Survey report sample BCE

A sample report on Survey Camp, TU IOE
NEA Kharipati, Malpi Khola

1. TRIBHUVAN UNIVERSITY
Institute of Engineering
KHWOPA COLLEGE OF ENGINEERING
Libali-2, Bhaktapur








A
REPORT
ON
SURVEY CAMP 2076
SUBMITTED BY: SUBMITTED TO:
Babban Ram Hada (KCE074BCE017)
Kopila Gainju (KCE074BCE035)
Rabina Nayabhari (KCE074BCE053) .
Sanskriti Dhakal (KCE074BCE071)
Sushrut Gautam (KCE074BCE089)
Date of Submission:2077/09/10
Department Of Civil Engineering
Khwopa College of Engineering
Libali-2, Bhaktapur

2. ABSTRACT
Department of Civil Engineering, Khwopa College of Engineering, conducted 12 days
Survey Camp for 3rd year student of Civil Engineering successfully form Oct. 13 2019 to
Oct. 24 2019 as compulsory part of the University academic curriculum for 5th semester
(Civil Engineering ).
The objective of survey camp was to make us gain the experience in this field by performing
topographic survey in a large area, learning to propose road alignment and select suitable site
for bridge axis. The report reflects the methodology, observations, and calculations made by
the students in the camp with the corresponding drawings. The large portion of the course
covered with elements of topographic surveying, and then those of road alignment and bridge
site survey.
The main objective of the Survey Camp was to update our practical and theoretical
knowledge in engineering surveying in the actual field condition. In this survey camp we
have to prepare a topographic map of the given area, road and bridge site survey fulfilling all
technical requirements. In this regard, we are required to carry out the necessary field works
in our sub-group so that we will get opportunity to the decision on planning and execution of
field works for the preparation of topographic map, road alignment and bridge site survey.
This survey camp helps us to build in our confidence to conduct engineering survey on
required accuracy.















i

3. Acknowledgement
First and foremost, we must acknowledge our deep sense of gratitude to Khwopa College of
Engineering, Civil Engineering Department and NEA TRAINING CENTER, KHARIPATI
for organizing such extra ordinary event. We must express our sincere gratitude to Institute of
engineering , for making this event as a part of civil engineering course.

We are deeply indebted to management committee of our college for providing creative
environment for learning about real field difficulties. We should like to thank Er.
Rameshwor Shrestha , Er. Bibek Thapa, Er. Anusha Dhanegulu, Er .Naresh Suwal, Er. Anil
Kasula for their exemplary guidance, valuable feedback and constant encouragement.

We must acknowledge our obligation to all the non-teaching staff of the Survey Instruction
Committee for making our work a success also, a big part of thanks goes to our friends for
providing the inexpressible amount of support and guidance. And equal amount of gratitude
goes to the unsung heroes who supported us directly or indirectly throughout the duration of
the camp to the submission of the this report.






Group B7
Babban Ram Hada (KCE074BCE017)
Kopila Gainju (KCE074BCE035)
Rabina Nayabhari (KCE074BCE053)
Sanskriti Dhakal (KCE074BCE071)
Sushrut Gautam (KCE074BCE089)


















ii

4. Table of Contents
ABSTRACT………………………………………………………………………………….... i
ACKNOWLEDGEMENT………………………………………… ...…………………….….ii
LIST OF TABLES ..................................................................................................................... v
LIST OF FIGURES .................................................................................................................. vi
LIST OF ACRONYMS ........................................................................................................... vii
1. INTRODUCTION .............................................................................................................. 1
1.1 OBJECTIVES OF SURVEY CAMP .............................................................................. 2
1.2 PROJECT AREA ............................................................................................................ 3
1.3 LOCATION AND ACCESSIBILITY ............................................................................ 3
1.4 RAINFALL, CLIMATE AND VEGETATION: ............................................................ 3
1.5 OTHERS: ........................................................................................................................ 3
1.6 CAMPING SCHEDULE: ................................................................................................ 3
2. TOPOGRAPHICAL SURVEY .......................................................................................... 4
2.1 OBJECTIVES: ................................................................................................................ 4
2.2 BRIEF DESCRIPTION OF THE AREA: ....................................................................... 4
2.3 NORMS (TECHNICAL SPECIFICATION): ................................................................. 4
2.4 INSTRUMENTS AND ACCESSORIES: ....................................................................... 5
2.5 METHODOLOGY: ......................................................................................................... 5
2.5.1 RECONNAISSANCE………………………………………………………………5
2.5.2 TRAVERSING……………………………………………………………………..6
2.5.3 COMPUTATION OF THE CO-ORDINATES………… ………...………………11
2.5.4 LEVELLING…………………………………………… ...………………… ……13
2.5.5 DETAILING……………………………………… ...……….……………………16
2.5.6 COMPUTATION AND PLOTTING………………………….…………………..18
2.6 COMMENTS AND CONCLUSION………………………………………………….20
3.BRIDGE SITE SURVEY ..................................................................................................... 21
3.1 OBJECTIVES: ............................................................................................................... 21
3.2 BRIEF DESCRIPTION OF THE AREA: ...................................................................... 21
3.3 HYDROLOGY, GEOLOGY AND SOIL: .................................................................... 21
3.4 NORMS (TECHNICAL SPECIFICATION): ................................................................ 21
3.5 EQUIPMENTS: ............................................................................................................. 22
3.6 METHODOLOGY: ........................................................................................................ 22
3.7 COMMENTS AND CONCLUSIONS: ......................................................................... 25
4. ROAD ALIGNMENT AND GEOMETRIC DESIGN .................................................... 26

5. 4.1 INTRODUCTION:......................................................................................................... 26
4.2 HYDROLOGY AND GEOLOGY : .............................................................................. 26
4.3 NORMS (TECHNICAL SPECIFICATIONS): ............................................................. 26
4.4 EQUIPMENTS: ............................................................................................................. 27
4.5 METHODOLOGY: ........................................................................................................ 27
5. CURVE SETTING ........................................................................................................... 30
5.1 INTRRODUCTION ....................................................................................................... 30
5.2 SIMPLE CIRCULAR CURVE: ..................................................................................... 30
5.3 LEVELING: ................................................................................................................... 34
5.4 TACHEOMETRY .......................................................................................................... 35
5.5 STRUCTURES .............................................................................................................. 35
5.6 COMMENTS AND CONCLUSIONS: ......................................................................... 36
6. ORIENTATION .................................................................................................................. 36
7. TWO PEG TEST .............................................................................................................. 38
7.1 INTRODUCTION .......................................................................................................... 38
7.2 EQUIPMENTS............................................................................................................... 38
7.3 METHODOLOGY ......................................................................................................... 38
7.4 COMMENTS AND CONCLUSION ............................................................................. 39
BIBLIOGRAPHY .................................................................................................................... 40
ANNEX-A………………………………………………………………………………………………………………………………………….41
ANNEX-B…………………………………………………………………… …………………………………………………………………..11 3

6. LIST OF TABLES
Topographic Survey
➢ RL Transfer from BM to TBM
➢ Measurement of Distances
• Major Traverse
• Minor Traverse
➢ Horizontal angle observation sheet
• Major Traverse
• Minor Traverse
➢ Gale’s Table
• Major Traverse
• Minor Traverse
➢ Fly leveling from TBM to Stations
➢ Detailing

Bridge Site Survey
➢ Triangulation survey sheet
➢ Traverse computation sheet
➢ Fly leveling from BM to Stations
➢ Reciprocal leveling
➢ Detailing

Road Survey
➢ Fly leveling from TBM to IP
➢ Horizontal Alignment fixing of Road
➢ Differential leveling for Road alignment













v

7. LIST OF FIGURES

Topographic Survey
➢ Major Traverse with Minor Traverse in a scale 1: 1000
➢ Minor Traverse along with topographic detailing of the given plot in a scale 1: 500

Bridge Site Survey
➢ Topographic map of bridge site survey
➢ Longitudinal section of river
➢ Cross-sections of river at 20m interval and at 10m from bridge axis

Road Alignment
➢ Plan of horizontal alignment of road
➢ Longitudinal section along the road alignment
➢ Cross-sections along the alignment with the necessary features of road















vi

8. LIST OF ACRONYMS

AP Apex Point
BC Beginning of Curve
BM Bench Mark
BS Back Sight
CP Change Point
EC End of Curve
EDM Electronic Distance Measurement
Er. Engineer
FS Fore Sight
HI Height of Instrument
IP Intersection Point
IS Intermediate Sight
NEATC Nepal Electricity Authority Training Center
Recce Reconnaissance
RL Reduced Level
TBM Temporary Bench Mark
TP Turning Point






vii

9. Appendix A: Field observations and calculations
1. Topographic Survey
1.1 Linear and angular measurement of major and minor stations
1.2 Traverse computation (major and minor stations)
1.3 RL transfer from BM to TBM
1.4 RL transfer from TBM to major station
1.5 RL transfer from station to other traverse stations
1.6 Detailing

2. Bridge site Survey
2.1 Triangulation survey sheet
2.2 Independent co-ordinates of stations
2.3 Fly leveling from BM to station A and all other stations
2.4 Reciprocal leveling
2.5 Tacheometry survey

3. Road Survey
3.1 Horizontal alignment fixing of road
3.2 Differential leveling of road


Appendix B: Maps, Drawings and Graphs
1. Topographic Map of NEATC(Kharipati)
2. Topographic Map of Road site(Kharipati)
3. Profile and Cross-section of Road site
4. Topographic Map of Bridge site
5. Profile and Cross-section of Bridge site








viii

10. 1

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. It is the most important subject matter
before and during all engineering works like civil engineering works such as designing and
construction of highways and transportation engineering, bridges, water supply systems,
irrigation projects, commercial and residential buildings etc.
Surveying is the main root 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.
The B.E. Survey Camp 2076, Kharipati, Bhaktapur organized by the Survey Instruction
Committee, Khwopa College of Engineering 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 12 days, from 26
th
of Asoj to 7
th
of Kartik.
This is a detail report of the work, which were performed by group number B7, throughout
the camp period. It briefly explains the working procedures and technique used by this group
during the camp period. In addition, it contains observations, calculations, methods of
adjustment of error, main problem faced during work and their solution, results of all
calculations and their assessments with some comments presented in a concise form.

11. 2

Principle of Surveying
The fundamental principles of plane surveying are:
i. Working from whole to part:
It is very essential to establish first a system of control points with higher precision. Minor
control points can
then be established by less precise method and details can then be located using minor control
points by running minor traverse. This principle is applied to prevent the accumulation of
error
and to control and localize minor error.
ii. Location of point by measurement from two points of reference:
The relative position of points to be surveyed should be located by measurement from at least
two (preferably three) points of reference, the position of which have already been fixed.
iii. Consistency of work:
The survey work should performed by keeping consistency in method, instrument, observer
etc. to get desired level of accuracy.
iv. Independent check:
Every measurement taken in the field must be checked by some independent field
observation so that the mistake is not passed unnoticed.
v. Accuracy required:
Proper method and proper instrument should be used depending upon amount of accuracy
required. Accuracy of angular and linear values should be compatible.
Thus, in our survey camp, survey work is performed by considering the above
fundamental principle of surveying.
1.1 OBJECTIVES OF SURVEY CAMP
The main objectives of the survey camp are as follows:
• To become familiar with the surveying problems that are arise during the field works.
• To became familiar with the parts of the instruments, their functions and handling the
surveying instruments for its use in surveying.
• 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 and thus knows the value of time.

12. 3

• 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 order to understand by other engineers and
related personnel easily.
• To tackle the mistake and incomplete data from the field while in office work.
• To know the complete method of report preparation.

1.2 PROJECT AREA
Nepal Electricity Authority Training Center lying in the central part of Kharipati, Bhaktapur
was selected as the project area for Survey Camp-2076. The site lies in the north-east corner
of the Bhaktapur City. The typical features related to the site are as follows:

1.3 LOCATION AND ACCESSIBI LITY
Development Region: CLITY:
It is accessible place motor able road from Bhaktapur City. The area is situated at a
distance of about 3.5 Km. from Khwopa College of Engineering. The details about the area
are:
❖ Country: Nepal, Central development region
❖ Zone: Bagmati
❖ District: Bhaktapur
❖ Municipality: Bhaktapur Municipality
❖ Location: Nepal Electricity authority training building, Kharipati

1.4 RAINFALL, CLIMATE AND VEGETATION:
The average rainfall of the Kharipati, Bhaktapur is 1362.2 ml. The altitude of Kharipati is
1325 m from the mean sea level. Therefore, it has medium rainfall and temperate climate.
Soil of Kharipati and around area seemed to be very vegetative. The soil of Kharipati is
fertile.

1.5 OTHERS:
Although the Kharipati is 4 km from middle of the Bhaktapur municipality. This area
is not so developed. The main occupation of this area people is agriculture and most of the
houses are old houses. But, The RCC buildings is increasing as sky rocketing in this area.
The Army camp of the Bhaktapur municipality lies here and the brick manufacturing factory
is also the most popular factory of this area.

1.6 CAMPING SCHEDULE:
Survey camp was scheduled for 12 working days, starting from 26
th
of Asoj to 7
th
of
Kartik. Field work in the camp starts from 6:00am to 6:00 pm. Night classes and vivas were
also held as per requirement.

13. 4

2.Topographical survey
Topographical surveys or land surveys are detailed accurate plan drawings identifying both
natural and man-made features within a specified area. The plan will show all features such
as buildings, boundaries, services covers and site levels. Topographic surveys are three-
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 three parts.
1. Establishing both horizontal and vertical control.
2. Locating the contours.
3. Locating the details such as rivers, streams, lakes, roads, railways, houses, and trees etc.

2.1 OBJECTIVES:
The main Objective is to prepare the topographic map of the given area with horizontal
control and vertical control with required accuracy. This also includes the calculations and
diagrammatic representation of the area with the help of the co-ordinates in the paper with
gridlines.
2.2 BRIEF DESCRIPTION OF THE AREA:
The area, where surveying was performed, is situated at Nepal Electricity Authority Training
Centre Kharipati, Bhaktapur. The major traverse was run throughout the training center area,
which cover the whole compound area. Our objective was to prepare a topographic map of
the given small area, which is a part of the Training center (w buildings and its periphery).

2.3 NORMS (TECHNICAL SPECIFICATION):
➢ Conduct reconnaissance survey of the given area. Form a close traverse (major and
minor) around the perimeter of the area by making traverse station. In the selection of the
traverse station maintain the ratio of maximum traverse leg to minimum traverse leg less
than 2 for major (i.e. 1:2) and less than 3 for minor (i.e1:3).
➢ 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 better than 1:2000.
➢ Measure traverse angle on two sets of reading by Theodolite. Note that difference
between the mean angles of two sets reading should be within the square root of no of
Stations times least count of the instrument.
➢ Determine the R.L. of traverse stations by fly leveling from the given B.M. Perform two-
peg test before the start of fly leveling. Note that collimation error should be less than
1:10000. Maintain equal foresight and back sight distances to eliminate collimation error.
R.L. of B.M 1000m.The Permissible error for fly leveling is ±25k mm where k is total
distance in kilometer.
➢ Balance the traverse. The permissible angular error for the sum of interior angles of the
traverse should be less than ±C√N, where C=1’ for Major Traverse and ±C√N where
C=1.5’ for Minor Traverse (N = no of traverse station). For major and minor traverse the
relative closing error should be less than 1: 2000 and 1: 1000 respectively.
➢ Plot the traverse stations by coordinate method in appropriate scale, i.e. 1:1000 for major
traverse and 1:500 for minor traverses.
➢ Carry out the detail 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.

14. 5

2.4 INSTRUMENTS AND ACCESSORIES:
Different survey instrument were used for different purpose in the survey camp. Some of
them are listed below:
➢ Theodolite
➢ Leveling staffs
➢ Ranging Rods
➢ Measuring Tapes 30m & 50m
➢ Leveling Instruments
➢ Plumb Bob
➢ Pegs
➢ Compass
➢ Marker Pen
➢ Umbrella
➢ Total station
➢ Paints
➢ Plane table
In the camp we also used Total station (combination of Theodolite and the EDM). This is
very advanced surveying instrument which has capacity to measure the horizontal and
zenithal angle and also measure horizontal distance. It can also store the field data in its
memory and can be directly transfer to the computer. In the camp by using this instrument we
measure the horizontal distance between the difficult station and compared with the measured
horizontal distance between by the tape and if high difference was observed we had re-
measure that stations distance by the Tape again.
2.5 METHODOLOGY:
The methodology of surveying is based on the principle of surveying. They are as follows:
i. Working from whole to a part
ii. Independent check
iii. Consistency of work
iv. Location of a point with respect to two control points.
v. Required accuracy
The different methodologies were used in surveying to solve the problems arise in the field.
These methodologies are as follows:

2.5.1 RECONNAISSANCE:
Reconnaissance 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 intervisible.
 The whole area should include the least number of stations possible.
 The steep slopes and badly broken ground should be avoided as far as possible,
which may cause inaccuracy in taping.
 The traverse station should maintain the ratio of maximum traverse leg to minimum
traverse leg less than 2:1 for Major Traverse and 3:1 for Minor Traverse.

15. 6

 The traverse line of sight should not be near the ground level to avoid the refraction
 The stations should provide minimum level surface required for setting up the
instrument.
Taking the above 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.

2.5.2Traversing:
Traversing is a type of surveying in which a number of survey lines are connected to form
the framework. It is also a method of control surveying. The survey consists of the
measurement of
➢ Angles between successive lines or bearings of each line
➢ The length of each line
There are two types of traverse. They are as follows:
i. 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 the points of known co-ordinates then the traverse is called
closed traverse.
ii. Open traverse:
If a traverse starts and finishes at points other than the starting point or point of
unknown co-ordinates, then the traverse is called open traverse.




Theodolite traversing is defined as the course taken when measuring a connected series of
straight lines, each line joining two points on the ground. These points are called traverse
station. The straight line between two consecutive traverse stations is called a traverse leg.
The angle at any station between two consecutive traverse legs is known as traverse angle.
Fig: Closed traverse Fig :Open traverse Fig: Closed loop traverse

16. 7

The directions and the lengths of the survey lines are measured with the help of an
angle-measuring instrument such as Theodolite and a tape. If the co-ordinates of the first
station and the bearing of the first line are known, the co-ordinates of all successive points
can be computed as follows:
XB = XA + Lcosθ
YB = YA + Lsinθ
Where, L=Length of traverse leg

Measurement of Traverse Length:
After completion of recce , taping of the major traverse was performed with the
help of tapes. The distances between the adjacent control points were measured
accurately as far as possible for the accuracy of the whole traverse. To attain the
accuracy required i.e. 1:2000 ratio, a two way taping was done independently so that
the length from each measurement was found within specified range.
To measure the horizontal distances accurately on the slopping ground, the
short length was measured at a time so that the tape could be pulled horizontally
without sagging. For this ranging was done accurately to divide the length into shorter
length. Finally, all the lengths were added to obtain the whole length, which is also,
called stepping method. For accuracy, traverse legs may be checked by electronic
distance measuring instrument (EDM).
Major Traverse:
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.
In the Camp, two traverses - major and minor had to be established. The major traverse had
12 control stations including two given control points. The control stations were named as
M1, M2 and so on along with CP1 and CP2 (the two given control points) .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 1:1000. 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.

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 minor traverse. The minor traverse had 3 control stations and
enclosed the w building, and one staff building of NEA training Centre. The control stations
were named as m1, m2,m3. The leg ratio of maximum traverse leg to minimum traverse leg

17. 8

was maintained within 3:1. The discrepancy in length between the forward measurements and
the backward measurements of all the traverse legs was within 1:2000.

MEASUREMENT OF THE HORIZONTAL AND VERTICAL ANGLE:
a) Two set of horizontal angle was measured at each station and one set of vertical angle.
And it was done in the following way-:
i) One the face left temporary adjustment was done.
ii) After setting zero to the first station the second station was sighted by unclamping
the upper screw.
iii) For better accuracy and exact bisection horizontal angle was measured at the
bottom of the arrow.
iv) And on the same setting or same face vertical angle at both the station was taken.
v) Now again changing the face the horizontal angle was taken and vertical angle
too.
vi) Now setting the reading to ninety at the first station again one set of horizontal
angle was taken but the vertical angle is enough, taken earlier.
vii) Before shifting the instrument to the next station the height of instrument was
taken.
viii) Similarly the instrument was shifted to other station and in each station one set
of vertical angle and two set of horizontal angle and height of instrument was
measured.
ix) For comparison of the tape distance and the Tachometric distance the stadia
reading (top, mid, bottom) was taken at each station and for the calculation of the
reduce level of each station we need to read mid reading which can be compared
with the level transferred using auto level.

Balancing the traverse:
The process of adjusting the consecutive co-ordinates by applying the correction to
the latitudes & departures of each of the traverse legs such that their algebraic sum is
equal to zero is called balancing the traverse or balancing the consecutive co-
ordinates.
A closed traverse can be balanced by any one of the following methods.
1. Bowditch’s method
2. Transit rule
3. Graphical method
4. Axis method

1. Bowditch’s Method
The method is based on the assumption that errors in the linear measurement are
proportional to √L and the errors in the angular measurements are inversely
proportional to √L where ‘L’ is the length of a line. The method is applicable when
both the linear as well as angular measurements are of equal precision.

18. 9

The Bowditch rule is:


Correction to latitude (or departure) of any side L
L
LatC
Lat

=
L
L
DepC
Dep

=
Where, CLat = Correction to latitude of any side
CDep = Correction to departure of any side
ΣLat = Total error in latitude
ΣDep = Total error in departure
ΣL = Total perimeter of traverse
L = Length of any side

2. Transit Method
The method is most applicable when angular measurements are of more precision
than linear measurement. According to this rule, the total error in latitude and in
departure is distributed in proportion to the latitude and departure of the sides. The
angles are less affected by the corrections applied by this method than by the
Bowditch method.
The Transit rule is:
Correction in Latitude (or Departure) of any side
= ??????��???????????? �????????????�?????? ??????� ????????????�??????���� �?????? ���????????????��??????�×
????????????�??????���� (�� ??????��??????�����)�� �ℎ??????� �??????��
??????�??????�ℎ���??????� ��� �� ????????????�??????����� (??????��??????������)
T
L
L
L
LC =
T
D
D
D
DC =


Where, CL= Correction to latitude of any side
CD = Correction to departure of any side
L = Latitude of any line
D = Departure of any line
LT = Arithmetic sum of latitudes
DT = Arithmetic sum of departures

Plotting of major traverse stations
After the computation and correction of the coordinates of the major traverse stations,
the traverse stations were plotted in the grid sheet. The entire grid should be checked
diagonally to avoid the plotting error. The major traverse stations were plotted in the
scale of 1:1000 to the grid paper. Paper management is done so that the drawn
traverse lies in the center of the grid sheet which also comforts the detail drawing or
the preparation of the topographic map.
= ??????��???????????? �????????????�?????? ??????� ????????????�??????���� �??????���????????????��??????�×
??????����ℎ ���ℎ??????� �??????��
??????��??????����� �� ??????�??????�����

19. 10

Minor Traverse
A closed frame-work made within the major traverse for the ease and comfort to carry
out detailed survey or detailing is known as minor traverse. The entire vertical as well
as the horizontal controls is transferred from the major traverse. Minor traverse legs
are fixed and stretched in and out the area to be surveyed. Minor traverse stations are
fixed in such a way that it covers the maximum details which can be surveyed in the
time frame with less effort and much ease.

Reconnaissance
The whole area at the survey camp was divided into three plots of NEATC, Kharipati.
As in the case of major traverse, reconnaissance was carried out before the selection
of the minor control points or traverse stations. Minor stations were fixed such that
there were 2-5 stations in a loop. One or two loops were formed as per the
requirement and ease in detailing. The stations were fixed in such a way that
maximum number of details could be controlled from a single minor station.

Marking and fixing of control points
After the completion of reconnaissance, 1 minor loop was formed. Altogether 3 minor
control points were fixed at suitable places considering all the required criteria.

Measurement of traverse legs
As in the case of the major traverse, two way measurements of all the traverse legs
were carried out. The accuracy required for two-way measurement in the case of
minor traverse is 1:1000. The leg ratio should be within 1:3.

Measurement of interior angles
Only one set of horizontal angle observation is sufficient for the minor traverse. As in
the case of major traverse, the difference of the observed angle in each observation
should not exceed 1′. In the same way, 0º0'0" was set at the preceding station and the
telescope was turned in the clock-wise direction for the required horizontal angle.

Permissible Angular Error for the closed traverse = 1′√N
Where, N = no. of traverse leg
For the closed traverse,
Sum of interior angles = (2n – 4) ×90°
Closing error = (2n – 4) ×90° - ∑ Observed sum of internal angles

If the angular error is within the permissible value of 1′√N, then the error in the sum
of internal angles is not equally distributed to all the angles as in the case of major
traverse. Here, the major angle cannot be corrected or given correction. Correction is
provided for the angles included by minor traverse legs.

20. 11

Computation of bearing of the traverse legs
As in the case of the major traverse, the bearing of the entire minor traverse legs are
obtained from the bearing of the preceding leg (which has already been calculated in
the major traverse) and the measured horizontal traverse angle. Prior to computation
of bearing, correction for angular mis-closure is applied as stated earlier.
Computation of coordinates of minor control points
Using the co-ordinates of the major traverse which are already defined or computed,
the co-ordinates of the minor control points are calculated. The co-ordinates of the
minor traverse stations are calculated using the bearings and the average length of the
minor traverse legs using their latitudes and departures.

Plotting of minor traverse stations
As in the case of plotting of the major traverse, minor traverse is plotted in the grid
sheet. The grid should be checked diagonally in order to avoid the plotting error. The
minor traverse is plotted in the scale of 1:500.

Checking for Orientation
The cross check of the orientation of the traverse was done using plane table and its
accessories. The traverse plot was placed coinciding the corresponding station and its
orientation was checked by resection method.

2.5.3COMPUTATION OF THE CO -ORDINATES
According to the accuracy aimed and the nature of the ground, the
lengths of traverse legs are measured directly on the ground either by
chaining or taping. The traverse angles are measured with a theodolite
by setting up the instrument at each station in turn and the vertical angle at each station
measured will help to find the tacheometric distance and reduce level of that point. And
the bearing of the any one of the traverse leg measured and the entire traverse angle
measured, the bearing of all the legs can be calculated by-:
Bearing of a line =(bearing of previous line +included angle) (180) or (540)
If  is the bearing of line (c.p,A say), and l be the length of the line and provided that
co-ordinate of the control point(c.p) is known then the co-ordinate of the point ‘A’
can be calculated as follow-:
X-coordinate of A=x-coordinate of control point (c.p) +l*sin
Y-coordinate of A=y-coordinate of control point (c.p) +l*cos
R.L or z-coordinate of A=R.L of point (c.p) +H.IH*Tan-Height of signal.
Where, H.I=Height of instrument H=horizontal distance

21. 12

BALANCING OF THE CONSECUTIVE CO -ORDINATE:
The process of adjusting consecutive co-ordinates of each line by applying correction to them
in such a way that each algebraic sum of the latitude and departure of a close circuit is equal
to zero i.e. the sum of the northing should be exactly equal to the sum of the southing and
sum of the easting should be exactly equal to the sum of the westing.
The closing error however is distributed throughout the whole traverse stations such that its
effect is not apparent on the plotted location of the station. And the error can be distributed
among the stations if the closing error is within the permissible limit, which is given by-:
Precision = √ (ΔX
2
+ΔY
2
) /P = e/P
This should be greater than 1:2000

Demonstration of EDM:
Electronic Distance Measurement (EDM) is one of the modern surveying equipment, which
is very accurate and hence very popular. As its name suggests, the EDM is used for
measuring the horizontal distance between two places - the instrument station and the target.
Due to the ease of use of the instrument, the EDM has in many places, replaced the
conventional methods of distance measurement like chaining, taping, etc.
The basic principle of EDM is that the distance between any two points can be known
once the time light takes to travel the distance and back and the velocity of light is known.
Then the following relation, which is already programmed in the memory of the
instrument along with other correction factors, calculates the required horizontal distance
and is displayed on the LCD screen.
Distance (d) = velocity (v) * time (T/2)



There were a number of buttons on the instrument and an LCD screen. Another important
part of the instrument was the target panel, which was kept at the target. With the proper use
of the instrument and the target panel, the distance between two points can be obtained with
great precision. We were told that the instrument, which was demonstrated to us, was also
outdated among its kind and that there were very accurate EDMs available in the market
nowadays. With the proper use if the instrument and the target panel, the distance between
two points can be obtained with a precision of 1:3000.



T/2
T/2
EDM
Target

22. 13

THEODOLITE:
The theodolite is the most precise instrument designed for the measurement of horizontal and
vertical angles and has wide applicability in surveying such as laying off horizontal angles,
locating points on line, prolonging survey lines, establishing grades, determining difference
in elevation, setting out curves etc.



Fig 2.1: Theodolite
2.5.4 LEVELLING:
Leveling is a branch of surveying, the objectives of which are:
 To find the elevation of given points with respect to a given or assumed datum.
 To establish points at a given elevation or at different elevations with respects to a
given or assumed datum.
Two types of leveling are used in general Engineering practices, namely direct leveling (spirit
leveling) and indirect leveling (trigonometric leveling).

DIRECT LEVELLING:
It is the branch of leveling in 0which 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

23. 14

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 staff 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:

DIFFERENTIAL LEVELING:
It is the method of direct leveling the objective 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.

PROFILE LEVELING:
It is the method of direct leveling the objective 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.

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.

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.

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.
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.

24. 15

TEMPORARY ADJUSTMENT OF LEVEL:
The temporary adjustment for a level consists of the following:
 Setting up the level: The operation of setting up 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 sight 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 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 60 m). First the instrument was
setup on the line near B and both staff readings (Top, Middle, and Bottom) were taken. Then,
the instrument was setup at the middle C on the line and again both staff readings on A and B
was taken. Then computation was done in order to check whether the adjustment was within
the required accuracy or not.
The error obtained was within the given permissible error. So, the permanent adjustment was
not required.

BOOKING AND REDUCING LEVELS:
There are two methods of booking and reducing the
elevation of points from the observed staff reading:

➢ Height of the Instrument method
In this method, firstly the height of instrument is
calculated by back sighting to a known station i.e.
adding back sight (BS) to RL of BM or previous
known station for each setting of instrument. The RL
of the next station is then calculated by subtracting
the foresight (FS) to the HI. If any intermediate sights
(IS) are taken then their RL is also calculated by
subtracting IS from HI.HI is calculated for every new set up of instrument.
❖ Arithmetic Check: ∑BS – ∑F.S. = Last R.L. – First R.L.


➢ Rise and Fall method
It is the method which was mostly used in the survey camp for fly leveling 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 instrument 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 setting of the instrument. The difference between their

25. 16

staff readings indicates a rise or fall according as the staff reading at the point is smaller
or greater than that at the preceding point. The figures 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 any one point is known the level of the next will be obtained by adding
its rise or subtracting its fall, as the case may be.
❖ Arithmetic Check: ∑ BS – ∑ F.S. = ∑ Rise
– ∑fall = Last R.L. – First R.L.



FLY LEVELING:
The RL of Given TBM1 point was found by transferring the level from Known BM located at
Lab School 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 the temporary benchmark 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
misclosure was adjusted in each leg of the leveling path by using the following formula:
Permissible error = ±25K mm.
Where k is perimeter in Km
Actual Error (e) = ∑BS – ∑F.S. = Last R.L. – First R.L.
Correction i
th
leg=-(e x (L1 + L2 +….+ Li)/P
Where L1, L2… Li are Length of 1
st
2
nd
,.. i
th
leg.
P is perimeter
Relative Precision= 1/(p/e)

2.5.5 DETAILING:
The process of allocating the object position on the map with the help of vertical and
horizontal measurements with sufficient accuracy as per job is called detailing. Detailing can
be done by either plane table surveying or tachometric surveying. Plane tabling needs less office work
than tachometric survey. The objective of the tacheometric survey is the preparation of the
topographic map or plan with both horizontal and vertical controls. For the survey of high
accuracy, it provides a check on the distances measured by tape. Nevertheless, during our
camp, we used the tachometric method.
The detailing was carried out using a Total Station by measuring the length and bearing of the
line of sight of the object from the pre-determined station.

26. 17

Tacheometry
Tacheometry 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 of 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 Cos
2

The formula for the vertical distance is V = 100 x S x (Sin2)/2
Where, S = staff intercept;  = Vertical Angle
If the angle used is zenithal angle then
H=100 x S x sin
2

V = 100 x S x (Sin2)/2
Where,  = 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. Every fifth contour lines must
be made darken. While drawing the contour lines, the characteristics of the contours should
be approached.
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.

27. 18

 When contours cross a ridge or V-shaped valley, they form sharp V-shapes across
them. Contours represent a ridgeline, 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 toward 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.

METHODS OF CONTOURING:
Taking the reading at the change point on the ground does 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.
There are two method of locating contour:
i) The Direct Method:
In this method, the points of equal elevations are found directly on the field. The horizontal
control of the point is found by the help of plane table.
ii) The Indirect Method:
In this method, some suitable guide points need not necessarily be on the contour. There are
some of the indirect methods of location the ground points:
a) Square Method
b) Cross- Section Method
c) Tachometric Method
Interpolation is the process of spacing the contours proportionately between the slopes of the
ground between the two points is uniform. The interpolation of contour cans be done on
following three ways:

1) ESTIMATION:
2) ARITHMETIC CALCULATION:
Generally, arithmetic calculation method of interpolation is used to draw the contour lines
and is performed as follows:
.____.__
)_....(*.)_.Re__&.___.__.(
int__.
PtsKnownTwoofRLinDifference
ScaleinDistHzPtqdPtOneofRLinDiff
PoContourofDist =

3) GRAPHICAL METHOD:
Generally, we use arithmetic method of interpolation to draw the contour line, and the
graphical methods are as follow:

2.5 6 Computation 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

28. 19

Southing. The departure (D) of a line is positive when measured towards east, and termed
Easting and it is negative when measured towards south, and termed westing. The latitude
and departures of each control station can be calculated using the relation:
Latitude = L Cos
Departure = L Sin
Where, L=distance of the traverse legs
=Reduced 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) = √ {(L) 2 + (D) 2}
The relative error of closure = e / p
The error (e) 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 stations of traverse. If the closed
traverse, has N number of sides then,
Correction for the first line = e/N
Correction for the second line = 2e/N
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.
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 the case of length, 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.
And similarly, correction for the last line = Ne/N = e

29. 20


Mathematically,
Discrepancy = | Forward length - Backward length |
Linear precision = 1 / (Mean length / Discrepancy)
The coordinates of common points CP1 & CP2 are given.
2.6 COMMENTS AND CONCLUSION
The site for survey camping was the NEA training center Kharipati, Bhaktapur. The pattern
(area) was very suitable because all the facilities for engineering work were available with the
good environment of doing work.

The arrangements of the survey instruments were appreciable. Due to the large scale of the
area, we faced problem during time management for our survey work. The stationary
accessories should be managed inside the campus area because it is difficult to take all the
stationary goods from Bhaktapur (4 km away) and there is no such stationary shop near the
NEA training Centre. Some other problems during the field works were during fly leveling
during transferring the R.L. from given benchmark to the T.B.M. due to the by traffics
disturbances being the NEA training center on the way to the tourist area Nagarkot.

The given Topography survey camp work was finished within the given span of time. The
subject survey needs practice as much as possible. For surveying, theory can only provide the
introduction but if there is practice, there will be much gain of knowledge about the
techniques of surveying. Thus, this camp helps us by practicing the survey work to gain the
much essential knowledge as far as possible. It is better to say that it provides us a confidence
to perform survey and apply the techniques at any type of problem facing during the actual
work in the future career.
All group prepared their topographic map of the given area of the NEA areas in the same
scale. The whole area was divided in such a way that area allocated for one group contains
some part of the area allocated for another group. One traverse leg is also common to all
groups and hence the combination of all groups' effort will provide a perfect and complete
topographic map of NEA training center.

30. 21

3.Bridge Site Survey
3.1 Objectives:
The main objective of the bridge site survey is to have proper 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 only 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 bridge from the details taken during the surveying.
Moreover bridge construction is an important aspect in the development of 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 a bridge.
The following are the main objectives of the bridge site survey.
a. To develop an idea of proper selection of the site for bridges such that the bridge axis
should be as short as possible and should be stable, safe and economic.
b. To prepare the topographical map for the river site by carrying out topographical
survey and hence draw the longitudinal and cross sections of the rivers at required u/s
and d/s of the river.
c. To depict the nature of river flow.

3.2 Brief description of the area:
Bridge survey was done on:
River name : Malpi Khola
Location : Panauti
3.3 Hydrology, geology and soil:
The site is surrounded with steep hill, which is covered with densely planted shrubs. The
width of stream is not so big but high flood level covers large area. Water scoured marks on
the side show the highest flood level.
3.4 Norms (Technical specification):
➢ Reconnaissance was conducted in order to establish triangulation points for determining
Bridge Axis Length, as well as horizontal and vertical control of the area. Triangles
need to be well conditioned.
➢ Measurement of distance of Base Line in triangulation in accuracy of 1:2000.
➢ Measurement of the apex angle of triangulation on two sets of horizontal circle reading
by theodolite with discrepancy of one minute.
➢ Computation of average distance of the proposed bridge axis by two adjacent
triangulation.
➢ Fly leveling was conducted to transfer the RL from given BM to the nearest end point
of the bridge axis and error of closure was checked by making circuit close.
➢ Reciprocal leveling was done to transfer level from one bank to another. RL of the other
triangulation stations are determined by fly leveling from the end point of the bridge
axis.

31. 22

➢ Prepare a topographic map by tachometric surveying indicating contour lines at suitable
contour interval. Interpolate the contour lines with the help of guide points and draw
longitudinal (along the river bed up to 150m U/S and 50m D/S) and cross-section (at
25m interval and one at the bridge axis) profile of the area. The scale for plotting is as
follows:
Scale of topographic map = 1:200
Scale of L-Section Scale of Cross-section
Horizontal scale = 1:1000 Horizontal scale =1:100
Vertical scale =1:100 Vertical scale =1:100
3.5 Equipment’s:
The equipment’s used in the survey during the preparation of topographic map are as follows:
➢ Theodolite
➢ Staffs
➢ Ranging rods
➢ Tapes
➢ Leveling

3.6 Methodology:
The various methods performed during the bridge site survey were triangulation, leveling,
tacheometry, and cross section, L-section etc. The brief descriptions of these methodologies
were given below:
3.6.1 Site Selection:
There are various factors for the selection of bridge site such as geological condition, socio-
economic and ecological aspect etc. Therefore, the sites was chosen such that it should be
laid on the very stable rocks at the bed of 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 free board should be at least 5m.
The starting point of bridge axis should not in any way lie or touch the curve of the road. The
site selected for the bridge axis had no community around but a crusher plant 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.
3.6.2 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 detailing. Distances between
stations on the same sides of river i.e. base line were measured with tape precisely. Then the
interconnecting triangles were formed and angles were measured with theodolite. The bridge
axis length or span was calculated by solving the triangles using the sine rule. Thus the
➢ Marker
➢ Hammer
➢ Compass
➢ Pegs

32. 23

horizontal control was set out.
For vertical control, the level was transferred from the BM to preceding IP A of the road and
was transferred to the stations on the next bank by reciprocal leveling. For the same bank
direct level transfer method was used.
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 up to a 110 meters
upstream and 70 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:
At every 20m chainage the readings were taken for cross sectioning. The spot heights were
taken where the change in slope was noticed or remarkable points were noticed such as
riverbank, etc. Tachometer was used for this purpose.
3.6.5 Leveling:
Transferring R.L. from B.M. to control points:
The R.L of benchmark 1438m was given and was transferred to the triangular stations from
the B.M. by fly leveling along the road turning points by taking the back sight reading to the
bench mark which should be within the given accuracy. The R.L. was transferred to the
opposite bank of the river by reciprocal leveling.
Reciprocal Leveling:
For transferring the RL across the bridge, reciprocal leveling was performed. 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. For transferring the R.L. across the bridge axis, reciprocal leveling was done.
Reciprocal leveling must be used to obtain accuracy and to eliminate the following errors due
to focusing, collimation, earth’s curvature and refraction of atmosphere etc.





Fig (a) : Reciprocal levelling from A to B

33. 24


Fig (b) : Reciprocal levelling from B to A
True difference in elevation between A and B = H = ha- (hb-e)
Also the true difference in elevation = H = (ha'- e) - hb'
Taking the average of the two differences we get the difference in elevation between A and B
3.6.6 Detailing:
The detailing was done with the help of theodolite. The important details, which were not
included in the cross-section data, were taken.
3.6.7 Computation and Plotting:
The bearing of the bridge axis was measured using compass. Sine rule was used for the
determination of bridge span and other required lengths. The bearings of the station lines
were calculated with reference to the bridge axis and independent co-ordinates were found
for each station.
Triangulation:
Triangulation was performed for determination of the approximate span of the bridge. The
triangulation station also serves as control points for detailing. Two points on either bank of
the river were fixed as control points and side was assumed as the bridge axis. Then two
triangles from each bank were fixed. The bank line was measured accurately by two way
tapping as well as tachometry was done and interior angles were measured by taking two sets
of reading. The accurate span of bridge was computed by applying sine rule. To minimize the
plotting error well-conditioned triangles were tried to construct i.e. the angles greater than 30
degree. The best triangle is equilateral triangle.
The following tacheometric 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, =
2
××H K S Cos

=
× × 2
2
K S Sin
V

34. 25

Where, =K Multiplying Constant=100 =S
Staff intercept= Top−Bottom Stadia reading
,=
Vertical Angle
And = + + −. . . . . . R L of point R L of station H I V Mid wire reading
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
on Grid Sheet. Then all hard details as well as contours were plotted with reference to the
control stations by the method of angle and distances.

3.7 Comments and Conclusions:
The bridge axis should be designed such that the span length should be minimum and in safe
location. That means the bridge axis should not be below the flood level so that during course
of monsoon it is affected by floods of flow. The result of the computations of the
triangulation gave the axis span of 19.707m.
During the selection of the site all the considerations like geological, socio-economical and
topographical considerations were made and the best site was selected. The inspection of the
area showed that no springs, streams and sewer were discharged into the river up to the 100-
m upstream and 70m downstream of the axis site. The flow in river was normal and showed
no danger of changing its direction of flow for the design period of the bridge. The bearing of
AB is 324°20’0” .

35. 26

4.Road alignment and geometric design
4.1 INTRODUCTION:
Road alignment the works - to run a road between two far distance points. This specific job is
essential for an engineer combating with the mountainous topography of Nepal.
The starting point of the route was above green sea but below the CP2 . The site is
surrounded with steep hill, which is covered with densely planted shrubs. The maximum
allowable grade is 9%. There are several rise and fall along the route needing lots of cutting,
and filling.

4.2 HYDROLOGY AND GEOLOGY :
The study of the hydrology in road survey is of great importance to drain the water from
surface run-off or seepage from the road periphery. So the hydrology of the area affects the
design of the road elements such as drainage arrangements for surface runoff and sub-surface
drainage, design of cross drainage structures etc.
The geology of the area is the most important factor for the selection of the road alignment.
Generally the road alignment is avoided to cross the area such as faults, fold landslides
marshy and muddy area etc. After selecting the alignment, the soil investigation should be
carried out for the following purposes.
➢ To determine the nature and physical properties of soil to be used in the embankment.
➢ To facilitate the design of the embankment and cuts.
➢ To determine the construction techniques for handling the earthwork.
➢ To classify earthwork(ordinary soil, hard soil, soft rock, hard rock etc.) to enable
estimation of cost and planning for blasting operation and excavation technique.
➢ To design the pavement thickness and specifications.

4.3 NORMS (TECHNICAL SPECIFICATIONS):
Reconnaissance alignment selection was carried out of the road corridor considering
permissible gradient, obligatory points, bridge site and geometry of tentative horizontal and
vertical curves. The road setting horizontal curve, cross sectional detail in 20m 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 …… to the final point in front of teachers
hostel building. 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 9 %.

36. 27

➢ Cross sections had to be taken at 15 m intervals and at the beginning, middle and end
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.

4.4 EQUIPMENTS:
The equipment’s used in the survey during the preparation of topographic map are as follows:
• Theodolite
• Leveling Staffs
• Ranging rods
• Measuring Tapes 30m & 5m
• Leveling instruments
• Compass
• Abney level
• Pegs
• Marker

4.5 METHODOLOGY:

4.5.1 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 20" Theodolite at each IP and then deflection angles were
calculated.
Deflection angle,  = 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 (/2)
Length of curve (L.C) = 3.142 x R x /180

37. 28

Apex distance = R x 1/ (Cos (/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.

4.5.2 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.

4.5.3 LEVELING:
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.

4.5.4 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.

38. 29

4.5.5 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 both vertical and 1:100 - horizontal.

4.5.6 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.

39. 30

5. CURVE SETTING
5.1 INTRRODUCTION
Curves are generally used on highways and railways where it is necessary to change the
direction of motion. A curve may be circular, parabola or spiral and is always tangential to
two straight directions.
5.2 SIMPLE CIRCULAR CURVE:
A simple circular curve is the curve, which consists of a single arc o a circle. It is tangential
to both the straight lines. A curve may be circular, parabolic or spiral and is always tangential
to the two straight directions commonly known as tangents.
Curves which are generally used on highways are as follows:
1. Simple Circular Curve 2. Transition Curve 3. Vertical Curve
5.2.1 Simple Circular Curve
A simple circular curve is the one which consists of a single arc of a circle. It is tangential to
both of the straight lines namely tangents. During the road survey, it is always kept in mind
that the radius of the simple circular curve should not be less than 12m. As far as possible,
flat circular curves are preferred to that of the sharp one. Flat curves are comfortable to the
passengers and there is less possibility of accident. Before setting out the curve, its elements
are essential to be computed. Some essential elements of simple circular curve are as follows:
❖ Length of Tangent2

=RTan Where R= radius of simple circular curve
Δ = deflection angle
❖ Length of long chord2
2

=RSin
❖ Apex distance





−

= 1
2
SecR
❖ Mid ordinate




 
−=
2
cos1R
❖ Length of curve

=
180
R
❖ Chainage of T1= Chainage of IP -2

RTan
❖ Chainage of T2= Chainage of T2+

180
R

40. 31












Setting Out of Simple Circular Curves
A simple circular curve can be set in the field by various linear and angular methods
which are listed as follows:

a. Linear method: Linear method is defined as the method of setting curve in which
only chain or tape is used, i.e. no angular instruments are used to set the curve.
This method is preferable where high accuracy is not required and the length of
the curve to be set is short. Some common linear methods of setting of the simple
circular curve are as follows:
➢ By ordinates from the long chord
➢ By perpendicular offset from tangents
➢ By radial offset from tangents
➢ By offset from the chords produced
➢ By successive bisection of the curves

b. Angular method: Angular method is the one in which both angles and the
distances are used to set the curve in the field. Generally, tangential deflection
angle is observed with the help of Theodolite and the distance is made to be
measured by making use of tape provided. Some of the most common angular
methods of setting out of simple circular curve are as follows:
➢ Rankine’s method of tangential angles
➢ Two Theodolite method
➢ Tachometric method



Figure 8: Simple Circular Curve
A

R

R

O

B

T2

T1

C

D

IP

∆

41. 32

Setting out:
Setting of curves can be done by two methods depending upon the instrument used.
1 linear method:- In this method, only a chain or tape is used. Linear methods are used
when a high degree of accuracy is not required and with or without chain or tape.
Before a curve is set out, it is essential to locate the tangents, point of intersection,
point of curves and points of tangents.
The linear method adopted in field was Rankine’s method.
Ordinate from long chord
Mid-ordinate can be determined by the relation
Oo=R-√ (R
2
-(L/2)
2
)
To set out the curve, the long chord is divided into an even number of equal parts.
Offsets are calculated from the relation
Ox=√(R
2
-X
2
)-(R-Oo)
Here R=Radius of the curve
T1 and T2 = tangents points L= length of the long chord actually measured on the
ground
Rankine’s method:
In Rankine’s method, we assume that the length of the curve and the chord length are equal
for small chords. The deflection angle to any point on the chord from the point of contact to
that point. This method is based on the principle that the deflection angle to any point on a
circular curve is measured by one half the angle subtended by the arc on P.C. to that point.
The angle subtended by each chord is given by the formula
δ= 1718.9C/R
if δ1 δ2 δn are the tangential angles or the angles made by successive chords.
Δ1, Δ2, Δn are the total tangential angles or the deflection angles and C1,C2,C3…
Cn are the lengths of the chords
Then, for the first chord, Δ1 = δ1
And for the second chord,
Δ2 = δ1 + δ2 = Δ1+ δ1
Similarly,
Δn = Δn-1+ δn
Oo=mid- ordinate
Ox= ordinate at distance x
from the midpoint of the chord

42. 33

Field procedure:
1. The instrument was set at T1 and zero set at IP
2. Then the Theodolite was set to calculated angle.
3. The tape was sung with one end at T1 and another end towards the right of the
Theodolite.
4. The arrow was marked at the intersection of the tape with cross hairs.
5. Then another angle δ2 was set on the Theodolite and with one end of the tape at 2 m
from forward tangent it was again intersected by cross hair.
6. Using all the above statements, all the points were located and the curve was done.


5.2.2 Transition Curve
A transition curve is a curve of varying radius introduced between a straight and a
circular curve, or between two branches of a compound curve or reverse curve. The
functions of a transition curve are as follows:
➢ To accomplish gradually the transition from the tangent to the circular curve, so
that the curve is increased gradually from zero to a specified value.
➢ To provide a medium for the gradual introduction or change of the required super-
elevation.
A transition curve introduced between the tangent and the circular curve should fulfill
the following conditions:
1. It should be tangential to the straight.
2. It should meet the circular curve tangentially.
3. Its curvature should be zero at the origin on straight.
4. Its curvature at the junction with the circular curve should be the same as that of
the circular curve.
5. The rate of increase of curvature along the transition should be the same as that of
increase of cant or super-elevation.
6. Its length should be such that full cant or super-elevation is attained at the junction
with the circular curve.

Super-elevation
When a pavement or a track is sloped upwards the outside of the curve, it is termed as
banked or super elevated. Thus, ‘super-elevation or cant’ is the amount by which the
outer end of the road or outer rail is raised above the inner one.
The length of transition curve should be such that the required super-elevation or cant
is provided at a suitable rate. There are three methods for determining its length:
1. By an Arbitrary Gradient
2. By the Time Rate
3. By the Rate of Change of Radial Acceleration

Elements of Transition Curves
❖ Length of Tangent22
)(
L
TanSR +

+

43. 34

Where, R= Radius of simple circular curve joining transition curve
S= Shift
L= Length of Transition curve
❖ Shift(S)R
L
24
2
=
❖ Spiral Angle()
R
L
s
2
180
=
❖ Central Circular Angle()( )
sc
−= 2
❖ Length of the circular curve( )

−
=
180
2
sR
❖ Length of the combined curve( )
L
R
s
2
180
2
+
−
=




5.2.3.Vertical Curve
A vertical curve is used to join two intersecting grade lines of railroads, highways or
other routes to smooth out the changes in the vertical motion. An abrupt change in the
rate of the grade could otherwise subject a vehicle passing over it to an impact that
would be either injurious or dangerous. The vertical curve, thus, contributes to the
safety, comfort and appearance.
A grade which is expressed as percentage or 1 vertical is to n horizontal, is said to be
upgrade or positive grade when the elevation along the road alignment increases,
while it is termed as downward grade or negative grade when the elevation decreases
along the direction of the motion.
5.3 Leveling:
The method of differential leveling was applied in transferring the level from the
given B.M. to all the I.P.s as well as other components of the curve. Along with the
transfer of the level to the chainage at the interval of 20m and the components of the
curve level was also transferred to the cross-section up to the distance of 10m on
either side of the chainage and the components of the curve.
5.3.1 Profile Leveling (Longitudinal Sectioning)
Profile leveling is the process of determining the elevations of the points at the short
measured intervals along a fix line or alignment such as the center line of the railway,
highway, canal or sewer. The fixed line may be a single straight line or it may be
composed of a succession of straight lines or of a series of straight lines connected by
curves. It is also known as longitudinal sectioning. By means of such sections the
engineer is able to study the relationship between the existing ground surface and the
levels of the proposed construction in the direction of its length. The profile is usually
plotted on specially prepared profile paper, on which the vertical scale is much larger
than the horizontal, of costs are made.

44. 35

Profile leveling, like differential leveling, requires the establishment of turning points
on which both back and fore sights is taken. In addition, any number of intermediate
sights may be taken on the points along the line from each set up of the instrument. It
is generally best to set up the instrument to one side of the profile line to avoid too
short sights on the points near the instrument. For each set up, intermediate sights
should be taken after the fore sight on the next turning point has been taken. The
position of the intermediate points on the profile is simultaneously located by
chaining along the profile and noting their distances from the point of
commencement.
For the longitudinal section of the road, the staff reading was taken at the interval of
every 20m along the center line of the road. Beside this, staff readings at beginning of
the curve, ending of the curve and the apex of the curve were also taken. The R.L. of
each point was calculated. The profile was plotted on the graph paper at the horizontal
scale of 1:1000 and the vertical scale of 1:100; chainage of each point along the
horizontal direction and R.L. in the vertical direction.
5.3.2 Cross Sectioning
Cross-sections are run at right angles to the longitudinal profile and on the either side
of it for the purpose of lateral outline of the ground surface. They provide the data for
estimating quantities of earth work and for other purposes. The cross-sections are
numbered consecutively from the commencement of the center line and are set out at
right angles to the main line of section with the chain and tape. Cross-sections may be
taken at each chain. The length of cross-section depends upon the nature of the work.
The longitudinal and cross-sections may be worked together or separately as per the
requirement. Cross-section was plotted on the graph paper both the horizontal as well
as vertical scale of 1:100.
5.4 Tacheometry
Tacheometry is the branch of angular surveying in which the horizontal and vertical
distances of the points are determined or obtained by optical means. The method is
very rapid, convenient. The primary object of tachometry is the preparation of the
contoured maps or plans requiring both horizontal as well as vertical control. In
tachometry, tachometer is used. A tachometer is an ordinary transit Theodolite fitted
with a stadia diaphragm. The stadia diaphragm essentially consists of one stadia hair
above and below at equal distance of the horizontal cross hair.
The tachometric process is applied to determine the elevation of the points at the
cross-section. As for cross-section, horizontal control is not needed to define as it is in
right angle to the road alignment; only vertical control is to defined or determined
which is enabled with the aid of tachometric surveying of cross section points. Fly
leveling is carried out to define the elevation of the IPs.

5.5 Structures
The main structures provided for the road construction are retaining structures, cross
drains, side drains, bio-engineering structures, etc. Retaining structures are provided

45. 36

where slope is critical. Gabion structure, dry masonry structures are the example. The
cross drainage is provided at the road mostly at the valley and wherever 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.
5.6 Comments and Conclusions:
Survey of the road alignment is done to make most economical, comfortable, and
durable. Extra case is taken to avoid any soil erosion and any other ecological
damage. Vertical and horizontal curves are set according to Road Design Standards
for comfort and other factors.
While setting the road alignment, it should be kept in mind that the minimum IP
points should be taken as far as possible and deflection angles should be minimum as
far as possible. The task was challenging and tough due very uneven surroundings.

6. ORIENTATION
6.1 INTERSECTION
6.1.1 Objective
i. To check orientations of stations by plane table
ii. To check the coordinate of another station from one station using Total station.
6.1.2 Equipment’s
1. Total Station
2. Prism and prism pole
3. Plane Table
4. Spirit level
5. Compass
6. Ranging rods
6.1.3 Introduction
Intersection is the method of locating or determining the position of the subsidiary point by
means of sight taken from two or more stations or well defined points whose co-ordinate is
calculated. Sometimes due to high difference in distance between the point and the
instrument stations or due to inaccessibility of the points or due to any other undesired field
conditions, it becomes quite difficult to approach out for the known station. In such
condition, intersection is carried out.

46. 37










6.1.4 Methodology
1. Two previously defined major traverse stations (i.e. A and B) were selected to
determine the position other station C.
2. Instrument is to set at A and was centered and leveled accurately then HCR was
set to zero towards C. The telescope was turned clockwise to sight towards the
major station Band both horizontal as well as vertical angles were observed.
3. For intersection only one set of angle was sufficient.
4. Horizontal and vertical angle was also observed from making zero set at A and
observed at C.
5. Then Co-ordinate of Cis calculated from intersection method.
6.2.5 Comments and Conclusion
Hence, the position, i.e. (X, Y) co-ordinate of the major stations (CP2 and M1) and minor
station i.e. L1 was checked by the help of plane table in grid sheet. There was error on the
plotted point and the orientation due to few causes which can be summed up as follows:
1. There was observational error due to inaccurate focusing of the instrument.
2. The plane table might not be perfectly at center.
3. As the object was far and the eye power of different viewers is different, there
were some personal observational errors too.
4. The observations were taken at evening; hence, sighting of distant points was
difficult due to inadequate lighting and refraction of light.



B

Figure 9:
OIntersection
A

C


α
β
180° -
(α+β)

47. 38

C B A
15m
m
15m
D

B





A


5m


30m


7.TWO PEG TEST
7.1 Introduction
Two Peg test is also known as collimation test. This test is carried out to test whether the line
of collimation is parallel to the axis of bubble tube or not. It is applied for the adjustment of
the line of collimation.












7.2 Equipments
1. Auto Level
2. Staff
7.3 Methodology
1. Two points A and B were chosen on a fairly leveled ground at a distance of 30m.
Instrument was set at C which was exactly at the midway of A and B.
2. Staffs were kept at points A and B and three wire readings were taken on the staff
when the bubble was exactly centered.
3. Difference in elevation was calculated between two points, i.e. A & B. The
difference in two staff readings give the correct difference in elevation even if the
line of sight is inclined as balancing of back sight and fore sight is well carried
out.
4. The level machine was shifted to point D about 5m from A and three wire
readings were observed on both the staffs kept at A &B.
5. The level was shifted to another point E about 5m from B and three wire readings
were observed on both the staffs kept at A &B.
6. Again the differences in elevations were carried out. If the level difference
obtained previously is equal to level difference obtained, line of collimation is
parallel to the axis of bubble tube. In this case, the collimation error should be less
than 1:10000.

48. 39

7. If collimation error is greater than 1:10000, permanent adjustment of the level
instrument should be carried out.
7.4 Comments and Conclusion
The accuracy obtained was within the permissible range of 1:10000. Collimation error
occurs due to the following reasons:
❖ The ground was not well leveled.
❖ The focusing power of the instrument was just satisfactory.
❖ There were some observational errors as the eye power of different observers is
not same.
❖ The staff graduation was poor as it was old.
❖ There may be errors while measuring the distance between the two staff stations.

49. 40

BIBLIOGRAPHY
❖ Justo, C.E.G. and Khanna, S.K., Highway Engineering. Nem Chand and Bros.
❖ Agor, R., A Text book of Surveying and Leveling, Khanna Publishers.
❖ Kanetkar, T.P. and Kulkarni S.V., Surveying and Leveling Part One. Pune Vidyarthi
Griha Prakashan.
❖ O’ Flaherty, Coleman A., Highways: the Location, Design, Construction and
Maintenance of Road Pavements. Butterworth-Heinemann.
❖ Sharma, S.K., Principles, Practice and Design of Highway Engineering. S. Chand and
Co.
❖ Siegle, A., Basic plane surveying. Delmar.
❖ Duggal, S. K., Surveying, Volume 1. Tata McGraw-Hill.
❖ Ghilani, Charles D.; Wolf, Paul R. (2008). Elementary Surveying:An Introduction to
Geomatics, Prentice Hall.
❖ Jain, A.K., Jain, A.K. and Punmiya, B.C., Surveying Volume I and II. Lakshmi Prakasan.

50. 41









ANNEX-A


FIELD BOOKS AND CALCULATIONS



Observer : B7
Recorder : B7

51. Instrument : Auto level
Inst atSighted to
T M B
A 1.261 1.236 1.211 1.236
B 1.51 1.335 1.16 1.335
A 1.28 1.208 1.136 1.208
B 1.385 1.309 1.233 1.309
A 1.291 1.116 0.941 1.116
B 1.245 1.22 1.1961.2205
Here AB = 30m
Δh'
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Location : NEA-Kharipati
Precision is in range of permissible range of 1 : 10000. So, there is no need of permanent adjustment.
Two Peg Test
5m away
from B
0.104
0.002
0.003
Precision =
1/(Δh'/30)
5m away
from A
0.099
At mid of A
and B
15000
10000
0.101
Staff Readings Mean
Reading
Δh=h2-h1
42

52. TOPOGRAPHIC
SURVEY

43

53. Instrument : Total Station Location : NEA-Kharipati
Traverse line
Forwad Distance
(m)
Backward
distance(m)
Discrepancy
Mean
Distance
Remarks
CP1-CP2 118.833 118.849 0.016 118.841 1 in 7428
CP2-M1 83.437 83.441 0.004 83.439 2 in 20860
M1M2 103.422 103.414 0.008 103.418 3 in 12928
M2-M3 79.681 79.653 0.028 79.667 4 in 2846
M3-M11 61.37 61.374 0.004 61.372 5 in 15343
M11-M4 89.261 89.281 0.02 89.271 6 in 4464
M4-M5 110.006 110.01 0.004 110.008 7 in 27502
M5-M6 105.515 105.525 0.01 105.52 8 in 10552
M6-M7 70.085 70.079 0.006 70.082 9 in 11681
M7-M8 70.472 70.464 0.008 70.468 10 in 8809
M8-M9 98.006 97.994 0.012 98 11 in 8167
M9-M10 71.441 71.455 0.014 71.448 12 in 5104
M10-M11 93.279 93.297 0.018 93.288 13 in 5183
M2-m1 66.128 66.136 0.008 66.132 14 in 8267
m1-m2 65.033 65.021 0.012 65.027 15 in 5419
m2-M6 52.165 52.179 0.014 52.172 16 in 3727
CP2-L1 67.475 67.493 0.018 67.484 17 in 3750
L1-L2 66.793 66.783 0.01 66.788 18 in 6679
L2-L3 55.544 55.54 0.004 55.542 19 in 13886
L3-M7 63.923 63.929 0.006 63.926 20 in 10655
Major
Minor
Link
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Pecision
Topographic Survey
Distance Measurement Sheet
44

54. Instrument : Total Station Location : NEA-Kharipati
D M S D M S D M S D M S D M S D M S
M10 L 0 0 0 90 0 0
CP2 L 210 13 25 300 13 10
M10 R 179 59 40 270 0 0
CP2 R 30 13 10 120 13 0
CP1 L 0 0 0 90 0 0
M1 L 148 48 5 238 48 45
CP1 R 179 59 50 270 0 20
M1 R 328 47 50 58 48 40
CP2 L 0 0 0 90 0 0
M2 L 115 12 35 205 12 35
CP2 R 180 0 0 270 0 15
M2 R 295 12 20 25 12 40
M1 L 0 0 0 90 0 0
M3 L 193 24 10 283 24 30
M1 R 180 0 0 269 59 50
M3 R 13 24 30 103 24 30
M2 L 0 0 0 90 0 0
M11 L 118 3 30 208 3 40
M2 R 180 0 15 269 59 40
M11 R 298 3 55 28 3 30
M3 L 0 0 0 90 0 0
M4 L 249 6 30 339 6 30
M3 R 180 0 0 270 0 15
M4 R 69 6 45 159 6 5
M11 L 0 0 0 90 0 0
M5 L 48 4 50 138 4 45
M11 R 180 0 10 269 59 50
M5 R 228 4 55 318 4 25
M4 L 0 0 0 90 0 0
M6 L 143 6 30 233 6 40
M4 R 179 59 45 270 0 0
M6 R 323 6 0 53 6 30
Major Traverse
Horizontal Angle Observation Sheet
30
143 6 20 143 6 30 143 6 35
40 143 6 25
143 6M5
143 6 30 143 6
44
48 4 45 48 4 35 48 4 40
45 48 4 48
48 4M4
48 4 50 48 4
39
249 6 45 249 5 50 249 6 40
30 249 6 38
249 6M11
249 6 30 249 6
40
118 3 40 118 3 50 118 3 45
40 118 3 35
118 3M3
118 3 30 118 3
28
193 24 30 193 24 40 193 24 35
30 193 24 20
193 24M2
193 24 10 193 24
29
115 12 20 115 12 25 115 12 30
35 115 12 28
115 12M1
115 12 35 115 12
18
148 48 0 148 48 20 148 48 33
45 148 48 3
148 48
28
210 13 17
210 13 5
CP2
148 48 5 148 48
210 13 30 210 13
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Mean of set Horz. Angle
Remarks
CP1
210 13 25 210 13 10
Inst st object Face
I-Set Horz. Angle Set-I II-Set Hoz. Angle Set-II
0
210 13
45

55. Instrument : Total Station Location : NEA-Kharipati
D M S D M S D M S D M S D M S D M S
Major Traverse
Horizontal Angle Observation Sheet
28
210 13 17
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Mean of set Horz. Angle
Remarks
CP1
210 13 25 210 13 10
Inst st object Face
I-Set Horz. Angle Set-I II-Set Hoz. Angle Set-II
210 13
M5 L 0 0 0 90 0 0
M7 L 202 42 15 292 42 30
M5 R 179 59 55 270 0 15
M7 R 22 42 10 112 42 35
M6 L 0 0 0 90 0 0
M8 L 190 40 55 280 40 50
M6 R 180 0 10 270 0 10
M8 R 10 41 0 100 40 40
M7 L 0 0 0 90 0 0
M9 L 129 57 35 219 57 20
M7 R 180 0 0 269 59 50
M9 R 309 57 15 39 57 10
M8 L 0 0 0 90 0 0
M10 L 133 39 30 223 39 15
M8 R 180 0 10 269 59 55
M10 R 313 39 20 43 39 10
M9 L 0 0 0 90 0 0
CP1 L 96 56 30 186 56 40
M9 R 180 0 15 270 0 5
CP1 R 276 56 45 6 56 55
38
96 56 30 96 56 50 96 56 40
40 96 56 35
96 56
39 30 133 39
23
129
M10
96 56 30 96 56
18
133 39 10 133 39 15 133 39 13
15 133 39 23
133 39M9
133
57
129 57M8
129 57 35 129 57
15 129 57 20 129 57 18
20 129 57 28
47
190 40 50 190 40 30 190 40 40
50 190 40 53
190 40M7
190 40 55 190 40
20
202 42 15 202 42 20 202 42 25
30 202 42 15
202 42M6
202 42 15 202 42
46

56. Instrument : Total Station Location : NEA-Kharipati
D M S D M S D M S
M1 L 0 0 0
m1 L 135 0 30
M1 R 180 0 10
m1 R 315 0 40
M2 L 0 0 0
m2 L 165 29 20
M2 R 180 0 5
m2 R 345 29 15
m1 L 0 0 0
M6 L 140 46 30
m1 R 180 0 5
M6 R 320 46 40
m2 L 0 0 0
M7 L 153 5 5
m2 R 179 59 55
M7 R 333 4 50
CP1 L 0 0 0
L1 L 55 4 15
CP1 R 180 0 5
L1 R 235 4 25
CP2 L 0 0 0
L2 L 146 28 0
CP2 R 180 0 10
L2 R 326 27 55
L1 L 0 0 0
L3 L 245 59 30
L1 R 180 0 0
L3 R 65 59 20
L2 L 0 0 0
M7 L 99 8 45
L2 R 180 0 10
M7 R 279 8 50
L3 L 0 0 0
M8 L 142 32 15
L3 R 180 0 5
M8 R 322 32 35
Horz. Angle
Remarks
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
M2
135 0 35
Inst st object Face
I-Set Horz. Angle Set-I
Minor Traverse
Horizontal Angle Observation Sheet
29 20
33
135 0 30
135 0
m2
140 46 30
15
165 29 10
165 29m1
165
5 5
32
140 46 35
140 46
CP2
55 4 15
0
153 4 55
153 5M6
153
28 0
18
55 4 20
55 4
L2
245 59 30
52
146 27 45
146 27L1
146
25
245 59 20
245 59
M7
142 32 10
43
99 8 40
99 8L3
99
20
142 32 30
142 32
8 45
47

57. CORRECTED CONS CORDINATES INDEPENDENT COORDINATE Corrected Corrected
D M S Degree ANGLE NORTHING EASTING NORTHING EASTING NORTHING EASTING NORTHING EASTING Length Bearing
CP1 210 13 17210.222 0 0 16 0.0045210.2265 -48.309 -79.804 0.01002-0.0084-48.298-79.8123064865.243 347693.82
118.841 269.0375 118.845 269.055
CP2 148 48 18148.805 0 0 16 0.0045148.8095 -1.996 -118.8240.00704-0.0059-1.988-118.8293064863.255347574.991
83.439 237.847 83.438 237.882
M1 115 12 29115.208 0 0 16 0.0045115.2125 -44.404 -70.641 0.00872-0.00731-44.395-70.6483064818.86 347504.343
103.418 173.0595 103.41 173.07
M2 193 24 28193.408 0 0 16 0.0045193.4122 -102.66 12.496 0.00672-0.00563-102.653 12.49 3064716.207347516.833
79.667 186.4717 79.661 186.487
M3 118 3 40118.061 0 0 16 0.0045118.0656 -79.159 -8.979 0.00517-0.00434-79.153 -8.9833064637.054 347507.85
61.372 124.5373 61.36 124.523
M11 249 6 39249.111 0 0 16 0.0045249.1153 -34.794 50.555 0.00753-0.00631-34.786 50.5483064602.268347558.398
89.271 193.6526 89.262 193.68
M4 48 4 4448.0788 0 0 16 0.004548.0833 -86.748 -21.071 0.00928-0.00778-86.738-21.0783064515.53 347537.32
110.008 61.7359 110.004 61.708
M5 143 6 30143.108 0 0 16 0.0045143.1128 52.092 96.892 0.0089-0.00746 52.1 96.884 3064567.63 347634.204
105.52 24.8487 105.522 24.828
M6 202 42 20202.706 0 0 16 0.0045 202.71 95.751 44.341 0.0075-0.0062995.758 44.3343064663.388347678.538
88.985 47.5587 88.984 47.536
M7 190 40 47 190.68 0 0 16 0.0045190.6842 60.05 65.668 0.00591-0.0049560.055 65.6633064723.443347744.201
70.082 58.2429 70.079 58.203
M8 129 57 23129.956 0 0 16 0.0045129.9608 36.885 59.589 0.00826-0.0069336.893 59.5823064760.336347803.783
98 8.2037 98.004 8.189
M9 133 39 18133.655 0 0 16 0.0045133.6595 96.997 13.983 0.00602-0.0050597.003 13.9773064857.339 347817.76
71.448 0 321.8632 71.456 321.865
M10 96 56 3896.9438 0 0 16 0.004596.9483 56.196 -44.122 0.00787-0.0065956.203 -44.1283064913.542347773.632
93.288 238.8115 93.288 238.849
1173.34 1979.94 1980 -0.099 0.083 0.099 -0.083 0 0
WCB
Bowditch's Method
Location : NEA-Kharipati
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Major Traverse Computation (Gale's Table)
Permissible Angular Misclosure = c√N = 1'√13 = 3'36"
Closing error (e)= √{(-0.1019)
2
+(0.0879)
2
} = 0.1346
Relative closing error= e/P = 0.1346/1173.339 = 1 in 8717.23
STATIONSLENGTH D M S ANGLES
CORRECTION CORRECTED CC
Theoritical sum of interior angles=1980.000
Practical sum of interior angles=1979.942
Angular misclosure=3'29"
ANGLE CORRECTION
48

58. Location : NEA-Kharipati
LENGTH Error Corrected INDEPENDENT COORDINATE
(m) D M S in WCB WCB L D L D L D N E
M1
- 173.07 0 173.07
M2 135033135.009 3064716.207347516.833
66.132 128.0790.01407128.064
m1 1652915165.487 -40.77352.067-0.04220.04-40.81552.0273064675.392347568.86
65.027 113.5660.02815113.537
m2 1404632140.775 -25.96759.616-0.04150.0393-26.00859.5763064649.384347628.436
52.172 74.3410.042274.298
M6 15350153.083 14.11950.225-0.03330.031514.08550.1933064663.469347678.629
- 47.4240.056347.367
M7
183.331 -52.621161.908-0.1170.1108-52.738161.796
Actual coordinates of M6 = 3064663.388N, 347678.538E
Error in latitude = |3064663.388 - 3064663.469| = 0.081m
Error in departure = |347678.538 - 347678.629| = 0.091m
Closing error (e)= √{(0.081)
2
+(0.091)
2
} = 0.122
Relative closing error= e/P = 0.122/183.331 = 1 in 1500
Bowditch's Method
Minor Traverse Computation (Gale's Table)
CORRECTED CC
POINTS
ANGLES
ANGLES WCB
CONS CORDINATES CORRECTION IN CC
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
49

59. Instrument : Autolevel Location : NEA-Kharipati
Back Sight Fore Sight
Mean
Stadia
Intercept
Distance Three Wire Reading Mean
Stadia
Intercept
Distance
T M B S=T-B 100*S T M B S=T-B 100*S
BM 1.761 1.724 1.687 1.724 0.074 7.4 1415
1.476 1.405 1.334 1.405 0.142 14.2 1.162 1.122 1.082 1.122 0.08 8 0.602 1415.602
1.31 1.243 1.176 1.243 0.134 13.4 1.485 1.415 1.345 1.415 0.14 14 0.01 1415.592
1.43 1.367 1.304 1.367 0.126 12.6 1.245 1.182 1.119 1.182 0.126 12.6 0.061 1415.653
1.302 1.241 1.18 1.241 0.122 12.2 1.464 1.402 1.34 1.402 0.124 12.4 0.035 1415.618
1.301 1.245 1.189 1.245 0.112 11.2 1.453 1.393 1.333 1.393 0.12 12 0.152 1415.466
0.9 0.838 0.775 0.838 0.125 12.5 1.602 1.544 1.486 1.544 0.116 11.6 0.299 1415.167
1.008 0.988 0.968 0.988 0.04 4 1.956 1.896 1.836 1.896 0.12 12 1.058 1414.109
1.012 0.989 0.966 0.989 0.046 4.6 1.793 1.771 1.748 1.771 0.045 4.5 0.783 1413.326
TBM 1.544 1.522 1.5 1.522 0.044 4.4 1.544 1.523 1.501 1.523 0.043 4.3 0.534 1412.792
1.739 1.721 1.703 1.721 0.036 3.6 1.012 0.99 0.967 0.99 0.045 4.5 0.532 1413.324
1.945 1.885 1.825 1.885 0.12 12 1.004 0.99 0.975 0.99 0.029 2.9 0.731 1414.055
1.66 1.596 1.532 1.596 0.128 12.8 0.861 0.801 0.74 0.801 0.121 12.1 1.084 1415.139
1.377 1.314 1.251 1.314 0.126 12.6 1.28 1.219 1.158 1.219 0.122 12.2 0.377 1415.516
1.32 1.255 1.19 1.255 0.13 13 1.191 1.128 1.064 1.128 0.127 12.7 0.186 1415.702
1.182 1.118 1.054 1.118 0.128 12.8 1.38 1.315 1.25 1.315 0.13 13 0.06 1415.642
1.37 1.305 1.24 1.305 0.13 13 1.238 1.171 1.104 1.171 0.134 13.4 0.053 1415.589
1.124 1.081 1.038 1.081 0.086 8.6 1.35 1.28 1.21 1.28 0.14 14 0.025 1415.614
BM 1.723 1.683 1.642 1.683 0.081 8.1 0.602 1415.012
23.837 184.9 23.825 184.3 3.598 3.586
Arithmetic check :
∑BS - ∑FS = Last RL - First RL = ∑Rise - ∑Fall Total Loop Distance = 184.3 + 184.9 = 369.2m
23.837 - 23.825 = 1415.012 - 1415.000 = 3.598 - 3.586 Permissible error = 25√k = 25√0.3692 = 15.19mm
Observed error= 12mm∴0.012 = 0.012 = 0.012
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Station
Rise Fall ElevationThree Wire Reading
FLY LEVEL FIELD BOOK : BM to TBM
TOPOGRAPHIC SURVEY
51

60. Instrument : Autolevel
Back Sight Fore Sight
Mean
Stadia
Intercept
Distance Three Wire Reading Mean
Stadia
Intercept
Distance
T M B S=T-B 100*S T M B S=T-B 100*S
TBM 0.892 0.847 0.802 0.847 0.09 9 1412.792
CP1 0.953 0.918 0.883 0.918 0.07 7 0.953 0.918 0.883 0.918 0.07 7 0.071 1412.721
TBM 0.892 0.847 0.802 0.847 0.09 9 0.071 1412.792
TBM 0.892 0.847 0.802 0.847 0.09 9 1412.792
0.744 0.68 0.616 0.68 0.128 12.8 1.938 1.892 1.846 1.892 0.092 9.2 1.045 1411.747
0.81 0.75 0.69 0.75 0.12 12 1.884 1.822 1.76 1.822 0.124 12.4 1.142 1410.605
0.791 0.723 0.655 0.723 0.136 13.6 1.996 1.936 1.876 1.936 0.12 12 1.186 1409.419
1.139 1.11 1.081 1.11 0.058 5.8 1.99 1.923 1.856 1.923 0.134 13.4 1.2 1408.219
1.782 1.774 1.766 1.774 0.016 1.6 1.445 1.416 1.387 1.416 0.058 5.8 0.306 1407.913
CP2 1.737 1.707 1.677 1.707 0.06 6 0.926 0.917 0.908 0.917 0.018 1.8 0.857 1408.77
0.884 0.864 0.844 0.864 0.04 4 1.341 1.309 1.277 1.309 0.064 6.4 0.398 1409.168
1.027 1.011 0.995 1.011 0.032 3.2 1.956 1.936 1.916 1.936 0.04 4 1.072 1408.096
1.377 1.346 1.315 1.346 0.062 6.2 1.632 1.613 1.594 1.613 0.038 3.8 0.602 1407.494
1.107 1.035 0.963 1.035 0.144 14.4 1.372 1.34 1.308 1.34 0.064 6.4 0.006 1407.5
1.088 1.071 1.054 1.071 0.034 3.4 1.611 1.537 1.463 1.537 0.148 14.8 0.502 1406.998
0.695 0.688 0.681 0.688 0.014 1.4 1.773 1.757 1.741 1.757 0.032 3.2 0.686 1406.312
0.86 0.833 0.806 0.833 0.054 5.4 1.883 1.875 1.867 1.875 0.016 1.6 1.187 1405.125
1.43 1.357 1.284 1.357 0.146 14.6 1.627 1.601 1.575 1.601 0.052 5.2 0.768 1404.357
L1 1.41 1.34 1.27 1.34 0.14 14 1.545 1.474 1.403 1.474 0.142 14.2 0.117 1404.24
1.367 1.314 1.261 1.314 0.106 10.6 1.483 1.411 1.339 1.411 0.144 14.4 0.071 1404.169
1.94 1.93 1.92 1.93 0.02 2 1.049 0.996 0.943 0.996 0.106 10.6 0.318 1404.487
1.934 1.923 1.912 1.923 0.022 2.2 0.717 0.706 0.695 0.706 0.022 2.2 1.224 1405.711
1.72 1.683 1.646 1.683 0.074 7.4 0.656 0.643 0.63 0.643 0.026 2.6 1.28 1406.991
1.772 1.757 1.742 1.757 0.03 3 1.014 0.978 0.942 0.978 0.072 7.2 0.705 1407.696
1.44 1.429 1.418 1.429 0.022 2.2 0.914 0.899 0.884 0.899 0.03 3 0.858 1408.554
Topographic Survey
FLY LEVEL FIELD BOOK : TBM to Station
Station
Rise Fall ElevationThree Wire Reading
Location : NEA-Kharipati
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
52

61. Instrument : Autolevel
Back Sight Fore Sight
Mean
Stadia
Intercept
Distance Three Wire Reading Mean
Stadia
Intercept
Distance
T M B S=T-B 100*S T M B S=T-B 100*S
Topographic Survey
FLY LEVEL FIELD BOOK : TBM to Station
Station
Rise Fall ElevationThree Wire Reading
Location : NEA-Kharipati
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
L2 1.526 1.462 1.398 1.462 0.128 12.8 0.884 0.871 0.858 0.871 0.026 2.6 0.558 1409.112
1.959 1.906 1.853 1.906 0.106 10.6 0.976 0.913 0.85 0.913 0.126 12.6 0.549 1409.661
1.58 1.563 1.546 1.563 0.034 3.4 0.829 0.775 0.721 0.775 0.108 10.8 1.131 1410.792
1.662 1.589 1.516 1.589 0.146 14.6 1.471 1.455 1.439 1.455 0.032 3.2 0.108 1410.9
L3 1.629 1.572 1.515 1.572 0.114 11.4 1.202 1.13 1.058 1.13 0.144 14.4 0.459 1411.359
1.463 1.422 1.381 1.422 0.082 8.2 1.316 1.26 1.204 1.26 0.112 11.2 0.312 1411.671
M7 1.698 1.631 1.564 1.631 0.134 13.4 1.543 1.503 1.463 1.503 0.08 8 0.081 1411.59
1.41 1.345 1.28 1.345 0.13 13 1.486 1.42 1.354 1.42 0.132 13.2 0.211 1411.801
1.472 1.415 1.358 1.415 0.114 11.4 1.298 1.233 1.168 1.233 0.13 13 0.112 1411.913
M8 1.659 1.582 1.505 1.582 0.154 15.4 1.549 1.492 1.435 1.492 0.114 11.4 0.077 1411.836
1.568 1.498 1.428 1.498 0.14 14 1.403 1.326 1.249 1.326 0.154 15.4 0.256 1412.092
1.592 1.521 1.45 1.521 0.142 14.2 1.332 1.263 1.194 1.263 0.138 13.8 0.235 1412.327
1.609 1.576 1.543 1.576 0.066 6.6 1.241 1.171 1.101 1.171 0.14 14 0.35 1412.677
M9 1.471 1.402 1.333 1.402 0.138 13.8 1.421 1.388 1.355 1.388 0.066 6.6 0.188 1412.865
1.785 1.72 1.655 1.72 0.13 13 1.213 1.145 1.077 1.145 0.136 13.6 0.257 1413.122
1.985 1.949 1.913 1.949 0.072 7.2 1.302 1.237 1.172 1.237 0.13 13 0.483 1413.605
1.155 1.135 1.115 1.135 0.04 4 0.78 0.743 0.706 0.743 0.074 7.4 1.206 1414.811
M10 1.017 1.003 0.989 1.003 0.028 2.8 1.205 1.185 1.165 1.185 0.04 4 0.05 1414.761
0.67 0.655 0.64 0.655 0.03 3 1.742 1.728 1.714 1.728 0.028 2.8 0.725 1414.036
1.377 1.341 1.305 1.341 0.072 7.2 1.592 1.575 1.558 1.575 0.034 3.4 0.92 1413.116
0.86 0.796 0.732 0.796 0.128 12.8 1.792 1.758 1.724 1.758 0.068 6.8 0.417 1412.699
0.964 0.915 0.866 0.915 0.098 9.8 1.841 1.775 1.709 1.775 0.132 13.2 0.979 1411.72
0.924 0.874 0.824 0.874 0.1 10 1.91 1.861 1.812 1.861 0.098 9.8 0.946 1410.774
1.264 1.22 1.176 1.22 0.088 8.8 1.745 1.696 1.645 1.695 0.1 10 0.821 1409.953
1.89 1.884 1.878 1.884 0.012 1.2 1.425 1.382 1.339 1.382 0.086 8.6 0.162 1409.791
1.502 1.495 1.488 1.495 0.014 1.4 0.725 0.72 0.715 0.72 0.01 1 1.164 1410.955
1.67 1.66 1.65 1.66 0.02 2 0.817 0.81 0.803 0.81 0.014 1.4 0.685 1411.64
53

62. Instrument : Autolevel
Back Sight Fore Sight
Mean
Stadia
Intercept
Distance Three Wire Reading Mean
Stadia
Intercept
Distance
T M B S=T-B 100*S T M B S=T-B 100*S
Topographic Survey
FLY LEVEL FIELD BOOK : TBM to Station
Station
Rise Fall ElevationThree Wire Reading
Location : NEA-Kharipati
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
1.475 1.461 1.447 1.461 0.028 2.8 0.73 0.721 0.712 0.721 0.018 1.8 0.939 1412.579
TBM 1.267 1.254 1.241 1.254 0.026 2.6 0.207 1412.786
66.764 419.6 66.77 403.8 15.056 15.062
Arithmetic check :
∑BS - ∑FS = Last RL - First RL = ∑Rise - ∑Fall
66.764 - 66.77 = 1412.786 - 1412.792 = 15.056 - 15.062
Now,
Total Loop Distance = 419.6 + 403.8 = 823.4m
Permissible error = 25√k = 25√0.8234 = 22.685mm
∴-0.006 = -0.006 = -0.006
Observed error= 6mm
54

63. Location : NEA-Kharipati
Back Sight Fore Sight
Three Wire ReadingMean
Stadia
Intercept
DistanceThree Wire ReadingMean
Stadia
Intercept
Distance
T M B S=T-B 100*S T M B S=T-B 100*S
M7 1.4431.3981.3531.398 0.09 9 1411.59
1.3521.3321.3121.332 0.04 41.2951.2491.2031.249 0.092 9.20.149 1411.739
0.7390.7090.6790.709 0.06 61.1981.178 1.161.179 0.038 3.80.153 1411.892
1.3531.3321.3111.332 0.042 4.21.281.2511.2221.251 0.058 5.8 0.5421411.35
1.3981.3651.3321.365 0.066 6.61.3641.342 1.321.342 0.044 4.4 0.011411.34
1.3841.3341.2841.334 0.1 101.3561.3251.2941.325 0.062 6.2 0.04 1411.38
1.3931.3671.3411.367 0.052 5.21.4741.4231.3721.423 0.102 10.2 0.0891411.291
M6 0.8690.8180.7670.818 0.102 10.21.51.475 1.451.475 0.05 5 0.1081411.183
1.3971.3721.3471.372 0.05 51.8461.798 1.751.798 0.096 9.6 0.981410.203
0.9910.9620.9330.962 0.058 5.81.9071.8851.8631.885 0.044 4.4 0.5131409.69
0.870.860.850.931 0.02 21.5471.5221.4971.522 0.05 5 0.561409.13
1.2571.2321.2071.232 0.05 51.9021.8881.8741.888 0.028 2.8 0.9571408.173
1.2611.2511.2411.251 0.02 21.4691.4431.4171.443 0.052 5.2 0.2111407.962
m2 1.2441.1831.1221.183 0.122 12.21.3241.3161.3081.316 0.016 1.6 0.0651407.897
1.551.51.45 1.5 0.1 101.3931.3331.2731.333 0.12 12 0.151407.747
0.660.6330.6060.633 0.054 5.41.611.5591.5081.559 0.102 10.2 0.0591407.688
1.1081.0911.0741.091 0.034 3.41.9161.8891.8621.889 0.054 5.4 1.2561406.432
m1 1.3351.311.285 1.31 0.05 51.251.235 1.221.235 0.03 3 0.1441406.288
1.0631.0391.0151.039 0.048 4.81.0631.0391.0151.039 0.048 4.80.271 1406.559
1.4891.4481.4071.448 0.082 8.21.3351.311.2851.31 0.05 5 0.2711406.288
1.9161.8761.8361.876 0.08 80.7020.6620.6220.662 0.08 80.786 1407.074
Instrument : Autolevel
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Station Rise FallElevation
TOPOGRAPHIC SURVEY
FLY LEVEL FIELD BOOK : Minor station
55

64. Location : NEA-Kharipati
Back Sight Fore Sight
Three Wire ReadingMean
Stadia
Intercept
DistanceThree Wire ReadingMean
Stadia
Intercept
Distance
T M B S=T-B 100*S T M B S=T-B 100*S
Instrument : Autolevel
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Station Rise FallElevation
TOPOGRAPHIC SURVEY
FLY LEVEL FIELD BOOK : Minor station
1.571.5191.4681.519 0.102 10.20.8750.8350.7950.835 0.08 81.041 1408.115
1.4021.3291.2561.329 0.146 14.61.0050.950.8950.95 0.11 110.569 1408.684
1.4041.3381.2721.338 0.132 13.21.3061.233 1.161.233 0.146 14.60.096 1408.78
1.3751.3111.2471.311 0.128 12.81.2961.231.1641.23 0.132 13.20.108 1408.888
1.5151.4451.3751.445 0.14 141.31.2311.1621.231 0.138 13.8 0.08 1408.968
1.31.2771.2541.277 0.046 4.61.321.25 1.181.25 0.14 140.195 1409.163
L2 1.361.335 1.311.335 0.05 5 0.0581409.105
33.702 201.4 36.187 201.23.4885.973
Arithmetic check :
∑BS - ∑FS = Last RL - First RL = ∑Rise - ∑Fall Total Loop Distance = 201.4 + 201.2 = 402.6m
33.702 - 36.187 = 1409.105 - 1411.59 = 3.488 - 5.973 Permissible error = 25√k = 25√0.4026 = 15.863mm
∴ -2.485 = -2.485 = -2.485 Observed error= 7mm
56

65. S.NSTATION NORTHING EASTING ELEVATION REMARKS
1 CP1 3064865.243 347693.82 1412.721 Major
2 CP2 3064863.255 347574.991 1408.77 Major
3 M1 3064818.86 347504.343 1406.78 Major
4 M2 3064716.207 347516.833 1399.932 Major
5 M3 3064637.054 347507.85 - Major
6 M11 3064602.268 347558.398 - Major
7 M4 3064515.53 347537.32 - Major
8 M5 3064567.63 347634.204 - Major
9 M6 3064663.388 347678.538 1411.183 Major
10 M7 3064723.443 347744.201 1411.59 Major
11 M8 3064760.336 347803.783 1411.836 Major
12 M9 3064857.339 347817.76 1412.865 Major
13 M10 3064913.542 347773.632 1414.761 Major
14 m1 3064675.392 347568.86 1406.288 Minor
15 m2 3064649.384 347628.436 1407.897 Minor
16 L1 3064808.633 347614.572 1404.240 Link
17 L2 3064785.226 347677.118 1409.112 Link
18 L3 3064729.821 347680.482 1411.359 Link
Stations Information
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Location : NEA-Kharipati
TOPOGRAPHIC SURVEY
57

66. Instrument : Total station
SN ID Northing Easting Elevation(m) Remarks
1 D10001 3064706.641 347516.206 1000.359 IS
2 D10002 3064704.331 347512.992 1000.457 GP
3 D10003 3064695.062 347512.621 1000.96 GP
4 D10004 3064716.753 347515.806 1001.456 GP
5 D10005 3064818.387 347506.768 1007.855 GP
6 D10006 3064613.473 347510.524 1007.855 GP
7 D10007 3064819.755 347506.646 1007.855 GP
8 D10008 3064819.681 347506.653 1007.849 GP
9 D10009 3064819.696 347506.651 1007.85 GP
10 D10010 3064819.695 347506.651 1007.85 GP
11 D10011 3064731.141 347531.462 1000.145 GP
12 D10012 3064747.779 347563.045 1001.377 GP
13 D10013 3064747.797 347563.116 1001.374 GP
14 D10014 3064707.452 347514.969 1000.324 GP
15 D10015 3064765.285 347519.688 1002.304 GP
16 D10016 3064766.225 347555.733 1001.58 GP
17 D10017 3064718.181 347516.975 999.233 GP
18 D10018 3064734.443 347526.875 999.607 GP
19 D10019 3064728.519 347527.767 999.738 GP
20 D10020 3064717.619 347526.453 998.902 GP
21 D10021 3064713.441 347537.131 999.975 GP
22 D10022 3064707.77 347517.247 999.743 GP
23 D10023 3064689.384 347522.652 999.91 GP
24 D10024 3064709.574 347525.278 998.79 GP
25 D10025 3064676.566 347531.298 999.933 GP
26 D10026 3064706.877 347521.195 999.247 GP
27 D10027 3064696.869 347557.626 994.05 GP
28 D10028 3064698.8 347552.788 993.472 GP
29 D10029 3064677.951 347566.746 998.481 GP
30 D10030 3064703.222 347567.085 994.013 GP
31 D10031 3064680.647 347566.712 997.895 GP
32 D10032 3064707.984 347571.848 994.009 GP
33 D10033 3064683.414 347566.256 997.34 GP
34 D10034 3064705.411 347576.608 994.433 GP
35 D10035 3064701.936 347578.231 994.991 GP
36 D10036 3064696.113 347578.998 995.53 GP
37 D10037 3064688.633 347570.325 996.686 GP
38 D10038 3064683.649 347568.539 997.319 GP
39 D10039 3064679.584 347570.407 998.528 GP
40 D10040 3064678.317 347571.77 999.026 GP
41 D10041 3064676.715 347572.257 999.554 GP
42 D10042 3064675.53 347565.831 999.942 GP
Detailing
TOPOGRAPHIC SURVEY
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Location : NEA-Kharipati
58

67. Instrument : Total station
SN ID Northing Easting Elevation(m) Remarks
Detailing
TOPOGRAPHIC SURVEY
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Location : NEA-Kharipati
127 D20015 3064754.21 347680.605 999.229 ROAD
128 D20016 3064733.664 347685.23 999.996 ROAD
129 D20017 3064769.85 347670.196 998.171 ROAD
130 D20018 3064781.718 347676.858 998.207 ROAD
131 D20019 3064788.596 347679.112 998.203 ROAD
132 D20020 3064795.052 347679.701 998.189 ROAD
133 D20021 3064802.91 347680.029 998.223 ROAD
134 D20022 3064740.554 347692.704 1000.055 ROAD
135 D20023 3064737.829 347696.231 1000.111 ROAD
136 D20024 3064733.803 347694.843 1000.148 ROAD
137 D20025 3064771.105 347680.934 998.371 ROAD
138 D20026 3064733.425 347702.033 1000.299 ROAD
139 D20027 3064769.097 347681.418 998.623 ROAD
140 D20028 3064729.35 347702.193 1000.391 ROAD
141 D20029 3064732.863 347703.482 1000.377 ROAD
142 D20030 3064729.729 347689.31 1000.108 ROAD
143 D20031 3064728.633 347682.169 999.97 ROAD
144 D20032 3064730.787 347677.196 999.87 ROAD
145 D20033 3064736.297 347681.256 999.899 ROAD
146 D20034 3064728.141 347676.637 999.891 ROAD
147 D20035 3064727.137 347673.891 999.835 ROAD
148 D20036 3064733.622 347685.197 1000.018 ROAD
149 D20037 3064737.34 347689.479 1000.054 ROAD
150 D20038 3064724.56 347671.55 999.854 ROAD
151 D20039 3064719.682 347668.433 999.772 ROAD
152 D20040 3064734.773 347694.185 1000.126 ROAD
153 D20041 3064730.63 347655.002 998.823 ROAD
154 D20042 3064734.664 347648.714 997.994 ROAD
155 D20043 3064735.619 347642.163 997.985 ROAD
156 D20044 3064727.106 347692.781 1000.178 ROAD
157 D20045 3064727.503 347690.64 1000.164 ROAD
158 D20046 3064730.765 347638.32 997.934 ROAD
159 D20047 3064705.957 347676.195 1000.019 ROAD
160 D20048 3064702.297 347675.995 999.957 ROAD
161 D20049 3064734.476 347658.523 998.935 ROAD
162 D20050 3064725.558 347694.933 1000.305 ROAD
163 D20051 3064729.162 347692.207 1000.122 ROAD
164 D20052 3064733.084 347705.1 1000.708 ROAD
165 D20053 3064731.963 347707.053 1000.748 ROAD
166 D20054 3064747.029 347720.081 1000.492 ROAD
167 D20055 3064747.008 347720.073 1000.489 ROAD
168 D20056 3064752.589 347713.2 999.993 ROAD
61

68. Instrument : Total station
SN ID Northing Easting Elevation(m) Remarks
Detailing
TOPOGRAPHIC SURVEY
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Location : NEA-Kharipati
253 D20141 3064853.509 347615.145 1001.925 GP
254 D20142 3064852.125 347614.954 1001.189 GP
255 D20143 3064856.334 347624.182 1002.7 GP
256 D20144 3064847.404 347621.928 1000.73 GP
257 D20145 3064851.145 347623.207 1002.49 GP
258 D20146 3064853.432 347637.056 1003.796 GP
259 D20147 3064844.052 347631.362 1000.835 GP
260 D20148 3064848.19 347633.808 1002.487 GP
261 D20149 3064841.313 347629.989 1000.133 GP
262 D20150 3064846.054 347632.137 1001.935 GP
263 D20151 3064844.697 347631.402 1001.188 GP
264 D20152 3064817.078 347634.98 1000.025 GP
265 D20153 3064836.548 347655.317 1002.23 GP
266 D20154 3064828.125 347643.961 1000.189 GP
267 D20155 3064838.641 347660.119 1003.12 GP
268 D20156 3064840.844 347662.689 1005.087 GP
269 D20157 3064820.33 347653.727 1000.637 GP
270 D20158 3064806.625 347643.477 999.996 GP
271 D20159 3064834.388 347655.095 1001.271 GP
272 D20160 3064805.288 347632.81 999.976 GP
273 D20161 3064823.203 347672.868 1002.595 GP
274 D20162 3064815.781 347652.282 1000.532 GP
275 D20163 3064824.542 347677.355 1003.4 GP
276 D20164 3064822.615 347668.801 1001.133 GP
277 D20165 3064825.301 347680.392 1004.825 GP
278 D20166 3064822.953 347670.045 1001.88 GP
279 D20167 3064825.692 347682.385 1005.946 GP
280 D20168 3064826.307 347684.451 1006.801 GP
281 D20169 3064817.748 347667.596 1000.672 GP
282 D20170 3064802.879 347654.438 1000.667 GP
283 D20171 3064807.849 347681.137 1001.408 GP
284 D20172 3064771.699 347636.876 1000.004 GP
285 D20173 3064810.326 347682.448 1002.346 GP
286 D20174 3064762.967 347638.85 1001.114 GP
287 D20175 3064810.403 347686.916 1003.222 GP
288 D20176 3064761.155 347639.651 1001.791 GP
289 D20177 3064809.93 347692.374 1004.23 GP
290 D20178 3064758.422 347631.054 1001.912 GP
291 D20179 3064809.682 347696.204 1005.985 GP
292 D20180 3064761.371 347630.186 1000.957 GP
293 D20181 3064794.431 347682.081 1002.699 GP
294 D20182 3064754.597 347625.761 1002.623 GP
64

69. Instrument : Total station
SN ID Northing Easting Elevation(m) Remarks
Detailing
TOPOGRAPHIC SURVEY
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Location : NEA-Kharipati
421 D20309 3064762.936 347743.085 999.847 SOLAR
422 D20310 3064736.573 347734.968 1000.446 WALL
423 D20311 3064718.879 347746.465 999.789 POLE
424 D20312 3064677.126 347565.107 998.95 ROAD
425 D20313 3064654.254 347618.172 999.865 ROAD
426 D20314 3064655.154 347622.998 999.904 ROAD
427 D20315 3064656.636 347611.903 999.68 ROAD
428 D20316 3064652.757 347632.584 1000.586 GP
429 D20317 3064656.25 347636.26 1001.922 GP
430 D20318 3064658.945 347627.493 1001.703 GP
431 D20319 3064662.324 347622.114 1001.723 GP
432 D20320 3064656.019 347625.982 1000.957 GP
433 D20321 3064664.512 347621.481 1001.537 BDNG
434 D20322 3064657.89 347637.805 1001.934 BDNG
435 D20323 3064655.198 347638.219 1002.045 TREE
436 D20324 3064646.508 347623.914 999.735 GP
437 D20325 3064649.427 347619.649 999.766 GP
438 D20326 3064654.625 347642.481 1002.089 ROAD
439 D20327 3064650.402 347639.569 1000.059 ROAD
440 D20328 3064650.626 347637.042 1000.037 ROAD
441 D20329 3064651.974 347642.074 1000.888 GP
442 D20330 3064645.835 347638.333 999.901 GP
443 D20331 3064656.384 347649.55 1001.482 GP
444 D20332 3064648.292 347633.169 999.987 ROAD
445 D20333 3064715.159 347678.406 996.804 GP
446 D20334 3064642.398 347688.192 1000.037 GP
447 D20335 3064663.417 347676.157 1000.039 TREE
448 D20336 3064669.385 347684.712 999.656 SOLAR
449 D20337 3064668.071 347687.379 999.658 SOLAR
450 D20338 3064678.502 347688.931 999.273 SOLAR
451 D20339 3064677.387 347691.396 999.426 SOLAR
452 D20340 3064655.098 347685.092 1000.058 SOLAR
453 D20341 3064653.777 347687.608 999.738 SOLAR
454 D20342 3064649.916 347689.391 999.868 SOLAR
455 D20343 3064648.64 347692.085 999.916 SOLAR
456 D20344 3064644.88 347693.789 999.905 SOLAR
457 D20345 3064643.231 347696.415 999.935 SOLAR
458 D20346 3064639.671 347698.038 999.814 SOLAR
459 D20347 3064624.95 347698.12 1000.136 SOLAR
460 D20348 3064619.779 347702.753 1000.038 SOLAR
461 D20349 3064634.763 347702.315 999.907 SOLAR
462 D20350 3064634.316 347702.066 999.972 SOLAR
68

70. Instrument : Total station
SN ID Northing Easting Elevation(m) Remarks
Detailing
TOPOGRAPHIC SURVEY
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Location : NEA-Kharipati
631 CP2056 3064860.582 347572.195 993.437809 GP
632 CP2057 3064859.877 347572.264 992.946809 GP
633 CP2058 3064860.876 347573.374 993.716809 GP
634 CP2059 3064853.279 347579.509 992.560809 GP
635 CP2060 3064850.991 347581.481 992.298809 GP
636 CP2061 3064861.518 347576.813 993.864809 GP
637 CP2062 3064847.267 347576.309 992.176809 GP
638 CP2063 3064862.534 347581.66 993.991809 GP
639 CP2064 3064845.085 347577.474 991.988809 GP
640 CP2065 3064861.865 347581.97 993.571809 GP
641 CP2066 3064848.131 347581.833 992.044809 GP
642 CP2067 3064852.506 347583.26 992.606809 GP
643 CP2068 3064850.766 347583.965 992.089809 GP
644 CP2069 3064848.596 347585.961 991.836809 GP
645 CP2070 3064847.083 347587.575 991.598809 GP
646 CP2071 3064848.98 347590.693 991.669809 GP
647 CP2072 3064845.634 347588.143 991.224809 GP
648 CP2073 3064848.752 347593.722 991.647809 GP
649 CP2074 3064855.469 347589.082 992.615809 GP
650 CP2075 3064847.263 347594.331 991.359809 GP
651 CP2076 3064852.874 347590.167 992.134809 GP
652 CP2077 3064847.266 347594.307 991.357809 GP
653 CP2078 3064850.096 347590.768 991.798809 GP
654 CP2079 3064846.357 347594.953 991.228809 GP
655 CP2080 3064850.006 347598.438 991.584809 GP
656 CP2081 3064849.999 347598.431 991.584809 GP
657 CP2082 3064851.63 347594.279 991.837809 GP
658 CP2083 3064848.102 347599.884 991.332809 GP
659 CP2084 3064857.136 347596.5 993.032809 GP
660 CP2085 3064857.378 347601.269 992.946809 GP
661 CP2086 3064858.671 347605.408 993.193809 GP
662 CP2087 3064852.109 347597.726 991.703809 GP
663 CP2088 3064856.663 347606.005 992.459809 GP
664 CP2089 3064855.902 347601.112 992.385809 GP
665 CP2090 3064857.702 347609.893 992.646809 GP
666 CP2091 3064850.057 347602.128 991.413809 GP
667 CP2092 3064860.548 347611.611 993.508809 GP
668 CP2093 3064847.907 347602.221 991.162809 GP
669 CP2094 3064859.338 347611.942 993.105809 GP
670 CP2095 3064859.319 347612.019 993.105809 GP
671 CP2096 3064863.518 347606.962 993.211809 GP
672 CP2097 3064856.841 347613.155 992.134809 GP
73

71. Instrument : Total station
SN ID Northing Easting Elevation(m) Remarks
Detailing
TOPOGRAPHIC SURVEY
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Location : NEA-Kharipati
715 CP2140 3064831.512 347561.767 990.182809 GP
716 CP2141 3064828.727 347560.555 989.964809 GP
717 CP2142 3064826.587 347562.547 989.858809 GP
718 CP2143 3064822.674 347562.373 989.754809 GP
719 CP2144 3064822.817 347558.962 989.631809 GP
720 CP2145 3064819.543 347559.906 989.280809 GP
721 CP2146 3064818.886 347556.638 989.256809 GP
722 CP2147 3064814.867 347558.562 988.977809 GP
723 CP2148 3064813.134 347555.207 988.817809 GP
724 CP2149 3064812.024 347553.512 988.906809 GP
725 CP2150 3064812.824 347559.189 988.891809 GP
726 CP2151 3064811.877 347555.917 988.943809 GP
727 CP2152 3064809.036 347554.718 988.678809 GP
728 CP2153 3064809.083 347553.255 988.784809 GP
729 CP2154 3064802.85 347552.742 988.455809 GP
730 CP2155 3064800.955 347550.475 988.591809 GP
731 CP2156 3064797.907 347548.649 988.515809 GP
732 CP2157 3064797.747 347547.305 988.498809 GP
733 CP2158 3064795.032 347554.515 988.587809 GP
734 CP2159 3064793.963 347558.026 988.403809 YELbul
735 CP2160 3064852.247 347661.67 991.598809 GP
736 CP2161 3064851.252 347666.222 991.553809 GP
737 CP2162 3064850.61 347665.235 990.931809 GP
738 CP2163 3064850.928 347661.794 990.620809 GP
739 CP2164 3064848.802 347671.126 991.984809 GP
740 CP2165 3064849.538 347669.975 991.166809 GP
741 CP2166 3064852.198 347670.937 992.320809 GP
742 CP2167 3064849.831 347678.319 992.414809 GP
743 CP2168 3064849.022 347680.242 992.900809 GP
744 CP2169 3064851.386 347680.017 993.107809 GP
745 CP2170 3064849.516 347681.349 993.552809 GP
746 CP2171 3064848.489 347681.239 993.541809 GP
747 CP2172 3064848.54 347681.347 993.525809 GP
748 CP2173 3064847.547 347669.137 990.570809 GP
749 CP2174 3064848.316 347666.27 990.329809 GP
750 CP2175 3064848.364 347661.098 990.031809 GP
751 CP2176 3064847.418 347657.402 989.897809 GP
752 CP2177 3064846.894 347662.765 990.067809 GP
75

72. BRIDGE SITE SURVEY





76

73. Location : Malpi Khola, Panauti
B
A C
D M S D M S D M S D M S D M S D M S
B 0 0 0 180 0 5
C 83 8 0 263 8 5
C 0 0 0 180 0 0
A 48 49 40 228 50 0
A 0 0 0 180 0 5
B 48 3 10 228 3 25
180 1 5 Total 180 0 0
Peg
83 8
Horizontal Angle
Mean Horizontal Angle
49 40 48 50 0
Face left Face right Face left Face right
AB = (SinC/SinB) * d = 19.710 m
8 0
49
2 54
Instrument : Theodolite
A
d1 = 4.854+8.616+6.480 = 19.950m
d2 = 6.506+8.534+4.916 = 19.956m
Triangulation Survey Sheet
For Triangle : ABC
3 15C 49 3 10 48
0 83 8 0
B 48
d3 = 4.914+8.528+6.500 = 19.942m
d = (d1+d2+d3)/3 = 19.949
discrepency = 0.007
Precision = 1 in 2850
Inst. St.
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
BC = (SinA/SinB) * d = 26.312 m
d
Horizontal Circle Reading
Corrected
A
B
C
83
48
48
7 37
29
3 20 48
48 49 50
83
77

74. Location : Malpi Khola, PanautiInstrument : Theodolite
Triangulation Survey Sheet
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
D d B
A
D M S D M S D M S D M S D M S D M S
D 0 0 0 180 0 5
B 44 50 30 224 50 35
A 0 0 0 180 0 0
D 84 5 30 264 6 10
B 0 0 0 179 59 55
A 51 5 15 231 5 10
180 1 35 Total 180 0 0
The mean length of Bridge Axis = 19.707 m
Discrepency of Bridge Axis Length = 0.006
Precission of Bridge axis length = 1 in 3284
discrepency = 0.002
d1 = 8.628+4.593+4.634 = 17.855m
d2 = 8.644+4.576+4.638 = 17.858m
d = (d1+d2+d3)/3 = 17.856m
For Triangle: ABD
Corrected
Face left Face right Face left Face rightInst. St.Peg
Horizontal Circle Reading Horizontal Angle
Mean Horizontal Angle
50 B 84
50 30 44 50 30A 44 50 30 44
B 84 5 30 84 6 10 84 5
AD = (SinB/SinA) * d = 25.191 m
AB = (sinD/SInA) *d = 19.704 m
d3 = 7.642+5.122+5.090 = 17.854m
Precision = 1 in 8928
5 17
D 51 5 15 51 5 15 51 5 15 D 51 4 44
A 44 49 59
78

75. Location : Malpi Khola, PanautiInstrument : Theodolite
Triangulation Survey Sheet
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
D
I A
D M S D M S D M S D M S D M S D M S
I 0 0 0 180 0 5
D 49 37 50 229 38 5
A 0 0 0 180 0 10
I 91 32 30 271 32 45
D 0 0 0 180 0 5
A 38 49 45 218 49 50
180 0 15 Total 180 0 0
AI = (SinD/SinI) * AD = 40.164m
DI = (SinA/SinI) * AD = 30.611m
45 I 38 49 40
D 91 32 30 91
I 38 49 45 38 49 45 38 49
32 40 91 32 35
Corrected
Face left Face right Face left Face right
55 A 49 37 50
D 91 32 30
A 49 37 50 49 38 0 49 37
AD = 25.191m
Inst. St.Peg
Horizontal Circle Reading Horizontal Angle
Mean Horizontal Angle
For Triangle : ADI
79

76. Location : Malpi Khola, PanautiInstrument : Theodolite
Triangulation Survey Sheet
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
K D
I
D M S D M S D M S D M S D M S D M S
I 0 0 0 180 0 5
K 37 21 20 217 21 45
D 0 0 0 180 0 15
I 62 58 55 242 59 10
K 0 0 0 180 0 10
D 79 38 45 259 38 55
179 59 15 Total 180 0 0
50 I 79 39 5
IK = (SinD/SinK) * DI = 20.851m
DK = (SinI/SinK) * DI = 33.800m
I 79 38 45 79 38 55 79 38
D 37 21 45
K 62 58 55 62 58 55 62 58 55 K 62 59 10
D 37 21 20 37 21 40 37 21
Inst. St.Peg
Horizontal Circle Reading Horizontal Angle
Mean Horizontal Angle
30
Corrected
Face left Face right Face left Face right
DI = 30.611m
For Triangle : DKI
80

77. Location : Malpi Khola, PanautiInstrument : Theodolite
Triangulation Survey Sheet
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
K
J I
D M S D M S D M S D M S D M S D M S
I 0 0 0 180 0 10
J 58 18 45 238 19 5
J 0 0 0 180 0 5
K 76 54 15 256 54 10
K 0 0 0 180 0 5
I 44 48 25 224 48 10
180 1 15 Total 180 0 0
IJ = (SinK/SinJ) * KI = 25.180m
KJ = (SinI/SinJ) * KI = 28.822m
15 J 44 47 50
I 76 54 15 76
J 44 48 25 44 48 5 44 48
54 5 76 54 10
Mean Horizontal Angle Corrected
Face left Face right Face left Face right
50 K 58 18 25
I 76 53 45
K 58 18 45 58 18 55 58 18
KI = 20.851m
Inst. St.Peg
Horizontal Circle Reading Horizontal Angle
For Triangle : KIJ
81

78. Location : Malpi Khola, PanautiInstrument : Theodolite
Triangulation Survey Sheet
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
L K
J
D M S D M S D M S D M S D M S D M S
L 0 0 0 180 0 10
K 64 26 5 244 26 20
J 0 0 0 180 0 15
L 43 23 20 223 23 30
K 0 0 0 180 0 5
J 72 9 35 259 9 25
179 58 53 Total 180 0 0
L 72 9 509 35 72 9 20 72 9 27
23 15 43 23 18 K 43 23 40
Corrected
Face left Face right Face left Face right
J 64 26 3026 5 64 26
Inst. St.
Horizontal Circle Reading
10 64 26 8
Peg
Horizontal Angle
Mean Horizontal Angle
J 64
JK = 28.822m
For Triangle : JKL
K 43
L 72
KL = (SinJ/SinL) * JK = 27.314m
JL = (SinK/SinL) * JK = 20.801m
23 20 43
82

79. Location : Malpi Khola, PanautiInstrument : Theodolite
Triangulation Survey Sheet
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
L
M J
D M S D M S D M S D M S D M S D M S
M 0 0 0 180 0 5
L 89 18 25 269 18 30
J 0 0 0 180 0 0
M 53 55 10 233 55 30
L 0 0 0 180 0 5
J 36 46 50 216 46 45
180 0 30 Total 180 0 0
For Triangle : JLM
55
46 4036
53
36 46 45 M 36 46 35
30 53 55 20
J 89 18 15
Corrected
L 53 55 10
Mean Horizontal Angle
Face left Face right Face left Face right
18 25 89 18 25 89 18 25
Peg
JL = 20.801m
Inst. St.
Horizontal Circle Reading Horizontal Angle
J 89
L 53
M 36
JM = (SinL/SinM) * JL = 28.080m
LM = (SinJ/SinM) * JL = 34.741m
46 50
55 10
83

80. Location : Malpi Khola, PanautiInstrument : Theodolite
Triangulation Survey Sheet
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
N L
M
D M S D M S D M S D M S D M S D M S
M 0 0 0 180 0 5
N 38 12 25 218 12 20
N 0 0 0 180 0 10
L 62 15 40 242 16 0
L 0 0 0 180 0 5
M 79 30 55 259 31 0
179 59 0 Total 180 0 0
For Triangle : LMN
N79 30 5530 55 79 30 55
15 50 M62 15 45
15
Peg
Mean Horizontal Angle Corrected
Face left Face right Face left Face right
L38 12 2012 25 38 12 12 40
62
38
LM = 34.741m
Inst. St.
Horizontal Circle Reading Horizontal Angle
L 38
M 62
N 79
LN = (SinM/SinN) * LM = 31.272m
MN = (SinL/SinN) * LM = 21.854m
15 40 62 16 5
79 31 15
84

81. Location : Malpi Khola, PanautiInstrument : Theodolite
Triangulation Survey Sheet
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
N
O M
D M S D M S D M S D M S D M S D M S
O 0 0 0 180 0 5
N 59 34 30 239 34 40
M 0 0 0 180 0 10
O 77 25 30 257 25 25
N 0 0 0 180 0 10
M 42 59 0 222 59 5
179 58 54 Total 180 0 0
For Triangle : MNO
MN = 21.854m
Inst. St.Peg
Horizontal Circle Reading Horizontal Angle
45
M 59 34 30 59 34 35 59 34
Mean Horizontal Angle Corrected
Face left Face right Face left Face right
33 M 59 34 55
59 20
N 77 25 30 77
O 42 59 0 42 58 55 42 58
25 15 77 25 23 N 77 25
OM = (SinN/SinO) * MN = 31.282m
ON = (SinM/SinO) * MN = 27.639m
58 O 42
85

82. Location : Malpi Khola, PanautiInstrument : Theodolite
Triangulation Survey Sheet
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
P N
O
D M S D M S D M S D M S D M S D M S
O 0 0 0 180 0 5
P 52 39 15 232 39 10
P 0 0 0 180 0 5
N 67 33 0 247 33 5
N 0 0 0 180 0 15
O 59 47 55 239 48 30
180 0 15 Total 180 0 0
For Triangle : NOP
ON = 27.639m
15 52 39 5 52 39
Inst. St.Peg
Horizontal Circle Reading Horizontal Angle
Mean Horizontal Angle
10
Face left Face right Face left Face right
15 59 48
N 52 39 5
O 67 33 0 67 33 0 67 33 0 O 67 32 55
N 52 39
PN = (SinO/SinP) * ON = 29.555m
OP = (SinN/SinP) * ON = 25.422m
P 59 47 55 59 48 5 P 59 48 0
Corrected
86

83. Location : Malpi Khola, PanautiInstrument : Theodolite
Triangulation Survey Sheet
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
B F
C
D M S D M S D M S D M S D M S D M S
F 0 0 0 180 0 10
C 51 4 20 231 4 10
B 0 0 0 180 0 0
F 98 25 10 278 25 20
C 0 0 0 180 0 5
B 30 30 20 210 30 35
179 59 50 Total 180 0 0
For Triangle : BCF
BC = 26.312m
Inst. St.Peg
Horizontal Circle Reading Horizontal Angle
B 51 4 20 51 4 0 51 4
25 20 98 25
Mean Horizontal Angle Corrected
Face left Face right Face left Face right
10 B 51 4 13
15 C 98 25 19C 98 25 10 98
F 30 30 20 30
BF = (SinC/SinF) * BC = 51.272m
FC = (SinB/SinF) * BC = 40.320m
2530 30 30 30 F 30 30 28
87

84. Location : Malpi Khola, PanautiInstrument : Theodolite
Triangulation Survey Sheet
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
F
C H
D M S D M S D M S D M S D M S D M S
C 0 0 0 180 0 0
F 89 0 5 269 0 15
H 0 0 0 179 59 55
C 59 28 5 239 28 10
F 0 0 0 180 0 10
H 31 31 30 211 31 50
179 59 55 Total 180 0 0
For Triangle : FHC
CF = 40.320
89 0 15 89 0
Inst. St.Peg
Horizontal Circle Reading Horizontal Angle
Mean Horizontal Angle
10
Face left Face right Face left Face right
31 31
H 89 0 12
F 59 28 5 59 28 15 59 28 10 F 59 28 12
H 89 0 5
FH = (SinC/SinH) * CF = 21.088m
CH = (SinF/SinH) * CF = 34.734m
C 31 31 30 31 31 40 35 C 31 31 36
Corrected
88

85. Location : Malpi Khola, Panauti
Stadia
intercept
Distance
Stadia
intercept
Distance
T M B s=(T-B) 100*s T M B s=(T-B) 100*s
BM 1.708 1.659 1.61 1.659 0.098 9.8 1438
1.68 1.642 1.605 1.642 0.075 7.5 1.045 0.998 0.95 0.998 0.095 9.5 0.661 1438.661
1.89 1.874 1.858 1.874 0.032 3.2 0.884 0.844 0.804 0.844 0.08 8 0.798 1439.459
1.856 1.846 1.836 1.846 0.02 2 0.666 0.648 0.628 0.648 0.038 3.8 1.226 1440.685
0.847 0.806 0.765 0.806 0.082 8.2 0.988 0.978 0.968 0.978 0.02 2 0.868 1441.553
1.015 0.96 0.905 0.96 0.11 11 1.524 1.483 1.442 1.483 0.082 8.2 0.677 1440.876
1.285 1.216 1.147 1.216 0.138 13.8 1.815 1.755 1.695 1.755 0.12 12 0.795 1440.081
1.653 1.584 1.514 1.584 0.139 13.9 1.181 1.111 1.041 1.111 0.14 14 0.105 1440.186
1.464 1.442 1.421 1.442 0.043 4.3 1.111 1.043 0.975 1.043 0.136 13.6 0.541 1440.727
A 1.345 1.325 1.305 1.325 0.04 4 1.345 1.325 1.305 1.325 0.04 4 0.117 1440.844
1.025 0.955 0.886 0.955 0.139 13.9 1.464 1.443 1.421 1.443 0.043 4.3 0.118 1440.726
1.134 1.064 0.995 1.064 0.139 13.9 1.555 1.488 1.421 1.488 0.134 13.4 0.533 1440.193
1.774 1.712 1.65 1.712 0.124 12.4 1.233 1.163 1.092 1.163 0.141 14.1 0.099 1440.094
1.8 1.77 1.74 1.77 0.06 6 0.972 0.91 0.85 0.91 0.122 12.2 0.802 1440.896
0.71 0.691 0.672 0.691 0.038 3.8 1.085 1.054 1.024 1.054 0.061 6.1 0.716 1441.612
0.835 0.820 0.806 0.82 0.029 2.9 1.684 1.668 1.652 1.668 0.032 3.2 0.977 1440.635
0.765 0.708 0.652 0.708 0.113 11.3 1.777 1.763 1.75 1.763 0.027 2.7 0.943 1439.692
1.377 1.345 1.314 1.345 0.063 6.3 1.94 1.885 1.83 1.885 0.11 11 1.177 1438.515
BM 1.892 1.859 1.827 1.859 0.065 6.5 0.514 1438.001
23.419 148.2 23.418 142.1 5.834 5.833
Arithmetic check :
∑BS - ∑FS = Last RL - First RL = ∑Rise - ∑Fall Total Loop Distance = 148.2 + 142.1 = 290.3m
23.422 - 23.421 = 1438.001 - 1438.000 = 5.834 - 5.833 Permissible error = 25√k = 25√0.2903 = 13.470mm
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Instrument : Auto Level
∴0.001 = 0.001 = 0.001 Observed error= 1mm
Elevation
FLY LEVEL FIELD BOOK : BM to A
Stn No.
Back sight (BS) Fore sight (FS)
Rise FallThree wire reading
Mean
Three wire reading
Mean
89

86. Location : Malpi Khola, Panauti
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Instrument : Auto Level
FLY LEVEL FIELD BOOK : A TO OTHER STATIONS
Stadia
intercept
Distance
Stadia
intercept
Distance
T M B s=(T-B) 100*s T M B s=(T-B) 100*s
A 1.101 1.048 0.996 1.048 0.105 10.5 1440.844
C 1.282 1.23 1.179 1.23 0.103 10.3 1.733 1.682 1.63 1.682 0.103 10.3 0.634 1440.21
1.247 1.202 1.157 1.202 0.09 9 1.512 1.465 1.419 1.465 0.093 9.3 0.235 1439.975
H 1.38 1.332 1.285 1.332 0.095 9.5 1.38 1.332 1.285 1.332 0.095 9.5 0.13 1439.845
1.7 1.65 1.6 1.65 0.1 10 1.247 1.202 1.157 1.202 0.09 9 0.13 1439.975
C 1.85 1.798 1.745 1.798 0.105 10.5 1.464 1.416 1.367 1.416 0.097 9.7 0.234 1440.209
A 1.553 1.502 1.451 1.502 0.102 10.2 1.214 1.163 1.112 1.163 0.102 10.2 0.635 1440.844
I 1.578 1.529 1.48 1.529 0.098 9.8 1.12 1.07 1.019 1.07 0.101 10.1 0.432 1441.276
J 1.108 1.062 1.016 1.062 0.092 9.2 1.108 1.062 1.016 1.062 0.092 9.2 0.467 1441.743
I 1.739 1.676 1.614 1.676 0.125 12.5 1.578 1.529 1.48 1.529 0.098 9.8 0.467 1441.276
1.587 1.534 1.48 1.534 0.107 10.7 1.151 1.089 1.027 1.089 0.124 12.4 0.587 1441.863
M 1.715 1.645 1.575 1.645 0.14 14 1.115 1.061 1.008 1.061 0.107 10.7 0.473 1442.336
O 1.445 1.383 1.321 1.383 0.124 12.4 0.97 0.903 0.837 0.903 0.133 13.3 0.742 1443.078
X 1.019 0.954 0.89 0.954 0.129 12.9 1.019 0.954 0.89 0.954 0.129 12.9 0.429 1443.507
O 0.97 0.923 0.876 0.923 0.094 9.4 1.445 1.383 1.321 1.383 0.124 12.4 0.429 1443.078
1.274 1.253 1.233 1.253 0.041 4.1 1.635 1.587 1.539 1.587 0.096 9.6 0.664 1442.414
M 1.043 0.973 0.904 0.973 0.139 13.9 1.353 1.331 1.319 1.331 0.034 3.4 0.078 1442.336
1.126 1.077 1.028 1.077 0.098 9.8 1.547 1.481 1.415 1.481 0.132 13.2 0.508 1441.828
I 1.137 1.085 1.034 1.085 0.103 10.3 1.673 1.627 1.581 1.627 0.092 9.2 0.55 1441.278
A 1.57 1.518 1.466 1.518 0.104 10.4 0.433 1440.845
24.856 199 24.855 194.6 4.129 4.128
Arithmetic check :
∑BS - ∑FS = Last RL - First RL = ∑Rise - ∑Fall Total Loop Distance = 199 + 194.6 = 393.6m
24.856 - 24.855= 1440.845 - 1440.844 = 4.129 - 4.128 Permissible error = 25√k = 25√0.3936 = 15.684mm
Fore sight (FS)
Rise Fall
∴0.001 = 0.001 = 0.001 Observed error= 1mm
ElevationThree wire reading
Mean
Three wire reading
MeanStn No.
Back sight (BS)
90

87. Location : Malpi Khola, Panauti
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Instrument : Auto Level
FLY LEVEL FIELD BOOK : B TO OTHER STATIONS
Stadia
intercept
Distance
Stadia
intercept
Distance
T M B s=(T-B) 100*s T M B s=(T-B) 100*s
B 1.26 1.21 1.16 1.21 0.1 10 1441.325
1.355 1.307 1.26 1.307 0.095 9.5 1.46 1.41 1.361 1.41 0.099 9.9 0.2 1441.125
F 1.488 1.441 1.394 1.441 0.094 9.4 1.488 1.441 1.394 1.441 0.094 9.4 0.134 1440.991
1.539 1.487 1.435 1.487 0.104 10.4 1.355 1.307 1.26 1.307 0.095 9.5 0.134 1441.125
B 1.701 1.658 1.615 1.658 0.086 8.6 1.332 1.285 1.238 1.285 0.094 9.4 0.202 1441.327
D 1.858 1.801 1.745 1.801 0.113 11.3 1.386 1.341 1.295 1.341 0.091 9.1 0.317 1441.644
K 1.715 1.66 1.605 1.66 0.11 11 1.399 1.338 1.277 1.338 0.122 12.2 0.463 1442.107
L 1.255 1.193 1.131 1.193 0.124 12.4 1.39 1.335 1.28 1.335 0.11 11 0.325 1442.432
N 1.384 1.32 1.256 1.32 0.128 12.8 1.596 1.53 1.464 1.53 0.132 13.2 0.337 1442.095
P 1.355 1.29 1.225 1.29 0.13 13 1.355 1.29 1.225 1.29 0.13 13 0.03 1442.125
N 1.382 1.319 1.255 1.319 0.127 12.7 1.384 1.32 1.256 1.32 0.128 12.8 0.03 1442.095
L 1.39 1.335 1.28 1.335 0.11 11 1.046 0.982 0.917 0.982 0.129 12.9 0.337 1442.432
K 1.105 1.046 0.987 1.046 0.118 11.8 1.715 1.66 1.605 1.66 0.11 11 0.325 1442.107
D 1.168 1.124 1.08 1.124 0.088 8.8 1.569 1.51 1.451 1.51 0.118 11.8 0.464 1441.643
B 1.485 1.44 1.395 1.44 0.09 9 0.316 1441.327
19.191 152.7 19.189 154.2 1.808 1.806
Arithmetic check :
∑BS - ∑FS = Last RL - First RL = ∑Rise - ∑Fall Total Loop Distance = 152.7 + 154.2 = 306.9m
19.191 - 19.189 = 1441.327 - 1441.325 = 1.808 - 1.806 Permissible error = 25√k = 25√0.3069 = 13.85mm
∴0.002 = 0.002 = 0.002 Observed error= 2mm
ElevationThree wire reading
Mean
Three wire reading
MeanStn No.
Back sight (BS) Fore sight (FS)
Rise Fall
91

88. Location : Malpi Khola, Panauti
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Instrument : Auto Level
T M B
A 1.505 1.486 1.467 1.486 0.038 3.8
B 1.103 1.005 0.907 1.005 0.196 19.6
A 1.998 1.9 1.802 1.9 0.196 19.6
B 1.439 1.42 1.401 1.42 0.038 3.8
RL of Station B = RL of Station A + 0.481 = 1440.844 + 0.481 = 1441.325m
∆h1 - ∆h2
0.481
0.4805 0.001
0.48
Sighted to
Three Wire Readings
Mean s = T - B
Distance =
100s
∆h
Average
∆h
Inst Stn
Near A
Near B
Remarks
Station B heigher than
Station A
RECIPROCAL LEVELLING FROM A TO B
92

89. Location : Malpi Khola, Panauti
D M S LatitudeDepartureNorthing (N)Easting (E)
A 3050945 351790
AB 19.707 324 30 0 324.5 16.0437 -11.4439
B 3050961.044351778.557
BF 51.272 44 35 57 44.5991 36.5075 36.0002
F 3050997.551351814.558
FH 21.088 134 37 18 134.6216 -14.8126 15.0096
H 3050982.739351829.568
HC 34.734 225 38 10 225.6361 -24.2864 -24.8318
C 3050958.452351804.737
CA 19.949 227 38 0 227.6333 -13.443 -14.7392
A 3050945.009351789.998
Independent Co-ordinate
WCB bearingPoint Line Length
WCB Consecutive Co-ordinate
Coordinate Calculation of Downstream
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
93

90. Location : Malpi Khola, Panauti
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
D M S LatitudeDepartureNorthing (N)Easting (E)
A 3050945 351790
AB 19.707 324 30 0 324.5 16.0437 -11.4439
B 3050961.043351778.557
BD 17.856 228 35 17 228.588 -11.8111 -13.3915
D 3050949.232351765.166
DK 33.8 228 34 13 228.5702 -22.3655 -25.3421
K 3050926.866351739.824
KL 27.3145 213 15 28 213.2577 -22.8407 -14.9794
L 3050904.026351724.845
LN 31.257 197 36 48 197.6133 -29.7916 -9.458
N 3050874.234351715.387
NP 29.5961 227 12 33 227.2091 -20.1053 -21.7187
P 3050854.129351693.669
PO 25.457 107 0 33 107.0091 -7.4467 24.3434
O 3050846.682351718.013
OM 31.3225 37 32 48 37.5466 24.8342 19.0881
M 3050871.516351737.102
MJ 28.079 16 7 3 16.1175 26.9753 7.7949
J 3050898.492351744.897
JI 25.1796 34 39 38 34.6605 20.7111 14.3199
I 3050919.203351759.217
IA 40.163 50 2 8 50.0355 25.7972 30.7826
A 3050945 351790
Independent Co-ordinate
WCB bearing
Coordinate Calculation of Upstream
Point Line Length
WCB Consecutive Co-ordinate
94

91. Hor. Dist. D
(m)
Vert. Dist. V
(m)
RL WCB Remark
D M S D M S Latitude Departure N E
A 1440.844 230.036 3050945 351790 I
2.15 97 40 30 97 45 55 14.907 0.512 1440.532 327.711 12.601 -7.963 3050957.601 351782.036 REL
2.15 97 29 45 88 20 10 18.475 0.526 1440.546 327.532 15.587 -9.917 3050960.587 351780.082 RBL
1.6 93 30 40 89 0 40 1.155 0.02 1440.59 323.547 0.929 -0.686 3050945.929 351789.313 RBR
2.15 102 48 0 114 7 45 4.771 -2.137 1437.883 332.836 4.244 -2.178 3050949.244 351787.821 RER
2.15 98 25 15 87 14 45 23.746 1.142 1441.162 328.457 20.237 -12.422 3050965.237 351777.577 RL
2.15 276 29 35 85 52 5 12.079 0.873 1440.893 146.529 -10.075 6.661 3050934.924 351796.661 RR
2.15 104 56 30 108 24 5 10.184 -3.388 1436.632 334.978 9.228 -4.307 3050954.228 351785.692 CL
2.15 8 16 10 86 21 30 13.927 0.886 1440.906 238.305 -7.317 -11.849 3050937.682 351778.15 BR
2.15 61 0 25 86 29 40 22.585 1.384 1441.404 291.043 8.109 -21.078 3050953.109 351768.921 BL
2.15 63 8 45 86 50 5 26.846 1.485 1441.505 293.182 10.568 -24.678 3050955.568 351765.321 RL
2.15 326 19 10 86 24 0 17.555 1.105 1441.125 196.355 -16.844 -4.943 3050928.155 351785.056 RR
2.15 51 31 45 96 22 0 18.781 -2.096 1437.924 281.565 3.765 -18.399 3050948.765 351771.6 REL
2.15 27 22 5 99 16 25 13.168 -2.15 1437.87 257.404 -2.871 -12.851 3050942.128 351777.148 RER
2.15 47 8 5 100 12 30 14.635 -2.635 1437.385 277.171 1.826 -14.52 3050946.826 351775.479 CL
2.15 59 38 30 93 3 25 19.88 -1.062 1438.958 289.678 6.694 -18.718 3050951.694 351771.281 FLL
2.15 1 57 15 86 49 55 26.501 1.467 1441.487 231.99 -16.319 -20.88 3050928.68 351769.119 BR
2.15 29 42 40 94 3 35 27.45 -1.948 1438.072 259.747 -4.885 -27.011 3050940.114 351762.988 RFL
2.15 342 8 40 87 12 30 27.717 1.352 1441.372 212.18 -23.458 -14.761 3050921.541 351775.238 RR
2.15 26 50 5 95 52 15 24.355 -2.504 1437.516 256.871 -5.532 -23.718 3050939.467 351766.281 CL
2.15 10 47 40 93 38 30 25.159 -1.601 1438.419 240.83 -12.262 -21.968 3050932.737 351768.031 RER
2.15 34 37 0 90 40 40 28.907 -0.342 1439.678 264.653 -2.693 -28.781 3050942.306 351761.218 FLL
2.15 37 41 5 86 58 15 30.781 1.629 1441.649 267.721 -1.223 -30.756 3050943.776 351759.243 BL
2.15 7 20 40 91 16 55 24.762 -0.553 1439.467 237.38 -13.348 -20.856 3050931.651 351769.143 FLR
2.15 39 22 10 86 54 50 30.223 1.63 1441.65 269.405 -0.313 -30.221 3050944.686 351759.778 BL
2.15 176 28 25 88 55 15 14.876 0.281 1440.301 46.51 10.238 10.792 3050955.238 351800.792 BR
1.55 144 12 25 89 19 20 27.294 0.324 1440.944 14.243 26.454 6.715 3050971.454 351796.715 BL
1.8 221 29 40 89 15 35 19.738 0.255 1440.625 91.53 -0.527 19.73 3050944.472 351809.73 RR
1.55 118 26 25 88 52 35 27.644 6.543 1447.163 348.476 27.086 -5.522 3050972.086 351784.477 RL
2.15 161 28 25 101 27 5 16.368 -3.316 1436.704 31.51 13.954 8.554 3050958.954 351798.554 RER
2.15 148 31 20 95 19 45 23.084 -3.378 1436.642 18.558 21.883 7.347 3050966.883 351797.347 REL
2.15 169 59 50 93 57 25 15.413 -1.065 1438.955 40.033 11.801 9.914 3050956.801 351799.914 FLR
1.3 140 57 20 91 53 15 23.93 -0.789 1440.081 10.991 23.49 4.562 3050968.49 351794.562 FLL
1.326 I
Sighted to I with zero set
Vertical Angle Consecutive Coordinate Independent Coordinate
Inst stn & HITarget HtObject st
Horizontal Angle
Detailing Tacheometric Sheet
Bridge Site Survey
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Instrument : Total Station Location : Malpi Khola, Panauti
95

92. Hor. Dist. D
(m)
Vert. Dist. V
(m)
RL WCB Remark
D M S D M S Latitude Departure N E
Vertical Angle Consecutive Coordinate Independent Coordinate
Inst stn & HITarget HtObject st
Horizontal Angle
Detailing Tacheometric Sheet
Bridge Site Survey
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Instrument : Total Station Location : Malpi Khola, Panauti
K 1442.107 48.571 3050926.867 351739.822 D
1.3 32 14 50 98 33 5 25.621 -3.853 1438.272 80.818 4.088 25.292 3050930.955 351765.115 RER
2.15 5 52 55 92 13 5 18.797 -0.728 1440.547 54.453 10.928 15.293 3050937.795 351755.116 FLR
1.7 32 33 15 94 49 0 26.022 -2.193 1439.532 81.125 4.014 25.71 3050930.881 351765.532 FLR
1.8 0 54 40 90 7 5 10.107 -0.021 1441.604 49.482 6.566 7.683 3050933.433 351747.505 BL
2.15 13 34 50 95 45 15 10.165 -1.02 1440.255 62.151 4.748 8.987 3050931.615 351748.81 FLL
1.55 39 13 25 91 12 45 27.77 -0.588 1441.287 87.794 1.068 27.749 3050927.935 351767.571 BR
2.15 23 55 20 104 27 0 11.359 -2.927 1438.348 72.493 3.416 10.832 3050930.284 351750.655 REL
1.55 48 31 10 91 2 20 32.29 -0.586 1441.289 97.09 -3.985 32.043 3050922.881 351771.865 RR
2.15 33 15 30 104 26 30 12.982 -3.343 1437.932 81.829 1.845 12.85 3050928.712 351752.672 CL
2.15 328 7 15 86 40 45 11.957 0.694 1441.969 16.691 11.453 3.434 3050938.32 351743.256 RL
1.8 13 27 25 87 4 35 4.12 0.21 1441.835 62.028 1.932 3.638 3050928.799 351743.461 BL
1.3 22 44 25 100 44 0 22.762 -4.315 1437.81 71.311 7.293 21.561 3050934.16 351761.384 CL
2.15 50 50 35 115 28 48 2.63 -1.253 1440.022 99.414 -0.43 2.594 3050926.436 351742.416 BL
2.15 71 56 0 119 22 10 5.319 -2.994 1438.281 120.504 -2.699 4.582 3050924.167 351744.405 REL
1.3 74 5 50 104 10 45 14.438 -3.648 1438.477 122.668 -7.793 12.154 3050919.073 351751.976 RER
2.15 72 49 0 111 42 45 8.653 -3.446 1437.829 121.387 -4.506 7.386 3050922.36 351747.209 CL
1.3 74 5 50 91 48 25 19.141 -0.604 1441.521 122.668 -10.331 16.113 3050916.535 351755.935 BR
1.62 84 23 50 90 11 25 24.013 -0.08 1441.725 132.968 -16.367 17.571 3050910.499 351757.393 RR
2.15 190 37 50 86 58 15 14.793 0.783 1442.058 239.201 -7.574 -12.706 3050919.292 351727.115 RL
2.15 167 13 20 87 8 30 14.665 0.732 1442.007 215.793 -11.895 -8.577 3050914.971 351731.245 BL
2.15 162 9 25 92 22 0 15.189 -0.628 1440.647 210.728 -13.056 -7.761 3050913.81 351732.061 FLL
1.55 117 31 40 89 49 50 21.279 0.063 1441.938 166.098 -20.655 5.112 3050906.211 351744.934 BR
1.55 116 54 30 89 40 20 28.446 0.163 1442.038 165.479 -27.537 7.132 3050899.329 351746.954 RR
2.15 137 55 55 100 39 45 16.749 -3.153 1438.122 186.503 -16.641 -1.896 3050910.225 351737.925 CL
1.3 137 37 25 96 46 0 25.392 -3.012 1439.113 186.194 -25.243 -2.739 3050901.623 351737.082 RER
1.3 123 5 5 95 52 35 21.601 -2.223 1439.902 171.655 -21.372 3.134 3050905.494 351742.957 FLR
1.318 D
Sighted to D with Zero set
97

93. Hor. Dist. D
(m)
Vert. Dist. V
(m)
RL WCB Remark
D M S D M S Latitude Departure N E
Vertical Angle Consecutive Coordinate Independent Coordinate
Inst stn & HITarget HtObject st
Horizontal Angle
Detailing Tacheometric Sheet
Bridge Site Survey
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Instrument : Total Station Location : Malpi Khola, Panauti
1.8 153 18 40 86 27 55 6.407 0.396 1442.041 200.521 -6 -2.245 3050848.128 351691.42 RL
1.8 213 17 20 88 8 50 14.729 0.477 1442.122 260.498 -2.431 -14.526 3050851.698 351679.139 RL
2.15 6 26 15 86 31 25 8.463 0.515 1441.81 53.647 5.016 6.815 3050859.145 351700.482 BR
2.15 319 42 35 87 37 45 10.895 0.451 1441.746 6.919 10.815 1.312 3050864.945 351694.978 RL
2.15 356 45 45 87 30 25 23.906 1.043 1442.338 43.972 17.204 16.598 3050871.333 351710.264 BR
2.15 337 46 30 87 24 10 21.929 0.995 1442.29 24.985 19.876 9.262 3050874.006 351702.928 RR
2.15 1 56 30 87 17 0 27.901 1.325 1442.62 49.151 18.248 21.105 3050872.378 351714.771 GP
2.15 334 55 0 87 40 0 32.021 1.305 1442.6 22.126 29.662 12.06 3050883.792 351705.726 GP
2.15 344 6 45 88 11 20 38.612 1.221 1442.516 31.322 32.984 20.072 3050887.113 351713.738 ROAD
2.15 339 44 15 87 47 50 43.954 1.691 1442.986 26.947 39.181 19.918 3050893.31 351713.584 GP
2.15 335 26 0 87 41 30 43.424 1.451 1442.746 22.643 40.076 16.717 3050894.206 351710.384 GP
2.15 342 17 25 87 44 0 50.004 1.979 1443.274 29.5 43.521 24.623 3050897.65 351718.289 GP
2.15 343 4 45 87 43 0 51.109 2.038 1443.333 30.289 44.132 25.777 3050898.261 351719.443 GP
2.15 197 53 0 89 35 30 16.095 0.115 1441.41 245.093 -6.778 -14.598 3050847.351 351679.068 GP
2.15 176 47 25 89 38 35 16.049 0.1 1441.395 224 -11.544 -11.148 3050842.584 351682.517 BR
2.15 10 37 45 94 55 10 26.872 -2.313 1438.982 57.839 14.303 22.748 3050868.433 351716.414 RER
2.15 10 27 15 93 32 0 37.076 -2.289 1439.006 57.664 19.831 31.326 3050873.96 351724.992 RER
2.15 5 39 10 93 31 45 36.958 -2.279 1439.016 52.862 22.312 29.462 3050876.441 351723.128 GP
2.15 10 35 40 93 7 10 40.658 -2.216 1439.079 57.804 21.663 34.406 3050875.792 351728.072 GP
REL/RER = River Edge left / right
RBL/RBR = River Bank left / right
FLL/FLR = Flood level left / Right
CL = center line
RL/RR = Road left / right
BL/BR = Bank left / right
1.32 N
99

94. ROAD ALIGNMENT
SURVEY

100

95. T M B S=T-B 100*S T M B S=T-B 100*S
TBM 0.8520.8020.7520.802 0.1 10 1415
0.8810.8160.7510.8160.13 13 1.9951.9451.8951.945 0.1 10 1.1431413.857
0.8740.8210.7680.8210.106 10.61.9831.9171.8511.9170.132 13.2 1.1011412.756
0.7420.6850.6280.6850.114 11.41.9021.8511.81.8510.102 10.2 1.031411.726
0.8180.7590.70.7590.118 11.81.7251.6651.6051.6650.12 12 0.981410.746
0.9520.9120.8720.9120.08 8 1.671.611.551.61 0.12 12 0.8511409.895
0.830.7880.7460.7880.084 8.4 1.7251.6861.6471.6860.078 7.8 0.7741409.121
0.7240.6860.6480.6860.076 7.6 1.7791.7381.6971.7380.082 8.2 0.951408.171
IP0 1.4541.4181.3821.4180.072 7.2 1.4541.4181.3821.4180.072 7.2 0.7321407.439
1.8571.8111.7651.8110.092 9.2 0.7240.6860.6480.6860.076 7.6 0.732 1408.171
1.8811.8411.8011.8410.08 8 0.8050.7580.7110.7580.094 9.4 1.053 1409.224
1.751.6771.6041.6770.146 14.6 1.211.171.131.17 0.08 8 0.671 1409.895
1.8441.7841.7241.7840.12 12 0.7510.6830.6150.6830.136 13.60.994 1410.889
1.8581.8121.7661.8120.092 9.2 0.810.7510.6920.7510.118 11.81.033 1411.922
1.971.9111.8521.9110.118 11.80.9920.9510.910.9510.082 8.2 0.861 1412.783
1.9551.9031.8511.9030.104 10.4 0.930.8670.8040.8670.126 12.61.044 1413.827
TBM 0.7780.7280.6780.728 0.1 10 1.175 1415.002
Arithmetic check :
∑BS - ∑FS = Last RL - First RL = ∑Rise - ∑Fall Total Loop Distance =163.2+161.8=325m
20.426 - 20.424 = 1415.002 - 1415 = 7.563 - 7.561 Permissible error = 25√k = 25√0.0.325 = 14.25mm
∴ 0.002 = 0.002 = 0.002
Fly Levelling of Road Alignment
Location : NEA-Kharipati
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Instrument : Autolevel
Station
no.
Back Sight Fore Sight
RiseFallElevationRemarksThree Wire Reading
Mean
Stadia
Intercept
DistanceThree Wire Reading
Mean
Stadia
Intercept
Distance
20.426 163.2 20.424 161.87.5637.561
Observed error= 2mm
101

96. Location : NEA-Kharipati
D M S D M S BeginningMiddleEnd
IP0 88.222 IP1
IP1 88.2222657 2085 7 20 12 11.02017.828 4.292 77.20286.11695.030145.027 IP2
IP2 61.0162365550565550 20 10.84319.873 2.750 134.183144.120154.056206.689 IP3
IP3 63.4761411730384230 15 5.269 10.134 0.898 201.420206.487211.553254.387 IP4
IP4 48.1022524620724620 15 11.05319.052 3.633 243.333252.859262.385300.104 IP5
IP5 48.772130561049 3 50 14 6.390 11.989 1.389 293.714299.708305.703395.077 IP6
IP6 95.7642524620691750 12 8.293 14.514 2.587 386.784394.041401.297436.519 IP7
IP7 43.5151332630463330 30 12.90724.378 2.659 423.612435.801447.990481.723 IP8
IP8 46.642282820482820 20 9.004 16.920 1.933 472.719481.179489.639539.837 IP9
IP9 59.20168 9 011149 0 15 22.16229.27411.761517.675532.312546.948647.083IP10
IP10122.2967136 010824 0 15 20.79828.37910.643626.285640.474654.664680.348IP11
IP1146.482
Chainage of Curve Next IP
Chainage
Remarks
Horizontal Alignment of Road
IP No.IP Length
Clockwise AngleDeflection AngleRadius of
Curve
Tangent
Length
Length of
Curve
Apex
Distance
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Instrument : Theodolite
102

97. Instrument : Autolevel Location : NEA-Kharipati
S.N.
LeftCentreRight
1 0+000 1.689 1409.128 1407.439IPₒ
2 1 1.723 0.0341407.405
3 5 0.235 1.488 1408.893
4 8 2.799 2.5641406.329
5 2 1.532 1.267 1407.596
6 6 1.65 0.1181407.478
7 8 1.366 0.284 1407.762
8 9 1.062 0.304 1408.066
9 0.733 1.5761408.285 0.5141407.552TP1
10 0+10 1.247 0.5141407.038
11 0+20 1.645 0.3981406.64
12 1 1.353 0.292 1406.932
13 3 0.741 0.612 1407.544
144.5 0.329 0.412 1407.956
15 2 1.757 1.4281406.528
16 4 1.95 0.1931406.335
17 6 2.685 0.7351405.6
18 0.733 1.891407.1280.795 1406.395TP2
19 1.851 1.0721407.907 0.3391406.056TP3
20 0+030 1.682 0.169 1406.225
21 0+040 2.634 0.9521405.273
22 2 2.495 0.139 1405.412
23 4 1.986 0.509 1405.921
24 5 1.45 0.536 1406.457
25 2 2.825 1.3751405.082
26 5 4.522 1.6971403.385
27 0+050 2.513 2.009 1405.394
28 0+060 2.423 0.09 1405.484
29 3 2.075 0.348 1405.832
30 4 1.653 0.422 1406.254
31 5 1.15 0.503 1406.757
32 6 0.682 0.468 1407.225
33 3 3.932 3.251403.975
34 5 4.125 0.1931403.782
35 10 4.393 0.2681403.514
36 1 2.868 1.525 1405.039
37 0+070 2.368 0.5 1405.539
38 0+077.202 1.756 0.612 1406.151BC1
39 3 1.477 0.279 1406.43
40 5 0.548 0.929 1407.359
41 5.5 0.212 0.336 1407.695
42 1.3 1.984 1.7721405.923
43 3 2.232 0.2481405.675
44 4 3.27 1.0381404.637
45 10 3.3 0.031404.607
46 1.113 1.8631407.1571.437 1406.044TP4
47 0+086.116 0.912 0.201 1406.245MC1
48 1 0.854 0.058 1406.303
49 2.2 0.685 0.169 1406.472
50 1 0.147 0.538 1407.01
51 2 1.015 0.8681406.142
52 3.6 1.16 0.1451405.997
53 0+095.030 1.008 0.152 1406.149EC1
Remarks
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Ordinary levelling for road
BS IS FS HI Rise FallElevation
Chainage
103

98. Instrument : Autolevel Location : NEA-Kharipati
S.N.
LeftCentreRight
Remarks
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Ordinary levelling for road
BS IS FS HI Rise FallElevation
Chainage
54 3 1.435 0.4271405.722
55 5 1.775 0.341405.382
56 6 2.318 0.5431404.839
57 2 0.462 1.856 1406.695
58 3 0.143 0.319 1407.014
59 0+100 1.218 1.0751405.939
60 2 1.462 0.2441405.695
61 6 2.413 0.9511404.744
62 7 2.85 0.4371404.307
63 10 3.074 0.2241404.083
64 2 0.923 2.151 1406.234
65 3 0.555 0.368 1406.602
66 3.8 0.211 0.344 1406.946
67 1.783 1.1831407.757 0.9721405.974TP5
68 0+110 2.024 0.2411405.733
69 0+120 2.037 0.0131405.72
70 1.6 1.555 0.482 1406.202
71 3 1.115 0.44 1406.642
72 4 0.627 0.488 1407.13
73 4.7 0.215 0.412 1407.542
74 2 1.992 1.7771405.765
75 7 2.433 0.4411405.324
76 10 2.488 0.0551405.269
77 0+130 1.867 0.621 1405.89
78 0+134.183 1.733 0.134 1406.024BC2
79 2 1.385 0.348 1406.372
80 4 0.378 1.007 1407.379
81 2 1.93 1.5521405.827
82 5 2.055 0.1251405.702
83 10 2.144 0.0891405.613
84 0+144.120 1.118 1.026 1406.639MC2
85 3.7 0.633 0.485 1407.124
86 5.7 0.144 0.489 1407.613
87 2 1.645 1.5011406.112
88 5 2.016 0.3711405.741
89 8 2.155 0.1391405.602
90 1.154 1.6141407.2970.541 1406.143TP6
91 0+154.056 1.423 0.2691405.874EC2
92 2 1.19 0.233 1406.107
93 5 0.851 0.339 1406.446
94 7 0.367 0.484 1406.93
95 10 3.781 3.4141403.516
96 9 3.185 0.596 1404.112
97 7 2.055 1.13 1405.242
98 2 1.60 0.459 1405.701
99 0+160 1.5 0.096 1405.797
100 2 1.404 0.096 1405.893
101 5.5 0.924 0.48 1406.373
102 9 0.113 0.811 1407.184
103 10 0.407 0.2941406.89
104 3.6 1.793 1.3861405.504
105 5.7 2.683 0.891404.614
106 10 3.98 1.2971403.317
104

99. Instrument : Autolevel Location : NEA-Kharipati
S.N.
LeftCentreRight
Remarks
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Ordinary levelling for road
BS IS FS HI Rise FallElevation
Chainage
107 0.76 1.8451406.2122.135 1405.452TP7
108 0+170 1.215 0.4551404.997
109 0+180 1.573 0.3581404.639
110 2 0.883 0.69 1405.329
111 3 0.346 0.537 1405.866
112 5 3.033 2.6871403.179
113 7.8 3.415 0.3821402.797
114 10 3.453 0.0381402.759
115 1 2.037 1.416 1404.175
116 1.316 1.4911406.0370.546 1404.721TP8
117 0+190 1.2 0.116 1404.837
118 0+200 0.84 0.36 1405.197
119 5 0.46 0.38 1405.577
120 10 0.47 0.011405.567
121 0+201.420 1.294 0.8241404.743BC3
122 1.5 0.439 0.855 1405.598
123 5 0.475 0.0361405.562
124 10 0.478 0.0031405.559
125 2.7 1.872 1.3941404.165
126 5.6 3.21 1.3381402.827
127 10 3.29 0.081402.747
128 1.6 1.325 1.965 1404.712
129 0+206.487 1.352 0.0271404.685MC3
130 3 1.335 0.017 1404.702
131 5 0.5 0.835 1405.537
132 10 0.456 0.044 1405.581
133 1.3 1.384 0.9281404.653
134 4.7 2.479 1.0951403.558
135 6.8 3.275 0.7961402.762
136 10 3.315 0.041402.722
137 1.582 1.5231406.0961.792 1404.514TP9
138 0+211.553 1.345 0.237 1404.751EC3
139 2 2.155 0.811403.941
140 6 2.56 0.4051403.536
141 9 3.114 0.5541402.982
142 5 1.364 1.75 1404.732
143 6.3 0.415 0.949 1405.681
144 0+220 1.58 1.1651404.516
145 2 2.285 0.7051403.811
146 5.7 1.87 0.415 1404.226
147 7.5 3.438 1.5681402.658
148 10 4.172 0.7341401.924
149 3 1.34 2.832 1404.756
150 5 0.82 0.52 1405.276
151 8 0.95 0.131405.146
152 10 0.879 0.071 1405.217
153 230 1.545 0.6661404.551
154 240 1.2 0.345 1404.896
155 2.7 1.692 0.4921404.404
156 4 2.102 0.411403.994
157 7 2.571 0.4691403.525
158 9.5 2.97 0.3991403.126
159 7.6 0.705 2.265 1405.391
105

100. Instrument : Autolevel Location : NEA-Kharipati
S.N.
LeftCentreRight
Remarks
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Ordinary levelling for road
BS IS FS HI Rise FallElevation
Chainage
160 9.3 0.168 0.537 1405.928
161 0+243.333 1.09 0.9221405.006BC4
162 6.6 0.786 0.304 1405.31
163 7.6 0.724 0.062 1405.372
164 2 1.625 0.9011404.471
165 4.3 2.147 0.5221403.949
166 8 2.785 0.6381403.311
167 10 2.197 0.588 1403.899
168 0+252.859 1.085 1.112 1405.011MC4
169 4 0.92 0.165 1405.176
170 7 0.204 0.716 1405.892
171 10 3.311 3.1071402.785
172 7.8 2.851 0.46 1403.245
173 4.6 1.035 1.816 1405.061
174 0.677 1.941404.833 0.9051404.156TP10
175 0+262.385 1.021 0.3441403.812EC4
176 3.2 0.878 0.143 1403.955
177 6 0.788 0.09 1404.045
178 10 0.734 0.054 1404.099
179 0.9 0.7 0.034 1404.133
180 6 0.819 0.1191404.014
181 9.4 0.28 0.539 1404.553
182 0.646 1.7681403.711 1.4881403.065TP11
183 0+270 1.055 0 0.4091402.656
184 0.757 1.831402.638 0.7751401.881TP12
185 0+280 0.37 0.387 1402.268
186 3 0.402 0.0321402.236
187 6.6 1.36 0.9581401.278
188 10 2.171 0.8111400.467
189 1.8 0.481 1.69 1402.157
190 1.29 1.5591402.369 1.0781401.079TP13
191 0+290 1.886 0.5961400.483
192 0+293.714 1.829 0.057 1400.54BC5
193 5.5 2.148 0.3191400.221
194 10 2.138 0.01 1400.231
195 8 0.619 1.519 1401.75
196 3 1.867 1.2481400.502
197 5 1.428 0.439 1400.941
198 10 0.56 0.868 1401.809
199 0+299.708 1.927 1.3671400.442MC5
200 2.9 2.175 0.2481400.194
201 10 2.21 0.0351400.159
202 7 1.421 0.789 1400.948
203 9 0.825 0.596 1401.544
204 0.564 1.9281401.005 1.1031400.441TP14
205 0+305.703 1.335 0.7711399.67EC5
206 1 1.57 0.2351399.435
207 10 1.52 0.05 1399.485
208 2.3 0.88 0.64 1400.125
209 5.5 0.591 0.289 1400.414
210 6.6 0.243 0.348 1400.762
211 0+310 1.45 1.2071399.555
212 4 1.595 0.1451399.41
106

101. Instrument : Autolevel Location : NEA-Kharipati
S.N.
LeftCentreRight
Remarks
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Ordinary levelling for road
BS IS FS HI Rise FallElevation
Chainage
213 7.7 1.598 0.0031399.407
214 10 1.68 0.0821399.325
215 2.4 1.297 0.383 1399.708
216 4 0.52 0.777 1400.485
217 0.846 1.5561400.295 1.0361399.449TP15
218 0+320 0.858 0.0121399.437
219 0+330 1.246 0.3881399.049
220 2 1.908 0.6621398.387
221 3 2.067 0.1591398.228
222 6.8 2.254 0.1871398.041
223 10 2.519 0.2651397.776
224 2 1.138 1.381 1399.157
225 3.8 0.454 0.684 1399.841
226 4.5 0.188 0.266 1400.107
227 0.785 1.6931399.387 1.5051398.602TP16
228 0+340 0.839 0.0541398.548
229 0+350 1.014 0.1751398.373
230 1 1.305 0.2911398.082
231 3.2 2.159 0.8541397.228
232 6.7 2.392 0.2331396.995
233 9.5 2.865 0.4731396.522
234 2.4 0.928 1.937 1398.459
235 5.4 0.69 0.238 1398.697
236 8.6 0.595 0.095 1398.792
237 1.452 1.7651399.074 1.171397.622TP17
238 0+360 1.285 0.167 1397.789
239 0+370 1.444 0.1591397.63
240 7.2 1.455 0.0111397.619
241 9.6 1.305 0.15 1397.769
242 1.6 1.44 0.1351397.634
243 1.8 1.868 0.4281397.206
244 4.5 2.582 0.7141396.492
245 7 2.682 0.11396.392
246 10 3.412 0.731395.662
247 0.646 1.3571398.3632.055 1397.717TP18
248 0+386.784 0.655 0.0091397.708BC6
249 1.2 0.243 0.412 1398.12
250 3 0.255 0.0121398.108
251 1.9 0.724 0.4691397.639
252 3.2 1.199 0.4751397.164
253 5.6 2.325 1.1261396.038
254 8.1 2.835 0.511395.528
255 0+394.041 1.431 1.404 1396.932MC6
256 1.2 0.805 0.626 1397.558
257 4.5 0.775 0.03 1397.588
258 5.9 0.73 0.045 1397.633
259 8.5 0.745 0.0151397.618
260 1.8 1.445 0.71396.918
261 4 1.464 0.0191396.899
262 6.7 1.842 0.3781396.521
263 10 2.665 0.8231395.698
264 0+401.297 1.459 1.206 1396.904EC6
265 1 1.528 0.0691396.835
107

102. Instrument : Autolevel Location : NEA-Kharipati
S.N.
LeftCentreRight
Remarks
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Ordinary levelling for road
BS IS FS HI Rise FallElevation
Chainage
266 5.6 1.495 0.033 1396.868
267 6.6 0.684 0.811 1397.679
268 9.7 0.66 0.024 1397.703
269 2.7 1.47 0.811396.893
270 3.7 2.165 0.6951396.198
271 9 2.212 0.0471396.151
272 0.762 1.582 0.63 1396.781TP19
273 0+410 1.132 0.371396.411
274 1.464 1.713 0.5811395.83TP20
275 0+420 1.225 1397.5330.239 1396.069
276 2.9 1.07 0.155 1396.224
277 3.3 0.98 0.09 1396.314
278 2 1.341 0.3611395.953
279 3 1.28 0.061 1396.014
280 5.6 1.25 0.03 1396.044
281 0+423.612 1.445 0.1951395.849BC7
282 1 1.423 0.022 1395.871
283 3.4 1.384 0.039 1395.91
284 6.4 1.47 0.0861395.824
285 6.1 0.77 0.7 1396.524
286 3 1.47 0.71395.824
287 0+435.801 1.483 0.0131395.811MC7
288 5.9 1.409 0.074 1395.885
289 7.76 0.728 0.681 1396.566
290 10 0.519 0.209 1396.775
291 2.4 1.488 0.9691395.806
292 4.9 1.73 0.2421395.564
293 7 1.933 0.2031395.361
294 1.813 1.409 0.524 1395.885TP21
295 0+447.990 1.863 1397.648 0.051395.835EC7
296 3.7 1.887 0.0241395.811
297 5.6 2.591 0.7041395.107
298 9.4 2.573 0.018 1395.125
299 4.1 1.828 0.745 1395.87
300 7 0.877 0.951 1396.821
301 10 0.89 0.0131396.808
302 0+450 1.923 1.0331395.775
303 0+460 1.623 0.3 1396.075
304 10 2.017 0.3941395.681
305 7 1.81 0.207 1395.888
306 5 1.595 0.215 1396.103
307 10 0.553 1.042 1397.145
308 5.9 1.002 0.4491396.696
309 2.4 1.532 0.531396.166
310 1.829 0.713 0.819 1396.985TP22
311 0+470 2.09 1398.553 0.2611396.724
312 0+472.719 1.395 0.695 1397.419BC8
313 2.9 2.18 0.7851396.634
314 4 2.594 0.4141396.22
315 10 2.845 0.2511395.969
316 10 0.804 2.041 1398.01
317 6.3 0.84 0.0361397.974
318 5 0.452 0.388 1398.362
108

103. Instrument : Autolevel Location : NEA-Kharipati
S.N.
LeftCentreRight
Remarks
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Ordinary levelling for road
BS IS FS HI Rise FallElevation
Chainage
319 3.2 1.533 1.0811397.281
320 0+481.179 1.526 0.007 1397.288MC8
321 1 1.238 0.288 1397.576
322 7 0.513 0.725 1398.301
323 10 0.435 0.078 1398.379
324 2 0.666 0.2311398.148
325 6 2.679 2.0131396.135
326 9 2.685 0.0061396.129
327 1.5 1.61 1.075 1397.204TP23
328 0+489.639 1.323 1398.8810.177 1397.381EC8
329 2 1.372 0.0491397.332
330 5 1.345 0.027 1397.359
331 8.2 2.372 1.0271396.332
332 4.7 1.187 1.185 1397.517
333 7.8 0.97 0.217 1397.734
334 10 0.563 0.407 1398.141
335 0+490 1.306 0.7431397.398
336 0+500 1.67 0.3641397.034
337 4 2.042 0.3721396.662
338 8 2.244 0.2021396.46
339 10 2.359 0.1151396.345
340 2 1.438 0.921 1397.266
341 7 1.035 0.403 1397.669
342 10.8 1.516 0.4811397.188
343 1.598 1.701 0.1851397.003TP24
344 0+510 1.871 1398.328 0.2731396.73
345 0+517.675 1.973 0.1021396.628BC9
346 2.4 2.019 0.0461396.582
347 7 2.055 0.0361396.546
348 10 2.292 0.2371396.309
349 1 2.031 0.261 1396.57
350 3 1.665 0.366 1396.936
351 10 1.563 0.102 1397.038
352 0+532.312 2.004 0.4411396.597MC9
353 4 1.286 0.718 1397.315
354 10 1.512 0.2261397.089
355 3.6 2.025 0.5131396.576
356 6.3 2.257 0.2321396.344
357 10 2.37 0.1131396.231
358 1.862 1.194 1.176 1397.407TP25
359 0+546.948 2.135 1398.996 0.2731397.134EC9
360 2.1 2.132 0.003 1397.137
361 3.7 2.93 0.7981396.339
362 8.3 3.285 0.3551395.984
363 3.4 2.022 1.263 1397.247
364 7.3 1.995 0.027 1397.274
365 10 2.005 0.011397.264
366 0+550 2.007 0.0021397.262
367 0+560 1.526 0.481 1397.743
368 2.8 1.494 0.032 1397.775
369 5 1.535 0.0411397.734
370 11.9 2.814 1.2791396.455
371 5 1.621 1.193 1397.648
109

104. Instrument : Autolevel Location : NEA-Kharipati
S.N.
LeftCentreRight
Remarks
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Ordinary levelling for road
BS IS FS HI Rise FallElevation
Chainage
372 10 1.652 0.0311397.617
373 0+570 1.135 0.517 1398.134
374 0+580 0.316 0.819 1398.953
375 1 0.296 0.02 1398.973
376 2.3 0.203 0.093 1399.066
377 6 0.715 0.5121398.554
378 7.7 0.755 0.041398.514
379 1.608 0.764 0.0091398.505TP26
380 21.729 1.0561400.6650.552 1399.057TP27
381 0+590 1.55 0.179 1399.236
382 0+600 1.687 1400.828 0.1371399.099
383 3 1.667 0.02 1399.119
384 8.4 1.485 0.182 1399.301
385 1.9 1.685 0.21399.101
386 4.6 1.714 0.0291399.072
387 0+610 1.463 0.251 1399.323
388 0+620 1.339 0.124 1399.447
389 2.712 1.052 0.287 1399.734
390 7.3 1.04 0.012 1399.746
391 6.4 1.925 0.8851398.861
392 2.3 1.892 0.033 1398.894
393 1 1.386 0.506 1399.4
394 0+626.285 1.312 0.074 1399.474BC10
395 4 1.943 0.6311398.843
396 6.3 1.963 0.021398.823
397 0.7 1.261 0.702 1399.525
398 1.9 0.426 0.835 1400.36
399 1.777 0.664 0.2381400.122TP28
400 1.868 0.6271403.049 1.15 1401.272TP29
401 1.936 0.6621404.3461.206 1402.478TP30
402 0+640.474 2.262 1404.088 0.3261402.152MC10
403 7.6 2.24 0.022 1402.174
404 9.1 1.859 0.381 1402.555
405 10 1.833 0.026 1402.581
406 5 2.333 0.51402.081
407 10 2.319 0.014 1402.095
408 1.856 0.638 1.681 1403.776TP31
409 1.921 0.7981406.691.058 1404.834TP32
410 0+654.664 1.739 1406.9370.182 1405.016EC10
411 3.85 1.058 0.681 1405.697
412 2.14 1.062 0.0041405.693
413 2.3 2.242 1.181404.513
414 3.42 3.046 0.8041403.709
415 7.7 3.13 0.0841403.625
416 8.7 2.1 3.942 0.8121402.813
417 1.905 0.719 3.223 1406.036TP33
418 0+660 2.005 1407.841 0.11405.936
419 2.58 3.09 1.0851404.851
420 5 3.579 0.4891404.362
421 7.1 4.342 0.7631403.599
110

105. Instrument : Autolevel Location : NEA-Kharipati
S.N.
LeftCentreRight
Remarks
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
Ordinary levelling for road
BS IS FS HI Rise FallElevation
Chainage
422 1 1.782 2.56 1406.159
423 2.4 1.418 0.364 1406.523
424 5.3 1.212 0.206 1406.729
425 13.1 1.019 0.193 1406.922
426 0+670 1.379 0.361406.562
427 0+680.348 1.338 0.041 1406.603IP11
428 5.4 1.265 0.073 1406.676
429 7.4 1.092 0.173 1406.849
430 6 1.644 0.5521406.297
431 9.2 2.289 0.6451405.652TP34
45.805 47.592 122.163123.95
Arithmetic check :
∑BS - ∑FS = Last RL - First RL = ∑Rise - ∑Fall
45.805 - 47.592 = 1405.652 - 1407.439 = 122.163 - 123.950
∴ -1.787 = -1.787 = -1.787
111

106. D M S L D N E
IP0 1000 1000
88.222 88 0 88
IP1 265720265.122 3.078 88.168 1003.078 1088.168
61.016 173.122 0.0081 173.130
IP2 2365550236.931 -60.577 7.298 942.501 1095.466
63.476 230.053 0.0162 230.069
IP3 1411730141.292 -40.743 -48.674 901.758 1046.792
48.102 191.344 0.0243 191.369
IP4 2524620252.772 -47.158 -9.481 854.6 1037.311
48.772 264.117 0.0324 264.149
IP5 1305610130.936 -4.971 -48.517 849.629 988.794
95.764 215.053 0.0405 215.093
IP6 1104210110.703 -78.355 -55.055 771.274 933.739
43.515 145.756 0.0486 145.804
IP7 1332630133.442 -35.992 24.456 735.282 958.195
46.64 99.197 0.0567 99.254
IP8 2282820228.472 -7.5 46.032 727.782 1004.227
59.201 147.669 0.0648 147.734
IP9 68 9 0 68.150 -50.059 31.604 677.723 1035.831
122.296 35.819 0.0729 35.892
IP10 71360 71.600 99.074 71.697 776.797 1107.528
46.482 287.419 0.0810 287.500
IP11 13.977 -44.33 790.774 1063.198
723.486 -209.226 63.198
Actual WCB of IP10-IP11 = 287°30'0"
Error in WCB = 0°4'52"
Permissible error = c√N = 1.5'√11 = 4'58"
Corrected WCB
CONSEC. COORDINATES INDEPENDENT COORDINATES
POINTS Length
Angles in DMS
ANGLES WCB Error in WCB
Coordinate Calculation
Tribhuvan University
Khwopa College of Engineering
Survey Instruction Committee
Survey Camp, 2076
ROAD ALIGNMENT SURVEY
Location : NEA-Kharipati
112

107. MAPS
DRAWINGS
AND
GRAPHS

113