FEDERAL SCHOOL OF SURVEYING, OYO, OYO STATE,

NIGERIA

PROJECT REPORT

ON

ROUTE SURVEY

FROM BOROBOR JUNCTION THROUGH OKE-MEDINA

ROAD,VIA OKE-SORO TO SABO JUNCTION OYO,
ATIBA LOCAL GOVERNMENT AREA, OYO, OYO

STATE.

BY

AKINTOLA SODIQ ISHOLA

MATRIC NO: - 2015/4773

SUBMITTED IN PARTTIAL FULFILLMENT OF THE REQUIREMENTS FOR

THE AWARD OF NATIONAL DIPLOMA IN SURVEYING AND
GEOINFORMATICS TO THE DEPARTMENT OF
SURVEYING,FEDERASCHOOL OF SURVEYING,OYO,OYO STATE,NIGERIA

JANUARY,201

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 CERTIFICATE

I, AKINTOLA Sodiq Ishola, hereby certify that all information contained in this project
report were obtained as a result of observations and measurements made by me on the
field and that the survey was carried out in accordance with survey rules and regulations
and departmental instructions.

Name: AKINTOLA SODIQ ISHOLA

Signature:………………………………………………………….

Date of Completion:……………………………………………….

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 CERTIFICATION

This is to certify that Mr.AKINTOLA Sodiq Ishola with Matric. No 2015/4773

has satisfactorily carried out his project under my instruction and direct supervision.

I hereby declared that he has conducted himself with due diligence, honesty, and sobriety
on the project.

SIGNATURE OF SUPERVISOR: …………………………………………

SUPERVISOR’S NAME: SURV. SURV.ADEBOWALE

DATE OF APPROVAL:…………………………………………………….S

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 DEDICATION

This project report is dedicated to the memory of my late MR& MRS AKINTOLA

‘The pain you take is not in vain and your poem in my mouth will never end’

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 ACKNOWLEDGEMENTS

All thanks,glory and adorations are due to Almighty Allah,The Creator of all and
The Designer of every fate; for making this path (SURVEYING) part of my fate and for
His blessing, mercy, favour, guidance, and assistance in seeing me through from the start
to the end of my program and making the program a success.

I am lucky to have family and friends who have aided my academic pursuit in the
ways they wouldn’t even know. I thank my parents Mr. D.A Akintola and late Mrs. A.S
Akintola for their love, kindness, prayers, and supports both morally and financially. To
my elder sister prophetess Saudat Ajoke who stood solidly behind me and the rest of my
brothers and sisters- Mr, Ibrahim Alani, Mr Jelil Aintola, Mrs Fatimo and Mr Roheemo
Akintola and Mrs Monsuro for their prayers and advice words cannot be enough to
express my gratitude.

I sincerely appreciate the professional guidance and thoroughness of my

supervisor, Surv. Adebowale during the course of writing this project, I shall forever be
grateful.

I thank my friends, Olugbemi Kayode , Azeez Musilu, Adedwuyi Seriff, Azeez

hammed, Rm 10 effiong family, Rm.12 Olayinka effiong, members of Federation of Oyo
State Student’s Union (FOSSU), FSS, Oyo chapter, and the cu-nifes, FSS, Oyo branch
too numerous to mention.

I also wish to acknowledge the great cooperation and understanding of my project group
members.

My gratitude would not be complete without appreciating the brotherhood and friendship
of my group(the young surveyors) Kayode,Wasiu,Hammed,Saheed,Usman,Anthony
Oluwasegun.

Above all, I am highly indebted to my lecturers like Surv. Olorode, Mr. Ganiyu
Alatise, Mr.Olufunmilayo, Rev. E.O.Eruteya, Surv Z.O Ajayi just to mention a few; for
their forthrightness and qualitative trainings.

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 To everyone who has supported me thus far, I am sincerely grateful and I will
never forget. I LOVE YOU ALL AND GOD BLESS. AKINTOLA Sodiq Ishola

ABSTRACT

This project report contains the reconnaissance, field work, data processing
exercise, and every other procedures undertaken in the course of this project which
focused on Route Survey which involves acquisition of data for the purpose of road
construction design for the road spanning from Soro junction to Atiba junction in Atiba
local government of Oyo State. The field work involved, reconnaissance, Theodolite
traversing,distance measurement, station description, leveling for the horizontal
alignment, longitudinal alignment, cross sectioning, and circular curve designation. The
acquired data were processed using appropriate formulae. The plans (horizontal and
vertical plans) were produced from the processed data at suitable scales both in digital
and graphic formats. Finally a project report was written.

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 TABLE OF CONTENTS

Title page………………………………………………………………………….….i

Certificate ……………………………………………………………………..……iii

Certification ……………………………………………………………………..….iv

Dedication ………………………………………………………………………..…...v

Acknowledgement ……………………………………………………………………vi

Abstract ……………………………………………………………………………….vii

Table of Content…………………………………………………………………….....ix

List of figures…………………………………………………………………………..xii

List of tables……………………………………………………………………………xiii

CHAPTER ONE

1.0 Introduction………………………………………………………………….…..….1
1.1 Background to the Study…………………………………………………………...1

1.2 Statement of Problem……………………………………………………………….4

1.3 Significance/ Purpose of the Project………………………………………………..4

1.4 Aim and Objective of the Study……………………………………………………4

1.4.1 Aim………………………………………………………………………………....4

1.4.2Objective…………………………………………………………………………....4

1.5 Specification ………………………………………………………………………....3

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1.6 Scope of the Project…………………………………………………………………..5

1.7Personnel……………………………………………………………………………...6

1.8 Study Area………………………………………………………………………….6

CHAPTER TWO

2.0 Literature view………………………………………………………………………7

CHAPTER THREE

3.0 Methodology……………………………………………………………………….12

3.1 Recconaissance…………………………………………………………………….12

3.1.1 Office planning…………………………………………………………………….12

3.1.2 Field Reconaissance…………………………………………………………….13

3.2 Data Acquisition……………………………………………………………………13

3.2.1 Equipment used…………………………………………………………………....13

3.3 Test of Instrument………………………………………………………………….14

3.3.1 Theodolite Test…………………………………………………………………….14

3.3.2 Level Test (Two Peg Test)………………………………………………………...14

3.4 Control Check……………………………………………………………………...16

3.4.1 Initial Control Check…………………………………………………………..…..16

3.4.2 Closing Control Check………………………………………………………...…..18

3.5 Selection of Stations…………………………………………………………….......20

3.5.1 Monumentation…………………………………………………………..………..21

3.6 Field Observation…………………………………………………………………..21

3.6.1 Traversing……………………………………………………………….….........21

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3.6.1.1 Angular Observation……………………………………………………….……21

3.6.1.2 Linear Measurement………………………………………………………….....22

3.6.3 Detailing………………………………………………………………….……..22

3.7 Leveling …………………………………………………………………………..22

3.7.1 Longitudinal Leveling……………………………………………………….....23

3.7.2 Cross sectional Leveling………………………………………………….…....24

3.8 Curve Designation and Setting out…………………………………………….....25

CHAPTER FOUR

4.0 Data Processing (Computations) ………………………………………………….26

4.1 Reduction of Traverse Field Book…………………………………………………26

4.2 Traverse Computation……………………………………………………………...26

4.2.1 Reduction of Measured Distances ………………………………………………27

4.2.2 Bearing Reduction……………………………………………………………….27

4.2.3 Coordinate Adjustment………………………………………………………….28

4.2.4 Back Computation……………………………………………………….….….29

4.3 Leveling Computation and Adjustment ………………………………….…….....29

4.4 Curve Element……………………………………………………………………..30

4.5.1 Calculation of Curve Setting Out Data by Deflection Method…………………32

4.6 Abstract of Results………………………………………………………...……33

4.7 Analysis of Results……………………………………………………………...33

CHAPTER FIVE

5.0 Summary and Conclusion……………………………………………………….34

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5.1 Summary ………………………………………………………………………..34

5.2 Problems Encountered…………………………………………………………..34

5.3 Conclusion……………………………………………………………………….35

5.4 Recommendations……………………………………………………………….35

5.5 References……………………………………………………………………….35

5.6 Appendices………………………………………………………………………35

LIST OF FIGURES

Pages

Figure 3.1: Recce Diagram…………………………………………………………….12

Figure 3.2: Leveling Instrument Set up Mid-Way (First Set Up) ……………………..15

Figure 3.3: (Second Set up) Leveling Instrument Set up ………………………….......15

Figure 3.4: Initial Control Check Observation………………………………………...16

Figure 3.5: Closing Control Observation ………..........................................................17

Figure 3.6: Selection of Stations (Not drawn to scale) ……………………………….20

Figure 3.7: A Typical Monument Used……………………………………….……….21

Figure 3.8: Longitudinal Leveling……………………………………………………..23

Figure 3.9: Cross Section Observation ………………………………………….…….24

Figure 3.10:l Curve Designation…………………………………………………..…...24

Figure 3.10.1: Curve Calculation…………………………………………………..…...25

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LIST OF TABLES

Table 3.1: Coordinate of Existing Ground Control…………………………………….12

Table 3.2: Collimation Test ……………………………………………………………14

Table 3.3: Initial Control Check (Check Angle)…….....................................................17

Table 3.4: Back computation of Initial Controls………………………………………17

Table 3.5: Comparism of Initial Controls Check Angle …………………………….. .18

Table 3.6: Closing Control Check (Check Angle)……………………………………..19

Table 3.7: Back Computation of the Closing Control…………………………………19

Table 3.8: Comparism of Closing Controls Check Angle……………………………..19

Table 4.1: Curve Setting -out Data ……………………………………………………32

Table 4.2: Abstract of Result…………………………………………………………..32

Table 4.3: Analysis of Result ………………………………………………………….32

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 CHAPTER ONE

1.0 INTRODUCTION

1.1 BACKGROUND TO THE STUDY

The term “Engineering surveying” can be described as a large scale survey

operation carried out in order to provide special information for construction purposes. It
involves measuring heights differences and angles on site either for the preparation of
large scale plan or that engineering works can be located in their right position on the
earth surface.

Surveying plays a vital and a crucial role in the development of any engineering
projects such as road alignments, irrigation projects, hydroelectric schemes, tunnels,
construction of dams, building constructions, etc.

Surveyor plays an essential role in each stages involved in any engineering

surveying. It is the surveyor who will provide information relevant for the design and
construction part of the project. The stages are classified into three:

i. Investigation and planning stage: the work of the surveyor here is to follow other
project committee to the site in order to ascertain the actual location, then
marking out area of interest, and thereafter, to produce detailed large scale plan
which serves as the base plan.
ii. Design stage: the role of the surveyor here is to guide the architects and engineers
on the interpretation of the base plan produced.
iii. Construction stage: at this juncture, it is required of the surveyor to set out the
design plans produced by the engineers, where he will fix on the ground the
details shown on the plan.

This project is all about ROUTE SURVEY, which is one of the aspects of the
engineering survey.

Route survey requires a proper planning before execution. This is so because the
data obtained aids in the construction and engineering design of the road. The features
(both natural and manmade) were also fixed and as well plotted. Route survey provides

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information necessary for vertical and horizontal alignment for design and construction
of the route.

Before need arises for route surveying, there will be a major happening that will
lead to its invention.

There are some reasons that call for route surveying, and they are listed below:

i. To reduce traffic congestion in highly populated area.

ii. To enhance free movement within a city.
iii. For easy communication network between communities.
iv. To have good transportation network in the city.
v. To boost the economy of a particular community.
vi. To acquire data which will enable construction engineers carry out works on a
specific site.

1.2 STATEMENT OF PROBLEMS

It was found that the route along Boroboro junction to Sabo junction, Atiba local
government Oyo state needs further construction, it was also found to be too narrow and
needs to be expanded considering the volume of traffic plying the road. Rehabilitation of
this road should be embarked upon in order to increase its carrying capacity, thereby
increase the physical development and human activities along the road with other
conveniences. Due to the necessity of the road rehabilitation, certain information about
the road must be acquired which calls for route survey so as to get the base line data
necessary for the road design.

1.3 AIM(S) AND OBJECTIVES

1.3.1 AIM(S)

The aim of this project is to carry out the route survey from Boroboro junction to
Sabo junction.

The project is also aimed at training the students on how to carry out a route
survey and to examine whether the student will be able to carry out route survey which

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entails production of both horizontal and vertical alignment plans of the route running
through the project area.

1.3.2 OBJECTIVES OF THE STUDY

In order to achieve the aforementioned aim, the objectives listed below were
pursued:

i. Collection of the project guide and instruction from the SIWES office.
ii. Searching for controls and as well the selection of traverse stations.
iii. Determination of the centerline and marking of chainages along the centerline
at an interval of 30m
iv. Marking out some selected points for cross-sectioning at 7.5m interval on both
sides of the centerline.
v. Theodolite traversing in order to know the exact location of the road.
vi. Third order spirit leveling for the determination of spot heights along the
centerline for longitudinal profile.
vii. Third order spirit leveling on both sides of the centerline for cross-sectioning.
viii. Fixing of details within the limit of road way using tacheometry.
ix. Field book reduction and as well as computations.
x. Data presentations i.e. plan production showing the location of the road, profile
and cross-section of the road-way, digitally and manually.
xi. Report writing.

1.4 PROJECT SPECIFICATION

The following are the specifications to be ascertained in the project.

i. Close third order theodolite traverse is to be run along the route on all turning
points, observing angular measurements on one zero.
ii. Linear measurement should be done with the use of Electronic Distance
Measurement (EDM).
iii. Points should be created on the profile at 30m interval. Cross-section points at
7.5m and 15m to the right and left on the profile respectively. The height of the
center line and cross-section points should be determined by a flying leveling
procedure.

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 iv. Computation should include volume calculation by end-area method.
v. Three plans i.e. locational plan, profile plan and cross-section plan of the route
surveyed should be produced.

1.5 SCOPE OF THE PROJECT

The scopes of the project are the activities carried out which include the
following:-

i. Reconnaissance survey of the project site

ii. Selection of traverse stations and field preparation/line clearing.
iii. Setting-out of the chainage points along the centerlines of the road (30m interval)
iv. Setting out of some selected points on both sides of the centerlines 7.5m apart
and 15m offset from the centerline of the road.
v. Detailing.
vi. Determination of the geographical location of the road way by third order
theodolite traversing.
vii. Cross-sectioning by third order spirit leveling.
viii. Longitudinal profile by third order spirit leveling.
ix. Plan production.
x. Report writing.

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1.6 PERSONNEL

All the under listed names are member of Group 12 that participated in the
successful execution of this project:

1 AKINTOLA SODIQ ISHOLA 2015/4773(writer)

2 AZEEZ WASIU MAYOWA 2015/4825

3 HASSAN HABEEB OLOLADE 2015/4878

4 OJOAWO RICHARD ADESOJI 2015/4939

5 AFOLABI OLUWASEGUN A. 2015/4745

6 OYEWALE SAHEED OLATUNJI 2015/5009

7 ASAFA USMAN OLAMIBOLU 2015/4801

8 MUFTAU SULAIMAN IDOWU 2015/4907

9 OLOYEDE HAMMED ADEMOLA 2014/4581

10 OLUGBEMI KAYODE AYOKOMI 2015/4978

11 ADEFABI ANTHONY BOLAJI 2015/4694

12 ADEPOJU SAMUEL OLUWASEGUN 2015/4721

13 SHEHU RIDWAN 2015/5035

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 1.7 STUDY AREA.

The location of the project site is the route from Boroboro junction, through Oke-
Medina via Soro to Sabo juntion. The distance covered was approximately 3.0km. The
site was situated in Atiba Local Government Area of Oyo state, Nigeria. The site lies
between;
LatitudeLongitude : 03º 57‘ 11.13” to 03º 57’ 48.44

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 CHAPTER TWO

2.0 LITERATURE REVIEW

Surveying has to do with the determination of the relative spatial location of

points on or near the surface of the earth. It is the art of measuring horizontal and vertical
distances between objects, of measuring angles between lines, of determining the
direction of lines, and of establishing points by predetermined angular and linear
measurements. Distances, angles, directions, locations, elevations, areas, and volumes
are thus determined from the data of survey. Survey data is portrayed graphically by the
construction of maps, profiles, cross sections, and diagrams (Oregon Department of
Transportation, 2000).

Schofield (2001) defined surveying as the science of determining the position, in

three dimensions, of natural and man-made features on or beneath the surface of the
Earth. These features may then be represented in analog form as a contoured map, plan
or chart, or in digital form as a three-dimensional mathematical model stored in the
computer.

There are different operations in surveying, namely; Control Survey, Boundary

Survey, Topographic Survey, Hydrographic Survey, Mining Survey, Construction
Survey, Photogrammetric Survey, and Route survey.

Route survey is therefore defined as the survey done along a comparatively

narrow strip of territory for the location, design and construction of any route of
transportation. Oregon Department of Transportation (2000), while presenting a seminar
also stated that it refers to those control, topographic, and construction surveys necessary
for the location and construction of highways, railroads, canals, transmission lines, and
pipelines. It is very useful in the determination and establishment of difference in
elevation between two or more points (Harry, 2002). It includes the field and office work
required to plan, design, and lay out any “long and narrow” transportation facilities
(Michael, 2006). Also, it deals with earthwork which covers the movement of soil or
rock from one location to the other for construction purposes.

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 The need for surveying as a base for planning and the process of acquiring data of
route alignment with special attention on road network, construction and rehabilitation
cannot be over emphasized. In view of this, the principle and scope of surveying in
general and route surveying in particular is the comprehensive aim of the project.

Transportation being a great function and purpose of route survey is regarded as

the fulcrum upon which every other sector of the economy revolved. It is as well the
movement of people, goods and services from one place to another, be it on land, water
or by air (Microsoft Encarta Encyclopaedia, 2009). In this wise, transportation has
contributed immensely to the economic development of nations in which our dear
country (Nigeria) is involved. Here are some of the benefits derived as a result of good
transportation networks:

i. It aids the movement of goods and services.

ii. It assists in the dissemination of ideas and as well technology.
iii. Opening up of new land and abandoned areas.
iv. It assists in national integration.

Besides, route survey has contributed immensely as touching construction sectors

of the engineering surveying.

Engineering surveying which breeds both route and construction survey involves
the application of knowledge to the analysis, design and execution of surveying and
mapping projects, and the design of land mapping and information systems. Mikhail
(1977) opined that Surveyors rely on an understanding of the science of surveying
measurements and the surveying principles.

Moreover, it is vividly seen that surveying plays extremely important role in any
construction project. Surveying can take many forms, it aids in establishing the location
and alignment of highways, buildings, pipes and other man made or cultural projects
(James,1985). The major reason for carrying out route surveying is to facilitate
movement of people, yielding to socio-economic benefits (i.e. by determining the best
general route between terminals).

Furthermore, route surveying consists of the following sequence of survey:-

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 i. Reconnaissance of the terrain between the terminals
ii. Preliminary surveys over one more locations along the general route recommended
in the reconnaissance report
iii. Location survey
iv. Construction survey

According to Anderson and Mikhail (1985), route survey refers to the

topographical and construction surveys necessary for location and construction of
transportation lines or communication such as highways, railways, canals, transmission
lines and pipeline. It is a reality that surveyors are the major professionals needed when
it comes to working on any engineering project, for example, Building project. They
provide special information, such as; the site location, size of the parcel, the dimension
and total area. The finished product (plan) forms the basis upon which further
development depends.

The line projected by the preliminary surveys, after it has been carefully studied
and compared with regards to the cost and operating expenses would be made of the
scheme to be adopted. Final location may be performed entirely on the field whereby the
surveyors use the gradients shown in the profile as a guide seeking for improvement in
the alignment. The detailed work would be performed by traversing (David, 1983). The
sequences of surveys are herein stated below:-

i. Reconnaissance survey: - It is a rapid but thorough examination of an area or a strip

of territory between the termini of the project to determine which of the several
possible routes may be worthy of a detailed survey. Reconnaissance survey is the
most important of the series of surveys mentioned above. A very thorough and
exhaustive examination of the whole area should be made to ensure that no possible
route has been overlooked.
ii. Preliminary survey: - It is the detailed survey of a strip of territory through which
the proposed line is expected to run. The preliminary survey is made of best several
lines of directions investigated previously on the reconnaissance survey. The purpose
is to prepare an accurate topographic map of the belt of country along the selected
route, and thus arrive at a fairly close estimate of the cost of the line/direction
surveyed.

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iii. Location survey: - The location survey is the ground location of the proposed
Line marked on the map. The main purpose of location survey is to make minor
improvements on the line as may appear desirable on the ground, and to fix up the
final grades. Profile levels are run over the centerline, benchmark is established, and
profile which shows the existing ground level and the grade line is attained. Cross
section notes are taken in order that the quantity of earth work for filling or cutting
may be computed.
iv. Construction surveys: - The purpose of construction survey is to re-establish points,
lines and grades on the ground during construction. It also consists of staking out
various details culverts and bridges and in carrying out such other surveying as may
be needed for the purpose of construction.

At the concept and design stage, large scale topographical surveys are produced
and other measurements upon which projects are designed. Since this data forms
basis to a great extent on the precision and thoroughness with which the survey is
carried out.

Profile leveling (longitudinal leveling) is an operation performed to determine

the elevation points spaced apart at known distances along given line in order to
obtain the accurate outline of the surface of the ground along the line. It is very
useful for projects like construction and design of sewer, pipelines etc., and to
determine the cut and fill. It is frequently essential to run a longitudinal section along
various proposed centerlines and to compare their costs to select a suitable one
(Duggal, 2006).

Cross sectioning, according to Duggal (2006), is a leveling operation performed

to determine the elevation of the points at right angles on either side of the centerline
of the proposed road and radially on the curves. This is done to find out the vertical
sections of the surface of the earth on the ground. The detailed information regarding
the levels of the ground on either side of the longitudinal section helps in computing
the quantity of the earth work. The cross sections are plotted in the same manner as
longitudinal sections.

Flying leveling (checking leveling) should be done to connect the bench mark
(BM) to the starting point of the work. The records pertaining to profile leveling are

21
entered accordingly along with the cross sectional leveling while the leveling work is
in progress. The cross sections are taken perpendicular to the center line of the
alignment at some regular intervals. The purpose of cross section is to know the
undulation of the ground surface.

According to Anderson and Edward (1985), refers to those controls and

construction surveys necessary for the location and construction of line transportation
and communication which may include highways, railways, canals, transmission
lines, pipelines.

Finally, Route survey involves the determination of ground configuration and

location of physical features both natural and artificial along the proposed route,
establishing the line on the ground and computing volumes of earthwork involved
where applicable (Schofield, 2001). This kind of survey operation is very important
on all road networks and in construction of new road which will increase the
durability and carrying capacity of road networks.

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 CHAPTER THREE

3.0 METHODOLOGY

Methodology is the set of methods and principles used to perform a particular activities
or task. The major methods involved in the execution of this project are; traversing,
detailing and leveling.

3.1 RECONNAISSAINCE

Reconnaissance is the activity of getting information about an area. It is pre-

requisite for any survey project to be carried out. It entails the study of the subject matter
as regard the particular area of land to be surveyed. It involves visiting the site in order to
have a good picture of the site, the drawing of reconnaissance diagram and the collection
of every necessary data about the project site. All these were done to acquire necessary
information concerning the project site for proper planning and execution of the project.
During reconnaissance, the purpose, specification and required accuracy of the survey
were closely examined thereby effecting the choice of instruments and method of survey
employed.

The reconnaissance survey features in two forms; namely:-

i. Office reconnaissance
ii. Field reconnaissance

3.1.1 OFFICE PLANNING

Office planning is also known as office reconnaissance. It involves knowing the

type of instruments, purpose and accuracy required of the survey to be carried out. It
involves the collection of equipment needed for the project, test of the instrument,
mission planning, assembling and studying of all available data relevant to the project.
The costing of the operation was also done in the office. In executing the project,
necessary information related to the project given such as the coordinates of the control
use were obtained from the SIWES and practical unit of the school. The prefix number
of the controls used and their corresponding coordinates are listed in the table below:-

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Table 3.1: COORDINATES OF EXISTING GROUND CONTROLS

STATION NORTHINGS(m) EASTINGS(m) HEIGHTS(m)

FSS2/GPS/119R 868258.686 605993.599 295.918
FSS2/GPS/120 868091.018 605905.038 292.223
FSS2/GPS/121 867948.834 605675.249 284.371
FSS2/GPS/02 870340.873 604464.748 311.268
FSS2/GPS/03 870479.552 604396.521 299.013
FSS2/GPS/04 870415.643 604234.700 299.112
Source: SIWES and Practical unit of the school.

3.1.2 FIELD RECONNAISSANCE

The field reconnaissance was first carried out before the actual operation. The
project site was visited by the group in order to have a preliminary knowledge as well as
the true picture of the site and to ascertain the information collected during the office
planning. The boundaries were marked with wooden pegs driven into ground to avoid
disturbance or removal by any one, taking into consideration the following factors:-

i. Inter-visibility of the selected traverse stations.

ii. Safety of the selected stations for future reference.
iii. Accessibility of the stations.

Natural and Manmade features found within the project site such as Trees,
Buildings are also noted. At the end of this operation, a working plan known as ‘Recce
diagram’ of the site was produced.

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RECCE DIAGRAM SHEWING THE ROUTE FROM BOROBORO JUNC

25
Fig.: 2.0 – Recce diagram

3.2 MONUMENTATION

This is the act of identifying the selected points and marking them with
wooden pegs or nails/bottle corks during the execution of the project. This could be
temporary or permanent, depending on the nature of the job specifically for the
project. The wooden pegs or bottle corks were 3cm in diameter and about 15cm
long with nail on top for easy identification of the points. These were driven into
the ground leaving about 2cm above the ground

3cm
Nail

2cm Wooden pegs

Ground level

13cm

Fig.: 3.0 – A typical monument used

3.3 DATA ACQUISITION

Data acquisition is the process of obtaining raw data from the field as well as a
result of observations made in conjunction with some surveying instruments such as
theodolite, level, EDM. Also, it is the process of capturing available and required data on
the field.

3.3.1 EQUIPMENT USED

The following are the equipment used in executing the project:-

i. One digital theodolite(SOKIA T10062) and its tripod

ii. One Tilting level instrument(Wild 179429) and its tripod
iii. Two leveling staves

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 iv. One steel tape(50m)
v. Two foot plates
vi. Two plumb bobs
vii. Field books (Both traverse and leveling field books)
viii. One cutlass
ix. One Leica (TC600-407611) total station and its tripod
x. One reflector
xi. Writing materials
xii. Red flag
xiii. Bottle cork and nails
xiv. Microsoft word (2010)
xv. AutoCAD software.

3.3.2 TEST OF INSTRUMENT

Before any project execution is done, the instruments to be used need to be

tested. In executing this project, all the instruments collected were tested for in order to
know their working condition and to ascertain if they are fit for the project. The
instrument test carried out for both theodolite and level instrument are shown below.

3.3.2.1 THEODOLITE TEST

Theodolite Target

Tripod Tripod

Fig.: 4.0 – Diagram of theodolite test

The digital theodolite was set up such that vertical axis coincides with the ground
mark; it was then fastened well to ensure that the instrument could not fall off from its
tripod. The temporary adjustments (i.e. centering, leveling and focusing) were carried
out. A target was set up centrally on a station mark of about few meters away from the

27
instrument station. The target was sighted with the telescope and focused to bisect the
target on face left. The horizontal and vertical circle readings were taken and recorded.

The theodolite was transited, whereby the same target was as well bisected on
face right. Both the horizontal and vertical circle readings were taken and well recorded.
These were done to test whether the instrument has collimation error or not. The result of
the observation is shown in the table below:

Table 3.2: Horizontal and vertical collimation test.

Station Sight Face Horizontal circle reading Vertical circle reading

A B L 151 16 50 93 39 50
B R 331 16 40 266 19 40

Horizontal collimation error = 331° 16’ 40” - 151° 16’ 50” = 1790 59’ 50”
= 1800 - 1790 59’ 50” = 00° 00′ 10”
2

Horizontal collimation error = 00° 00′ 05″

Vertical collimation error = 266° 19’ 40” + 93° 39’ 50” = 359° 59’ 30”
= 360° - 359° 59’ 30” = 00 0 00’ 30”
2
Vertical collimation error = 000 00′ 15”

After the execution of the collimation test for both horizontal and vertical circle
reading, it was concluded that the instrument had a negligible error difference; hence it
could be used for the project execution.

3.3.2.2 LEVEL TEST

The two peg test was adopted to test for collimation error in the level instrument.
Two ground point were marked 30m apart upon which two leveling staves were held
vertically on the two points with the leveling instrument set up mid-way (15m) between
them and temporary adjustments (centering, leveling and focusing) were carried out on
it.The instrument (level) was turned to staff A at back sight. The reading obtained was

28
recorded. The instrument was later turned to face staff B at fore sight, the reading
obtained was recorded accordingly.

Thereafter, the instrument was moved to a point 20m away from the staff at point
A, the station adjustment were carried out. The back sight reading was taken to staff A
and fore sight to staff B respectively. The difference between staff A and B were
deduced accordingly.

Staff A Staff B

1.930 B.S Level F.S 0.885

15m 15m

Fig.: 5.0 – Level set up mid-way (first set up)

∆H1= B/S – F/S

∆H1 = 1.930 – 0.885

∆H1= 1.045m

Staff A Staff B

1.878 B/S Level F/S 0.830

20m 10m

29
Fig.: 6.0 – Level set up 20m from staff A (second set up)

∆H2= B/S – F/S

∆H2 =1.878 – 0.830

∆H2 = 1.048m

∆H = ∆H2 - ∆H1

∆H = 1.048 – 1.045

∆H = 0.003m

Allowable difference= 24mm√K

Allowable misclosure = 24mm√0.003 = 1.315mm

Tolerance limit = 0.0013m

The result obtained shows that the level instrument is in good working condition, and it
can be used for the leveling operation.

3.3.3 CONTROL CHECK

Angular and linear checks were done on the Control pillars

FSS2/GPS/119R, FSS2/GPS/120, FSS2/GPS/121, FSS2/GPS/02, FSS2/GPS/03,
and FSS2/GPS/04in order to ascertain the stability of the pillars.
The theodolite was set on control pillar FSS2/GPS/120, whereby temporary
adjustment (i.e. centering, leveling and focusing) were carried out. Targets were set
up on both FSS2/GPS/121 and FSS2/GPS/119R. A backsight on face-left was
made to control pillar FSS2/GPS/119R and both the horizontal and vertical circle
readings were recorded, a foresight observation on face left was then made to
FSS2/GPS/121, the readings (horizontal and vertical) were as well recorded. The
telescope was later transited to face right and an observation to control pillar
FSS2/GPS/119R was taken and recorded. Finally, control pillar FSS2/GPS/121

30
 was bisected on face right and the reading was taken and recorded. The table below
shows the observation for the control check.

Table 3.3 Initial control check observation.

Station Sight Face H. C. R Deduction Mean

(° ’ ”) (° ’ ”) (° ’ ”)

FSS2/GPS/ L1 00 00 00
II9R
FSS2/GPS/120 FSS2/GPS/120 L2 210 24 25 210 24 25
FSS2/GPS/121 R2 30 24 20 210 24 25
FSS2/GPS/119 R1 179 59 55 210 24 25

Table 3.4 Back computation of the initial controls.

From stn. Bearing Distance ∆N ∆E Northings Eastings To stn.

(° ’ ”) (m) (m) (m)
868258.686 605993.599 FSS2/
GPS/
119R
FSS2/ 207 50 189.620 - -88.561 868091.018 605905.038 FSS2/
GPS/119R 33.66 167.668 GPS/120
FSS2/ 238 15 270.221 - -229.789 867948.834 605675.249 FSS2/
GPS/120 08.92 142.184 GPS/121
From the above tables:

The Observed angle at FSS2/GPS/120 (between FSS2/GPS/119 and FSS2/GPS/121)

=249º 16’ 25’’
Back bearing from FSS2/GPS/119 to FSS2/GPS/121 =207º 50’ 33.66’’ - 180º
= 27º 50’ 33.66’’
Forward bearing from FSS2/GPS/120 to FSS2/GPS/119

31
 = 238º 15’ 08.92’’
Included angle = back bearing – forward bearing

= 238º 15’ 08.92’’ - 27º 50’ 33.66’’ = 210º 24’ 35.26’’

Excluded (external) or check angle = 360º - Included angle

= 360º - 210º 24’ 35.26’’ = 149º 35’ 24.4’’

To compare with the allowable error of 30’’1 = 00º 00’ 30’’

Error = 210⁰ 24’ 35.26’’ - 210⁰ 24’ 25’’

Discrepancy = 00⁰ 00’ 10.26’’

With the deduction and comparism done above, it was ascertained that the control
pillars are in their right position both linearly and angularly and can therefore be used for
the project execution FSS2/GPS/119R

. ∙

.
.

FSS2/GPS/120

FSS2/GPS/121

Fig.: 7.0 – Check angle for initial control

Table 3.5 comparism of the initial control check angle

OBSERVED COMPUTED DISCREPANCY

VALUE VALUE

32
 BEARING 249⁰ 16’ 25’’ 249⁰ 16’ 38.2’’ 00⁰ 00’ 13.2’’

Table 3.6 Observed Angle for closing control.

Station Sight Face H. C. R Deduction Mean

(° ’ ”) (° ’ ”) (° ’ ”)

FSS2/GPS/02 L 180 00 00
FSS2/ FSS2/GPS/04 L 274 38 30 94 38 30
GPS/03
FSS2/GPS/04 R 98 38 25 94 38 30
FSS2/GPS/02 R 359 59 55 94 38 30

Table 3.7 Back computation of the closing controls.

From Bearing Distance ∆N(m) ∆E(m) Northings Eastings To stn.

stn. (° ’ ”) (m) (m) (m)
870340.873 604464.748 FSS2/
GPS/02
FSS2/ 333 48 13.8 154.554 138.679 -68.227 870479.552 604396.521 FSS2/
GPS/ GPS/03
02
FSS2/ 248 26 173.984 -63.909 -161.821 870415.643 604234.700 FSS2/
GPS/ 56.88 GPS/04
03

From the above tables:

33
The Observed angle at FSS2/GPS/03`between FSS2/GPS/04and FSS2/GPS/02)
=94º 38’ 30’’
Back bearing from FSS2/GPS/02to FSS2/GPS/03=333º48’ 13.8’’ - 180º
= 153º 48’ 13.8’’
Forward bearing from FSS2/GPS/03to FSS/GPS/04
= 248º 38’ 43.08
Included angle = back bearing – forward bearing

= 248º 38’ 43.08- 153º 48’ 13.8’’= 94º 38’ 43.08’’

Excluded (external) or check angle = 360º - Included angle

= 360º - 94º38’ 43.08’’= 265º 21’ 16.92’’

To compare with the allowable error of 30’’1 = 00º 00’ 30’’

Error = 94⁰ 38’ 43.08’’ - 94⁰ 38’ 30’’

Discrepancy = 00⁰ 00’ 13.08’’

With the deduction and comparism done above, it was ascertained that the control
pillars are in their right position both linearly and angularly and can therefore be used for
the project execution.

FSS2/GPS/04

FSS2/GPS/02

FSS2/GPS/03

. FSS2/GPS/02

Fig.: 8.0 – Check angle for closing control

Table 3.8 Comparison of check angle for closing controls

34
 OBSERVED COMPUTED DISCREPANCY
VALUE VALUE

BEARING 196º 13’ 31’’ 196º 13’ 15’’ 00⁰ 00’ 16’’

3.3.4 FIELD PREPARATION

The traverse stations were selected from NTA Oyo, connected to the control and
leading to the direction of the route to be surveyed. Consecutive markings of prominent
points where stations would be inter-visible to each other were made. The centerline of
the road was determined and chainages were marked out at regular interval of 30m.

The widths of the road (30m) from the centerline was marked out 15m on both sides of
the centerline and are pegged at 7.5m on both sides for cross section.

3.3.5 FIELD OBSERVATION

In acquiring data, the following survey operations were carried out:

i. Traversing ( Angular and linear measurement) and
ii. Detailing
iii. Levelling

3.3.5.1 TRAVERSING

This is a series of connected straight lines, the length and direction of which are
determined from measurements. It entails linear as well as angular measurements
between points on the ground so as to determine the direction between selected points. It
involves measurement of horizontal and vertical angles with the aid of theodolite and
measuring of distances in sequence over a series of established points on the ground.

To obtain required accuracy according to the specification given, a digital

theodolite (ZIPP 02-910810) theodolite was used for the angular measurement and the
Electronic Distance Measurement (EDM Leica TC600) was used in taking the distance.

3.3.5.2 ANGULAR MEASUREMENT

35
 The angle between the instrument stations (the back and the fore stations) were
measured on both faces of the instrument. This was done in order to avoid gross error, so
as to reduce the effect of collimation error or index error. Both the horizontal and vertical
angles were measured and recorded in the field book (See Appendix 1).

PROCEDURE:
The theodolite was set-up on FSS2/GPS/121 and targets on FSS2/GPS/120 and
PEG 1 and all necessary temporary adjustments were carried out. The target on
FSS2/GPS/120 was focused and bisected on face left. The instrument was also turned to
the target on PEG1 on face left as foresight. The horizontal and vertical circle reading
obtained were recorded. The telescope of the theodolite was transited to face right and
turned to PEG 1 as foresight and horizontal and vertical circle reading were taken and
recorded after the bisection. The instrument was finally turned to control FSS2/GPS/120
and the horizontal reading was taken and recorded only. The instrument was moved to
the next station which was PEG 1 and back sight was made to FSS2/GPS/121 and fore
sight to PEG 2 putting all temporary adjustment into consideration before carrying out
any observation and the reading was recorded as well.
The same procedure was carried out when station marked PEG 2, PEG 3, PEG 4,
PEG 5, PEG 6, PEG 7, PEG 8, PEG 9, PEG 10, PEG 11, PEG 12, respectively were
occupied until the traverse was closed on FSS2/GPS/02. The theodolite was set-up on
FSS2/GPS/03and targets on PEG 12 and FSS2/GPS/04and all necessary temporary
adjustments were carried out. The target on PEG 12 was focused and bisected on face
left before turning the instrument to the target on FSS2/GPS/04on face left as foresight
with both horizontal and vertical circle reading obtained and recorded. The telescope was
transited to face right and turned to FSS3/GPS/101as foresight and both horizontal and
vertical circle reading were taken and recorded before been turned to PEG 15 and
horizontal reading was taken and recorded only.

36
3.3.5.3 LINEAR MEASUREMENT

The linear measurements were carried out by direct distance measurement in

which a steel band was used in conjunction with EDM. The tape was used only during
cross section and profile leveling in marking out the distances between points. Traverse
lines were measured using already calibrated EDM (Leica TC 600) by mounting it on its
tripod while reflector was fastened on its rod and was held at the forward station of the
line to be measured. All measured distances were recorded accordingly into the field
book (See Appendix 2).

3.3.5.4 LEVELING

Leveling is the determination of difference in elevation (height) of points on the

surface of the earth relative to a datum (bench mark). The centerline and cross section
leveling were carried out in this project. The profile leveling was done at an interval of
30m, while that of cross sections were taken at 7.5m offset on both sides of the
centerline. The centerline of the existing road was marked out and numbered serially
with peg at interval of 30m. During observation, both the profile and cross section
leveling were carried out simultaneously on the field by flying leveling procedure.

The operation mentioned above was executed using a leveling instrument and
two leveling staves. The leveling instrument was mounted on its tripod and was set on
the ground firmly at a distance mid-way between the two staff points. The instrument
was leveled with the circular bubble. The readings to the staves were taken and recorded
(See Appendix 4). The cross sections were all observed and recorded as intermediate
readings. These were recorded in the field book as L 1, L2, R1 and R2 after which the fore
sight was taken to the centerline point.

The instrument was later moved to forward instrument station while the staff at
forward station turned to face the instrument indicating the back sight.

37
 Level instrument Staves

Tripod

Ground level

Fig.: 9.0 – Flying leveling operational procedure

3.3.5.5 CROSS SECTIONING

This is the operation of leveling to determine the elevation of the points right
angles on either side of the centerline of the proposed road. This is done to find out the
vertical sections of the width of the roadway at every sectional point or chainage point.
The cross sections were taken at 7.5m perpendicular offsets from both sides of the
centerline. Both the profile and cross section leveling observations were taken
simultaneously, the cross section reading were taken and booked as L 1, L2, R1,
R2(intermediate readings). (See Appendix 4)

38
3.3.5.6 DETAILING

Detailing entails fixing of both natural and artificial feature that exist on
both sides of the route under survey. These include buildings, electric poles, foot
path, culverts, etc. In this project, details were fixed to traverse points using
tacheometry.

Here, the use of tacheometry and offset method were employed to

effectively fix the details along the project area. Features such as road, building,
wall fence, tree, etc. were fixed. Theodolite was set over station, target was set on
back station (reference station) and staff was held on details to be fixed. After
bisecting and reading the horizontal circle on the target, the instrument was
turned to the vertically held staff placed at the edges of the details found within
the area to be fixed. The horizontal and vertical circle reading as well as upper
and lower cross hair readings on each staff position were read and recorded. (See
Appendix 5)

In fixing details like building, staff was positioned at the corner of the
building and in fixing details like road, staff was positioned at every change in
direction of the road.

DETAIL
ORIENTATION STATION
BUILDING


39
 INSTRUMENT STATION

Fig.: 10.0 – Illustration of detailing by tacheometry method

CHAPTER FOUR
4.0 DATA PROCESSING AND RESULT ANALYSIS

This are the mathematical process, which entails the computational

procedures carried out on raw data collected from the field. These were used in
producing the finished product known as plan/ charts and it is usually done in the
office hence it is called office computation. Various computational procedures
carried out are as follow:

4.1 FIELD BOOK REDUCTIONS

4.1.1 REDUCTION OF TRAVERSE FIELD BOOK

The data obtained on the field with the aid of a digital theodolite which are
recorded into the field book were accurately reduced in the manner shown below:

a. Angular Reduction
The angular reduction were done for both the horizontal circle reading and
vertical circle reading as explained below;
The horizontal circle reading on face left to the back station (L1) was
subtracted from the circle reading also on face left to the fore station (L2);
likewise, the horizontal circle reading on face right to the back station (R1) was
also subtracted from the circle reading also on face right to the fore station (R2).
The mean of the reduced angle for both cases were obtained. This was done for
every station occupied

L2 – L1

R2 – R1

Horizontal angle = L + R
2

40
 Where: L1 is observation value made to back station on face left

L2 is observation value made to forestation on face left

R1 is observation to back station on face right

R2 is observation to fore station on face right

Also, the reduction of the vertical angles were determined by deducting 90º
or 270° from the vertical circle readings observed on face left and right after the
transit respectively to have the mean angle, which was used in correcting for slope
error in the measured distances.

Face left vertical angle = 90º – L or L-90º = L2

Face right vertical angle = 270°–R or R – 270° =R2

Mean vertical angle = L2 +R2 = Slope Angle

2

b. Distance Correction

The distance measured from the field was reduced so as to have the true
horizontal length. In reducing the measured distance, the EDM calibration
constants obtained from SIWES was applied to every distance measured. Slope
correction is not needed since the EDM used gave the true horizontal distance.

c. Bearing reduction

The back computation of the controls coordinates was done so as to reduce

observed angles from the computed bearing, the initial back bearing was added to
the first observed angle to obtain the forward bearing. Next back bearing was
obtained by adding or deducting 180 º from the previous forward bearing. This
procedure was repeated till the last bearing was attained.

Back Bearing + Observed Angle = Forward Bearing

Forward Bearing + 180º = Next Back Bearing.

41
4.2 COMPUTATIONS

4.2.1 FORWARD COMPUTATION

The last forward bearing was computed with the existing bearing having
subtracted and found to be within the allowable error limit or permissible value,
then the misclosure error was distributed arithmetically through all the forward
bearings observed. It could be addition or subtraction, this depends on if the
reduced bearing is greater or lesser when compared with the last forward bearing.

Bearing misclosure = Corrected Bearing (from coordinate) – Last Forward Bearing

The misclosure error was distributed using the formulae.

Misclosure × each station

Total number of stations
While the angular accuracy was checked by using 30’’√n; where n is the number of
stations occupied.

Expected result = 30’’√17 = 00° 02’ 3.69”

Result obtained = 000 02’ 0.86”

With this comparism, the error is within the allowable error, this error was
distributed by multiplying the error by the serial count of each station. The final
bearing was obtained by applying the error per station ± correction to bearing.

Furthermore, the corrected bearing and distance of each point was used to
compute for the latitude (∆N) and departure (∆E) of each station using the formulae
below

∆E = change in easting (longitude) = L Sin ø

42
 ∆N= change in northing (latitude) = L Cos ø

Where ø = Corrected bearing

L= Corrected distances

The provisional co-ordinate of each newly established point was derived

starting from the control coordinate Northings and Eastings coordinates of such
stations were added algebraically in sequential order to change in Northing and
Eastings of such station using the formulae

NN = IN + ∆ northing

NE = IE + ∆ easting

Where; L is corrected distance in meter

Ө is corrected bearing in deg, min, sec.

NN is coordinate of new northing.

NE is coordinate of new easting

IN is coordinate of initial northing

IE is coordinate of initial easting

Arithmetic Sum

The ∆N and ∆E were approximate to the nearest whole number and added
cumulatively to get the arithmetic sum accorded to each traverse station.

Linear Misclosure

This was obtained using difference between the derived coordinates and the
corrected coordinates of the control used for closing the traverse.

∆N= Misclosure in Northings

∆E= Misclosure in Eastings

43
 This error was distributed to the uncorrected coordinate to obtain the final
coordinate of each station using the expression below:

Correction per station for Northings and Eastings

= Arithmetic sum of each line × Error constant coordinate (Nor E)

Total Arithmetic sum

Final coordinates = uncorrected coordinate + correction per station

4.2.2 LINEAR ACCURACY

This was computed using the formulae:

√ (∆N) 2 + (∆E) 2
∑D

Where; ∑D = Summation of corrected distances

∆N = Misclosure in Northing

∆E = Misclosure in Easting

∆N = + 0.053m

∆E = - 0.059m

Total distance = 2847.439

1
(+0.053)2 + (-0.059)2
2847.439
= 1
(0.0028 + 0.0035)
2847.439
= 1
0.079372539

44
 2847.439
= 1
35,873.07099
= 1: 35,873.07099
= 1: 36,000
Expected linear accuracy = 1:5,000
Obtained linear accuracy = 1:36,000
4.2.3 BACK COMPUTATION
The final bearing and distances were derived from ∆N and ∆E which were
in turn obtained from the final coordinates of each station. Back computation
yielded the final bearing and distance used for the plotting of the survey plan. The
following formulae were used:

∆N = N2-N1 (N1=Initial Northing while N2= Next Northing)

∆E =E2- E1 (Difference in initial and next easting)

Bearing = Tan-1(∆E/∆N)

Distance = √ (∆N) 2 + (∆E) 2

L= (∆N) , L = (∆E)
Cos Brg Sin Brg

Where L= distance

∆N = change in Northing

∆E = change in Easting

Brg = Bearing

N = Northing of a point

E = Easting of a point

Table 4.1 Back computation of traverse pegs

45
 Station Bearing Distance ∆N(m) ∆E(m) Northing(m) Easting (m) Station
From
(º ’ ”) (m To
)

Peg A
867967.533 605660.423
Peg A 334 56 54.1 307.112 278.221 -130.042 Peg B
868245.755 605530.381
Peg B 331 00 48.3 245.309 214.580 -118.878 Peg C
868460.335 605411.504
Peg C 336 31 58.0 203.378 186.556 -80.990 Peg D
868646.891 605330.544
Peg D 333 42 55.5 410.562 368.112 -181.809 Peg E
869015.003 605148.703
Peg E 348 02 18.1 153.216 149.889 -031.755 Peg F
869164.893 605116.949
Peg F 329 39 02.7 395.698 341.472 -199.934 Peg G
869506.363 604917.014
Peg G 333 07 27.5 208.768 186.219 -094.375 Peg H
869506.583 604822.640
Peg H 330 01 0.04 365.966 316.989 -182.890 Peg I
870009.572 604639.749
Peg I 333 55 32.3 327 621 294.276 -144.001 Peg J
870303.849 6044567.749
Peg J 321 33 23.0 044.992 35.238 -027.973 Peg K
870339.087 604467.776
Peg K 339 31 55.3 124.324 116.475 -43.474 Peg L
870455.561 604424.302
Peg L 153 34 49.9 2778.178 - 1236.121 Peg A
2488.02
7
867967.533 605660.423

4.2.4 LEVELING COMPUTATION AND ADJUSTMENT

The field book reduction could be done in two ways namely:

i. Rise and fall method

ii. Height of collimation method

In this project, the height of collimation method was applied using height of instrument
method.

H.I= B.S + R.L

RL= H.I – F.S

46
 R.L= H.I – I.S

Where: H.I= Height of the instrument

R.L= Reduced level

B.S= Back sight

I.S= Intermediate sight

Check = ∑B.S - ∑F.S= I.R.L – F.R.L

Where: ∑B.S = summation of back station

∑F.S = summation of fore station

R.L = initial reduced level

F.R.L = final reduced level

The specification, ±24mm√K was used to obtain the accuracy of the job.

Where: K = total distance covered in kilometer,

=24mm√2.847km

=24  1.687

=40.495mm

=0.040m

Misclosure = 0.040m

Formula:

Error per station = Misclosure  number of staff position

Total number of staff positions

4.2.5 TACHEOMETRY COMPUTATION

47
The tacheometry method was used to determined horizontal distance and vertical
differences between instrument station and staff position at the edge of features.

The formulae used for computation is as follows

D = KS Cos 2 θ

S = U-L
∆o = Ks
K = constant (100 by design)

∆N = L cos Ө

∆E = L sin Ө

Nothing = Northing of occupied station + ∆N

Easting = Easting of occupied station + ∆E

Where: U = Upper stadia hair reading

L = Lower stadia hair reading

M = Middle stadia hair reading

K = multiplying constant

∆o ` = Horizontal distance

S = Stadia Intercept

4.3 ANALYSIS OF RESULTS

In accordance with the specification on third order theodolite traverse, the

required accuracy was compared with the result obtained. The analysis is shown in the
table below:

Table 4.2 Analysis of Result

S/N SURVEY FORMULAR EXPECTED RESULT REMARKS

DATA RESULT OBTAINED

48
 1 Angular 30”√n 000 01’43.92” 00000’17.76” Acceptable
misclosure
2 Linear 1 1:5000 1:36,000 Acceptable
misclosure √ (∆N) 2+
√(∆E) 2
Total distance
3 Leveling ±24mm√K ±0.040 0.008 Acceptable

The analysis above showed that all the results are within the limit of allowable error and
specification.

4.4 EXTRACT OF RESULT

This aspect contains all the Northings and Eastings of each pegs of stations
established.

Below is the table showing the abstract of results of final coordinates and final level of
points established.

Table 4.3 Extracts of result

STATION
NORTHINGS(m) EASTINGS(m)
Peg A
867967.533 605660.423
Peg B
868245.755 605530.381
Peg C
868460.335 605411.504
Peg D
868646.891 605330.544
Peg E
869015.003 605148.703
Peg F
869164.893 605116.949
Peg G
869506.363 604917.014
Peg H
869506.583 604822.640
Peg I
870009.572 604639.749
Peg J
870303.849 6044567.749

49
 Peg K
870339.087 604467.776
Peg L
870455.561 604424.302

4.5 INFORMATION PRESENTATION

After all the data have undergone processing (computation), the processed data were
used for plan production. The plans were produced in two different formats namely:-

i. Analogue
ii. Digital plotting.

4.5.1 PLAN PRODUCTION

Three plans were produced after the data have been processed these are:-

i. Locational plan
ii. Longitudinal plan
iii. Cross sectional plan

4.5.2 MANUAL PLOTTING (ANALOGUE)

The coordinates (Northing and Easting) of the pegs were used in plotting the
longitudinal plan with the gridded sheet on a suitable scale.

The chainage interval was also plotted on horizontal axis and the heights of the
points were plotted on the vertical axis on different suitable scale showing the profile
of the route. i.e. side view of the route.

The cross section of the route was also plotted in the same way as the profile
showing the end view of the route.

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4.5.3 DIGITAL PLOTTING

This was done using AUTOCAD whereby the three plans (i. e locational, profile
and cross sectional plan) were produced.

The heights of each points (i. e. Centre line, L 1, L2, R1, and R2) were entered using
Microsoft excel sheet for proper and accurate arrangement, the heights was then
copied to the note pad for easy recognition in the Auto CAD environment and then
saved.

AutoCAD Land Development was launched, the project was created and the
alignment was created from the polyline drawn. Then, cross section was then
selected using select from file (i. e. file used to save those heights in the note pad)
click to open and select plot all in the same cross section and the cross section will
run.

The same process was repeated for profile section by setting the unit and the
interval given as the project specification

As touching traverse digital plotting, coordinates of each peg were entered into
the note pad, saved as script and was run as script in the AutoCAD after setting the
necessary unit.

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 CHAPTER FIVE

5.0 SUMMARY, PROBLEMS ENCOUNTERED, CONCLUSION

AND RECOMMENDATIONS

5.1 SUMMARY

The project carried out is all about route survey which is to obtain the horizontal
alignment of the road (the ground profile) by carrying out longitudinal and cross
sectional leveling, and to produce the plans of the proposed road. The exercises were
accomplished as stated bellow:

The exercise started by testing for the standard stores collected, to know their
working condition. Reconnaissance survey followed after, which was mainly all about
planning. Traversing and levelling operation (i. e. profile and cross section) were carried
out using theodolite and level instrument. Details (features) were fixed by tacheometry
method. The data acquired were later processed by means of computation.

Information presentation was not left out (i. e production of analogue and digital
plan) using the Northings and Eastings coordinates and heights (i. e X, Y, Z coordinates)
of the processed data. And finally the project report was written

5.2 PROBLEMS ENCOUNTERED

During the execution of this project, the under listed problems were encountered:

i. When the project and its specification were given, there were no sufficient
instruments (theodolite in particular) for all the groups available.
ii. Some of the leveling staves given from the store unit of the school were not good
enough in that, they were with faded graduation and some are stiff.

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 iii. Some of our pegs were removed, which made us to re- establish new ones,
thereby delaying the execution of the project.
iv. In-availability of initial controls.

5.2.1 SOLUTION TO THE PROBLEMS

The problems above were solved by consistency and unity. At the initial stage
when the instruments were not given to us, we as a group never relent in disturbing the
store keeper in order to get one which was later resolved by the SIWES coordinator. The
poor calibration and the stiff staves were solved by returning the bad one to the store and
the good ones were collected. Lastly, the SIWES and practical’s unit later helped in
establishing the initial controls.

5.3 CONCLUSION

Despite all the problems faced in the process of executing the project, the aim
and the objectives of the project given was accomplished.

Also, this project has earned me an advantage over other students especially in
the aspect of engineering surveying. It has also broadened my knowledge on how any
route job can be executed or carried out successfully with little or no difficulty.

At the end of it all, the following items were submitted to the SIWES office:-

i. Field books
ii. Computation sheets
iii. Plans (locational plan, longitudinal plan and cross sectional plan )
iv. Project report.

5.4 RECOMMENDATIONS

For the sake of the experience gained during the course of this project. I wish to
make the following recommendations:

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 i. The school authority should provide adequate equipment especially,
digital instruments to the National Diploma students so as to improve the
accuracy and the speed of the project execution, and to enable them cope
with the challenges ahead after graduation.

ii. Also, this particular project should be done continually on all roads that
have the same problem (as encountered in this project) in order to
enhance the accessibility of various places.

5.5 REFERENCES

Oregon department of transportation (2000): Basic Surveying theory and

practice, 9th annual seminar of Oregon department of transportation, Pp. 1-2.

Ghilani, C.D. and Wolf, P.R. (2012): Elementary surveying- an introduction to

geomatics, 13th edition, London, Pearson Education Ltd., Pp. 685, 778, 788.

Schofield, W. (2001): Engineering surveying, 5th edition, Oxford, Heinemann-

Reed education and publishing Ltd., Pp. 1, 436.

Norman, W. (1981): Surveying, 6th edition, Arnold Publishers, University of

California.

Microsoft Encarta Encyclopaedia (2009): ‘Route Surveying’, Encarta World

English Dictionary © Microsoft Corporation.

Anderson, J. M and Mikhail, E. (1985): Introduction to survey, Mc Graw-Hill

Book Company, Pp.525, 256.

David, R. (1968): Land surveying, 3rd edition, Macdonald and Evans, Pp.63.

Duggal, S. K. (2006): Engineering surveying, 4th edition, by Tata McGraw-Hill

Publishing Company limited, Pp. 43.

Mikhail, E. (1977): Surveying, 10th edition, New York, Northolt and Publication
Company.

James, C. (1985): Surveying, 6th edition, Pitman publishing, London, Pp. 1, 3.

Harry L. Field (2006): Landscape surveying, 5th edition, Pp.10.

Michael T. et al (2006): Surveying Fundamental and Practices, 5th edition, Pp.

160, 164 & 392.

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.

5.6 APPENDICES

1. Theodolite traversing field books

2. Forward computation sheets
3. Back computation sheet
4. Levelling field book and computation sheets
5. Detail Tacheometry field book and computation sheets
6. Plotting: Analogue and Digital plans

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