Scale Files *.3d# In these files, the general extension # will be the number of each element of the
roadway. A different file is generated for each element and in a different colour; therefore, for example, if
we give the name vial, the following files will be created:

vial.3d0: contains the median
vial.3d1: contains the auxiliary roadways
vial.3d2: contains the main roadways
vial.3d3: contains the berms
vial.3d4: contains the embankment
vial.3d5: contains the road ditch
vial.3d6: contains the levelled areas
vial.3d7: contains the tunnel arches.

We also add to the axis scales, a scale with the terrain up to the edges of the expropriation, guided by the
land profiles. In order to define the part of the section that is included in each scale we use the
ispol.esc file which is stored in the project library and which contains the related file, the platform code,
the RGB colour and the codes of the corresponding section for each scale:



###############################################################################
#DEFINITION OF THE SCALE TO EXTRACT BY CODES (maximum 20) #
# file up to the code r g b elements #
# --- ------- --------------- ----- ----- ----- ---------------------------#
T0 0 -11.0 0.500 0.580 0.100 median #
T1 1 1.0 0.700 0.700 0.700 hard shoulder #
T2 2 2.0 0.500 0.500 0.700 roadway #
T3 1 11.0 0.700 0.700 0.700 hard shoulder #
T4 3 15.0 0.500 0.900 0.700 berm #
T5 4 602.0 0.900 0.700 0.300 embankment #
T6 5 1200.0 0.800 0.800 0.800 road ditch #
T7 6 3999.0 0.900 0.700 0.300 levelled area #
T8 7 4999.0 0.700 0.900 0.600 terrain #
T9 8 6000.0 0.700 0.700 0.600 tunnel #
# end #
# --- #
END #
###############################################################################

By clicking on the option [Edit ISPOL.esc] the user can set up the colours and codes directly from the
screen generating their own ISPOL.esc before generating the output.

The file that defines
the start and end of
the scales throughout
a profile is
ISPOL.esc. The
editor of this file
allows you to define
between which codes
of the PROFILE each
scale is drawn, what
colour it has and
what file stores it in.

Temporary file *.ttp

This contains the triangulation generated on
the designed surface which can be loaded
directly in the menu TOPOGRAPHY, and
this way they can be used for different
purposes, one of which can be to generate
the level lines on the calculated axis model.



Among the particular options of the window to generate the solid model we have:

Calculate Land Strip: This generates a scale up to the expropriation edge.

Calculate Work Border: This generates a line with the work border (a line that will coincide with the
expropriation edge if the "Calculate land strip" is activated).

Gather scales of the same type: This generates the geometry that corresponds to all the axes on one
single scale; so, for example, it joins all the roadways in one single scale, all the hard shoulders in one
single scale, etc.

List KP and vertex Dist: This offers a list with the KP and distance from the axis of each vertex. It
creates two lists: *.map for the importing of geometry in 3DSMax and the*.ma2 for PHOTOREALISM to
give linear texture to the roads.

5.3.8- Link
This enables you to modify automatically two files that contain complete models of two axes a and b
(ISPOLa.per and ISPOLb.per), so that there is no overlap between both models, and therefore the
earth moving analysis is correct, avoiding any duplicity. The modification consists in truncating both
models following a common border which is determined automatically as the intersection of the two of
surfaces that make up the models, but which can be edited and modified by the user. This way, on each
side of the border, the measured lands and surfaces only belong to one model.

In the case of an intersection with several axes, the option must be executed for all the existing junctions
between all the pairs of axes that make up the road junction. In the end, each of the axes involved has to
remeasure the volume to obtain the definitive measurements, given that the modifications of this operation
are only geometric, as if they had been done "by hand" from the Profile Editor.

When you click on the option "Link", we are asked for the number of each of the axes to be truncated, as
well as which side of the border has to be truncated. This side relates to each axis according to its own
advance direction, so that two axes can be truncated by the same side if their advance direction in the
junction is the opposite.

At this moment, ISTRAM generates the three-dimensional models of the two requested axes in an
auxiliary window as well as a "yellow" (L67) line which represents the theoretical border of both models
established as the intersection in the space of these. If there is no intersection the line is not created.

This "border" must be modified interactively, as it is possible that the intersection of the road surfaces
that can be coincident are not well defined automatically (anyway, this part of the border can be generated
automatically from the JUNCTION option in the COMPLETE menu). To do so we use the manual
editing with the EDITOR menu which can be called up from the drop-down "MENUS". If, for example, we
have designed a branch whose roadway is overlapping with the trunk road until it is situated totally within
this, we can modify the "border" making it pass through this area along the outer white band of the trunk
road, so that the roadway of this branch slowly "dies out" against this, without having to recur to a
congregated "widths law" and without there existing any land or a platform overlap.



The "border" can be cut in pieces and as long as
all the pieces are of the same type L67. Each one
of them will be used to truncate both models.

When the "border" is designed to the user's taste,
the editing menu is closed (END) to return to the
elevation menu and then click on the graphic
window so that the system accepts it and
launches the final truncate of both models.

When the system does not find any intersection between the surfaces of the two given models or when we
have totally eliminated the border line during the editing, the option ends without making any modification
of the profile files.

Before working on the profile files with the defined border line, it asks for the name of a .lfr file to save it.
Then it executes the truncate operation. The file to store these lines has the extension ".lfr" and for it to
be entered into the project file .pol it must contain all the project "borders". We will see in the complete
menu how you can accumulate several borders in one single .lfr file.

5.3.9- Truncate
This enables you to truncate the file that contains the complete model of an axis to (ISPOLa.per)
according to a border that the user has predefined by drawing it on the ground plan. When clicking on the
option "Truncate", the number of the axis to be truncated is requested, as well as the side of the border
which is to be cleaned (the side relates to the advance direction of the axis).

It also asks you to choose the line that you want to use as a border. Once this is selected, the profiles of
the model are modified automatically, eliminating the areas that are situated on the side of the axis that
was indicated. Likewise, in this case the border line is saved in an independent ".lfr" file.

These Link and Truncate operations affect the surfaces 67 (P_rasan), 68 (P_plata), 107 (overexcavation),
and other surfaces created by the option [Calculation] that are in the ISPOL#.per files.



5.4- SECTION menu UTILITIES
5.4.1- VISIBILITY
The visibility studies that are performed by the ISTRAM
programme are advancing in such a way that

they show the user more complete and precise information than what has been available up to now.

This option in ISTRAM
is available in the UTILITIES of the SECTION menu.

Before entering this option, it is necessary to have calculated the geometry of the axis or axes that you
wish to study. To do so you need to have defined all the data correctly which, as you already know, is
stored in the files:

.cej Contains the horizontal alignment of all the axes.
.vol Contains the geometry of the elevation, platform and type section of each axis.
.per Contains the current land profiles over which the roadway is mapped.
ispol#.per Contains the profiles of the calculated axis geometry and other attributes.

In the visibility studies, the terrain in the profiles is studied (as far as the expropriation edge which is
situated at 5 m by default).

Visibility collects the information from two more options of this menu: Road markers and Speed
Diagram.

The Road markers are used to view these in the 3D view window and to calculate the visibility of the
roadway if these road markers can be visual barriers. It is necessary to draw them so that they can be
used in Visibility.

The Speed Diagram is used to calculate the study distance in the Stopping Visibility study. Here, the
specific speeds for each radius is obtained from the ground plan design table *.dip, which is also
necessary to calculate the speed diagram. When you use the speed diagram, it calculates the speed at
which you can go along the roadway depending on the stopping distance available. This result appears in
the study list, in the file ISPOLVP.txt.

The information of the Road markers and Speed Diagram is not essential for the visibility studies, but
can be very useful.



The working screen shows six clearly defined areas:

1. 3D Graphic Window: This offers a 3D view of the roadway and the surrounding area. It is created
with OpenGL so therefore it works better with a video card that is able to accelerate the hardware,
however this is not essential.

2. Ground Plan: This is a view of the ground plan triangulation of the same area of the roadway as the
previous ones. It is adjusted to the space given by the remaining windows of your column. It shows a
line that joins two points in which we find the observer and the reference. The colour of the triangles
depends on the part of the roadway that they belong to and on whether they are in or outside the
studied area.

3. Main menu: Dialog boxes to enter data, configuration and the obtaining of results from the visibility
study.

4. Alignments, Speed Diagram and Results: This shows the alignments in the studied area as
well as in the areas before and after. It also shows the speed diagram if it is generated and loaded.
Once the study has been carried out, it shows the results.

5. Elevation: This draws the elevation information of the same area as the previous window. The red
line represents the observer-reference visual line and the yellow the corresponding grade line stretch.

6. Axis: This schematizes the complete axis with an alignment diagram, with a black background for the
stretch in which the studies is to be carried out and white for the remaining axis. It has a slider that
enables you to move the position of the observer with the purpose of only showing different views of
the roadway in the 3D graphic window. On the right hand side of the slider is the error navigator
which we will explain in more detail later.



To exit the visibility menu and return to SECTION, you only have to click on the button indicated with the
green flag in the previous illustration.
In the data area there are three main menus: Studies, Configuration and Results. The first (which
appears selected by default) is used to carry out the studies. From the second, we control all the data that
configures the visual aspect of the application when it shows the data with which the programme works or
the results obtained; and from the third you can access the lists, the generating of an AVI film and other
points which will be described in the following section.

5.4.1.1- Types of visibility studies
When carrying out the Visibility study you must consider all the factors that define the study so that you
can obtain suitable results. It is necessary to know what type of study is going to be carried out, what the
established regulations are to parameterize the study and apply them properly.
We start off with an observer that simulates the driver that goes along the roadway, and a reference, which
is at a specific distance in front of the driver, which must always be visible. Depending on the position of
the observer and the reference on the road and the distance that separates these, you can carry out
studies with different objectives:

Stopping Visibility Study.
Overtaking Visibility Study.
Crossings Visibility Study.

These studies have their predefined characteristics in the ISTRAM
programme but can be varied to carry

out other studies which have been set up according to the needs of the user. Also, in the Stopping
Visibility and Overtaking Visibility you can cover the run of the road without having to do any study to
get an idea of the final result of the project and foresee any dangerous areas in which to intensify the
study.

Stopping and overtaking visibility

In the study, all the objects visualised are taken into consideration, including the visual obstacles. The
following sketch describes the elements that are involved in the visibility study:

The observer goes along the
roadway at a distance of a code
and is at a specific height.

The references are situated on a
transverse line to the stretch,
complying with a series of
specific distance and height
conditions with regards to the
codes.

The Visibility distance that
separates the observer from the
transverse line in which the
references are situated.

The Visibility vectors that show
the straight line which joins the
eye of the observer and the
points of reference.



There are other important parameters in the study that refer to the points in which it is made:

KP of the start of the studies.
KP of the end of the studies.
Distance between studies or analysis.
Initial distance which is not studied because it is understood as visible.
The visibility distance to be guaranteed (from a study).
The jump distance of the substudies between the initial distance and the distance to be
guaranteed.

.

All this data is configurable from ISTRAM

Visibility menus.

For the studies of stopping and overtaking visibility, the programme requests a series of parameters which
is explained in the following.

The user must remember that the tabs [Stopping] and [Overtaking] gather certain values of those
used to define the axis to be studied, i.e. the initial and final KP of the axis, its speed and values by default
for the remaining parameters.



Axis

From here we select the number of the axis on which the study is going to be made. The axis that we
have selected in ELEVATION appears by default.

Reverse direction

If this is marked, the direction of the axis is reversed, which by default is in an increasing direction of the
KPs (not marked).

Load/Save

This saves and loads the configuration of the visibility study.

In the case of stopping visibility, the programme also enables us to select three study subtypes:

1.- A study at a Set Speed (Km/h)

The speed at which it is supposed that you go along the whole stretch. From this and from the
characteristics of the roadway, it calculates the stopping distance at each point according to the Stopping
Distance formula:

D
p
: stopping distance.
V: spot speed.
T
r
: driver response time.
f
l
: longitudinal friction factor.
i: slope.

The speed of the project is used by default.

2.- A study at a set distance (m)

The distance in which the study is made, by default 120 m.

3.- Speed diagram

This indicates that you should use the speed diagram to calculate the stopping distance. It must be
previously calculated from the Elevation menu. It makes the Study Distance, in the Stopping Visibility
studies, depend in each KP on the spot speed calculated in the aforementioned speed diagram. This
distance is calculated with the previous formula.

In the case of overtaking visibility, the study speed has to be given in Km/h. The remaining parameters
are the same for both the stopping visibility study and the overtaking:

The table for fl

This loads the ground plan design table *.dip in which the value of fl is specified (longitudinal friction
coefficient for each speed). It is the one that belongs to the project and that is used in the speed diagram
by default.

Maximum study distance

The maximum study distance can reach 5000 m.

Initial KP (m) / KP Final (m)

KPs in which the studies on the axis are started and finished, the first and last KP of the axis by default.

Observer jumps every (m)

The distance between the KPs in which the observer will position themselves during the study of an axis
or stretch, by default 5 m.

( )
( ) i f
V T V
D
l
r
p
+
+
=
254 6 , 3
2


Do not study the first ones (m)

This is the distance in which the visibility is presupposed, by default 60 m.

Reference jumps every (m)

This is the study between one sub-study and following one, by default of 20 m.

Calculate clearing shoulders

This indicates that when Stopping or Overtaking Visibility studies are made the levelled areas are moved
to permit this visibility.

Study visual barriers

When activating this flag, these are considered as the visual barriers that are declared in the Options in
the Observer position and reference, angles, and visual barriers,

KPs Range /Observer KPs

This enables you to carry out the study either in the indicated KPs range or in a KP which is defined in
the Observer KP field.

Observer KP

KP in which the observer is situated momentarily according to the criteria of the user to carry out a
specific viewing. By default it has the same value as the initial KP and only takes effect if the Observer
KP box is activated.

Reference KP

KP in which the reference is situated from the position of the observer and the distance of the study. It is
a merely informative value.

Study

The visibility study is carried out, informing of the% of the study made, and generating a report which can
be consulted from the Results tab. When clicking on this button the programme requests a name for the
text file that will contain the study and which will have the extension .txt.

Run

This offers a view of the run of the whole axis both in 3D (an OpenGL window) and in 2D.

The carrying out of a run or a study can be stopped totally by pressing on the key Esc.

.


Visibility of the crossings

In the same way that the stopping and overtaking visibility studies are run studies, in other words, they are
made throughout the whole axis or the stretch of KPs that is selected, the study is made from a fixed
position which is the one in which a crossings is going to be situated.

In the study the observer places
themselves outside the roadway
which is to be studied and looks at
both sides of this to see if they can
cross it.

The dialog box that is offered to
the user is similar to the one
described for the stopping and
overtaking visibility studies, with
the difference that some elements
such as the speed diagram
disappear, and others like the type
of vehicle, its length and its
acceleration among other things
appear as new characteristics. The
common elements such as the
position on the observer, berms,
and other advanced options have
been explained in the previous
section.

Therefore, the current axis is studied in the
ascending order of the KPs, and the user
can choose the position of the observer (if
they are on the right or left of the roadway)
and set it up to whether the observer is
looking towards their right or left.

The crossings distance depends on the type
of vehicle according to Spanish regulations,
on its acceleration, length and the width on
the roadway that is to be crossed.

A study at a fixed Speed (Km/h) to determine the crossings distance

The speed at which it is supposed that the vehicle covers all the road alignment, the project speed by
default

( )
3,6
T V
D
c
c

=
( )
j 9,8
w l 3 2
T T
p c
+ +
+ =

D
c
: crossings distance
V: the speed of the road with right of way
T
c
: manoeuvring time of the crossing
T
p
: driver response time
l: length of vehicle
w: width of lanes
j: acceleration of the vehicle ( m/s
2
)



Type of vehicle, length (m) and its acceleration (g)

It varies between the types defined in the Spanish norm 3.1 IC: Articulated, rigid or light.
With this value the length and acceleration of the vehicle values are established automatically and with
these the necessary distance of the crossings. Furthermore, the user can modify these values
(consequently the study will have another type of validity).

Width of the roadway to be crossed (m)

This indicates the total width of all the lanes to be crossed (by default it takes on a value of 7 m).

The type of crossings visibility study

This indicates to the programme if the observer is on the right or the left of the roadway in the study and
if they are looking to their right or to their left. By default it is Observer right, looking left.

As we have said before, the remaining data is the same as that described for the stopping and overtaking
visibility studies:

Observer jumps every (m)

The distance between the KPs in which the observer will be situated during the study of an axis or a
stretch of this, by default 5 m.

Do not study the first (m)

This is the distance in which the visibility is presupposed, by default 60 m.

Reference jumps every (m)

This is a distance between one sub-study and the next, by default 20 m.

Calculate berms

This indicates that when a study is made the levelled area is moved to permit this visibility. By default it
is not marked.

Study visual barriers

When activating this flag, visual barriers that are declared in the Options are considered to be within the
Observer position and reference, angles, visual barriers,

Observer KP

The KP in which the observer is situated momentarily according to the criteria of the user to carry out a
specific viewing.

Reference KP

The KP in which the reference is situated taken from the position of the observer and the study distance.
This is a merely informative value.

Study

The crossings visibility study is carried out which generates a report. When clicking on this button the
programme requests and name for the text file which will contain the study and will have the extension
.txt.



5.4.1.2- Position of the observer and of the reference, angles, visual barriers,
When clicking on this option it opens up two new tabs: Position (which is the one that appears unfolded)
and Options.

In the studies, the definition of the position of the observer and the reference are taken into consideration.
The values of these positions are defined by default according to what is specified in the Spanish road
regulations (3.1 IC). In the dialog box that corresponds to the tab Position there are a series of options
that enable the user to change these values, or to recover them if they click on the button [Predet.Val.].
The location of these positions is carried out with regards to the transverse profile of the platform (line 67)
and the codes that correspond to the edges of the roadway are used:

Position of the observer and the reference on a double lane roadway

The values must be entered as if the run were configured for the right roadway. If you are carrying out a
study in the opposite direction, the position of the observer and the reference are calculated by symmetry.

If is a single lane roadway, the dialog boxes are similar, changing the roadway graph:

Position of the observer and the reference on a single lane roadway



And, likewise, in the case of the crossings the dialog box is:

Position of the observer and the reference on a crossings

The horizontal positioning of the observer or reference with regards to the code

Side
With this option we select the side on which the observer is situated, by default on the right.

Code
Here, we set the reference code, by default 1 (inner white band in the case of a double roadway, axis in
the case of a single roadway).

Distance to the code
This refers to the previous code; it is the distance from this expressed in m.

Always on the right
The previous distance is measured on the right, according to the direction of the ascending KPs stretch.

Outwards
In this case, the distance is measured towards the outer section of the roadway, depending on the
direction of the stretch. This is the option by default.

The height of the viewpoint
Of the driver over the main roadway, by default and according to the regulation it is 1.10 m.

Vertical positioning of the observer or reference

From the Surface
The height is measured from the surface 67 considering all the possible bends in this.

From Code (HOR)
The height is measured from the horizontal of the code.

From the main roadway (Superelevation)
The height is measured from the surface of the roadway taking into consideration the superelevation,
with this being the default option.

In principle, it is not necessary to change the selection by default of Side, Outwards or Main Roadway
(Superelevation), because the results obtained might not be suitable.


Advanced options for visibility studies. Studies with visual barriers

The studies with visual barriers are necessary to check that objects situated on the platform (retaining
barriers) or close to these (bushes, trees, buildings, raised crossing platforms,) do not interrupt the visual
line. A visual barrier is defined by a 3D line and a parallel over this in the vertical plane. Between both of
these an opaque vertical band is created which is studied by the analyser. All the lines of the same type of
line (line layer); for example the L404 drawn on the road surface and a parallel to this at a height of 0.70 m
can represent a flexible barrier (guardrail) or rigid (newjersey). The line layer on which we have defined the
buildings and a global height; for example 15 m, is usually used with urban bypass alignments.
The geometry of the visual barriers is defined out of Visibility, in fact any line can become a visual
barrier, although the normal situation is for the visual barriers to be defined and drawn in the option
Roadway Markings in the Section menu.

The section Visual Barriers of the tab Options is the place where we assign, for each type of line that
represents these barriers (guardrails, newjerseys, railings,...), a height over the ground in which they are
situated.

You can use all kinds of specific lines to represent buildings, walls, etc., which may appear in the
cartography. As all the types of lines indicated in Visual Barriers are going to be studied, it is advisable
that the lines that belong to these types be those required and no others.

The movable feature indicates if
the visual barrier can be moved or
not. By default the option is on
movable. If there are visual barriers
like a building (drawn with another
type of line) which evidently cannot
be modified, we do not use the
option).

The option preserve enables you
to preserve a copy of the lines or
original visual barriers in case these
are moved by the programme.

If we are carrying out a study of a motorway, we can activate the option cross median, which enables us
to displace the visual barriers along the median until the end of this or enter the lanes in the other
direction.

Two blue lines are drawn in the OpenGL window, one of them 0.1 m from the ground so that it can be
seen, and another at a height indicated for this type of visual barrier, as shown in the drawing on the left.
On the right, you can see the same picture but showing the 3D representation of the roadway marking
which is being used (guardrail). For this the flag Show roadway markings of the Configuration tab is
activated. The following illustration shows the viewing of the aforementioned blue lines on the left, and on
the right the same image but with the flag activated, and the type of line (guardrail) appears:



Reference Options

You can specify that the study be carried out looking at the reference, in its set position over the
transverse profile or for it to be studied on the edges of the roadway, both and at the same time.

In reference
This indicates that the study be carried out specifically between the observer point and that of the
reference defined in the corresponding submenus, for each study KP. This is the option by default.

On roadway edges
This indicates that the study be carried out simultaneously on both edges of the roadway using standard
references.

Only one lane
This is a special mark for those cases in which the edges of the roadway are studied, and the left edge of
the lane direction that is being studied is shortened. It is not marked by default.

Visual angles

Horizontal visual angle ()
This is a maximum turning measurement that a driver must perform to see the reference. The value by
default is 45. Spanish regulations do not specify anything in this matter, but give an idea of the comfort
of driving. If you do not want this value not to have any effect on the study we recommend that you use a
value of 180.

Vertical visual angle ()
This is the maximum upwards angle of the vehicles headlights that must permit you to see the reference
on sag vertical curves. The value by default is 1 which is indicated by the regulations.



Configuration of the 3D display window

This option enables you to configure
the overall characteristics of the
display. You can access this by
clicking on the Configuration tab
(at the same level as Studies).

These are options that do not
influence the results of the studies,
although they can influence the time
that it takes to perform these
because of the redrawing of the
windows and these can have an
effect on the way that we see the
study.

Added viewing (Ground plan-Elevation) (%)

In order that the user can have a global idea of the graphs shown by the programme, apart from the
study area, two areas (front and back) are drawn of a size defined by the user. By default the length of
these areas coincides with that of the study (0%). The length of these areas is specified as a percentage
of the studied area.

Elevation exaggeration

The relation of H/V scales for the elevation.

See Reference

When selecting this option, the reference is centred in the middle of the 3D view window.

See Forwards (m)

In this case, the centre of the window will be occupied by a point which is situated at a certain distance
from the observer (by default at 100 m) and with the same characteristics as the reference. It would be
the view of the driver who tries to have an overall view of the road in front. This is the view by default.

See Tangential

This indicates that in the 3D view window the centre of the window is occupied by a point situated at 1 m
in front of the observer. In other words, it would be the view of the driver if he looked in the direction in
which the vehicle was going at that moment.

Camera movement with regards to the observer position

This enables you to move the viewpoint of the camera with regards to the observer by movements (in m),
in the three directions: lateral (a positive value implies a movement to the right), longitudinal (a positive
value produces a movement forwards) and height (a positive value indicates an upward movement).

Draw 3D

This indicates if the 3D view window is redrawn independently of the studies. By default it is enabled,
although if this window slows down the system, it should be disabled.

Show road marks

When you enable this option, the 3D type lines which are entered as visual barriers are represented in
the 3D view with their three-dimensional shape (for example, the type of line 404 represents a roadside
barrier).



Show textures

If you activate this the 3D view is represented with roadway, levelled area, embankments textures,

Generate reports

This indicates if you want to generate reports or not of a study that is being carried out and which is
enabled by default. The results list has been compressed so that it can have the maximum amount of
information in a line in vertical A4 format.

Save berms

This indicates if you wish to generate berm geometry files that can be used later in the Elevation menu.

Keep the indicated 3D view

If this control is enabled (option by default) when the position of the observer is changed from the data
menu, the programme will forget the movements that the user has made in the 3D view window and will
show what corresponds to a normal stretch in that window. If this is disabled, it will apply all the
movements carried out by the user in the 3D view window to the new position.

Film: Speed (Km/h)

This indicates the speed of movement of the observer along the roadway during the generating of AVI
films, by default 120 Km/h.

Visual angle circle ()

By activating the circle option and declaring an angle in sexagesimal degrees, the programme draws us
a circle that indicates the visible area with this angle. This circle can be seen in the OpenGL window.

Information in the 3D window

Here, the programme is informed of which data has to be shown in the 3D window, and can be:

None
The observer and reference KPs
The latter and also the necessary and visible distance (available)
All the latter and also the obstacle that causes the lack of visibility of the reference.

Load/Save

This saves and loads the general viewing configuration.



5.4.1.3- Results
From this tab you access the viewing of the results in the form of lists or images:
Film in AVI

This is used to generate an animation in AVI format, at 25 images per second, moving the camera and
the reference through the positions of a stretch or study at the speed indicated in the Configuration.

Spot

This enables you to generate a BMP image in each position of the stretch or study. Each image is saved
in a numbered file.

Animation Curves

When you click on this option it presents the stretch of the section which is being subjected to the study,
generating two files that correspond to the curves that create the observer stretch (camera.cur) and the
reference (referen.cur), and that can be used in the Photorealism module to create the animations.

See lists

This enables you to open any .txt extension file from a visibility study.

Cartography Study

This presents in the cartography and on the roadway coloured areas throughout the stretch which are the
object of the visibility study. These areas are green when there are no problems of visibility and red if
there are. Furthermore, the obstacles that cause the lack of visibility are represented by symbols (of a
356 type) as well as the observer-reference visuals (with the type of line 3).



In the following you can see an example of a report on a stopping visibility study at a fixed speed:

################################################################################
# VI SI BI LI TY STUDY #
################################################################################
# #
# Stopping visibility study along an axis or stretch of an axis. #
# #
# #
################################################################################
# ISTRAM(R) V. 9.04 98 #
################################################################################
# #
# Axis: 1 direction: Normal #
# A study at a fixed speed of 120.0 Km/h #
# Axis from KP: 0.000 to KP: 2855.444 #
# Study from KP: 0.000 to KP: 2855.444 #
# #
# Observer jumps for each for the study every: 5.00 m #
# Visibility is supposed in the first ones: 60.00 m #
# From there, the visibility is studied every: 20.00 m #
# #
# Vertical tolerance angle, in degrees: 1.00 #
# Horizontal tolerance angle, in degrees: 45.00 #
# #
# The study is made between the view point of the observer and a point of the #
# configured reference. #
# #
# Configured trajectory of the observer: #
# Surface: 67 #
# Side: Right #
# Code: 1 #
# Distance to the code: 5.5 m towards the outside #
# Height: 1.10 m from the main roadway #
# #
# Configured trajectory of the reference: #
# Surface: 67 #
# Side: Right #
# Code: 1 #
# Distance to the code: 0.0 m towards the outside #
# Height: 0.20 m From the main roadway #
# #
################################################################################

KP D.Disp D.Nece i Radius Kv fl V.Est V.Red Obstacle Dist.Axis KPObstacle
--------------------------------------------------------------------------------
0.0 246.6 246.6 2.404% -383.5 -2500.000 0.291 120.0
5.0 247.7 247.7 2.204% -383.5 -2500.000 0.291 120.0
10.0 248.9 248.9 2.004% -383.5 -2500.000 0.291 120.0
15.0 250.0 250.0 1.804% -383.5 -2500.000 0.291 120.0
20.0 251.2 251.2 1.604% -383.5 -2500.000 0.291 120.0
25.0 252.5 252.5 1.404% -383.5 -2500.000 0.291 120.0
30.0 253.7 253.7 1.204% -383.5 -2500.000 0.291 120.0
35.0 254.9 254.9 1.004% -383.5 -2500.000 0.291 120.0
40.0 256.2 256.2 0.804% -383.5 -2500.000 0.291 120.0
45.0 257.5 257.5 0.604% -383.5 -2500.000 0.291 120.0
50.0 258.7 258.7 0.404% -383.5 -2500.000 0.291 120.0
55.0 260.1 260.1 0.204% -383.5 -2500.000 0.291 120.0
60.0 261.4 261.4 0.004% -383.5 -2500.000 0.291 120.0
65.0 262.7 262.7 -0.196% -383.5 -2500.000 0.291 120.0
70.0 240.0 264.1 -0.396% -383.5 -2500.000 0.291 120.0 114.9 Median 1.664 296.717
75.0 240.0 265.5 -0.596% -383.5 -2500.000 0.291 120.0 114.6 Median 1.525 291.611
80.0 240.0 266.9 -0.796% -383.5 -2500.000 0.291 120.0 114.3 Median 1.498 286.528
85.0 240.0 268.3 -0.996% -383.5 -2500.000 0.291 120.0 114.1 Median 1.509 280.428
90.0 220.0 269.8 -1.196% -383.5 -2500.000 0.291 120.0 109.3 Median 1.809 284.852
95.0 220.0 271.2 -1.396% -383.5 -2500.000 0.291 120.0 109.0 Median 1.853 279.639
100.0 220.0 272.7 -1.596% -383.5 -2500.000 0.291 120.0 108.8 Median 1.942 273.422
105.0 220.0 274.2 -1.796% -383.5 -2500.000 0.291 120.0 108.5 Inside Shoulder 2.188 268.525
110.0 200.0 275.7 -1.996% -383.5 -2500.000 0.291 120.0 103.4 Inside Shoulder 2.511 278.477
115.0 200.0 275.8 -2.000% -383.5 0.000 0.291 120.0 103.4 Inside Shoulder 2.646 271.211
120.0 200.0 275.8 -2.000% -383.5 0.000 0.291 120.0 103.4 Inside Shoulder 2.972 266.812
125.0 180.0 274.3 -1.805% -383.5 2500.000 0.291 120.0 98.4 Roadway 3.136 279.299
130.0 180.0 272.8 -1.605% -383.5 2500.000 0.291 120.0 98.6 Roadway 3.308 269.210
135.0 180.0 271.3 -1.405% -383.5 2500.000 0.291 120.0 98.8 Roadway 3.688 264.914
140.0 160.0 269.8 -1.205% -383.5 2500.000 0.291 120.0 93.3 Roadway 3.634 283.306
145.0 160.0 268.4 -1.005% -383.5 2500.000 0.291 120.0 93.6 Roadway 3.955 271.538
150.0 160.0 267.0 -0.805% -383.5 2500.000 0.291 120.0 93.8 Roadway 4.365 265.494
155.0 160.0 265.5 -0.605% -383.5 2500.000 0.291 120.0 94.0 Roadway 4.842 262.241
160.0 140.0 264.2 -0.405% -383.5 2500.000 0.291 120.0 87.8 Roadway 4.321 282.109
165.0 140.0 262.8 -0.205% -383.5 2500.000 0.291 120.0 88.0 Roadway 4.846 273.525
170.0 140.0 261.4 -0.005% -383.5 2500.000 0.291 120.0 88.2 Roadway 5.352 268.868
175.0 140.0 260.1 0.195% -383.5 2500.000 0.291 120.0 88.4 Roadway 5.846 267.180
180.0 140.0 258.8 0.395% -398.3 2500.000 0.291 120.0 88.5 Roadway 6.339 266.125
185.0 140.0 257.5 0.595% -430.5 2500.000 0.291 120.0 88.7 Roadway 6.822 265.505
190.0 140.0 256.2 0.795% -468.4 2500.000 0.291 120.0 88.9 Roadway 7.282 235.0 127.6
127.6 -4.569% 0.0 0.000 0.349 80.0



Graphic information of the visibility

Once a study has been made you can observe the
results in the Alignments, Speed Diagram and
Results window. At the bottom of this window a
histogram appears in which the yellow columns indicate
KPs at which the desired visibility is achieved, and the
red ones indicates KPs in which it has not been
achieved. The height of these columns is proportional to
the visibility distance reached.

But these results are also visible for the current KP in the
Ground Plan window and in the 3D View. In the Ground
Plan we see a line that runs through the point where the
observer is and the points in which the study has been
made.

This line is green in the stretches in which there is
visibility and red when there is not. In the 3D View
window the same line is drawn but in 3D.

Navigation on Errors

Once the study has been carried out, from this menu situated at the bottom of the screen you can move
sequentially (according to the KPs) on each point in which a possible visibility problem has been found,
indicating also the reason for this and the KPs interval where this is shown.

5.4.1.4- Working methodology and review of results
To sum up and with the aim of offering a practical Visibility approach, the steps that the user
must carry out to do the study are hereby presented:

Step 1: Obtaining the necessary data

Before entering the visibility option it is necessary to have calculated the elevation of the axis or axes that
you wish to study (that there are ispol#.per files, with # being the axis number).

It is very useful to have previously calculated and drawn the road marks and visual barriers so that they
can be considered by the Visibility algorithms.

It is also advisable to have an idea of the regulations that determine the visibility studies.

Once everything has been taken into consideration, you can access the visibility studies with the
Visibility option in the Section data menu.

Step 2: Entering the data that defines the study

Once you are in Visibility:
The axis which is to be studied is selected.
A type of study is selected, which defines a set of configuration values of the study according to
the current regulations, and
The initial KP and end of study KP values are entered, unless the whole axis is going to be
studied, in which case you only need to leave the values by default.



Step 3: Performing the study

To do so, you only need to click on the button Study and the study is performed automatically.

Step 4: Viewing the results

The results of the study are stored in a report and shown in the window Alignments, Speed Diagram and
Results.
If the results are not the ones you expected, you must carry out the necessary corrections outside of this
menu and, once the pertinent changes have been made, this process is repeated until the required
objectives are fulfilled.

Other characteristics

As we have previously explained, the Visibility option has other possibilities and/or characteristics that
facilitate the work and which are not strictly necessary to carry out the studies. The programme permits the
user to place the observer and reference point in the points that it needs throughout the axis. To do so it
has a lot of different methods.

You can place the observer and reference at any KP of the axis by using the Observer KP option, and
entering the value of the desired km point, or also using the slider at the bottom of the menu to give it a
position. With regards to its transverse position, there is a submenu, Observer and reference
position, angles, visual barriers, dedicated to this in which you can place the observer at any
distance from any code that defines a transverse profile and also at any height over the surface of the
roadway.

The study can be backed up by a speed diagram that marks the study distance. With these characteristics
defined, you can perform a run of the axis or a visibility study. Both of these respect the transverse
characteristics of the observer and reference positions.

The studies and runs can be made in a normal or opposite direction for the study or to cover both
directions of the roadway. You can also mark the contour lines of its surroundings. If the process is very
slow, you can deactivate those that have been drawn in any of the graphic windows.

The study can be made on the reference or on both sides of the roadway simultaneously. If the roadway is
a single lane road is can be done only on the lane that it runs along.

By default, from the initial to the last KP, studies are made along the axis every 5 m, considering that in the
first 60 m there is going to be visibility, and therefore these are not studied, from there on, substudies are
made every 20 m until we reach the study distance.

In other words, if we start at KP 1234,234, the first study will be made there, the next at KP 1239,234 and
so on; at each of these, the corresponding substudies are carried out, and the objective would be that the
straight that joins the observer and the reference at KP 1294,234 does not cut any roadway triangle, the
terrain or visual barriers, then repeating this substudy situating the reference point at KPs 1314,234,
1334,234 and 1354,234 (supposing a study distance at 120 m).

These conditions can be modified to adapt them to the needs of the user. If the final point of the last
substudy does not coincide with the study distance, an additional substudy is made for the study distance
(for example, if the conditions by default are modified so that the starting offset is 50, we would study
1284,234, 1304,234, 1324,234, 1344,234, 1364,234 and 1354,234).



5.4.2- Speed diagram
This enables you to generate Lists of Speed Diagrams. The calculation also leads to the presentation of
the diagram with the Longitudinal Profile (grid data DiagVel.gui) for the designing of lanes for slow
vehicles. It also allows you to carry out the Visibility studies, considering the speeds specified at this
point. You can also make a speed diagram with the railway design tables to calculate the times for the
stretch.

The speed diagram is calculated as the maximum speed that a vehicle can drive along an axis. This
maximum speed is always the smallest of the following:

1) The maximum speed at which the vehicle can reach depending on its mechanical characteristics. For
a specific vehicle, this speed depends on the starting speed and on the longitudinal profile of the road
alignment, in other words, it depends on the geometry of the AXIS IN ELEVATION (slopes, ramps and
vertical curves).
2) The specific speed, which depends on the radius, of the superelevation and the transverse friction
coefficient, and therefore it is the role of the GROUND PLANNED AXIS geometry.
3) The maximum speed which is made obligatory by other conditioning factors in urban areas, crossings,
etc., regardless of the road alignment geometry.
4) The maximum speed at which a vehicle should go to be able to brake before reaching points with a
specific low speed.

The following describes how you can define these speed values:

The menu enables us to use three different types of vehicle:

Heavy vehicles under the Spanish regulation 3.1 I.C.
Cars
Lorries

Heavy Vehicle under the Spanish Regulation 3.1 I.C.

The performance of this vehicle is in line with the graph of the aforementioned instruction, where there are
different length/speed curves for different slopes. If, as a result of a reduction of the specific speed of the
road alignment or of a speed limit imposed by the user, the vehicle is forced to brake, the formula of the
stopping distance found in the same instruction is used to calculate the deceleration:

) i 254(f
V
3,6
Vt
D
l
2
p
p
+
+ =
D
p
=
V =
t
p
=
f
l
=

i =
Stopping distance (m)
Speed (Km/h)
Perception and response time (s)
Wheel-road surface longitudinal friction coefficient
(Depends on V)
The slope of the grade line (so much [x] times one)



Cars

The performance of cars is taken from the following characteristics:

Maximum speed in Km/h
Time in seconds to go from 0 to100 Km/h
Time it takes to cover 1000 metres from a stopped position

A table is included with these characteristics for 13 different commercial model. The light vehicle of the
norm is the SEAT Ibiza, 100 CV.

Additionally, we must enter a deceleration value in the case of braking in m/s
2
. If no positive value is
entered here the same formula for the stopping distance is used.

The user can enter other different values for these three characteristics, as long as they are coherent.

Lorries

The behaviour of lorries is taken from four pieces of information of the time used to reach four different
speeds from the stopped position.

A table is included with eight different commercial models, for which the times to reach 60, 70, 80 and 85
Km/h are included.

Also, in this case, you must enter a speed limit, which by default is set at 90 Km/h. And as in the case of
the cars, we can also enter a value for the deceleration in case of braking, if not the formula for the
stopping distance will be used.

Speed diagram, data for the study

Here, you must select a ground plan design table (*.dip) that includes the specific Speeds depending
on the radius, as well as the longitudinal and transverse friction coefficient also related to the
speed. In the library, there are two tables that comply with these conditions (here is a section as an
example):

AC10_04A. DIP (Roads Group I: motorways and roads of 100 Km/h. The regulation of 2000)
C864_04A.DIP (Roads Group II: de 80, 60 and 40 Km/h. The regulation of 2000)

......
# Radius Superelev. Arecom Aminimo LonClo VelEsp ft RsMin RsMax fl
# --------- ------- -------- -------- ------- ------ ------ ----- ----- -------
670. 4.7 291. 245. 89.6 110.0 0.0955 300. 2000. 0.30600
570. 5.3 258. 217. 82.7 105.0 0.0999 278. 2000. 0.31300
485. 5.9 229. 192. 76.3 100.0 0.1039 255. 2000. 0.32000
410. 6.5 202. 170. 70.1 95.0 0.1083 231. 2000. 0.32700
350. 7.0 179. 151. 64.8 90.0 0.1122 208. 2000. 0.33400
305. 7.0 162. 136. 60.5 85.0 0.1165 188. 670. 0.34100
265. 7.0 145. 122. 56.4 80.0 0.1202 168. 522. 0.34800
225. 7.0 129. 108. 51.9 75.0 0.1269 146. 395. 0.35850
190. 7.0 113. 95. 47.7 70.0 0.1331 125. 309. 0.36900
155. 7.0 97. 82. 43.1 65.0 0.1446 103. 241. 0.37950
130. 7.0 85. 72. 39.5 60.0 0.1480 87. 198. 0.39000
105. 7.0 73. 61. 35.5 55.0 0.1568 70. 159. 0.40050

There are two ways of determining the specific speed:

The specific speed according to the radius: To obtain the road alignment ground plan radius, the
value of the specific speed that it corresponds to is acquired according to the table.

The specific speed according to the Radius and Superelevation: The pair V
esp
and f
t
that
comply with the formula are obtained from the design table:



+ =
100
p
f 127R V
t
2
esp

R = Radius at the current KP (m)
P = The real superelevation of the road alignment at this point (%)
f
t
= the mobilised transverse friction coefficient

This is useful for cases in which the superelevation does not correspond with the radius, in reinforcement
projects or in those cases in which we have not been able to implement the superelevation correctly
according to the norm.

In the list, as well as the specific speed which has been selected, we see a final column that prints the
specific speed obtained exclusively from the radius, to allow comparisons.

[Initial KP and final KP] These limit the area to be studied.

Equidistance To generate lists and points of the longitudinal profile.

Initial.speed KPi This defines the speed in the initial KP for the study of the diagram in the right
direction.

Initial.speed KPf This defines the speed and the final KP for the study of the diagram in the opposite
direction.

Initial time This defines the time origin.

Anticipate braking With this option activated, the programme analyses those points where the
specific speed drops suddenly, where the vehicle must start to brake so that it does not go at any time
above the specific speed or limit set by the user. With this option deactivated, the vehicle starts to brake
when the specific speed or limit by the user drops, and so if the reduction is very sharp in certain stretches
they may be above this speed.

dT The user can change the simulation step between 0.001 and 1.000 seconds. The greater the value
of dT the faster the list is generated, but with less accuracy.

LIMIT ACCORDING TO KP This enables you to define two tables, one for the study of the stretch in
the right direction and another for the opposite direction. In these tables, the user can enter speed limits at
different KPs of the road alignment. You must remember that between two values in the table the
programme interpolates the speed values linearly, and therefore if punctual limit data is entered, you also
have to enter data to reset the nominal speeds. For example, if we want to limit the speed to 50 km/h on
the 400-500 and 800-900 stretches, we enter:

KP Speed
0
399
400
500
501
799
800
900
901
120
120
50
50
120
120
50
50
120

GENERATE This calculates the Speed Diagram in the direct and opposite direction and generates the
list diagv.res with the following information:



Istram 9.04 07/05/07 17:38:05 98
PROJECT : TEST PROJECT Motorway in mountain alignment
EJE : 1:

******************************************************************************
* * * SPEED DIAGRAM * * *
* * * increasing KP. * * *
******************************************************************************

VEHICLE DATA: Heavy Vehicle of the Norm 3.1-IC
Initial KP ...: 0.000
Final KP .....: 2855.444
Equidistance ..: 20.000
Initial Speed..: 0.00
Initial T......: 0.00

KP t (sg) v (km/h) v.espec. speed limit R i(%) v.esp(R)
----------- -------- -------- -------- -------- ----------- -------- --------
0.000 0.00 0.00 94.80 250.00 -375.00 2.404 94.80
20.000 10.99 13.78 94.80 250.00 -375.00 1.604 94.80
40.000 15.19 20.55 94.80 250.00 -375.00 0.804 94.80
60.000 18.25 26.63 94.80 250.00 -375.00 0.004 94.80
80.000 20.73 31.36 94.80 250.00 -375.00 -0.796 94.80
100.000 22.89 35.43 94.80 250.00 -375.00 -1.596 94.80
120.000 24.81 39.39 94.80 250.00 -375.00 -2.000 94.80
140.000 26.56 42.78 94.80 250.00 -375.00 -1.205 94.80
160.000 28.19 45.47 94.80 250.00 -375.00 -0.405 94.80
180.000 29.74 47.49 96.34 250.00 -389.84 0.395 96.34
200.000 31.23 48.84 111.30 250.00 -560.56 1.195 111.30
220.000 32.69 49.74 133.11 250.00 -997.34 1.995 133.11
240.000 34.13 50.55 178.89 250.00 -4516.36 1.393 178.89
260.000 35.54 51.74 167.74 250.00 3077.09 0.593 167.74
280.000 36.91 53.20 140.91 250.00 1284.53 -0.207 140.91
300.000 38.24 54.88 126.47 250.00 811.68 -1.007 126.47
320.000 39.53 56.79 113.79 250.00 593.29 -1.500 113.79
340.000 40.78 58.66 103.64 250.00 467.50 -1.500 103.64
360.000 41.99 60.44 97.40 250.00 400.00 -1.500 97.40
380.000 43.16 62.15 97.40 250.00 400.00 -1.500 97.40
400.000 44.31 63.71 97.40 250.00 400.00 -1.111 97.40
420.000 45.43 65.04 97.40 250.00 400.00 -0.711 97.40
440.000 46.52 66.15 105.15 250.00 484.60 -0.311 105.15
460.000 47.61 67.04 122.76 250.00 729.13 0.089 122.76
480.000 48.67 67.75 145.11 250.00 1471.76 0.489 145.11
500.000 49.73 68.30 195.10 250.00 0.00 0.889 195.10
520.000 50.78 68.69 195.10 250.00 0.00 1.289 195.10
540.000 51.83 68.98 195.10 250.00 0.00 1.300 195.10
560.000 52.87 69.27 195.10 250.00 0.00 1.300 195.10
580.000 53.91 69.55 195.10 250.00 10404.87 1.300 195.10
600.000 54.94 69.83 125.19 250.00 781.53 1.300 125.19
620.000 55.97 70.10 97.98 250.00 406.01 1.300 97.98
640.000 56.99 70.37 86.50 250.00 300.00 1.300 86.50
660.000 58.02 70.64 86.50 250.00 300.00 1.300 86.50
680.000 59.03 70.91 86.50 250.00 300.00 1.300 86.50

Also the files DVdir#.dat y Dvinv#.dat are generated (with # being the number of the axis) in the tmp
folder with information for the diagram drawing in a longitudinal profile (DiagVel.gui) and for the VISIBILITY
studies.

The STUDY DATA and the VEHICLE DATA only initialize when changing the axis.



5.4.3- Drainage works
The transverse drainage works, and other effluents associated to the project, can be defined and
presented using the utilities of this dialog box.

Here you can [Load] and [Save] all the works in one single file called *.dof whose name is also
entered into the *.pol file of the project (the drainage works can affect several axes and are not filed in
the *.vol of any of these).

Each works is defined by one or more straight line stretches, each of which is given by the three
coordinates of its extreme points: mouth and drainage. The Type declares the name of a library file
*.obf in which the graphic presentation parameters for your ground plan drawing are defined, as well as in
the longitudinal profile.

[Num] This is the identification number of the drainage works. If two successive stretches have the
same Number, it is understood that they are two stretches from the same drainage works linking the
drainage to the mouth. If we have defined the stretch with the number "n", we start the definition of the
following one with the same number, and the drainage coordinates of the previous one are copied in this
as the mouth.

[Height] This enables you to define a height value for each drainage works. When generating the profiles,
if a different height than zero has been defined, a parallel line to the axis of the drainage works is created.

[Clicking/Numerical] This is the switching between two ways of giving the coordinates of the extreme
points. In the mode Clicking the Connection modes are activated to obtain X, Y coordinates, and
temporarily the Z of the connected object.

[ORTHOGONAL] Once the mouth has been defined, you can define the drainage in such a way
that the axis of the drainage works is orthogonal to the alignment axis. When you click on the option
[ORTHOGONAL->], faced with the drainage that we want to define, the programme asks us to select the
alignment axis which it must cut orthogonally (this can be given numerically or by selecting any line of the
ground plan drawing of this axis) and a line on which the drainage must be calculated (for example, the
line at the foot of the slope).

[NAME] When loading a file for the Type (*.obf), the number related to this type of drainage works
appears (which the user can later modify individually). This name will be used for its presentation in
the ground plan drawing and in the longitudinal profile (with the grid data isof2.gui).

[Ground plan] [B] This draws all the drainage works on the ground plan map according to the
instructions stored in each *.obf file. [B] deletes the drawing that it may have done so that the user can
modify any of the definitions before redrawing them with the [Ground plan].

[Profiles] This generates a file with a .per format called OF.per with a developed profile of each
drainage works. To obtain the profiles, before giving this order the surface of the current terrain must be
duly defined (see the SURFACES menu) so that these can appear in the profiles. The axes must be
completely defined and calculated so that all the geometry of the works is available. The profiles of the
axes whose GROUP or MODEL is deactivated are not cut.


We can access the profile editor with the option [Edit
Profiles] and edit the OF.per file.

In the profile editor, the application detects that a file with
data on the drainage works is being edited, and therefore
a modification of the polyline which represents this and
the later clicking on the key [Update Drainage works]
permit the user to carry out design changes simply and
quickly.

Several lines or surfaces are represented in each profile:

The axis of the drainage works.
Land or lands, if the surfaces from where they are extracted are defined.
The earthmoving platform, including the subgradient, levelled area and embankment. If a land
surface exists, an automatic Lengthening/Shortening is made, searching for the coinciding of both
surfaces.
Road surface.
The curves of the crossings if they are defined in the project.

In the case of railway projects the rails and sleepers are included.

The axis of the drainage works in the profile can be edited by modifying its mouth or drainage point. As we
have previously explained, this modification in the profile can pass automatically to the ground plan
definition, by choosing the option [Update Drainage works] which appears in the LINE EDITING
window. When we have two stretches that are linked, this option does not work, and we therefore
recommend that you previously treat these as independent stretches, re-number them once they have
been edited, and finally return to generate the profiles.

[Add] [Insert] [Delete] These act upon the order lines that define the stretches of the drainage
works, adding one at the end, inserting one before the current one (the one shown in the first line of the
table) or deleting the current stretch.

If the name of a *dof file is declared in the *.pol, on the definition of the current project, the name of a
*dof file when entering the menu is loaded automatically.

When there is an order to draw the longitudinal profiles, if the longitudinal template file which is used (*.gui)
has the correct order, it seeks the intersection of the drainage works with the axis and these are shown in
the longitudinal. The grid data isp18.gui, isof1.gui and isof2.gui include the STV order that tells
the programme to show a symbol according to the vertical scale and type:

#################### DRAINAGE WORKS ################################
# --- #
STV Symbol of OF according to TYPE (LSC of.obf) and according to Vert.
Scale #
# a label symb. dx dy angle #
# ------- ------ ---- ---- ------- #
N 507 5. 3. 0. drainage works number #
EC 502 5. 0. 0. slant in centesimals #
KP 503 5. -3. 0. KP #
L 504 5. -6. 0. Length #
Ze 505 5. -9. 0. Input spot height #
Zs 506 5. -12. 0. Output spot height #
# NAME Style dx dy Angle tam th tv #
# ------- ------ ---- ---- ------- ---- -- -- #
M 6 5. 6. 0. 2.5 0 4 #
# End of drainage works #
# --- #
END #
######################################################################


The whole display depends on what is defined in the
*.obf file of the type of drainage works.

The types of line and the symbols that are going to be
used are described in these files.

Example of a C4.obf file
# TEST DRAINAGE WORKS C4.obf
#--------------------------
# name
#--------------------------
N 1 m PIPE
#--------------------------
# to draw in the ground plan
#--------------------------
# PL 64 .5 a line parallel to the works axis
# PL 64 -.5 a line parallel to the works axis
PSE 90 2. 1 symbol in emb. Tam. 2 ang. the main axis in the cut
PSD 91 2. 1 symbol in des. Tam. 2 ang. the main axis in the cut
# Parallel Line dist.Emb. dis.Des. Ori.emb Ori.des
#----------------- ---------- -------- -------- -------
PL2 0 .5 1.5 2. 1 1
PL2 0 -.5 1.5 2. 1 1
# Label the name in the ground plan
# Style Tam TH TV Dis_Drainage. Relative_angle
# ------- ------ --- ---- ---- ------------- ---------------
PN 24 2. 0 2 5. 0.
#--------------------------
# to draw in the longitudinal of axes
#--------------------------
LSC 309 1. 0 a symbol in the cut with axis, size,...
#--------------------------
END

[SLANTS] This calculates the slant and axis angles with which the different stretches of the drainage
works are cut. If a value which is different to 0 in the axis is entered, it calculates the slant with regards to
this axis even though it does not cut it.

If the drainage works has a defined slant axis, when generating its profiles, it calculates the distance from
the origin and the difference of spot heights between the line that defines the works and the platform
(surface 67) in the three following points:

The two edges of the berms or hard shoulder if there is no berm (Codes 50 or 11).
The geometric axis (code-100 in motorways or 1 in roads).

When generating the previous list works.res it gives a list of these values for each works. These values
are saved and recovered from the *.dof file.

In the LIST menu there is an option to generate a list with the works.res drainage works. Also, in the
DRAW TRANSVERSE PROFILES menu, you have the option [Drainage works]. This option selects the
OF.per file. The user has the grid data of the transverse profiles obfa1.gut available in the library to
show these profiles, with a set of commands to label the parameters of the drainage works.


When you want to draw the transverse profiles of the OF.per file with this grid data, we recommend that
you enter through the option [Drainage works] in the transverse drawing menu. You can also do so by
entering through [File] and selecting the OF.per, but in this case you must first enter the menu
[ELEVATION][DRAINAGE WORKS] to check if the drainage works that are associated to the project
have been loaded and then you have to click on the option [SLANTS] so that it can calculate these (when
you enter through [TRANSVERSE DRAWING][Drainage works] these things are done automatically).

When you create the profiles of the drainage
works, they appear on the intersection with
the ground plan axes and at the grade line
spot height the symbol S95 which labels the
number of each cut axis and a symbol S317
which labels the spot height of the cut axis.

These symbols S95 and S317 are protected
symbols like the S37, S306 and S307 that
enable you to label a value (stored in the
coordinate z) which is not affected when you
draw the profile with any scale.

5.4.4- Transition wedges
This menu enables you to generate the different embankment transition materials (MAT_TRANS_1 and
MAT_TRANS_2) for the land filling after buttresses of the structures.

Firstly, from the tab TYPES we can design the
different geometries (distances and slopes). The
necessary excavation would be calculated as
scaling excavation (EXCAVA_SCALING).

In the GRADE LINE menu, if the structure
drawing is activated, the lines that define the
transition materials (MT1 y MT2) are shown
longitudinally.

When you calculate the elevation, the profiles are
interpolated automatically in all the individual KPs
where these materials appear or change
geometry.

To delete the transition material 2 (MT2, calculated as MAT_TRANS_2), you only need to leave
the values D3, D4, T3 and T4 as zero.

Finally, from the tab WEDGES, each of the
previous geometries are divided up into sections.
Each shim is defined by the KP in the buttress, the
direction of movement and the spot height at the
foot of the excavation for the base of the buttress,
either in an absolute value, or in a relative value to
the land surface (a relative spot height under the
surface must be negative).



5.5- EXTRAS in the SECTION menu

5.5.1- PARAMETERS
Under this option, we have a series of parameters that the system uses in different places. Almost all of
these parameters are saved in the.vol file.

[Equidistance/Multiples for elevation and platform lists] In the lists for the elevation axis points
(rasa.res) and the characteristic points of the platform (plat.res) the system will give us information
according to the EQUIDISTANCES/MULTIPLES measured on the axis that is entered here. By default the
value is 20 m. This value is also modified in the LISTS menu when the generating of the rasa.res list is
requested. If it is activated by the MLTIPLES and the initial KP is, for example, 15.3, we will obtain the
sequence 15.3, 20.0, 40.0, However, if it is activated by EQUIDISTANCES we will obtain 15.3, 35.3,
55.3,

[First profile for the elevation and platform list] In the previously mentioned lists this is the
starting KP. This value can also be modified in the LISTS menu when requesting the generating of the list
rasa.res.

[Pseudovertical slopes] A closing slope of the surface when the levelled area control is made at the
edge of the subgradient and no value has been given to the aforementioned slope. By default it is 0.01 m.

[Horizontal separation between pseudovertical points] This distance enables you to slightly
separate some lines on the ground plan that could remain overlapped, facilitating therefore their selection
and the extraction of profiles that use these lines. By default 0.01 m.

[Wall width] This is the distance measured in horizontal projection between the lines of the foot of the
wall and the top of the wall. By default 0.01 m.

[Maximum depth to consider rock] For depths greater than that which is indicated, we would not
take into consideration the presence of rock nor is it to be included in the ISPOL#.per files. By default 25
m. If the rock is not to be considered in the land section, the most advisable thing is to declare it at a depth
of 0 in the corresponding option of the CALCULATION AREAS menu.

Grass cover and Inadequate Terrain only in Embankments If this option is activated, only
the thickness of the grass cover in the embankment areas will appear in the profiles. In the levelled areas
or outside the platform, the thickness is reduced to zero.

Grass cover and Inadequate Terrain only in Levelled Areas If this option is activated, only
the thickness of the grass cover in the levelled areas will appear in the profiles. In the embankment areas
or outside the platform, the thickness is reduced to zero.



Clearings measured in the ground plan If this option is activated, the measuring of clearings of
the list dmas.res is carried out in the ground plan, if not, the real area is given, taking the slopes into
consideration. In any case, there is a specific list for clearings (desbr.res) that gives us all the
information.

Keep the symbols of the land profiles file With this option activated, if the land profiles file has
any symbol, these pass to the corresponding ISPOL#.per.

Minimum separation between profiles (except in the change of stretch) The minimum
separation between profiles. By default it has a value of 0.005 m which is what ISTRAM has worked with
up to now. This value does not affect the changes of the calculation stretches in which you can calculate
repeated profiles. The value cannot be 0.0 or negative. When you calculate the elevation, if a profile is
located whose KP has a distance from the previous at a value less than this parameter, it skips this profile
(unless we are in a change of calculation area).

Expropriation margin by default This value acts upon all the axes that do not have their own
expropriation margin defined (this is the only value that is not saved in the .vol).

Rasa.res: State of the Grade Lines
Rasa.res: Points of the Elevation
Axis
Rasa.res: Input Data

Here the programme is informed of what data
has to appear in the grade line lists. These
values are applied to all the axes and are
saved/recovered in the ispol.cfg and/or
istram.cfg files.



5.6- DRAWINGS of the ELEVATION menu
5.6.1- DRAW 3D LINE
[Draw 3D Line] This enables you to draw a 3D line that refers to the analytical definition of any point of
the platform. When clicking on the option, the programme requests you to:

Click on a point to mark the initial KP.
Click on a point to mark the final KP.
Side of the axis: right or left.
Reference code (1: axis, 2: edge of roadway, 11: edge of hard shoulder, etc.).
Distance from the reference code (for example, distance to the edge of the roadway, etc.).
Equidistance between points.
Type of line to be created.

The menu ROAD MARKINGS enables you to generalise this option for a set of lines that refer to an axis.

5.6.2- ROAD MARKERS

This enables you to associate a set of lines to an axis that refer to points of your platform to be drawn in a
ground plan or to view (VISIBILITY or PHOTOREALISM) elements such as continuous white lines, broken
line, guardrails, handrails, etc. it also allows you to draw on the ground plan the maximum slope, marking
its direction with a vector and labelling the absolute value. The following data is defined:

[Side] Left or right.

[Code] The code of the reference point (1: axis, 2: edge of roadway, 11: edge of hard shoulder, etc.).

[KPini] KP of the starting point of the line.

[Dis.ini] Distance to the point of reference in the initial KP.

[KPfin] KP of the final point of the line.

[Dis.fin] Distance to the reference point at the final KP. If Dis.ini and Dis.fin are different, the
distance is varied linearly between KPini and KPfin.



[L*/S*] Type of line. If you also wish to see the line with its solid presentation in the VISIBILITY menu or
in the PHOTOREALISM module, we recommend that you use one of the following types (although others
may be defined, see the digital cartography manual):

401: Continuous line 402: Broken line
403: Junction line 404: Guardrails
405: Handrails 406: Axis of the roadway
407: Rails 408: Lane

[Equid.] The maximum equidistance between line vertexes.

[P.Sing.] This enables you to enter the singular points on the line (widths changes, superelevation
changes, etc.).

[Element] This enables you to select the type of element from the following values:

Linear: As we have seen up to now (continuous white lines, broken lines, guardrail,...).

Dir.Max.Pen: This draws a symbol (S152) with the direction of the maximum slope and the
proportional length of the value.

Val.Max.Pen: This labels the value of the maximum slope (S560).

Reframing points: This positions points with the symbol S43 in the indicated positions.

Reframing line: In this case the exact equidistance value is used, while in an element
of a linear type the equidistance is taken as a maximum value.

Directed Points: The same option as reframing points but in this case they are directed
with the azimuth.

The features Direction of Maximum Slope and Maximum Slope Value work in the same way as the
longitudinal grid data ISp18.gui. When one of these two is selected, if before the type of line was
selected, now we can change the type of symbol [L*/S*]. On changing to these, the equidistance
automatically changes to 20 m, the singular points are deactivated and the symbols S152 or S560 are
chosen. When you return to a linear element, the equidistance changes to 1 m, the singular points
are activated and the line L402 is selected.

[Draw] This generates all the defined lines and symbols in the cartography. The drawings of the road
markings are truncated at the initial and final KPs of the ground plan axis.

[Undo] This deletes the last one drawn which was created on clicking the previous button [Draw].

The definition of the road markings associated to an axis are saved with your *.vol file, but you can also
save and load these independently in the files with the extension *.mcv.



5.6. SECTION menu PROFILES
5.6.3- Interpolate T
When we generate a calculation sequence to obtain transverse profiles in the REFRAMING and PROFILE
CALCULATION menu, normally equidistant points sequences are used (for example every 20 m).

After designing the data of widths, calculation stretches, etc. you may have the need to intersperse some
profiles in singular points to produce the calculation and points where there are abrupt and well-defined
transitions on the platform. When using this option, it opens up a menu in which we choose the tables with
data that we wish to consider. When you later tell the programme to calculate the axis, every time a KP
data appears in each of the activated tables, it checks if there is already a loaded profile (the file.per must
be loaded); if one does not exist a new profile is interpolated from those immediately before and after.

You can also define a table of singular KPs or stretches
given by the initial KP, final KP and the equidistance. For the
KPs to interpolate in this data, the option
[EQUIDISTANCES] must be activated.

The interpolation can be saved with the.vol file (flag
Save to .vol).

If you have the cartography, we recommend that once the
project has been completely defined, you should deactivate
the interpolation and extract profiles from the TRANSVERSE
menu, taking into account the same events which have been
activated here.

[Reorder] This option enables you to reorder the list of data according to the initial KP for the
interpolation in singular KPs.

[Save] [Load]: These functions enable you to later save and load a *.eip file with the configuration of
this menu.

5.6.4- Calculate T
When you calculate the axis with an activated interpolation option, a new file is generated IS#.TRZ with
the sequence of profiles that we already had in the current*.per, plus the singular points to be entered:
We can generate a new data profile file that includes the previously interpolated singular points. By clicking
on this option, the system uses the surfaces that are present in the cartography to extract a new profile file
in the same way as in the "REFRAMING AND PROFILES "menu; but using this IS#.TRZ.



5.6.5- Save M & Load M
When a set of axes are being calculated in elevation, the complete models of these are stored in the files
ISPOL1.per, ISPOL2.per, ISPOL3.per, etc. From these files we can extract information to draw
the longitudinal, the transverse profiles, the three-dimensional model, etc. In order to protect them and
avoid any automatic operation overwriting them, we can copy them with another name. It is advisable to do
this before the truncating operations, adding branch, etc.

The option "Save M" (save model) enables you to copy the previous files with another base name
instead of ISPOL, for example "works", so that you obtain the files works1.per, works2.per,
works3.per, etc. Hence, a master file is obtained which in this case is called "works.mod", that
contains a list of the names of the created files.

The option "Load M" (load model) enables you to choose a *.mod file. This file in turn has the names of
the axis models which have been previously saved, for example, works1.per, works2.per,
works3.per, etc. These files are then copied with the names ISPOL1.per, ISPOL2.per, ISPOL3.per,
etc.

5.6.6- Profile symbols
The order [PROFILE SYMBOLS] opens up a dialog box which prepares orders for the automatic
inserting of symbols in the profiles. Its aim is to present the barriers, electricity post, fences, in the
transverse profiles, These symbols are shown when the Drawing of the transverse profiles is
ordered. For each symbol that has been inserted there is a series of controls which we will describe in the
following:

[SYMB] This is the symbol number of their series in the library S*. For example 309 is the symbol S309
which is similar to a circular drainage pipe, S308 a catenary post for railways, etc. In the programme
library there are several scalable symbols which are suitable for this option, such as the S840, S842,
S843, S844, S845...

[SIDE] In this box, it switches between the symbol on the right, on the left and on both sides, and if the
direction angle which is given is measured from the horizontal (absolute angle) or from the slope of the
superelevation (relative angle).

[SUP] [CODI] This is the identifying number of the surface, and the point code within it. This point is
taken as a reference for placing the symbol; for example, surface 67 and code 11 identify the surface of
the platform and the final point of the hard shoulder; this is the place to install the protection barrier.

[Dx] [Dy] Relative coordinates to move the symbol with regards to the previously given point of reference.

[SIZE] [ANGLE] The size variable is stored in the Z of the point. Certain symbols store this parameter
and use it as a scale factor. In the symbol definition menu you can see how it declares that the Z of a
symbol acts as a scale factor. With angle we assign a rotation of the symbol in its presentation.



[Initial KP] [Final KP] A stretch of the axis in which the order is valid.

This table can store up to 50 orders. The complete table which is applicable to an axis can be saved and
loaded in a disk file with the name *.tsp and is stored in the.vol.

This menu is also used as a support in the Monitoring of Tunnels. This is fully explained in the
corresponding chapter.

In the fixed SECTION menu, there is an order [Add Line] which has been previously explained and which
also inserts symbols into the profiles: a three-dimensional line is given and the following transverse profiles
of an axis cut this and receive a symbol in each of its vertexes; therefore, the passing of collecting drains,
electricity pylons, etc. can be marked on the transverse profiles in the true relative position.

5.6.7- Security barriers

This option enables us to position a symbol (by default the S701 and S702 of the library that represents
safety barriers) on the surface in an exact position when the height of the embankment is above the
indicating value. In the case of two lane roadways, the inner left and inner right areas are also taken into
consideration.

5.6.8- Add branch
This adds the defined surfaces in other files ISPOLb.per to a ISPOLa.per file, so that the surfaces
that belong to the axis b appear in the transverse profiles of the axis. This option must be selected after
carrying out the [Link] between the axes a and b if you do not wish to have the overlay of the common
areas. You can add as many axes as you wish to the axis a that create a junction or that have a
connection with it.



Crossings If you activate this check box, the curves of the crossings are added where the current
axis is involved as the main axis or as the axis that crosses it.

[Add All] This adds all the axes to the current axis.

[Add] [Insert] [Delete] This defines the branches to be cut. In the branch field, the number of
the axis and the check box are noted. Retr improves the cut with the grade line and the subgradient when
they have regressions (only applicable to pseudoparallel axes).

[Generate] Adds all the defined branches.

[50.000] Semi-width search The maximum distance from the current axis to the branch(es) in
which these will be considered. When a branch axis falls outside of this semi width, this axis will no longer
be considered.

[0.2000] Hor Edge (horizontal edge. When an axis is added and in a specific profile the first point of
the excavation line (L68) has a distance from the last trunk point of more than the value taken from the site
Hor Edge, these lines are not joined directly but are taken across the terrain. The remaining lines that
make up the section (roadway L67, selected ground L107, etc.) are then taken along the excavation line
(L68), in the intermediate gap.

[95] Sym. for num. of axis A symbol to label the number of the axis. It is inserted in the
branch profile.

[317] Spot height Sym. A symbol that labels the spot height. It is inserted in the branch profile. If the
grid data to draw the transverse profiles (for example. ANRAMAL.gut) has been defined to label the
branch spot height, then the symbol S317 is not drawn, instead we draw the one that is defined in the grid
data to avoid its duplicity.

[318] KP Sym. The symbol to label the KP of the axis. It is entered into the branch profile.

EXTENSION OF THE TERRAIN Here the programme is told where to obtain the necessary
information to extend the geotechnical services between two possibilities:

ISPOLx.per of the BRANCH The programme complements the grass cover,
inadequate land, adequate land and rocks of the ISPOL#.per of the trunk using the files of the
branches.

PERFx.per of the TRUNK If there is a gap between the trunk and the branch in which
some information is missing on the terrain, the programme tries to extract this information from
the used file as transverse profiles of the trunk terrain, which, because it is not cut by the
expropriation edges, can cover a wider area.

SURFACES This informs the programme of the type of surface the branches will be presented with,
choosing between two possibilities:

Create new ones These are added solely for the drawing and will not affect the future
volume measurements of the axis a, given that the surfaces that have been added to the axis a
receive types that are not found in the volume calculator. The operation is carried out obtaining
the cross sections which, according to the position and direction of the profiles of axis a, are
obtained from the surfaces of the b and then analysing from this these the surfaces 67, 68,
107, etc. (in railway the subballast and the shape layer are also included). In the profiles of the
option Add Branch, the protection road ditches are also included with a separated type of line.
The user indicates the type of line from which the new surfaces are created, by default L240.

Extend the existing ones The surfaces of the excavation, roadway, selected ground,
subballast and layer shape of the branch, instead of creating new surfaces, will now increase
those corresponding to the trunk and will influence in the future volume measurements. This is the
valid reading when the surfaces do not have any gaps between them. With this option, it is
important that the order in which the numbers of the successive branches are defined should be
according to their proximity (for example, in a train depot). If a surface appears in the branch


which does not exist in the trunk (such as a drainage layer) the new surfaces are added.
However, for the land surfaces (grass cover, inadequate land, competence, rock, rock 2,) if they
do not appear in the trunk profile, they are not added even though they appear in the branch. We
are also allowed two options:

Join Straight This joins the truncated surfaces with a straight segment.

Truncate This allows you to add a profile file without having carried out a previous
truncate. This option determines the intersection of the different surfaces and truncates
in the two profiles before adding another.

The definition carried out in this menu is [Save] / [Load] in *.anr files and also in the *.vol of the
current axis.

5.6.9- Add line
Once we have generated the definitive profiles of an axis, we can add a symbol to each profile at the point
in which these cut a three-dimensional line which we must indicate. A very common application in the
transverse profiles is to present in the transverse profiles the existing piping or that we design in the
project, border road ditches, longitudinal drainage, etc.

The size, distance from the
geometric axis, the distance
from the ground plan axis or
the spot height of the
intersected line can be stored
in the parameter. This way you
can Record the passing of a
line with a symbol in the
transverse profile and also
record its distance from the
axis and its spot height.

If you want to show the symbol in its real size, you must use the scalable symbols (we suggest symbol 309
which is defined as a small scalable circle) and with the option Size you can control the size of the
symbol). The Lines can be selected individually or instead according to their Type.

To label the distances from the rotating axis or spot heights, we recommend the symbols 306 and 307 that
receive a special treatment by the profile drawer. If others were used, the numerical value of the distance
from the axis or spot height would be affected by the scale of the drawing.
The option [Generate] launches the Add Lines to Profiles operation for a set of Axes (From Axis [ ] To
Axis [ ]) and searching in a specific semiwidth Band.



5.7- MENUS AND OPTIONS OF THE SECTION MENU
5.7.1- PROJECT (PROJECT tab)
In the previous chapters we have learnt how to design an axis or several in the most complete way
possible, without having explained the concept of crossing and junction which are developed in the chapter
Complex Calculations, and the relation between axes and the type of special project Widening and
improvement. Although the utility Project enables you to take into account these two special
characteristics, we believe that it is more convenient if it is described in the current chapter, with the aim of
achieving a better understanding of how the programme works.

The option [PROJECT] opens up the dialog box that contains the information on all the data files
involved in the definition of the project. This dialog box is accessible directly from the adjoining tab to the
ELEVATION. We will now describe all the options and concepts that it includes and controls in the global
calculation.

Project files (*.pol)

The.pol files have already been explained in chapter 1, in the section that corresponds to the structure of
the files in a linear works project. However, some things that relate to this type of file are also explained in
this section.

PROJECT File name *.pol that contains all the information of the table. This name is modified when
you launch the options [Save] or [Load]. Following the .pol file name the user can enter the
heading of the project that will appear in the lists. The start of the menu is the same for all the tabs
(GENERAL, GROUND PLAN, GRADE LINES, ELEVATION and PROJECT).

[New] This deletes the memory of the whole current project and starts a new project.

[Save] This creates a *.pol file with all the information contained in this table. It is very
important to launch the option Save each time that any of the file names that it contains
(*.cej, *.lfr, *.dof, *.vol or *.per) are modified automatically or interactively.
The last saved *.pol is loaded automatically when entering the LINEAR WORKS module.


[Load] This loads a *.pol file and simultaneously loads the *.cej file which is mentioned in it.
When you load a project file (*.pol) the files vol and.per of the current axis are reloaded
automatically.

General options of the menu

Comment Comment for the lists.

GROUND PLAN Name of the *.cej file which contains the definition of the ground plan axes. This is
modified when loading or saving these files in the GROUND PLAN menu and it can also be selected here
directly by clicking on the option on the file name of the current ground plan file.

BOUNDARIES This is the name of the *.lfr file which contains the definition of all the boundary lines
that are used to truncate the axes. It is modified by clicking on the option here. If a file is saved with the
option of the fixed menu <LFR> Save with a different name, its name is not updated here.

F. WORKS This enables you to select a *.dof file that contains the definition of the drainage works on
the transverse profile drainage associated to the project. This value is updated automatically when saving
or loading one of these files in the definition menu DRAINAGE WORKS.

LAND P. This enables you to select a *.dtv file (land transverse profiles generating mode). The name
of this file is saved with the project and the file is loaded automatically with the project.

[AXIS to project Volumes] This affects the following lists:

cvoltot.res: This list is generated after clicking on [Calculation] and contains the
following information:

====================================================
* * * VOLUMES ACCUMULATED ON THE TRUNK * * *
===================================================

AXIS K.P. MASS DIAGR. MATERIAL PARTIAL VOL. VOL. ACCUMU.
----------- ----------- ----------- ------------- ------------ ------------
0.000 0.0
15.000 1386.2 SURFACE 268.57 268.6
INADEQUATE LAND 489.07 489.1
WALLS 75.26 75.3
GROUND_SEL_2 169.74 169.7
RELL_ZAP_WALL 97.92 97.9
EMBANKMENT 218.86 218.9

This list is generated from the "Axis to Project Volumes". In the AXIS column if no data
appears, then it is a profile of this master axis. For the remaining axes, a point is calculated
(barycenter of its KPs) and all of its volumes are projected on a KP of the master axis. The
number of this axis appears in the AXIS column and then the KP where it is projected in order
among the KPs of the master axis profiles. The total volumes of the branch appear as partial
volumes in this KP, and we add it to those accumulated of the master axis and the mass diagram.
You must remember that in order to calculate the mass diagram of each axis, the option [REC]
(recalculate vol) must be activated. At the end of the lists, a summary appears with the totals of
each volume (FULL TOTAL VOLUMES):



===================================================
* * * FULL TOTAL VOLUMES * * *
===================================================

EXCAVA_SCALING 194.882
D_ROCK_2 145.890
D_ROCK 237.675
SURFACE 71197.795
WALL _ BASE 1998.551
INADEQUATE LAND 63487.386
TUNNEL_EXCAV 97519.179
D_LAND 875814.958
WALLS 19284.303
MAT_TRANS_1 353.013
GROUND_SEL_3 22823.733
GROUND _SEL_2 30709.360
GROUND _SEL_1 16907.093
RELL_ZAP_WALL 8103.991
GRASS COVER 21305.686
EMBANKMENT 180171.057
EXC_ZAP_WALL 9722.833

cvtot.res: This is a list similar to the cv.res, without any headings and with the same
information as the cvoltot.res, but developed to be passed onto a database. Each line
contains a complete KP. In the axis column the number of the "Axis to project Volumes"
will appear except in those KPs where the volumes of the branches are projected.

cvejes.res: This is a tabulated file that contains a line for each axis with the total of its
measurements:

num_axis_1 nom_medic_1 vol_total nom_medic_2 vol_total
num_axis_2 nom_medic_1 vol_total nom_medic_2 vol_total

The last line (axis number =0) contains the total of each measurement.

fiejes.res: This is similar to the previous one but with the measurements of the surface
layers:

number_axis_1 name_layer_1 volume_total name_layer _2 volume _total
number_axis _2 name_layer _1 volume _total name_layer _2 volume _total
...
The last line (axis number =0) contains the total sum of each measurement.

KPcv#.res: With # being the number of the axis, these lists contain the same information as
the cv#.res but a column is added in front of them with the KP of the average point of the partial
stretch ((KP+ previous KP)/2) projected over a common axis (the axis to project volumes). This
enables you to transfer these files to a spreadsheet to generate a single mass diagram for the
whole project.

Generate KPcvXX.res This activates the generating of these files when you click on
[Calculation].

Crossings If this option is activated and there is a defined crossing in the CROSSING menu, when
you click on the option [Calculation] in the PROJECT menu, the programme generates the defined
crossings, truncates the axes involved and makes the drawing of the axes and crossing ground plans. The
options [ENL] must also be active and you must have a drawing mode defined.



NO .per If this option is activated (available if you activate the Crossings),
when you calculate the crossings, the programme searches to see if the profiles of the
curves have already been generated. If the profile file already exists in the folder /crz,
this file is used, and if it does not exist, it tries to generate it again from the cartography.
When this option is activated and if the crossings have already been calculated before,
you do not need to have the cartography present for the calculation of the crossings.

Bevel Cones If this box is activated, when you calculate those axes that have the revolume
measurements order activated ([REC]) and that their drawing mode includes the generating of the bevel
cones (for example, with the mode bevels.lil), a measurement of these is made adding the partial and
accumulated measurement at each KP, at the end of the cvol#.res list.

Profiles If this option is activated, when you generate the bevel cones to measure their
volume or to draw them, you also extract the land profiles on the cartography. To do so, the
cartography needs to be present.

Num. Measuring [58] If you also indicate a measurement number (by default 58=
EMBANKMENT) which corresponds to the *.dar table that is being used for the axis, the
measurement of the bevel cones is accumulated to the measurement indicated in the total
summary of measurements, at the end of the cv.res file and in all the other remaining lists that
accumulate the data of each axis. In the axes that have crossings defined and that also generate
bevel cones, both measurements calculate the volume.

Do not Interpolate Transverse Profiles This option enables you to deactivate the
interpolation of transverse profiles when making the calculation from the PROJECT menu.

Table .dar: This enables you to use a single table of volume measurements for ALL the project
axes. If the option is activated, this table is rules over any other which is defined for any particular axis.

File, data and options associated to each axis

AXES This contains the name of the *.vol elevation definition files for each axis and the land
transverse profiles *.per. They are modified automatically when saving or loading a *.vol from the
ELEVATION menu, loading a *.per also from ELEVATION or when generating transverse profiles.

When loading, it checks that the
number of the file axis *.vol or*.per
coincides with the current axis, if not
the user is asked to give a
confirmation.

CALCULATIONS This column specifies what calculations you wish to make and on which axes:

[CAL] Equals [Calculation] from the ELEVATION menu.
[MEJ] Equals the option [Improvement] from Widening and Improvement.
[ENL] Truncates the axis with the border lines defined in the *.lfr file.
[REC] Equals the options Recalculate volume and Mass Diagram.
[RFI] Equals [PF recalculation] in the [SURFACES PACKAGE].
[0] Deactivates all the calculations in a row.
[|] Activates all the calculations in a row.

[Drawings] This enables you to select the ground plan drawing mode file *.lil for all the axes.
[0] Disables the drawing mode for this axis.

GROUP This shows which group the axis belongs to and indicates if it is active.



[Calculation] This launches all the active options [CAL] [MEJ] [ENL] [REC] and [RFI] and
the ground plan drawing according to the file of the box [Drawings] for all the axes that are in the
active GROUP.

[Current] This works exactly the same as [CALCULATION] but only for the axis that is
situated as the heading of the AXES list.

[Delete] This deletes the last ground plan which was drawn with the option [CALCULATION].

Load and save project data

[Save/pol] This records all the project data separately. This order previously saves the declared
.pol file so that its contents are always coherent with the saved files. If this file does not exist, a
ispol.pol is created. Then it creates a subfolder called pol within the working folder and copies the
files *.pol, *.cej, *.dof, *.lfr, *.vol and*.per in it, which have been declared in the PROJECT table.
Another folder is also generated in this subfolder which is called lib and which contains the following
files:

ISPOL.gui: The latest longitudinal grid data which has been loaded for the drawing of the
corresponding profiles.
ISPOL.gut: The latest transverse grid data which has been loaded for the drawing of the
corresponding profiles.
ISPOL.lil: The latest drawing mode used for the ground plan.
ISPOL.ali: The latest labelling mode of ground plan alignments.
*.tmu tables of levelled area walls and embankments used in the project axes.
*.sra tables of the tabulated subgradient used in the project axes.
*.dar tables of USER volume measurements to calculate the land section and SURFACES
used in the project axes.

Also, if there are crossings and if the option Crossings is activated, it creates a copy of
the crz folder in the folder pol.

This order also creates a second folder which, for a project called file.pol, will be called file_pol
and will enable us to save the different projects separately or different versions or states.

In this file, three new subfolders are also created in which the following files are copied (if they exist or are
calculated):

project_pol/profiles/
ISPOL#.per (for all the calculated axes)
ISFIR#.per (for all the calculated axes)

project _pol/lists/
ceje0.res (ground plan list of all the axes)
rasa0.res (state of grade lines of all the axes)
rasa#.res (state of grade lines and point of the axis in the elevation of each axis)

project _pol/measurements/
cvoltot.res (total volumes)
cvolgru.res (summary of volumes per group)
cvolejes.res (summary of volumes per axes)
cvol#.res (volumes of each axis);
firmetot.res (total volumes)
firmgru.res (summary of the volumes per group)
firmejes.res (summary of the volumes per axes)
firm#.res (volumes of each axis)
desbr#.res (clearings per axis)
aresastot.res (summary of clearings and refining of slopes per axis)


5.7.2- GROUPS
This opens up a menu which enables you to give names to the axis groups which have been defined in the
ground plan. Furthermore, this menu enables you to activate/deactivate some groups to inhibit its
calculation and presentation in the calculations of the complete project. From this window you can also see
the names of the different axes that make up each group, and it is possible to change the group and the
name of the axes; in order for the changes to be definitive, the option [Save <project>.cej] appears.
It reminds you that the assigning of the group to which an axis belongs to is stored in the *.cej file.

On the side of the name of each axis, a box appears which by default is in cyan. If you click on this box, a
window appears for you to select a specific colour for each axis and consequently for each group, and this
way you can differentiate between the different groups according to the colour in the menus GROUND
PLAN, ELEVATION y COMPLETE, and in the Not Decorated mode, the lines type 53 (axes) are drawn
with the colour that is defined here.



LINEAR WORKS

6

COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS



notification.



LINEAR WORKS

6 06 Complex Calculations, Crossings and Junctions
08 Project Reports
10 Railway Design




INDEX
INDEX

6 - COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS PAGE: 1 / 32

6 COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS
6.1- COMPLETE MENU, INTRODUCTION .................................................................................... 3
6.1.1- Definition of Boundary Lines................................................................................... 4
6.1.2- Other Utilities on the Complete Menu..................................................................... 6
6.1.3- Joining of Axes from the Complete Menu .............................................................. 7
6.2- CROSSROADS............................................................................................................. 9
6.2.1- CROSSROADS DEFINITION..................................................................................... 10
6.2.2- Calculations of Crossroads from the Project Menu .............................................. 12
6.3- JUNCTION OF AXES WITH ISTRAM
.......................................................................... 14
6.3.1- Junctions, Definition of a Branch on Ground Plan................................................ 14
6.3.2- Deduction of the Z and Superelevation for the Branch......................................... 17
6.3.3- Calculation of the Boundary Line between the Trunk and the Branch................ 18
6.3.4- Acceleration Lane and Wedge Design. ................................................................... 20
6.4- SEMIAUTOMATIC OR SUPERVISED JUNCTIONS ................................................................... 23
6.4.1- Automatic Calculation of the Grade Line and Superelevation for Junctions...... 25
6.4.2- Review and Acceptance of a Semiautomatic Junction ......................................... 26
6.4.3- Application of the Regulations Governing Road Specifications.......................... 30


INDEX

INDEX

PAGE: 2 / 32 6 - COMPLEX CALCULATIONS, CROSSINGS AND JUNCTIONS



6.1- Complete Menu, Introduction
As we saw in the previous chapter, the project command enables us to make an overall calculation for
our project, which as we already know, is stored in a structure made up of files containing the ground plan
design and the section for each axis.

In that same dialogue box and that for Section we find commands that appear to serve for calculating
junctions between roadways (connection between trunk and branch) and crossroads on the same level.
For the purposes of organising the ISTRAM manual, we have preferred to postpone an explanation of this
until reaching this separate chapter, allowing ourselves the possibility of carrying out analyses and
calculations involving several axes.

In the COMPLETE menu, we study the relationship between axis platforms and their intersection,
derivation, junction or different level crossing areas in order to deduce the geometry of the dependent axes
from that of the master axes.

In these areas we shall use the term branch for the axis whose geometry is subordinate to the conditions
imposed by another axis (trunk). Both platforms must have a series of data previously defined before we
can ask this menu to generate the deduced data; e.g. it essential that the ground plan geometry and the
widths of the axes, the trunk grade line and superlevation are all totally defined.

On entering the [COMPLETE] menu, the cartography is parked, leaving a clear work environment, which
facilitates edition of the graphic elements. When we leave this menu, the cartography is loaded once
again.

This menu activates the ELEVATION ECO INFORMS option, with the feature
that clicking on the screen also serves for choosing the axis. The cursor shows
us information about KP, alignment type, its length and elevation. 14.4.1
MENU OPTIONS

From this menu we can access the [project], [rec. and profile] , [groups] y
[KP,dis|short] utilities, present in other parts of the application.

As previously mentioned, our aim is to view information concerning several
axes that will enable us to define the parameters to correctly calculate the axes
when these join up or cross each other. To do this, the simplest initial tools are
in the drop down [Drawing] menu which offers the following options:

[Axes] This calculates and draws the axes on
a ground plan, tagging the number and origin
of each axis. It is always convenient to apply
this option on entering "COMPLETE in order
to be able to graphically select the axes in
other options.

[Widths] This draws the calculation widths
defined in the ground plan next to the axes.
The definition on the GROUND PLAN menu
of some coherent widths that represent the
main and auxiliary roadways is a very useful
when studying junctions.

[Elevation Widths] This draws the borders of the axes and of the analytical
shoulders in 3D of those for which the platform has been defined (Ground
Plan, Grade line, Widths, Superlevation and Auxiliary Roadways). The axes
that are in groups or deactivated models will not be drawn.

[Ground Plan][Delete][Drawing Mode] They work like their counterparts
described above in the ELEVATION MENU.


[Crossing Scheme] This draws the sectors occupied by the crossroads
defined.

[Junction Points] This option draws the characteristic points of the junction on
the cartography using a symbol and a text: A,B,C,D,E and the overwidth
points: 0,1,1.5,2,3,4 and 5.

[KP distance][Short] This determines the KP and the distance from a
particular point
on an axis.
This chapter on utilities provides an in-depth description of all the options.

6.1.1- Definition of Boundary Lines
[BOUNDARY L.] (Boundary Lines). A boundary line can be any line that is viewed on screen and which
we subsequently assign boundary line qualities so that it can truncate axes.

[Load .lfr] This displays on screen the boundary lines stored in the *.lfr
file defined by the *.pol. Each line is tagged with the number of the axes
it should Truncate and on which side. If the line only has to truncate one
axis, the number of the second axis will appear as zero.

[Save .lfr] This generates an "*.lfr" file containing the boundary lines
edited on screen.

After saving it, the application checks and eliminates all the repeated
boundary lines it locates inside.

It has been observed that when saving the file, many users select, by
mistake, the Add at the end option, without realising that they have
already loaded the boundary lines file content, therefore the file can grow
exponentially with lines repeated several times.

The application therefore assumes responsibility for verifying and eliminating repeated lines despite the
Add at the end option being selected.
A tolerance may be defined to determine whether the co-ordinates of two lines are repeated when adding
boundary lines at the end of a file.

[Define BL] This allows selection of any line, generated in any way so that the application assigns them
boundary line attributes. The user selects the axes and the sides that this line should affect. If the user
only wants it to truncate one axis, when asked for the choice of the second axis, he should click on blank
thus indicating none; it will take axis 0 which means only one axis. Axes may be selected by typing in their
numbers on the keyboard.

[BL Stretch] This option allows the user to dimension the boundarys area of influence on each axis to
avoid problems in bow-shaped axes that cross over each other. If the same initial and end KP is given for
an axis, the boundary line is not restricted. Restricted boundary lines appear on screen with an asterisk *
after the axis number and the restricted side.

[Auto BD] This function is equivalent to Link on the ELEVATION menu; it generates a boundary line
in assisted mode, seeking the intersection between the platforms, with the following differences:

The axes are selected graphically, indicating the axes and which sides for each one must be
taken into account for the application to carry out the calculations.
The boundary line is added on screen to those already there, which allows it to be subsequently
modified and to be saved jointly with those already existing.



[Junction BD]
This option automatically generates all the boundary lines for the junctions defined on each axis.

In order to generate a Y-junction boundary line, the BDL box for this junction must be enabled in the
[JUNCTIONS] menu. Moreover, if a value is assigned in the Margin box, the boundary line is extended
along the intersection of the side slopes of the axes which are calculated from point E up to where KP=
KP_E + Margin.

If calculation of overwidths has been specified as up to point E, although the boundary line continues to be
generated from A, the stretch for which it is applicable will begin at E.

The boundary lines thus generated must be saved in an *.lfr file and this file should likewise be selected for
the project table. It is recommendable to subsequently extract land profiles for the axes, with profiles on
the boundary line points ([Setting Out and Profile][TRANSVERSE]Events for profile
generation Boundary Lines).

On initiation of the [Junction BD.] option, the application calculates all the axes in active groups.

[Auto BD+] This enables interactive modification of the boundary line
position from successive cross sections.

The option advances automatically until the first profile where both axes
appear simultaneously, although they do not cut.

To end definition of the boundary line in the current KP, we use the Exit
button.

The KP button enables us to automatically forward to the requested KP.
In the calculation of the cross-section point, the levelled area line in also
added in inadequate for the branch.

[Truncate 1]The user selects the boundary lines on screen and the system truncates each axis it affects,
as long as these have been calculated beforehand. If the LIN Link key is not pressed for an axis, it is
protected against truncations and this option does not work on said axis even if there are boundary lines
affecting it.

[Truncate _all] This performs the same operation but using all the boundary lines. The protected axes are
not affected, maintaining the corresponding ISPOLn.per intact.

[Tolerance] This tolerance is applied when it comes to saving a boundary lines file, in order to avoid files
with duplicated lines.


6.1.2- Other Utilities on the Complete Menu
[Compl. Calc.] This performs the Complete Calculation executing all the operations in the project table.
(It is equivalent to the Calculation option on this table). The ground plan axes are calculated by
generating a ceje.res file; this calculates the resulting platforms (the platn.res), the grade lines giving rise
to the rasan.res and the ISPOLn.per, where n is the number of each axis. If the [CAL] key is not pressed
for a particular axis, none of these calculations are performed for that axis. If the Improvement key is
pressed for a particular axis, a geometric Improvement and Widening modification is performed on its
ISPOLn.per. If Link is pressed, truncations are carried out for all the boundary lines present. The
Recalculate Volumes and Recalculate Road Surfaces orders are also executed. The L lines, T lines,
Boundary, Piano lines, etc. will also be drawn for the axes, according to what is ordered in its
corresponding .lil file.

[Calculate_1] This fully calculates an axis from its "*.per" and its "*.vol" and generates its road surfaces
package, without performing any truncation operation. It redoes the ISPOLn.per and the cvoln.res,
firmen.res, plat.res and rasan.res files.

[LISTS] this provides access to the Lists of Linear Works described above.

[Modif. Land] This allows modification of the land profile files for an axis (stated in the project table),
whereby the platform of the other axis that has already been executed replaces the original land in the
area that it occupies. Thus when calculating the branch, this will be bedded on the slopes of the trunk that
is already constructed. The surface of the trunk roadway and the type of road surface existing are also
added.

[JUNCTION] The purpose of this menu is to define the junctions between pairs of axes from their
width diagrams and the trunk platform. This will be described in depth a little further on.

[Overwidths]
This option calculates the speed change lanes for all the axes that that have links defined from the
[JUNCTIONS] menu, with a lane width over zero and belonging to an active group.

The lanes calculated go over to trunk overwidths (up to A or E), updating the corresponding *.vol files. The
trunk may be in a disabled group. The THROUGH (entry+exit) type junctions have no effect on the
overwidth calculations. The option analyses if any wide overwidths have been generated and displays a
table with the following information: AXIS, TRUNK, GROUP (Active/Disabled), STATUS
(Pending/Executed). The junctions in pending status and defined on axes belonging to active groups
can be enabled using a flag. The Generate order executes all the overwidths indicated.

To assess whether an overwidth is already executed, we look in the Width 2 field of the Trunk Widths
table to see if the overwidths induced for the axis in question appear.

[TRIMBLE]
This menu enables communication to be established with TRIMBLE apparatus through Trimble Link
engine software, Version 2.0 B18.

This menu is described in greater detail in chapter 8, Project Lists and Reports.



[Generate .SC1]
This menu is described in greater detail in chapter 8, Project Lists and Reports.

[SINGLE BOX BEAMS] This gives us access to the calculation of single box beams, panels and supports
for structures. This is described further on.

6.1.3- Joining of Axes from the Complete Menu
[2 AxesMotorway] This function is designed for Road Surface Reinforcement projects on motorways,
although it may also be employed for other purposes. An approximation of the work procedure is given
below:

We start from a single axis on ground plan that can go along the motorway median; this axis is
duplicated with the GROUND PLAN Save 1 Axis and Add File options.
The right-hand roadway is going to be designed on the first d axis and the left-hand roadway on
the i axis.
Profiles are extracted for the two axes on the same KPs. - In the case of Widening and
Improvement, the existing borders of the right-hand roadway are defined on the first axis, and
those on the left-hand side are defined on the second.
In elevation view, the axis on ground plan is taken to the internal white bands using eccentricity.
We can use the Eccentricity along line function to do this by clicking on the existing inner white
band.
For the axis representing the right-hand roadway, we only define the main roadway with right-
hand semi-roadway only; we can use widths x lines by clicking on the outer white band. Likewise
for the left-hand roadway. The interior banking side slopes should take the slope for the new
median
The remaining data is defined for each section, receiving assistance from functions like Minimum
Z Longitudinal and Widening and Improvement superlevation, etc.
The calculation and independent improvement is performed for one of the two axes.
A boundary line is defined using Auto BD where the interior side slopes are cut and the
ISPOLd.per and ISPOLi.per are truncated.
The elevation view can also be created as two identical motorway sections truncated along the
axis.

The 2Axes Motorway starts from the ISPOLd.per and the ISPOLi.per, to create a third ISPOLa.per
file. (We recommend that the initial axis on ground plan be tripled in order to assign it to this final axis. The
function undoes the eccentricities and recodes the inner points on each profile (inner shoulder 11,
median vertex 100, etc. ) creating two #ISPOLd.per and #ISPOLi.per files. It then mixes them in the
following way:

The Platform and the new under grade line surfaces, selected soil, etc. complete the #ISPOLd.per
files with the #ISPOLi.per , whereby a single, continuous surface is created for each element.
- It is necessary to recalculate the volume of the ISPOLa.per

This option also allows the ISFIR files to be composed, although this option is not recommended and it is
preferable:

To calculate the ISPOL.per of the composed axis.
To calculate the ISFIR.per of the composed axis.
To compose the el ISPOL.per of the composed axis with the [JOIN AXES][2AxesMotorway]
To recalculate the ISFIR.per for the composed axis.

It is now possible to work on motorway widening and improvement projects and to define the behaviours
on the right and on the left. However, this option can be used,

[Add Branch] This option is equivalent to [Add Branch] on the SECTION menu, but for when the two
axes have the same axis on ground plan and with the option of expanding the existing surfaces. In this
case the algorithm is equivalent to a mixture of profiles completing the first axis surfaces with those of the
second. An example of how this can be applied is a railway composed of dual track accompanied in
parallel by a single track of a different gauge.

The dual track bed is defined on axis 1 with appropriate eccentricity.


Axis 1 is copied on ground plan for the second. The single-track bed is defined on the elevation view with
another eccentricity.

A boundary line is defined as a line parallel to the axis on ground plan at a suitable distance and the axes
are truncated.

With this new Add Branch option, both beds are joined on the ISPOL1.per .



6.2- CROSSROADS
This menu is used to define the geometry of the agreement between axes at crossroads.

The crossings between two axes are defined on the less important axis, the dating being stored in the .vol
file.

This utility calculated the necessary data for one axis to pass the other, intercalating the sag an crest
stretches in the grade line that are necessary for the elevation transition to be correct.

The application also calculates the necessary superlevation for the platforms of the two axes to be
connected with precision.

Moreover, the necessary calculations are made to achieve the correct interpolation of the cross-section
elements specified for each axis, such as the shoulder or pavements. The road surface packages must be
similar as regards their geometric conception; otherwise their correct interpretation is not feasible.

Crossroads are defined using two submenus. A first menu, arrangement TYPES, serves to define a series
of Types with all the possible combinations of parameters defining an arrangement (radius, etc.) that we
are going to use.

The ARRANGEMENTS between axes menu defines the types we are going to use each of the 4 possible
arrangements that each crossroads between two axes can have. (Each pair of axes can have several
crossroads).


6.2.1- CROSSROADS DEFINITION

In the first phase we define the features the connection types are going to have, in order to subsequently
associate the type to each possible connection. The dialogue box is as follows:

The model describes the left-right, before-after (subsequent) coding that allows the four possible
connections between two axes to be defined. The values we must introduce as shown below:

[RADIUS] For each arrangement the
application generates an axis composed of a
circular alignment, with the radius that is
indicated here.
[CODE] This indicates at which point of the
section the arrangement axis is tangent. (2 =
outer border of the roadway, 11 = border of the
shoulder, etc.)
[EQUID] This is the maximum interval for
extracting transverse profiles from the
arrangement axis. The smaller the Radius, the
smaller the equidistance will be.
[MARGIN] If the distance of the cut and fill
overflow is larger than the arrangement
radius, a margin is produced so that the
application determines a boundary line where
the side banks of the axes involved are cut,
behind the centre of the arrangement.

Once the arrangement types have been defined (the most indicative specification we are going to use to
define the connections is perhaps the radius), we go on to define the arrangements themselves.



It is advisable to define the arrangements on the secondary axis, because, amongst other things, the
grade line and superlevation data for this axis will be modified to assure that it passes at the same level
and that vehicles do not jump or normal traffic circulation is not endangered.

We shall now describe the meaning of the entries in the dialogue box:

[AXIS] The number of the axis that the current axis is going to cross.

[KP] The approximate KP of the crossing over the current axis. This serves to mark the possibility that two
axes may cross several times. If the current axis is a branch that departs or reaches the other axis without
crossing it, the KP may be the initial or end KP of the current axis.

In each crossroads there are four possible arrangements:

FR: Arrangement beFore the crossroads with the other axis, along the Right-hand side of the
current axis.
FL: Arrangement beFore the crossroads with the other axis, along the Left-hand side of the
current axis.
BR: Arrangement suBsequent to the crossroads with the other axis, along the Right-hand side of
the current axis.
BL: Arrangement suBsequent to the crossroads with the other axis, along the Left-hand side of
the current axis.

If there is a 0 in the box corresponding to each RB, LB, RA, LA, this indicates that the corresponding
arrangement will not be carried out. A number other than 1 indicates the type of arrangement to be used.

[vol]. Beside each arrangement (RB, RA, LB, LA) the enabled [vol] button appears by default, whereby the
application reconstructs the arrangements *.vol file each time the crossroads is calculated.
If the [vol] button is pressed, i.e. it is disabled, if a *.vol file already exists when the application calculates
the arrangement, it uses this file and it does not reconstruct it.

This enables the user to load the *.vol file for each arrangement from the floating ELEVATION window
(ARRANGEMENT dropdown button) and to modify its data as regards: Grade lines, superlevation, section
types, and to save it with the [save] button. A new crossroads calculation will therefore use the *.vol file
the user has modified, as long as the [vol] button is disabled.

The selection of the arrangement we want to edit is very simple, if we
bear their naming system in mind, e.g. the first element 3-1(1). RB
means.

Axis 3 with axis 1, crossroads 1, right-hand before
We must take into account that this edition is undertaken by creating a
temporary axis n+1, which is only accessible at this moment.
The data is stored in a subdirectory named crz, which we must take into
account when copying, saving or sharing data.

The sections of the different arrangements are the outcome of making a linear interpolation between the
sections of the axes on which they are based, except in the interpolation of auxiliary roadways, where
there is a parabolic transition.

Auto_GRD. If this option is enabled, when carrying the project calculation, the application modifies the
axis grade lines, undertaking the transition through two parabolas in the entrance arrangement areas and
a further two in the exit arrangement areas, to go from the grade lines defined for the axis to the grade line
required by the platform of the axis being crossed.
The .vol file is automatically saved with the modifications.
This option works when the axis that crosses is a road on the turn axis that coincides with the axis on
ground plan and on single grade line motorways where the turn axis is transported to the axis on ground
plan.

Auto_SUPERELEVATION
If this option is enabled, when carrying out the project calculation, the application modifies the axis
superelevation, undertaking a transition in the arrangement area so that the elevation at the border of the


axis roadway coincides with that of the axis it crosses (it is recommended that if either of the two previous
options is enabled, that a copy of the axis .vol be made, in case the automatic modifications are not
accepted).

We must differentiate between the previously mentioned Auto-SUPERELEVATION option from the
arrangement superelevation, which are determined as follows:
For each arrangement axis KP, the transverse profile is extended until it cuts the border of the roadway of
one of the two crossing axes. At this point the plane formed by the superelevation and the grade line of
that axis is determined.

The arrangement is then assigned a superelevation for which the roadway passes through that plane in its
cross section. The algorithm works in the same way as that for [-JUNCTIONS]

6.2.2- Calculations of Crossroads from the Project Menu

The first time that crossroads are calculated, the cartography must be present in order for the application
to extract the transverse profiles of the land that it needs. To do so, the land SURFACE must also be
defined.
(The semi bandwidth that it uses is that defined in the TRANSVERSE menu, and if Profiles extraction by
TRIANGULATION is enabled, it is used here.)
The arrangements of axes belonging to disabled groups will not be calculated.

The Crossings option on the PROJECT menu must
be enabled, so that on pressing the Calculation option
the application generates the crossroads defined, it
truncates the axes involved and it draws the ground plan
for axes and crossroads.
The [CAL], [LIN], [CUB] and [CRS] options must be
enabled and there must be a drawing mode defined.

If the NO .per option is enabled when the crossroads are calculated in PROJECT, the application
searches to see whether the curve profiles have already been previously generated. If there is already a
profiles file in the crz directory, this file is used, and if no file exists it tries to generate a new one based on
the cartography.

With this option enabled, and if crossroads have been previously calculated, it is not necessary to have the
cartography present to calculate the crossroads.
All the files defining axes on the ground plan (.cej), elevation (.vol), profiles (.per) and other data necessary
for generating crossroads are stored in a subdirectory called crz that drops down from the work directory.

[Generate crz.pol] This option on the crossroads menu groups together all the .cej of the various
arrangements, into a single .cej and it renumbers the .per and .vol from the crz folder, creating the crz.pol
project in the work directory.

The elevation of each of the arrangement axes is calculated by projecting the grade line of the current axis
and that of the other axis following their superlevation, at the beginning and at the end of the arrangement
axis, with a central transition area.
The road surface packages and definition of the selected land are also calculated and their measurements
are incorporated into the axes of each arrangement.

For the Section type to be employed in the arrangement, a transition is performed between the tangency
points of the axes involved.

In the ELEVATION dialogue box, if the CROSSINGS have been previously calculated from the PROJECT
menu, the [ARRANGEMENTS] option offers a table of arrangements to select from. For example:

2-1(1).FR (Axis 2 with axis 1, first crossroads. Before. Right)
2-1(1).FL (Axis 2 with axis 1, first crossroads. Before. Left)
2-1(2).FR (Axis 2 with axis 1, second crossroads. Before. Right)
3-1(1).FR (Axis 3 with axis 1, first crossroads. Before. Right)



In a project with N axes, the selected arrangement data is loaded as
axis e=N+1.

It adds the axis to the ground plan. It loads the .per and the .vol. And it
copies the ISPOL#n.per file.

This enables the grade lines and the rest of the data defining the
arrangement to be analysed, their ground plan to be drawn or any list
from the LISTS menu containing the option (G) to be generated. (It
should not be recalculated from the ELEVATION menu, because the
ISPOLn.per file that is thus generated will not be appropriately
truncated).

In order to calculate only the crossroads of two axes, one option is to place them in an independent group
and disable the rest of the groups. In this way only those axes in enabled groups will be calculated. This
little trick will allow us to verify that the data defined for a crossroads is correct.

The last step is to restore the initial group number for each axis, continuing the projects normal design
process.



6.3- JUNCTION OF AXES WITH ISTRAM

The geometric design standards for roads and motorways such as the Spanish 3.1 IC specify the need to
perform incorporations and exists from a roadway following parameters that define intermediate areas
between the trunk and branches, that enable vehicles, depending on the case, to accelerate or brake to
match the new speed.

On ISTRAM, these elements can be generated semi-automatically using certain commands on the
elevation menus and submenus, or manually (the traditional way in older versions of the application) but
always with the complete menu as the calculation and calculation verification environment.

In the COMPLETE menu, we study the relationship between axis platforms and their intersection,
derivation, junction or different level crossing areas in order to deduce the geometry of the dependent axes
(in general branches) from that of the master (or trunk) axes.

On entering the COMPLETE menu, the application saves the cartography and presents an empty
environment that facilitates graphic editing. On exiting said menu, the cartography is once again restored.

To study the intersection of a branch it is necessary for the trunk to be completely defined as it is the latter
that conditions the intersection and the branch widths diagram, each one being saved in its respective
*.vol. We can define all the elevation data for the branch, except the grade line and the superlevation that
depend on the trunk in the contact area. However, only the widths of the main and the auxiliary roadways
are necessary (the usual is a single left-hand width of 4 metres and a width for the inner auxiliary roadway
of 1 metre).

6.3.1- Junctions, Definition of a Branch on Ground Plan
The algorithms that resolve the geometry of the junction analyse the widths diagrams for both axes and
the positive relationship of their horizontal alignments to determine the points where the borders of the
roadways intersect.

It is highly convenient to have an exact alignment of the branch axis so that no errors are produced. We
recommend that the branch take-off alignment be situated with relation to the trunk using an alignment
referred to the trunk by its tag or a road connector or apparatus. We thus order the ground plan
calculator to give us the geometric solution of the branch with the correct distance to the trunk. The
calculation algorithms are particularly confused when an exit branch road does not begin at the correct
distance from the axis on the ground plan or has an initial stretch where it approaches before diverging,
when the calculator is expecting that the branch will never approach after tangency or touch point.

Lets imagine the case of the junction of
a motorway platform with a right-hand
semi-median measuring 3 metres wide, a
1-metre inside hard shoulder, a main
roadway measuring 7 metres and a right-
hand hard shoulder of 2.5 metres and a
branch that takes off from an
acceleration lane that has an area
parallel to the trunk 3.5 metres wide.
However, when it has been sufficiently
separated it will have a 4-metre wide
roadway and a 1-metre left-hand hard
shoulder.

In order to define the branch axis on the ground plan with reference to the trunk by tag, the alignment of
the trunk in the tangency area must bear the corresponding tag in order to be able to refer the first (or the
last) branch alignment to it. Thus, for example, if the alignment of the trunk is circular with a 400 metre
radius tagged as 23, the alignment at which the branch begins (or terminates) must be of the 23or 123
type with a radius of -414.5 metres (400 metres of trunk radius + 3metres + 1metres + 7metres of trunk
widths + 3.5metres of the acceleration lane width.


In the start area, the branch has a roadway width of 0.5 metres and all the left-hand hard shoulder
overlapping the trunk. As the definition of the widths diagram of the branch roadway in this area would be
complicated, we propose that nominal widths be assigned and a subsequent truncation operation be
performed (along the ABCDE boundary) that will eliminate that excess width.

For a branch linked up by a connector, the solution is similar. The case in which the branch axis is inside
is solved in a similar way. The left-hand hard shoulder is defined as 1 metre wide, the left-hand roadway is
zero and the right-hand roadway starts at a width of 3.5 metres. If the branch develops overwidths, the
transition can be more difficult to set up than if the axis is on the outside, but that transition does not affect
the intersection.

In order for these widths to be drawn on the ground plan (and also in this
Complete menu with the Ground Plan Widths command) they are
declared in the ground plan definition menu:

Junction Menu, Data Extraction and Calculation

This menu allows us to define junctions between axes. From their width diagrams and the trunk elevation
view, the elevation of the branch in the contact area can be deduced.

The method the application follows is
based on the generation of an intelligent
boundary in the junction areas using a
series of its characteristic points, such as:

A = Birthplace of the branch (minimum
distance between two axes).

B = The intersection of the borders of the
main roadways (cut-off of the white lines).
Here the main roadways split and the
solid zebra-striped area begins.

C = Point at given distances from the
white bands inside the shoulders (in
general there is a distance of 0.5 metres
to each of the bands in order for them to
have equal spacings of 1 metre) This is
the characteristic 1-metre section in which
the deceleration lane is considered to end
(start for the acceleration lane). The
zebra-striped area begins here.

D = Cut off of the outside borders of the
shoulders.

E = Nose (or tip if we are considering an
entrance). From this point, branch and
axis are now independent roadways.

This boundary is automatically calculated and it able to transmit trunk superlevation and elevation to the
branch using the condition that the trunk is a regulated area as far as its transverse breaks are concerned
and that the branch is likewise according to its transverse breaks. The boundary line receives the
elevation, longitudinal and transverse gradient from the trunk data in order to transmit the elevation, grade
line and superlevation to the branch. The calculation is made at a series of discrete points following a


sequence of kilometre points approximately equal distances apart. It is essential that the Equidistance field
does not take zero.

In the COMPLETE menu, we begin by Generate Axes and drawing the Ground Plan Widths or
Elevation Widths On selecting JUNCTION, the following data menu will appear:

In there table there is an area where the user can
introduce data on the keyboard or by clicking with
the mouse, which coexists with a calculations and
results area that provides the different
parameters.

The left-hand side of the table corresponds to the
main axis (trunk) and the right-hand side to the
secondary axis (branch). The procedure for filling
it in and calculating a junction is as follows:

We will choose the axes involved in the
junction using the keyboard or by directly
clicking on one of them with the mouse.

We will indicate the type of junction; it will be
the entry or exit of the branch from the trunk,
depending on the analysis we are going to
undertake. One branch can leave an axis
and arrive at the same one or at a different
one.

By the calculation option, we will define up to where the branch is replaced by overwidths in the trunk
and the areas where the branch grade line and/or superelevation are deduced.
There are several options:

Overwidths Grade line Superelevation They deduce

E E E : Grade Line+Superelevation up to E
C E E : Grade Line+ Superelevation up to E
C E C : Grade Line+ Superelevation up to C. Grade line up to E
C C E : Grade Line+ Superelevation up to C. Superelevation up to E
A E E : Grade Line+ Superelevation up to E
A E C : Grade Line+ Superelevation up to C. Grade line up to E
A C E : Grade Line+ Superelevation up to C. Superelevation up to E
A E A : Grade Line up to E
A A E : Superelevation up to E

In the Equidistances section, we introduce the interval for the series of discrete analysis points that will
comprise the boundary. We advise a value of 20 or 10 metres for axes with a gentle take-off such as road
or motorway branch slip roads (with relatively large radii) and of 10, 5 or less metres for short junctions
(junctions on roundabouts).

Equidistances start by default at 2.00 metres.

The KP of point A is that of the start-up point (in the case of an exit branch) or the arrival
point (for an entrance). It is obtained automatically by clicking on the ? button, which fills the
box with the KP of the start or the end of the branch. However, merely merely clicking on the
number button and introducing the new value can modify this value.

If an exit branch begins to approach the trunk, due to an imprecise horizontal alignment or because the
branch approaches the trunk and then separates again, we can use help the algorithm to calculate the


junction putting the KP of the point at which the exit (or entrance) analysis should begin, normally the point
of least distance between axes.

With the command Extract start widths, the application automatically determines the side on which they
touch and the widths of each axis for the main roadway and the auxiliary roadway at point A. To do this the
calculator analyses the width diagrams that are stored in the *.vol file for each axis. If the axes have large
azimuth changes, as is the case for roundabouts that have a full turn, the wrong side may be obtained.
Clicking on the Right Side/Left Side keys, it switches to the correct value. The widths obtained should also
be checked and rectified if necessary. Given that the overwidths at points C and E must be determined
according to the design, by pressing their data buttons we will introduce the desired values. Typical values
are 0.5 metres on each side for C (to determine the 1-metre characteristic section) and a value for E
usually coincides with the width of the surfacing berm; a value of 0.5 metres is also frequent.

Points C and E are assigned a default width of 0.5 metres.
If the shoulder is less than 0.5 metres at point C, it is assigned the width of the shoulder.

The necessary calculations are carried out in the second part of the table:

Pressing ABCDE we obtain said singular points, given by their KP and their distance in each of the
axes. Once calculated, the system draws its position on screen and the subsequent redrawings are
also kept in view. In the event of an incoherent result being observed, we should carefully review the
data items, in order to modify some of them, principally the kilometre point of A (source of the branch)
and then carry out the calculation once again. The observations we made before concerning the
horizontal alignment should be weighted up here, in case they were the cause of the inappropriate
outcome of the study.
On clicking on the Boundary key, a data polygon is calculated according to the previously given
equidistance, interpolating finer points between ABCDE. It is drawn in striking colours to facilitate
visual verification.
At this point it is advisable to save the intersection that we are creating by clicking on the Save button
and generating an *.ent file. This remains available for loading if we want to treat the junction at a later
date and the system has erased this data from the screen. Even though we leave the COMPLETE
menu to go ELEVATION, the data for this junction is retained in the memory; but if we exit
ELEVATION or we change to analyse another junction, loading the *.ent file is the quickest way of
recovering it.

6.3.2- Deduction of the Z and Superelevation for the Branch

On calculating the boundary by pressing the [Boundary] key as a
polygon composed of a series of discrete points between A, B,
C, D and E according to the given equidistance, the application
automatically generates the IS#2s1.ras and IS#2s1.prl files (if
branch 2 exits trunk 1) or IS#2e1.ras and IS#2e1.prl (in the
event of branch 2 entering trunk 1).

These are files that contain a stretch of the definition of the
grade line (rasante in Spanish) and the superelevation (peralte
in Spanish) for the branch derived from the trunk. This data
should be incorporated into the definition of the elevation of the
branch so that said elevation matches the trunk.

To update the data, we will proceed as follows:

We leave the Complete menu and return to the Elevation menu; we press the axis number key so that
the system loads the *.vol table for the branch and we enter the Grade Lines menu.

If the branch is an exit, load the grade line generated (IS#2s1.ras file) and continue defining the
branch grade line in the area where the axis is now independent. If the branch is an entrance to the
trunk, we add the (IS#2e1.ras) grade line derived for the junction area using the [Add .ras] button to
the previous grade line. Remember that the [Load] operation deletes all the data for the current grade


line and it replaces it with the new data, while the [Add] operation conserves all the data for the
current grade line and adds the new data at the end.

Similarly for the superlevation: We leave here and enter the superlevation menu. After making the
automatic calculation with the appropriate superlevation table, the junction area data is replaced by
inserting the superlevation derived from the trunk. The application replaces the KP data items for the
stretch corresponding to the junction (normally start and end) and it replaces them with new ones. We
should check that the superlevation transitions in the area where the derived superlevation end and
those from the table begin are performed smoothly. The relative gradient at the border should be
respected so that the increase in superlevation per second is appropriate for the kind of axis (4% per
second is a usual value that leads to a prescription of 6 metres of transition for each superlevation
percentage point and that is usually adequate for slip roads).

At this point save the *.vol of the branch with the whole definition. Also verify that the section type
tables and the commands of the calculation slots are correctly defined. The elevation of the branch is
normally fully defined, including the automatic superlevation, the only thing missing is the grade line in
the *.vol when the junction study is to be started.

6.3.3- Calculation of the Boundary Line between the Trunk and the Branch
Once we have calculated the junction zone and correctly defined the branch, we shall now define the
boundary line that allows profile truncation and physical separation between the axes. Boundary lines are
entities we handle graphically in order to be able to use the interactive on-screen editing utility. They define
a kind of vertical wall that is used to cut the cross-sections of the two axes, removing the parts that are not
going to be constructed.

In the case of junctions between axes, it corresponds to the line on which the two platforms touch, i.e. with
the tracing of the analytical boundary we used previously to derive the branch elevation.

To create it, we must follow the procedure outlined below:

We return to the COMPLETE menu, we order the application to draw the axes on ground plan and the
widths on ground plan or on elevation if we want to see the alignments, and we enable the JUNCTION
table. We load the junction saved previously, that is if the system did not maintain it and we perform a
new verification calculation pressing the ABCDE key (this restores certain variables for the junction
which may have been lost and enables us to check that there are no errors).

Once the polygon of discrete points joining ABCDE has been calculated using the
Boundary command, we press the BDL button which transfers said polygon to a
boundary line. The boundary line is added to the drawing on screen (it appears in
yellow upon redrawing) and it is assigned line type L67.

It is advisable to save the boundary lines generated in a boundary lines file with an *.lfr extension. The
<BDL>Sav creates an *.lfr file; therefore, we should take good care not to erase the contents of one
such already existing file that we are interested in saving.

*.lfr files may contain more than one boundary line. We can save one in each file and bring them all
together into a single *.lfr file, or we can add them to a *.lfr that we are going to update every time we
create a new one. A routine we usually use to accumulate them is as follows:

When we generate the first one, we save it in an *.lfr file (for this example we shall call it total.lfr).

We open the PROJECT table and we declare the name of this file in the corresponding box. To do so we
click on the BOUNDARIES key [*] in the project table and we select the name of the file (total.lfr). To make
this declaration permanent, we save the project *.pol file. The *.pol reminds the user from now on which is
the boundary lines file that should be loaded when needed for processing.



Each time we go to the COMPLETE menu
from ELEVATION, we press the fixed menu
Generate Axes, Ground Plan Widths or
Elevation Widths keys and then the
Load<BDL> key, which adds all the
boundary lines that are stored in the *.lfr file
whose name is declared on the PROJECT
table (total.lfr in our example). We are not
asked the name of the *.lfr file that is going
to be loaded, as is usual in Load operations,
but rather the application uses the name
declared.

This way, before operating on any junction or creating new boundary lines, we have all the boundaries
available that we have to maintain. When we create another one through the previously described
process, we will have the alignment of all those we have to conserve and when we generate the new one,
the <BDL>Save operation on the same file (total.lfr), saves all those defined to date.

Once the boundary has been defined that enables us to truncate the road surface platforms, it interesting
to extend said division to the slopes of the levelled area/embankment at the confluence of the two axes, an
operation that can be carried out using the command Auto BD from the Complete menu:

On the Complete menu we press the Auto BD button.
We choose the axes involved, indicating the side of the axis affected by answering the question: Left-
hand side Y/N?

The application will save the data we have on
screen so far and on a clean screen it will
generate the wired models of the two platforms
and the boundary line determined by the
intersection between the side slopes, drawing it
on screen in yellow with line type L67.

The messages bar on the lower edge of the
screen we see: Correct the intersection and click
to accept. If the line automatically generated is
satisfactory, we will only have to click anywhere
on the work window to validate it and to go on to
truncate the profiles.

Otherwise, this is the time to edit this line:

- We go to Line Editing using the dropdown menu and we modify the boundary line as is necessary,
eliminating, for example, the area already obtained by the operations previously described with the
Junction menu.

- We leave the Line Editing menu using END to return to the previous menu, and as we are
reminded by the message, we click on any point on the screen to accept. The data screen we
saved previously is restored with all the alignment of axes and boundary lines that we have, to
which the recently created line has now been added.

- As this line is an extension of what we had defined before processing the junction, it is advisable to
connect the two boundary lines so that the application uses them in a single operation. Let us go
back to the Line Editing menu, calling it from the dropdown and there we make the connection and
any possible correction to the boundary line alignment. On returning to the COMPLETE menu, we
can now save the boundary lines file with these modifications.



The <BDL>Save operation interprets that boundary lines are all those from the L67 layer that are on
screen, whereby if we connect two together during these editions, we cut one up into pieces, etc. it is
the final outcome that is saved in the *.lfr. We must avoid the duplication that will occur if boundary
lines are loaded twice as the system does not realise that there are duplicate lines. Although the
system will work correctly, it will take unnecessary time in processing the same boundary twice.

If we click on the automatic CALCULATION key in the Project table, the system will automatically begin
calculating the project axes that have the CAL key enabled and it will then truncate the profiles of the
axes that have the LIN key enabled. We should also activate the CUB key that orders the recalculation
of volumes after geometric truncation. The areas of the truncated profiles are measured up to the
vertical boundary by the truncation point.

In the drawing of the transverse profiles, we can order the application to trace or not that theoretic cut-
off line. The Add Branch operation from the ELEVATION menu analyses the platform of a branch to cut
it from the trunk profiles. When the platforms of the two axes coincide, this is the best confirmation that
this analysis has been correctly carried out.

6.3.4- Acceleration Lane and Wedge Design.
There are two ways most frequently used to project the acceleration wedge and lane:

Case 1: Consider the acceleration lane as overwidths of the trunk up to point A of the start-up of the
branch.

When calculating the junction, we automatically obtain the KP values corresponding to its singular
points, amongst which is the branch A point (start-up or arrival point, as appropriate). Therefore,
on the Elevation menu the trunk widths diagram is defined with the overwidths corresponding to
the wedge at each KP, depending on its length. The transition from the start-up point of the
wedge to the point where it is fully developed (reaching the typical width of 3.5 metres of an
acceleration lane) is linearly calculated.

The parallel lane subsequently continues at a width of 3.5 metres, which is incorporated onto the
trunk widths diagram with the corresponding KP, up to the initial A point of the branch. At this
point the 3.5-metre overwidth should disappear, returning to the nominal width of 7 metres. To
facilitate editing, it is advisable not to do this on the same profile.
We only have to give a minimal separation margin (we recommend 10 centimetres) between the
profiles on which we return to the normal trunk width. It may prove useful to carry out the transition
rounding up to the decimetre prior to and following the exact KP of the A point, whereby the wide
profile is not cut by the boundary line and the narrow profile is.

Case 2: Consider the acceleration lane as overwidths of the trunk up to point E where the branch platform
takes as an axis that is independent of the trunk.

From this constructive viewpoint and considering that the junction area (up to the tip or the nose) is
usually surfaced as a whole, it may be advisable to define all the branch take-off area as overwidths
up to where the road surfaces separate (Point E). The procedure will therefore be:

In Complete, we enter the Junction menu and load the previously calculated junction.
We give the length (1) of the wedge and of the acceleration lane by clicking on the corresponding
buttons and typing in said parameters. This length can be given from width point 1.5 or from point
1 as is described below.
By pressing the Calculate Overwidths button, the system calculates the corresponding overwidths
of the trunk, generating and drawing points 0, 1, 2, 3, 4 and 5, which correspond to:

0: The starting point of the wedge.
1: The point at which the wedge is fully developed. Start of the parallel lane.
1.5: The point where the lane reaches a width of 1.5 metres.
2: Start of the branch (same KP as point A). End of the constant width of the acceleration
lane.
3: Maximum overwidth of the trunk (KP corresponds to Point E on the branch). Stretch 2-3
follows the outer border of the main roadway of the branch.


4 : This coincides with point E (nose or tip). Points 3 and 4 lie on the same profile of the
branch.
5: Back to the nominal width of the trunk (7 metres for example). It will have the same KP
value as point E + 10 centimetres.

When we are sure that the particular solution is correct, we update the (*.vol) files that contain the
definition of the elevation of the two axes by pressing the UPDATE FILES button. The widths
diagram is modified on the trunk *.vol and the start (or end) KP of the branch is modified in the
first value of the *.vol Calculation Areas table of the branch.

Case 3: Consider that the acceleration lane as overwidths of the trunk up to point C.

This case is similar to the previous one.

The length of the acceleration lane is measured, according to Spanish Regulation 3.1 IC, from the point at
which the wedge reaches a width of 1.5 metres (a characteristic section of 1.5 metres) until the trunk and
branch roadways are 1 metre apart (a characteristic section of 1 metre). In the Junction table, however,
the length of the wedge is considered to run from its start-up until it is fully developed, reaching a width of
3.5 metres and the acceleration lane is considered to go from point to point C (white bands at one metre).

At this point it is interesting to generate a new series of profiles that pass through the singular points
obtained and the resulting calculation zones in order to accurately define the platform width changes. The
Interpolate profiles option from the Elevation menu allows us to indicate at which points or in which areas
to insert auxiliary profiles each time a calculation is made, activating the Widths and Calculation Zones
options.

The boundary line, in this case, should not begin until the nose. The start point will be E where the
platforms separate. The boundary line stretch going from A to E that can be determined from the junctions
menu, should not be used, because the variables widths zone would cut all the profiles.



In the case of a parallel acceleration lane measuring 3.5
metres wide, point 2 would coincide before A at that
distance. The length of the acceleration lane according to
the regulation would, in the case of the figure, be 211
metres. As the wedge is 85 metres in length, the outcome
for the 1C parallel stretch will be 162.42 metres.

In the case of a direct branch type, points 0, 1 and 2 will
coincide over point A. The length of the wedge in this case
is zero and the 1C length must be the difference between
the KP values of points C and A over the trunk (e.g. KP
C

KP
A
= 23.38 metres), easily calculated from the KP of the
lower section of the floating Junction menu.



6.4- Semiautomatic or Supervised Junctions
Similarly to defining a crossroads, the elevation menu offers a [junctions] key that provides access to the
menu for defining the junctions associated to the axis in course.

The data from the [JUNCTIONS] menu is defined for each axis and saved and
loaded onto its corresponding *.vol file.

This data can be saved in independent *.etq extension files from the junctions
dropdown window.

The data for a junction between two axes must be defined on the axis working
as the BRANCH.

A data table can be defined for each of the axes on ground plan. In each data
item we add the information for the junction with the other axis from which it
departs, or at which it arrives, or through which it passes.

The corresponding dialogue box is shown below and now we shall describe
the parameters that are defined.

TRUNK [1]. This is the number of the axis from which it departs, at which it arrives or through which it
passes.

KP_A(Branch) [0.0000]. KP on the current axis of the A point of the junction. It is the start KP of the
branch for an exit junction, the end KP for an entrance junction or the KP at which they are tangents for the
case of a passing axis.



[EXIT] TYPE

[EXIT]. For example a branch with a
deceleration lane.
[ENTRANCE]. For example a branch
with an acceleration lane.
[PASS]. Where there are two
consecutive junctions; one to enter and
another to exit For example, an axis
that enters and leaves a roundabout
(picture).

SurWid, GRADE LINES, SUPERELEVATION

Using this option, we will define up to where the branch is replaced by overwidths in the trunk and the
zones where the branch grade line and/or superlevation are derived.

Overwidths Grade Line superlevation They derive

E E E : Grade Line+ superlevation up to E
C E E : Grade Line+ superlevation up to E
C E C : Grade Line+ superlevation up to C. Grade line up to E
C C E : Grade Line+ superlevation up to C. Superelevation up to E
A E E : Grade Line+ superlevation up to E
A E C : Grade Line+ superlevation up to C. Grade line up to E
A C E : Grade Line+ superlevation up to C. Superlevation up to E
A A E : Superlevation up to E

[Overwidths] There are three possibilities:

[A]. The wedge and the acceleration/deceleration
lanes are calculated as overwidths of the trunk up
to point A and the branch begins to develop from
this point. The boundary line begins at point A.

[E]. The wedge and the acceleration/deceleration
lanes are calculated as overwidths of the trunk up
to point E and the branch begins to develop from
this point. The boundary line begins at point E.

[C]. The same as in the previous point but up to
point C.

Equid. [2.000]
The grade line and the superlevation are calculated all along the hip rafter, ABCDE, at points separated by
a maximum distance of the Equid value.

LANE [3.500]
The nominal width of the acceleration/deceleration lane.



BDL
On activating this, the boundary line hip rafter will be extended with the line derived from the slopes of the
cut and fill after point E.
In order to generate a junction boundary line, the option we are describing must be enabled.

Margin [100.00]
The boundary line is extended along the intersection of the slopes of the two axes that are calculated from
point E up to a KP= KP_E + Margin.

Transi.[40]
This makes a transition with a double parabola between the defined and derived grade lines.

[Ovw_C_T], [Ovw_C_R] y [Ovw_E_T], [Ovw_E_R]
These functions allow us to use different overwidths for points C and E, from the trunk to the branch.

6.4.1- Automatic Calculation of the Grade Line and Superelevation for
Junctions
If the data introduced in defining the junction is correct the application allows us to make the necessary
modifications in grade line and superlevation for the junction and the platforms to be perfect.
It is evident that the trunk must have its *.vol file defined and the current (or branch) axis also has its *.vol
file defined with some data such as widths, sectioning etc.

In those areas where junctions have been defined, the application replaces the current grade lines and
superlevation rule by the grade lines and superlevation derived for those axes for which the corresponding
parameters have been defined using the SurWid, GRADE LINES, SUPERLEVATION option..

In the [GRADE LINES] menu, we merely have to press the [Junct.] option.

Similarly, in the [SUPERELEVATION] menu we find the [Junction] option.

If we decide to accept the superlevation and the grade line proposed in the automatic junctions menu, we
must bear in mind that the transitions may not be suitable.
We recommend a review of the transitions, as they may possibly not meet regulation standards, and
arrangements may appear as either too large or too small and superlevation transitions in fewer metres
than those stipulated in the regulations.



6.4.2- Review and Acceptance of a Semiautomatic Junction

In the precise moment that the [Junction]
keys are pressed on the grade line or
superlevation sub-menus, the application
possesses the necessary data to
calculate the junction as stipulated in
most regulatory frameworks (see
junctions with ISTRAM).

To complete and store the information for
this, ISTRAM provides the junction
screen that is accessible from the
[COMPLETE] menu. Here we can view
the basic data for a junction between a
trunk and branch.

We shall now proceed with a description
of all the parameters and the way of
reviewing, modifying and accepting the
data.

Apart from its widths diagrams and the
trunk platform, the method is based on
the generation of an intelligent boundary
in the junction areas based on its
characteristic points.

A.- Birthplace of the branch
B.- Intersection of the borders of the main roadways (white bands)
C.- Point at given distances from the white bands inside the shoulders.
D.- Intersection of outer borders of shoulders
E.- Nose or tip of the junction

This boundary is calculated automatically and is capable of transmitting the trunk superlevation and
elevation to the branch.

Using the condition that the trunk is a regulated zone in the sense of its transverse breaks, and the branch
is one of these, a boundary line is used that receives the elevation, longitudinal gradient and transverse
gradient from the grade line gradient and superlevation of the trunk. This data is analysed from the
transverse breaks on the branch to obtain the elevation, grade line and superlevation of the branch over its


own axis. The calculation is made at a series of discrete points following a sequence of kilometre points
approximately equal distances apart.

Although we have already explained the meaning of the junction menu command keys, it is convenient to
revise their use.
Trunk Axis: [ ] Branch Axis: [ ] The axes are given by clicking on their drawing or using the keyboard,
according to the selection mode.

Calculation: We will define up to where the branch is replaced by overwidths in the trunk and the areas
where the branch grade line and/or superlevation are derived.

Overwidths Grade line Superelevation They derive

E E E : Grade Line+Superelevation up to E
C E E : Grade Line+Superelevation up to E
C E C : Grade Line+Superelevation up to C. Grade line up to E
C C E : Grade Line+Superelevation up to C. superlevation up to E
A E E : Grade Line+Superelevation up to E
A E C : Grade Line+Superelevation up to C. Grade line up to E
A C E : Grade Line+Superelevation up to C. superlevation up to E
A A E : Superelevation up to E

Type: [EXIT / ENTRANCE] The path of the branch with respect to the trunk. In the case of ENTRANCE
junctions, we are able to calculate grade lines, superlevation and crossing points without taking point C, D
and E into consideration.

Equidistances: [n] Equidistance between the points of analysis (5m).

KP A: [n] [?] On clicking the [?] the calculator looks for the start-up point if it is an exit, or the end of the
branch if it is an entrance. We can insert the number we want by pressing the number key. The system will
give the initial/end KP that is defined on the branch axis on ground plan. From this point the branch should
break way from the trunk. If an inadequate definition of the axis on ground plan brings the axes together,
the system will not be able to find the appropriate progress direction for the junction. In this case it is
advisable to assist the search, typing a value into KPA that moves it in the right direction.

[EXTRACT START WIDTHS] If we press this key, an analysis is made of the widths of the outer border of
the main and auxiliary roadway of the trunk and of the branch along the side that they touch one another.
Overwidths C and E must be given according to our design intention: A value of 0.5 metres is frequently
used for both; a point at which the edges of the roadway are 1 metre apart (C), and the edges of the
shoulder are also 1 m (E) (nose or tip).

[ABCDE] [Boundary] [ BDL] CALCULATIONS

[ABCDE]
If we press this button an analysis is made of the previous widths and overwidths and the position is
calculated in terms of KP and distance to the axis for each of the points, ABCDE, and the table is
completed. The graphic display shows points ABCDE. Check that they are in the correct position or modify
KPA, overwidths and repeat ABCDE.
Also, on pressing this option the gradient at point B and the lengths for the speed change lane are
recalculated.

The Boundary key calculates a data polygon as per the previously introduced equidistance. On
redrawing a line joining the points A to E will appear superimposed on the drawing . The following files are
also generated:

- IS#2s1.ras with the grade line derived for axis 2 as an exit from axis 1.
- IS#2s1.prl with the superlevation derived for axis 2 as an exit from axis 1.
- IS#2s1.pas with the crossing points derived for axis 2 as an exit from axis 1.



If, instead of being entrances they are exits, the s becomes an e and the axis numbers adapt to the
case.

When we are satisfied with the boundary, the BDL command copies the theoretical boundary in a
boundary line, which is drawn on screen, added to those already there. This receives attributes of the line
and axis type it affects, and it can be saved with the set of boundary lines we have under edition. Observe
how all the lines that are under edition on this screen, whose type is the same, will be identified as
boundary lines.

[List]
If we press this option, a list will be generated, for example ent2s1.res (Junction of axis 2 departing from
axis 1) that contains the co-ordinates of points A, B, C, D and E of the junction and points 0, 1, 2, 3, 4 and
5 of the speed change lane, as well as the KPs and the distances to the trunk and to the branch.

Istram 8.13 04/03/05 12:33:55 1173 page 1

PROJECT :

******************************************************************
* * * POINTS FROM THE JUNCTION AND SPEED CHANGE LANE * * *
******************************************************************

TRUNK : AXIS 1 : TRUNK q212
BRANCH : AXIS 2 : Branch q212

TRUNK
---------
----- ------------ ------------ ------ TRUNK ------- ------ BRANCH --------
POINT X Y KP Dist.Axis KP Dist.Axis
----- ------------ ------------ ------------ -------- ------------ --------
A 719522.599 4756608.357 309.427 3.500 0.000 -3.507
B 719532.566 4756610.150 319.555 3.500 9.755 -4.000
C 719540.023 4756610.984 327.041 4.000 16.938 -4.500
D 719552.374 4756611.174 339.232 6.000 28.978 -5.000
E 719560.303 4756611.584 347.106 7.000 36.645 -6.000

SPEED CHANGE LANE
-----------------------------
----- ------------ ------------ ------ TRUNK ------- ------ BRANCH --------
POINT X Y KP Dist.Axis KP Dist.Axis
----- ------------ ------------ ------------ -------- ------------ --------
0 719315.882 4756512.521 68.183 3.500
1 719387.198 4756575.213 168.183 7.007
2 719523.218 4756604.905 309.426 7.007 -0.000 -0.000
3 719559.742 4756605.611 345.497 12.780 36.645 -0.000
4 719560.303 4756611.584 347.106 7.000 36.645 -6.000
5 719559.692 4756615.031 347.116 3.500 35.756 -9.376

[Save] [Load] [Start]

The Save Load keys can be used to generate or load an *.ent file with the current definition
of the junction parameters. It is advisable to save before making any subsequent modification.
Start clears the table to start from blank with a new problem.

Headroom Calculation and Viewing on the Junction Menu

Before using the headroom control command from the Junction menu, the platforms of the axes we are
going to consider must be fully defined and the *.vol elevation definition files generated that allow us to
calculate the platforms for both. The names of the *.vol files must also be stated in the table of the
PROJECT we are dealing with.
We enter the Complete menu, generating axes and viewing the elevation widths to visually monitor
the platforms.
We state the axes we want to analyse in the JUNCTION table as trunk and branch.
If we press on the Headrooms button, a message appears on the lower screen bar, requesting the point to
analyse. By clicking on successive points the differences in elevations between the platforms are labelled
on screen. Enabling the connection to intersection will allow us to easily indicate the intersection of the
white lines or the borders of the shoulder on both axes. These points are generally critical in these
analyses.



Headroom Calculation and Viewing from the COMPLETE Menu

From this window we can undertake an analysis of headrooms.

On selecting two axes, their intersection is calculated, and drawings are made of the borders of the
roadway and the shoulders for the area surrounding the intersection point (+/-Margin).

If the axes have more than one intersection, we can swap with the order Other Crossing.

The order Label analyses the intersections of the Shoulder Borders or of the Roadway Borders.

It is also possible to Add Points manually.

The resulting headroom can be requested in Absolute Value and it is also possible to Discount a set
amount.

The Minimum Headroom option seeks out the point where the headroom value is lowest.

The results are graphically drawn on screen, adding them to a data grid and incorporating them into a
headrooms.res list.

We can configure the parameters to be shown in the data grid and lists:

X, Y, KP, Distance, elevation, Azimuth, Gradient, and Superelevation for each axis.



6.4.3- Application of the Regulations Governing Road Specifications

This is configured in the lower part of the menu
with a series of new options.

Length of the Transition Wedge. The
length of the transition wedge is the
difference in KP to go from the nominal
width of the roadway to the total width
including the speed change lane. The
length of the acceleration lane is given
in the Instruction as from where the
wedge has developed 1 metre up to
point (C) in which the white bands have
separated 1 metre. We give the
measurement from the full development
of the wedge up to C.
Length (from width = 1.5 up to C).
Length of the lane from the point where
the wedge width reaches 1.5 metres up
to point C of the junction.
Length (from point 1 up to C). Lane
length from point 1 (end of the wedge up
to point C) If the length of the
acceleration lane from point 1 to point C
is less than the distance between points
A and C, it is extended to point A.
Lane Width. This is used to calculate
the relationship between the previous
lengths.

REGULATION STANDARD. A new menu unfolds to calculate the previous lengths according to the
Spanish Horizontal Alignment Regulation Standard.

% Gradient. This is
automatically extracted from
point C by default when
ABCDE are calculated.
pS (Project Speed or
Maximum signalled). Project
speed or maximum allowed.
Round off This allows us to
round up the values calculated
to the desired accuracy.

DECELERATION (Exit). Exit branches.

o Ods. Initial speed equal to pS.
o Eds. Final speed at point C.
o Minimum Length. The minimum length of the lane.
o Wedge Length. Calculated automatically according to the Horizontal Alignment Standard.
o Lane Length. Calculated automatically according to the Horizontal Alignment Standard.



ACCELERATION (Entrance). Entry branches.
o Oas. Speed at point C.
o Eas. Final speed equal to pS.
o Minimum Length. The minimum length of the lane.
o Wedge Length. Calculated automatically according to the Horizontal Alignment Standard.
o Lane Length. Calculated automatically according to the Horizontal Alignment Standard.

Accept. This copies the data according to the type of branch onto the junction menu where the user can
modify it.

The CALCULATION of the trunk OVERWIDTHS determines the position of the 5 points:

1 At the birthplace of the speed change lane
2 At the point where the constant width of this lane ends
3 At the point at which the branch axis takes over to continue the platform, i.e. the point where the
main roadway reaches its maximum width.
4 At the nose, on boundary point E (on the same transverse break of the branch as point 3: but on
the bisector of the shoulders)
5 Slightly displaced from point 4, to return sharply to the nominal width of the main roadway of the
trunk.

Furthermore, between points 2 and 3, in the branch take-off area, intermediate points are interpolated
according to equidistance given previously, to produce a gentle transition in branch widths.

In summary, the polygon formed by 1, 2 points interpolated, points 3, 4
and back to the nominal width 5, defines the variable widths diagram
that the main roadway of the trunk would have to have, to incorporate
the trunk shield, the branch starting from the profile that passes
through points 3 and 4 which has fully separated.

This is configured in the lower part of the menu with a series of new
options that allow the user to define:

Length of the Transition Wedge. The length of the transition
wedge is the difference in KP to go from the nominal to the
total width of the roadway width including the speed change
lane. The length of the acceleration lane is given in the
Instruction from where the wedge has developed 1 metre up
to point (C) in which the white bands have separated 1 metre.
We give the measurement from the full development of the
wedge up to C.
Length (from width = 1.5 up to C). Length of the lane from
the point where the wedge width reaches 1.5 metres up to
point C of the junction.
Length (from point 1 up to C). Lane length from point 1 (end
of the wedge up to point C) If the length of the acceleration
lane from point 1 to point C is less than the distance between
points A and C, it is extended to point A.
Lane Width. This is used to calculate the relationship
between the previous lengths.

If we request FILE UPDATE, the *.vol files declared for both axes in the project table are updated. The
axis acting as trunk incorporates the modified Widths Diagram, and the branch includes the start KP in its
calculation window.



The data that has been
calculated may be deleted from
the widths table using function
[B] from the widths table.

Function [B] asks for the branch
for which we want to delete the
overwidths before executing.

Once the junction has been calculated, transverse profiles are generated at the singular points that have
been obtained using the [interpolate T] option, thus automatically enabling the interpolation of widths,
superlevation, boundary lines and calculation zones.

CONVERSION UP TO POINT ( ) E , A, or C.
It is possible that the calculation of overwidths and file updating be done only between points 0, 1 and 2,
i.e. the transition from 0 to the width of the acceleration lane (from point 0 to 1) and the acceleration lane
before point A (from point 1 to 2). The branch is then considered to start at point A and the boundary line
must be applied from this point.

LINEAR WORKS

7

GROUND PLAN AND PROFILES

The information contained in this document is the exclusive property of Buhodra Ingeniera S.A. and protected by
Spanish and international copyright laws.

The reproduction or alteration of texts or graphs is expressly forbidden. It can only be printed for personal or corporate
use and may not be copies for formative activities which are not authorised in writing.

This formative-informative material may be changed without prior warning.

Although this documentation is under constant review, it is not guaranteed that, when the program is used, there will be
exact consistency between the data entry boxes, file formats and other specifications displayed on the screen and those
contained in this document.

The user is liable for all consequences derived from the use of this material and, by extension, its associated programs.

LINEAR WORKS

1 01 Introduction and general aspects
2 02 Design of ground axis, setting out of the primary grid and drawing
3 03 Elevation, land profiles and gradients
4 04 Elevation, platform and cross section
5 05 Elevation, advanced project calculation
6 06 Complex calculations, crossroads and junctions
7 07 Ground plan and profiles
08 Project printouts and reports
09 Improvement and expansion projects
10 Railway design
11 Sanitation and distribution, pipelines
12 Project monitoring and control




INDEX
INDEX

7 - GROUND PLAN AND PROFILES PAGE: 1 / 44

7 - GROUND PLAN AND PROFILES
7.1- GENERATION OF PLANS, INTRODUCTION............................................................................ 3
7.1.1- Flow diagram of printing processes ....................................................................... 4
7.1.2- Influence of scale...................................................................................................... 9
7.2- GROUND PLAN................................................................................................................. 10
7.2.1- Page distribution for ground plan........................................................................... 12
7.2.2- Ground plan drawing modes ................................................................................... 12
7.2.3- Description of the .lil drawing mode files............................................................... 14
7.3- DRAWING LONGITUDINAL PROFILES................................................................................... 28
7.3.1- Text tables................................................................................................................. 30
7.3.2- Point tables ............................................................................................................... 31
7.3.3- Interactive editing of grid data for longitudinal profiles........................................ 31
7.3.4- Grid data for longitudinal profiles, fix norm........................................................... 33
7.3.5- Data associated to the ground, transverse profiles and design information...... 34
7.3.6- Data associated to the definition of vertical alignments....................................... 35
7.3.7- Diagrams of superelevations and widths ............................................................... 36
7.3.8- Point tables ............................................................................................................... 37
7.3.9- Route apparatus ....................................................................................................... 37
7.3.10- Examples of longitudinal profiles and associated grid data................................. 37
7.4- DRAWING TRANSVERSE PROFILES..................................................................................... 39
7.4.1- Interactive generation of transverse profile grid data........................................... 40
7.4.2- Drawing options for profile surfaces ...................................................................... 41
7.4.3- Other options ............................................................................................................ 42
7.4.4- Examples of some grid data for transverse profiles ............................................. 43


INDEX

INDEX

PAGE: 2 / 44 7 - GROUND PLAN AND PROFILES



7.1- Generation of plans, introduction
After completing the project design, we have to produce all the graphic documentation certifying the
parameters under which it has been developed. With ISTRAM
, we can prepare all the plans contained in

usual project annexes, such as:

- Primary grid ground plan (see chapter entitled Design of ground axis, setting out of the
primary grid and drawing)
- General ground plan
- Longitudinal profile
- Transverse profiles
- Other plans (details, typical sections, etc.)

Graphic data output

ISTRAM
generates graphic information or drawings which are located in the same working area used in
the cartographic edition. Often none of the plans fit on a single sheet on the represented scale. We then
perform paging, distributing the sheets subsequently used to send plans either to physical printers or
virtual devices such as PDF files or other digital formats.

The user can alter the graphic information generates, moving one or more of the subpages prepared for
the ground plan, etc. The paging editor is the tool enabling us to manage sheet distribution and the content
of the variable titles defined in the format.

Users often personalise the appearance and presentation of the projects transverse and longitudinal
profiles and ground plan. The configuration of different drawing styles or aspects is stores in text files
containing encoded drawing orders which will be read and run by the program when the drawing is
generated on the working area. For the ground plan, these are *.lil files and for profiles they are *.gui and
*.gut files.

To make personalisation easier, ISTRAM
provides the user with a powerful interactive profile editor

enabling us to easily design templates while seeing the results on the screen.



7.1.1- Flow diagram of printing processes

PREPARATION OF GROUND PLAN
BASE MAP GROUNDPLAN LONGITUDINAL
PROFILES
TRANSVERSAL
PROFILES*
Edited project
cartography
Selection of
*.lil style
Generation of
drawing
Axis labelling
Selection of
*.gui style
Generation of
drawing and
paging
Selection of
*.gut style
Generation of
drawing and
paging
Cartography
alone
Ground plan
on
cartography
Ground
plan and
longitudinal
Longitudinal Transverse
MOST COMMON TYPES OF PLAN


PRINTING
SELECTION OF PRINT MODE
Print language (hp-gl/2, pdf, dxf)
Format (plan scaling and size)
Reduction (A1 A3, A4)
PAGING
Paging file loaded
Change (move, turn, etc)
PROCESSING
Generation of automatic paging in pre-
selected language or sheets exported to
virtual printers (edm, dxf language, etc.)
Select a format
The first step is to select a format. In Istram, a format (see plan printing and publication') in its most
basic expresin is a file containing a paper size and print size in its definition.
It can also contain lines, symbols and texts forming a scaled drawing and box. The alter can be
variable, such as page No., plan title, etc., and they are controlled by the paging editor.
You can easily and rapidly complete the fields for each title, text or symbol you wish to see in teh box.

Formats are stored as symbols and identified by the system as S100#, S101#, S102#, S103#, S104#,
etc., representing the different formats: A0, A1 and so on.

The button [format] is always found in the vertical men and ithe format selection remains valid until
the end of the session.


Generation of ground plans
In the case of ground plans, this action can be performed individually by pressing the [ground plan]
button on the elevation men. To draw the ground plan of all active axes, it is best to use the dialogue
box provided by the [project] men, where we can associate a specifid drawing mode to each axis
(although they generally all use the same one) and draw all the projects axes with a single order.

The generated drawing i son real scale and with exact coordinates. Istram draws the information
using polylines 3D, text and symbols, as if it was a wireless model (of different types depending on
the mode employed), ready to be explored and enabling us to verify that some operations have been
performed correctly.

If we wish to generate sheet-plans, we have to control paging. This can be done manually (with the
user adding the sheets and placing them in the desired place) or automatically, using the automatic
paging option. In eiher case, the result is a page file (with a .pag extension) ready to be loaded by the
print manager.

Selection of drawing style or mode
In the case of ground plans and transverse and longitudinal profiles, modes enable us to configure the
type of information to be generated and its future appearance. For example, for the ground plan, we
can tell the program to draw the edge of the road with a type 31 line or to draw the position of a
symbol inserted in the projects profiles.

In the case of profiles (transverse or longitudinal) we can also defined the number of profiles per sheet
for transverse profiles or the width of the longitudinal profile on each sheet. Other options enable us to
select an origin and type of information: gradient, subgradient, etc., and, in particular: the cotation, the
ordinate, the value of the gradient or slope, etc., and, finally, we configure the type of line, symbol or
text used.

Drawing styles or modes (.LIL files) are stored in ascii files which can be edited and personalised by
the user. The drawing mode is selected when we press the button [drawing mode] and select a file.
It is also associated to each axis in the project table.

For transverse and longitudinal profiles (GUT and GUI files) they are edited with the help of a dialogue
box enabling us to easily navigate through the different sections.

Try this out with the files provided in the basic library and try to personalise your own style.


Generation of profile plans
The data pertaining to an axis are stored in two different ways. On the one hand, we have files with a
.vol extensin which, as we know, store all definition data. Transverse profiles are the constructive
geometrical expresin of this data.

The generation of longitudinal profile drawings uses analytical definition data and, for transverse
profiles, files with a .per extensin which previusly have to be calculated. Any type of file will not
initially do, as the drawing modes use the stored types of line and different surface codes.

We first select the axis or file to be drawn. A dialogue box then enables us to specify the pks interval
to be processed, the horizontal/vertical scales and the file where the paging data is to be stored.

Istram draws the information on the screen and it is automatically distributed from the upper left-hand
corner of the current drawing. AT the end of the process, the user sees a series of sheets on the
screen. We now see how to comuncate with the printing devices.

The information drawn on the screen could be edited and manipulated by the user and subsequently
stored in an .edm file. The pages cannot be moved here. The spatial location of the sheets is stored in
a *.gui paging file which can then be loaded and altered in the print menu.



Printing advice
Define the printers according to the sizes and formats to be used and the models available in your
organisation. The printer configuration file and drawing formats and modes can be stored in the users
library used by yourself and other Istram users.

Istram can generate series of fully completed plans auomatically, without exporting them to dxf or dgn
(to be edited with the associated programs). Therefore, take your time preparing the best formats and
drawing modes for each type of product, tailored to your companys needs. Most of this process can
be automated.

Printing and exporting plans

The print control system is accesible from
the [Print] button in the [Menus] drop-
down list.

On the PRINT MODE tab, you can select
one of the defined printers.

The printers defined in Istram are
associated to a paper format which
evidently has to be the one used for paging.

We have now generated drawings and a paging file. We open the print manager, select the desired
printer and then load the paging file.

This file contains the coordinates of each of the pages generated and the variable texts container in
the format used. We now just correctly complete the fields.



7.1.2- Influence of scale
The system defined in Istram to generate different plans is calibrated based on the fact that the printed
output will be created in a standard manner, using basic scales according to the type of plan. For ground
plans it assumes 1:1000, for longitudinal profiles 1:1000 and 1:200 (horizontal and vertical) and 1:200 for
transverse profiles. These scales are those regularly used by civil engineering program users.

The profiles, formats, drawing modes and, in particular, the symbols, texts, distribution, etc., provided by
Istram in the main library are adapted to the aforementioned scales. If you wish to generate plans using
other scales, you will probably have to change some of the elements to adapt their size and appearance.

The work scale

The work scale on the main graphic window is usually 1:1000. As we explained (chapter 1 of digital
cartography), this scale is a value used by the program to generate the graphic output, as you really work
with a scale of 1:1.

This value was used to design most Istram products, so a 2-metre symbol will have a size of 2 mm on the
plans. When information with a different scale is generated, evidently the size will not be the same.

There are two ways of solving the size problem:

Give an suitable value to the Sfac, Rfac and Cfac scale values,
Change the items (symbols, labels, etc.) used and/or create new ones. One suggestion is to
'duplicate' them and store them in a user library such as lib1_50 (library for plans on a scale of
1:50)

How the general scale is related to the scale chosen when plans are generated

We have generated some transverse profile plans on a scale of 1:200 (H and V). As the primary scale is
1:1000, it will all have to be multiplied by 5 (1000/200); its as easy as that. When you measure something
on the drawing you will therefore find that it measures more than you would expect.

As you know, some Istram items can use scale factors on x - y, make use of the scale factor (1000/200 =
5, in this example) and block the application of the Sfac and Rfac factors. It is evident that the incorrect
use of the combination of these functions will create faults so we recommend responsible management of
the item library (remember that if you change the basic or user library and then change project, the results
will be incorrect. Make specific changes in the project library)

How scale is applied when printing

In Istram, unlike other programs, plans are generated from the very beginning, when you decide on the
scale and before generating information or sheets and not later, when you print.

As soon as you choose a print format, Istram saves the information about paper size and the area to be
drawn in the paging files, ensuring that the print scale is as selected when the plans were created.



7.2- Ground plan
In general, final ground plans are not created in this menu, but proceeding as follows:

Geometric definition of the axes in the "HORIZONTAL DESIGN" menu.

Labelling of KP, marks, curvatures and agreements from the "SETTING OUT THE PRIMARY
GRID AND PROFILES" menu. [LABELLING]

Definition of elevation and platform and typical sections in the "SECTION" menu.
[CALCULATION]

Automatic generation of characteristic lines of the platform, land clearance sections and
slopes and the borders of reached areas, from the "SECTION" menu, selecting a *.lil drawing
mode and ordering the ground plan to be drawn.

The representation of a new surface can be completed in many ways, such as:

o Generating the classic slope profile, automatically from "SECTION", or manually
from "TOOLS".

o Generating the isolines induced by the new surface from the "TOPOGRAPHY"
menu.

o Composition of Ground-Longitudinal plans.

o * The finishing touches (paging, plans, box labelling, etc.) are performed with basic
Map Editor utilities.

o * etc.

The representation obtained is 3D and therefore can be seen in different views and used as a digital model
of the new surface to obtain sections for drainage work, the transverse profiles of other axes, etc.

[Ground plan]

Extract the singular points of the model from the ISPOLn.per file of
transverse profiles ending on an axis: borders of main and auxiliary
roads, central reserve, ditch, berms, land clearing head, slope feet, etc.,
and load these lines describing the linear infrastructure in a longitudinal
direction onto the cartography in their true three dimensional position.

It can also generate polylines of the transverse profiles (which are
straight lines on the ground plan, but show all their relief in perspective)
and the slope stripes with alternating long and short segments (they are
also drawn in height) or with runoff symbols such as the spring used in
Ireland. The control orders defining the lines to be drawn and
preconfigured in files in the *.lil library.



[Drawing Mode] activates the selection of one of the librarys *.lil files. It is copied to the ISPOL.lil and
will remain active until a new selection option changes it. The .lil file defines which of the lines are
generates and with which type from the library, using the codes representing each point on the transverse
profile to group them by code in lines of the same type.

On an individual level, the selection of the drawing mode and the
order generating the graphic information is found in the elevation
menu.

On a project level, as we know, we can complete the data in the
project table associating different drawing modes to each axis.
The calculate button performs the tasks specified with the
[CAL][MEJ][ENL][REC][RFI] buttons, which have to be disabled
if we only wish to obtain the respective drawings.

The illustration on the left shows how there can be two axes
drawn using different .lil files.

When transverse profiles are edited manually, take care not to "destroy" important codes, as the program
could be prevented from automatically linking the points by lines. A file called Leelinel.txt details the
codes of each point of the transverse profile, as they are automatically generated by ISTRAM
.

[Ground plan] This option asks for the number of the axis and the first and last profiles of the stretch we
wish to draw. It immediately generates longitudinal and transverse lines and land clearance and slope
combs.

[Delet] eliminates the graphic elements generated with the last option, Ground plan.



7.2.1- Page distribution for ground plan

With the [Ground plan] command, we obtain the graphic
representation of the axis or complete project we are
designing. If, however, we wish to obtain the plans, we
have to use a file containing the coordinates of a page
distribution with the chosen format.

The page distribution for
the ground plans of the
project is generated from
the [GROUND PLAN
DRAWING] submenu
located in the GROUND
PLAN side menu.

The application requests
the axis number and a
sheet length to
automatically generate
page distribution which,
as we know, is stored in a
.pag file.

Remember the relation between the format used, the scale and the sheet length provided. Classic paging
used A1 formats on a scale of 1:1000 in stretches of 700 m of axis.

The page file can be loaded at any time to process the information displayed on the screen and prepare
plans to be physically printed on a printer or plotter. We can also create digital plans in pdf, dxf or dgn
format.

7.2.2- Ground plan drawing modes
The ground plan drawing modes reflect the type of representation with 3D lines chosen for the different
elements. In the modes predefined in our library, the names of the *.lil files use a combination of letters
which helps to identify the elements drawn if this mode is selected:

L Longitudinal lines along the axis (the axis itself, road borders, verge borders, etc.)

B Borders of scope (slope feet and land clearance heads)

P Piano lines of slopes

E Margins of Expropriation (by default, 5 metres)

T Transverse land profiles, where applicable

C Closed areas to represent land clearance and slopes by colour

M Walls



For example, LBT.lil mode orders the drawing of the longitudinal lines of the platform, the borders of scope
and the transverse profiles. The specific colours and modes are described in command lines in the file.

Following are some graphic examples of the result obtained by applying different .lil files provided by
ISTRAM
by default in its \ispol\lib directory.

For slope piano lines we have several surnames for code P. P11 orders the program to draw the lines
from the border of the verge and P5 does the same but from the border of the berm (code 50).

Lp5.lil l slope piano lines from border of berm Mode Lp5m.lil, which draws walls on ground plan.

Lp11.lil, slope piano lines from shoulder. Drawing mode LBT.lil, 3D view of results.



7.2.3- Description of the .lil drawing mode files
These ASCII files can be edited using, for instance, Windows notebook.

By default, these files use the lines in the basic or primary library. If it has been altered, the results or
appearance of the drawings may not be as you wish. On the other hand, we recommend that users enrich
the library with types of lines which could enhance the quality of their work.

Users can edit and view the different modes provided in the basic ispol library and change (recommending
the use of a specific user directory or libuser) the commands to their own taste. It is quite easy to read or
interpret drawing commands. Remember that new or modified *.lil files should be stored in the
\ispol\libuser user directory or the .\lib project directory.

Some commands use existing platform and sub grade line codes, as shown in the following figure:

Following is a description and explanation of a simple drawing mode:

# DEFINITION OF L LINE LABELLING ACCORDING TO CODES #
# type of L up to code elements #
# --- --------- ---------------- ------------------------------ #
T 25 -100. central reserve bottom #
T 3 -50. central reserve berm and auxiliaries #
T 5 1. continuous white band #
T 60 2. another continuous white band #
T 3 11. external shoulders #
T 25 50. external berms #
T 611 100. Pavement-sub grade line cut #
T 82 1000. slope #
T 39 1200. ditch #
T 43 2000. land clearance #
T 69 3000. insufficient land clearance #

The bottom of the central reserve will be drawn with the L25 line type, together with all the possible lines
between it and the border of the berm, using the L3 line type, etc. To inhibit the representation of any of
these lines, just allocate a 1 line type to the respective code.

######################################################################
# DEFINITION OF OCCUPATION AND EXPROPRIATION LINE LABELLING #
# type of L elements #
# --- --------- ---------------- ------------------------------ #
B 65 areas reached #
E 3 expropsiation area #

The types of line used to represent both borders of scope (L65) and the limits of the expropriation area
(L3) are defined here.

Ground plan drawn with drawing
mode BE.lil


The lines representing transverse profiles are drawn with type L61.

######################################################################
# DEFINITION OF TRANSVERSAL LINE LABELLING #
# type of L elements #
# --- --------- ---------------- ------------------------------ #
R 61 transverse lines #

Ground plan drawn with drawing mode LT.lil

######################################################################
# DEFINITION OF PIANO LINE LABELLING #
# type of L dis(mm) anular 1 length every n #
# --- --------- -------- ------- ------------------------------ #
P 0 5. 1. 2 #

According to this mode, for slope piano lines we draw with an
L0 polyline with the lines 5 mm apart (5 metres on the site,
assuming a scale of 1:1000).

If the resulting line measures less than 1 mm. it is not
included in the representation, as it would not be visible. We
also draw one of each couple of lines longer.

Ground plan drawn with peine .lil drawing mode



The file ends with the word END in upper case letters, invalidating all subsequent commands.

######################################################################
END #
######################################################################

When we wish to test the functionality of some of the elements of the drawing mode, one way to prevent
others from being represented is for the # symbol to precede the respective line, so that if we later believe
that it is best to re-enable the command, we just activate the line by removing the # symbol.

Also, remember that several orders of the same type cannot be used at the same time. The last order will
be the one used. In the following case, for example, only C5 will be taken into account:

######################################################################
# DEFINITION OF LABELLING CREATION OF ENCLOSED AREAS #
# type of L Clear type of L Land #
# --- --------------- -------------- #
C11 72 71 (from verge border c==11) #
C 72 71 (from sub grade line) #
C5 72 71 (from Berm cod==50) #

It would be correct, however, to place a # character at the beginning of lines C11 and C
We now describe all the possibilities of this program, by area, also defining specific modes for railway and
pipeline projects.

Line drawing of any surface and code

These files admit the possibility of drawing a line joining the points of the transverse profile of a given
surface with a specific code. The tubera2.lil file uses this new command:

######################################################################
# LINES EXTRACTED FROM ANY SURFACE BY THE CODE #
# Type of L Surface Code elements #
# --- --------- ---------- ------ ------------------------------ #
LS 40 68 2. bottom of ditch excavation #

There are another two commands which enable us to
draw the transverse or longitudinal lines of any
surface without having to specify the codes. It is
suitable for drawing tunnels. The BOVEDAS.lil file,
which uses these concepts, is included in the library.

Ground plan drawn with the Bovedas.lil drawing mode



######################################################################
# bovedas.lil #
######################################################################
######################################################################
# LONGITUDINAL LINES EXTRACTED FROM ANY SURFACE #
# Type of L Surface elements #
# --- --------- ---------- ------------------------------ #
LL 40 11 Support (without inverted vault) #
LL 40 7 Support (with inverted vault) #
LL 0 12 Facing (without inverted vault) #
LL 0 8 Facing (with inverted vault) #
#--------------------------------------------------------------------#
# TRANSVERSAL LINES EXTRACTED FROM ANY SURFACE #
# Type of L Surface elements #
# --- --------- ---------- ------------------------------ #
LT 40 11 Support (without inverted vault) #
LT 40 7 Support (with inverted vault) #
LT 0 12 Facing (without inverted vault) #
LT 0 8 Facing (with inverted vault) #
######################################################################

Perimeters or land clearance and slope areas

LAND CLEARANCE and SLOPE perimeters can be represented instead of piano lines, using closed
lines which can be filled in with solid colours, with patterns of SGL raster fills. The library includes lc.lil
and recinto.lil files, which use this possibility. Following is part of the recinto.lil file:

Using code C, the slopes start at code 100, which is t he drainage point of the sub grade line Code C5
starts at 50, which is the end of the berm, and, finally, code 11 starts from the verge border.

# DEFINITION OF LABELLING CREATION OF CLOSED AREAS #
# type of L Clea type of L Land #
# --- -------------- -------------- #
C 72 71 #
# C5 72 71 (from Berm cod==50) #
# C11 72 71 (from verge border c==11) #

Ground plan drawn with Recinto.lil drawing mode



Closed areas

The Areas.lil file includes commands enabling us to draw closed areas limited by reference codes
taken from given surfaces:

######################################################################
# Areas.lil #
######################################################################
# Closed areas defined by two lines #
# Syntax: #
# A Tipo_lin Sup_1 Lad_1 Cod_1 Mod_1 Sup_2 Lad_2 Cod_2 Mod_2 #
# Where: #
# A : Command #
# Tip_lin : Type of line to draw the area #
# First border: #
# Sup_1 : Surface from which it is taken (67,68,...) #
# Lad_1 : Side from which it is taken (0->der 1->izq) #
# Cod_1 : Reference code (1.,2.,11.,, 600.,....) #
# Mod_1 : Mode 0->Only if the exact code exists #
# -1->First code equal or less #
# 1->First code equal or more #
# Second border: #
# Sup_2 : Surface from which it is taken (67,68,...) #
# Lad_2 : Side from which it is taken (0->der 1->izq) #
# Cod_2 : Reference code (1.,2.,11.,, 600.,....) #
# Mod_2 : Mode 0->Only if the exact code exists #
# -1->First code equal or less #
# 1->First code equal or more #
#--------------------------------------------------------------------#
# ----FIRST BORDER------- ----FIRST BORDER------- #
# A Lin Sup_1 Lad_1 Cod_1 Mod_1 Sup_2 Lad_2 Cod_2 Mod_2 #
# - --- ----- ----- ----- ----- ----- ----- ----- ----- #
A 74 67 0 1. 0 67 0 2. 0 Bed D #
A 74 67 1 1. 0 67 1 2. 0 Bed I #
A 75 67 0 1. 0 67 0 -11. 0 Ditch Di #
A 75 67 1 1. 0 67 1 -11. 0 Ditch Ii #
A 75 67 0 2. -1 67 0 11. 0 Ditch D #
A 75 67 1 2. -1 67 1 11. 0 Ditch I #
A 71 67 0 50. -1 68 0 601. 0 Slope D #
A 71 67 1 50. -1 68 1 601. 0 Slope I #
A 72 68 0 1103. 0 68 0 1399. 0 Clear D #
A 72 68 1 1103. 0 68 1 1399. 0 Clear I #
######################################################################

Ground plan drawn with the Areas.lil drawing mode



Land clear slope piano lines

There are different commands to represent the piano lines of slopes, as follows.
The LP11M.lil drawing mode includes the P11 command. It draws the piano lines from the border of the
verge so that the ditches are not included. It does not draw the lines of the berms at the sides of the
roadbed or the cut with the sub grade line:

######################################################################
# DEFINITION OF LABELLING OF L LINES ACCORDING TO CODES #
# --- --------- ---------------- ------------------------------ #
T 39 -51. bottom of central reserve #
T -1 -12. central res. berms annulled -1 #
T 81 -10. central res. auxiliary inner verge#
T 31 10. principal roadbeds #
T 81 15. external verges #
T -1 110. external berms annulled #
T 82 1000. slope #
T 39 1200. ditch #
T 69 3000. inadequate land clearance #
######################################################################
# DEFINITION OF LABELLING FOR COMBS #
# --- --------- -------- ------- ------------------------------ #
P11 0 1. 1. 2 (Peinado desde b.arcen) #
######################################################################

The LP2.lil file contains the P2 command which draws the piano lines of the slopes starting
from code 2 (border of road bed, white band).
We also observe a PT code to represent the land clearance and slope piano lines with different
types of line.

######################################################################
# LP2.lil (LineL, Piano from code 2) 18/10/2004 #
######################################################################
# DEFINITION OF LABELLING FOR PIANO LINES #
# type L clearance type L slope #
# --- --------------- ---------------- #
PT 43 40 #
######################################################################
# --- --------- -------- ------- ------------------------------ #
P2 0 1. 1. 2 (Piano from roadbed border) #
######################################################################

As an example, to draw the piano lines on slopes between specific code, the PeinaMur.lil file is
included, with which only two areas of wall backfill can be drawn.

P0: Defines the parameters of the piano lines but cancels them all except those defined by PCD or PCT.
PCD cod_pie cod_cab: to define piano lines on cleared land between two specific codes.
PCT cod_cab cod_pie: to define piano lines on a slope between two specific codes.

######################################################################
# --- --------- -------- ------- ------------------------------ #
P0 0 1. 1. 2 (Only piano lines by code) #
# Piano lines by land clearance codes #
PCD 1251. 1290. #
# Piano lines by slope codes #
PCT 601. 601.1 #
######################################################################


The PI command changes from suitable cleared land to unsuitable cleared land for drawing piano lines on
slopes and longitudinal L lines. This command acts in sections in which the [LAND
CLEARANCE][LAND/VAULT][T.I.] option has been chosen when defining land clearance on
inappropriate land.
This command is included in the PEINE_b.lil file.

######################################################################
# GO OVER COMPETENT/UNSUITABLE POINT FOR PIANO AND L Lines #
PI #
# --- --------- -------- ------- ------------------------------ #
P5 0 1. 1. 2 (from berm cod==50) #
######################################################################

Ground plan drawn with Peine.lil drawing mode Ground plan drawn with Peine_b.lil drawing mode.

Command PA or CA automatically determines the head of the piano lines searching by codes 100, 50,
11, 2. It considers the first of them which is not disabled in the profile for drawing in the .lil file. In the
PeinesA.lil file, code 100 (drainage of sub grade) line drawing has been disabled, so the piano lines
start on the berm line (50), verge border (11) or roadbed border (2).

######################################################################
# PIANO LINES of land clearance and slope with different type of line
#
# piano lines from the berm #
# Command PA and CA: automatically select the first code : #
# 100, 50 , 11 , 2 which is in the profile and has been ordered to be
drawn. (100 is not drawn in this file) #
######################################################################
# --- --------- ---------------- ------------------------------ #
T 39 -50. bottom of central res. #
T 81 -10. berms and central res. auxiliaries #
T 81 60. berms and external verges #
T -1 110. Do not draw subgrade line #
T 82 1000. slope #
T 39 1200. ditch #
######################################################################
# --- --------- -------- ------- ------------------------------ #
PA 0 1. 1. 2 (Automatic) #
######################################################################



There is a specific drawing mode for railways, the LPbalast.lil file. It includes a command to draw
piano lines, PB, enabling them to be drawn on the ballast slope (code 11-12) and form layer (13-100 or 50-
100).

######################################################################
# --- --------- -------- ------- ------------------------------ #
PB 0 5. 1. 2 #
######################################################################

Ground plan drawn with LPBalast.lil drawing mode.

To replace slope piano lines with scalable symbols, replace the 1length of each n (-1) field (see
Pmuelle.lil, which uses the S89 symbol).

LONGITUDINAL AND TRANSVERSAL WALL LINES

For walls with Width and Depth, surface 150 of the ISPOLn.lil file, we include the lp5m.lil file, which
contains these commands:

######################################################################
# DEFINITION OF LABELLING FOR WALLS #
# type of L #
# --- --------- #
ML 150 Longitudinal lines #
MT 0 Transverse lines #
######################################################################

This same lp5m.lil includes a definition for the longitudinal lines of the section which separate the types
of lines of the berms on the platform and the borders of verges, which are mixed together in other .lil files.
More types can be separated by entering the respective codes.

######################################################################
# --- --------- ---------------- ------------------------------ #
T 39 -51. bottom of central res. #
T 33 -12 central res. berms #
T 81 -10. central res. auxiliaries #
T 81 15. external verges #
T 33 110. external berms #
T 82 1000. slope #
T 39 1200. ditch #
T 69 3000. unsuitable land clearance #
######################################################################


Ditches and ditches at tops of slopes

The ditch lines (bottom of ditch or any other line characteristic of the section) can be drawn by changing
the type of line according to the gradient and its orientation, depending on the direction in which water
falls. It also inserts one symbol on the high and another on the low points.

######################################################################
# cuneta.lil #
######################################################################
# It draws the line of the bottom of the ditch oriented according to the
gradient #
# and with a different type of line according to the gradient:
#
# #
# SUP : Surface of profile (68: excavation) #
# COD : Code of point to be extracted (600: bottom of ditch) #
# TL1 : Type of lines for gradients between 0% and P1% #
# TL2 : Type of lines for gradients between P1% and P2% #
# TL2 : Type of lines for gradients of over P2% #
# P1% and P2% : Cut gradients #
# SPB : Symbol for low points #
# SPA : Symbol for high points #
######################################################################
# SUP COD. TL1 P1% TL2 P2% TL3 SPB SPA #
# -- --- ---- --- --- --- --- --- --- --- #
LP 68 600. 635 1.0 633 4.0 634 71 5 #
######################################################################

Ground plan drawn with Cuneta.lil drawing mode

There are two commands to draw the longitudinal and transverse lines of ditches on the top of slopes
when they are defined in a separate type of line. The library includes the LTG.lil file, which uses these
new commands (GL and GT).

######################################################################
# DEFINITION OF LABELLING FOR SEPARATE DITCHES AT TOPS OF SLOPES #
# type of L #
# --- --------- #
# GL 50 Longitudinal lines #
# GT 50 Transverse lines #
# types of L #
# --- ---------- #
GL2 50 168 Longitudinal lines (Terr,clear) #
GT2 50 168 Transverse lines (Terr,clear) #
######################################################################



Areas to delimit countersink and demolition in expansion and improvement projects

There is a command enabling us to use different types of line to represent countersink or demolished
areas or uses parts of an existing roadbed.
The library includes two files, D.lil and D2.lil which contain this command.
In D2.lil, the command is used for motorways with independent reinforcement on both roadbeds.

######################################################################
# D.lil Cutting and demolition #
# D : Single existing roadbed #
# D2: Double existing roadbed (one on each semi-profile) #
######################################################################
# TYPES OF LINE #
# Exist RB Cutting Demo #
# --- --------- -------- ------- ------- ------- -------------- #
D2 75 37 43 0 0 0
######################################################################

Ground plan drawn with D.lil drawing mode.

Bevel cones

The library includes the derrames.lil file with a command which draws bevel cones on the stirrups of
structures. It also pains bevel cones on non-perpendicular stirrup structures, in a sequence: SLOPE-
SEMISTRUCTURE-STRUCTURE-SEMISTRUCTURE-SLOPE, etc...

######################################################################
# DEFINITION FOR BEVEL CONES #
# Admits N,N5 and N11 as piano lines. #
# Slopclea SlopeTer AngMaxCono DisMaxFront TypeBorde TypePiano #
# --- -------- -------- ---------- ------------ --------- --------- #
N5 0.20 1.00 2.00 0.50 82 0 #
######################################################################

Ground plan drawn with Derrames.lil drawing mode



DRAWING 3D LINES FROM A SYMBOL

Ground plan drawing mode carriles.lil contains commands enabling us to extract a symbol (lanes)
from the profile and use them to construct a 3D line along the axis.
If the desired profile does not appear in a profile, the program interrupts the line.

######################################################################
# LINES EXTRACTED FROM ANY PROFILE SYMBOL #
# Type of L Symbol Side elements #
# --- --------- -------- ---- ------------------------------ #
S 170 301 0 Right-hand lanes right side #
S 170 301 1 Right-hand lanes left side #
S 170 302 0 Left-hand lanes right side #
S 170 302 1 Left-hand lanes left side #
######################################################################

The CentroTun.lil drawing mode uses the previous command, which enables us to represent the
centre of tunnels as a 3D line. It is applicable to both roads and railways.
Information can be extracted from this line and projected on the axis, generating a top, etc...

######################################################################
# CentroTun.lil #
######################################################################
# LINES EXTRACTED FROM ANY PROFILE SYMBOL #
# Type of L Symbol Side elements #
# --- --------- -------- ---- ------------------------------ #
S 170 313 0 Centre tunnels right side #
S 170 313 1 Centre tunnels left side #
######################################################################

CRITICAL POINTS

The "SS" command enables us to extract the position of an associated symbol from inside another and
generate a 3D line and .pmt file for subsequent use in the study of clearance gauges.
When several "SS" commands are added, we create the possibility of adding the points to the same .pmt
file (pmt=2) where each point is numbered with its type of symbol.
If the desired symbol does not appear in a profile, the program interrupts the line.

######################################################################
# Pcritico.lil #
######################################################################
# LINES EXTRACTED FROM A SYMBOL INSIDE ANOTHER PROFILE SYMBOL #
# Lin Sym Princ_sym side pmt name #
# --- --- --- --------- ---- ----------- -------------------------- #
SS 170 82 301 0 1 82_301_0 # 1-> create 82_301_0e1.pmt #
SS 160 80 301 0 2 82_301_0 # 2-> add 82_301_0e1.pmt #
SS 163 74 301 0 2 82_301_0 # 2-> add 82_301_0e1.pmt #
#--------------------------------------------------------------------#
# Extracts the position of symbol S82 from symbol S301 on the right-hand
side #
# and creates Line L170. #
# Also creates file 301_0e1.pmt (e1->eje 1) #
######################################################################



DRAWING WELLS AND PIPES

For pipeline projects, the system provides a series of specific commands, such as:

ZN. Names of WELLS on ground plans
ZP. 3D drawing of the mouth and bottom of the well
ZT. 3D drawing of the pipes
ZD. Description of the well
ZM. Pipe material and diameter
ZS. Description of the pipe

There is an example of these commands in lib\tuberias.lil.
The ZC command enables us to label the real angle of elbows due to angular points both on the ground
plan and on the elevation in sexagesimal degrees. The angle is calculated in 3D.

######################################################################
# Z-O : enables control of orientation (third character) #
# O= 0 : Absolute angle. #
# O= 1 : Relative to the axis #
######################################################################
# WELLS style dx dy angle tama th tv O #
# ----- ------ ------ ------ ----- ---- -- -- - #
ZNO 8 3. -2. 90. 3. 0 2 1 well name #
ZDO 8 -3. -2. 90. 3. 0 2 1 description #
# WELLS simbo dx dy angle O #
# ----- ------ ------ ------ ----- - #
ZZO 80 0. 0. 0. 1 well symbol #
# POZOS tiplin diam.up diam.down n_sides #
# ----- ------ --------- --------- ------- #
ZP 0 1.0 1.2 16 well drawing #
# PIPES tiplin equid. n_sides #
# ----- ------ ----- ------- #
ZT 0 10. 16 pipe drawing #
# PIPES style dpk(x) deje(y) angle tama th tv O #
# ----- ------ ------ ------ ----- ---- -- -- - #
ZMO 8 10. 2. 0. 2. 0 0 1 material and diameter#
ZSO 8 10. -2. 0. 2. 0 4 1 description #
# ELBOWS Symbol dx dy ang. O(real angle in sexagesimal parts) #
# ----- ------- ---- --- ---- - #
ZCO 635 0. 0. 0. 1 #
######################################################################

Ground plan and 3D view of an axis represented with Tuberias.lil drawing mode

A minimum angle can be established in order not to label elbows with angles of less than this value, using
these drawing modes:
TUBERIA3.lil which uses a symbol.
TUBERIA4.lil which uses a cell.


Following is the content of these *.lil files:

######################################################################
# tuberias3.lil #
######################################################################
# LINES EXTRACTED FROM ANY SURFACE BY CODE #
# --- --------- ---------- ------ ------------------------------ #
######################################################################
# Z-O : enables control of orientation (third character=O) #
######################################################################
# ----- ------ ------ ------ ----- ---- -- -- - #
ZNO 8 3. -2. 90. 3. 0 2 1 well name #
ZDO 8 -3. -2. 90. 3. 0 2 1 description #
# WELLS symbo dx dy angle O #
# ----- ------ ------ ------ ----- - #
# WELLS typlin diam.up diam.down n_sides #
# ----- ------ --------- --------- ------- #
# PIPES typlin equid. n_sides #
# ----- ------ ----- ------- #
# ----- ------ ------ ------ ----- ---- -- -- - #
ZSO 8 10. -2. 0. 2. 0 4 1 description #
# ELBOWS Symbol dx dy ang. O ang_min (real angle in sexagesimal parts)#
# ----- ------- ---- --- ---- - ------- #
ZCOM 635 0. 0. 0. 1 2.0 (only greater than 2 degrees)#
# ZCO 635 0. 0. 0. 1 #
######################################################################
# end #
# --- #
END #
######################################################################

Ground plan of an axis represented with Tuberia3.lil drawing mode.



######################################################################
# tuberias4.lil #
######################################################################
# LINES EXTRACTED FROM ANY SURFACE BY CODE #
# --- --------- ---------- ------ ------------------------------ #
######################################################################
# Z-O : enables control of orientation (third character=O) #
######################################################################
# ----- ------ ------ ------ ----- ---- -- -- - #
ZNO 8 3. -2. 90. 3. 0 2 1 well name #
ZDO 8 -3. -2. 90. 3. 0 2 1 description #
# WELLS symbo dx dy angle O #
# ----- ------ ------ ------ ----- - #
# WELLS typlin diam.up diam.down j n_sides #
# ----- ------ --------- --------- ------- #
# PIPES typlin equid. n_sides #
# ----- ------ ----- ------- #
# ----- ------ ------ ------ ----- ---- -- -- - #
ZSO 8 10. -2. 0. 2. 0 4 1 description #
#--------------------------------------------------------------------#
# ELBOWS Cell length ang_min (angle of elbows on ground plan) #
# ----- ------- -------- ------- #
ZCPM 20 20. 2.0 Only over 2 degrees #
# ZCPC 20 20. #
######################################################################
# end #
# --- #
END #
######################################################################

Ground plan of an axis represented with Tuberia4.lil drawing mode

BIONDA PROTECTORS

The library includes the Biondas.lil drawing mode, enabling us to draw internal and external bionda
protectors. The internal bionda for the right-hand lane is on curves to the right, and the bionda for the left-
hand lane is on curves to the left.



7.3- Drawing longitudinal profiles

This menu enables the generation of plans
with the longitudinal profile of the ground and t
he grade line with its vertical arrangements. It
is usual also to represent, on several lower
bands, the figures corresponding to heights,
kp, etc., forming a drawing similar to the strings
of a grid showing the data pre-established by
the user and the diagrams of alignments,
cambers, land balance, walls etc., of an axis.

When we enter the menu, the data pertaining to the current axis is updated with the files declared in the
project table. The options on the side menu are described below.

[Longitudinal] It generates on the screen the plans of the longitudinal
profile of the current axis, following the pattern predefined in the
"lib/ISPOL.gui" file, which we will discuss later, and a series of data to be
entered in the following floating window:

[Initial KP] First KP on the first sheet.
[Final KP] Last KP to be shown.
[Horizontal scale] for KPs
[Vertical scale] for heights.
[Name for the page file] (*.pag).

This file will contain the definition of sheets which will then be used to send
the plans to the plotter, with the PRINT menu option entitled "Automatic
Paging (see cartographic module manual).

Automatic ground plan sub-paging? (y/n)

For the generation of the paging, ISTRAM
seeks an area above the

theoretical data limit (green rectangle). If we answer yes to the above
question, the respective band of the ground plan appears on the plans. The
*.gui pattern in use should have a sufficient declared upper margin of
paper to include a sufficiently wide band of ground plan (ispol7.gui has a
free margin of 251 mm).



When we know draw the longitudinal profile, we can select the length in millimetres x sheet regardless of
the loaded x axis.
We can also select the width and height of the drawing regardless of the chosen format.
When the length is changes in mm x sheet, this automatically changes the drawable Xmax values and
the width of the paper, so the drawing can be made regardless of the selected format.
From the longitudinal profiles dialogue box, we can also change the selected format and x axis.
Finally, ISTRAM
will generate on the screen the pages of longitudinal profiles (use "Zoom" and "SD"
options for details). These profiles can also be edited with all the programs options and can be saved in
"*.edm" files like any other drawings.

[Delet] It eliminates from the current editing session all the graphic objects generated since the menu was
entered, including interactive editions using the MENUS dropdown options. Any option which SAVES
temporary security files will prevent the use of "Delete", as they will set the counter at the end.

[Position] It asks for the number of bands occupied by profiles if you enter with an occupied band which
is not included in the green rectangle. It will respect all those you declare and draw in the next. Each band
is calculated with a height suitable for the current format.

[Change Axis] It loads the data and performs the calculations required to draw the longitudinal profile of
another axis. The names of the files to be used are taken from the current "Project (*.pol)".

[Active Axes] It enables the simultaneous generation of the longitudinal profiles of all the axes in an
active group. The Axis number Model also has to be active.
It is possible to order axes by group, using the Order by group command.
This options has two possibilities for the automatic selection of the initial and final KPs for the longitudinal
profile of each axis:
YESAccording to the calculation stretches. From the initial KP of the first stretch to the end of the last
stretch.
NOAccording to Ground Profiles.

[Grid data] It asks us to select a longitudinal profile template from those available in the library. Until it is
changed for another, the last one selected will be available in the library under the name of ISPOL.gui.
ISTRAM
uses the "lib/ISPOL.gui" file as a pattern in the generation of the longitudinal profile. The user
can change the content of this file by means of the X axis option, which enables him/her to choose any of
the files in the library with an *.gui extension. The chosen file is copied to the "lib/ISPOL.gui" which is
used as a pattern until overwritten by another operation like this one.

[Format] Once a paging format has been selected, it will remain in use until it is changed using this
option.

In general, the process first needs to know which paper format is to be used; its dimensions must be
compatible with the axis length specification for the axis to be represented.

When we use automatic ground plan sub-paging (ground plan and longitudinal profile will be on the same
physical page), we have to use formats and X axes with which an acceptable result is feasible.

[Ground Plan Cut] As the longitudinal profile drawing is paged in sheets (of 700 m, for instance), this
option generates polygons for cutting in respective length sections, with the paging of the current axis, so
that using the Copy area option (TOOLS menu), we can combine each longitudinal profile with the
corresponding piece of ground plan, or directly export the squared pieces of map to edm or dxf files, etc..

The data requested is:

- Starting profile? Kp starting the first sheet.
- Final profile? Last Kp on the last sheet.
- Sheet length (m)? Axis length on each sheet.
- Intermediate every? A point on profile multiples of...
- Width on left? Band on the left of the axis.
- Width on right? Band on the right of the axis.

As many closed polygons are generates as are required to cover the ground plan of the axis, marking
orthogonal cuts on the axis at each page cut.



If we have selected Automatic ground plan subpaging in the Longitudinal option, this option is NOT
necessary, as when the plan is generated, the program copies the information about its position to the
cartography and pastes it in a window on the longitudinal profile.

Preparation of data for drawing the mass diagram

[MASS DIAG] It drops down a menu enabling
us to manipulate the data of the mass diagram
of the current axis or the overall mass diagram,
before drawing the longitudinal profile.

This information will only be drawn if the
[Ground] [Mass diagram] option described on
the .gui template is enabled.

7.3.1- Text tables

Up to 10 independent tables
can be defined. In each table,
we can create an indefinite
number of stretches with an
initial KP, a final KP and a text
of up to 60 characters.

These tables are used to label
different areas of the grid data
of the longitudinal axis.

These tables are stored in/recovered from the .vol file.

From the interactive grid editor, we can define the location of these tables on the sheet.
These tables are designed to issue constant information on each of the plans.



7.3.2- Point tables

Up to two tables of points
associated to each axis can be
defined and stored in the *.vol
file.
Each datum on each table
contains:
- KP of the axis.
- Symbol.
- Z, which can be:
relative to the ground.
absolute
relative to the right
grade line.
relative to the left
grade line.
associated text.

Points can be uploaded from top/toc files. We are asked for the maximum distance to the axis and the
initial and final KPs.

The points not projected between the first and last KPs of the axis are always excluded.

The "Start" option deletes all the data from the current table.

These symbols, their associated texts, their KPs and their heights can be drawn on the longitudinal profile
or on the grid data and they can also be seen on the grade line menu.

7.3.3- Interactive editing of grid data for longitudinal profiles

Access is from the [Generate .gui] option of the
LONGITUDINAL menu and it deploys the following
dialogue box which acts as a guide for designing
new or altering existing grid data.

It contains the different options which control the
information groups which can be processed to
create drawings.

The *.gui files contain information about how to generate the longitudinal profile. The user can alter
existing or create new ones. This can be done from any text editor, but it is advisable to do this
interactively from the GENERATE .gui option.

Format of .gui files

The grid data definition file comprises a header and other blocks:

The only essential blocks are the lines starting with a number and the line containing the word "END" (end
of each block).

Lines starting with "#" are not interpreted by ISTRAM
(comments) and lines starting with an

alphanumerical code can be deleted, replaced or commented.

Commands from different grid data can be combined in each block.


All these lines with codes can also be repeated several times before the END of their respective blocks.

There are several examples of different grid data in the lib library files, under the name of ISP**.gui.

Each time we press one of the buttons, we access a submenu providing a series of options and elements
which are conceptually associated and enable us to configure the drawing system in similar work areas.

In all these dialogue boxes, the [Back] key returns the control of the system to the previous point. It is
advisable to remember that, by default, G001 is presented as the name of the future grid data file to be
generated. The files are stored following the known library concept. The [Load] option enables us to select
existing *.gui for editing, saving the last one selected. We have to complete the Nom: G001 field before
saving the new grid data to a file.

If the grid data saved is the same as the one used for drawing, it is automatically reloaded.

Specification of size per sheet and origin of the drawings coordinates

By default, the system offers a size in mm which, used with the working scale, will return the length to be
drawn on each sheet. For example, 700 mm at 1/1000 gives 700 m.
With their origin in the lower left-hand corner of the available drawing area, dx and dy are the relative
coordinates of the origin of the graphic longitudinal profile. From Dy down is the space reserved for the
grid data.

On each sheet we can draw both the longitudinal profile and the
corresponding portion of ground plan. The data defining the size to be
used for the ground plan and longitudinal profile are defined in the
[Ground] [Parameters] submenu.

The program determines the optimal rectangle containing these 700
m, but needs to know (provided from the grid data definition) the
vertical dimension of the available window.

The following figure shows how the program automatically assigns subpages.

The following sections contain brief comments on some of the details of all these parameters.
We recommend that you use the [load] option and select several of the existing grid data to familiarise
yourself with these definitions. The graphic pattern shown on the screen will help you to understand the
definitions.



7.3.4- Grid data for longitudinal profiles, fix norm

FIX NORM deploys a menu enabling us to
define the different fixed elements on each sheet
which are independent from the KPs, heights or
elements of each project:

In this section, we can define the grid of
horizontal and vertical lines accompanying the

We can also label the horizontal and vertical
scales.

With the [FIX NORM] [EQUIDISTANT HORIZONTAL LINES] HORIZONTAL GRID Zone
[all/below] option, we can configure the grid data so that we only draw the horizontal lines below the
ground or all of them. This option is found in the TUBOS7.gui grid. By default, it is in the lower left-hand
corner.

If several data is created of EQUIDISTANT HORIZONTAL lines, the elevation point is only labelled on the
last series defined.

The [FIXED PATTERN][AXIS NAME LABELLING]NAME OF AXIS option enables us to label each
axis on each page of the longitudinal profile.



7.3.5- Data associated to the ground, transverse profiles and design
information

GROUND enables us to define a variety of
elements associated to the transverse profiles
of the ground, to the ISPOLn.per profiles and
other entities.

All the parameters to be defined are applied in
general so we obtain information from the
design of the axis and represent as many data
as possible.

Together with the longitudinal profile of the ground, we can draw other surfaces in the ISPOLn.per file
(they are seen when editing the grade line). This is done by activating GROUND->TRANSVERSE LINES.

In this case, if the surfaces have no codes (grounds), we ignore the code field and merely check that the
first point is at 0 distance from the axis.

The data corresponding to the profile of each line are entered from a distance to the comparison plane,
"CPDis.". If a value other than zero is written in this box, the real height of the line is not taken into account
and it is drawn as a horizontal stretch in the specified position.

PARAMETERS
All the data have a simple explanation, provided to
the side of each entry.

[0.0] Comparison plane multiple of
If a value other than zero is entered, this value will
be used. If not, it will continue to do so, considering
that it depends on the vertical scale and on whether
equidistant horizontal lines are used to mark the
reference heights.

[TRANSVERSE LINES]

On each profile, we can label the distance to the axis on the ground plan of the selected element in the
PROFILE zone. The surface and code identify the point of the transverse profile.



[OTHER AXES, OTHER LONG, OTHER LINES AND CROSSING P.]

From this submenu, we define the form and distribution of the information added from the grade line editor.

Remember that we can view grounds and
platform or subgrade lines of other axes
involved in the project.

Through points are also representing, and
they are often essential for the interpretation
of a design.

[OTHER AXES]
A 5-metre margin is admitted to label the KP of
the intersection of the axes outside the cut
platform of the other axis.
It is possible to label the names of other axes
on the longitudinal profile.

The KP and Z of the grade line of the other
axis can be labelled at the point of intersection
of the two, plus the KP and Z of the current
axis.

7.3.6- Data associated to the definition of vertical alignments
RIGHT VERTICAL ALIGNMENT and LEFT VERTICAL ALIGNMENT enable us to graphically
represent the vertical alignments, vertical lines of reference, and so on.

VERTICAL ALIGNMENTS SYMBOLS AND
NOTES ON THE VERTICAL ALIGNMENT OR
GRID DATA..

We can label the KP, Kv, the gradient difference
as a percentage and one-per-one of the
alignments.

The "W Angle Ps-pe rad" command offers the value in radians.

It is also possible to note associates to a vertex with or without an alignment:

The height of the ground, level difference, level difference cut and level difference fill.
It is also possible to label the level difference of the beds of the wells (height of bed height of ground).
VERTICAL ALIGNMENTS WELLS AND VERTICAL Red Z bed.

The Copy from left R function transfers all the left vertical alignment data to the right



7.3.7- Diagrams of superelevations and widths
SUPERELEVATION DIAGRAM

If we have only defined one
superelevation datum at the
start of the axis, another is
added at the last KP in order
to be able to draw the
superelevation diagram on
all the sheets.

The superelevation diagram for railways considers the height difference between the lower height and the
vertical alignment for S-shaped bends.

Relative border gradient enables labelling with the option: mm/m FFCC.
The FFCC02.gui grid data uses the S321 symbol to represent this value in mm/m.

WIDTH DIAGRAM

It enables us to define all the parameters associated to the diagram of widths.

If we select the + SUPELEVN option, the diagram of widths shows the superelevations with the
information defined in the GROUND PLAN LABELLING menu, adapting the width of the triangles to the
diagram of widths.

The ISP15P.gui grid data uses this option.



7.3.8- Point tables

The following can be represented for each datum on the table:
The associated symbol.
The KP.
The height.
The associated name or text.

The data on each table can be represented at its real position on the profile or in a fixed position on the
grid data referred to the current comparison plane.

7.3.9- Route apparatus

This option enables us to represent the route apparatus in the grid data.
The Apa_Via.gui grid data uses these options.

7.3.10- Examples of longitudinal profiles and associated grid data
In particular, IsP14.gui explains how to note vertical alignments and diagrams of alignments and
superelevations; 15, 16 and 17 contain messages about notes. 18 adds notes on fabricated elements (so
do Isof1.gui and Isof2.gui). Others are specific for railways (FFCC01.gui, FFCC02.gui,
Renfe2k.gui), pipelines (Isp22.gui, Isp22b.gui, tubos3.gui, tubos4.gui, tubos5.gui,
tubos6.gui) or walls (muros.gui, muros2.gui), etc...

estruct.gui draws the structures defined in the STRUCTURES menu.

DiagVel.gui draws the Speed Diagram. We can label specific speed values, depending on the radius
and superelevation and depending on the radius.
Exceptionally, a horizontal 1:5000 or greater scale is recommended for this grid data.

Apa_Via.gui draws the route apparatus designed for railways.


Example of IsP01.gui grid data

Example of IsP02.gui grid data



7.4- Drawing transverse profiles

This menu can also be accessed from the ISMOS surface
modelling module and enables us to complete the graphic
representation and generate plans of the information
contained in the transverse profile files.

The ficheros Ispoln.per files generated from the
project menu can thus be presented in a distributed format
(several profiles on the same sheet) either on paper of
digitally (pdf, dxf, etc.).

The system enabling us to obtain these plans is similar to that described for the longitudinal profiles, a
descriptor file which, in this case, has a .gut extension, is responsible for storing the orders required to
draw a series of transverse profiles in a more or less detailed and enriched manner. ISTRAM
also offers a
transverse profile grid data editor enabling us to interactively alter these files.

The side menu contains the following options:

The selection of the file or files on which to apply the format+grid data
combination to generate plans could be as follows:

[Drain,Works] This option selects the "OF.per" drainage works file. It
should be used with the transverse grid data file: obfa1.gut

[File] it enables us to represent a selected profile file on the screen.

[ISPOL model] It represents the ISPOLn.per file, where n is the axis in
progress if it is fully calculated.

[ISPOL Ground] It represents the last file of ground profiles loaded since
"ELEVATION" or "VERTICAL ALIGNMENTS".

[Active Axes] It enables us to simultaneously generate the transverse
profiles of all the axes in an active group. The Model of the axis number
must also be enabled.
With this order, we can order axes according to group by means of the
Order by group option.

The system shows the following window for any of the above options:

The page file (*.pag)
stores the information
about the position of
the sheets to
subsequently generate
the plans for the
plotter.

[Delet] It eliminates the last transverse profiles generated.

With all the information, ISTRAM
generates the profile sheets in an area of the screen above the

theoretical data limit. These profiles can be edited with any of the ISTRAM

graphic utilities.
.
The [PRINT] menu contains all the tools with which to send these transverse plans to a printer (through
*.plt files) or virtually (dxf,dgn,pdf).


7.4.1- Interactive generation of transverse profile grid data
[Grid data] With this option, we can choose one of the *.gut files in the library to be the current definition.
The system copies the chosen file to ISPOL.gut and this configuration remains in use until the option is
changed again.

The orders described in these files can be edited and amended easily using the [Generate .gut] grid
data editor which deploys the following dialogue box to act as a guide for designing new grid data.

A series of button enable us to access the
different theme areas in which similar parameters
related to the type of data processed are grouped
to be included in the plans.

On each of the sub-screens, the [back] button
takes us back to the previous level.

In [OPTIONS], we can configure the scale or represent a square grid indicating its graduation. These
divisions can have whole values or include up to 2 decimals.
Another possibility would be to define a symbol for truncated axes by means of frontier lines in order to
label the number of the axis which overlaps the other side of the frontier line. By default, S657 is added,
labelling OVERLAP WITH AXIS X.

The FIX NORM option enables us to
describe the general parameters applicable to
all the profile in relation to basic aspects:
decoration, labelling, horizontal and vertical
line grids, etc.

[KP and DIFF-KP LABELLING] enables us to
label the number of the profile and the X and
Y coordinates of the axis on the profile.

[NAME OF THE AXIS ON PAGE] enables us
to label the name of the axis on each of the
transverse profile pages.

[NAME OF TYPE SECTION]
This enables us to label the name of the type section with each profile. The library contains the
ISP01st.gut grid data, which uses this command. This option opens a window like this:

The following parameters can be configured:
Sim/Est. Style of text with which to label the name of the type section.
Dis.Hor. Horizontal distance.
Dis.Ver. Vertical distance.
Angle. In sexagesimal degrees with which we can rotate the text.
Size. Height of the characters.
Eng.Hor. Horizontal hitch of the text, which can be: [left], [centre] and [right].
Eng. Ver. Vertical hitch of the text, which can be: [up], [head], [middle], [foot], [down].
Posic. Position relative to the profile: [South], [NW], [SW].



7.4.2- Drawing options for profile surfaces
The SURFACE DATA option deploys:

In this submenu, we define how the different
data obtained by the application from the profile
file is to be distributed.

The program enables us to define, in the
different sections, the type of attribute taken,
from which kind of surface, whether a label or a
symbol or both are used, etc.

The [ATTRIBUTES ON SURFACES] option can be used with surfaces without codes (e.g. competent land
line 66, plant cover line 104,). In these cases, the minimum and maximum codes are not taken into
account.

In the [ATTRIBUTES ON GRID DATA] option, we can give instructions to label the heights of the
characteristic points of a specific surface.
There are also two possibilities for Extension and Improvement projects:
SURFACE = -1 (Ground): the data is taken from surface 106 (existing roadbed), and
completed with surface 104 (plant cover) or 66 (innappropiate land).
SURFACE = -2 (Project): it completes surface 67 (roadbed) with 68 (excavation) and 69
(inappropiate land cut).

The MEASUREMENTS option deploys:

There are three possibilities in the Text option:
[All]. it lists the complete name of the measurement as defined in the *.dar table (e.g.
S.D_LAND= 52.28 m
2
).
[Short]. it lists the name of the measurement in narrow format (e.g. A.D_LAND 52.28).
[None]. No letters are added before the name of tne measurement (e.g. D_LAND= 52.28
m
2
).



When we press [CHARACTERISTIC Z] we are taken to the following window:

Z_Red in E.Turn
It enables us to label the
value of the red height
(Z_vertical alignment
Z_ground), and we can
configure the symbol used to
label the red height and its
position (of the symbol)
relative to the turn axis
(horizontal and vertical
distance and the angle).

The S629 symbol is used by
default.

7.4.3- Other options
Definition and drawing of closed areas

This submenu enables us to define surfaces using the same method used by the cubication systems or
.dar tables.

With the definition of surfaces, we tell the
programme how it should obtain them (with the
+ up, + down, cut options, etc.) and we then use
them in the definition of closed areas.

Branch drawing options added to the profile file


[ADD BRANCH DATA]
From this window, we can label information about the branches added with the [Add Branch] option on
the transverse profiles.

We can tell it to label the limit of the measurement, the information about the branch with regards to thekp,
axis number, axis name and name of the group to which it belongs, besides the height of the vertical
alignment of the branch.
We can see how it works with the following grid data: ARamal.gut.

7.4.4- Examples of some grid data for transverse profiles

Example of IsP01.gut

.


The following profile uses a grid data enabling us to draw symbols on the section:

The crossbeams and rails are automatically positioned when the type section pertains to railways, but the
trains and posts were added from elevation using the symbols to profile submenu.

The heights of the rail heads are also labelled using an order in the grid data.




LINEAR WORKS

8

PROJECT PRINTOUT AND REPORTS



notification.



LINEAR WORKS

7 07 Drawing Ground Plans and Profiles
8 08 Project Printouts and Reports
10 Railway Design




INDEX
INDEX

8 - PROJECT PRINTOUT AND REPORTS PAGE: 1 / 26

8 PROJECT PRINTOUT AND REPORTS
8.1- REPORTS, GENERAL DESCRIPTION.................................................................................... 3
8.1.1- Configuration of parameters common to all printouts.......................................... 3
8.1.2- Types of reports........................................................................................................ 4
8.2- GEOMETRY...................................................................................................................... 5
8.2.1- Ground plan alignments........................................................................................... 5
8.2.2- Grade line status and axis points in elevation....................................................... 5
8.2.3- Complete cross section ........................................................................................... 5
8.2.4- Characteristic points of the platform...................................................................... 5
8.2.5- Line of the platform.................................................................................................. 5
8.2.6- Line of the structure................................................................................................. 6
8.2.7- Line of the section.................................................................................................... 6
8.2.8- Projections of a line on an axis ............................................................................... 7
8.2.9- Singular ground plan and elevation point .............................................................. 7
8.2.10- Heights of terrain, axes and borders....................................................................... 7
8.3- SETTING OUT ................................................................................................................... 8
8.3.1- Setting out and calculating points on the ground plan axis................................. 8
8.3.2- Setting out of walls................................................................................................... 8
8.3.3- Setting out of slopes ................................................................................................ 8
8.3.4- Limit of areas reached and height of slopes.......................................................... 8
8.3.5- Setting out of land clearance head and foot of fill ................................................. 9
8.3.6- Precut on rock........................................................................................................... 9
8.3.7- Pavement heights..................................................................................................... 10
8.3.8- Setting out of pavements......................................................................................... 11
8.3.9- Subgrade Z. Setting out and control of pavements............................................... 11
8.3.10- Overwork ................................................................................................................... 13
8.3.11- Security barriers ....................................................................................................... 13
8.3.12- Railways, tracks reconsidered by long ropes........................................................ 14
8.3.13- Railways, track displacement .................................................................................. 14
8.3.14- Railways, track apparatus and free track pickets.................................................. 14
8.3.15- Railways, reconsideration and control of lane....................................................... 15
8.3.16- Railways, printout for PLASSER batter .................................................................. 15
8.3.17- Track axis .................................................................................................................. 16
8.4- MEASUREMENTS, AREAS AND VOLUMES............................................................................ 17
8.4.1- Measurements on transverse profiles .................................................................... 17
8.4.2- Partial volumes ......................................................................................................... 17
8.4.3- Percentages of volume by section.......................................................................... 18
8.4.4- Tabulated files for use with spreadsheets.............................................................. 18
8.4.5- Level differences, clearings, occupation and mass diagram............................... 18
8.4.6- Clearings ................................................................................................................... 18
8.4.7- Total areas by refining axis of slopes and clearings............................................. 19
8.4.8- Sowing areas............................................................................................................. 19
8.4.9- Measurements of pavements................................................................................... 19
8.4.10- Slope refining areas ................................................................................................. 20
8.4.11- Pavement irrigation areas........................................................................................ 20
8.4.12- Geotextile areas........................................................................................................ 20
8.4.13- Areas by length......................................................................................................... 20
8.4.14- Cutting and demolition............................................................................................. 21
8.5- PROJECT DATA, ANALYSIS AND TRANSFORMATION ............................................................ 21
8.5.1- Intersections between ground plan axes................................................................ 21
8.5.2- Land clearance kerbs and guard kerbs .................................................................. 22
8.5.3- Transverse profiles of the terrain (perf.res) ........................................................... 22
8.5.4- Drainage works......................................................................................................... 22

INDEX

INDEX

PAGE: 2 / 26 8 - PROJECT PRINTOUT AND REPORTS

8.5.5- Wells, tubes, turns.................................................................................................... 22
8.5.6- Special longitudinal profiles .................................................................................... 23
8.5.7- Control of Z................................................................................................................ 23
8.5.8- Summary of project axes ......................................................................................... 23
8.5.9- *.vol file data.............................................................................................................. 23
8.5.10- Axes characteristics................................................................................................. 24
8.5.11- LandXML.................................................................................................................... 24
8.5.12- Structures.................................................................................................................. 25
8.5.13- s/SC1 TRANSVERSE SECTION................................................................................ 25
8.5.14- TRIMBLE.................................................................................................................... 25



8.1- Reports, general description

The [REPORTS] dialogue box
is activated from several points
of the program, from [PLAN
DESING] and from
[SECTION].

It contains the configuration of
general parameters defining
page appearance.

It also orders types of printout
according to the information
they contain, geometries,
volumes, project data, etc.

By pressing the respective
buttons, a call is made to the
system to view (or generate)
the specific printout.

8.1.1- Configuration of parameters common to all printouts
[Exit] Closes the REPORTS menu.

First Page [ ] Here, we specify the number for the first page of the printout (by default, 1).

Page break. If enabled, the printout starts with a page break.

Lin.Pag.Num. [ ] Indicates the number of lines per page. For printouts with paging, this establishes the
desired page length. Printouts which are generated automatically during system calculations are marked with
P (Pregenerated) or S (Selection from several already generated). So if we wish to change the number of lines
per page, they must be regenerated. Only those marked with G (Generation upon option selection) directly
receive the change.

Char.Inch [ ] Indicates the number of characters per inch. This option is only effective with the traditional
printing method using the ISIMPRIM print command file (currently not in use). This file calls another printer
configuration file before sending the printout.

If eccentricities are used in the definition of the platform, printouts including distances to the axis can measure
it fro the mathematical axis defined in the ground plan (option: Mathematical axis) or from the geometric
axis of the section (option: Geometric axis). If eccentricities are not used, the result is the same. By
default, the program lets the default printout configuration choose one or the other ( Axis according to list).

Comment [ ] Printouts are headed by the name of the project, the number and name of the axis and a
command which can be added here to identify and personalise the query. In printouts related to the ground
plan, we also use [Ground plan comment] and, similarly, [Elevation comment].

The destination of printouts is always a .res file. With the following options, we decide what to do with the
printouts once they are generated:

LIST This option displays them on the screen if the ISLISTA library file is defined, which a
command sending it to the screen.

PRINT sends the selected printout to the printer. ISIMPRIM runs this print configuration file.

SAVE requests a name to save the .res in a file to be printed. It suggests a .lst extension.



DECIMALS configures the number of decimals on different printouts:

In printouts of measurements (cvol.res and firme.res): Areas, Partial Volumes and
Accumulated Volumes.

In the printout of the complete section: Height and Azimuth.

In the case of setting out, it is possible to force the printouts to 6 decimals instead of three by
checking this box: 6 decim. in reconsider.

Narrow Printouts of volumes (cvol.res and firme.res) occupy much more width than is admitted on a
sheet and normal type. When this box is checked, printouts are produced with 5 data columns instead of 9,
thus obtaining narrower printouts with more rows.

Space between lines When this flag is activated, before each profile, a separation is generated in the
form of a blank line on the aforementioned volume printouts.

Summary Volum.Empty If this option is not enabled, the summaries of areas in profiles and road
surfaces do not show volumes with zero measurements. By default, it is not enabled, so these empty volumes
are NOT shown.

8.1.2- Types of reports
The printouts described in this chapter can be grouped by similar theme, according to the following structure:

Geometries: General ground plan and elevation definition printouts, and elements of the platform.

Setting out: Printouts to be used for controlling and setting out different constructive elements.
Those specifically applied to railways or pipelines are explicitly grouped together.

Measurements: Printouts informing of areas and volumes.

Project data: Printouts showing parametric data related to the parts defining some of the elements of
the project. In some cases, additional calculation or analysis operations are also performed.

The [QUERY (P)] button provides direct access to the QUERY.res printout file generated from different
interactive queries such as [KP, distance], [xKP<cot>Red] from the VERTICAL ALIGNMENTS menu,
etc. A CSnnnnn.res log is also generated for each session.

With the List.KP,Dis option enabled, we are asked whether we wish to view the printout upon completion
of the [KP, distance] option.

To select a .res or .lst file for viewing or printing, we use the [*.res] and [*.lst] buttons, respectively.



8.2- Geometry
8.2.1- Ground plan alignments
[ceje AXIS ON GROUND PLAN (S/G)] enables us to select or generate a new ceje#.res printout. In
the latter, case, it can be generated for a single axis or printout with all the axes of the project (ceje0.res)
other than those which are disabled.

8.2.2- Grade line status and axis points in elevation
[rasa AXIS ON ELEVATION (S/G)] asks us to select one of the rasa#.res, where # is the number of
the axis, or enables us to generate a new printout. In this case, it asks for:

the number of the axis (if we enter 0, it generates a simultaneous printout of all axes)
Initial KP
Final KP
Interval between points

rasa0.res gives us the set of all the active axes of the project.

8.2.3- Complete cross section
[section TRANSVERSE SECTION (G)] lists all the segments of the transverse profiles as distances to
the axis and the height and gradient of each section. Each profile takes up one sheet of the printout. This is
very useful during explanation work.

[seccxyz TRANS. SECTION (G)] is the same printout but with the X,Y andZ coordinates of each point.

8.2.4- Characteristic points of the platform
[plat PLATFORM (S/G)] asks us to select one of the plat#.res printouts containing the characteristic
points of the platform of an axis. This printout is generated when calculating the platform or the entire
elevation. It also enables us to generate a new printout. In this case, it asks for the same information
requested for the previous printout.

8.2.5- Line of the platform
[linpla PLATFORM LNE (G)] enables us to generate a printout of any point of or referring to the
PLATFORM:

The reference point codes can be:

-11 Lower border of the previous verge (motorways)
1 Centre of the roadbed on roads and lower border of the roadbed on
motorways
2 Outer border of the main roadbed
11 Outer border of the first outside verge
12 Outer border of the second outside verge
13 Outer border of the third outside verge.

Pavement points and fixed platforms can also be included up to a maximum of 6 data.



8.2.6- Line of the structure
[estru STRUCTURE LINE (G)] is similar to Line of the Platform but depths are not measured vertically but
normally, to the surface via the cant and longitudinal gradient.

It also enables the simultaneous
generation of another 20 lines
corresponding to points of variable
positions.

This position can be defined by
entering up to 6 data per line: KP,
distance to code and normal
distance to the surface at the point
of reference.

The printout contains each line
between the first and last KP
defined and according to the
equidistance entered in the menu.

If we also enable the P.Sing option, we also add the KPs of the singular points of the axis (in and out
tangents, vertices, high and low points, width law, cants, turn axes, central reserve and auxiliary roadbeds). It
also includes the KP data of lines L1, L2, etc. All the lines can be drawn in 3D if a valid type is defined in the
menu. The depth from the point of reference can be NORMAL to the surface GRADE LINE+CANT or
VERTICAL.

With the Transversely option enabled, the printout contains the points of variable position for each KP in
a consecutive manner. In this case, the transverse lines (L1, L2, L3) are drawn instead of the longitudinal
ones.

This menu enables us to Save/Load the definition of data by the printout (.les extension files).

8.2.7- Line of the section
[line SECTION LINE (G)] generates a printout for resetting any of the longitudinal lines of the platform,
which is given by the surface identifier and profile code. It asks for the axis, initial and final KP and side and
height distance of the parallel line. The height can be measured in two ways, from the point with code or from
the surface (considering the cant for recalculating the height according to the distance from the line).

Distance [ ]
To code
To axis

It indicates the origin of
reference for distances.

Next.>= This control tells the program that the code does not have to be exact. It searches for a code
greater than or equal to the one entered. At the end of the printout line, the code found in each case is shown.

Generate L67e1.lon It generates the Lxxxeyyy.lon file (where xxx is the surface and yyy the
number of the axis) which is the longitudinal *.lon file of the listed line.

Depth [0.00]
Prolong Surface from code. The surface is prolonged with the gradient of the stretch attached to
the code.
From Code (Horizontal). It refers to the height of the surface in the code.
From main RoadWAY (Cant). Prolonging the cant.
From Surface (all). It considers the entire surface.

The first and fourth criteria only coincide when the point is on the section of surface just before or after the
code.

When this printout is generated, a line can be created on the cartography if a valid type is defined.


8.2.8- Projections of a line on an axis
[proye LINE PROJEC. (G)] Generates the proye.res printout resulting from projecting a 3D line on
an axis, so that the deviations between the two can be analysed and where they occur. Its most immediate
use is for comparing a polygonal profile (lane) and the theoretical design axis for road signalling. It also
generates a .lon file which is a longitudinal profile of the line of the axis in KPs.

It shows the 3D distance and the SECTOR (A: DR-
Up, B: DR-Down, C: IZ-Down, D: IZ-Up).

A tolerance is requested and we are asked whether
the 3D is lower than the tolerance; ok is entered in
the sector column.

We can select several lines and generate .lon
files for ach one with the same base name.

[proyel LINE .PROJ.,LINE,AXIS (G)] Projection of one line on another according to the direction of an
axis. proyel.res is like Project Line but the distances and height differences are measured relative to
another reference line. Distances are measured normal to the present axis and the respective KP is also
given. It also generates a .lon file which is the longitudinal profile of the line in KPs of the axis.

8.2.9- Singular ground plan and elevation point
[psing PLAN/PRO INTEREST P (G)] enables us to generate the following configurable printout. On the
one hand, we can select the KPs where there are singular GROUND PLAN and/or ELEVATION and/or CANT
points. On the other, we select the information to be shown together with the KP, X, Y and/or Z coordinates of
the grade line and/or Z of the Terrain and/or the Cants.

8.2.10- Heights of terrain, axes and borders
[ctbor Z,GR,AXIS,BORDERS (G)] This option simultaneously generates a printout for each axis,
ctbor1.res, ctbor2.res,...., containing data corresponding to the height of the terrain, height of the grade
line (or grade lines in the case of a double road bed) and heights and distance to the land clearance head (D)
and foot of embankment (T) axes of each profile or according to an equidistance:

It also enables us to generate a ctbortot.res printout with all the active axes.



8.3- Setting out

8.3.1- Setting out and calculating points on the ground plan axis
[cpun SETTING OUT AXIS (S/G)] enables us to select one of the printouts of the calculation of points
performed in the setting out menu or to generate a new printout by entering the AXIS, initial KP, final KP and
Equidistance. In the case of railways, this printout provides the LOW_WIRE height instead of the projected_Z.

cpun0.res gives us a joint printout of all the axes of the project, except those which are disabled.

8.3.2- Setting out of walls
[muros WALLS (G)] This printout contains the distance to the axis, height, X and Y coordinates, type (land
clearance/embankment, length, and surface of the visible side of the wall heads. This printout also contains a
column which accumulates the surface of the visible side of each wall. In the case of an open central reserve,
it also shows the measurement of an embankment wall on the open side of the reserve. On the printout, this
wall appears with the M code.

At the end of the printout there is a page with the total length and surface area of walls broken down into LEFT
LAND CLEAR, RIGHT LAND CLEAR, LEFT EMBANKMENT, RIGHT EMBANKMENT, LEFT C. RESERVE
and RIGHT C. RESERVE, plus the total corresponding to them all.

8.3.3- Setting out of slopes
[slope SET OUT SLOPES (G)] This printout enables us to obtain, by KP, the distances to the axis and
heights of the vertices of the land clearance lines of the platform (surface 68) from the last point to a code (by
default, 100).

This printout can be obtained with 20 columns by checking the respective box.

8.3.4- Limit of areas reached and height of slopes
[zonas OCCUPATION ZONE (S)] The zona#.res files contain the coordinates of the two borders of
occupation and the height of the slopes. They are generated when drawing the reached areas of each axis by
means of .lil files containing B (such as B.lil, LBT.lil, BE.lil,).



8.3.5- Setting out of land clearance head and foot of fill
[cabdes CUT HEAD (G)] generates a printout with the last and penultimate point of a given surface, on the
right and left, indicating the gradient between them. If we use the surfaces provided by default, the result of
the land clearance head and foot of embankment.

This printout is used to stake out these lines in the field, emphasising the appropriate point when the profiles
of the project terrain are not exact and correcting, as we go, the distance of small errors in the theoretical
height of the terrain.

This printout also shows the heights from axis Z
dt
Z
ras
, where Z
dt
is the height of the lat point of the land
clearance head or foot of embankment and Z
ras
is the height of the turn axis (defined in the grade line menu).

A tabulated printout is also created, called cabdes#.res (where # is the axis number) in the tmp folder, to
which a column with the axis number is added.

8.3.6- Precut on rock
[precor ROCK PRE-CUT (G)] This printout calculated for each side, based on two codes, the lengths of
precut on the different land clearances on rock, the heights and the number of shots.

The characteristics of this printout are as follows:

1. The length of the shots is measured on the slope. The program requests two values, minimum slope
and maximum slope, to measure the lengths of the slopes of land clearance on rock between the two
values (not counting berms.

2. The interior slopes can be selected in the case of an open central reserve.

3. As the codes are not taken into account, the geometry on rock can be defined by preserving the
geometry of the land clearance. All the land clearance line is analysed, from the border of the ditch to
the rock horizon.

4. The printout can be generated for the right margin alone, the left margin alone or both.

5. The surface can be selected to start the measurement from the competent terrain or one of the six
available rocks.

6. It is possible to select the interior slopes in cases of open central reserves with the Int. lef. and Int.
rt options.

7. The surface can be selected to start measuring the competent terrain and the six rock surfaces.



8. The curvature and width changes can be taken into account for correcting the distance between
profiles.

9. Once code can also be enter5ed for the foot and another for the head of the perforation.

10. The following concepts are shown:

KP (KP
i
): KP of datum i, can be shown for all the profiles of the ISPOL#.per file or only
multiples of a given value (such as 20).

SLOPE LENGTH (LT
i
): This is the length of the slope line on rock at KP
i
where the slope is
between the minimum and maximum value (to measure between slope heads and feet and
not berms).

SLOPE SURFACE (S
i
): Slope surface on rock
between two KPs.
) PK (PK
2
LT LT
S
1 i i
1 i i
i

+
=
NUM.SHOTS (N
i
): Number of shots.
SHOT LENGTH (L
i
): Average shot length between
two KP values.
1 i i
i
i
PK PK
S
L
=
SLOPE ACCUM.(S
i
): Accumulated slope surface.

PRECUT LM (ML
i
): linear metres of precut between two KPs.
i i i
L N ML =

PRECUT ACCUM (ML
i
): Accumulated linear metres of precut.

Distance between profiles (which will be different if the curvature or width changes are
considered or not).

8.3.7- Pavement heights
[ctfir PAVEMENT: Z (G)] generates a printout to extend successive bands of road surface. It shows data
for 4 points (A, B, C and D) which are always given as a reference to the points on the road surface. Codes 1
and 2 limit the principal roadbed, 2 and 11 the first auxiliary roadway, etc. B and C are the ends of the ceiling
of a band of road surface which is defined by horizontal distance and depth from other points of the road
surface, and A and D are other auxiliary points (stacks or nails for the spreaders cable guide).

If the Points B and C: Cut-off with slope if outside. A and D: Distance from B and C. All Profiles
option is enabled, the program, instead of calculating the data in an analytical manner according to the defined
equidistance, analyses all the profiles of the ISPOL#.per file within the specified range of KPs and if point B
or C are sought by code 2 or more (outside border of the roadbed or outside shoulder) plus a distance and the
point is outside the roadbed package, the program then seeks the intersection with the road surface closure
outside slope (surface 67, points 11, 50 and 100). Also, in case point B or C are sought by code 1 or less
(inside border of the roadbed or inside shoulders) plus a distance and the point is outside the road surface
package on the central reserve side, the program then seeks the intersection with the road surface closure
inside slope (surface 67, points -11, -50 and -100). If this option is enabled, point A is calculated at a relative
distance to point B and point D at a relative distance to point C.



8.3.8- Setting out of pavements
[repfir PAVEMENT: SET OUT (G)]. The repfir#.res printout is designed for on-site levelling of each
road surface component. The format is prepared as a levelling notebook.

We can add external points of reference to the list for staking purposes, given by their distance to the road
surface layers shoulder.

The printouts represent the transverse gradient between the points.

8.3.9- Subgrade Z. Setting out and control of pavements
[ctref SUBGRADE: Z. (G)] El The ctref#.res printout is for refining the esplanade platform in parallel to 6
or 12 points referring to the grade line, sub-grade line or one of the selected ground surfaces, identified by
their codes.

When the code 100 point on the sub-grade line is requested, if the program does not find it (land clearance
with reduced ditch) it then automatically seeks number 99 (low point of the sub-grade line beneath the ditch
bottom).

If code 99 is requested and not found, it then seeks code 100.

If we request -55.5 and it is not found, it then searches for:
a) -11 if it contains a twist in the gradient.
b) the previous code (-100) if in prolongation.

The code of the point actually being listed is printed.


When this printout is generated, it automatically generates another called cf.res (cf#.res with # = axis
number) containing the same data for the SETTING OUT AND CONTROL OF ROAD SURFACES. This
printout has a single header at the beginning and no page breaks, so it can be uploaded from worksheets.

The following printouts are also generated:

cfR#.res: Setting out of road surfaces.
cfC#.res: Control of road surfaces.
CN#.res: Numerical control file for the LMGS_Grader program.
cfCR.res: This printout has the same format as Control of road surface layers (cfC) but the
header reads "SETTING OUT OF ROAD SURFACE LAYERS" (cfR).
LandXML [Leica]. This button obtains a file in Land XML (istram.xml) format. The selected
ground plan and elevation are exported, together with the selected surface, like the numerical
control of machinery printout. The refining heights printout has first to be generated. This key
deploys a menu similar to LANDXML, discussed later.

[Overal Height] When a value is entered here, it is copied on the 6/12 points.

Intersection with slope if outside
On the outside, for code >1 points, a possible cut with the slope of lines (68) and (67) is analysed
and it is truncated on the vertical profile of the bottom of the ditch or foot of the embankment if it
exceeds these points.
It also analyses from the central reserve side for code <1 points and calculated the cut with the
surface (67) from the border of the shoulder to the end. If it does not find the cut and passes
beneath the vertex of the central verge, it returns the point to the vertical profile of the vertex of
the central reserve.
When Intersection with slope if outside is enabled, if at the given depth the point is
beneath the foot of the embankment and on the outside, then a point is returned to the vertical
profile of the foot of the embankment.

When the profile is truncated and the code requested in the printout is missing, it goes directly to this last
code.

Requesting a code of <-100 (such as -500), the program seeks the point of the sub-grade line which cuts the
slope of the central reserve and, if does not cut it, the point beneath the vertex of the central reserve.

The [Save] [Load] options enable us to file or recover the data defining the printout by means of files with an
.crf extension.

Remove Repetitions: if two points have the same distance to the axis and height, one of them is
removed.

TOLERANCE VALUES

Three tolerance values can be defined: tolerance in distance and maximum height to consider that two points
are repeated and tolerance in minimum distance to seek two consecutive points to calculate the transverse
gradient.

DIFFERENT SURFACE OF REFERENCE FOR HEIGHTS

It is also possible to use as a height reference a surface other than that of reference for distances
(code+distance). If this flag is enabled, we write the type of surface for the height reference (by default, 107).

POINTS GIVEN BY INTERPOLATION

This refers to the possibility of identifying points by interpolating their distance between another two. We check
the interpolate option in the side box and a percentage value in the distance box.



When a data point us defined by lateral interpolation between two points defined by their code, defined points
with code Q may appear in the middle, but they are ignored. For example:

POINT A POINT B POINT C POINT D POINT E
------- ------- ------- ------- -------
Code 2 Code 1 Code 0
Left side. Interpol. Interpol. Left side Right side
Dist. 0.0 %Dist 50. %Dist 75. Dist. 0.0 Dist 0.0
Ht. -.1 Ht. -.1 Ht -.1

For point B, the distance to the axis and height are half way (50%) between A and D. Point C is at a distance
of 75% and a height between A and D. If one of the fixed points (not interpolated) to be used as a reference
(in the example, A and D) cannot be calculated, neither are the interpolated points.

SECTIONS

The input data can be classified into sections. In each section, all the menu data can be changed except the
number of the axis and the number of the first page. The final KP of each section is printed even if it does not
correspond to the equidistance. Singular KPs are listed in the section to which they correspond. If they are not
in a section, they are not listed. Sections can have KP overlaps, be repeated or disordered. The printout is
ordered by section (not by KPs) and, within each section, by KP. In the ctref, cfR, cfC and cfCR printouts,
when the section changes, there is a page break because the page header data are different.

The equidistance option can be switched to multiples, for example:

Pki=1. Pkf= 13.5 Equidi=2. Prints: 1, 3, 5, 7, 9, 11, 13, 13.5
Pki=1. Pkf= 13.5 Multip=2. Prints: 1, 2, 4, 6, 8, 10, 12, 13.5

8.3.10- Overwork
[sobexc OVERWORK (G)]. Printout to level the overexcavation or improved esplanade in the field.

It can generate ctref.res, cf.res, cfR.res and cfC.res files and also enables us to printout the
excavation surface to correct an embankment (87).

8.3.11- Security barriers
[bionda SECURITY BARRIERS (G)] This printout takes from the ISPOL#.per file the position of the
safety barriers and shows their coordinates and length, showing the total length values at the end.

When the printout is generated, we can tell the program to also generate a road markings file called
biondaN.mcv.



8.3.12- Railways, tracks reconsidered by long ropes

[repvia.res RECONSIDER TRACKS (G)] This printout is
according to RENFE standard N.R.V. 7-1-0.2.

The marking points can be Load/Save from .top files.

The printout enables us to select the axis and track (single, right
or left).

8.3.13- Railways, track displacement
[ripvia TRACK DISPLACEMENT (.top) (G)] This printout enables us to define:

The axis.
The track: single, right or left.
A *.top file with the data points.
Possibility of inserting the principal groundplan and/or elevation and/or cant points.
Initial KP and final KP.
The semiwidth of the track can be fixed or taken from the real position of the track according to the project.
The minimum and maximum displacement values. By default, minimum displacement-3000 mm and
maximum displacement 3000 mm.

For each point, the following are printed:

KP.
Point (number of the *.top or pla, alz or per).
Type of GROUND PLAN-ELEVATION (such as, STRAIGHT KV -1000).
The radius.
The height of the grade line.
The cant in mm.

And, in the case of points from the *.top:

The height of the point.
The lift displacement (height of low thread height of point) in mm.
The displacement in mm (distance from the point to the rail). The closest rail of the selected track is
automatically selected.
The selected rail.

The height of low thread can be different from the height of the grade line in S-shaped curves if the Maintain
centre of gravity option has been enabled.

8.3.14- Railways, track apparatus and free track pickets
[apavia TRACK APPARATUS (G)] This printout shows the following for each track apparatus:


Deviated and principal axes.
Type of track apparatus.
Points on the principal axis: stock rail joint, mathematical centre and heel.
Points on the deviated axis: heel (and in the case of crossing, start of apparatus).
Free track pickets (with a symbol on the map in the position of each one).

8.3.15- Railways, reconsideration and control of lane
[carril RECONSIDER LANE (G)] It generates a printout for reconsideration and control of lane placement.
The length of the cord, a distance and a height increase relative to the active face of the lane can be entered.

The Round off arrow to mult. [1.000]
option enables us to give the value of the
arrow with fractions of millimetres.

The generated file is named according to the following nomenclature: carrilEx.res

Where:

E = Axis number
x = "u" for single track, "d" for right track and "i" for left track

8.3.16- Railways, printout for PLASSER batter
[plasser PLASSER BATTER] PLASSER BATTER with CGV5 computer.

It generates a printout with a series of columns separated by tabulators. The columns contain the following
data:

1. KP of the singular point.
2. Synchronism mark (S), had to have no data.
3. Radius: positive (+) right, negative (-) left. The points tangent to the straights are marked with 0.
The circulation beginning and end are marked with the radius.
4. Direction of the curve: Positive radius right (D), negative radius left (I). Only shown on the
corresponding KPs.
5. Transition curve (0 or nothing=Clothoid, 1=No transition, 2=Klein). In case of non-transition curves,
the point tangent to the straight is marked with the radius and a one is entered in this column. If there
is transition with a clothoid, it is left blank.
6. Cants: + right, - left. The sign is the same as that of the radius. The points with cant 0 have to
be marked, which can coincide or not with the singular ground plan points.
7. Direction of the cant: Positive cant right (D), negative cant left (I), (only at beginning and end of
constant cant).
8. Transverse levelling curve on cant (0 or nothing=Clothoid, 1=No transition, 2=Klein).


9. Vertical curves: the input tangent is marked with the VK and the output tangent with 0, where the VK
is positive in peak and negative in valley. When the end of a vertical curve coincides with the start of
the next one, the KP is repeated, the first with a zero (end of curve) and the second with the KP of
the following curve.
10. Direction of the curve: Positive VK C (peak), negative VK H (valley).
11. We can also enter data through a *.top point file for which the lift displacement and displacement
are calculated. Negative lift displacements are entered as zero (maintaining the "-" sign in the
column) and a warning is also shown.

POINTS AND GEOMETRIC HEIGHT

If a cloud of points have been surveyed (.top file) and levelling has subsequently taken place, the
trigonometric height can be replaced by the geometric height of the levelling, also defining a .pkz file.

Data can also be entered using:
A .top file of picket coordinates.
A .pkd file of KPs and distances measured from the active face to the picket.
A .pkz file with the levelling of the track.

TOLERANCE

Should an overlap appear in the chains of points taken, the following can be entered:
Tolerance in KP when considering that the point has been repeated. The tolerance for repeated
points also causes a datum from the .top file to be associated to a singular point if the different of
KPs is above tolerance.
Way to distribute the error:
a) NOT distribute: Only the average displacement is calculated at the repeated point.
b) x Length: The error is distributed according to the distance up a maximum distance.
c) x Points: It is corrected at each point by reducing the value of the error at each points by a
pre-established value until the entire error is absorbed.

Lower grade line (mm) This enables us to generate printouts for gradually lifting the lane when the height
difference is important.

Maximum displacement If this value is exceeded, the maximum displacement is printed.

Maximum lift This enables us to limit the maximum lift (by default, to 70 mm).

Round off KPs It rounds off the KPs resulting from the specified value (by default, to 1). The rounding off
of KPs also affects singular points on ground plans, elevation and cants.

Lists without spaces The data is only separated by the tabulator. When this option is enables, the
zeros are removed from decimals and the comma also, in the case of whole values.

0-KV-KV-0 In vertical curves, a datum can be entered with KV=0 at a pre-established distance before and
after each curve.

SEMIWIDTH OF TRACK

FIXED The same value is always applied. It is the option checked by default and appears with the
consigned value in TRACK and SLEEPER.

ACCORDTO .vol In this case, it reads the values from the .vol file. With this option it is also possible to
not consider the width variation due to the cant.

8.3.17- Track axis
[ejevia TRACK AXIS (G)] It generates the ejeviaEx.res printout, where E is the axis number and x is
value u (single track), d (right track) or i (left track). For the requested KPs, it shows the distance to the axis on
the ground plan, the X and Y coordinated, the grade line and low thread heights and the cant in mm.



8.4- Measurements, areas and volumes

8.4.1- Measurements on transverse profiles

[cvol TRANSV.PROFILE.MEAS (S)] When this button is pressed, we select one of the cvol#.res
containing the measurements on the transverse profiles and the total cubication of an axis. This printout is
generated with the calculation of the entire elevation or with the redo cubic option.

Between these printouts is the cvoltot.res containing the measurements of all the axes. In this case, the
complete measurements of each branch are injected in the trunk in a profile, which is the projection of the
middle point of the branch axis on the trunk. This printout ends with the total summary of volumes for each
axis. It also includes the axes projected on a KP subsequent to the principal axis (they are associated to the
final KP). The profile where the crossing is injected appears with a "+" sign and the place where a bevel cone
is injected appears with a "c".

When the complete calculation is made from the PROJECT window, and if there is a valid axis number in the
AXIS to project volumes box, the cvolejes.res printout is generated, containing a summary of
measurements per axis, using a column for each measurement with a positive value in at least one axis, and
one row per axis.

The printout ends with a row with the total value. The measurements of axes located in disabled groups or
with the [CAL] and [REC] options enabled will not appear.

We can also select the cvolgru.res printout. It is a mixture of the ejes.res and cvolejes.res
printouts and contains all the projects axes divided into groups (only active groups) and shows their number,
name, initial and final KP, all the measurements of each axis, each group and the sum of the active groups. It
is generated with the cvolejes.res printout when a complete calculation is made from the PROJECT
menu and a valid axis number (other than 0) appears in the Axis to project volumes box.

[cvol idem PARTIAL (G)] Printout of the volumes contained in any ISPOL#.per profile file in the section
between two KPs specified by the user. It enables us to enter initial cubic measurements to be added to the
accumulated values. It asks only multiples of? in order to refrain from showing the data for
intermediate profiles. It admits a 0 value, meaning that all the profiles in the requested KP range will be
shown. It also admits a -1 value, in which case it only shows the final summary.

When, to generate a partial cvol.res, we select a ISFIR#.per file, the program analyses whether the
Tonnes are to be shown in the data of the road surface package of the .vol of the respective axis, and uses
the density data from the first section of road surfaces defined in that .vol.

8.4.2- Partial volumes
[volp PARTIAL VOLUMES (G)] It asks for the *.per file and the measurements to be shown, generating
the volpXX.res file. It also enables us to define a KP to start and end the section.



A printout of partial volumes can be generated using
all the ISPOL#.per or ISFIR#.per of the active
axes. The printout is called volpejes.res.

The printouts for all the axes (in active groups) can
be generated at the same time, showing only the
multiples of a given value.

It also generates a cvol0.res or firme0.res
printout containing all of them. They can also be
generated with the summaries only. The respective
cv.res and fi.res are also generated.

If we wish to generate the printout for a single file, we can enter the values of initial accumulated volumes
through a dialogue box.

8.4.3- Percentages of volume by section
[cvol Percentages x stretches (G)] This option generates a work completed printout. We have to select
a .vol file, which is analysed, showing a menu with the names of the measurements it contains and the
possibility of assigning a percentage of completion to each one.

We can also define the initial and final KP of the
section.

If the [Another stretch] option is selected, we can
define subsequent sections.

The [Last stretch] option ends the printout at the
final KP of the present section.

For each section we can select [Only multiples
of]. However, it continues to consider the non-
multiple profiles in the section to calculate the
partial and accumulated volume. With a -1 value,
a summary is generated for each section, together
with a total summary.

8.4.4- Tabulated files for use with spreadsheets
For each of the aforementioned types of measurement, cv#.res data files are created which can be loaded
from spreadsheets, helping the engineer to perform specific studio tasks or plan land movements.

8.4.5- Level differences, clearings, occupation and mass diagram
[dmas MASS DIAGRAM, ETC (S/G)] This prints the dmas#.res file containing the level differences,
occupation widths on the left and right, occupied area, clearing areas in land clearance and embankment and
land balance. It is generated with Redo cubic and Redo cubic + listAll. In the PARAMETERS menu, we can
select whether the CLEARING values are real areas or their ground plan projection.

8.4.6- Clearings
[desbr CLEARINGS (S/G)] It prints the desbr#.res file containing the widths of occupation, to the left
and right, of land clearance and embankment on ground plan and real surface. It is generated with Redo
cubic and Redo cubic + listAll and we can enter initial and final KPs to generate the printout.



8.4.7- Total areas by refining axis of slopes and clearings
[areastot CLEARINGS AND REFINING (G)] This is a tabulated printout, with one line per axis and
another with the totals, with the following measurements:

AXIS
desbroce_real_total Desbroce_Real_Desmonte Desbroce_Real_Terraplen
Desbroce_planta_total Desbroce_planta_Desmonte Desbroce_planta_Terraplen

Mediana_Izquierda Mediana_derecha

Talud_Desmonte_izquierdo Talud_Desmonte_derecho Talud_Terrapln_Izquierdo
Talud_Terrapln_derecho

Subrasante_Izquierda Subrasante_Derecha.

8.4.8- Sowing areas
[siembra SOWING AREAS (G)] This printout is similar to REFINING AREAS but only shows surfaces of
slopes in land clearance or embankment. The printouts separate the left from the right measurements, and
also show a first column with the total area in land clearance and embankment. We can generate a single
printout, siembratot.res or siembra.res, containing all the axes in active groups.

To calculate them, there are two possibilities:

1. Measurement by KPs Option by default.
2. x Barycentres. Compensating the distances by the barycentres.

The MINIMUM AND MAXIMUM TRANSVERSE GRADIENT values can be entered, in which case the
printout only measures the areas in which the transverse gradient is between the values entered.

Include Inadequate Lev. Area.We can include or not the sowing areas in the inadequate levelled
areas.

Exclude Rock Lev. Area. We can include or not the sowing areas in levelled areas on rock.

[Initial fill code] We can define an initial code to measure the fill area. By default, it is 100 (sub-grade line
drain). If the code does not exist, the measurement is from the immediately lower code.

8.4.9- Measurements of pavements
[firm PAVEMENTS MEASUREMENTS (S/G)] The volume measurements of each component of the
road surface package can be seen in the firme#.res files. Tabulated fi#.res files are also created when
we generate or recalculate the road surface package of each axis. We can also show the firmetot.res,
including the road surface summary axis by axis, including the tonnes of each component if we enter a density
value for each component and the List tonnes box is checked. It also generates the firmgru.res
and firmejes.res printouts with measurements of road surface layers per axis and group. If all the axes
have the List Fill box disabled in the road surface definition menu, the fills are not shown in the joint
summary in the firmetot.res file.

When a new printout is generated, we are asked for:

Axis number
Initial KP


Final KP
ROADWAY: 0: Right ,1: Left, 2: Both

Should the printout be obtained for one of the roadways, the firme#D.res and fi#D.res or firme#.res
and fi#.res printouts are also obtained, where # is the axis number.

8.4.10- Slope refining areas
[refino SUBGRADE: AREAS (G)]. This show the areas of the land clearance and embankment slopes to
calculate their refining cost. Partial printouts can be generated for the right or left sides, or both of them
together.

8.4.11- Pavement irrigation areas

[riegos PAVEMENT: SPRAY AREAS (G)] This generates the irrigation areas of the selected road
surface component or the selected road surface layer. It can be generated for a specific layer, for the sub-
grade line or for all the present layers.

If the printout is generated for one of the roadways, the riego#D.res or riego#I.res (where # is the axis
number) printouts are also generated.

The partial areas consider all intermediate profiles, although they are not printed. It ends with a summary by
layer.

When asked to generate a printout with the irrigation of the road surfaces of all the active axes, the
riegostot.res file is generated.

These printouts also include the real widths of the layers.

8.4.12- Geotextile areas
[areag GEOTEXTILE AREAS (G)] This generates a printout with the lengths in profile, partial and
accumulate surface areas.

This printout is based on two types of surface: the lower surface is represented by line type L87, representing
the bottom clearance line and the upper surface, with line type L89, corresponds to the drainage layer line.
The length is measured in the areas where these two surfaces are separate.

8.4.13- Areas by length
[areas LONGITUDE AREAS <G>] This printout calculates the lengths in profile and both horizontal and
sloped areas. The calculation requests the axis number, initial KP, final KP, surface, side and two codes:



Istram 9.05 14/05/07 11:01:57 2246
PROJECT : TEST PROJECT Mountain motorway
AXIS : 1:

********************************************************************************************
* * * AREAS AND LENGTHS * * *
* * * * * *
********************************************************************************************

2.0 11.0
----------------- ------------------
K.P. LENGTH IN PROFILE PARTIAL AREAS ACCUMULATED AREAS
------------------------- ------------------------- -------------------------
REAL LENG 2D LENG REAL AREA 2D AREA REAL AREA 2D AREA
----------- ------------ ------------ ------------ ------------ ------------ ------------
0.000 2.508 2.500 0.000 0.000 0.00 0.00
15.000 2.508 2.500 37.620 37.500 37.62 37.50
30.000 2.508 2.500 37.620 37.500 75.24 75.00
45.000 2.508 2.500 37.620 37.500 112.86 112.50
60.000 2.508 2.500 37.620 37.500 150.48 150.00
75.000 2.508 2.500 37.620 37.500 188.10 187.50
90.000 2.508 2.500 37.620 37.500 225.72 225.00
105.000 2.508 2.500 37.620 37.500 263.34 262.50
120.000 2.508 2.500 37.620 37.500 300.96 300.00
135.000 2.508 2.500 37.620 37.500 338.58 337.50
150.000 2.508 2.500 37.620 37.500 376.20 375.00
165.000 2.508 2.500 37.620 37.500 413.82 412.50
180.000 2.507 2.500 37.615 37.500 451.43 450.00
195.000 2.504 2.500 37.588 37.500 489.02 487.50
210.000 2.502 2.500 37.549 37.500 526.57 525.00

8.4.14- Cutting and demolition
[fresa CUTTING AND DEMOLITION (G)] It separately presents the cutting and demolition volumes of
the existing roadway. For each KP it also prints the accumulated ground plan areas.

The dialogue box includes an option for generating a setting out of the sub-grade line printout. A code is
added to each point according to its position relative to the existing roadway.

8.5- Project data, analysis and transformation
8.5.1- Intersections between ground plan axes
[inters AXES INTERSECTIONS (G)] This generates a printout with the KPs, coordinates, heights of the
axes and terrain and height differences of all the intersections between the ground plan axes and azimuths of
each axis. It enables us to add a tolerance value to lengthen the ends of the axes to seek the cuts.

This printout only analyses axes belonging to active groups.



8.5.2- Land clearance kerbs and guard kerbs
[cunet, cungd KERBS, GUARDS K. (G)] This generates a printout of kerbs.

The following options also generate files with a .ras or .lon extension to be used in the design of grade
lines, on the right or on the left (I, D):

cun_I.ras, cun_D.ras cun_I.lon, cun_D.lon

From the GRADE LINES menu, in LOAD1, we can use these files to load these data in the longitudinal
profiles of the kerbs, and then change them if necessary.

It also enables us to generate a cungd.res printout with the guard kerbs (option: Guard Kerb.).

The printout ends with total kerb length per side.

8.5.3- Transverse profiles of the terrain (perf.res)
[perf PROFILES OF THE TERRAIN (G)] When this option is selected, the program asks in the message area
for the number of the axis for which we wish to obtain the printout. The screen then displays the printout for
each profile, its KP and the distance to the axis and height of each of the points on the profile. The printout is
saved with the following name: perf#.res (where # is the axis number):

Istram 9.05 14/05/07 12:54:41 2246 page 1
PROJECT : TEST PROJECT Mountain motorway
AXIS : 1:

====================================================
* * * PROFILES OF THE TERRAIN * * *
====================================================

KP 0+000.000 KP 0+015.000 KP 0+030.000 KP 0+045.000
DIST.AXI HT DIST.AXI HT DIST.AXI HT DIST.AXI HT
-96.795 578.348 -99.090 587.000 -99.651 587.293 -99.111 587.015
-96.059 578.000 -97.995 586.224 -99.080 587.000 -99.093 587.002
-94.132 577.273 -97.730 586.000 -98.901 586.808 -99.090 587.000
-93.849 577.000 -97.285 585.573 -97.742 586.000 -99.076 586.991
-88.381 576.245 -96.809 585.000 -96.976 585.245 -97.451 586.000
-86.817 576.000 -96.373 584.788 -96.685 585.000 -97.099 585.537
-75.741 575.724 -95.543 584.000 -95.242 584.079 -96.793 585.000
-69.459 575.445 -94.663 583.409 -95.129 584.000 -96.399 584.780
-59.867 575.000 -94.136 583.000 -94.878 583.808 -95.172 584.000
-58.875 574.523 -93.483 582.532 -93.918 583.075 -94.226 583.130
-57.795 574.000 -92.598 582.000 -93.831 583.000 -94.083 583.000
-54.164 573.320 -91.705 581.399 -93.696 582.931 -92.517 582.015
-52.537 573.000 -91.107 581.000 -91.544 582.000 -92.491 582.000
-41.426 572.007 -89.650 580.130 -90.646 581.097 -92.487 581.997
-41.342 572.000 -89.488 580.000 -90.571 581.000 -91.202 581.000
-33.358 572.000 -89.448 579.957 -90.477 580.934 -89.812 580.129

8.5.4- Drainage works
[obras DRAINAGE WORKS (G)] generates the obras.res printout of prefabricated work.

8.5.5- Wells, tubes, turns
[pozos WELL Z (G)] generates the pozos.res printout with the list of wells, in the case of supported or
underground pipe sections.



[tubos TUBES (G)] tubos.res printout which shows both ground plan lengths (2D) and real lengths
(3D), plus diameter, thickness, type, material and description of each tube.

[rotatn ANGLES OF TURNS (G)] generates the codos.res printout with the KP of the turns, their input
and output gradients and the ground plan and real angle in sexagesimal degrees.

8.5.6- Special longitudinal profiles
[lon SPECIAL LONGITUDINAL (G)] enables us to generate two printouts and files of different
longitudinal profiles:

Lonfm#.res, lonfm#.lon (with # as axis number): printout or longitudinal of the bottom of the central
reserve.
Lonpf#.res, lonpf#.lon (with # as axis number): printout or longitudinal of the inner foot of the first
layer of road surface, on the side where the cant is inclined towards the central verge.

It also enables us to create the ground plan (3D) of the longitudinal profiles.

8.5.7- Control of Z
[controlZ Z CONTROL .top (G)] The program uses a .top file to compare its heights with the surface
defined by a theoretical depth and a tolerance. The KP and distance to the axis of each point are calculated,
together with the theoretical Z, considering the cant and theoretical depth. The height difference (error) is
printed and if it is out of tolerance it is marked as either above or below the theoretical value.

Two possibilities for determining the project height:

1) Prolonging the cant of the principal roadway.
2) Real section: if the point is in the platform area it uses surface 67; otherwise, it uses surface 68. If it is
outside surface 68, 0 height is assigned.

[controlZ Z CONTROL . per (G)] (control of heights from a .per file): it enables us to compare to
surfaces at fixed distances from the axis. A theoretical depth can be subtracted from the first surface. A
tolerance is also given to mark the points with errors in excess of this value.

8.5.8- Summary of project axes
[ejes SUMMARY OF AXES (G)] contains, for each axis, the group to which it belongs, its number, initial
KP, final KP, length and name or title.

8.5.9- *.vol file data
[datvol FILE DATA.vol (G)] enables us to generate a printout which can be personalised, with the number
and name of the current axis, to which we can add the desired *.vol file data by activating the respective flag
(by default, cants, widths, roadways, auxiliary roadways and calculation areas).


With the Current or All option, we can generate the printout for the current axis or a joint printout for
all the active axes.

8.5.10- Axes characteristics
[characte CHARACTERISTICS (G)] generates the caracte.res printout containing a summary of the
characteristics of the axes on ground plan and elevation by group (lengths, gradients and radii, maximums
and minimums, speeds, etc.).

8.5.11- LandXML
[LANDXML <G>] This printout generates an istram.xml file according to the LandXML standard, ready
for use by LEICA and TRIMBLE.

For the selected axes, their ground plan,
elevation and the transverse profiles
between the specified KPs are exported.

The surfaces of the profiles to be exported
are grade line, sub-grade line, kerb and
slope, selecting either one of them or all of
them except grade line.

It also adapts the export of
"CrossSectSurf" elements for processing
with TRIMBLE equipment.

For TRIMBLE equipment, check [skip null length alignments] and [specify length and azimuth in
alignments]. For LEICA equipment, check [Export codes] and [StringLines].

Complete without Gradient (68) exports a single surface corresponding to ISTRAM surface 68. In
other words, it exports the slopes, kerbs and sub-grade line on the same surface.

Export codes (FEATURE) This option enables us to export or not the ISTRAM codes to the .xml file
within the FEATURE section. The FEATURE section is for LEICA and could have to be disabled for TRIMBLE
equipment, which does not interpret it correctly.

PVI This option enables us to export or not the <PVI> labels in the elevation section, within the <ProfAlign>
label.

StringLines This option exports a road in stringline format.

Transv.Sec.Design As a standard <DesignCrossSectSurf> element, that is, exporting the design as a
template. This option is useful for exporting to TOPCON equipment.

TunnelProfiles (Leica) This option enables us to export the TunnelProfiles section (exclusive to LEICA).
It is used to describe the design of tunnels, exporting the following surfaces: THEORETICAL EXCAVATION
(9), SUPPORT (7), PRIMARY SUPPORT (19), SECONDARY SUPPORT (192) and LINING (8).

GradeModel This function exports width and cant data (for TOPCON only).



8.5.12- Structures
[estr_STRUCTURES (G)] generates the estr_#.res printout (where # is the axis number) which
contains information taken from the STRUCTURES menu: type of structure, roadway, KP, terrain and grade
line height, coordinates X and Y of the axis at the initial, middle and final points of the structure, ground plan
and real (3D) length and name of the structure. Also, for viaducts and overpasses the KPs of of the piles.

8.5.13- s/SC1 TRANSVERSE SECTION

For the specified range of axes, it created
an interchange file describing the cross
section along the axis (sc1 files).

The files are stored in a new SC1 folder in
the users working folder.

In SURFACES, the user indicates the data to be obtained: ISPOLn.per for land data and ISFIRn.per for
road surface data.

If we select ISPOLn.per, we choose the number of surfaces to be exported and, in this case, there are two
possibilities:

Number of surfaces to be exported equal to one. In this case, the program provides five possibilities:
o 1Grade line
o 2Sub-grade line
o 3Ground_Select.
o 4 Embankment Clearing
o 5Other (in this case, the user specifies the type of surface)

Number of surfaces to be exported more than one. In this case, it asks for the number of surfaces
and then for the type of line associated to each surface. All the surfaces are printed one after
another, separated by a header such as SURFACExx, where xx is the type of surface. In this case of
multiple surfaces, they are exported with the original points and codes without being completed or re-
encoded as in the case of a single surface.

if we select NOISFIRn.per, we are asked for the number of layer to be exported, with 0 being the sub-
grade line and 1 to 30 the respective number of each road surface layer. Once a layer has bee chosen, the
user has to enter the depth at which he wishes to obtain the result.

The points of the geometric axis of a surface is always identified by code -1000. All the selected layers 15, 16,
17 and 18 are encoded in the same way as 107. when generated by the line of ground selected, code 101 is
maintained. When the axis is truncated on one of the sides, a pseudovertical point is added one millimetre at
the beginning or the end, with the height corresponding to the cut with the terrain.

The s_.res printout can be obtained. Remember that for a printout of a single ISPOLn.per surface, it is
laterally completed with surface 68.

8.5.14- TRIMBLE

This printout enables us to export data to
TRIMBLE equipment. We can select the
desired data according to the surface to which
they belong.


LINEAR WORKS

9

WIDENING AND IMPROVEMENT PROJECTS





user.

LINEAR WORKS

7 07 Drawing Ground Plan and Profiles
8 08 Project Reports
9 09 Widening and Improvement Projects
10 Railway Design




INDEX
INDEX

9 - WIDENING AND IMPROVEMENT PROJECTS PAGE: 1 / 16

9 WIDENING AND IMPROVEMENT PROJECTS
9.1- WIDEN AND IMPROVEMENT: ROAD SURFACE REINFORCEMENT .......................................... 3
9.1.1- Starting Data ............................................................................................................. 3
9.2- HORIZONTAL DESIGN ....................................................................................................... 4
9.2.1- Profile Extraction...................................................................................................... 4
9.2.2- Altering Profile Files................................................................................................. 5
9.3- SECTION.......................................................................................................................... 6
9.3.1- Vertical alinement Definition.................................................................................... 6
9.3.2- Superelevations........................................................................................................ 7
9.4- WIDEN AND IMPROVEMENT MENU...................................................................................... 8
9.4.1- Parameters to be Defined in Widen and Improvement .......................................... 9
9.4.2- Road Surface Scarification and Demolition ........................................................... 11
9.4.3- Road Surface Reinforcement on Motorways.......................................................... 12
9.5- REINFORCEMENT TABLES................................................................................................. 14
9.5.1- Existing Road Surface Data..................................................................................... 14
9.5.2- Recognised Natural Ground .................................................................................... 15
9.5.3- Margin clearing ......................................................................................................... 15
9.5.4- Action......................................................................................................................... 16


INDEX

INDEX

PAGE: 2 / 16 9 - WIDENING AND IMPROVEMENT PROJECTS



9.1- Widen and Improvement: Road Surface Reinforcement

9.1.1- Starting Data

In extension and improvement projects, starting data may come from:

Cartography (photogrammetric plotting), which, due to its accuracy, is generally not a sufficiently reliable
source of data.

Topographical field elevations, indicating the platform lines (usually, only the borders of the roadway and
some sporadic information on its immediate surroundings).

The scaling line defines the limits of the usable part of the existing road surface. This line is generated
using the data of a previous study, and may even match the existing line of the roadway border.

Lets assume that a 25 centimetre-wide band of the old road surface needs to be demolished:

To determine the scaling line, a
line parallel to the existing roadway
border (F2) can be created at this
distance (S2).

First of all, we will have created the
intermediate point S0, which must
be placed at the correct Z above
the existing roadway.

If we state F1, F, F2 as the surface,
and extract transverse profiles with
a lower equidistance than that of
the starting data (greater
accuracy), with the options Line T
and Line L we can have this
surface as the Z giver, which will
allow us to obtain points S2 of the
scaling line at its actual Z.

For the thickness of the existing road surface, we begin, more than from the actual thickness information
of the of old road surface package, from the dimension which is considered for the purposes of the new
work.

There are a number of differences between this type of project and projects of works with a new layout.
These concern both ground plan design and longitudinal profile and elevation, and are detailed below.



9.2- Horizontal Design
The new layout will be based on the old one. Of particular interest here are the various types of connection
which we can activate using the corresponding drop-down menu as we design the ground plan axis
alignments.

Generally, depending on the scope of the project, curves are opened, giving them a larger radius, existing
widths are increased, dangerous curves are removed from the layout or replaced with straight stretches,
etc.

The ability to plot the new axis using ISTRAM
while viewing the existing platform in the cartography is

very helpful. It is also undoubtedly useful to be able to insert the new ground plan axis between lines
parallel to the borders of the current roadway. To give points which alignments pass through and to adjust
radii, the options [aRa] [:] [R] [.] are very useful. These allow us to drag alignments dynamically by one
point, two points, radius, etc.

9.2.1- Profile Extraction

The support surface for profile extraction must contain at least the lines corresponding to land and the
borders of the existing roadway.

The floating Transverse menu shows an option for Widen and Improvement:

When this option is activated, new boxes appear, corresponding to Current Border Type, Clearing Lim.
Type and Current Thickness.

If we click on the Current Border Type box, we can enter the type of line which represents the borders
of the existing roadway by selecting it on screen with the mouse or keying it in. In Draining Lim. Type,
by clicking on the numerical box we can enter the type of line representing the scaling line generated. The
Thickness represents the size assigned to the existing road surface package. With the boxes L_D and
R_D, we can define the Scaling Lines at a particular distance from a line of the cartography.



The option Median Type allows us to select a particular type of line for the inner borders of the roadways
of a motorway. In this case, the outer borders should be represented by one type of line, and the inner
borders by a different type.

With the options [ ]Clearing and Thickness by Table, the margin to be cleared from the existing
roadway and the thickness of the existing road surface may be variable, and are defined in a separate
table: the REINFORCEMENT TABLE, which will be described later on.

Once the types of line representing the borders of the existing roadway have been stated, ISTRAM
thinks
that the current roadway limits and clearing border for each profile will be the two lines of the
corresponding type which are closest to the axis, whether they are on either side or the same side of the
axis. This is why we must avoid other lines (kerb bases, feet of levelled areas or cuts, etc.) taking on the
type of the roadway border.

If we have a project consisting of axes which involve the widen and improvement of other, existing axes,
and newly-plotted axes, the option According to .pol [IMP] allows extraction of transverse profiles of the
improvement type for those which have the [IMP] key in the project table activated, and generates
conventional profiles for the rest.

[ ]L Type Profile Code: When the mode for using the type of line for the code in the profile point is
activated, we can select a code for the point on the axis [Axis Code].

In profiles for Widen and Improvement, we can also select a code for the clearing border [Draining
Code] when instead of being shown in the cartography the clearing line is defined by the line of the
roadway border itself plus a distance.

9.2.2- Altering Profile Files

Often, our preliminary information includes profile files
which contain points of the land which are encoded as
belonging to an existing border of the roadway. These
can be converted into widen and improvement profile
files using the option Alter ISTRAM
Profiles, Widen
and Improvement by code.

When this command is selected, the program
requests the roadway border code, the clearing border
code and the thickness of the existing road surface
package, and subsequently generates a new profile
file containing all the surfaces generated and copying
the existing surface.



9.3- Section
The data of the new works project are entered in the ELEVATION table in the standard way. Some of the
defining elements, such as road surface packages, ground selected or clearings, will interact in one way or
another with the data which define the peculiarities of the existing layout stretch by stretch, and its
relationship to the actions decided upon.

9.3.1- Vertical alinement Definition

There are various ways to shape the longitudinal profile of the new works, which are based in some way
on the existing road.

Lets look at two of these possibilities.

[On Ground] The longitudinal profile to be
constructed copies that of the existing roadway, as
the starting data have been taken according to the
lines of the border of this roadway. This option
appears in the corresponding key of the
VERTICAL ALINEMENT menu.

This option supports the vertical alinement of the new layout on this land, raising it at each point by a Z
increase given by the user, and from a particular initial KP to another. Once the automatic vertical
alinements have been generated in this way, it is always possible to insert, erase or add new stretches,
and vertical curves.

[Min. Z] This is a much more rigorous solution,
as it always takes into consideration the most
unfavourable point, maintaining on this point the Z
increase entered by the user at all times. We will
therefore first have to define widths and
superelevations of the new roadway, to be able to
determine the most unfavourable point at each
KP.

If the option [Increase Z by Reinforcement Table] is used, the Z increases will be read from this table.

It will be necessary to review the starting-point and endpoint of the stretch being studied, in order that all
the parameters of the improved and non-improved stretches match, cutting the road surface thickness
which corresponds to the old road surface at these points to make the new roadway fit with the old one in
the next stretch.

As in the previous case, once vertical alinement stretches have been generated automatically, it is
possible to alter them by inserting, erasing or adding new stretches and vertical curves.

Similarly, observing or editing the profiles calculated may advise variations in the superelevations
proposed, or even in the axis in the ground plan or width diagram when the new platform moves outside
the borders of the old one in areas containing walls, high levelled areas, etc.


9.3.2- Superelevations

In the SUPERELEVATIONS option, we can copy the superelevations of the old roadway, which are
deduced from the land profiles which contain it, to the new roadway using the option E and I:

This option offers two calculation possibilities.

Superelevations by new axis: Analyses the gradients of the roadway at the point where the new axis
intersects the roadway. These gradients will be taken as the superelevations for the new roadway.

Superelevations by existing borders: Analyses the gradients of the borders of the existing roadway,
these gradients being used as superelevations for the new roadway.



9.4- Widen and improvement menu
This is a floating menu especially adapted to calculating the cross section in widen projects. With the
option real section from the fixed menu, the section is shown in real time with the improvement applied
at the KP selected.

This replaces [Calculation] in the SECTION menu. Instead, four buttons appear (at the bottom of the
floating menu). These are activated sequentially to follow the calculation according to the constraints
indicated in the options at the top of the table. It is also possible to calculate from the Project menu, with
the options [CAL] and [IMP] activated.

1.- [Calculate without Improvement] 3.- [Improvement + Redo Cubic Cap.]

2.-[Generate Road Surface Package] 4.- [Road Surface Package Improvement]

In this way the new platform is
generated, taking into account the
old vertical alinement, the road
surface package, etc. (thick line in
the diagram).

The options at the top of the menu
allow a *.eym file containing a
series of constraints for the
calculation to be saved or loaded.



9.4.1- Parameters to be Defined in Widen and Improvement

[Minimum reinforcement thickness for road surface]

The definition of this must be in line with the rest of the project data.
If the option [ ] by Reinforcement Table is activated, this thickness may be variable and is defined in
the REINFORCEMENT TABLE described later on.

When the new vertical
alinement is much lower than
the old one, the existing road
surface must be cut or
demolished so that the whole
thickness of the carriageway is
accessible.

Continuity step, which allows us to increase the minimum reinforcement thickness at the sides of the
package being used.
This step is defined by its width and height, [Step Width] and [Step Height].

[Minimum border improvement ]

This is usually restricted
according to the roller size of
the of the machinery used
(generally 1.5 metres).

If the adjacent road surface
package is narrower, the
existing road surface is
demolished until the size
enables the machinery being
used to enter the added band.
The distance reference can be
defined from a code, using the
function [Code]. By default,
the code 100 is used.

[Use if reaches border]

In cases in which the border of
the new roadway is on the
existing roadway, the
corresponding [Use if
reaches border] box may be
activated, as would happen in
the following example.



[Minimum thickness for road surface layer]

This determines the smallest dimension permitted as the thickness of the road surface layer, as it is
impossible to have a layer thickness of zero in cases in which a wedge is formed, the corresponding layer
being cut and the wedge being added to the upper layer (dotted triangle).

This value may be different for each of
the components of the road surface
package, and with different values for
each of the stretches which define the
Widen and Improvement parameters.

Dimensions of selected ground

[Settle S.G.] This has four possible values:

[DONT SETTLE]: If the new
platform is being constructed
completely, even if part of the
old platform can used, it is
demolished in order to put
down the whole S.G. layer.

[On Existing Roadway]:
Allows the existing roadway to
be taken as part of the selected
ground.

[On Usable Roadway]:
Allows the usable roadway
(excluding scaling at the
borders) to be taken as part of
the selected ground. As for
drawing.

[Demolish Existing Roadway]: If the existing roadway is not used but the selected ground overlaps
the existing road surface package, the whole of the existing road surface package is demolished and filled
in up to the old subgrade with selected ground.

It is also possible to define a [Minimum Thickness for Selected Ground]: if this thickness is not
reached, the whole of the layer of selected ground is placed, even if it needs to be demolished.

[Minimum Fill Thickness]: If the fill on the existing roadway has a lower thickness than the value
indicated, the selected ground is increased instead of the fill.

[SubGrd_New Margin below SubGrdL_Old and Use]:
By default, the program understands that in areas where the new subgrade designed is below the existing
subgrade, the existing roadway cannot be used because the total thickness of the road surface package
would be below the thickness planned. However, a value can be entered here which allows us to give a
margin to this criterion, i.e. it is like telling the program that instead of having an existing road surface of
X cm, it is X+margin. This allows the existing road surface always to be used.



[ ] Do not place Selected Ground if the Main Roadway Border (code 2) is on the existing
road surface.
If the new subgrade is below the existing road surface, if the flag is activated the selected ground is not
placed in the widen area.

[Regularisation Wedge]:
Values: [Minimum Thickness] and [Tolerable Thickness]. Both thicknesses are measured below
the Minimum Reinforcement layer.
When the existing road surface package is above the minimum thickness, this thickness may be absorbed
by the carriageway.
When it is below the Tolerable Thickness, it may be assumed by the regularisation wedge.
However, when it is between these two values, the program cuts the existing package so as to make a gap
up to the Tolerable Thickness, so that the Regularisation Wedge has at least this tolerable thickness.
When these two values are used, the same minimum thickness entered here for the layer which is to be
used as the regularisation wedge must be entered in the minimum thickness window of the road surface
layers.

9.4.2- Road Surface Scarification and Demolition

Scarification by [cutting] is the most accurate solution, and can be selected using this option.

Otherwise, we will opt for [road surface demolition], both [up to new subgradient] and
completely, deleting [whole existing package], more realistic from the point of view of practical
implementation.

The Maximum Cutting Thickness can also be defined. If it exceeds this value, demolition takes place.



Minimum usable width [ ]. This operates if the value is greater than zero. If the width of the usable
strip of the existing roadway is below this value, nothing is used.

LEFT BORDER RIGHT BORDER
Code [0.0] [R/L] Code [0.0] [R/L]
Distance [0.0 ] Distance [0.0 ]

This allows one point on either side to be defined using the code on the roadway, and a distance, so that
from this point outwards the subgrade is extended with the tendency at this point. In other words, if the
existing road surface is being demolished is it demolished right to the end. If it is being cut, the subgrade is
extended parallel to the main roadway up to the end. This operates when a code other than 0 is placed.

For motorways in which reinforcement is applied only to the right-hand roadway, a right-hand side code
R can be applied to the LEFT BORDER (using a point such as 1, -11 or -100, for example), in the area
of the central reservation.

[SET STRETCHES]: Different stretches can be defined, to which to apply different values of the
parameters described. If a specific profile is not within any stretch, the use of the existing roadway in it is
not calculated.

9.4.3- Road Surface Reinforcement on Motorways

The reinforcement of motorway road surfaces is carried out in the same way as for single carriageways,
the only difference being that in the transverse menu we must select the type of line for inner borders of
roadways.

Another alternative but more complicated method would be the following:

We begin with a single ground plan axis which can go along the central reservation of the
motorway.

This axis is duplicated with the options Save 1 Axis and Add File in GROUND PLAN.

We are going to design the right-hand roadway on the first r axis, and the left-hand roadway on
the first l axis.

Profiles are extracted for both axes at the same KPs. In the case of Widen and Improvement, the
first axis is defined by the borders of the existing right-hand roadway, and the second by those of
the left-hand roadway.

In elevation, we can now define two identical sections of motorway, or two roads, one for each
roadway. In this latter case, we will do the following:

o In elevation, we move the ground plan axis to the inner white bands using eccentricity.
For this we can use the function Eccentricity by Line, clicking on the existing inner
white band.
o For the axis which represents the right-hand roadway, the main roadway is defined with
only the right-hand half of the roadway. We can use widths by lines by clicking on the
outer white band. The same for the left-hand roadway.
o The rest of the data of each section are defined with the help of functions such as
Minimum Z longitudinal, Widen and improvement superelevations, etc.
o Inner fill slopes must have the slope for the new central reservation.

Calculation and Improvement are carried out independently for each of the two axes.

If there are two roads, a boundary line is defined using Auto BD. This is where the inner slopes
intersect and the files ISPOLr.per and ISPOLl.per are truncated. If the elevation has been carried
out as two motorways, the ground plan axis is used as the boundary line.

Finally, we use the function 2Axis>Motorway to join the two sides. This function uses the files
ISPOLr.per and ISPOLl.per to create a third file, ISPOLa.per (we recommend triplicating the
ground plan axis used as the starting-point, in order to assign it to this final axis). This function


undoes the eccentricities and re-encodes the inner points on each profile (inner shoulder -11,
central reservation vertex -100, etc.), creating two files, #ISPOLr.per and #ISPOLl.per. Next, it
combines them with the following feature:

o For the surfaces of existing land and roadways, it takes those of #ISPOLr.per for the
right-hand half-profile, and those of #ISPOLl.per for the left-hand half-profile.
o For the surfaces of the Platform and new subgrade, selected ground, etc., those of
#ISPOLl.per are added to those of #ISPOLr.per, so that there is a single, continuous
surface for each element.

Finally, it recubes ISPOLa.per.

The file ISPOLa.per allows reports and transverse and longitudinal plans to be extracted as any motorway
axis.



9.5- Reinforcement tables

Reinforcement tables allow a series of data defining the geometry of the existing roadway to be brought
together in a single menu, as well as the actions to be carried out to improve the roadway.

9.5.1- Existing Road Surface Data

The existing road surface thicknesses are defined here by KP, and divided into aggregate and ballast data.

These data on the existing road surface package may be taken into consideration when profiles are
extracted, if we mark the corresponding box in the Transverse Table ([ ] Clearing and Thickness
by Table). The data in the Reinforcement Table are then read. The existing road surface thickness in
a specific profile will be taken as the sum of the aggregate and ballast thicknesses at this KP.



9.5.2- Recognised Natural Ground

The data which characterise the ground are incorporated here, as are the thickness of the selected ground
for each of these grounds. Unlike the Selected Ground menu in Elevation, in the table we can reflect a
single layer of selected ground, whose thickness will be read directly from this Reinforcement Table if
we activate the corresponding box in the Selected Ground menu in Elevation ( Thickness by
Reinforcement Table).

In this recognised natural land table, we can enter a different thickness value for the selected ground at the
initial and end KPs (iSGthick and eSGthick).
When an old file is loaded, the program repeats the thickness for the initial and end KPs.

[ESG<=ISGnex(EKP==IKPnex)]. When this option is pressed, the program copies the initial thickness of
selected ground of the next stretch to the end thickness of selected ground, provided that the end KP of
the stretch coincides with the initial KP of the next section.
When new data are entered into a table, if the initial thickness of selected ground is entered, the program
copies it to the end thickness of selected ground, if the value of the latter was zero.

Two parameters can be defined along with Selected Ground thickness:

Extension: If this option is activated, the minimum thickness of selected ground is measured from the
point which separates the reinforcement and widen areas.

Regularisation: In Regularisation mode, if we enter a gradient value other than zero, this value is
used instead of the value of the superelevation of the existing roadway.

If the Subgrade is lower than the existing roadway surface (i.e. the regularisation layer is not needed), the
depth of the other layers of Selected Ground defined is measured from the subgrade at the border of the
existing roadway. (This means that they maintain their thicknesses.)
In regularisation mode, the base of the regularisation layer and the lower layers of the selected ground can
be made parallel to the subgrade by putting -1000 as the gradient.
(Remember that with gradient = 0.0, the gradient of the existing roadway is extended, and with a value
other than zero the gradient stated is used.)

Gradient: To give the outward gradient from the previous point. To use these options in the Selected
Ground menu, the option Thickness by Reinforcement Table in the Selected Ground Menu must be
activated.

O.Levelled Area: This value, which is taken as a second layer of selected ground to build below the first
only in levelled areas (Overexcavation or Clearing in Levelled Area).

When we define a thickness and gradient for the selected ground from the Reinforcement Table, this
gradient must always be sent, even if when it is applied the result is a lower thickness than with the parallel
selected ground.

9.5.3- Margin clearing

The margin clearing (or use of road surfaces) are defined in the table according to the various KPs, given
the distance, in metres, from the existing roadway border.
These values are taken into consideration when the clearing limits which appear in the cut transverse
profiles with the Transverse table in the Reframing and Profiles menu are defined, by activating the
corresponding box ([ ] Clearing and Thickness by Table).

[Redo Profile]: This option builds (or redoes, if it already exists) the clearing surface of land profiles for
widen and improvement, using the margins defined in the Reinforcement Table.



9.5.4- Action

The type of action needed in each stretch is established. There are three main types:

CUTTING Removing a certain thickness of the existing aggregate by scarification or cutting, and
subsequent application of a given thickness of reinforcement.

REINFORCEMENT Indicates the application of a particular reinforcement of road surfaces on the
existing roadway, with no other operations.

RECONSTRUCTION Would involve complete demolition of the existing roadway and subsequent
application of new road surfaces.

In the VERTICAL ALINEMENT menu, the various stretches will appear in different colours (magenta for
cutting, red for reinforcement and white for reconstruction).
Both the On Ground and the Min. Z options from the VERTICAL ALINEMENT menu offer the
possibility of reading these data from the Reinforcement Table.

In the WIDEN AND IMPROVEMENT menu, the minimum thickness of road surface
reinforcement can be extracted from the action table by activating the box [ ] by Reinforcement
Table.

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LINEAR WORKS

determines the sequence of operations that have to

provides the user with a

uses a system consisting of

offers the user a system

. These files can then be stored at any given moment in

generates several results files during all the basic

is based on the use of a

will choose one by default (ISPOL.cej), although

providing the corresponding

is continually implementing systems for automatically

allows groups to be defined and associated with each axis, thereby

providers the user with a tool that allows rapid and

is opened, Digital Cartography is the active module or

is based on the definition of alignments,

this can be done in various ways (as will be seen in the

to calculate an axis accurately.

that enable the project

interpreting all the data previously defined

will have generated several results files, the main one

with regard to design

as default data in the

files: these contain data that can be used by the program.

, listing the kps, coordinates, radius values and other parameters.

to perform this task is based on the definition and use of modes,

and which will cover most possibilities.

can give the project designer to enable the physical

during the calculation processes. The side menus

resolving the complex relations that enable the

when we use the [PROJECT] menu, which

will use the

for inputting data: remember that many operations are performed

in the stored projects directory.

library (symbols, types of line, etc.) should be backed up by an internal

will use the

users, given the underlying work philosophy of the

, which we will now describe.

offers users the possibility to define them in tow

warns users that

in a NETWORK, you have to take into account that certain additional

is being used by everybody involved,

installed in your organisation

enables you to use the

remembers the number of lines on the

extracts a fast longitudinal profile of the ground along the current

formats, as if it were a virtual printing operation.

LINEAR WORKS ISPOL 9

for the vertical alignment definition is taken up in

entities), control system for layers and models, tools and

display the file

allows numbered model sections to be defined. The [Model S.] button

calculates the superelevations taking them from the table.

places a vertical wall in the same conditions referred to previously.

can act in two distinct ways:

places them behind the last auxiliary roadway before

breaks up the polyline into the values

assumes that it is talking about a

generates the line of

, will measure the section between the

carries out, previous to

will reorder before the calculation or using the function [Reorder]:

programme are advancing in such a way that

is available in the UTILITIES of the SECTION menu.

programme but can be varied to carry