6/12/2019

TRIBHUVAN UNIVERSITY
INSTITUTE OF ENGINEERING
PASHCHIMANCHAL CAMPUS
LAMACHAUR-16, POKHARA

FIELD SURVEY I 2074

SUBMITTED TO:
DEPARTMENT OF CIVIL AND GEOMATICS ENGINEERING
PASHCHIMANCHAL CAMPUS, POKHARA

Prepared By : GROUP B
 Anil Jaiswal 074BGE006
 Arjun Kandel 074BGE007
 Ashok Ghantaraj 074BGE008
 Megha Chand 074BGE025
 Narayan Prasad Tripathi 074BGE027
 Saugat Nepal 074BGE040
 GRATITUDE

We have taken efforts in this project. However, it would not have been possible without the
kind support and help of many individuals. We would like to extend my sincere thanks to all of
them.

We would like to express our sincere gratitude towards “Department of Civil and Geomatics
Engineering” Pashchimanchal Campus, Lamachaur – 16. We are highly indebted to Mr. Saurav
Gautam, Mr. Kiran Neupane, Mr. Tek Bahadur Katwal, Mr. Roshan Poudel, Mr. Pradip Aryal and
all those individuals who have directly or indirectly assisted us and provided their guidance and
constant supervision as well as for providing necessary information regarding the project & also
for their support in completing the project. Their valuable suggestions and instructions about
working ideas in the field as well as theoretical knowledge were of huge help. We would also
like to convey our heartfelt thanks to the store personal for his kind help and suggestion
regarding the use and safety of the instrument used.

Our thanks and appreciations also go to our colleague in developing the project and people
who have willingly helped us out with their abilities

WITH REGARDS:

 Anil Jaiswal 074BGE006

 Arjun Kandel 074BGE007
 Ashok Ghantaraj 074BGE008
 Megha Chand 074BGE025
 Narayan Prasad Tripathi 074BGE027
 Saugat Nepal 074BGE040
 ABSTRACT

The following report is the outcome of 10 days Field Survey - 2076 organized by the Department of
Civil and Geomatics Engineering, IOE, Pashchimanchal Campus for the students of 074-BGE as per
Syllabus of Institute of Engineering for Bachelors of Geomatics Engineering.

The main theme of the survey camp organized was to enhance the theoretical and practical
knowledge of the students in the actual field. The field survey was carried out from 25th of Bhadra to
3rd of Ashwin in the Campus premises and around the Kali Khola area. The main objective of the
survey camping was the overall development of own’s practical and theoretical knowledge as well as
encountering the real-world problem and finding ways to tackle them.

The report reflects the methodology, observations and calculations made by the students in the
camp with the corresponding drawings. The large portions of course covered with elements of
Topographic surveying and those of road alignment and bridge site survey follow it.

In this survey camp, we have to prepare the topographical map of the given area, road, bridge site
and R.L transfer fulfilling all the technical requirement. In this regard, we have to carry out necessary
fields works in our group so that we will get opportunity to make decision on planning and execution
of the field works for the preparation of topographic map in Geographic Information System (GIS)

This survey helps us to build in our confidence to conduct an engineering survey with the required
accuracy with some extra knowledge of GIS. It also helped us to be familiar with teacher and friends
and also helped us to determine the various problems that may be encountered while performing
the field survey.
 WORKING SCHEDULE

PROJECT TITLE : Field Survey 2076

LOCATION : Paschimanchal Campus Premises, Kali Khola
DURATION : From 25th of Bhadra to 3th of Ashwin
WORKING TIME : 09:00 AM TO 5:00 PM
SURVEYED BY : Group ‘B’ - BGE-074
S.N. DESCRIPTION DATE
1. Orientation as well as Road alignment 25th of Bhadra
2. Road alignment 26th of Bhadra
3. Road alignment 27th of Bhadra
4. Road alignment and Bridge site Survey 28th of Bhadra
5. Cross-Sectioning of Bridge Site 29th of Bhadra
6. Recce and Traverse Survey 30th of Bhadra
7. Traverse Survey Contd.. and Co-Ordinate 31st of Bhadra
Calculation & Computation
8. Detailing by Total Station 1st of Ashwin
9. Detailing by Total Station 2nd of Ashwin
10. Detailing by Total Station, Data Downloading 3rd of Ashwin
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SALIENT FEATURES OF THE PROJECT

Name of the project: Detail survey, Design and Complete report of

FIELD SURVEY-2076
Description of work:
Traversing:
i) No. of Major Traverse Stations: 9
ii) No. of Minor Traverse Stations: 7
Detailing:
i) Library Premises
ii) RIC building
iii) Administration Block
iv) Electrical Department
v) Department of Applied Science
vi) BP Park
vii) And other nearby details

Road Alignment:
i) Starting point of the road: Old Bridge
ii) Length of the road: 1017m
iii) Cross-section: 5m left and 5m right on Both side from center line

Bridge Site Survey:

i) Bridge span: 33.9815m
ii) Surveyed area for Topography: 100m up stream and 50m
downstream.
iii) Cross-section up to 100m on upstream and 50m on downstream.

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ABBREVIATION

 B.G.E : BACHELOR IN GEOMATICS ENGINEERING

 B.E. : BACHELOR IN ENGINEERING
 T.B.M. : TEMPORARY BENCHMANRK
 P.B.M : PERMANENT BENCHMARK
 B.M. : BENCHMARK
 F.S. : FORESIGHT
 I.S. : INTERMEDDIATE SIGHT
 B.S. : BACK SIGHT
 C.P. : CONTROL POINT
 D-M-S : DEGREE-MINUTE-SECOND
 °C : DEGREE CELCIUS
 IP : INTERSECTING POINT
 B.C. : BEGINNING OF CURVE
 M.C. : MIDDLE OF CURVE
 E.C. : ENDING OF CURVE
 H.A. : HORIZONTAL ANGLE
 V.C.R. : VERTICAL CIRCLE READING
 KM : KILOMETER
 S : SECOND
 M : METER
 mm : MILLIMETER
 RL : REDUCED LEVEL
 Reccee : RECONNAISSANCE
 H.F.L : HIGH FLOOD LEVEL

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TABLE OF CONTENT

1. INTRODUCTION
 Background
 Objectives of survey Camp
 Project Area
 Location and Accessibility
 Topography and Geology
 Rainfall, Climate and Vegetation
 Temperature Variation Table

2. TOPOGRAPHIC SURVEY
 Introduction
 Brief Description of the Area
 Technical Specification
 Equipment
 Methodology
I. Reconnaissance
II. Traversing
III. Major Traverse
IV. Minor Traverse
V. Leveling
VI. Two Peg Test
VII. Detailing
VIII. Computation And Plotting
 Conclusion
3. ROAD ALLIGNMENTS AND PLANS
 Introduction
 Brief Description of the project areas
 Hydrology and geology
 Soil
 Norms
 Equipment
 Methodology
 Alignment
 Leveling
 Longitudinal Section

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 Cross Section
 Topographic Survey of Road Corridor
 Structures
 Conclusion
4. BRIDGE SITE SURVEY
 Introduction
 Objectives
 Brief Description of the project areas
 Norms
 Equipment
 Methodology
I. Site Selection
II. Topographic Survey
III. Longitudinal Section
IV. Cross Section
V. Leveling
VI. Detailing
VII. Computation and Plotting
 Conclusion
5. Geographic Information Systems
6. Conclusion
7. List of Data and Topographic Map

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INTRODUCTION
Background
Surveying is an art of determining the relative positions of distinctive features on the surface of the earth or
beneath the surface of the earth, by means of measurement of distances, directions and elevations. The basic
need of surveying is for mapping and construction. There’s always a need for surveying so as to perform any
developmental achievements and so has become an essential part of development.

The ultimate goal so as to conduct the Surveying courses for Geomatics Engineering Students is to provide student
with the step by step concept, definitions, principles, methods, diagrams and the aim of Surveying in the everyday
life so as to promote them the basic knowledge of different surveying techniques relevant to engineering works in
their professional practice. The 10 days Surveying Camp is also one of the techniques of teaching and learning so
that students can go in the field and perform the required operations and give detail information related to
Surveying in certified time.

Objectives of Survey Camp

 To compute and manipulate the observed data in the required accuracy and present it in diagrammatic
and tabular form in order to understand by other engineers and related personnel easily.
 To become familiar with the parts of the instruments, their functions and handling the surveying
instruments for its use in surveying.
 To become familiar with the surveying problems that arise during the field works.
 To become familiar with the spirit and importance of teamwork, as surveying is not a single person work.
 To complete the given project in scheduled time collecting required data and thus knows the value of
time.
 To tackle the mistake and incomplete data from the field while in office work.
 To know the complete method of report preparation.

Project Area

- Pashchimanchal Campus, Pokhara

- Kalikhola, Pokhara

Location and Accessibility

Paschimanchal Campus lies in Northern Part of Pokhara on the lap of Machhapuchre. Way to Puranchaur, Vun-
pure runs in front of the campus Whereas Kalikhola lies in the northern part of the campus and the famous
Mahendra as well as Chamere cave, Batulechaur. The journey from Prithvi-Chowk to Paschimanchal Campus takes
about 20 minutes by city bus and trail path to Kalikhola from the campus is about 30 minutes long.

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Topography and Geology

The latitude and longitude of Paschimanchal campus (according to Google Earth) is as follows:

It is necessary to study and estimate the field area standardly before performing any surveying activities. The
average height of Pokhara is 800 m above the mean sea level; area of Pokhara is about 123 sq.km. Pokhara is
basically a valley but the area surveyed was a bit hilly.

Latitude: 28° 15’ 12” N

Longitude: 83° 58’ 35.5” E

Rainfall and Climate:

As the field survey was carried out during the late rainy season, the rainfall was not in favour of us. Although the
climate was pleasant but we were obstructed by the rainfall several times during the surveying period.

TEMPERATURE VARIATION TABLE

Max. Temperature Min. Temperature Rainfall (%)

330c 250c 35%

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TOPOGRAPHIC SURVEY

INTRODUCTION
Topography is the configuration of a surface and the relations among its man-made and natural features or precise
detail study of surface features of the region. The topographical surveying is the process of determining the
positions of natural and artificial features of the locality by means of a conventional map. Topographical surveys
are 3-dimensional they provide the techniques of plane surveying and other special techniques to establish both
horizontal and vertical control.
Hence, the fieldwork in a topographical surveying consists of 3 parts
To establish both horizontal and vertical control
To locate the contours
To locate the details such as rivers, streams, lakes, roads, houses and trees

Brief description of the area

Surveying was performed in the area situated at Pashchimanchal Campus, Lamachaur-16, Pokhara. The major
traverse was run through a certain area of the college. Our aim was to prepare a topographical map of the given
small area, which is a part of the college area. So we were assigned to prepare the topographical map including
mechanical block, canteen, civil block library, playground, B-block, mechanical block, canteen, Masters’ block and

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the entire natural and manmade features that may come in the general survey work.

Technical specification
Conduct reconnaissance survey of the given area. Form a close traverse around the perimeter of the area by
making traverse station. In the selection of the traverse, the station maintains the ratio of leg distance 2:1 for
major and 3:1 for minor traverse.

Measure the traverse legs in the forward and reverse directions by total station provided in the field, note that
discrepancy between forward and backward measurement should be less than 1:2000.

Measure the traverse angle on sets of reading by theodolite. Note that difference between the mean angles of
two sets reading should be the square root of no of station times least count of the instrument.

Determine the R.L. of traverse stations by fly levelling from the given B.M. Perform two peg tests before the start
of fly level. Note that the collimation error should be less than 1:8000. Maintain equal foresight and backsight
distances to eliminate collimation error. Take R.L. of benchmark is 950 m. The permissible error for fly levelling is
(±25√𝑘) mm.

Balance the traverse. The permissible angular error for the sum of interior angles of the traverse should be less
than ±√𝑛 minutes for major traverse and ±√𝑛 x1.5 minutes for minor traverse (n=no of traverse station). For major
and minor traverse closing error should be less than 1:2000 and 1:1000 respectively.

Plot the traverse stations by coordinate method in appropriate scale of 1:1000 for major traverse and 1:600 for
minor traverses.

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Carry out the detailed survey of the given area by tacheometric method with reference to the major and minor
traverse stations, which have been already plotted. Use conventional symbols for plotting.

Equipment
 Total station
 Analog theodolite
 Leveling instruments
 Ranging rods
 Staffs
 Pegs
 Measuring tapes
 Marker pen

Methodology
The methodology of surveying is based on the principle of surveying. They are as follows:

 Working from whole to part

 Independent check
 Consistency of work

The different methodologies were in surveying to solve the problems in the field. These methodologies are as
follows:

Reconnaissance
Reconnaissance is a mission undertaken to obtain roughly the number of stations and the position of the
transverse station by visual observation which we obtain by walking the area to be surveyed. This 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 indivisibility conditions that help in detailed planning. The following
points have to be taken into consideration for fixing traverse stations:

I. The adjacent stations should be clearly inter-visible.

II. The entire area should include the least number of stations possible.

III. The ratio of maximum traverse leg to minimum traverse leg less than 1:2 for Major Traverse and 1:3 for

Minor Traverse should maintain in transverse station.

IV. The steep slopes and badly broken ground should be avoided as far as possible, which may cause

inaccuracy in taping.

V. The station should provide minimum level surface required for setting up the instrument.

VI. The traverse line of sight should not near the ground level to avoid the refraction.

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VII. Taking the above-given points into consideration, the traverse station were fixed. Then two-way taping

was done for each traverse leg. Thus, the permanent fixing of the control points completes reconnaissance.

Traversing
Traversing is a type of surveying in which a number of connected survey lines form the framework. It is also a
method of control surveying. The traversing consists of the measurement of

angles between successive lines or bearings of each line

the length of each line

The direction and length of the survey line are measured with the help of an angle- measuring instruments such as
total station, theodolite and tape. If the coordinates of the first Station and the bearing of the first line are known,
the coordinates of all successive points can be calculated as:

XB=XA+ L cosα

YB=YA + L sinα

Where L=length of traverse leg

There are 2 types of traverse which are given as:

Closed Traverse:
If the figure formed by the lines closes at a station i.e. if they form a polygon or it starts and finishes at a point of
known coordinates then the traverse is called closed traverse.

Open Traverse:
If a traverse starts and finishes at points other than the starting point or point of known coordinates, then the
traverse is called open traverse.

Fig : closed and open traverse

Balancing the traverse

There are different methods of adjusting a traverse such as Bowditch’s method. Transits’ method, Graphical
method and axis method. Among them, during the survey camp, Bowditch method was used to adjust the
traverse.

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The basis of this method is on the assumptions that the errors in linear measurement are proportional to L and the
errors in angular measurement are inversely proportional to L where L is the length of a line. The Bowditch rule is
mostly used to balance a traverse where linear and angular measurements are of equal precision. The total error
in latitude and in departure is distributed in proportion of the length of the sides.

Correction to latitude/departure of any side = total error in latitude/departure *(length of that side/perimeter of
traverse.

C (L) = ∑L * (l/∑l)

C (D) =∑D * (l/∑l)

Where,

C (L): correction in latitude of any side

C (D): correction to departure of any side

∑L: total error in latitude

∑D: total error in departure

∑l: total perimeter of the traverse

L: length of any side

Major traverse
The skeleton of lines joining those controls points, which covers the whole entire area is called Major traverse.
Work on major traverse must be precise. So, 2 set of reading should be taken for major traverse. For convenience,
the readings are taken by setting the theodolite at 00°00’00” for first set and 90°00’00” for the second set.

In WRC Survey Camp, two traverses –major and minor were established. The major traverse had 11 controls
stations including two given common points. The control stations including were named as CP1, CP2, M1, M2,
……..M8 WHERE CP1 and CP2 are two given common controls points. The leg ratio of maximum traverse leg to
minimum traverse leg was maintained within 1:2. The discrepancy in length between the forward measurement
and the backward measurement of all the traverse legs was within 1: 2000.Two sets of total station readings were
taken for measuring the horizontal traverse angle .The difference between the mean angles of two readings was
within a minute for all the angles.

Minor traverse
Only with the help of major traverse it is not sufficient to detail area. 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 in minor traverse. The minor traverse includes 4
control stations. The control stations were named as m1, m2 and m3. 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 1:1000.

Leveling

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Fig: Leveling machine

Leveling is defined as the branch of surveying which deals with finding the elevation of given points with respect to
a given or an assumed datum. It also deals with establishing the points at a given elevation with respect to a given
or an assumed datum. It deals with the measurement in a vertical plane. It helps to provide the vertical controls in
the topographical map, the elevation of the relevant points must be known so that the complete topography of
the area can explored. Transferring of R.L. from given B.M. to T.B.M.

To provide vertical controls in topographic map, the elevation of relevant points must be known so that contour
lines may be traced. Leveling was performed to determine the elevation from a reference DEM. Before starting
the fly leveling, Two Peg Test was carried out to check the accuracy of the auto level which was within permissible
range. The method of two peg test had been described above in methodology.

First the R.L of the B M was carried out by fly leveling to the temporary B.M at almost centrally located TBM. By fly
leveling closing to the starting point, the closing error should not exceed with permissible error i.e. ±25√𝑘 mm
where k is distance in km.

Transferring the RL to Major and Minor Control Points:

Fly leveling was carried out by taking back sight at the TBM. The fly leveling was closed to TBM. The closing error
was within the given accuracy. The method used during the recording of fly leveling was Rise Fall method. The
closing error was adjusted according to Bowditch’s rule of error distribution.

Correction to the first leg=error *L1/∑L

Correction to the second leg=error*(L1+L2)//∑L

Correction to the (n-1)th leg=error*(L1+L2+…….L(n-1) /∑L

Correction to the nth leg=error*(L1+L2+…….Ln) /∑L

Similarly, the fly leveling was carried out to transfer RL to minor station by sighting back sight to major known
control point. The error was distributed by using Bowditch’s rule in the RL of all stations. Accurate determination
of the elevation of different points along the certain alignment is very necessary part hence it is a subject of prime
importance of engineers and the project as a whole.

Special types of leveling are:

-Simple leveling

-Differential leveling

-Profile leveling

-Cross-Section leveling

-Reciprocal leveling

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Simple leveling:
It is the method of leveling which is used to determine the difference of elevation between two points which are
visible from a single point. This method is applied when distance between two points is too long. In this type of
leveling, only the middle wire reading against the staff is observed and recorded.

Differential leveling:
It is the method of leveling which is employed for determining the difference of elevation of two points either too
far or obstructed by an intervening ground. The method employs the number of setting up of the instruments. The
method is also termed as fly leveling. All three wire readings are observed and recorded. This method was
employed at the survey camp to transfer the R.L. to major and minor traverse stations.

Profile leveling:
It is the method of leveling which is employed for determining the elevations of points measured at regular
intervals along a given line in order to obtain a profile of the surface along that line.

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 level between the two points.

Temporary adjustment of Level:

The temporary adjustment of level consists of the following:

Setting the level: The operation of setting includes fixing the instrument on the stand and leveling the
instrument approximately.

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 and horizontal line of sights truly horizontal.

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 eye-piece for distinct vision of the cross hairs focusing the
objective to bring the image of the object in the plane of cross hairs.

Permanent adjustment of level:

To check for the permanent adjustments of level two-peg test should performed. Note: Permissible collimation
error should be below 1:8000.

Two Peg Test

Introduction:
Two peg tests is one of the methods of the line of collimation which is done to compensate the error of the
leveling instrument. The line of collimation of the telescope should be parallel to the axis of the bubble tube.
Therefore, the adjustment of the line of collimation is very necessary, and is of the prime importance, since the

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whole function level is to provide horizontal line of sight.

Figure: two peg test

Objective:
The main function of the level is to provide the level the line of sight. To make the line of collimation parallel to the
axis to bubble tube, two peg tests is carried out. By this test we can find the accuracy of the level and can advise
for the readjustment of the instrument if it is out of accuracy.

Methodology:
Two points A and B were chosen on a fairly levelled ground at a distance of 40m. Instrument was set at C which
was exactly at the midway of A and B.

Staff was kept at a point A and B and three-wire readings were taken on the staff when the bubble was exactly
centred.

Difference in the elevation was calculated between two points A and B. The difference in two staffs readings give
the correct difference in the elevation even if the line of sight is inclined as balancing of back and foresight is well
carried out.

The level machine was shifted to a point D about 10m from A and three-wire readings were observed on both the
staffs kept on A and B.

Again the difference in the elevation is carried out. If the level difference obtains previously was equal to the level
difference obtained presently, the line of collimation is parallel to the axis of the bubble tube.

Booking and reducing of levels:

Height of instruments method

Rise and fall method

Rise and fall method:

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It is a method which is mostly used in the survey camp for fly levelling as well as in the case of transferring RL from
TBM to the entire major and the minor traverse stations. In rise and fall method, the height of instruments is not
at all calculated but the difference of level or elevation between consecutive points is found by comparing the
staff readings on the two points for the same set of the instruments. The difference between their staff readings
indicates a rise or fall according to the staff reading at the point is smaller or greater than that at the preceding
point. The figure for rise and fall worked out thus for all the points give the vertical distance of each point above or
below the preceding one, and if the level of anyone point is known the level of the next will be obtained by adding
its rise or fall or subtracting its fall, as the case may be.

Arithmetic check:
The difference between the sum of back sights and the sum of foresights should be equal to the difference
between the sum of rise and fall and should be equal to the difference the RL of the last and the first points. Thus,

∑B.S. - ∑F.S. = ∑ RISE - ∑ FALL = Last R.L. - First R.L.

This provides a complete check on the intermediate sights also. The arithmetic check would only fail in the
unlikely, but possible, case of two more errors occurring in such a manner as to each other.

Fly-Leveling:
The R.L. of given TBM1 was found by transferring the level from known BM located at Campus-premise by the
process of Fly-Leveling. In this method auto level was used and the level was transferred directly by taking BS and
FS at every turning point.

Level Transfer to Major and Minor Traverse Stations:

The R.L. of TBM was then transferred to the control stations of the major and minor traverse. The closing error
was found to be within the permissible limits. The disclosure was adjusted in each leg of the leveling path by using
the formula:

Permissible Error =±25√K mm

where, k is permissible error

Actual error (e) =∑BS - ∑FS = Last RL – First RL

Correction ith leg= - (e * (L1+ L2+ …….. +Li)/P

Where, L1, L2 …Li are length of 1st, 2nd … ith leg.

P is the perimeter

Relative precision = 1/ (P/E)

Detailing

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Detailing means locating and plotting relief in a topographic map. Detailing can be done by either plane table
surveying, tachometric surveying or by using total station. Plane tabling needs less office work than tachometric
surveys. We used total station for detailing during our camping.

Contouring:
A contour is an imaginary line, which passes through the points of equal elevation. The surface of ground is
intersected by a level surface in a line. A contour line is a line on the map representing an elevation pattern of the
surface. Some of the characteristics of contour are as:

Two contours of different elevations do not intersect 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 are equally spaced in case of a uniform slope and 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 rings 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
ridgeline, if the concavity of the higher value contour lies towards the next lower value contours and the other
hand, these represent a valley if the concavity of the lower value contour, lies towards value contours.

The same contour must appear on both sides of a ridge or a valley.

Contours do not have sharp turnings.

We used ArcGIS as GIS software to draw contours and draw a topographic map.

COMPUTATION AND PLOTTING

The computations are done by coordinate method i.e. latitude and departure method. In this method, two terms,
latitude and departure are used for calculation. Latitude of the survey line may be defined as the coordinate
length measured in parallel to an assumed meridian direction. The latitude of a survey line is positive when
measured in the north direction and negative towards south direction. Departure of a survey line is positive when
measured in the east and negative towards the west. The latitude and departure of each control station is
calculated as follows:

Latitude (L) = Lcosɵ

Departure (D) = Lsinɵ

Where,

L = length of traverse legs

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ɵ = Whole circle bearing

If a closed traverse is plotted according to the field measurements, the end of traverse will not coincide with the
starting point. Such error is known as closing error. Mathematically,

Closing error (e) = √ΣL2+ΣD2

And direction tan Ɵ = (ΣD)/(ΣL)

The sign of ΣD and ΣN will determine 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)

The error in a closed traverse due to bearing may be determined by comparing the two bearings of the last line as
observed at the first and last station of the traverse. If the closed traverse has N number of stations then,

Correction of bearing for first-line = e/N

Correction of bearing for second-line = 2e/N

And similarly, correction for last line = Ne/N = e

In a closed traverse, by geometry, the sum of interior angles is equal to (2n-4) ×90° where n is the number of
traverse lines. If the angles are measured with the same degree of precision, the error in the sum of the angles
may be distributed equally among the angles of the traverse. The Bowditch’s rule is mostly used to balance the
traverse where linear and angular measurements are of equal precision. The total error in latitude and departure
is distributed in proportion to the length of sides.

Mathematically,

Correction in departure of side of traverse

= (total departure misclosure /perimeter of traverse) ×length of that side

Correction in latitude of side of traverse

= (total latitude misclosure /perimeter of traverse) ×length of that side

In order to measure the length of the side of traverse, the total station is used to measure the traverse side length.
The discrepancy and the precision for each traverse leg should be within the given limits.

Mathematically,

Discrepancy = |Forward – Backward| length

Linear precision = 1/ (Mean length/Discrepancy)

PLOTTING OF MAJOR AND MINOR TRAVERSE:

The closed traverse was formed in order to check the sum of interior angles of the polygon which equals (2n-4)
×90°, where n = number of control points (Traverse stations). The bearing of the known control points CP1
towards CP2 was given as 15°0’28”. Then the bearing of other traverse lines were computed with the help of
bearing of the preceding line and the included angle at the particular station. All these bearings come out to be
whole circle bearing.

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After computation of the coordinates of each control points, they were plotted in a grid sheet of A1 size. The grid
size is of 5cm×5cm square. The grids in the grid sheet were made with the help of divider and ruler. The scale of
plotting of major and minor traverse in the grid sheet was 1:600. The plot was maintained at the centre of the
grid sheet with the help of least coordinates and maximum coordinates.

CONCLUSION:
The topographical survey was accomplished within the given stimulated time with a satisfactory result. This survey
camp helps us by practising the survey work to gain the much essential knowledge as far as possible. It is better to
say that it provides us with the confidence to perform survey and apply the techniques and the ways to defend a
problem faced during the survey field work.

During this certain things should be taken into considerations:

The temporary adjustment must be done accurately in each station.

The staff readings should be precisely taken.

Two-peg test must be performed at the beginning and the result should be within the limits 1:10000.

Major and minor traverse were plotted to 1:600 scale.

The traverse was made at the centre of the sheet with the help of the lower coordinate and higher coordinates.

We (Group 5 of BGE SURVEY CAMP-2074) prepared the topographic map of the given area of the campus in the
same scale through Arc GIS i.e. GIS software. Arc GIS is the outmost useful software for the preparation of the
topographic map and which made us easy and convenient for the preparation of the topographic map. By the help
of this precise and the relevant topographic map is prepared.

ROAD ALLIGNMENTS AND PLANS

INTRODUCTION
The road construction is considered as the most important in the development of physical facilities in remote
areas of Nepal. With the development of roadways, the development of other physical facilities, social and
economic development are accelerated.

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The construction of this road in the rural areas will be beneficial to the rural citizens for various purposes. The
people from the areas can sell their agricultural products and can access to the nearby urban areas for the
purpose of education, service etc. so the rural roads are very important primarily to the people of the areas and
finally to the government such that the living standard of the people gets enhanced.

Brief description of the project areas

Road alignment and bridge site survey includes both the works - to run a road between two far distance points
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.

Road alignment and bridge site survey includes both the works 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 starting point of the route was at the point near Kalikhola. The route
that we surveyed contained 25 I.P. with a minimum grade of 1.25% and a maximum grade of 12%. The maximum
allowable grade is 11.22%. There are several rise and fall along the route needing lots of cutting and filling.

Hydrology and geology

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The place that we surveyed was damp. There were large rocks along the proposed site. There was a bridge at the
end of the site. The soil is almost uniform throughout the whole length of the road. Although the road alignment
has certain up and downs. Finally, the starting and ending point of the road has not significant level differences.

Soil
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 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 dense soil. Other kinds of soils were not found along our proposed route.

Norms (Technical specifications)

The topographic survey was carried out and the alignment of the bridge axis was fixed by triangulation. We also
carried out taking data on L-Section and X-Section of stream at upstream up to 150m and downstream up to 75m
at an interval of 25m. The topographic map was prepared by tachometric surveying and longitudinal and cross
section of that area was drawn by plotting at the scale given below:

 Scale of topographic map: 1:700

 Scale of L-Section
 Horizontal Scale: 1:1428.57 (7cm-100m)
 Vertical Scale: 1:66.67 (1.5cm-1m)
 Scale of Cross- Section
 Horizontal Scale: 1:100
 Vertical Scale: 1:100

Equipment
 Theodolite
 Staff
 Ranging Rods
 Tape
 U Level
 Bearing Compass(used mobile app)
 Pegs
 Marker
 Hammer

Methodology
The various methods followed during bridge site survey were triangulation, leveling, tachometry, longitudinal
section and cross section. The brief descriptions of them are as follows:

Alignment of road:

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The position of layout of the center line of the highway on the ground is called alignment or highway alignment
includes two parts:

Horizontal alignment:
Horizontal alignment deals with the projection of highway alignment on the horizontal plane and cover straight
path deviation and horizontal curves. Horizontal alignment is done for fixing the road direction in a horizontal
plane. For this, the bearing of an initial line connecting two initial stations was measured using a compass. The
interior angles were observed using 6" Theodolite at each IP and then deflection angles were calculated.

Deflection angle (D)= (360° or 180°) - observed angle

If +ve, the survey line deflects right (clockwise) with the prolongation of the 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.

A hairpin turn (also hairpin bend, hairpin corner, bobby pin etc.), named for its resemblance to a hairpin, is a bend
in a road with a very acute inner angle, making it necessary for an oncoming vehicle to turn almost 180° to
continue on the road.

Vertical alignment:
Vertical alignment deals with the projection of highway alignment in vertical planes and curves vertical slope
change in slope in slope gradient and vertical curves. 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 a maximum
gradient of 11.22 %. According to the 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.

Requirement of highway alignment:

Short:
Road should be made keeping the straight between two terminal stations. Shorten the lengths of the road lesser
will be the cost of construction maintenance and operation.

Easy:

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The alignment should be easy to contract and maintenance with minimum problems. It is easy for vehicle
operation with easy vertical gradient and carries.

Safe:
The alignment should provide easy and safe condition for the production, maintenance and vehicle operation from
the view point of stability of naturals hills slopes, embankment and cut slope and foundation of embankment.

Economical:
Road should be most economical one. It will be economical only if the total cost (initial cost of construction +
maintenance cost+ vehicle operation cost) is the lowest.

Factor controlling highway alignment:

Obligatory points
Obligatory points through which road alignment should pass.
Obligatory point through which road alignment should not pass.
Volume and type of traffic
Topographical feature
Geometric standard
Canal, river or railway crossing
Flood in the area.
Geological condition
Places of availability of construction material and labor.
Existing right of way.
Political and other considering.
Economics

Leveling:
The levelling method done in transferring RL to all the points on the road like the beginning point of curve,
midpoint of curve, the endpoint of the curve and at every 20 m interval of chainage where the cross-sections were
taken is tachometric detailing sheet along the whole chainage of proposed road alignment. For the check and
adjustment the difference in RL, fly levelling is done from the starting point of the tachometric detailing sheet to
the endpoint of the proposed road alignment. The difference between the RL of fly levelling and tachometric
detailing should be less than 25√K mm where k is total distance measured in km.

Longitudinal section:
Longitudinal section of the road is plotted by observing the staff readings taken at the interval of every 20 m along
the centre line and also the staff readings at BC, MC and EC of the respective curves. The RL of each point was
computed and the profile was plotted on the graph at the horizontal scale of 1:1428.57 ( 7cm-100m) and 1:66.67
(1.5cm-1m) for the vertical scale.

Cross section:

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Cross sectioning data was taken at right angles to the longitudinal profile on either side to 6m wherever is possible
and the change in the slope was directly measured using the staff intercept made by the horizontal staff i.e.
stepping method. Cross sectioning data were plotted on the graph at the horizontal scale of 1:100 and vertical
scale of 1:100 as the horizontal and vertical scale of cross sectioning sheet must be same.

Topographic survey of road corridor:

Topographic survey of the road corridor was done by taking the deflection angle at each point where two straight
road meet. The chainage of intersection point, tangent point and middle points were also located and marked by
taping. The staff readings of each of these points were also taken and the RL was also transferred to find out the
elevation and to plot them in the L sectioning.

Structures:
The main structure provided for road construction are retaining structures, cross drain, side drain, retaining
structures are provided where the slope is critical. The camber of road is provided on the side of the road so as to
avoid any collection of water on it. Longitudinal drain is provided on the side of the road and retaining walls are
provided on the required places.

Construction of hill roads involves many special structures and may include wide range of structures which are
used to retain soil mass to increase soil stability of road embankment slopes as well as natural hill slopes, to
accommodate road bed in steep slope, to penetrate deep through mountain pass and so on. The following types
of structures are used normally on the hilly road.

Retaining structure

Drainage structure

Slope protection structure

A retaining structure is usually a wall constructed for the purpose of supporting of retaining a vertical or nearly
vertical earth bank, which in turn may support vehicle loads along with self-weight of it. It provides adequate
stability to the road way and to the slope. Retaining walls are constructed on the valley side on the road way and
also on the cut hills to prevent slide towards the roadway. The different types of retaining walls are:

Gravity walls

Cantilever walls

Counter fort walls

Drainage structure:
The drainage structure is design dominated by hard and soft rocks with decreasing gradient in order to pass the
drain. It is an intervention to control waterlogging aiming for the improvement of soil for increasing agriculture
production and also for increasing life of road.

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CONCLUSION:
Survey of the road alignment is done in order to make the most economical, comfortable and durable for the easy
transportation and communication between the different places. The different measures are taken to avoid soil
erosion considering other ecological changes. The horizontal and vertical curves are set according to the Road
Design Standards for comfort and other factors.

While setting the road alignment, it should be kept in mind that the IP points and deflection angles should be
minimum as far as possible. The task performed was challengeable and tough due to the various conditions.

BRIDGE SITE SURVEY

Fig: Satellite map of Kalikhola Area

Introduction:
A bridge is a structure built to span physical obstacles without closing the way underneath such as a body of
water, valley or road for the purpose of providing passage over the obstacle. Bridges are the structures that are
constructed with the purpose of connecting two places separated by deep valleys or gorges or rivers and streams.
The bridges are usually a part of roads making the shorter and hence economical. In countries like Nepal, where
there are a lot of uneven lands and plenty of rivers, bridges are the most economical and efficient ways to join two
places by road in a convenient way. That is why the task of bridges site surveying has been included in the

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curriculum of a Bachelor’s degree in Geomatics Engineering at Institute of Engineering. The bridge site surveying
was conducted in Kalikhola whose satellite image is shown above:

Objectives:
The main objective of the bridge site survey is to obtain the preliminary knowledge on selection and planning of
possible bridge site and axis for the future construction of the bridge. The purpose of the bridge site survey was
not to prepare plan and layout of the bridge site but also from the engineering point of view, the purpose is to
collect the preliminary data about the site such as normal water flow level, high flood level, geological features of
the ground for planning and designing of the bridges from the details taken during the surveying. Moreover,
bridge construction is an important aspect in the development of the transportation network. Surveying is
required for topographical mapping, knowledge of longitudinal sections of the river and cross-sections at both the
upstream and in downstream side of the river for the construction of the bridges.

Brief description of the areas:

Bridge site survey was done at the site of Kali-Khola. The bridge was purposed on the agriculture field. The area
was found to be suitable for the paddy, wheat, animal husbandry. Moreover, poultry farm, pig farm and duck farm
was found near the purposed site. The construction of the bridge on the river can enhance the market of the
crops, animal farms and vegetable grown on the fields nearby.

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 triangles were greater than 120 degrees or less than 30 degrees.
The triangulation angle had to be `measured on two sets of readings by theodolite and the differences the mean
angles of the two sets of readings had to be taken within a minute. Transferring the level from one bank to
another bank had to be done by the method of reciprocal levelling.
The scale for plotting the topographical map is 1:1000.
The plot for the longitudinal section along the flow line had to be done in scale of 1:100 for vertical and 1:1000 for
horizontal.

Equipment:
The equipment used in the survey during the preparation of topographic map are as follows:

Total Station
Leveling Staffs
Ranging rods
Measuring Tapes 30m
Leveling instruments
Compass
Pegs
Marker

Methodology:

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The various methods performed during the bridge site survey were triangulation, Leveling, tachometry, and cross
section, L-section etc. The brief descriptions of these methodologies were given below:

Site Selection:

There are various factors for the selection of bridge site such as geological condition, socioeconomic and
ecological aspect etc. Therefore, the sites were chosen such that it should be laid on the very stable rocks at the
bed of the river as far as possible and not affect the ecological balance of the flora and fauna of the site area. The
bridge axis should be so located that it should be fairly perpendicular to the flow direction and at the same time,
the river width should be narrow from the economical point of view and the freeboard should be at least 5m. The
starting point of the bridge axis should not in any way lie or touch the curve of the road.

The site selected for the bridge axis was near the curve of the river with no community nearby. For the purpose of
the shortest span, the stations were set perpendicular to the river flow direction. The riverbanks were not eroded
and were suitable for bridge construction. The chance of change of direction of river on the selected axis line was
nominal

Topographic Survey:

For the topographic survey of the bridge site triangulation was done. First, the bridge axis was set and horizontal
control stations were fixed on either side for details. Distances between stations on the same sides of the river i.e.
baseline were measured with tape precisely. Then the interconnecting triangles were formed and angles were
measured with the theodolite. The bridge axis length or span was calculated by solving the triangles using the Sine
rule. Thus, the horizontal control was set out.

Longitudinal section:

The L-Section of 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. The instrument was set at the control station
and the staff readings were taken at the different points like high flood level, left and right water level spot heights
etc. along the centre line of the river up to 75 m in the upstream and 50 m in the downstream. The RL of the
traverse stations being known precisely than the RL of those points where the data were taken were calculated.
Then the L-Section of the riverbed was plotted on a graph paper on a scale of vertical and horizontal.

Cross Section:

The RL of benchmark was given as 750m and was transferred to the triangulation station by fly levelling from
benchmark to triangulation stations by taking back sight on benchmark which should be in the stipulated accuracy.
Then the reciprocal levelling method was used to transfer RL to another bank of the river.

Leveling:

Transferring RL from BM to control points:

The RL of benchmark was given as 750.000m and was transferred to the triangulation station by fly levelling from
benchmark to triangulation stations by taking back sight on benchmark which should be in the stipulated accuracy.
Then the reciprocal levelling method was used to transfer RL to another bank of the river.

Reciprocal Leveling:

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Fig: Reciprocal Leveling

For transferring the RL across the bridge, the reciprocal leveling method was performed. This method eliminates
the error due to focusing, collimation, earth’s curvature and refraction due to atmosphere etc.

First Set:

True difference in elevation between A and B = H = ha-(hb-e)

Second Set:

True difference in elevation between A and B = H' = (ha'-e)-hb'

Now taking the average between the two differences we get the difference in elevation between A and B and
were found to be 0.9405 m in the field.

Detailing:

The detailing was done with the help of theodolite. The important details, which were not included in the cross-
section data, were taken. Trigonometric levelling was also done to find out the RL of the inaccessible points. All
the detailing points were noted for the topographic view of the bridge site.

Triangulation was performed for the determination of the appropriate span of the bridge axis. The triangulation
stations can be taken as the control points for detailing. Two points on either bank of the river were fixed as
control points and one of the sides of the triangle was taken as bridge axis. Then the two triangles from each bank
were fixed.

The baseline was measured precisely by taping and the interior angles were measured by taking readings by
theodolite. The accurate span of the bridge was computed by applying the sine rule. To minimize the plotting error
well-conditioned triangles were constructed i.e. the angles greater than 30°, less than 120° and nearer to 60°. The
best triangle is equilateral triangle.

Computation and plotting:

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The following tachometric formulas were used for the calculation of horizontal distance and RL of different points.

Horizontal Distance of any points from traverse station:

H = 100×S×cos2Ɵ

V = ½×100×S×sin (2Ɵ)

Where, S=Staff intercept

Ɵ=Vertical Angle

RL of point = RL of station + HI + V - middle hair reading

The topographic map, longitudinal section and the cross section were plotted on the respective scale after the
completion of the calculation. Then all hard details as well as contours were plotted with reference to the control
stations by the method of coordinates and distances.

Conclusion:
The bridge axis was set keeping in mind all the requisites that the proper site for the bridge. The result of the
computations of the triangulation gave the axis span of 41.337m. While setting the bridges axis, it must be kept in
mind that the span has to be least as far as possible and is hence set in the normal direction of flow. From the
geological and topographical point of view, also the selection is the best one. No springs and streams are added in
the river up to the surveyed area, also the drainage and sewage have not been discharged into the river. As the
width of the river at the axis was normal, hence it was suitable for the site. The chance of erosion of bank is also
minimum. The watermarks are the level below the cultivated land. Due to the low water discharge and low
Current River can’t change its direction.

GEOGRAPHIC INFORMATION SYSTEMS

A geographic information system (GIS) is a computer system for capturing, storing, querying, analyzing, and
displaying geospatial data. Geospatial data are data that describe both the location and the characteristics of
spatial features such as roads, land parcel, and vegetation stands on the Earth's surface.

GIS makes it possible to integrate different kinds of geographic information, such as digital maps, aerial
photographs, satellite images and global positioning system data (GPS), along with associated tabular database
information (e.g., ‘attributes' or characteristics about geographic features). Using GIS, we can incorporate all of
this information into a single system and execute common database operations. For example, GIS allows us to
perform statistical analysis or spatial queries, to explore ‘what-if' scenarios, and to create predictive models. For
example, GIS can help answer questions such as:

What exists at a given location? Where does something occur? What has changed since a specific point in time?
What spatial patterns exist? What happens if?

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GIS allows us to examine and analyze geographic information at different levels of detail or from different
perspectives. Then, it enables us to customize the display of our maps and analyses for presentation to particular
audiences.

CONCLUSION
With the helpful regard of teacher and cooperative behaviour of all friends, all the work was completed as
scheduled in routine time assigned to us although we faced minor difficulties due to various conditions. All the
results we obtained were created within the limits given to us. This camp really helped us with the practical parts
of the survey fieldwork as we were working, we will surely have to face in the future. It increased our confidence
in handling instruments as well as performing 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 great chance to
cooperate with our friends, work closely, and interact with them. This trip was 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 far much 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.

Any suggestion and comment are heartily acceptable. During report preparation, all confusion is cleared by the
teacher whom we are very grateful. Finally, we would like to thank the campus chief of Paschimanchal Campus Er.
Ram Prasad Paudel, Head of Department Er. Deepak Thapa, our Survey Camp coordinators along with all the
teachers who helped us to make this entire camp really practical.

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