Older, traditional design models were created after the design was com- plete, often by a graphic artist through interpretation from an engineer or designer. Continuously changing designs and decisions resulted in a significant investment in time and computing power to reproduce the changes in the visualization model. These models were only as real- istic as the artist’s interpretation. Today’s 3D models are created with realistic effect directly by engineers. The design model visualization is a direct by-product of the engineer’s intended design calculations. The visualization is as accurate as the engineer’s construction intent. Developing 3D designs today In many transportation projects around the world, Bentley’s Micro- Station is a common product used to create design plans. Bentley’s OpenRoads Technology, found in many of its products, brings 3D design to a new level of automated or semi-automated changes that allows engineers to quickly develop designs and visualize the effect of changes not only to their own discipline, but also to other disciplines. Lockwood, Andrews, and Newnam, Inc. (LAN), which works exten- sively on transportation projects, has used this technology to adjust de- signs to avoid potential change orders during construction. Previously, this was done by studying cross-section cuts every foot and reviewing them closely over a longer period. Today’s OpenRoads 3D model al- lows the engineer to quickly flag clashes between discipline elements. A benefit LAN has experienced often from 3D design modeling is the effect of changing roadway geometry and its ripple effects on exist- ing or proposed utilities and underground storm sewer systems. As the drainage engineer develops the 3D design model of these systems, a roadway engineer can see the associated changes by simply referenc- ing these models into their environment. There is no need to develop detailed plan sets with drafted notes prior to sending the design to other disciplines.
Design intent is streamlined through improved model references. When a roadway profile change is required, the storm drain or utility pipe is adjusted or a horizontal alignment change is made. The 3D de- sign model provides accurate information for engineers to collaborate and make decisions. If a path is chosen to progress the design, parts of the model are automated or semi-automated to carry through changes throughout the design. This reduces a significant amount of time spent in design review and also in alternative design exploration. Alternative design exploration As an engineer chooses a path to progress the design in this immersive model environment with other engineers, changes are immediately processed and visualized. Changes in the roadway model may not only affect the drainage or utility engineer, but also the bridge engineer. The bridge engineer can reference these files in real time during design and flag possible vertical clearance issues. The bridge engineer can also offer alternative design ideas that can be vetted quickly. Bentley’s OpenRoads rules (or relationships) can help automate some tasks to provide a more comprehensive design alternative in a fraction of the time taken previously. LAN has used these tools to determine both constructability and mate- rial cost feasibility on various projects. An alternative design would require a designer to draft an alignment and the edges of pavements, curb, etc., and calculate quantities from 2D plan and profile views with a significant amount of time devoted to drafting. In today’s 3D models, these quantities are calculated from each model for linear, area, or volume quantities and can be compared faster than ever before. Plan alignments and profiles can still be adjusted in 2D for ease of use by the designer, but in a quick and effective dynamic view. In a recent diamond interchange project, LAN produced a model and calculated retaining wall, bridge, pavement, and earthwork quantities.
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csengineermag.com
february 2018
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