Geometric Analysis of Northern Bypass Routes

Executive Summary

The goal of this assignment is to design and analyze geometric aspects of Northern Bypass, Southern Bypass and the Central bypass routes, in Civil 3D and Excel. Terrain, environmental constraints and safety and roadway standards have been taken into account for horizontal and vertical alignments. At 20 m intervals modelling for corridors, sample sections and earthwork and mass haul analysis have been undertaken. To evaluate roadway performance, plan, profile and cross-section drawings have been created. The bypass project alternatives evaluated have fully economically and engineering has shown that these offer safe, viable and cost-effective transportation solutions to meet future traffic demand and regional development.

Table of Contents

Introduction. 8

Stakeholder 8

Route Alignments & Design Checks. 8

Initial Route Identification. 8

Route 1 –Initial Route Identification for Northern Bypass. 8

Route 2 –Initial Route Identification for Southern Bypass. 9

Route 3 –Initial Route Identification for Central Bypass. 9

Determination of Horizontal Curve/s, Check of Transition Curve, and Length of Superelevation Development 9

Route 1 – Horizontal Alignment Design: Curve 1. 14

Route 1 – Horizontal Alignment Design: Curve 2. 15

Route 1 – Superelevation Development 16

Route 2 – Horizontal Alignment Design: Curve 1. 17

Route 2 – Horizontal Alignment Design: Curve 2. 18

Route 2 – Superelevation Development 19

Route 3 – Horizontal Alignment Design: Curve 1. 19

Route 3 – Horizontal Alignment Design: Curve 2. 20

Determination of Vertical Curve/s. 21

Vertical Alignment Design – Route 1. 27

Vertical Alignment Design – Route 2. 27

Vertical Alignment Design – Route 3. 28

Design Control/Consistency Checks. 28

Earthworks/Mass-Haul Diagrams. 40

EarthWork Calculation for Route 01. 40

EarthWork Calculation for Route 02. 41

EarthWork Calculation for Route 03. 41

Scale Drawings of Plan Alignments. 42

Plan Alignment for Route 1&2. 42

Plan Alignment for Route 3. 43

Final Plan View.. 44

Scale Drawings of Profiles. 44

Profile Alignment of Route 01. 44

Profile Alignment of Route 02. 45

Profile Alignment of Route 3. 46

Scale Drawings of 4 Typical Cross-sections per Alignment Option. 47

Typical Cross-Section of Route 01 as per Stations. 47

Typical Cross-Section of Route 02 as per Stations. 48

Typical Cross-Section of Route 03 as per Stations. 48

Typical Cross-Section Drawings for All Routes. 49

Route Evaluations. 59

Economic: NPW, B/C ratio, Incremental  B/C ratio. 59

Construction Cost for Route 1. 61

Construction Cost for Route 2. 62

Construction Cost for Route 3. 62

Social / Environment Assessment 63

Conclusion. 65

References. 66

List of Figures

Figure 1: Northern Bypass and Southern Bypass Creation. 7

Figure 2: Profile Curve and Proposed Curve Creation in The Northern Bypass. 8

Figure 3: Profile Curve and Proposed Curve Creation in The Southern Bypass. 9

Figure 4: Profile Curve and Proposed Curve Creation in The Central Bypass. 9

Figure 5: Profile and Alignment List 11

Figure 6: SuperElevation Calculation for Northern and Southern Corridor 11

Figure 7: SuperElevation Calculation for Central Corridor 12

Figure 8: Assembly Creation. 13

Figure 9: Northern Corridor Creation. 14

Figure 10: Southern Corridor Creation. 16

Figure 11: Central Corridor Creation. 17

Figure 12: Shoulder Creation. 18

Figure 13: Final Northern Corridor 18

Figure 14: Final Southern Corridor 19

Figure 15: Final Central Corridor 20

Figure 16: Northern and Southern Section Views. 21

Figure 17: Central Section View.. 22

Figure 18: Chainage Points at 20 m Intervals. 22

Figure 19: EarthWork Quantities and Mass Haul for Northern Sections. 30

Figure 20: EarthWork Quantities and Mass Haul Diagram for Southern Sections. 31

Figure 21: EarthWork Quantities and Mass Haul Diagram for Central Sections. 32

Figure 22: Plan View to See The Station Labels for Northern and Southern Bypass. 33

Figure 23: Plan View to See The Station Labels for Central Bypass. 33

Figure 24: Final Plan View of Alignments. 34

Figure 25: Northern Profile Scaling. 35

Figure 26: Southern Profile Scaling. 35

Figure 27: Showing Chainage Levels. 36

Figure 28: Tangent View of Northern Section. 37

Figure 29: Cut View of Northern Section. 38

Figure 30: Curve View of Northern Section. 39

Figure 31: Fill View of Northern Section. 40

Figure 32: Fill View of Southern Section. 41

Figure 33: Curve View of Southern Section. 42

Figure 34: Tangent View of Southern Section. 43

Figure 35: Cut View of Southern Section. 44

Figure 36: Tangent View of Central Section. 45

Figure 37: Fill View of Central Section. 45

Figure 38: Curve View of Central Section. 46

Figure 39: Cut View of Central Section. 47

Figure 40: Traffic Volume Estimation in 20 Years. 47

Figure 41: Construction Cost in 20 Years. 48

Figure 42: Maintenance Cost in 20 Years. 49

Figure 43: NPW, BC Ratio, and Incremental B/C Ratio Calculation. 49

List of Tables

Table 1: Comparison of Social and Environmental Factors for Different Routes. 52

Introduction

This project is used to show how to create the geometric design and economic evaluation for the proposed Northern, Southern, and Central Loddonville bypass corridors, using the AutoCAD Civil 3D and Microsoft Excel software. Study subjects consist of horizontal and vertical alignment design, earthwork analysis, corridor modelling, mass haul, and a 20-year economic evaluation using NPW, BCR and IBCR course of action.

Stakeholder

The local community, Indigenous heritage associations, environmental agencies, freight operators, road users, local government and transport and planning agencies are all key stakeholders associated with the Loddonville Bypass project. These stakeholders affect project planning, environment protection, land acquisition, safety enhancements, and long-term transportation usage efficiency. Public and stakeholder engagement is vital in reducing the social and environmental effects of the new alignment of the bypass and securing that the alignment will meet the economic, operational and sustainability aims of the project over its lifespan.

Route Alignments & Design Checks

Initial Route Identification

Work on initial route identification has been done collaboratively in a three-member group to identify potential bypass alignments around Loddonville. Northern, Southern, and Central corridors have been chosen for consideration based on terrain characteristics, existing development constraints, environmental impacts, road safety and practicality in the construction. Geometric studies; horizontal and vertical, intersection connectivity, design speeds have been used to perform preliminary geometry checks. The chosen alignments have been designed to minimize earthworks, minimise any delays to traffic, enhance traffic distribution and provide a safe working environment across the proposed bypass network.

Route 1 –Initial Route Identification for Northern Bypass

Route 1 (Northern Bypass) is designated as the northern route that is set to bypass the urban development of the town of Loddon, with suitable design work being carried out to satisfy the design requirements. Trampling is kept away from major residential areas and minimises current traffic interaction. It run through sensitive areas though which will need further mitigation measures and compensation works.

Route 2 –Initial Route Identification for Southern Bypass

Route 2 (Southern Bypass) is chosen on the southern side of Loddonville, around the sensitive environmental features and reduce the impact on residential development. The alignment is drawn along relatively favourable ground conditions and this decreases earthworks and construction regulations. It offers effective traffic deflection as well as proper geometric design.

Route 3 –Initial Route Identification for Central Bypass

The shorter route, Route 3 (Central Bypass) is flagged up as one that was closer to the town centre. This would cut down travel distance but also involves considerable earthworks, Earth Protection Works, and environmental measures. More contact with current development and natural features means that construction cost and implementing issues has been increased.

Determination of Horizontal Curve/s, Check of Transition Curve, and Length of Superelevation Development

Figure 1: Northern Bypass and Southern Bypass Creation

This figure shows the early-stage horizontal alignment designs for the new northern and southern routes to bypass the town of Loddon. The alignments have been developed using Civil 3D to avoid environmentally sensitive areas, steep slopes, wetlands, rock outcrops and existing development constraints, and to avoid using through traffic on the urban development.

Figure 2: Profile Curve and Proposed Curve Creation in The Northern Bypass

This is the current alignment in the ground for the northern bypass route and the future vertical alignment (Moradi and Assaf, 2023). A profile has been developed according to the following set of rules: Perform tangents grading in order to create smooth highway geometry, acceptable slopes, and minimise excess cut and fill earthworks – improve vehicle operation and driver comfort.

Figure 3: Profile Curve and Proposed Curve Creation in The Southern Bypass

This figure shows the existing terrain profile and proposed vertical profile for the southern bypass alignment. The profile is designed with the natural terrain in mind, featuring gradual gradients suitable for highway standards. The alignment has been designed for ease of construction, safety and for efficient grade transitions on the road.

Figure 4: Profile Curve and Proposed Curve Creation in The Central Bypass

The proposed Central Bypass vertical profile is illustrated with smooth crest and sag curves using a vertical curve length of about 55 m and maximum vertical slope (grade) of 4%.

Figure 5: Profile and Alignment List

This graphic shows the hierarchy of the Civil 3D Toolspace for centerline alignments, profiles, sample line groups, and superelevation views for both bypass alternatives (Chakole et al. 2022). The organised structure verifies that the northern, southern, and central alignments and associated profile data have been successfully created for the analysis of the corridor and earthworks.

Route 1 – Horizontal Alignment Design: Curve 1

Circular Curve Data

Input Parameters

• PT Station = 1+200.000
• Radius (R) = 120.000 m
• Deflection Angle (Δ) = 35°

Curve Geometry Calculations

1. Tangent Length

2. Mid Ordinate

3. External Distance

4. Length of Curve

5. Chord Length

6. Stationing

PC = PT − L

PI = PC + T

Conclusion

The adopted radius of 120 m exceeds the minimum required radius of 93.74 m for a design speed of 50 km/h and therefore satisfies Austroads requirements.

Route 1 – Horizontal Alignment Design: Curve 2

Circular Curve Data

Input Parameters

• PT Station = 2+500.000
• Radius = 120 m
• Δ = 28°

Calculations

Stationing

Conclusion

Curve 2 satisfies geometric requirements and provides a smooth directional transition.

Route 1 – Superelevation Development

Design Inputs

• Design Speed = 50 km/h
• Radius = 120 m
• Side Friction = 0.15
• Normal Crossfall = 3%

Required Superelevation:

Adopted:

Transition Length:

The adopted superelevation is adequate for safe operation.

Figure 6: SuperElevation Calculation for Northern and Southern Corridor

Figure indicates superelevation developed in Northern and Southern corridors with transition length around 74.25 m and maximum superelevation that reaches 6% design limits (Murimi and Omwenga, 2024).

Route 2 – Horizontal Alignment Design: Curve 1

Circular Curve Data

Calculations

Stationing

Assume PT = 1+500

Route 2 – Horizontal Alignment Design: Curve 2

Circular Curve Data

Calculations

Stationing

Assume PT = 3+000

Route 2 – Superelevation Development

Design Speed = 50 km/h

Radius = 110 m

Required:

Adopted:

Transition Length:

Safe and compliant.

Route 3 – Horizontal Alignment Design: Curve 1

Circular Curve Data

Calculations

Route 3 – Horizontal Alignment Design: Curve 2

Circular Curve Data

Calculations

Figure 7: SuperElevation Calculation for Central Corridor

The figure shows the superelevation runoff and the gradation of the transition path along the Central Corridor with an approximate 74.25 m transition length, and with 4 % superelevation.

Determination of Vertical Curve/s

Figure 8: Assembly Creation

This roadway assembly has been designed with a two-way roadway configuration and lane and shoulder subassemblies. For the carriageway width, an approximate 12 m width has been selected, and the shoulder strip is 2–3 m wide (Verma and Nautiyal, 2023). The parameters of Superelevation and Daylight have been incorporated to ensure that corridors are accurately modelled and earthwork calculations for cross-sections can be carried out.

Figure 9: Northern Corridor Creation

The Northern_Bypass alignment and design profile has been used as input for the Northern Corridor. Corridor regions have been placed at 20 m apart between chainage 0+000 and ~4+125 m. Corridor dynamically connects assembly geometry, profile elevations and baseline stations to ensure a consistent modelling of the roadway.

Figure 10: Southern Corridor Creation

A horizontal alignment and vertical profile of the Southern Corridor have been proposed, which has been used as the basis for creating a new alignment. The TwoLaneRoad assembly has been added to the southern baseline via corridor modelling over a length of around 4.2 km. The generation of the section and the accuracy of volumetric computation have been enhanced with frequency control of 20 m intervals.

Figure 11: Central Corridor Creation

This figure displays, corridor modelling done in the Civil 3D software for the Central Bypass, which incorporates alignment, profile, assembly and day lighting elements over a roadway length of around 2.95 km.

Figure 12: Shoulder Creation

Shoulder subassemblies are used to make up the road shoulders on both sides of the assembly. The best drainage has been achieved with a shoulder slope of about −4% to −6% and a shoulder width of 2.5 m, providing the best roadway safety. A "Daylight Link" is created to join shoulders to existing terrain surfaces.

Vertical Alignment Design – Route 1

Design Inputs

• Incoming Grade = +3%
• Outgoing Grade = −3%

Algebraic Difference:

Using:

For 50 km/h:

Vertical Alignment Design – Route 2

Inputs

Vertical Alignment Design – Route 3

Inputs

Final Design Verification

Design Control/Consistency Checks

Figure 13: Final Northern Corridor

The completed standing of the Northern Corridor has been designed to align with the contours of the land and stay away from the environmentally sensitive and developed areas. Modelling of corridor linkages and top surfaces, and of the pavement geometry, has been successfully achieved. The alignment minimised excessive cut and fill activities, as it provided smoother gradients and balanced elevation changes along the length ~ 4.1 km of the road section.

Figure 14: Final Southern Corridor

The Southern Corridor model included all of the roadway geometry, plus completed pavements, shoulders and daylight connections. The corridor went through lower elevations, and vertical changes have been minimised, preventing sudden elevation changes. The alignment for the southern bypass has been verified throughout by corridor consistency checks by matching the appropriate assembly, surface generation and continuous baselines.

Figure 15: Final Central Corridor

The figure shows the alignment of the Central Bypass corridor running across the study area, crossing two major environmental constraints and passing by other environmental constraints of sufficient magnitude to justify a deviation to align with the existing bush and watercourse.

Figure 16: Northern and Southern Section Views

Cross-sections have been produced for each of the bypasses at intervals of 20m. These sections showed the current ground elevation, the proposed road profile and corridor geometry at the same time. The ability to use section views facilitated the analysis of the width of pavement, cut and fill volumes, and the side slope behaviour throughout different stations of the roadway and along different elevations on the terrain.

Figure 17: Central Section View

It depicts cross-sections produced at 20 m intervals along the Central Bypass corridor that demonstrate pavement geometry, relationship to existing ground surface and cut and fill at the site.

Figure 18: Chainage Points at 20 m Intervals

The chainage points and sample lines have been automatically determined at every 20 m interval along the alignments. The stations are used to calculate quantities in the earthwork and analyse cross-sections. Standard spacing enhanced the accuracy of the computation of cut/fill volumes and provided a uniform estimation of roadway geometry.

Calculation

The relationship between design speed, radius and superelevation for horizontal curve design has been used to verify the design. The curve radius calculation has been made easy using: where V=50

This puts the minimum value of the radius at about 85m, km/h, superelevation e=0.06, and side friction factor f=0.15. To assure driver comfort and develop the superelevation gradually, the lengths of transitions have been verified. A stopping sight distance criterion as well as changes in grade have been used to evaluate vertical curves. The length of the vertical curve crest/sag has been calculated as:

 To ensure it is safe, operates correctly and meets the Austroads geometric design standards.

Design Parameters

Horizontal Curve Radius Calculation

The minimum horizontal curve radius is calculated using:

Where:

Substituting:

Adopted Minimum Radius:

Northern Bypass Radius

Check:

SAFE

Southern Bypass Radius

Check:

SAFE

Central Bypass Radius

Check:

SAFE

Superelevation Calculation

Superelevation is checked using:

Northern Bypass

Assuming:

Acceptable

Southern Bypass

Assuming:

Acceptable

Central Bypass

Assuming:

 Acceptable

Transition Length Calculation

Transition length is calculated using:

Where:

Calculation

Adopted Transition Length

Applied to:

• Northern Bypass
• Southern Bypass
• Central Bypass

Provides gradual superelevation development.

Stopping Sight Distance (SSD)

SSD is calculated using:

Where:

Calculation

Adopted SSD

Vertical Curve Length Calculation

Vertical curve length is checked using:

Where:

• (for 50 km/h)
• algebraic difference in grades

Northern Bypass

Assume:

Adopted vertical curve length:

Southern Bypass

Assume:

Adopted:

SAFE

Central Bypass

Assume:

Adopted:

SAFE

Maximum Grade Check

Austroads recommended maximum grade for rural arterial roads:

Northern Bypass

ACCEPTABLE

Southern Bypass

ACCEPTABLE

Central Bypass

ACCEPTABLE

Curve Consistency Check with Design Speed

The design speed adopted for all bypasses:

Minimum radius required:

Design Summary

Earthworks/Mass-Haul Diagrams

EarthWork Calculation for Route 01

Figure 19: EarthWork Quantities and Mass Haul for Northern Sections

The Northern Bypass earthwork volumes have been determined with the Average End Area method, between consecutive 20 m segments. The cut and fill values presented negligible values at initial stations, showing that conditions of the terrain are in a balanced state. Automatic tabulation of cumulative earthwork makes it easy to plan and estimate the amount of materials during the construction process.

The Northern Bypass mass haul diagram shows cumulative earthwork movement (CWM) taking place throughout the alignment. Where horizontal trends have been observed, these suggested relatively even cut/fill conditions and limited haulage requirements (Salsabila et al. 2022). The diagram facilitated optimisation of material transportation distances and introduced balance points for efficient earthworks management.

EarthWork Calculation for Route 02

Figure 20: EarthWork Quantities and Mass Haul Diagram for Southern Sections

The earthwork quantities for the Southern Bypass are calculated with corridors calculated as surfaces and existing terrain data. A table of cut and fill has been created on sections with 20 m spacing between sections. The early chainages had not had much need for excavation, which indicates comparatively stable ground conditions and not many material redistribution requirements.

The Southern Bypass cumulative material moving diagram depicts material movement cumulatively along the length of the Southern Bypass. The relatively level haul trend suggested a small discrepancy between the volumes of excavation and embankment (Manifold et al. 2024). It has been a recommended economical distribution of earthworks, with minimum haul distances and a more economic construction economy, providing for the southern alignment.

EarthWork Calculation for Route 03

Figure 21: EarthWork Quantities and Mass Haul Diagram for Central Sections

The figure shows cumulative earthwork analysis for the Central Bypass, which shows that there is a total earthwork volume of cut of 5896 m³, earthwork volume fill of 4481 m³, and earthwork volume net cut 1415 m³.

Scale Drawings of Plan Alignments

Plan Alignment for Route 1&2

Figure 22: Plan View to See The Station Labels for Northern and Southern Bypass

Geometric reference and geometric section control aligned with station labels and chainage marks at intervals of 20 metres within an alignment of the Northern and Southern bypasses.

Plan Alignment for Route 3

Figure 23: Plan View to See The Station Labels for Central Bypass

The figure shows chainage labelling of the Central Bypass alignment to enable station referencing 20 m along the alignment for corridor modelling and generation of earthwork sections.

Final Plan View

Figure 24: Final Plan View of Alignments

The figure represents the comparative final alignment of Northern bypass, Southern bypass and Central bypass respectively to contours, wetlands, residential areas and environmental constraints.

Scale Drawings of Profiles

Profile Alignment of Route 01

Figure 25: Northern Profile Scaling

A comparison of existing ground elevations, grade alignments and locations of the existing vertical curve transitions for the Northern Bypass is depicted as a longitudinal profile.

Profile Alignment of Route 02

Figure 26: Southern Profile Scaling

The figure is an example of how the profile is scaled on the Southern Bypass and accomplish vertical grading to satisfy stopping sight distance design requirements and reduce abrupt grade changes.

Profile Alignment of Route 3

Figure 27: Showing Chainage Levels

The figure is used to represent contour elevations and roadway chainage elevations along the corridor alignment to aid calculations of the earthwork, to create a section referenced for the project area and verify the geometric design of the project along the corridor.

Scale Drawings of 4 Typical Cross-sections per Alignment Option

Typical Cross-Section of Route 01 as per Stations

Typical Cross-Section of Route 02 as per Stations

Typical Cross-Section of Route 03 as per Stations

Typical Cross-Section Drawings for All Routes

Figure 28: Tangent View of Northern Section

Figure 29: Cut View of Northern Section

Figure 30: Curve View of Northern Section

Figure 31: Fill View of Northern Section

Figure 32: Fill View of Southern Section

Figure 33: Curve View of Southern Section

Figure 34: Tangent View of Southern Section

Figure 35: Cut View of Southern Section

Figure 36: Tangent View of Central Section

Figure 37: Fill View of Central Section

Figure 38: Curve View of Central Section

Figure 39: Cut View of Central Section

Route Evaluations

Economic: NPW, B/C ratio, Incremental  B/C ratio

Figure 40: Traffic Volume Estimation in 20 Years

The figure shows projected traffic growth over a long-term period between 2027 and 2046, with the number of vehicles increasing from 5700 to about 12009. This places an ongoing need for capacity upgrades to bypass infrastructure.

Figure 41: Construction Cost in 20 Years

The estimated costs of construction, including pavement, bridgeworks, imported fill, retaining wall works, installation of geotextile, environmental mitigation and vegetation clearance, totalled around £15,422.

Figure 42: Maintenance Cost in 20 Years

The figure shows that because of the growth of traffic and the deterioration of the infrastructure, future annual maintenance costs are projected to rise from £176,000 in 2027 to about £370,805 in 2046 (Jabbar and Naimi, 2023).

Figure 43: NPW, BC Ratio, and Incremental B/C Ratio Calculation

This figure shows economic evaluation results of low economic return (NPW: R), low B/C ratio (1) with an incremental B/C ratio of (0.109).

Construction Cost for Route 1

Construction Cost for Route 2

Construction Cost for Route 3

Social / Environment Assessment

The bypass could alleviate traffic problems, time delays and the safety of residents, as well as increase access and mobility, within Loddonville. Environmental concerns involve vegetation removal, native flora disturbance within reserves, and/or habitat disturbance. To mitigate the long-term environmental and social impacts, the adoption of appropriate mitigation measures, sustainable construction practices, and stakeholder consultation are essential.

Table 1: Comparison of Social and Environmental Factors for Different Routes

Conclusion

The Northern and Southern bypass alignments have been designed, and economic analysis has been performed successfully in Civil 3D and with the use of Excel. A roadway performance has been determined through corridor modelling, earthwork assessment, and mass haul calculations. Corridor modelling, earthwork calculations and mass-haul assessments have been performed and this demonstrated viable roadway performance. The economic assessments using the NPW, BCR and IBCR methods have clearly shown the advantages of the bypass project both for the economy and for the accommodation of transport and operations. The Southern Bypass has been identified as the preferred route due to it having the least earthwork, least environmental disturbance, least impact on the existing residents, smoother geometric alignments and an overall enhanced efficiency in the longer term for traffic. It has delivered the most cost-effective construction solution, meeting geometric design, safety and operational requirements for the future transport needs of the region.

References

Chakole, H., Wadhai, P. J., & GHODMARE, S. (2022). The comparison of geometric design using Civil 3D software and manual method. International Journal for Modern Trends in Science and Technology, 8(6), 123-131. https://doi.org/10.46501/IJMTST0806018

Manifold, J., Renukappa, S., Suresh, S., Georgakis, P., & Perera, G. R. (2024). Dual Transition of Net Zero Carbon and Digital Transformation: Case Study of UK Transportation Sector. Sustainability, 16(17), 7852. https://doi.org/10.3390/su16177852

Salsabila, S., Rifai, A. I., & Taufik, M. (2022). The Geometric Design of Horizontal Curves Using The Autocad Civil 3D® Method: A Case Study of Trans Flores Roads. Indonesian Journal of Multidisciplinary Science, 1(1), 251-264. https://doi.org/10.55324/ijoms.v1i1.387

Verma, A., & Nautiyal, A. (2023). Sustainable Approach for Geometric Design of Highway using OpenRoads: a Case Study of NH-05. Journal of Mining and Environment, 14(3), 825-837. https://doi.org/10.22044/jme.2023.12924.2346

Murimi, P.M. and Omwenga, J.Q., 2024. Project Design And Performance Of Road Construction Projects In Kirinyaga County, Kenya. International Journal of Social Sciences Management and Entrepreneurship (IJSSME), 8(4). https://www.sagepublishers.com/index.php/ijssme/article/download/803/734

Moradi, M., & Assaf, G. J. (2023). Designing and building an intelligent pavement management system for urban road networks. Sustainability, 15(2), 1157. https://doi.org/10.3390/su15021157

Jabbar, A. N., & Naimi, S. (2023). Developing Adaptive Multi Dimension Road Construction Management Using EDAS Technique. International Journal of Sustainable Construction Engineering and Technology, 14(4), 154-170. https://publisher.uthm.edu.my/ojs/index.php/IJSCET/article/download/13370/6129