Acknowledgements
We,
students of IOE, Central Campus, studying in third year/ first part (Civil
Engineering) were taken to a Survey Camp in Tribhuvan University Campus as part
of our course. We got experience working in the field. It was good revision of
theoretical knowledge of Surveying and a prefect practical practice. We would
heartily like to acknowledge Department Of Civil Engineering for including such
program in the syllabus. We must recognize the effort of all the staffs who
directly or indirectly helped us during the camp.
We are very grateful to Professor Vishwonath Khanal (HOD), Associate Professor Narayan
Basnet (Co-ordinator),
Associate Professor Ramesh Kumar Bajimaya, Associate Professor Nagendra
Raj Sitaula, Associate Professor Avimanyu lal Singh, Associate
Professor Nanda Shakya, Chief
Instructor Tilak Bdr Baniya, Lecturer Bharat
Bdr. Dhakal, Lecturer Toran Pd. Bhatta, Instructor Gopal Krishna Taujale,
Instructor Jaya Ram Maharjan for
their sincere help and appreciation. We would like to express our gratitude to
all the non-teaching staffs who helped in managing the camp and guiding us. It
would be unfair to forget the immense support from Tribhuvan University
administration. We would like to show our appreciation to the Tribhuvan University
administration for providing us with the working space for the Survey Camp. Lastly,
working together with our colleagues helped us cope with the difficulties in
the field easily, we are thankful to all our colleagues.
B.E SURVEY CAMP 2070
Group No. 32
·
Pratik
Raj Pahari (068/bce/108)
·
Sandesh
Suyal (068/bce/132)
·
Sudan Khathiwada
(068/bce/156)
·
Suyog Pradhan (068/bce/180)
·
Sumit
Kumar Sah (068/bce/167)
TABLE
OF CONTENTS
SECTION I: MAIN REPORT
1. INTRODUCTION
1.1
Objectives of
survey camp
1.2
Project area
1.3
Location and
accessibility
1.4
Topography and
geology
1.5
Rainfall
, climate and vegetation
1.6
Others
2. TOPOGRAPHICAL SURVEY
2.1
Objectives
2.2
Brief description
of the area
2.3
Norms (Technical
specifications)
2.4
Equipment and
accessories
2.5
Methodology
2.5.1
Reconnaissance(recce)
2.5.2
Major traverse
2.5.3
Minor traverse
2.5.4
Leveling
2.5.5
Detailing
2.5.6
Resection
2.5.7
Intersection
2.5.8
Computation and
plotting
2.5.9
Comments and
conclusions
3. BRIDGE SITE SURVEY
3.1
Objectives
3.2
Brief description
of the area
3.3
Hydrology,
geology and soil
3.4
Norms
(Technical specifications)
3.5
Equipment and
accessories
3.6
Methodology
3.6.1
Site selection
3.6.2
Topographic survey
3.6.3
Longitudinal section
3.6.4
Cross section
3.6.5
Leveling
3.6.6
Detailing
3.6.7
Computation and
plotting
3.6.8
Comments and
conclusions
4. ROAD ALIGNMENT AND GEOMETRIC DESIGN
4.1
Brief description
of the project
area
4.2
Hydrology and
geology
4.3
Soil
4.4
Norms
(Technical specifications)
4.5
Equipment and
accessories
4.6
Methodology
4.6.1
Horizontal alignment
4.6.2
Vertical alignment
4.6.3
Leveling
4.6.4
Longitudinal section
4.6.5
Cross section
4.6.6
Topographical survey
of road corridor
4.6.7
Structures
4.6.8
Comments and
conclusions
5. CONCLUDING RERMARKS
6. LIST OF TABLES
7. LIST OF DRAWINGS
SECTION II: DRAWINGS
1. INDEX MAP
2. LOCATION MAP
3. WORK SCHEDULE
4. TOPOGRAPHIC MAP
4.1
Drawings of
major and minor
traverses
4.2
Topographic map
of TU ,Kirtipur
5. DRAWINGS OF ROAD AND BRIDGE SITES
5.1
Topographical map
of road corridor
5.2
Longitudinal profile
of road corridor
5.3
Cross section
of road
5.4
Topographical map
of bridge site
5.5
Longitudinal profile
of river/stream
5.6
Cross section
of river/stream
5.7
Drawings of
typical structures
6. Bibliography
1. INTRODUCTION
Surveying is the branch
of engineering that deals with the art and science of determining the relative
positions of distinctive features on or beneath the surface of the earth, by
measurements of distances, directions and elevations. The application of
surveying requires the knowledge of mathematics, physics, and to some extent,
astronomy. It comes first before and during all Engineering works such as
designing and construction of highways, water supply systems, irrigation
projects, buildings etc.
The B.E. Survey Camp 2070,
organized by the Survey Instruction Committee, I.O.E, Pulchowk Campus is a part
of the four-year Bachelor's degree in Civil Engineering course, third year
first semester, carrying a total of 100 marks. The total duration of the survey
camp was 10 days, from 22nd Baisakh to 31st Baisakh, 2071.
Surveying is the main roots for the execution of
any civil engineering projects. The science of surveying has been developing
since the initial stage of human civilization according to their requirements.
The art of surveying preparation of maps has been practiced from the ancient
times and the further advanced until present. In the absence of the map, it is
impossible to layout the alignments of road, canals tunnels, transmission power
line and microwave or television relaying towers and so on. Detailed map of the
sites of engineering projects are necessary for the precision establishment of
sophisticated instruments. Surveying is the first step for the execution of any
project. As the success of any engineering is based upon the accurate and
complete survey work, an engineer must therefore be thoroughly familiar with
the principle and different methods of surveying and mapping.
For the
purpose of water supply-sanitary system, irrigation system, highway designing,
the relative altitudes are required, which is ascertained by the process of
leveling. The details of the enclosed area and the ground nature can also be
portrayed in the combined form of a topographic map. Not only this, the whole
land can be surveyed as different areas and can be plotted into a single map,
the main thing is not to violate the basic survey principles viz. working from
whole to part, consistency in work, accuracy required according to scale and
independent check. As a basic part of these principles, horizontal and vertical
controls are fixed prior to the work of detailing, while surveying large areas.
These necessities are also fulfilled while fixing intersection points for the
primary survey on road. For the survey on river, especially for bridge site,
the triangulation method is carried over for horizontal control and fixing
control station for further references. In addition, for vertical control fly
leveling is run to form closed circuit. These all are done very precisely and
accurately to achieve the good result. Hence, the work done during the camp
duration can be categorized into three main projects:
1.
Topographical survey
2.
Bridge site survey
3.
Road alignment survey
1.1 Objectives of survey camp
The main objective of
this survey camp allocated for civil engineering students is to consolidate and
update their basic knowledge of different surveying techniques relevant to
civil engineering works. Working in actual field conditions enhances their
theoretical and practical knowledge and increases their confidence that is
beneficial to their professional practice in the near future. The duration of
this survey camp enabled a single group of students to perform and prepare
reports on:
* Detailed survey of the given area
*Road alignment survey
*Bridge site survey.
Besides, the main objective
mentioned above some other objectives can be listed as:
*
To
familiarize individuals with the concept of team work as surveying is not a
one-man game.
*
To
familiarize students with the parts, functions and handling of surveying
instruments and their use in surveying.
*
To
familiarize students with the problems that are likely to arise during the
fieldwork. For e.g. Weather, ground features etc.
*
To
complete the given project in scheduled time and thus gives students a feel of
facing and completing deadlines.
*
To
collect required data in the field in systematic ways.
*
To
compute and manipulate the observed data in the required accuracy and present
it in diagrammatic and tabular form in such a way that it is understood other
engineers easily and gives the layman an idea of what has been done.
Thus, this Survey Camp was organized
to give the students an opportunity to feel the difference between theoretical
knowledge and practical work and hence develop a quality in them by virtue of
which they will be able to make a link between the two different aspects of
engineering education.
1.2
Project area
Located only a few kilometers away from the center
of Kathmandu, Kirtipur is a place of diverse
landforms. Kirtipur meaning the city of glory is a small town in the valley,
about five kilometers south-east of the capital, Kathmandu. Kirtipur, also
known as Kyapoo is one of the oldest settlements in the valley. Its location is
very different from the other main towns of the valley. Kathmandu
and Patan are both located in plain areas while Bhaktapur is laid out on gently
sloping ground. Kirtipur unlike the others is located on a hilltop and covers
almost the whole hill. Tribhuvan University owns the major portions of the area
of Kirtipur. The area consists of varying topography ranging from very steep
slopes and deep ravines to vast, almost flat grounds.
1.3
Location and accessibility
The major part of our survey camp work was done in
the compound of Tribhuwan
University. Tribhuvan
University (TU), founded in 1959, is Nepal’s first university. Situated
in Kirtipur, five kilometers away from Kathmandu,
the University offers a wide range of academic programs, including 300 courses
at certificate level, 1,079 courses at Bachelor’s level and more than 1,000
courses at Master’s level.
With the rapid development of Katmandu and proximity of
the capital to Kirtipur, the town has come under increasing pressure for modern
development. It is a farming town. During the 1960’s, the paddy fields to the
north east of the town were chosen as the site for Tribhuvan University,
and were compulsorily purchased from their owners. With the university, came a
new-pitched road and bus transport to the edge of the town. Naya Bazaar, which
developed without any planning two decades ago to the south east of the town,
at the foot of the hill is now the main commercial center. It is of course
unrealistic to stop the development of new areas around Kirtipur but if the
growth of Naya Bazaar is not supervised, it may develop to a large unplanned
township without appropriate infrastructures. With the development of Naya
Bazaar and because of the students commuting to T.U transportation facility in
and around Kirtipur is quite developed. There are regular buses running to and
from Kirtipur. Thus, our project area was quite suitable and easily accessible.
1.4
Topography and geology
Kirtipur
has gently steep topography. It is said that the city is standing on a huge
hard rock. Especially the low land below the town is found to be good for the
agricultural product. The area contains ground features ranging from step
slopes to almost flat grounds. These features were shown by contours. The area
also shows a variation in the elevation.
The
latitude and longitude of Nepal
is as following:
Latitude 26°22¢N to 30°27¢N
Longitude 80°4¢E to 88°12¢E
The latitude and longitude of
Kirtipur is as follow:
Latitude 29°53'06”
Longitude 84°55'
1.5 Rainfall, climate and
vegetation
The weather condition of
Kirtipur was not favourable as it was held in the summer during our survey camp
2070. The day temperature during the camp for most of the days was +30°C.
The climatic conditions during our camp
were fine. It was hot during the days and cold in the mornings. The vegetation
in Kirtipur is lush and ranges from huge trees to weeds. The main agricultural
crop of Kirtipur is paddy. They also grow wheat. The plants that flourish in
Kirtipur are the plants and trees that need a lot of water and sun. The trees
that are found are pipal, bamboo, sirish. Long grasses also flourish in
Kirtipur during this season. Large hedges of neelkanda are also found here. We
also saw large patches of touch-me-not or “mimosa pudica” and shrubs of burrs.
There were also large trees of camphor and pines. There were also a few
Australian pines.
1.6 Others
Kirtipur is one of the oldest
settlements in the Kathmandu valley and its
history goes back to ancient times. According to the bamsawali of Nepalmandal,
Kirtipur was the hometown of the earliest Gopalbamshi kings of the valley. In
the Malla period, the people of Kirtipur were known for their skill in
building. Kirtipur stone carvers and wood carvers were employed in constructing
the monumental structures of the valley. In 1743, King Prithivi Narayan Shah
made an attack on Kirtipur with the intention of taking over the valley. At
that time, Kirtipur was the gateway to the valley from which gurkhas should
enter it and would allow them to occupy the three cities. Hence, Malla kings
assisted Kirtipur with all forces. In the battle, which took place near the
reservoir at the south west of the town, the gurkhas were defeated. Prithivi
Narayan himself had a narrow escape. His famous army commander Kalu Pandey was
killed. His sword and shield and the weapons of gurkhas were then hung in the
BaghBhairav temple
of Kirtipur.
Umamaheswor
and BaghBhairav temples are the historic and religious places of Kirtipur.
Panga and Chovar are the neighboring villages. The newly constructed Buddhist
monasteries at Naya Bazaar can attract everybody. From there, a beautiful view
of Lalitpur can be seen.
2. TOPOGRAPHICAL SURVEY
Topographical surveying is the
determining of the positions of natural and artificial features on both plan
and elevation. In other words determining the configuration (relief) of the
earth’s surface and to locate natural and cultural features on it is
topographical survey. From the survey data, topographic maps that depict these
natural and cultural features are produced using various types of lines and conventional symbols.
Topographic is simply the graphical representation of positions of the earth’s
surface
2.1
Objectives
The map is on sufficiently
large scale to enable the individual features shown on the map to be identified
on the ground by their shapes and positions is known as topographic map.
The
main Objective of topographical survey is to prepare the topographic map of the
given area with horizontal control and vertical control on required accuracy.
2.2 Brief
description of the area
The area, where topographic survey was
performed, is situated at Tribhuwan University, Kirtipur. The major traverse
ran around the university area. Our job was to prepare a topographic map of the
whole university. Our group i.e. group #32 had to complete the topographic
survey of plot no.1 and minor plot no.5, on which we had to do detailing. Plot
no.1, actually was the most attractive and important area of the university. Gandhi
Bhawan, Department of Physics, Chemistry, Geology, Hydrology, Arts, Fine arts,
management and Central library were near our plot area. Our plot also included
a steep terrain and woody lands.
2.3 Norms (Technical
specifications)
1. Conduct reconnaissance survey of the
given area. Form a close traverse (major and minor) around the perimeter of the
area by making traverse stations. In the selection of the traverse station,
make sure that the stations are inter visible and maintain the ratio of maximum
traverse leg to minimum traverse leg 3:1 for minor traverse and 1:2 in the case
of major traverse.
2. Measure the traverse legs in the
forward and reverse directions by means of a tape calibrated against the
standard length provided in the field, note that discrepancy between forward
and backward measurements should be greater than 1:2000.
3. In case of distance measurement by
total station in both forward and backward direction the precision of 1:5000 in
case of major traverse and 1:3000 in case of minor traverse should be
maintained.
4. Measure traverse angle on two sets
of reading by total station. Note the difference between the mean angles of two
sets reading should be within 20 seconds.
5. Determine the R.L. of traverse
stations by fly leveling from the given arbitrary T.B.M. 2 to T.B.M. 3 Perform
two-peg test before the start of fly leveling. Note that collimation error
should be less than 1:10000. Maintain equal fore sight and back sight distances
to eliminate collimation error. Permissible error for fly leveling is ±25√k mm, where k is the distance in kilometer.
6. R.L. of TBM2 =1291.851
7. R.L. of TBM3 =
1312.924
8. Balance the
traverse. The permissible angular error for the sum of interior angles of the
traverse should be less than ±30"√n and ±1°√n for major and minor traverse respectively. For major
and minor traverse, the relative closing error should be less than 1:5000 and
1:3000 respectively.
9. Plot the major
and minor traverse stations by coordinate method in appropriate scale (1:1000,
1:500 respectively).
10.
Carry out the detail survey of the given sub area by
total station and tacheometric surveying with reference to the major and minor
traverse, which have been already plotted. Use conventional symbols for
plotting.
2.4
Equipment
and accessories
1.
Total station 2.
Reflector, prism & prism pole
3. Auto level
4.
Plumb bob 5.
Staffs and ranging rods 6.
Hammer 7. Tapes 8. Nails and pegs
2.5
Methodology
The methodology of surveying is
based on the principle of surveying that is work should be done from whole to
part with independent checks. The work done should be accurate and consistent.
2.5.1
Reconnaissance [recce]
Recce means the exploration or scouting
of an area. In survey, it involves walking around the survey area and roughly
planning the number of stations and the position of the traverse stations.
Recce is primarily done to get an overall idea of the site. This helps to make
the necessary observations regarding the total area, type of land, topography,
vegetation, climate, geology and inter visibility conditions that help in
detailed planning. The following points have to be taken into consideration for
fixing traverse stations:
*
The
adjacent stations should be clearly inter visible
*
The
whole area should include the least number of stations possible.
*
The
traverse station should maintain the ratio of maximum traverse leg to minimum
traverse leg less than 2:1.
*
The
steep slopes and badly broken ground should be avoided as far as possible,
which may cause inaccuracy in tapping.
*
The
stations should provide minimum level surface required for setting up the
instrument.
*
The
traverse line of sight should not be near the ground level to avoid the
refraction.
Taking the above given points into
consideration, the traverse stations were fixed. Then two way taping was done
for each traverse leg. Thus, permanent fixing of the control points completes
recce.
2.5.2
Major
Traverse
Traversing
is a type of survey in which a number of connected survey lines form a
framework enclosing the area to be surveyed. Working from whole to part is the
principle. So, the whole area is enclosed by number of control points of which
details are necessary. The skeleton of lines joining those control points, which
covers the whole entire area, is called Major Traverse. Work on Major traverse
must be precise. So two-set of reading should be taken for Major Traverse. For
convenience, the readings are taken by setting the theodolite at 0°0’0” for one set and 90°00’00” for the second set.
In the Kirtipur Survey Camp, two
traverses - major and minor had to be established. The major traverse had 17
control stations including two given control points. The control stations were
named as CP1 and CP2. The leg ratio of maximum traverse leg to minimum traverse
leg was maintained within 1:2. The discrepancy in length between the forward
measurements and the backward measurements of all the traverse legs was within
1:5000. Two sets of theodolite readings were taken for measuring the horizontal
traverse angles. The difference between the mean angles of two sets of readings
was within a minute for all the angles. The angular error for the sum of
interior angles of the traverse was less than ±30"√17.
The relative closing error for the major traverse was 1:15637.282 i.e. greater
than 1:5000. Finally, the major traverse was plotted by the coordinate method
in a scale of 1:1000 on an A1 size drawing paper with grid lines provided by
the survey instruction committee.
2.5.3 Minor Traverse
It is not sufficient to detail
the area by enclosing with the help of major traverse. Minor traverse is that
one which runs through the area to make detailing easy. Minor Traverse covers
only small area. Less precise work than that of major traverse is acceptable so
that single set reading is sufficient for minor traverse. The minor traverse
had 3 major stations and 11 minor stations. The control stations were named as
32m1, 32m2 and so on. The leg ratio of maximum traverse leg to minimum traverse
leg was maintained within 1:3. The discrepancy in length between the forward
measurements and the backward measurements of all the traverse legs was within
1:3000. One set of total station readings was taken for measuring the
horizontal traverse angles. The relative closing error for the minor traverse was
1: 9212.367 & 1:11226.333 in two
loop of minor traverse, which
was nearly equal to or more than 1:3000. Finally, the minor traverse was
plotted by the coordinate method in a scale of 1:500 on an A1 size drawing
paper with grid lines.
2.5.4
Leveling
Leveling
is a branch of surveying the objective of which is to
(i)
Find
the elevations of given points with respect to a given or assumed datum and
(ii)
Establish
points at a given elevation or at different elevations with respect to a given
or assumed datum.
The first operation is required to
enable the works to be designed while the second operation is required in the
setting out of all kinds of engineering works. Leveling deals with measurements
in a vertical plane. To provide vertical control in topographic map, the
elevations of the relevant points must be known so that complete topography of
the area can be explored. Leveling was performed to determine the elevation
(relative height from a given datum)
Two
types of leveling were performed at the site, namely direct leveling (spirit
leveling) and indirect leveling (trigonometric leveling).
1.
Direct leveling:
It is the branch of leveling in which the vertical distances with respect
to a horizontal line (perpendicular to the direction of gravity) may be used to
determine the relative difference in elevation between two adjacent points. A
level provides horizontal line of sight, i.e. a line tangential to a level surface
at the point where the instrument stands. The difference in elevation between
two points is the vertical distance between two level lines. With a level set
up at any place, the difference in elevation between any two points within
proper lengths of sight is given by the difference between the rod readings
taken on these points. By a succession of instrument stations and related
readings, the difference in elevation between widely separated points is thus
obtained.
Following are some special methods of
direct (spirit) leveling:
1.1.
Differential leveling:
It is the method of direct leveling the object of which is solely to
determine the difference in elevation of two points regardless of the
horizontal positions of the points with respect of each other. This type of
leveling is also known as fly leveling.
1.2.
Profile leveling:
It is the method of direct leveling the object of which is to determine the
elevations of points at measured intervals along a given line in order to
obtain a profile of the surface along that line.
1.3.
Cross-sectioning:
Cross-sectioning or cross leveling is the process of taking levels on each side
of main line at right angles to that line, in order to determine a vertical
cross-section of the surface of the ground, or of underlying strata, or of
both.
1.4.
Reciprocal leveling:
It is the method of leveling in which the difference in elevation between two
points is accurately determined by two sets of reciprocal observations when it
is not possible to set up the level between the two points.
2.
Indirect leveling:
Indirect method or trigonometric leveling is the process of leveling in which
the elevations of points are computed from the vertical angles and horizontal
distances measured in the field, just as the length of any side in any triangle
can be computed from proper trigonometric relations.
Temporary adjustments of Level
The temporary adjustment for a level
consists of the following:
1. Setting up the level: The
operation of setting up includes fixing the instrument on the stand and
leveling the instrument approximately.
2.
Leveling up: Accurate leveling is done with the help of foot screws and with
reference to the plate levels. The purpose of leveling is to make the vertical
axis truly vertical. It can be done by adjusting the screws.
3.
Removal of parallax: Parallax is a condition when the image formed by the
objective is not in the plane of the cross hairs. Parallax is eliminated by
focusing the eyepiece for distinct vision of the cross hairs and by focusing
the objective to bring the image of the object in the plane of cross hairs.
Permanent adjustments of Level
To check for the permanent
adjustments of level two-peg test method should be performed.
Two
staffs were placed at A and B of known length (about 50 m). First, the
instrument was setup at the middle point C and both staff readings were taken.
Then the machine was held near A and both staff readings (Top, Middle, and
Bottom) were taken.
The precision
obtained in both sets were greater than that of required precision of 1 in
10000. Therefore, the permanent adjustment was not required.
There are two methods of booking and
reducing the elevation of points from the observed staff reading:
1. Height of the Instrument method
Arithmetic Check:
SBS – SF.S.
= Last R.L. – First R.L.
Rise
and Fall method
Arithmetic Check:
SBS – SF.S. = SRise –SFall = Last R.L. – First R.L.
Among the two Methods Height of
instrument, method is widely used. After checking the accuracy of the level by
two-peg test, fly leveling was performed between temporary benchmark 2 (TBM2)
and temporary benchmark3(TBM3). The
closing error was found to be 2 mm which was within the permissible error of ±25Ök = 21.064 mm.
The R. L of TBM3 was then transferred
to the control stations of the minor traverse. The closing error was found
within the permissible limits. Then the linear and angular adjustments were
made in each leg.
All the necessary data and calculations are
presented in the following pages in this report.
2.5.5 Detailing
Detailing means locating and
plotting relief in a topographic map. Detailing can be done by either plane
table surveying or tachometric surveying. Plane tabling needs less office work
than tachometric survey. Nevertheless, during our camp, we used the
tacheometric method, tangential method and total station method.
*
Detailing by total station
On the process of detailing by
total station we used reflector prism and hence total station gave the
horizontal angle and hor. Dist and vert. distance directly.
*
Tachometry
Tachometry
is a branch of angular surveying in which the horizontal and vertical distances
of points are obtained by optical means. Though it only has accuracy about
1/300 to 1/500, it is faster and convenient than the measurements by tape or
chain. It is very suitable for steep or broken ground, deep ravines, and
stretches of water or swamp where taping is impossible and unreliable.
The
objective of the tachometric survey is to prepare contour maps or plans with
both horizontal and vertical controls. For the survey of
high accuracy, it provides a check on the distances measured by tape.
The
formula for the horizontal distance is
H=100
x S x Cos2q
The
formula for the vertical distance is
V
= 100 x S x (Sin2q)/2
Where, S = staff intercept; q =
Vertical Angle
If the angle used is zenithal angle then
H=100 x S x sin2q
V = 100 x S x (Sin2q)/2
Where, q=zenithal
angle
*
Detailing by tangential method
In this method we have to take two middle staff
reading, with 2 different vertical angle along with horizontal angle with any traverse
leg. We use the formula :
S=difference in staff reading
H=S/(tan(90-θ1)-tan(90-θ2))
V=Htan(90-θ2) ;where,θ1 is
smaller zenithal angle and
θ2 is bigger zenithal angle.
Contouring
A contour is an imaginary line,
which passes through the points of equal elevation. It is a line in which the
surface of ground is intersected by a level surface. A contour line is a line
on the map representing a contour. It represents the elevation and is one of
the ways of representing relief. While drawing the contour lines, the
characteristics of the contours should be considered. The characteristics are
as follows:
¤
Two
contours of different elevations do not cross each other except in the case of
an overhanging cliff.
¤
Contours
of different elevations do not unite to form one contour except in the case of
a vertical cliff.
¤
Contours
drawn closer depict a steep slope and if drawn apart, represent a gentle slope.
¤
Contours equally spaced depict a uniform
slope. When contours are parallel, equidistant and straight, these represent an
inclined plane surface.
¤
Contour
at any point is perpendicular to the line of the steepest slope at the point.
¤
A
contour line must close itself but need not be necessarily within the limits of
the map itself.
¤
A
set ring contours with higher values inside depict a hill whereas a set of ring
contours with lower values inside depict a pond or a depression without an
outlet.
¤
When
contours cross a ridge or V-shaped valley, they form sharp V-shapes across
them. Contours represent a ridge line, if the concavity of higher value contour
lies towards the next lower value contour and on the other hand these represent
a valley if the concavity of the lower value contour, lies towards the higher
value contours.
¤
The
same contour must appear on both the sides of a ridge or a valley.
¤
Contours
do not have sharp turnings.
Taking the reading at the change
point on the ground is the indirect method of locating contours. The
interpolation method is used to draw the contour lines. Interpolation of
contours is done by estimation, by arithmetic calculations or by graphical
method. The eye estimation method is extremely rough and is used for
small-scale work only. Generally, arithmetic calculation method of
interpolation is used to draw the contour lines and it is performed as follows:
Distance of contour point from the lower
elevation point = (H/V) x v
where,
H=Horizontal
distance between two guide points
V=vertical
distance between two guide points
v=vertical
distance between lower elevation point and the point to be located
The
following steps were followed in tachometric survey:
- The instrument was set up over the station and centering/leveling was done accurately.
- The vertical distance from the top of the station peg to the center of trunion axis of tachometer was measured.
- The instrument was oriented with reference to a fixed station whose distance and bearing was predetermined.
- The staff was held vertically at the nearest available benchmark and it was sighted by the tachometer to determine the reduced level of the starting point.
- The staff was held at point of feature to be detailed.
- Horizontal angle between the reference station and the object point was measured.
- The vertical angle to the central horizontal wire was observed.
- The staff readings of the stadia hair were observed.
- Same procedures were repeated for all the stations.
2.5.6 Resection :
Resection is the determination of
the observer’s position by means of observations taken to previously fixed
points. There are several methods of resection and they include:
1. Observing
horizontal angles from the unknown point to three known points.
2. Observing
horizontal angles from two unknown points to two known points.
3. Observing
horizontal angles from one unknown point to two known points when the Azimuth
of one of them is known.
In the camp we had adopt first
method i.e. resection by observing horizontal angles from the unknown point to
three known points.
2.5.7 Intersection
A minimum
of two control stations is required for this operation, with the unknown point
visible from each of them. It is not
essential that the control stations are inter-visible, but it makes it easier
if they are. Clearly, the co-ordinates of
the control stations will be known (otherwise they would not be control stations!)
so that the distance between them can be calculated. The position is illustrated in the following
diagram:
B |
b
A
a
p |
unknown P
point
Figure 1. Sightings and angles measured for
intersection.
The
theodolite is set up at each of the stations (control points) A and B in
turn. At station A, the telescope is
first sighted on B and then transited round to P, measuring the angle a. Similarly, at B the angle b between line BA
and line BP. Note that the theodolite is
not set up at the unknown point P.
For this reason, intersection is used for the positioning of points over
which it is difficult or impossible to set up the theodolite, for example,
·
surveying
points high up on buildings, perhaps for later use as reference objects,
·
measurement
of the deflection of large structures (e.g. dams, bridges)
·
setting
out of curves.
Because we
know the co-ordinates of stations A and B, and because we know that the sum of
the internal angles in the triangle must equal 180°, we can calculate the following:
Length
of line AB = Ö(DE2
+ DN2)
Bearing
of line AB = tan-1 (DE / DN)
Angle p = 180° - a – b
Further
calculation allows us to find the length and bearing of each of the lines AP
and BP:
Sine
Rule: AB = AP = BP
sin p sin b sin a
and
bearing
AP = bearing
AB + a
bearing
BP = bearing
BA – b
Note that
angle b is anticlockwise from BA to BP, hence the negative sign in the above
equation.
Once we
have the bearing and length of lines AP and BP then the co-ordinates of P can
be calculated from each line. These two
sets of co-ordinates should correspond within the expected degree of accuracy.
2.5.8
Computations and Plotting
For the calculations as well as
plotting, we applied the coordinate method (latitude and departure method). In
this method, two terms latitude and departure are used for calculation.
Latitude of a survey line may be defined as its coordinate lengths measured
parallel to an assumed meridian direction. The latitude (L) of a line is
positive when measured towards north, and termed Northing and it is negative
when measured towards south, and termed Southing. The departure (D) of a line
is positive when measured towards east, and termed Easting and it is negative when
measured towards west, and termed Westing. The latitude and departures of each
control station can be calculated using the relation:
Latitude
= l Cosq
Departure
= l Sinq
Where,
l=distance of the traverse legs
q=Whole circle bearing
If a closed traverse is plotted
according to the field measurements, the end of the traverse will not coincide
exactly with the starting point. Such and error is known as closing error.
Mathematically,
Closing
error (e) = √ {(SL)2 + (SD)2 } and
Direction,
tan θ = S D/SL
The
sign of SL and SD
will thus define the quadrant in which the closing error lies. The relative
error of closure = Error of Closure / Perimeter of the traverse
= e / p
= 1 / (p /
e)
In a closed traverse, by geometry, the
sum of the interior angles should be equal to (2n-4) x 90˚ where n is
the number of traverse sides. If the angles are measured with the same degree
of precision, the error in the sum of the angles may be distributed equally
among each angle of the traverse.
The Bowditch’s method or the compass
rule is mostly used to balance a traverse where linear and angular measurements
are of equal precision. The total error in latitude and in the departure is
distributed in proportion to the lengths of the sides.
Mathematically,
a) Correction in departure of a side
of traverse
= (Total departure misclosure / traverse
perimeter) x length of that side
b) Correction in latitude of a side of
traverse
= (Total latitude misclosure / traverse
perimeter) x length of that side
In order to measure the lengths of the
sides of the traverse, two way taping (forward and backward) was done.
The difference in values obtained by forward and backward taping is called
discrepancy. In addition, the reciprocal of the discrepancy divided by the mean
of the two measurements is called precision. Both the discrepancy and the
precision for each traverse leg should be within the given limits.
Mathematically,
Discrepancy = | Forward length - Backward
length |
and,
Linear precision = 1 / (Mean length / Discrepancy)
The coordinates of traverse stations were found out
by resection.
2.5.9
comments and conclusion
comments:
The site for the survey camping was the
campus area of TU, Kirtipur. The site was very much suitable for performing
various type of surveying.
The arrangements of the survey instruments
was not satisfactory as there were many faulty instruments which hampered us
from running our survey works smoothly and correctly in less time. Due to
limited number of subtense bar we had to wait for our turn. The lodging and
fooding facilities were not up to the task.
We hope that above mentioned problems will
be solved and the up coming camps will run smoothly without any problems.
CONCLUSION:
The work of the survey camp was finished within
the allotted period of 10 days. Surveying is a subject which is based on not
only theory but a lot of practical. Thus this camp helped us a lot in
understanding the principles and techniques of surveying. The camp also helped
us to work in group. This camp will help us in our future.
The whole area of TU was divided into two number
of plots. A group had to complete a single plot following the routine provided.
The topographic maps of several plots such prepared can be then mosaics to form
a single map of the whole area.
Thus we completed our project by following
given norms and technical specifications within the time allocated.
3. BRIDGE SITE SURVEY
Bridges are the
structures that are constructed with the purpose of connecting two places
separated by deep valleys or gorges or rivers and streams. Bridges are usually
a part of road; making them shorter and hence economical. In countries like Nepal, where
the land is undulated and where there are plenty of rivers, bridges are the
most economic and efficient way to join two places. It is a very convenient
way. That is why the task of bridge site surveying has been included in the
curriculum of Bachelor's degree in Civil Engineering at Pulchowk Campus, IOE.
This part of the Survey Camp dealt with
the bridge site survey done at Kirtipur. It was done at a place where a small
stream flowed. It was located in the woods where two hill slopes formed a deep
ravine. The duration of the survey was 2 days.
3.1
Objectives
Bridge construction is an important
aspect in the development of transportation network. For the construction of
bridge, surveying is required for topographical mapping; while the knowledge of
longitudinal section of the river and cross- sections at both the upstream and
downstream is essential. The river flow level in different seasons should also
be taken into consideration before designing a bridge.
Bridge surveying is necessary to
locate a site, obtain information for design, and furnish lines and grades for
construction. A reconnaissance survey is made at all possible sites. A
preliminary survey is made at the best site to establish horizontal and
vertical control and to obtain information for the bridge design and construction
planning.
The main objective of the bridge
site survey is to give the students the preliminary knowledge on selection and
planning of possible bridge site for the future construction of bridge. The
purpose of the bridge site survey was not only to prepare plan and layout of
the bridge site but also to collect the preliminary data about the site. The
data should include normal water flow, high flood level, and geological
features of the ground for planning and designing of the bridge from the
details taken during the surveying. The details must be taken from an engineering
point of view.
The
other objectives of Bridge site survey are:
*
To
find the best location for a bridge over the river considering factors like
convenience, economic and geological stability.
*
To
use triangulation method for the calculation of the bridge axis length.
*
To
take sufficient data of the details including the spot heights, around the
bridge in order to prepare a topographical map of the area, cross section of
the river at certain intervals and longitudinal section of the river.
*
To
determine the physical properties of the river like its discharge, velocity of
water, bed slope, etc.
3.2
Brief Description of the area
Bridge site survey was conducted over a
small rain stream on the T.U campus area.
The stream flows through a ravine formed by two hill slopes. Our site
was near the basketball court. The site was mossy and swampy. No huge boulders
are to be found near the site. It was damp and hilly.
3.3
Hydrology, Geology and Soil
The site was surrounded by trees and
bushes. There were no rocks. The ground was damp and swampy. The soil was soft
and clayey. It was brown in colour. The hill slopes on both sides are not very
steep and are thus geologically stable. There is not much water to be found on
the bridge site. The only water is collected from rain and other sources.
3.4
Norms (Technical Specifications)
The following norms were followed
while performing the bridge site survey:
*
Control
point fixing as well as determining the length of the bridge axis had to be
done by the method of triangulation. While forming triangles, proper care had
to be taken such that the triangles were well conditioned, i.e. none of the
angles of the triangle were greater than 120° or less than 30°.
*
The
triangulation angle had to be measured on two sets of readings by theodolite
and the difference between the mean angles of two sets of readings had to be
within a minute.
*
Transferring
the level from one bank to another bank had to be done by the method of
reciprocal leveling.
*
The
scale for plotting the topographical map was given to be 1:500
*
In
order to plot the longitudinal section of the river, data had to be taken along
the riverbed 150 m upstream and at least 50 m downstream. The plot for the
longitudinal section along the flow line had to be done in a scale of 1:100 for
vertical and 1:500 for horizontal.
*
For
the cross section profile, data had to be taken at 25 m intervals both upstream
and downstream, and one at the bridge axis. Observation had to cover about 20 m
beyond the bank of river on either side. The scale being 1:100 for both
vertical and horizontal directions.
3.5 Equipment
and accessories
1.
Theodolite or total station 2.
Staffs, reflector prism and pole
3. Ranging rods 4. Tapes 5. Plumb
bob 6. Level
7. Compass 8. Hammer
9.
Sickle 10.Nails and pegs 11.Abney level
3.6
Methodology
The various methods
performed during the bridge site survey were triangulation, Leveling,
tachometry, cross section, and L-section. The brief descriptions of these
methodologies are given below:
3.6.1
Site Selection
Tentative
bridge sites are selected by reconnaissance and the more promising ones are
reconnoitered in detail. The selection of a bridge site is governed by both
tactical and technical considerations. Tactical requirements fix the general
area for the bridge site. Technical requirements fix the exact location and may
sometimes eliminate sites that have been tactically acceptable. For permanent
construction, technical considerations govern the bridge location.
There
were various factors for the selection of bridge site such as geological
condition, economical aspect etc. Therefore, the site was chosen such that it
should be formed on very stable hill slope. The bridge should be located at the
straight path of river and at the same time, the river width should not be
narrow from the economical point of view. In our case, it was assumed that the
approximate alignment of bridge axis has already been established with regard
to geo-technical site investigation. For the purpose of the shortest span the
stations were set perpendicular to the river flows direction. The riverbanks
are not eroded and are suitable for bridge construction. The site for the
proposed bridge was selected at a location where a bend in the road continued smoothly
into the bridge. The location of the bridge was selected in such a way that the
heights of the roads joined by the proposed bridge were almost the same. This
prevented a lot of cutting and filling to maintain a gentle gradient.
3.6.2
Topographic Survey
For the topographic survey of bridge
site, triangulation was done. The main purpose of the triangulation was to
determine the length of the bridge axis. The triangulation also serves the
control points for detailing. First, the bridge axis was set and horizontal
control stations were fixed on either side. Distances between stations on the
same sides of river i.e. b`ase lines were measured with tape precisely. Then
the interconnecting triangles were formed and angles were measured with a theodolite
with two sets. The bridge axis length or span was calculated by solving the
triangles using the sine rule. Thus, the horizontal control was set out.
For vertical control, the level was
transferred from the arbitrary benchmark and RL was transferred to the stations
on the next bank by reciprocal leveling while direct level transfer method was
used for the same bank.
3.6.3 Longitudinal
Section
The L-Section of the river is
required to give an idea about the bed slope, nature of the riverbed, and the
variation in the elevations of the different points along the length of the
river. Keeping the instrument at the control (traverse) stations on the river
banks, the staff readings were taken at different points along the center line
of the river at an interval of about 25 m up to a 100 meters upstream and 50 m
downstream. The R.Ls of the traverse stations being known previously, the
levels of the different points on the river were calculated. Then the L-Section
of the riverbed was plotted on a graph paper on scale for vertical and
horizontal.
3.6.4 Cross Section
Cross-section of a river at a
particular point is the profile of the lateral sides from the centerline of the
river cut transverse to the L-Section at that point. The cross section can be
used to calculate the volume and discharge of water at the particular section
if the velocity at the cross section is known. Cross sections were taken at an
interval of about 25 m extending 100 m upstream and 50 m downstream of the
river. Staff readings of points along a line perpendicular to the flow of river
were taken from the stations points and the elevations of the points were
calculated using tachometric methods. At some places where tachometric methods
were not suitable or feasible, the "danda" method was also applied.
With all the calculations done and the required data in hand, the cross section
was plotted on a graph paper on required scale.
3.6.5
Leveling
Level
transfer was done in two steps - firstly to transfer the R.L. from the given
B.M. to any traverse station, and secondly to transfer the R.L. from that
traverse station to all other stations as well as all the detailed objects
(detailing). The R.L. of TBM3= 1312.924 m. The R.L. was transferred by fly
leveling from the B.M. to a station using a level, forming a closed loop and
making the necessary adjustments. Then fly leveling was done in order to
transfer the level from that station to all the other stations of the traverse.
The
principal of differential leveling is when the instrument is kept equidistant from
the back and forward staff stations, the difference in elevation of the two
stations is equal to the difference of the staff readings. In addition, it can
be achieved by placing the machine midway of the staffs. When it is not
possible to set up the level midway between two points as in the case of
leveling across large water bodies, the reciprocal leveling is employed to
carry forward the level on the other side of the obstruction.
When
it is necessary to carry leveling across a river, ravine or any obstacle
requiring a long sight between two points so situated that no place for the
level can be found from which the lengths of foresight and back sight will be
even approximately equal, reciprocal leveling is done. Reciprocal leveling
helps to eliminate errors such as error in instrument adjustment, combined
effect of earth's curvature and the refraction of the atmosphere and variations
in the average refraction.
 |
 |
Fig.: Reciprocal Leveling
Where,
When
theodolite is kept near staff held at A
ha=
staff reading at station A
hb=
staff reading at station B
When
theodolite is kept near staff held at B
ha'=
staff reading at station A
hb'=
staff reading at station B
Then, the
true difference in elevation between the two stations A and B is given by
H=½
x [(ha - hb) + (ha'- hb')]
3.6.6 Detailing
Detailing of the entire bridge site was done by tachometric
method, the readings being taken with a theodolite stationed at the different
traverse stations. The detailing was done with respect to the skeleton formed
by triangulation. The vertices of triangles serve as a control point. With the
help of tachometer, the details were booked, up to 100m upstream and 50m
downstream. The important details not included in the cross-section data, were
taken. Trigonometric Leveling was also done to find out the RL of the
inaccessible points. Abney level was used to find out the slope of cliff. The
data and the calculations have been tabulated in a systematic way.
3.6.7 Computation and Plotting
The following tachometric formulas
were used for the calculation of the horizontal distance and R.L. of different
points:
Horizontal distance of any point from the
traverse station,
H = 100 x S x Cos2θ
Where, S = Staff intercept = Top - Bottom
stadia reading
θ = Vertical Angle
The topographic map, the longitudinal
section and the cross section were plotted on the respective scales after the
completion of calculations. Control stations were plotted accurately in the
grid paper. Then all hard details as well as contours were plotted with
reference to the control stations by the method of angle and distances.
3.6.8 Comments and Conclusions
The bridge site survey was performed
to gain idea for selecting the bridge axis. Triangulation was performed to get
the length of the proposed bridge. For triangulation, we chose two stations in
one bank and two stations on the next bank. The distance between the two
stations was calculated by taping. Similarly, the cross-section and
longitudinal section were performed. The X-section was performed at the
interval of 25m.The longitudinal section was about 100m upstream and 50m
downstream. In addition, details were taken from the respective stations. The
details of existing structures like walls, cliff, bridge, boulders etc were
taken. The cross-section was taken at the banks of river and at the middle of
the river to get the profile of the flowing river. In addition, we marked the
high flood level and low flood level. Similarly, we transferred the reduced
levels of the stations from the known benchmark.
4.
Road Alignment and Geometric Design
Roads are specially prepared ways connecting
different places for the transportation of vehicles, people and animals. In
countries like Nepal,
where there are less chances of airways and almost negligible chances of
waterway, roads form a major part of the transportation system. Therefore, it
would not be an exaggeration in saying that the roads have an utmost
importance.
This part of the Survey Camp dealt
with the road alignment survey done at Kirtipur in T.U facility. The duration
of the survey was three days, bridge site alignment being done simultaneously.
4.1
Brief Description of the Project area
Road alignment is an
important aspect in the development of the transportation network of the
country. Road alignment is important part of the survey. Road alignment and
bridge site survey goes side by side to run a road between two terminals and to
carry a survey for the bridge construction along the route. This specific job
is essential for an engineer combating with the mountainous topography of Nepal.
The place where we complete this project
had no road so we made an imaginary road branching starting from the bridge to
the tower about 1000m away in the North West, through the area dense with
trees, sloppy terrain, terrace and a culvert.
4.2
Hydrology and Geology
The road had to go along a damp route
that was much undulated. The place was damp. There were no large boulders or
rocks of any kind along the proposed site.
4.3 Soil
When the soil surface is inclined, there
is a component of gravity that tends to move the soil downward. If along the
potential slip surface in the soil the stress produced by gravity exceeds the
shear strength of the soil along the potential failure surface, the slope will
become unstable. Obviously, the shear strength of soil is largely depends upon
the type of soil. Cohesive soil has more shear strength than others do. The
hard and dense soil is best for slopes.
We found soft clayey soil that was very
damp. Other kinds of soils were not found along our proposed route.
4.4 Norms (Technical Specifications)
Recce
alignment selection was carried out of the road corridor considering
permissible gradient (12%), obligatory points, bridge site and geometry of
tentative horizontal and vertical curves.
The road setting horizontal curve, cross sectional
detail in 15m interval and longitudinal profile were prepared.
The
topographic map (scale 1:1000) of road corridor was prepared. Geometric curves,
road formation width, right of way, crossings and other details were shown in
the map.
While
performing the road alignment survey, the following norms were strictly followed:
*
The
road had to be designed starting at base point of the bridge and ending at the
electrical tower(middle one) located in the North West.
*
If
the external deflection angle at the I.P. of the road is less than 3°, curves
need not be fitted.
*
Simple
horizontal curves had to be laid out where the road changed its direction,
determining and pegging three points on the curve - the beginning of the curve,
the middle point of the curve and the end of the curve along the centerline of
the road.
*
The
radius of the curve had to be chosen such that it was convenient and safe.
*
The
gradient of the road had to be maintained below 12 %.
*
Cross
sections had to be taken at 15 m intervals and at the beginning, middle and ends
of the curve, along the centerline of the road - observations being taken for
at least 10 m on either side of the centerline.
*
Plan
of the road had to be prepared on a scale of 1:1000
*
L-Section
of the road had to be plotted on a scale of 1:1000 horizontally and 1:100
vertically.
*
The
cross section of the road had to be plotted on a scale of 1:100 (both vertical
and horizontal).
*
The
amount of cutting and filling required for the road construction had to be
determined from the L-Section and the cross sections. However, the volume of
cutting had to be roughly equal to the volume of filling.
4.5
Equipments and accessories
1.
Theodolite 2.staff 3. Ranging rods 4.Abney level
5.
Tapes 6.Plumb bob 7. Level 8.Compass
9.
Hammer 10.Sickle 11.Nails and pegs
4.6
Methodology
4.6.1 Horizontal Alignment
Horizontal alignment is done for fixing
the road direction in horizontal plane. For this, the bearing of initial line
connecting two initial stations was measured using compass. The interior angles
were observed using 6’' Theodolite at each IP and then deflection angles were
calculated.
Deflection
angle, D = 180 - interior angle
If +ve, the survey line deflects
right (clockwise) with the prolongation of preceding line and deflects left if
–ve (anti-clockwise). The radius was assumed according to the deflection angle.
Then the tangent length, EC, BC, apex distance along with their chainage were
found by using following formulae,
Tangent length (T L) = R x tan(D/2 )
Length
of curve (L.C) = 3.142 x R x D/180
Apex
distance = R x 1/(Cos(D/2)-1)
Chainage
of BC = Chainage of IP – TL
Chainage of MC = Chainage of BC +LC/2
Chainage of EC = Chainage of MC + LC/2
The BC and EC points were located
along the line by measuring the tangent length from the apex and the points
were marked distinctly. The radius was chosen such that the tangent does not
overlap. The apex was fixed at the length of apex distance from IP along the
line bisecting the interior angle.
4.6.2
Vertical Alignment
Vertical profile of the Road alignment
is known by the vertical alignment. In the L-section of the Road alignment,
vertical alignment was plotted with maximum gradient of 12 %. According to
Nepal Road Standard, Gradient of the Road cannot be taken more than 12 %. In
the vertical alignment, we set the vertical curve with proper design. Vertical
curve may be either summit curve or valley curve. While setting the vertical
alignment, it should keep in mind whether cutting and filling were balanced or
not.
4.6.3
Leveling
The R.L. of the T.B.M.3 was given to be 1312.924
m. The method of fly leveling was applied in transferring the level from
the given B.M. to all the I.Ps, beginnings, mid points and ends of the curves
as well as to the points along the center line of the road where the cross
sections were taken. After completing the work of one way leveling on the
entire length of the road, fly leveling was continued back to the B.M. making a
closed loop for check and adjustment. The difference in the R.L. of the B.M.
before and after forming the loops should be less than 25√ k mm, where k is the
total distance in km. In our case, the value of k was within the permissible
limit.
4.6.4
Longitudinal Section
The L-Section of the road is required to
give the road engineer an idea about the nature of the ground and the variation
in the elevations of the different points along the length of the road and also
to determine the amount of cutting and filling required at the road site for
maintaining a gentle slope. In order to obtain the data for L-Section, staff
readings were taken at points at 15m intervals along the centerline of the road
with the help of a level by the method of fly leveling. Thus after performing
the necessary calculations, the level was transferred to all those points with
respect to the R.L. of the given B.M. Then finally the L-Section of the road
was plotted on a graph paper on a vertical scale of 1:100 and a horizontal
scale of 1:1000. The staff readings at BC, EC and apex were also taken. The RL
of each point were calculated.
4.6.5
Cross Section
Cross sections at different points are
drawn perpendicular to the longitudinal section of the road on either side of
its centerline in order to present the lateral outline of the ground. Cross
sections are also equally useful in determining the amount of cut and fill
required for the road construction. Cross sections were taken at 15m intervals
along the centerline of the road and at points where there was a sharp change
in the elevation. While doing so, the horizontal distances of the different
points from the centerline were measured with the help of a tape and the
vertical heights with a measuring staff. The R.L. was transferred to all the
points by performing the necessary calculations and finally, the cross sections
at different sections were plotted on a graph paper on a scale of 1:100 - both
vertical and horizontal.
Cross section was run at right angles to
the longitudinal profile on either side up to 10m distances and the change in the
slope was directly measured using the staff. The method is locally named as
Danda method.
4.6.6
Topographic survey of road corridor
Topographic survey of road corridor was
done by taking the deflection angle at each point where two straight roads meet.
The chainage of intersection point, tangent point and middle points were also
taken by taping and applying formula. The staff readings of each of these
points were also taken. The R.L was also transferred to find out the elevation
and plot it in a map.
4.6.7
Structures
The main structures provided for road
constructions are retaining structures, cross drain, side drain, bio-engineering
structures etc. retaining structures are provided where the slope is critical.
Gabion structure, dry masonry structures are the example. The cross drainage is
provided at the interval of 150 to 200m of road mostly at the valley and where
ever necessary. Causeways, culverts and bridges are the example of cross
drainage. The side drain is the channel by which the pavement can be protected
from the surface water. It is usually constructed along the road just below the
cut slope. The collected water is drained off by the means of cross drainage.
4.6.8
Comments and Conclusions
In spite of the different kinds of
obstacles in the field, our group was successful in completing the fieldwork as
well as the office work in time. In the field, we had spent quite some time
discussing the route of the road and in designing the curves, which led to good
results. The road had to be designed on a sloping ground, so our group members
felt the restrictions during the cutting and filling and for the construction
of different retaining structures.
Moreover, after performing this road
alignment survey, we were able to gain confidence in designing roads at
difficult terrain taking factors like economy, convenience and its use into
consideration.
5. Concluding
Remarks
Hence,
we completed the three projects assigned to us in time although we faced minor
difficulties. All results we obtained were within the limits given to us. This
camp really helped us with the practical parts of survey fieldwork as we were
working in conditions we will surely have to face in the future. It increased
our confidence in handling instruments as well as completing projects within
given deadlines. This trip also offered us relief from the monotony of
performing all survey practical within the college compound. It was also a
chance to get to know our friends from other sections, work closely, and
interact with them. This trip is a good experience in dealing with locals and
other people who were interested in our work. We also learned to explain what
we were doing to laymen in simple terms. We think I.O.E should organize such
trips frequently and for all possible subjects, as practical knowledge is
better. In these trips, we gain first hand concept of the subject matter that
makes it easier for us to grasp the concept. All in this entire trip was very
informative, effective and enjoyable.
B.E SURVEY CAMP 2070
Group No. 32
·
Pratik
Raj Pahari (068/bce/108)
·
Sandesh
Suyal (068/bce/132)
·
Sudan Khathiwada
(068/bce/156)
·
Suyog
Pradhan (068/bce/180)
·
Sumit
Kumar Sah (068/bce/167)
nice information, Marvel Geospatial - a solution for accurate data mapping and management. Topographical Survey
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