Practical Solutions Guide
PrintSaveSearch
Design SolutionsTable of Contents1.0 INTRODUCTION. 12.0 TRANSPORTATION PLANNING . 32.1 Design Criteria . 32.1.1Design Speed . 32.1.2Interchanges / At-Grade Intersections. 32.1.3Two Way Left Turn Lanes (TWLTL) . 42.1.4Passing Lanes . 43.0 ROADWAY DESIGN ELEMENTS . 53.1 Lane Width . 53.2 Shoulder Width . 63.3 Horizontal & Vertical Alignments . 73.4 Roadside Design Elements. 83.5 Pavement Structure . 113.6 Structures . 123.7 Bicycle and Pedestrian Facilities. 133.8 Property (Right of Way) . 153.9 Processed Materials . 153.9.1Aggregate . 163.9.2Asphalt . 163.9.3Cement . 173.10 Traffic Control . 173.11 Value Engineering . 18
Design SolutionsINTRODUCTIONPractical Design is intended to challenge traditional standards and develop safe and efficient solutions tosolve today’s project needs. ITD’s philosophy is to build cost-effective projects to achieve a good, safe andefficient transportation system. Innovation, creativity and flexibility are necessary for us to accomplish ourgrowing transportation challenges. Idaho’s Practical Design initiatives are parallel to and mutually supportour Context Sensitive Solutions approach to project development.To accomplish Practical Design, we must properly define the project scope by focusing on achieving theproject purpose and need, while considering the surroundings of each project. We must be sensitive towhere the project is located and implement standards that are appropriate to the context of thesurroundings. Our goal is to get the best value for the least cost. Life cycle costs must be consideredwithout shifting the burden to maintenance.Safety will not be compromised. Every project will make the facility safer after its completion.ITD has applied the principles of practical solutions for years and in many cases uses practical solutionprinciples on a routine basis. Formalizing this process will help bring uniformity to Idaho highwayengineering designs. This guide does not supersede nor replace ITD’s Design Manual, section manuals oradministrative policy or change the need for documentation of design criteria or properly documenteddesign exceptions. It is to be used as a companion document during the planning and design process.Primary GuidanceThe type of facility chosen must fulfill the purpose and need of the corridor and involves more than trafficvolume alone.The design speed will bethe posted speed or asappropriate for thecontext and intent of theproject.Some congestion is notbad. A moderate amountof congestion promotesmore efficient use of thefacility by promotingcarpooling and/or moreuse of alternatetransportation.It is adequate for allPractical Solutions GuidePage 1
Design Solutionsroutes in rural locations to accommodate the 20-year peak hour traffic at a Level of Service of D and offpeak traffic at a Level of Service of C. Similarly, it is adequate for all roads in urban or suburban locations toaccommodate the 20-year peak hour traffic at a Level of Service of E, off-peak traffic at a Level of Service ofD.The facility must represent the appropriate balance between access and mobility for its intended purpose.When the desired level of service requires a four-lane facility, it will be designed as an expressway unless afreeway is mandated.Design DiscussionExpressways are inherently safer than “head-to-head” facilities while allowing higher levels of access thanfreeways. Exceptions to this should be considered where safety and operational characteristics of theproject dictate the need for a freeway. Expressways are rural or urban arterial roadways with controlledaccess. They are intended to provide a high level of safety and efficiency in the movement of a significantvolume of traffic at high speed. Control of access refers to the regulation of public access rights to and fromproperties abutting the roadway. With controlled access, preference is given to through traffic while ingressand egress to adjoining properties is only permitted at specific locations such as public roadways. Thisaccess is normally provided through the use of at-grade crossings. In certain situations, access to adjoiningproperties can be provided through the use of frontage or backage roads or by restricting movements to aspecific entrance (i.e., right-in and right-out).Passing lanes may be used in areas where poor level of service is a result of inability to pass safely.At times, a poor level of service can be attributed to a lack of passing opportunities and vehicle time spentfollowing slower vehicles. In these situations, the highway’s performance can be greatly increased byproviding dedicated passing opportunities. While there are many ways to accomplish this, the improvementis generically referred to as a “passing lane.” The improvement can be as simple as the addition of aclimbing lane on a steep grade or as complex as a 2 1 roadway that provides a continuous third lane to offeralternating passing opportunities to either direction of travel or a four-lane passing section.System continuity along highway corridors is desirable and facility types for corridors may already have beenestablished in corridor plans. Projects that lie within such corridors should conform to the establishedfacility type.Practical Solutions GuidePage 2
Design SolutionsTRANSPORTATION PLANNINGTransportation planning is a vital part in the development of projects. Decisions made in the planning stagewill influence the final outcome of the project cost and functionality of the system in the future. Planningprovides the engineer direction and establishes project scope. If a project is planned and scoped with apractical solution as a goal, criteria can be set to allow for a more economical design. Careful thoughtshould be given to items that will have a large impact on the overall cost, design, safety and function of theproject.Sensitivity to the elements that have the largest impact on a project must be weighed against the overallobjective of the project.Practical Design is most efficient if it is considered during the planning stage. Use of management systems,such as maintenance management, pavement management and safety systems should be utilized to selectthe proper scope of work. Use of the Transition Plan and the location of the project should also beconsidered.2.1Design Criteria2.1.1 Design SpeedThe design speed will be the posted speed for existing facilities, or as appropriate for the context and intentof the project. The design speed of the facility will not only influence the operation of the facility, butimpact the physical features of the facility. Design speed should fit the intent of the facility, surroundingsand terrain and there should be continuity from one segment to another. Change in design speed may beacceptable when the terrain changes.2.1.2 Interchanges / At-Grade IntersectionsInterchanges can be very costly and should be used only when warranted. Right of way costs in urban areaswill add to the overall cost of the interchange.Roundabouts may be an alternative to signalization, but normally will take up more surface area.Intersections on collectors and arterials are usually at grade. Factors such as level of service, accidenthistory, traffic volume, grade and sight distance influence what attributes will impact design for anintersection (stop signs, signals, left and right turn lanes, round-abouts, etc.).Practical Solutions GuidePage 3
Design Solutions2.1.3 Two Way Left Turn Lanes (TWLTL)TWLTL have been shown to be effective inreducing left turn and rear end accident ratesin many applications. In urban and suburbanapplications, the reduction may be as much as35%. The accident reduction in ruralapplications is not as dramatic, but if properlyused at higher crash locations the TWLTL canhave a large effect.Two-way left-turn lanes do not function wellonce certain traffic volumes or recommendeddriveway spacing limits have been exceeded.In areas of high traffic volumes (i.e., AADTgreater than 28,000) raised medians are atleast 25 percent safer than multilane undivided sections and 15 percent safer than TWLTL. Two-way leftturn lanes should only be considered in places where commercial driveways make up a substantial portionof total driveways, overall driveway density is managed and where the percentage of vehicles turning left atpeak hours is at least 20 percent.Two-way left-turn lane configurations should not be used in areas that are expected to remain rural in theforeseeable future or on roadways with posted speeds in excess of 45 mph.2.1.4 Passing LanesWhen passing opportunities become limited or nonexistent, passing lanes should be considered dependingon the traffic volume. Passing lanes may also act as an interim solution to adding additional lanes along anentire route or segment of highway. Design speed and sight distance must be considered when evaluatingpassing lanes.The speed benefits of passing lanescontinue for approximately two milesdownstream of the passing lane.Passing lanes typically reduce thepercent time spent following by 58 to62 percent, depending on trafficvolume, within the passing lane itself.Passing lane percent time spentfollowing benefits can continue up to13 miles downstream of the passinglane.Practical Solutions GuidePage 4
Design SolutionsPassing lanes are also used to improve safety on two-lane highways. Safety evaluations have shown thatpassing lanes and short four-lane sections reduce accident rates below the levels found on conventionaltwo-lane highways. Installation of passing lanes can reduce accident rates by up to 25 percent. To maximizethe traffic operational efficiency of a passing lane in level or rolling terrain, its length can vary from aminimum of 0.5 miles to a maximum of 2 miles.ROADWAY DESIGN ELEMENTSThe design elements of the roadway will define the physical features of the final constructed road. Once thedesign speed and location of the roadway have been established, then the remainder of the designelements and physical features can be set.3.1 Lane WidthPrimary GuidanceInterstate and National Highway System Routes: AASHTO Green Book, Chapter 4.The standard lane width is 12 feet. Any deviation from this must be requested through a DesignException Request.Arterial and Collector Routes: Design Manual A.15.04, AASHTO Green Book, Chapters 4 and 5. Very LowVolume Road Widths (ADT 400) can be based on AASHTO Guidelines for Geometric Design of Very LowVolume Local Roads.Although 12 ft. lane widths are desirable on both rural and urban roadways, there are circumstances wherenarrower lane widths can be used. In areas with pedestrian crossings, right of way constraints or existingdevelopment become stringent controls, the use of 10 or 11 ft. lanes may be acceptable.Design DiscussionThe overall lane width of a roadwayinfluences the safety and comfort of thedriver as well as the overall performance ofa roadway. The 12 ft. lane providesdesirable clearances between largercommercial vehicles traveling in oppositedirections.Narrow lanes force drivers to operatetheir vehicles laterally closer to eachother than they would normally desire.Restricted clearances have the sameeffect. Further information on the effectPractical Solutions GuidePage 5
Design Solutionsof lane width on capacity and level of service can be found in the Highway Capacity Manual (HCM).3.2Shoulder WidthPrimary Guidance Shoulders on major roadways (both rural and urban) are to be 4 to 10 ft. wide based on the volumeof traffic, the percentage of trucks and context of the surrounding road.Shoulders on rural minor roadways are to be 2 to 4 ft. wide.Design DiscussionA shoulder is the portion of the roadway contiguous to the traveled way that accommodates stoppedvehicles, emergency use and provides lateral support of the subbase, base and pavement. Shoulders maybe paved (with concrete or asphalt) or unpaved (with aggregate or soil).It is desirable that a vehicle stopped on the shoulder should clear the edge of the traveled way by at least 1ft. and preferably by 2 ft.A shoulder at least 2 ft. wide is encouraged on minor roadways.When roadside barriers, walls or other vertical elements are present, the shoulder should be wide enoughto ensure the vertical element is offset 2 ft. from the edge of the useable shoulder. Regardless of the width,a shoulder functions best when it is continuous. The full benefits of a shoulder are not realized unless itprovides a driver with refuge at any point along the traveled way. A continuous shoulder provides a senseof security so all drivers making emergency stops will leave the traveled way. Although continuousshoulders are preferred, narrow shoulders and intermittent shoulders are still superior to no shoulders atall. For rural major routes, rehabilitation projects should provide a minimum 4 ft. shoulder. Always considerthe context of the surrounding route. The shoulder on rural minor roadways serves as structural support for the pavement and as additionalwidth for the traveled way. This permits drivers meeting or passing other vehicles to drive on the edge ofthe roadway without leaving the surfaced area. Roads with a narrow traveled way, narrow shoulders andsignificant traffic tend to provide a poor level of service, have a higher crash rate and need frequent andcostly maintenance. For rural minor routes, rehabilitation projects should provide a minimum 2 ft. shoulder.Always consider the context of the surrounding route. The width of the shoulder on the interstate has very little flexibility. On all other routes, the engineerhas flexibility to select a shoulder width that best suits the needs of the facility. The width of the shoulderinfluences the motorists' comfort when driving the route and the purpose of that shoulder must considerpotential uses such as safety for stalled vehicles, emergency vehicles, pedestrians, bikes, snow storage andmaintenance. Shoulder width is more beneficial at higher traffic volumes than at lower ones.Practical Solutions GuidePage 6
Design Solutions Shoulders provide more safety effect for sharp horizontal curves and roads with substantial grades thanlevel and straight roads. Roads with paved shoulders have fewer accidents than similar roads with unsurfaced shoulders.Roadway and shoulder widths are controlling criteria and any deviation from the Design Manual must bedocumented and may require a design exception.3.3Horizontal & Vertical AlignmentsHorizontal AlignmentPrimary GuidanceHorizontal alignments are to be coordinated with anticipated posted speeds. Chapter 3 of the AASHTOpublication A Policy on Geometric Design of Highways and Streets (the Green Book) will be used as guidanceto determine maximum horizontal alignments. On non-NHS projects, curves with safe speed design of 15mph below the design speed may be designed under constraining conditions such as mountainous terrain orto avoid costly damage to right of way, if the curve is properly signed and documented.Design DiscussionHorizontal alignments should be abalance between practicaleconomics, design safety andcontinuous driver operations. Thiscan be achieved by the selection ofan appropriate design speed. Theoperational characteristics of aroadway are directly affected bythe horizontal alignment. The basicdesign criteria for horizontalcurvature are based upon theinformation from Chapter 3 of theAASHTO publication A Policy onGeometric Design of Highways and Streets (the Green Book). The Green Book will also be used as guidanceto determine other horizontal alignments. Terrain, traffic volume and the anticipated posted speed must beconsidered when establishing a roadway’s minimum horizontal curvature.Vertical AlignmentPrimary GuidancePractical Solutions GuidePage 7
Design SolutionsVertical alignments are to be coordinated with anticipated posted speeds. The AASHTO publication A Policyon Geometric Design of Highways and Streets (the Green Book) can be used as guidance to determinemaximum vertical grades. Every effort should be made during the design of a project to insure thequantities of fill and excavation are balanced (i.e., the excavation plus swell volume equals the fill plusshrinkage volume).Design DiscussionThe operational characteristics of a roadway are directly affected by the length and steepness of the verticalalignment. The designer is to consider the road’s terrain, traffic volume, expected capacity, level of serviceand other safety factors in order to properly anticipate the posted speed. Highways will be designedaccording to their anticipated posted speed.Once the anticipated posted speed is identified, the road’s vertical alignment can be selected. The AASHTOpublication A Policy on Geometric Design of Highways and Streets (the Green Book) can be used as guidanceto determine maximum vertical grades. When terrain or some other factor causes the maximum grade tobe impractical for a roadway segment, a grade in excess of those indicated in the Green Book can beincorporated into the design and the posted speed for that roadway decreased.The minimum stopping sight distances and “K” factors for various anticipated posted speeds are given in theGreen Book. These controls are based on a 3.5 ft. height of eye and a 2 ft. height of object. The “K” factorsare approximate only and are used as a guide in determining the length of vertical curve. The stopping sightdistance, as determined by formula, is used as the final control.Horizontal and vertical curves are controlling criteria and deviations from the Design Manual must bedocumented and may require a design exception.3.4Roadside Design ElementsRoadside Safety - Rumble StripsPractical Solutions GuidePage 8
Design SolutionsA cost effective safety improvement to all roadways is theuse of shoulder rumble strips. A rumble strip is alongitudinal design feature installed on a paved shouldernear the travel way. The design and installation of rumblestrips is important to ensure the desired overalleffectiveness is met. Research has shown that shoulderrumble strips are an effective countermeasure to reducerun off the road crashes. On rural roads, run off the roadaccidents account for a large number of accidents andfatalities. Studies suggest that rumble strips can largelyreduce rural crashes caused due to driver fatigue,drowsiness and inattentive driving.Primary Guidance Rumble strips are to be provided on roadways with paved shoulders at least1)4 ft. wide. Edge line rumble strips may be used on minor roadways as a specific safe countermeasure with apaved shoulder. Where several sections of edge line rumble strips are installed in close proximity, continuity should bemaintained. Centerline rumble strips should be used on roadways with a significant head-on accident history.Where several sections of centerline rumble strips are installed in close proximity, continuity shouldbe maintained. Rumble stripes (rumble under edge line markings) may be used where shoulder width will notaccommodate ITD’s standard rumble strip. Rumble strips should not be in or near urban areas.Design DiscussionPractical Solutions GuidePage 9
Design SolutionsEdge line rumble strips are used to enhance safety on every shoulder at least 4 ft. wide, unless the shoulderhas a curbed section or is intended to be used as a future travel lane. In urban areas, edge line rumble stripsshould be omitted where noise is a concern.Rumble strips on a centerline have been shown to reduce head-on crashes by alerting drivers that they areleaving their lane of travel. Centerline rumble strips are not to be placed on bridges or within the limits ofan intersection with left turn lanes. The limits of the intersection are defined by the beginning of the tapersfor the left turn lanes. Centerline rumble strips are not to be placed on any joint. Longitudinal joints shall beoffset 10 inches to accommodate the width of the rumble strip. The centerline pavement marking materialis sprayed over the rumble strip.Roadside Safety – GuardrailPrimary Guidance The clear zone concept is the preferred method of providing roadside safety. If providing the proper clear zone is impractical, then shielding is preferred. If shielding is alsoimpractical, the obstacle must be delineated as a final, but least preferred, alternative. Shielding should be specified when the possibility of poor public perception of the clear zone exists,especially in areas of high fill.Design DiscussionRoadside Safety: Aboutone in every three fatalaccidents is a result of asingle vehicle leavingthe road. For thisreason, the roadsidemust be given the samelevel of safety scrutinyas the traveled way.National best practiceindicates the concept ofthe forgiving roadsideas the responsible approach. In general, there are six methods of accomplishing the forgiving roadside. Inorder of preference, they are:1. Remove the obstacle.Practical Solutions GuidePage 10
Design Solutions2. Redesign the obstacle so it can be safely traversed.3. Relocate the obstacle to a point where it is less likely to be struck.4. Reduce impact severity by using an appropriate breakaway device.5. Shield the obstacle.6. Delineate the obstacle.The Clear Zone Concept: In the above list, items one through four define the clear zone concept and arealways the preferred method of attaining roadside safety. Among the advantages of the clear zone are theopportunities for an errant vehicle to correct and regain the roadway or at least come to rest with a minimalamount of damage or injury. The clear zone concept has proven to be an effective treatment for mostroadside obstacles including high fill areas, adverse slopes and fixed objects.Chapter 3 of the AASHTO Roadside Design Guide gives the proper geometric standards for use of clear zone.In many cases, it is either impractical or impossible to use any of the first four methods of delivering theforgiving roadside. In these cases, shielding will likely be used to protect the errant vehicle. Shielding issimply the use of a barrier to physically separate the vehicle from the obstacle. Barriers are themselves,roadside obstacles. Even though they are engineered and rigorously tested to preserve the safety of vehicleoccupants, all shielding systems cause damage to the vehicle and/or sustain damage themselves whenstruck. This is the reason their use is preferable only to obstacle delineation, which is widely considered alast resort. In most cases, the clear zone concept is more practical than the use of a shielding barrier.3.5Pavement StructurePaved ShouldersPrimary Guidance On major roads, the entire shoulder width should be paved. On minor roads, the shoulder may be aggregate stabilized except wheremaintenance or safety concerns (e.g., edge drop-off, high run off road occurrence) justify a pavedshoulder. Shoulders on urban roadways with access control (major or minor) are to be paved.Design DiscussionPractical Solutions GuidePage 11
Design SolutionsPaved shoulders and aggregate stabilized shoulders provide a secure surface to accommodate vehicles foremergencies and other uses. Paved shoulders are an integral part of the pavement structure and areconsidered part of the pavement design configuration. Where a paved shoulder is provided, the fullthickness of the travel way pavement is extended laterally a minimum 2 ft. outside the travel way and areduced ballast section used for the remainder. Ramp shoulders should be consistent with the mainline.PavementPrimary Guidance Spot improvements such as pavement replacement less than 0.5 miles in length adjacent to bridgereplacements, notch widening for minor shoulder improvements, widening for turning lanes with a turningmovement that has less than 1,000 vehicles per day or for short realignments, patching and soft spot repair,a pavement thickness determination by the Materials Section is not required. The new pavement thicknessis to be equivalent to the existing pavement. For improvements greater than 0.5 miles in length or widening for turning lanes with a turningmovement with more than 1,000 vehicles per day, the Materials Section will make a pavement thicknessdetermination.3.6 StructuresPrimary GuidanceBridge width equaling fullroadbed width is desirable.Design DiscussionBridge width will vary based onproject scope, context ofsurrounding road, type of road,ADT and future plans for theroute. Project scope and bridgeeconomics usually determine thetreatment strategy for individualprojects. Treatment strategies range from rehabilitation to rehabilitation and widening to completereplacement. Interstate structures will be built to AASHTO standards for shoulder width and barriers. Formajor highways, the bridge width should equal the roadway width. Additional width may be warranteddepending on use and ADT. Safety studies have shown that bridges should be a minimum of 24 ft. wide.Practical Solutions GuidePage 12
Design SolutionsThe desirable width of bridges on major roads includes the traveled lanes and shoulders. The minimumwidth of bridges for major roads is 28 ft. There could be situations where an existing bridge may berehabilitated and used in place even though it may not be the desirable width.The desirable minimum width of bridges on minor roads includes the traveled lanes and2 ft. shoulders. For routes with 10 ft. lanes, the bridge width to strive for is 24 ft. and for routes with 12 ft.lanes, the desirable width is 28 ft.3.7 Bicycle and Pedestrian FacilitiesAccommodations for bicycles and pedestrians may be required and lane width adjustments may bewarranted. When pedestrians use the right of way, the Americans with Disabilities Act (ADA) requirementsapply. Consult the ITD Bicycle Guide Manual and the ITD Design Manual for Pedestrian Requirements.Bicycle FacilitiesPrimary GuidanceITD values the needs of all customers including non-motorized travelers. The provision of bicyclefacilities on improvement projects during planning and design activities may be necessary when anyone or more of the following conditions exist: The local jurisdiction has a comprehensive bicycle policy in the area of the proposedimprovement. There is public support through local planning organizations for the provision of bicycle facilities. Bicycle traffic generators are located near the proposed project (i.e., residential neighborhoods,employment centers, shopping centers, schools, parks, libraries, etc.). There is evidence of bicycle traffic along the proposed project or the local community supports theincorporation of facilities at the time. The route provides access across a natural or man-made barrier (i.e., bridges over rivers, roadways,or railroads or under access controlled facilities).Dedicated bicycle facilities will not be provided on interstate roadways.Design DiscussionProvision of Bicycle Facilities: The decision to provide or not provide bicycle facilities on any project will bedocumented. Bicycle facilities should be located off right of way wherever possible. Many times bicycletraffic can be accommodated on the proposed improvement simply through the use of a paved shoulder. Indeveloped areas, bicycle accommodations differ according to ADT and speed limits. Examples include bikePractical Solutions GuidePage 13
Design Solutionslanes, wide curb lanes, paved shoulders or a shared use path separated from the travel way by a barriercurb. In rural areas, bicycle accommodation may include a shared traveled way on low ADT roads or a pavedshoulder on roads with higher ADTs. By state law, bicycles are allowed to operate on all state highways,except travel lanes of interstates or where specifically prohibited. Where special bicycle accommodation isnot provided, bicyclists will use the travel lane. For this reason, probable use by bicyclists should beconsidered in determining construction details such as drain grates and exp
Design Solutions Practical Solutions Guide Page 1 INTRODUCTION Practical Design is intended to challenge traditional standards and develop safe and efficient solutions to solve today’s project needs. ITD’s philosophy is to build cost-effective projects to a
CFI Checkride Gregg Brightwell THE PRACTICAL EXAM GUIDE SERIES SECOND EDITION. THE PRACTICAL EXAM GUIDE SERIES Practical Guide to the CFI Checkride by Gregg Brightwell Second Edition Aviation Supplies & Academics, Inc. 7005 132nd Place SE Newcastle, Washington 98059-3153 asa@asa2fly.com www.asa2fly.com
Also by don Miguel Ruiz THE FIFTH AGREEMENT A Practical Guide to Self-Mastery THE FOUR AGREEMENTS COMPANION BOOK Using The Four Agreements to Master the Dream of Your Life THE MASTERY OF LOVE A Practical Guide to the Art of Relationship PRAYERS A Communion with our Creator THE VOICE OF KNOWLEDGE A Practical Guide to Inner Peace LOS CUATRO ACUERDOS
Practical Numeracy is a course run from S1-S3. The Practical Numeracy course will help to develop the numeracy skills you will use in your practical STEM subjects. The numeracy skills you will use in Practical Numeracy are the same skills you will be using in all your other STEM subjects. These are called transferable skills.
City Colleges of Chicago School of Nursing Practical Nursing Program is a one-year Advanced Certificate program, preparing individuals to function in the practical nurse role. Individuals completing the practical nursing program meet the education requirements and are eligible to sit for the NCLEX-PN exam to become a licensed practical nurse (LPN).
Practical Nursing Program Practical Nursing is a 2 year program Application window opens January 3rd, 2023 - April 14th, 2023. (No senior discount available) Practical Nursing (PN) I & II - 2,700 Practical Nursing semester I & semester II is the first year of the two-year Practical Nursing pathway and is approved by the Virginia Board of .
33P Core Practical IV - Fashion Designing Practical 4 3 20 30 50 2 33C Core Paper VI - Fiber to Fabric 5 3 25 75 100 4 33Q Core Practical V - Fiber to Fabric Practical 3 3 20 30 50 2 3AA Allied : III Fashion Business and Clothing Psychology 4 3 25 75 100 4 IV 3ZP Skill based Subject - Basic Draping Practical 4 3 30 45 75 3 .
The Morgan Kaufmann Practical Guides Series Series Editor, Michael J. Donahoo JSTL: Practical Guide for JSP Programmers Sue Spielman JSP: Practical Guide for Java Programmers . 2.2 Using the Book Examples 24 2.3 JSP Scopes 25 2.4 JSTL Scoped Variables 27 2.4.1
Punjabi 1st Hindi 2nd 1 Suche Moti Pbi Pathmala 4 RK 2 Srijan Pbi Vy Ate Lekh Rachna 5 RK 3 Paraag 1 Srijan. CLASS - 6 S.No. Name Publisher 1 New Success With Buzzword Supp Rdr 6 Orient 2 BBC BASIC 6 Brajindra 3 Kidnapped OUP 4 Mathematics 6 NCERT 5 Science 6 NCERT 6 History 6 NCERT 7 Civics 6 NCERT 8 Geography 6 NCERT 9 Atlas (latest edition) Oxford 10 WOW World Within Worlds 6 Eupheus 11 .
