Pokhara University

Pokhara Engineering College

Pokhara-8

Report on
Ten Days Survey Camp 2006
For Student of BE

Prepared By: - Group [ D ]

1. Ganga Bahadur Karki Class Roll No. 104
2. Keshav Basnet Class Roll No. 108
3. Nil Kantha Acharya Class Roll No. 113
4. Ram Chandra Pokhrel Class Roll No. 117
5. Surendra Poudel Class Roll No. 124
6. Vijay Chandra Khatiwoda Class Roll No. 128

Class : B.E. Civil-VII

Submitted to
Department of Civil Engineering
Pokhara Engineering College
October 2006

0
 About

This is a report about the Ten days survey camp held in Urban Development Training
Centre Pokhara, conducted by Pokhara Engineering College for Bachelor of Civil
Engineering 3rd year 1st part. This report has been prepared by Group [ D ] consisting
of following students
1. Ganga Bahadur Karki Class Roll No. 104
7. Keshav Basnet Class Roll No. 108
8. Nil Kantha Acharya Class Roll No. 113
9. Ram Chandra Pokhrel Class Roll No. 117
10. Surendra Poudel Class Roll No. 124
11. Vijay Chandra Khatiwoda Class Roll No. 128

It contains the details of the field work and the maps (Drawing). The maps have been
prepared with great effort and we have tried our best to acquire the accuracy. But still
the maps may have error and may not fulfill the criteria for real project.

Type settings and programs used for this report is as followed: -

Font: Arial
Size: 10 and 12 pt.
Program: Microsoft Word, Microsoft Excel, AutoCAD 2004, Surfor 6,
Photo Editor,

All the pages except tabulated data has been designed in Microsoft word. Tachometric
calculation and tabulated data has been prepared in Microsoft Excel 2000. Some
Drawings are prepared in AutoCAD 2004, Contour ploting is done manually and Using
Surfor 6 programming

Group D

27th Bhadra - 5 th Ashoj 2063

12th September 2006 to 21st September 2006.

1
 Acknowledgement

We would like to pay our immense gratitude to Er. Narayan Prasad Dawadi and Er.
Kaushal Chandra GC for making our Ten days survey camp possible. Their
experiences and devotion led us successfully to achieve the main goal of the
Surveying. Their contributions were immeasurable.

We would also like to thank to Urban Development Training Center (UDTC) for
providing us the hostel and allowing us to work in their premises.

Lastly, we would like to thank PEC for organizing the survey camp and giving us the
opportunity to work in the field and put our knowledge regarding the subject matter in
practice.

Thanks to all our colleagues for their kind co-operation, co-ordination and suggestions
to overcome the difficulties and confusions regarding the Survey works during survey
camp period. The Colleagues involved to our Survey camp 2006 are given below:

1. Bikram Shrestha 14. Rabi Chandra Ghimire

2. Bishwa Nath Poudel 15. Ram Chandra Pokhrel
3. Dharma Bahadur Pun 16. Ramesh Poudel
4. Ganga Bahadur Karki 17. Ravi Mohan Koirala
5. Govinda Bhurtel 18. Shiva Prasad Baral
6. Jhalak Mohan Ojha 19. Surendra Ghimire
7. Kailash Hirachan 20. Surendra Poudel
8. Keshav Basnet 21. Sushil Acharya
9. Narayan Prasad Bastola 'A' 22. Thalendra Poudel
10. Narayan Prasad Bastola 'B' 23. Tulsi Ram Bhattarai
11. Nil Giri 24. Vijay Chandra Khatiwoda
12. Nil Kantha Acharya 25. Suman Khadka
13. Parsuram Basnet 26. Niranjan Dumre

Group D
Survey Camp 2006

2
 INTRODUCTION
1. Background

Survey is that subject in which a student must have sufficient practical

knowledge in order to gain self-confidence in the actual field. Keeping this in
view, a ten days survey camp is included in the course of BE Civil Engineering
3rd year 1st part. To perform as the professional in the field while doing
surveying for any project, we should be familiar with the art of surveying. We can
say that survey camp gives the idea to perform the surveying in real field.

The training was designed for gaining working experience in three of the most
common and important civil engineering projects: property development,
construction of road and construction of bridge. These projects were executed in
Pokhara valley. The property line survey was done at Urban Development and
Training Centre (UDTC). Alignment of road was done along the side of Kali
Khola and bridge site was done across the same river that is Kali Khola and fly
level was done UDTC to KI Singh Bridge Park over Seti River with close circuit.

2. Objective and Scope

The training is aimed for developing the basic working knowledge and skills in
the field. The training is intended for developing various skills to tackle with
different aspects in the fieldwork. The Camp is projected to :

Develop basic working skills.

Develop instrument handling skills.
Develop social skills such as leading, public relation, working in a group etc.
Be able to work independently as well as in groups.

3. Brief Description of the Camp

The camp duration was from 27 th of Bhadra to 5th of Ashoj 2063. It was a close
camp at Urban Development and Training Centre, Nadipur, Pokhara. The works
schedule was as following.

2063-05-27 Arrival and Reconnaissance of the area.

2063-05-28 Theodolite Traversing.
2063-05-29 Two peg test and Fly Leveling.
2063.5.30 Tacheometric survey on compound area of UDTC
2063.5.31 Level Transferring to Stations. Analytical Intersection method
to obtain Coordinate of far distance Object.
2063.6.1 Bridge Site and Road Alignment and Surveying Data
Computation. Reciprocal Surveying.
2063.6.2 Detail Survey of selected alignment of road and bridge site.
2063.6.3 Bridge and site and road alignment survey traversing
2063.6.4 Detailing of Traversing.
2063.6.5 Fly leveling and cross sectioning of road alignment
 TRAVERSE
Introduction

Traverse surveying is that of survey in which number of connected survey lines form a
framework whole to the part. The directions of these survey lines are measured by
angle or direction measuring instruments such as compass, theodolite etc. Where as
the lengths are measured by measuring instruments like tape, chain etc. A traverse,
which forms a closed loop starting from a point and ending at the same point, is called
a closed traverse. If a traverse starts from any known point and closes at any other
known point, such a traverse is also a closed traverse Where as if the circuit starts from
a point and ends at another or an unknown point, the traverse is called an open
traverse. The closed traverse is used for the surveying of large areas and locating the
boundaries of various features on land. The open traverse is suitable for surveying a
long narrow strip of land as for a road, canal surveying.

Traversing is done to provide various control points, with reference to which various
details on the ground are located. Control Points are established by inserting wooden
pegs onto the ground.

Major Traverse

The traverse set around the area under survey is called major traverse. These traverse
stations serve as the reference for locating the details around the area. In the field, the
traversing around the compound of UDTC was done using theodolite and measuring
tape. In the process, nine major traverse stations were established. The interior angles
and the distances between the traverse stations were measured by theodolite and tape
to compute the latitudes and the departures of the traverse stations. The heights of the
stations were determined by transferring the R.L. of BM #1 on the parapet of Seti canal
of KI Sing Bridge park and level was carried by fly leveling process.

Methodology

The methodology of the fieldwork is summarized as follows:

1. Reconnaissance of the whole area was done to determine the most suitable
spots to establish the major stations. The spots were so chosen that they met
the following conditions:
a. At least two other adjacent stations were inter visible from a particular
station.
b. Stations were chosen such that maximum details can be located from the
stations.

2. After determining the suitable spot for the station, wooden pegs were driven
at the spot and the names and numbers were marked with distinct color.

3. At least three reference distances were taken from the nearest permanent
objects for all the seventeen stations.
 4. Two way distances of all the stations were measured by tape. Ranging was
done wherever it was necessary with ranging rod.

5. The interior angles of the traverse lines were computed by observing the
horizontal angles by theodolite. The following steps were carried out for the
observation:

a. The instrument was setup at the station CP (Common Point) and station
D1 was sighted (Here D is used for group D). The horizontal circle
reading was set to zero at D1 and then sighted to D2. Both the face left
and ace right readings were observed. The process was again repeated
for the same station taking another set of 9000'00" at the station D1.
Both the face left and face right readings were observed in this case also.
b. The average of the corrected readings of both the sets was calculated to
obtain the interior angle.
c. Similarly, other interior angles were computed by setting the instrument at
the other stations.

6. The height of the instrument at every instrument station was measured by the
tape.
7. The three hair readings of the staff were taken at every station and the
vertical circle reading was observed for the staff height to get the elevation or
the depression angle.

Computations

Distances

The distances between the traverse stations are obtained by taking the mean distances
of the fore and back measurements.

Interior and Traverse Angles

The interior angles between the traverse stations are calculated by taking the mean of
the readings of both the faces of both the zero and ninety sets and then subtracting the
previous mean angle from the next mean angle.

Traverse angle is the clockwise angle between two traverse lines used for computing
the bearing of the traverse line. The traverse angles are obtained by subtracting the
adjusted interior angles by 360.

The summation of the interior angles from the relation (2 N 4) x 90 0 having 10 sides
(N=10) is 1440 but the obtained sum was 1440 02' 35". So, the error of 00 02' 35"
was obtained which is under permissible error, the permissible error from the relation
N minutes. ie, 10 3.162' . The adjustments in the angles were made.
Bearings

The bearing of a line is its direction with relative to any meridian. Meridian is any
direction taken as references for the bearing. Meridian can be true meridian, magnetic
or an arbiter meridian. The bearing of a line is obtained by adding the traverse angle to
the bearing of the previous angle and adding 180 if the bearing is lesser than 180 or
subtracting 180 if it is greater than 180.

Coordinates

The latitude of a survey line is defined as its coordinate length measured parallel to an
assumed meridian direction i.e. true north or magnetic north or any other reference
direction. The departure of a survey line is defined as its coordinate length measured at
right angles to the meridian direction.

The latitude is computed as:

N = + L cos

The departure is computed as:

E = + L sin

The elevation of the station is computed as:

RL of staff. stn. = RL of inst stn.+ HI d tan - Ht. of staff

Closing Error:

If the end point of the traverse plotted according to the field measurements do not
coincide exactly with the starting point, the error is called closing error. The closing
error is obtained due to the error in the field measurements. If the relative closing error
is within the permissible limit, the traverse is adjusted by applying any of the listed
methods. The methods are: Bowditch's method, transit method, graphical method and
axis method.

While adjusting the co-ordinates, Bowdith's method was applied in this fieldwork. This
method is based on the assumptions that the errors in linear measurements are
proportional to L and the errors in angular measurements are inversely proportional
to L , where L is the length of line. This method is generally applied to balance a
traverse where linear and angular measurements are of equal precision. The error in
latitude and departure is distributed in proportional to the length of the sides. This rule
can be stated as:
length of the side
Correction in latd. or dept. total error in latd. or dept
Perimeter of the traverse
Closing error ( E ) 2 ( N ) 2

Closing error (0.075) 2 (0.091) 2 0.118 m

580.035 m 1
Accuracy of Traverse (Here 580.035 m is Perimeter)
0.118 4916
 1
The relative error was obtained within the permissible i.e. for Major Traverse, so
2000
the traverse was balanced using the Bowditch's method

Plotting

The obtained co-ordinates of the major stations were plotted in a plain sheet in 1:1000
Scale in the grid of 10 x 10 cm. The traverse stations were represented by a circle and
the traverse line by long dashed lines.

Accuracy

As these major stations servers as the base points for the detailing, these points are
expected to be of greater accuracy. To achieve higher accuracy, two face readings in
two sets were observed at every station. The horizontal distances between the stations
were measured by two way taping.

The permissible accuracy in traversing for this fieldwork is 1:1000 and achieved
accuracy is 0.97:1000 which is higher than the acceptable accuracy. The error was
obtained in latitude and departure respectively. This error was adjusted by applying
Bowdith's method.

Comments

While doing the fieldwork, the basic principles of Surveying: working with whole to the
part, accuracy required and independent check was applied.

Due to the use of different instruments in different working days, the consistency
required in the observations was not obtained. This may have affected the accuracy of
the work. Availability of an error free and consistent instrument is expected while
working in the field.

Conclusion

The accuracy of the obtained locations of the major stations are expected to be higher
as these points serves as the basis for detailing. Accurate traverse stations produce
accurate topographical maps, thus representing the near accurate topography of the
land.

MINOR TRAVERSING

A small closed traverse within the major traverse is a minor traverse. When, a large
area of land or compound containing innumerable details has to be surveyed, situation
arises of fixing minor stations, because taking details only from major stations may not
be possible. Thus minor stations are fixed in such a manner that, all those details can
be taken from minor stations, which are not possible from major stations. The minor
traverse may include major stations too.
The computations for the location of the minor traverse stations is the same as that of
the major traverse stations but the corrections are made only in minor traverse lines
without changing the major lines.

Four minor traverse stations (md1, md2, md3, md4) were established for Area detailing.
The interior angles, distances between the points, elevations etc are observed in the
similar fashion as for major stations.

In minor traverse we also adopt Bowdith's method similar to the Major Traverse. This
method is based on the assumptions that the errors in linear measurements are
proportional to L and the errors in angular measurements are inversely proportional
to L , where L is the length of line. This method is generally applied to balance a
traverse where linear and angular measurements are of equal precision. The error in
latitude and departure is distributed in proportional to the length of the sides. This rule
can be stated as:
length of the side
Correction in latd. or dept. total error in latd. or dept
Perimeter of the traverse
Closing error ( E ) 2 ( N ) 2

Closing error (0.092) 2 (0.421) 2 0.431m

503.58 m 1
Accuracy of Traverse (Here 503.58 m is Perimeter)
0.431 1168
1
The relative error was obtained within the permissible i.e. for minor station, so
1000
the traverse was balanced using the Bowditch's method
 LEVELLING
General

Leveling is a process applied in surveying to find the elevations of given points with
respect to a given or an assumed datum and to establish points at a given elevations or
at different elevations with respect to a given or an assumed datum. In general, leveling
is the process of measuring vertical distances, either directly or indirectly, in order to
determine differences in elevation. The datum most commonly used is mean sea level
or MSL. Mean Sea Level is the average height of the sea for all stages of the tides.

The determination of the relative elevation is of higher significance in all kinds of

engineering works and construction projects. From terracing of a land or a building of a
simple wall to the construction of drainage and structures like bridges, dams and
canals, highways etc, the control of elevations is of greater significance.

Two Peg Test

Introduction

Before leveling work is proceeded, temporary and permanent adjustments of the

leveling instrument should be done. Permanent adjustments are setting up the
essential parts of the instrument into their true positions relative to each other. Whereas
temporary adjustments are made at every instrument settings prior to taking the
observations, adjustments of the line of collimation error is essential. Collimation error
is that error in the instrument in which the horizontal line of sight is not parallel to the
axis of the bubble tube. This error is adjusted by the performing two-peg test. The
principle of this test is to check whether the elevations of two points at a particular
distance in a plane surface when observed from the midpoint are the same or not. If the
elevations are not the same then the adjustment in the cross hair is made to correct the
error.

1.525 1.075
1.400 0.950
1.275 0.825

S O N
25 m 25 m

1.295
1.280
2.005 1.265
1.735
1.465

S
N P
50 m 3m
Before proceeding to the fly leveling from TMB # S to TBM # N, two peg test was
performed to check if the leveling instrument has collimation error. The test was
performed on the football field.

Objective

The objective of this job is to test for the collimation error in the leveling instrument and
make adjustment if there is any error.

Instruments Used

a. Levelling Machine
b. Fiber Glass Tape (30m -1m)=29m
c. Leveling Staff
d. Ranging Rods
e. Pegs

Methodology

The methodology of the fieldwork is summarized below:

a. Two points S and N were fixed on football ground at a distance of 50 m.
The instrument was set at the midpoint between S & N i.e. at 25 m.
b. The staff was kept at S and the three wire readings were taken. Similarly,
the readings at N were taken.
c. The difference in elevation between the two points was calculated. Since
O is the midpoint, the difference in the readings will give the correct
difference in elevation even if the line of sight is inclined.
d. Correct difference in elevation H = ha - hb
e. The level was moved and set up near the point N in line with the pegs.
Then the readings on the staffs S & N were taken. The difference in the
elevations was calculated.
f. Difference in elevation H' = ha'- hb'
g. If the difference is found to be the same as found in (3), the instrument is
in adjustment. If not it requires adjustment.

Observations and Calculations

Observation from midpoint O

Readings at S: Readings at N:
T 1.525 m T 1.075 m
M 1.400 m M 0.950 m
B 1.275 m B 0.825 m
Mea 1.400 m Mea 0.950 m

Height Difference: H = 1.400 0.950 = 0.450 m

 Observations from the point near to N

Readings at S: Readings at N:
T 2.005 m T 1.295 m
M 1.735 m M 1.280 m
B 1.465 m B 1.265 m
Mea 1.735 m Mea 1.280 m

Height Difference:

H = 1.735 - 1.280 = 0.445 m

Comments

The error in the height differences in two observations was obtained to be 0.005
1
m, which is for the distance of 50 m. within the permissible range of error .
10000
error 0.005 1
ie
Dis tan ce 50 10000
Therefore, the adjustment of the cross hair of the instrument is not required.

Conclusion

The accuracy of the elevations of the survey stations are essential as these
stations are used further to take the spot heights of the area and on the basis of
these spot eights, contour of the area is drawn. So, the correct and accurate
transfer of heights is necessary to depict the true topography of an area. For this
reason, the accurate tuning and adjustment of the instrument is required.
Therefore, before beginning any leveling work the test of the instrument and its
adjustment is suggested.

Fly Leveling

Introduction

Fly leveling or generally termed as differential leveling is the method of direct leveling to
determine the elevation of the points at some distance apart. When two points are at a
particular distance from each other such that both the points are not within the range of
the instrument at the same instant, the difference in elevation is obtained by setting the
level at various distances between the two points by setting up the turning points. The
staff is held at each turning point and the difference of elevation of each of succeeding
pair of such turning points is found by separate setting up of the level.

Application

The process of fly leveling was applied to transfer the elevation of benchmark BM at
parapet of KI Sing Bridge (950.000m) to the benchmark at common point at UDTC
camp. While transferring the elevation, two temporary benchmarks TBM # 1 at Seti
Canal Parapet and TBM # 2 at Side of Road were set along the route for checking
purpose.

The accuracy of the leveling was checked by fly-back leveling from the end point CP to
the starting point of BM at KI Singh Bridge.

Objective

The object of this fieldwork is to transfer the elevation of the benchmark BM # 1 at KI

Singh Bridge to BM #2 at UDTC camp and then transfer this RL to all the major and
minor traverse stations.
Instruments Used

a. Auto Level
b. Levelling Staffs

Methodology

Brief description of the fieldwork involved while transferring the elevation of BM#2 to
BM#1 and then to the major stations are summarized in the following points:

1. The staff was then erected at BM#1 and the instrument was set at fifty paces
(approx. 46m) from the benchmark along the route BM#1-BM#2 and the
three wire readings at back sights was observed.
2. The staff was then erected at a turning point (TP), fifty paces forward from
the current instrument position along the route and the foresight at the point
was taken.
3. The instrument was then set at another convenient location at about the
same distance along the route and the back sight at TP, was observed. The
staff was then set at another turning point along the route and the foresight at
the point was taken.
4. The process was repeated until the fore sight of BM#2 at BM#1 was
observed.
5. For checking the accuracy of the work, fly back leveling from BM#2 to BM#1
was done along the route. Turning points were taken at different spots than
the previous ones but the temporary benchmarks were considered as the
same.
6. After the RL has been transferred to BM #1, the RL of this point was
transferred to all the major and minor traverse stations. While taking the
observations at the major and minor stations, only mid-hair reading was
taken.

Observations
The observations taken for transferring the elevation from BM#2 to BM#1 and for
transferring the elevation of BM #1 to all the major and minor stations are tabulated in
Annex 1 : Field Observations, Leveling.

Computations

For tabulating and computing, rise and fall method was applied. The average of each
foresight was subtracted from the average of the preceding back sight to get rise or the
fall. If the subtracted result is positive, it is rise and if the result is negative, it is fall. In
this manner the rise and fall for each point is worked out. The elevation of each point is
then calculated by adding the corresponding rise or subtracting the corresponding fall
from the elevation of the previous station.

Accuracy

The acceptable accuracy for this fieldwork is given by the relation 25 K mm

ie for K= 3 Km 43.30 mm is Permissible error. The obtained error while doing the
fieldwork is 18 mm, which is under the acceptable error.

Comments

The elevations obtained from the tachometric leveling and the fly leveling for the major
and minor stations were compared and found to be approximately similar. However, the
elevations obtained by leveling were considered due to its higher accuracy.

Conclusion

The traverse points and the corresponding details taken from those points are
incomplete unless the elevations of those points are known. Similarly, a topographical
map is incomplete without the heights of the details and contour lines representing the
height. So, the accurate representation of the elevations is necessary for portraying the
topography of a land accurately.
 Conventional Symbols
In a map the objects are shown by symbols and not by names. So the surveyor should know
the following Standard conventional symbols for some common objects.

S.
Object Symbol Color
No.
1. North Line Black

2. Main station or Red or Crimson

Triangulation Station lake

3. Traverse Station Red or Crimson

lake

4. Chain Line Red or Crimson

lake
5. River Prussian blue

6. Canal Prussian blue

7. Lake or Pond / Open Prussian blue

Pond

9. Tube well Black

10. Foot path Black

11. Metalled Road Burnt Sienna

12. Unmetalled Road Burnt Sienna

13. Railway line (single) Black

14. Railway line (double) Black

15. Road bridge or culvert Black

16. Railway Bridge or Black

culvert
17. Level-crossing Black and Burnt
Sienna

18. Wall and gate Black

19. Hedge Green
20. Wire fencing Black
21. Pipe fencing Prussian blue
22. Wood fencing Yellow
23. Building (Pucca) Crimson Lake

24. Building (Katcha) Umber

25. Huts Yellow

26. Temple / Church/ Crimson lake

Mosque

29. Bench mark Black

30. Tree Green

31. Jungle Green

32. Cultivated Land Black and green

33. Barren Land Black

34. Rough Pasture Black

35. Marsh or Swamp Black

36. Embankment Black

37. Cutting Black

38. (a) Telegraph Line Black

(b) Telegraph Post Black

39. (a) Electric Line Black

(b) Electric Post Black

40. Burial ground or Crimson lake

cemetery
OR
 BRIDGE SITE SURVEYING
Introduction

Bridge site surveying normally includes the location survey of the proposed site. The
location survey provides all the necessary information required for the design of
culverts and small bridges. However, for long bridges usually special topographical
survey incoherence with location survey of the site is necessary.

Bridge site survey is basically done to gather the information regarding the
topographically of the project area, the flow pattern and the characteristics of the river
or stream over which the bridge is proposed so as to select the most appropriate and
feasible site. The bridge site surveying provides a general framework for a design
engineer to design various structures of the bridge.

Generally, the bridge site surveying includes the preparation of the detailed
topographical map of the area, the cross-sections at various points upstream and
downstream of the river and the longitudinal section of the river.

Objective and Scope

The main aim of the project is to lay the proposed bridge axis in the most appropriate
location and to gather necessary information of the topography of the project area, the
characteristics of the river and present the gathered information in the form of drawings
and graphs of the topography and the sections.

Methodology

The methodology of the fieldwork in bridge site surveying consists of the location of the
points joining the axis of the proposed bridge and the topographic survey of upstream
and downstream of the river. From the topographical map prepared, the cross-sections
of the river at various intervals are obtained.

Various methods can be adopted for the location of the axis points. The topographical
details are obtained either by plane tabling or tachometric method. The instruments to
be used thus depend on the methods adopted.

For the project under study, location of the axis points was done by triangulation
method and the details were obtained by tachometry.

RECIPROCAL LEVELING

General

The reduced levels for the axis points were transferred from the RL of the given
benchmark (935.00m). For the starting point LA (Left axis), the RL was obtained by fly
leveling done for the road alignment survey. The RL of this point was transferred to
other point RA (Right axis) across the river by reciprocal leveling method. The brief
description of this method and the process applied for this method is summarized in the
following paragraph.

Reciprocal leveling is done in a situation when it becomes impossible to determine the

relative elevations of two inter visible points at a certain distance apart by ordinary
method of fly leveling. Such situations are encountered while leveling across a deep
canyon or ravine and across a river. Reciprocal leveling also eliminates the error in
instrument adjustment, earth's curvature and refraction error of the atmosphere.

In this process, the instrument is set up near one of the points and the readings on that
point and another point are taken. Similarly, the instrument is set up near the other
point and the readings on that point and the previous point is taken. The mean of the
two differences in elevation thus determined is taken to be the true difference of
elevation between the two points.

Field Procedure

This process was applied for transferring of the height from triangulation point LA to
other point RA. The procedure applied in the field as follows:

a. The level was set near the point A and the observations were made at the
staff at LA (Left Axis) and other point RA (Right Axis) across the river.
b. Similarly, the instrument was set near the point LA and the observations at
RA and LA were made.

The average of the obtained height differences from the two observations was
calculated to get the true height difference.

Reciprocal Leveling of Bridge axis (Left axis point and Right axis point)
(Details are shown in annex II fly leveling)

RA
LA

LA RA

From the Level readings we see that:

The height difference between LA & RA is 932.940 933.454 0.514 m
The height difference between RA & LA is 932.940 933.454 0.514 m
0.514 0.514
Thus the mean height difference could be taken as 0.514 m.
2
TRIANGULATION

General

Triangulation is a process in which the lines of survey form triangular figures whose
angles are measured and whose distances are determined by trigonometric
computations. The simplest case is that of a single triangle in which the length of one
side is known and two angles are measured to compute the length of other two sides
by applying the sine rule. A triangulation system consists of a series of connected
triangles. The length of one line and the angles are measured to compute all the other
lengths of the triangles in the system. The line of the known length upon which the
computed distances are based is called a base line. Triangulation is often necessary in
connection with traversing, where the direct measurement of one or more lines is
impossible. A simple chain of triangles or quadrilaterals provides a convenient means of
locating points on opposite sides of a river. Groups of polygons are suitable for the
survey of an area. Generally, a triangulation system consists of a combination of simple
triangles, polygons and quadrilaterals.

Field Procedure

The process of triangulation was employed for the location of bridge axis points and
four other points around the bridge site for detailing purpose. The field procedures
involved in triangulation are :

a. The triangulation points were fixed prior in reconnaissance work. The points
were fixed such that at least two other adjacent points are visible from any of
the point.
b. The lengths of the base lines LA-LB and RA-RB were measured taking the
two-way distance by taping.
c. The interior angles between each leg of the triangles were observed. Both
the face readings were observed for greater accuracy.

LB 30 m
LA ,1000)
4617'45"

10315'30"

3026'45"
2938'30"
KALI KHOLA
3026'45"

10528'15"

4453'15"
RA
RB
30 m
Using Sine rule, we have
30 LARA

Sin 30 0 26 ' 45 " Sin 46 017 ' 45 "

Sin 4 6 01 7 ' 4 5" x 30

LA RA 42.79 9 m.
Sin 3 0 0 2 6 ' 4 5"

Again,
30 LARA

Sin 29 0 38 ' 30 " Sin 44 0 53 '15 "
Sin 44 0 53 '1 5" x 30
LA RA 42.808 m.
Sin 2 9 0 38 ' 30 "

Therefore,
42.799 42.808
LARA = 42.80 m. (Axis Point Distance is 42.80 m.)
2

42.808 - 42.799
Error in the computation is 0.0045 m. =( 4.5 mm)
2

Permissible error for the axis distance is 5 mm

Which is within the range of permissible error
 ROAD ALIGNMENT SURVEY
Introduction

Road survey projects where new location is being considered start with a general study
of the entire area between the Road joining points and search for the suitable studies
for possible alternative routes. Finally conclude with a detailed survey of the selected
route and the staking of the final centerline on the ground. These processes are
generally carried out in three stages: these stages are:

a. Reconnaissance
b. Preliminary Survey
c. Detailed Survey

The descriptions, fieldworks, observations, computations and the output data of the
above-mentioned stages are reviewed in the following sections.

Reconnaissance

Identification Survey or Reconnaissance of the survey area includes general study of

the entire area, the possibility of one or more alternative routes and the study of each of
these alternative routes in detail for the determination the route providing the optimum
location.

The sole purpose of reconnaissance is to determine the most suitable line of road
considering the technical possibilities and facilities available, standards recommended,
economy of the project, social benefits to the community from the project, load bearing
capacity for the designed year, future maintenance and improvements etc.

A brief description of reconnaissance fieldwork performed for the proposed route along
the Kali Khola is given below:

a. General observations of the topographical feature and details around the

proposed route were made while walking along the route.
b. Suitable points were selected for intersection points of the tangents wherever
bends were encountered.
c. In addition to the intersection points, triangulation points for bridge across the
Kali Khola were also selected.
d. These points were marked distinctly.

Preliminary Survey

The preliminary survey consists of a detailed survey of the route selected as a result of
the reconnaissance. As a result of the preliminary survey, the final alignment of the
centerline of the proposed route is laid on the ground. Sufficient data should be
collected in the preliminary survey stage for the positioning of the final centerline of the
proposed route on paper in accordance with the design standards established as a
result of the reconnaissance.
The preliminary survey consists of surveying for the detailed topography of the terrain,
general layout of the proposed route, cross-sections, land use etc of the project area.
The preliminary survey provides the design engineer a framework for designing the
route.

Field Procedure

Various field procedures may be applied for different fieldworks depending on the
terrain and the extent of survey. The preliminary survey consists of various fieldworks.
The fieldworks done for the preliminary survey are:

a. Traversing by theodolite
b. Fly Leveling
c. Curves Calculation and setting
d. Cross-Sections of Khola and Road alignment
e. Longitudinal Section of Khola and Road alignment
f. Cross section and Longitudinal Section of Cross drainage, If there lies Major
cross drains.

The descriptions of the fieldworks performed and their procedure are summarized in
brief in the following sections.

Traversing

An open traverse was set along the route on the left bank of Kali Khola. Since the
traverse is an open traverse, the accuracy is not relevant, however the order of
accuracy of the traverse should usually be at least equal to that for the location survey
in order that the checks between the two can be made at frequent intervals. The
fieldwork while doing the traversing are summarized as:

a. Theodolite was set at every intersection point and the traverse angle
between the intersections points were measured. Two face readings were
observed while taking the traverse angles.
b. Likewise the vertical circle readings and the stadia readings were also
observed at each intersection point from the subsequent points.

Leveling

The given RL of the benchmark (given = 935.00 m at stone of Right bank of Kali Khola)
was transferred to all the intersection points by fly level process. Fly back leveling was
done to ensure the accuracy of the leveling work.

Curves

The preliminary survey doesn't involve in the actual setting of the curves in the field but
only the computations of the curve elements so as to locate these elements such as the
tangent points and apexes of the curves along the proposed route. The elements of the
curve are computed in the field from the observed deflection angle the recommended
standard radius of curvature. The location of the tangent points and the apexes at the
curves are significant because the cross-section and the longitudinal section
observations are made for these points. In the alignment of the proposed of the
proposed route under study, only simple circular curves were introduced.

The tangent points and apex distance for each curve were marked, by measuring the
computed distances by using a measuring tape along the route.

Cross-Sections

The cross-sections at the right angle of the centerline of the proposed route at both the
sides at 15m to 25m intervals were taken at every intersection points. Further the
cross-sections at the tangent points of each curve and at about 20m along the
centerline of the route were taken. The cross-sections were taken by using
tacheometric method.

Longitudinal Section

Longitudinal sections is the length wise profile of the proposed route. For the plotting of
the longitudinal section, the elevations (RL) for the tangent points and the apex of each
curve and at 20m-chainage intervals along the centerline of the route were obtained
tachometry.

Plotting

A plan of the proposed route was plotted in 1:1000 scales indicating all the intersection
points. At first all the intersection points were joined by series of straight lines. Circular
curves were then introduced at each bends where the deflection angle between the
tangents was greater than 3. Thus the new line along with the curves introduced is the
final centerline of the route. Then the road of 6m widths was plotted with reference to
the centerline.

The longitudinal section of the proposed road was plotted below the plan. The plotting
scale for the L-section was 1:1000 horizontal and 1:100 vertical.

The cross-sections taken at every tangent points and apexes of each curve and at 20m
chainage intervals were plotted in graph sheets at 1:100 vertical and horizontal scales.
Limiting gradient is 12 % and radius is 15 m is take for District road.
 Analytical Resection and Intersection
General

If there is not possible to set the instrument at a particular point to find the coordinates
of the far distanced object, then the conditions make the usage of a tape or a theodolite
difficult or impossible, then the far distance points are established by the processes of
intersection and resection.

In intersection process, points are established by the intersection of two or more transit
lines by simultaneous sighting from two or more know points.

In resection, the position of the instrument station is found by sighting to three known
points.

INTERSECTION

Introduction

This is the process of determining the coordinates of a point from at least two existing
points with known coordinates by observing horizontal and vertical angles from the
known points. Apart from coordinating new points intersection has many uses such as
curve ranging, detailing in accessible points. In our field it has been used for finding the
coordinates of a visible but inaccessible points.

Procedure

For the intersection, first we have chosen 3 points on the Major Traverse and minor
traverse, which are CP, D1, and md4. Then the observation of horizontal and vertical
angles from the known points are taken. In our field it has been used for finding the
coordinates of the top of the Mobile tower near by Sarangkot dada.

Observations and Calculations

Coordinate of CP = 1000.000, 1000.000, 947.500 m

Coordinate of D1 = 1014.248, 1059.324, 946.645 m
Coordinate of md4 = 1017.975, 976.468, 946.057 m
Length of CP to D1 = 61.000 m
Length of CP to md4 = 29.550 m

By using Sine Law,

a b c

SinA SinB SinC
Reading of Observation from UDTC Compound Area
Station at D1 HI = 1.450 m
Target Point Horz. Angle Vert. Angle
CP 00 00 00 ----
Object P 108 10 00 79 39 00
 Station at CP HI = 1.500 m
Target Point Horz. Angle Vert. Angle
md4 00 00 00 -----
Object P 162 51 20 79 57 00
D1 230 58 00 -----
Station at md4 HI= 1.505 m
Target Point Horz. Angle Vert. Angle
CP 00 00 00 ----
Object P 343 27 00 80 09 00

P North

3 43 20

108 10 00 D1
0 35 40 13 30 00
68 06 40

162 51 20 CP
129 02 00
16 33 00

By solving, we get

From Triangle D1_CP_P md4

29.550 L1

Sin 0 35' 40" Sin 16 33' 00"
L1 811 .326 m.

From Triangle md4_CP_P

61.000 L2

Sin 3 43' 20" Sin 108 10' 00"
L2 892.790 m.
L1 L2 811 .326 892.790
L 852.058 m.
2 2
Vertical Distance is given by: - D = L Tan
= 852.058 Tan 10 3 0 = 151.007 m.
RL of Point P = 947.50 + 1.500 + 151.007 = 1100.007 m
Whole Circle Bearing of line CP_P = 13 30 00 + 129 2 00 + 162 51 20
= 305 23 20
Coordinate (X and Y) of the Object P
X = 1000.000 + 852.058 Sin 305 23 20 = 305.368 m
Y = 1000.000 + 852.058 Cos 305 23 20 = 1493.446 m
 RESECTION
Resection differs from intersection only in the point that in resection, the instrument is
set at an unknown point and sighted to known points, where as in intersection, an
unknown point is sighted from the known points. This process is generally applied when
the ground conditions hinder the usage of tape but it is possible to set up the transit at
the point. When such conditions arises, often points are established by sighting to two
or more well established points from the point whose location is to be determined. Then
by analytical calculations, the latitudes, longitudes and the elevations of the point is
obtained to determine the locations of the point.

The brief overview of the process involved in the method of resection is discussed as:
In the figure (next page), points D1, CP & md4 are the known points and P is the point
to be located. All the elements of the triangle are known. The transit is set up at the
point P and each of the two angles and subtended by the point P to each of the
visible stations D1, CP and md4 are observed. The location of the unknown point is
thus defined by the observed subtended angles by solving the triangle applying
trigonometric relations.

The accuracy of the computed coordinates of the point depends on the shape of the
triangle formed. Therefore, the triangles formed should be well shaped for which the
subtended angles and should within 30 to 120 for well-conditioned triangle.

When the main triangulation has been completed and additional points are required to
be used as instrument stations for topographical survey or other purposes, this method
is adapted. However, this method also includes voluminous trigonometric calculations.
This method is generally applied to locate and plot the sounding points in hydrographic
surveying. By solving the three-point problem analytically, the sounding location is
determined.
 CURVE SETTINGS
Introduction

Curves are generally used on highways and railways where it is necessary to change
the direction of motion. A curve may be circular, parabolic or spiral and is always
tangential to two straight directions.

A curve that consists of a single arc of a circle, which is tangential to both the straight
lines, is a Simple Circular Curve.

A Compound Curve consists of two or more arcs that turn in the same direction and
join at common tangent points.

A Reverse Curve is the one that consists of two circular arcs of the same or different
radii with their center to the different sides of the common tangent. Both the arcs thus
bend in different directions with a common tangent at their junction.
Besides the above-mentioned curves, another type of curve called Transition Curve is
introduced in highways and railways to avoid toppling of the vehicles in bends. It is a
curve of varying radius introduced between a straight and a circular curve or between
branches of a compound curve or a reverse curve. By introducing a transition curve,
the overturn of a vehicle in highways and wearing of rails in railway lines are avoided.

When a road or a railway line consists of two intersection grade lines, another type of
curve known as a Vertical Curve is used to join the intersecting grade lines. This
smoothes out the changes in vertical motion of a vehicle and thus avoids the impact
when the vehicle passes over it.

SIMPLE CIRCULAR CURVE

A curve that consists of a single arc of a circle, which is tangential to both the straight
lines, is a simple circular curve.

These curves are extensively used in route surveying when the alignment of the road
changes. Simple circular curves are generally set when the deflection angle between
two tangents is greater than three degrees. If the deflection angle is less than three
degrees, the route is approximately straight and the setting of the curve is not required.

In the field, a simple circular curve was set at Left axis point of Kali Khola was given the
coordinates of 1000, 1000 m

Setting of Simple Circular Curve

We can setting out by

a. Long Chord Method

b. Perpendicular offsets from long chord method
c. Rankins Method
 If the deflection angle and radius of curvature are both small, the curves can be
set out by offsets from the tangent.
The offset distances calculated as above were measured from tangent length at
perpendicular. For back tangent the value of offsets were also same. After all the
points have been fixed, a smooth curve was drawn on the ground joining all
these fixed points to get a horizontal curve.

Rankins Method

Rankins method is based of the principle that the deflection angle to any point on a
circular curve is measured by one half the angle subtended by the arc from P.C. (Point
of Curve) to that point. It is assumed that the length of the arc approximately equal to
the chord.

The instrument was set at IP and zero set was done at back alignment Then Theodolite
was rotated at an angle of fore ward side, then tape was swung with one end at P1 and
another end towards the right of Theodolite. The arrow was marked at the intersection
of tape with cross hairs. Then was set on the Theodolite and with one end of tape at
Tangent length distance from forward tangent it was again intersected by cross hairs. In
this manner all the points were located and a smooth curve was set out.

Transition Curve
Introduction

A third type of curve called transition or easement curve is introduced in highways and
railways to avoid toppling of the vehicles in bends. It is a curve of varying radius
introduced between a straight and a circular curve or between branches of a compound
curve or a reverse curve. By introducing a transition curve, the overturn of a vehicle in
highways and wearing of rails in railway lines are avoided.

The overturning of vehicles and rails are avoided by introducing banking or super-
elevation on the roads and railway tracks. A super-elevation is the distance by which
the outer end of the road or outer rail is raised above the inner one.

The length of transition curve should be such that super elevation is attained at the
junction with circular curve.

Super elevation, e = B Tan = B V2/g R

B = width of the road
V = speed of the vehicle
g = acceleration due to gravity
R = radius of the curve
The instrument was set at T1 and computed deflection angles were adjusted on
Theodolite and an arrow along with a tape at a distance of chord was ranged at that
angle. In this way different points of transition curve was obtained by proceeding in the
similar manner. Then a smooth curve was set out on the ground.
LAYOUT OF BUILDING PLAN

For the Starting of the construction work for building as well as any structure, it
essential to know the setting out of the foundation excavation. Therefore to set the
proper setting, there should error less marking of reference point for guidance of the
excavation and construction. The Setting works is done with obtaining the centerline of
the wall then reference line is taken far apart minimum of (0.60 m + B/2), Where B is
the Excavation width at ground surface.
0.60m +B/2 Reference Peg

Center Line

B
The Setting work can be done precisely with using Theodolite fixing one point at zero
horizontal angle and another point is observed at the angle of 90 or 270 for making
right angle.
If Theodolite is not available it can be done using Pythagoras theorem, making 3 x 4
with hypotenuse as 5 m or can me align using masons square.

CONCLUSION

The ten days survey camp was over on 21 st September 2006. At the end of the camp
we all were with confidence that we could now work independently and tackle problems
in the practical field. Bridge Site Surveying and the Road Alignment Surveying were
new to us though principles were the same.

Recreation camp on 10 days was really a fruitful one. We got to know lot about the civil
engineering survey techniques.
In summary we can say that the survey camp is a most necessary subject. Practical
knowledge is far most useful and fruitful than bookish knowledge.

COMMETNS

Pokhara Survey Camp was successful and memorable for all of us. Those 10 days
were unforgettable for us. Everything seemed perfect to us. We can't comment
anything on the lodging and fooding. Both were outstanding. The main comment is that
time duration for Bridge Site plus Road Alignment Surveying was little insufficient for us.
There were many important details, which we had to leave during survey work. Due to
lack of time we couldn't take detailing in map. Few instruments were out of condition,
i.e. (Plane table board, tripod, alidade, ranging rod, measuring tape) those were old
models and full of errors. We used that instrument for transferring Reduced Level to the
traverse stations and encountered lots of errors so it takes lot of unnecessary time. Due
to this we had to redo the whole work. Few leveling staffs were on their worst and have
to be replaced immediately. One Theodolite was conventional model. This is highly
technological developed age minimum a digital theodolite should be provided.