Final Report

EXTENSIVE SURVEY CAMP REPORT 2017-18
CONTENTS
SL.NO CHAPTERS
1. INTRODUCTION
2. EXISTING TANK PROJECT
3. NEW TANK PROJECT
4. HIGHWAY PROJECT
5. WATER SUPPLY AND SANITARY PROJECT
6. DRAWINGS
DEPT. OF CIVIL ENGG. GNDEC, BIDAR Page 1

INTRODUCTION
In Civil Engineering, project is a work undertaken as the constructional aspects of which

are done according to a systematic plan and with necessary detailed estimation of quantities of
materials and other costs. Project means a full scheme consisting of a detailed technical report,
history, designed data, calculations, drawings, specifications, rates etc. In project, a detailed study
of stages and operations involved will give us period of its execution and completion. Before
undertaking any project, a detailed report explaining its purpose, Technical feasibility,
Construction, Financial, Socio-economic aspect, Ecological and Environmental impact must be
prepared. The main projects are irrigation, bridges, railways, highways etc., in irrigation project
there are construction of works like dams, channels, weir, bunds etc.
1.1 IMPORTANCE OF PROJECTS
Every engineering project when successfully completed forms a valuable asset for the
country. During the construction of Project, it provides employment opportunities to the jobless
persons. For instance, Irrigation projects are necessary for the development of any agricultural
country like India, by the construction of irrigation project fresh and sufficient quantity of water
for the domestic and industrial purposes can be fulfilled whole throughout the year.
1.1.1 SIGNIFICANCE OF IRRIGATION PROJECT
Water is the greatest resource of humanity. It not only helps in survival but also helps in
making life comfortable and luxurious. Besides various other uses of water, the largest use of water
in the world is made for irrigating lands. Irrigation indeed, is nothing but a continuous and a reliable
water supply to the different crops in accordance with their different needs. When sufficient and
timely water does not become available to the crops, the crops fade away, resulting in lesser crop
yield, consequently creating famines and disasters. Irrigation project can, thus, save us from such
disasters.
1.1.2 NECESSITY OF IRRIGATION
India is a tropical country with a vast diversity of climate, topography and vegetation.
Rainfall in India varies considerably in its place of occurrence, as well as in its amount. Even at a
particular place, the rainfall is highly erratic and irregular, as it occurs only during a few particular
months of the year. Crops cannot, therefore, be raised successfully, over the entire land, without
providing artificial irrigation to fields.
1.1.3 BENEFITS OF IRRIGATION PROJECTS
There are many benefits or advantage of irrigation such as:

1 Increase in food production.

2 Cultivation of cash crops.
3 Domestic and industrial water supply.
4 Generation of hydro-electric power.
5 Fishery culture.
6 Channel navigation.
7 Avoidance of famine.
8 A successful irrigation project can be assured if the following factors are taken into
consideration.
9 Sufficient funds for the project.
10 Skilled labor experienced in the civil engineering work.
11 Adequate transportation facilities in the form of tractors, tippers, dumpers, lorries,
excavators etc.,
12 Cost of labor and construction materials such as stone, brick, cement etc.
13 Environmental conditions.
1.1.4 IMPORTANCE OF SURVEYS
Before undertaking any project, the first and foremost job is to carry out the survey work of the
project area under consideration. Surveying is the art of determining the relative positions of points
on, above or beneath the surface of the earth by means of direct or indirect measurements of
distance, direction, and elevation.
1.2.1 RECONNAISSANCE SURVEY
Reconnaissance Survey can be defined as an investigation carried out for obtaining details
required for the commencement of any project by gathering information about the terrain of the
project area. The main objective of this survey is to make preliminary inspection of the area to
be surveyed with the view of selection of good station points. And after inspecting the ground,
a rough sketch of drawings are prepared showing details of roads, buildings, trees and other
important features surrounding it.
2.2.1 TERMS USED IN SURVEYING
1.CHAIN SURVEYING
Chain surveying is that type of surveying in which only linear measurements are made in the
field. This type of surveying is suitable for surveys of small extent on fairly flat open ground.
2. STATION
A survey station is a prominent point on the chain line and can be either at the beginning of
chain line or at the end. Such a station is called as a main station. However, subsidiary or tie
station can also be selected anywhere on the chain line and subsidiary or tie lines may run
through them.

3. BASE LINE
The lines joining the main survey stations are called main survey lines. The biggest of the main
survey line is called the base line and the various survey stations are plotted with reference to
the base line.
4. CHECK LINE
Check lines or proof lines are the lines which run in the field to check the accuracy of the work.
The length of the check line measured in the field must agree with its length on the plan.
5. RANGING
In measuring a survey line the chain has to be laid out on the ground between the stations. If
the line is short, the chain could be put in alignment easily. But as it is long or the end stations
not clearly visible then intermediate points have to be established in line with the end points to
know the direction of the line by ranging.
Methods of Ranging
I. Direct ranging: It is done when the two ends of the survey lines are intervisible.
II. Indirect or Reciprocal ranging: It is done when both the ends of survey line are not
intervisible either due to high intervening ground or due to long distance between
them.
1.2 COMPASS SURVEYING
Surveying in which a compass is used to determine direction of survey line in a traverse is

known as compass surveying. The length of survey lines are measured by means of a tape as
in chain surveying.
1.2.1 BEARING
The angle measured with respect to any meridian is called bearing. A meridian is any
direction such as;
I. True meridian: true meridian through a point is the line in which a plane, passing
that point and the north and south poles, intersects with surface of the earth.
II. Magnetic meridian: magnetic meridian through a point is the direction shown by a
freely floating and balanced magnetic needle free from all other attractive forces.

III. Arbitrary meridian: Arbitrary meridian is any convenient direction towards a
permanent and prominent mark or signal, such as a church spire or top of chimney.
1.2.2 FORE BEARING

The bearing of line in the direction of the progress of survey line is called Fore Bearing.
1.2.3 BACK BEARING

The bearing of a line in the opposite direction of the progress of a survey line is called back
bearing. The difference between fore bearing and back bearing is 1800 i.e. B.B-FB=1800
1.2.4 WHOLE CIRCLE BEARING

In this system the bearing of a line is measured with magnetic north (or with south) in
clockwise direction. The value of the bearing thus varies from 00 to 3600.
Example: - Prismatic compass.
1.2.5 QUADRANTAL BEARING
In this system, the bearing of a line is measured eastward or westward from north or south,
whichever is nearer. Thus both north and south are used as reference meridian and the direction
can be either Clockwise or anticlockwise direction depending upon the position of the line. The
value of the bearing varies from 00 to 900.
Example: Surveyor compass.
1.3. PLANE TABLE SURVEYING
It is a graphical method of survey in which the field observation and plotting proceed
simultaneously. It is a very effective method of surveying for preparing small or medium size
topographical plan. It is relatively less accurate as compared to other methods of surveys.
1.3.1 STATION POINT

It is a ground point on which plane table is set up.
1.3.2 LEVELLING
The table is leveled by placing the spirit level on the board in two positions at right angles
and getting the bubble central in both directions.
1.3.3 CENTERING
The table should be so placed over the station on the ground that the point plotted on the
sheet corresponding to the station occupied should be exactly over the station on the ground.
The operation is known as centering of plane table. This is achieved by using plumbing fork.

1.3.4 ORIENTATION
The process of keeping the plane table in some fixed direction so that line representing a
certain direction on the plane is parallel to that direction on the ground.
This is essential condition to be fulfilled well more than one Instrument station is to be
used. If orientation is not done, the table will not be parallel to itself at different position
resulting in an overall distortion of the map.
There are two main methods
I. Orientation by means of trough Compass.

II. Orientation by means of back sighting.
I. METHODS OF PLANE TABLING
Methods of plane tabling can be divided into four distinct heads;

1 Radiation
2 Intersection
3 Traversing
4 Resection
1. RADIATION
In this method, a ray is drawn from the instrument station towards the points, the distance is
measured between the instrument station and that point, and the point is located by plotting to
some scale the distance so measured.
2. INTERSECTION
Intersection is performed when the distance between the points and the instrument station is
either too large or can not be measured accurately due to same field condition.
The location of an object is determined by sighting at the object from two plane table stations
(previously plotted) and drawing the rays.
The intersection of these rays will give the position by the object. It is therefore very
essential to have at least two-instrument station to locate any point.
3. TRAVERSING
This method is similar to that of compass. It is used for running survey lines between stations
which have been previously fixed by other methods of surveying to locate the topographical
details. It is also suitable for the survey of roads, rivers etc..,
4. RESECTION

Resection is the process of determining the plotted position of the station occupied by the plane
table, by means of sights taken towards known points, locations of which have been plotted.
5. THE TWO POINT PROBLEM

Location of the position, on the plan of the station occupied by the plane table by means of
observation to two well defined points whose position has been previously plotted on the plan.
6. THE THREE POINT PROBLEM

Location of the position, on the plan, of the station occupied by the plane table by means of
observation to three well-defined points whose positions has been previously plotted on the
plan.
1.4 TERMS USED IN LEVELLING
Bench mark (B.M.): It is the point of known elevation

Back sight (B.S.) It is the first staff reading after setting up the instrument,
the elevation of this point is known as back sight.
Fore sight (F.S.) It is the last staff reading taken.
Intermediate sight (I.S.) It is a point intermediate between two change points, on
which only one sight (fore-sight) is taken to determine
the elevation of the point.
Change point (C.P.) It is the station where both F.S. and B.S. are taken it
denotes the shifting of the instruments. It is also called
as a turning point.
Reduced level (R.L.) The levels of various points taken as heights above or
below the datum surface are known as reduced level.
1.4.1 METHODS OF LEVELLING
1.4.1.1 SIMPLE LEVELLING

This method allows us to determine the difference in level between two points by placing
instrument approximately midway between two points. While taking the observation the
bubble should remain in the center.
1.4.1.2 COMPOUND LEVELLING OR DIFFERENTIAL LEVELING:
The compound leveling involves the same process as that of simple leveling, but in
addition, a number of setting of the instrument are require to find out the difference in level the
two points. This may be either due to a large distance or due to some intervening obstructions.
1.4.1.3 FLY-LEVELING

The Reduced Levels of some important points is found by few selected setting of the
instrument to get rough idea of the nature of the ground.
1.4.2 LONGITUDINAL OR PROFILE LEVELING
Longitudinal or profile levelling is an operation of doing a levelling job with a view to

determine the profile of the surface along a given line. It is also called longitudinal sectioning.
This is generally the center line of a proposed alignment such as a railway line, highway, canal
or pipeline.
1.4.3 CROSS-SECTION LEVELLING:
In longitudinal leveling or profile leveling the central line is taken. But when a wider belt
is required for some engineering project, for example a highway, railway etc, profile leveling alone
does not serve the purpose.
In such a, case cross-section are required for the construction of new bund or a road in
connection of a state highway (SH) to national highway (NH) or for a canal it helps us in getting
the real topographical outline in the transverse direction along the alignment by this we can easily
calculate the earth work involved in the construction of highway/ canals etc.
1.4.4 PRINCIPLE OF LEVELLING:
The principle of leveling is that with a level set up at any place, the difference in elevation
between any two points within proper lengths of sight is given by the difference between the rod
readings taken on these points. By a succession of instrument stations and related readings, the
difference in elevation between widely separated points is thus obtained.
1.4.4.1 DUMPY LEVEL:

The dumpy level is a simple, compact and stable instrument. The telescope
is rigidly fixed to its support and therefore, can neither be rotated about its longitudinal axis, nor
can it be removed from its supports.
1.4.5 METHODS OF COMPUTATIONS:

1 Rise and fall method
2 Height of collimation method
1. RISE AND FALL METHOD:
In this method the difference in level between successive points is obtained by comparing
the readings from the same settings.
The B.S. & F.S. have been taken from the same setting of the instruments. If F.S. is larger
than B.S., it indicates a fall because a large reading can be obtained on the staff if it goes down.
Similarly a similar B.S. means rise.
2. HEIGHT OF COLLIMATION METHOD:

In this method the height collation of the instrument is computed by adding B.S. to the R.L.
of B.M. on which the back sight has been taken. The various reading taken from this setting are
subtracted from the height of collimation to get R.L.’s of subsequent points.
1.5 CONTOURING:
A contour is an imaginary line on the ground joining the points of equal elevation. It is a
line in which the surface of the ground is intersected by a level surface.
TERMS USED IN CONTOURING:
1 Contour line
It may be defined as an imaginary line passing through points of equal elevation.
2 Contour interval
The constant vertical distance between successive contour lines is called contour interval.
3. Horizontal equivalent
The horizontal distance between two consecutive is called the horizontal equivalent.
METHODS OF DRAWING CONTOURS
DIRECT METHOD:
In this direct method a series of points are selected representing the same elevation, they
then located and contour lines are made to pass through them.
INDIRECT METHOD:
In this method the R.L.’s of the various points are found out. Then the points of the required
elevation are interpolated through which the contour lines are passed. This technic is adopted for
block level of the weir, plug sluice, canals etc.
PLOTTING OF PROFILE:
Horizontal distances are marked on a horizontal line. A datum line is selected. The R.L.’s
of the points are written against the points. A vertical scale is kept quite large as compare to the
horizontal scale.
Note: Horizontal Scale: - 1 in h. Vertical scale: - 1 in v



EXISTING TANK PROJECT
INTRODUCTION:
Existing tank is a tank which is constructed by earth and lateral stone pitching at the up
stream side of the reservoir. It is constructed in a small valley of length of 240 m.
Existing tank reservoir consists of two small streams and a small hillock at the center as shown in
the contour map.
The site is 1 km from the Shahapur village away from Bidar city. It has an ideal site with the
natural topography.
The set of instruments used in conducting the survey work for existing tank project dumpy level,
plane table, prismatic compass, chains, tapes, cross staff, level staff, arrows, pegs, ranging rods
etc.
STAGES OF WORK:
The survey work for existing tank project is divided into following stages of work;
[i] Alignment of center line of the existing bund, longitudinal and cross section along the
center line.
[ii] Capacity surveys.
[iii] Details of sluice and waste weir.
LONGITUDINAL AND CROSS-SECTION OF EXISTING TANK:
The longitudinal alignment of bund has a straight line of 225m with respect to north. The
total length of bund is 225m. The top of the bund is 2 m wide leveled. The side slope is 2:1 (2
horizontal to 1 vertical) at the upstream and 1.5:1 at the downstream.
In cross-section we have measured the top width, inclined length of upstream and down
stream side and the slope at every 30m chainage.
According to above data we have taken the cross- section and longitudinal section of
existing earthen bund.
CAPACITY SURVEY:
The second stage of work is the capacity survey. This work is done by plane table with
accessories and the dumpy level. Each contour is of 0.3m interval as shown in the contour map.
There are four contours covering the maximum area of reservoir from the lower
level to the upper level and with the help of planimeter, we have found out the area of each contour.
DETAILS OF WASTE WEIR:
The waste weir is at the right side of reservoir. It has located at the higher elevation but
lower than the top of bund to discharge excess water.
Waste weir structure is absent at present existing tank hence we have proposed to built a
suitable structure for waste weir. For waste weir we have done the block leveling up to 25m from
the 0 end.
DETAILS OF SLUICE:
The sluice is a structure of stone masonry. There was an opening at the bottom and no
controlling device at the top for sluice we have proposed to construct a good structure with a
controlling device at the top to properly discharge the reservoir water into the canal.
CAPACITY OF WATER SPREAD OF TANK.
The gross capacity of a tank may be defined as the cubic content of water stored in the tank up to
F.T.L. the effective capacity of a tank with however be the cubic content of water stored between
F.T.L and the bottom or sill level 0 the lowest supply level of the sluice.
There storage capacities can be computed easily by using the contour plan of the area of the water
spread; the total capacity being the sum of the capacities between successive contours the smaller
the contour interval (Δ h). The more accurate the capacity computation will be this is because of
A1 and A2 represents the area enclosed between two successive contour than the cubic content
between these contours is roughly as A1+A2/2(Δ h).
The summation of all cubic contents between the successive contours will be the required storage
capacity of the tank when the contour plan is not available and only the area of the at F.T.L. is
know then the effective cubic content of the tank may be roughly computed as; this area multiplied
by one third (1/3) of the depth from this level (FTL) to the deep bed of the tank or the level of the
sill of the lowest sluice whichever is higher of the two.
If the area (A1) of the tank bed at the level of the sill of the lowest sluice an 1/3
(A1+A2+A1A2) h where h is the height or difference in elevations between F.T.L. and sill level
of the lowest sluice. This formula is based on the assumption that the water stored is in the shape
of a cone.
TANK WEIR OR SURPLUS WEIR

The excess surplus water is spilled from a tank in to the down stream channel. So as to avoid the
rise of water in the tank above the M.W.L in fact the water will generally start spilling over the
crest of this escape weir as and when it rises above F.T.L. and the discharging capacity of this weir
will be designed such as to pass the full maximum flood discharge with a depth over the weir equal
to the difference between F.T.L and M.W.L.
Although the effective storage capacity of tank is limited by F.T.L. but the area submerged by the
tank by bund revetment are all dependent on MWL and hence in order to restrict the dimensions
of there is it desirable to keep the difference between FTL and MWL to a smaller valve.
TANK OUTLET OR TANK SLUICE
A tank sluice is an opening in the form of a culvert or a pipe running through or under the
bund, and supplying water from the tank to the discharging channel below to meet the irrigation or
other water requirements as and when needed suitable wing walls and other bank connections are
also provided as required at the head and tail end of the culvert. In ordinary medium sized sluice,
masonry culverts with or without arch roofs are generally constructed.
The size of the culverts will depend upon the maximum quantity of water it is required to convey,
but in no case should be less than .60, wide and 0.75meter high, so as to allow a the barrel should
also be such as to limit the velocity through the sluice barrel to a maximum of 4.5m/sec under the
condition of plug hole being fully open and with the water at full tank level.

LONGITUDINAL SECTION OF EXISTING BUND
DISTANCE BS IS FS HI RL REMARK
1.41 101.41 100 RL OF TBM
0 1.41 101.41 100
30 1.54 101.41 99.87
60 1.57 101.41 99.84
90 1.76 101.41 99.65
120 1.68 1.15 101.94 100.26 TP
150 1.49 101.94 100.45
180 1.35 101.94 100.59
210 1.3 101.94 100.64
Arithematic check
∑BS-∑FS=Last RL-First RL
3.09-2.45=100.64-100
0.64m=0.64m

BLOCK LEVELLING AT WASTE WEIR ON BUND ALIGNMENT
SL.NO DISTANCE STAFF READING HI(M) RL(M) REMARK

1 L C R BS IS FS
2 2.395 102.4 100.000 TBM
3 0 2.200 100.2 100.195 100.000M
4 5 1.855 100.54 100.540
5 10 1.510 100.89 100.885
6 15 1.145 101.25 101.250
7 5 2.940 99.455 99.455
8 10 3.285 99.11 99.110
9 15 3.390 99.005 99.005
10 5 2.325 100.07 100.070
11 5 1.885 100.51 100.510
12 10 1.565 100.83 100.830
13 15 1.210 101.85 101.850
14 5 2.830 99.565 99.565
15 10 2.955 99.44 99.440
16 15 3.480 98.915 98.915
17 10 2.140 100.26 100.255
18 5 2.075 100.32 100.320
19 10 1.630 100.37 100.365
20 15 1.170 101.23 101.225
21 5 2.385 100.01 100.010
22 10 2.815 99.58 99.580
23 15 3.400 98.995 98.995
24 15 1.895 100.5 100.500
25 5 1.675 100.72 100.720
26 10 1.685 100.71 100.710
27 15 1.315 101.08 101.080
28 5 2.165 100.23 100.230
29 10 2.485 99.91 99.910
30 15 3.025 99.37 99.370
31 20 1.550 100.85 100.845
32 5 1.340 101.06 101.055
33 10 0.985 101.41 101.410
34 15 1.135 101.26 101.260
35 5 1.660 100.74 100.735
36 10 1.835 100.56 100.560
37 15 2.080 100.32 100.315
38 25 0.720 101.68 101.675
39 5 0.750 101.65 101.645
40 10 0.550 101.85 101.845
SL.NO DISTANCE STAFF READING HI(M) RL(M) REMARK

1 L C R BS IS FS
41 15 0.405 101.99 101.990
42 5 0.585 101.81 101.810
43 10 0.750 101.65 101.645
44 15 2.065 0.980 103.480 101.415
45 30 0.705 103.480 102.775
46 5 0.960 103.480 102.520
47 10 1.130 103.480 102.350
48 15 0.785 103.480 102.695
49 5 0.675 103.480 102.805
50 10 0.900 103.480 102.580
51 15 1.185 103.480 102.295
∑=4.460 ∑=2.165
ARITHEMATIC CHECK
∑BS - ∑FS =LAST RL OF BM - FIRST RL OF BM

4.460-2.165 = 102.295-100.000
2.295M = 2.295M


NEW TANK PROJECT
INTRODUCTION:
A survey project pertaining to the construction of a new tank is undertaken at a site 1KM
from Shahapur village. It is an ideal site with the natural topography.
The set of instruments used in conducting the survey work for New Tank project etc,
theodolite, dumpy level, plane table, prismatic compass, chains, tapes, cross-staff, level-staff
arrows pegs, ranging rods.
The new tank project is divided into four phases:-
The survey work for new tank project is divided into following stages of work:
[i] Alignment of center line of the bund, longitudinal and cross section along the center line.
[ii] Capacity surveys.
[iii] Block leveling of sluice and waste weir.
[iv] Canal alignment
ALIGNMENT OF EARTHEN BUND:
1. The position occupied by the center line of a bund in plan is called alignment of bund.
2. The center line of the bund is so located it should be short preferably straight with less cost
of construction and maintenance and the capacity of reservoir being more.
3. The starting and ending point of a bund is chosen on a high-elevated hard ground and a
small hillock respectively with a natural valley to a basin in between. The starting and
ending points forms a good ideal site for the dam bearing of the bund.
4. Set the theodolite near at station A of the proposed starting point of bund.
LOCATION OF THE PROJECT:
The project site is located at 1 KM from Shahapur village and about 4.5 KM from Bidar
city. It is proposed to build an earthen dam (bund) across small stream flowing through the site.
REASONS FOR PROPOSAL OF NEW TANK:
A tank project is justifiable as the area to be irrigated in isolated small catchment, which
can not be otherwise included in large scheme. And other methods of irrigation are not suitable
due to topographic restrictions.
The project site is situated in a rocky and highly hilly region with undulations on a ground
and these are huge areas of cultivable land which are fertile enough on the down stream side of the
tank which can be irrigated under this new project.
The stream flows for about 1 Miles to 2 Miles from up stream origin and meander greatly.
The discharge will be large during rainy season.

EXISTING METHODS OF IRRIGATION:

The people of the area mainly depend on rainfall and only a small area is irrigated from
water of old tank there are very few wells that are used for irrigation purpose.
RAIN FALL:
The rain fall of the area is moderate about 80 cm to 90 cm which is distributed through out
the season and at times in absence of rainfall the people of the area struggle hard for water supply.
EXISTING CROPS:
The people of the area mainly grow maize, sugarcane and paddy. It is proposed to irrigate
for the same time of crops on a large scale.
EFFECT OF SUBMERGENCE:
The area submergence being small under the tank and there is no village or cultivated lands.
Hence cost of acquisition of land is negligible.
BENEFITS FROM THE PROJECT:

After the construction of the new tank project, it prevents famine and approximately
10,000 hectares of cultivable land can be irrigated under new tank project. There by providing a
means of livelihood and quality crops. And also it provides water supply to Shahapur village.
GEOLOGICAL FEATURES:
The site reveals that there are two types of rocks;
1) Black cotton
2) Basaltic laterite
CONTOUR SURVEY:
To fix the storage levels of the reservoir or tank contours are traced with a contour interval
of 0.5m of 99.105m RL. Using planimeter, the volume of water is found out from mainly available
formula etc., and all such volumes are computed to get gross storage of the tank. The dead storage
can also be found out. Runoff volume can also be found to find the trap efficiency of the reservoir.
The canal head regulator regulates supply of water entering into the canal and surplus water can
be drained off by waste weir
.
SITE FOR WASTE WEIR:
Suitable site for waste weir is on right of the bund. The excess water is led into a subsidiary
valley after some distance on downstream side and flows separately.
Availability Of Materials And Labors:
Materials in the form of large amount of laterite block granite stone rocks which can be
quarried and from the deposit of stream.

Labours are available from the nearby villages and Shahapur village itself. Many of them are
skilled labours worked for broad gauge line of Bidar railway station.
L/S AND C/S FOR PROPOSED BUND:
The objective is to estimate the cost of bund and the sluice. The centre line of bund is fixed
keeping in view that;
1) Length of proposed bund should be minimum.
2) There should be good and hard foundation soil.
3) A natural subsidiary valley is provided at bund site for locating the waste weir.
The centre line of the bund is fixed by flag posts.
BLOCK LEVELS AT WASTE WEIR:

Block leveling is done from 0m to 25m as a centre line and with an interval of 5m on either
side of centre line. It is located at right side of the earthen bund at a higher elevation on hard rock.
The above condition makes the location most suitable for its construction and also for achieving
economy.
CANAL ALIGNMENT:
Irrigation canal can be aligned in any way as follows:
1. Water shed canal which is aligned along natural water side.
2. Contour canal which irrigates only one side because the area on the either side are at a
higher levels.
3. Side slopes of canal: Which is aligned at right angle to the contour and is parallel to the
natural drainage flow, the cross drainage work are required. The canal system consists of;
1. Main canal
2. Branch canal
3. Distribution
4. Minors
5.. Water courses
The various alternative for canal are examined on a to geographical survey map.
Thus the object of canal alignment survey is to estimate the cost of canal which is aligned in cross
drainage work and to determine the extent of area available for irrigation.
The canal is aligned to a gradient of 1 in 400. The cross drainage works and curves must be
available as for as possible. The transition curve must be used between a straight curve.
DETERMINATION OF AREA OF CONTOUR BY PLANIMETER:
Procedure:-
1 Set the index mark on the beveled edge of the side of the slide to the scale to which the
figure is drawn.

2. Fix the needle or anchor point firmly in the paper outside or inside the figure according as
the figure is small or large. Move the tracing point always in the clockwise direction around the
figures so as to see that all point in the boundary can be reached without any difficulty, and at the
same time observe the dial in order to see whether the total rotation of the wheel is a forward or a
backward motion.
3. Mark a definite point on the outline of the figure and set the tracing point exactly at it.
4. Read the dial and wheel, and record it as the initial reading (I.R.) alternatively, set the dial and
wheel to zero.
5. Move the tracing point exactly around the outline always in a clockwise direction until it again
reaches the starting point exactly. Again read the dial and the wheel, recording it as the final
reading (F.R.)
6. Note the number of times of zero mark of the dial passes the fixed index in a clockwise direction,
while the tracing point is moved along the outline of the figure. Area of the figure may be obtained
by the formula.
A= M (F.R.I.-I.R. + 10N+C)
M= The multiplier whose value is marked on the tracing arm next to the scale division.
F.R. = Final reading
I.R. = Initial reading
N = The number of times the zero mark of the dial passes the fixed index mark.
C = The constant marked on the tracing arm just above the scale division.
NOTE:-
1] Use plus sign when the zero mark of the dial passes the fixed index mark in a clockwise
direction, use minus sign when in a counter-clockwise direction.
2] The constant C is to be added only when the anchor point if fixed inside the figure.
VOLUME OF RESERVOIR
1] The reservoir volumes are determined from contour maps. The area enclosed by each
contour line is measured by a plain meter, knowing the vertical distance between the first and
second contour lines and their area. The volume of water between them may be calculated either
by a trapezoidal formula or by the primordial formula.
I] Trapezoidal formula
V= n[(A1+An)/2) +A2+A3+…………………..An-1]
II] Primordial formula
V = Σ [D(A1+4Am+A2)/2]
V = Σ [(A1+4A2+A3)/2]
Where A = Mid area
D = Contour interval
A = Area within successive contour
DETERMINATION OF CAPACITY OF RESERVATION FOR NEW TANK

[1] Area by autocad:
A= 5712.165sqmtr


LONGITUDINAL & CROSS SECTION OF BUND ALIGNMENT
SL.NO DISTANCE STAFF READING HI RL REMARK

1 L C R BS IS FS
2 0 1.750 102.050 100.300 TBL
3 2 1.815 100.235
4 4 1.860 100.190
5 6 1.845 100.205
6 2 1.770 100.280
7 4 1.720 100.330
8 6 1.715 100.335
9 10 1.450 2.050 100.000 MWL
10 2 1.590 99.860
11 4 1.585 99.865
12 6 1.575 99.875
13 2 1.490 99.960
14 4 1.430 100.020
15 6 1.425 100.025
16 20 1.940 99.510
17 2 1.880 99.570
18 4 1.835 99.615
19 6 1.755 99.695
20 2 2.015 99.400
21 4 2.155 99.295
22 6 2.120 99.330
23 30 2.530 98.920
24 2 2.340 99.110
25 4 2.355 99.095
26 6 2.360 99.090
27 2 2.640 98.810
28 4 2.740 98.710
29 6 2.695 98.755
30 40 3.230 98.220
31 2 3.275 98.175
32 4 3.260 98.190
33 6 3.165 98.285
34 2 3.215 98.235
35 4 3.070 98.380
36 6 3.075 98.375
37 50 3.035 98.415
38 2 3.135 98.315


1 L C R BS IS FS
39 4 3.290 98.160
40 6 1.275 100.175
41 2 2.950 98.500
42 4 2.885 98.565
43 6 2.750 98.700
44 60 1.450 100.000 MWL
45 2 1.920 99.530
46 4 2.585 98.865
47 6 2.950 98.500
48 2 1.420 100.030
49 4 1.685 99.765
50 6 1.985 99.465
51 71 1.150 100.300 TBL
52 2 1.205 100.245
53 4 1.235 100.215
54 6 1.220 100.230
55 2 1.360 100.090
56 4 1.375 100.075
57 6 1.390 100.060
∑=3.200 ∑=3.440
Arithematic Check

3.200-3.440 = 100.060-100.300
-0.024M = 0.024M



CAPACITY CONTOUR AT RL 100 (MWL)

FB BB
SL. NO CHAINAGE STATION
⁰ " ⁰ "
1 10 AB 1 30 181 30
2 10.1 BC 341 0 161 0
3 16.2 CD 352 3 172 30
4 15.2 DE 3 0 183 0
5 21.25 EF 356 0 176 0
6 23 FG 11 0 191 0
7 26.5 GH 47 0 227 0
8 12.9 HI 77 0 257 0
9 21 IJ 142 0 322 0
10 21 JK 168 0 348 0
11 26 KL 163 0 343 0
12 25 LM 183 0 3 0
13 32.74 MN 134 0 314 0
CAPACITY CONTOUR AT RL 99.70 (FTL)

FB BB
⁰ " ⁰ "
1 18.5 AB 38 0 218 0
2 16.6 BC 343 0 163 0
3 19 CD 356 0 176 0
4 26.6 DE 358 0 178 0
5 20.6 EF 23 0 203 0
6 16.8 FG 40 30 220 30
7 27.3 GH 177 0 357 0
8 11.3 HI 159 0 339 0
9 10.8 IJ 165 0 345 0
10 17.7 JK 180 0 360 0
11 22.5 KL 152 0 332 0
12 22.37 LM 163 30 343 30
CAPACITY CONTOUR AT RL 99.70 (FTL)

FB BB
⁰ " 0 "
1 12.5 AB 6 30 186 30
2 9.5 BC 9 0 189 0
3 7.5 CD 36 0 216 0
4 2.8 DE 87 0 267 0
5 15.2 EF 146 0 326 0
6 12.7 FG 165 30 345 30
7 5 GH 165 0 345 0


INTRODUCTION
Transportation is vital phenomenon for the economic development of any region since
every commodity produced whether it is food, clothing industrial products or medicine needs
transport at all stages from production to distribution. There transportation contributes to the
economic, industrial, social and cultural development of any country.
Three basic modes of transportation are land, water and air. The road or the highway not
only includes the modern highway system but also the city streets, feeder roads and village roads,
catering for a wide range of road vehicles and the pedestrians.
The transportation by road is the only mode which gives service to one and all. This mode
has also the minimum flexibility for travel. It is possible to provide door to door service only by
road transport.
The planning, design, construction and maintenance of road and roadway facilities to cater
to the needs of road traffic are covered under road engineering or highway engineering.
CLASSIFICATION OF ROADS
The classification of road based on location and function is as follows;

1. National Highway (NH).
2. State Highway (SH).
3. Major District Roads (MDR).
4. Other District Road (ODR) and
5. Village Roads (VR).
National Highway (NH): are main highways running through the length and breadth of India,
connecting major ports, foreign highways, capitals of large states and large industrial and
tourist centers including roads required for strategic movement for the defense of India.
State Highway (SH): These are arterial roads of a state, connecting up with the national highways
of adjacent states, district head quarters and serving as the main arteries for traffic to and from
district roads.
Major District Roads (MDR): are important roads within a district serving areas of production
and markets and connecting those with each other or with the main highways of a district. The
MDR has lower speed and geometric design specification than NH/SH.
Other District Roads (ODR): are serving rural areas of production and providing them with outlet
to market centers, Taluk Head Quarters, block development head quarters, block development head
quarters or other main roads. These are of lower design specification than MDR.
Village Roads (VR): are roads connecting villages or groups of villages with each other to the
nearest road of a higher category.

HIGHWAY ALIGNMENT
The position or the layout of the centerline of the highway on the ground is
called an alignment. The horizontal alignment includes the straight path, the horizontal deviations
and curves. Changes in gradient and vertical curves are covered under vertical alignment of roads.
ENGINEERING SURVEY FOR HIGHWAY LOCATION
[a] Preliminary surveys

[b] Final location and detailed surveys
OBJECTIVES OF PRELIMNARY SURVEYS
1. To survey the various alternate alignments proposed after the reconnaissance and to collect all
the necessary physical information and details of topography, drainage and soil.
2. Compare the different proposals in view of the requirements of a good alignment.
3. To estimate quantity of earthwork materials and cost of alternate proposals.
4. To finalize the best alignment from all consideration.
PRELIMINARY SURVEY
The first step in the preliminary survey is to establish the primary traverse. Following five things
are recommended in the reconnaissance.
TOPOGRAPHICAL FEATURES:
After establishment of the centerlines of preliminary survey, the
topographical features are recorded. All geographical and other man made features along the
traverse and a certain width on either side are surveyed and plotted.
LEVELLING WORK:
Leveling work is also carried out, side by side to give the centerline profiles and
typical cross sections.
DRAINAGE STUDIES AND HYDROLOGICAL DATA:

Drainage investigation and hydrological data are collected so as to estimate size of cross
drainage structures.
SOIL SURVEY:
Soil survey is an essential part of the preliminary survey as the suitability of the proposed
location is to be finally decided based on the soil survey data.
DETAILED SURVEY:

Leveling work is of great importance as the vertical alignment, earthen work calculations
and drainage details are to be worked out from the level notes. The cross section levels are taken
up to the desired width and intervals in plane terrain.
DRAWINGS
The following drawings are usually prepared in a highway project.
I. Detailed plan and longitudinal section
II. Detailed cross section
III. Drawings of road inter sections
IV. Drawings of cross drainage works, if any
The various factors which control the highway alignment in general may be listed as:
1. Obligatory points
2. Traffic
3. Geometric design
4. Economics
5. Other considerations
SELECTION OF ROUTE OF HIGHWAY:-
The selection of route is made keeping in view the requirements of alignment and
the geological, topographical and other features of the locality. However special care should be
taken as regards the geometric design standards of the road for possible upgrading of speed
standards in future, without being necessary to realign the road. After the alignment if finalized,
the plans and working drawings are prepared.
1. Map study: with the help of available topographic maps of the area.
2. Reconnaissance survey: a general idea of topography and other features, field’s
identification of soils and survey of construction materials, by an on-the-spot inspection of
the site.
3. Preliminary survey: topography details and soil survey along alternate alignments,
consideration of geometric design and other requirements of alignment, preparation of plan
and comparison of alternate routes: economic analysis and selection of the final alignment.
Typical plan, longitudinal section and cross section drawing for the new alignment.
4. Location of final alignment: transfer of the alignment from the drawings to the ground by
driving pegs along the centre line of finally chosen alignment setting out geometric curves,
elevation of centre line and super elevation details.
5. Detailed survey: survey of the highway construction work for the preparation of
longitudinal and other construction materials and checking details of geometric design
elements.
6. Materials survey: survey of construction materials their collection and testing.
7. Design: design details of embankment and cut slopes, foundations of embankment and
bridges, and pavement layers.
8. Earth work: excavations for highway cutting and drainage system, construction of
embankments.

9. Pavement construction : preparations of sub grade, construction of sub-grade base and
surface courses.
10. Construction controls: quality control tests during different stages of constructions and
check for finished road surface such as unevenness, camber, super elevation and extra
widening of pavements at curves.
GEOMETRIC DESIGN
IMPORTANCE OF GEOMETRIC DESIGN:
The geometric design of highway deals with the dimensions of visible features of the
highway such as alignments, sight distance and inter sections. The geometric design of the highway
should be designed to provide optimum efficiency in traffic operations with maximum safety at
reasonable cost and comfort to passengers. The geometric design deals with the following
elements.
Cross Section Elements:
Under cross section elements, the considerations for the width of payment, formation level,
the surface characteristics and cross slope of pavement are included.
Pavement Surface Characteristics:
The pavement surface depends on the pavement type which is decide on the availability of
materials and funds, volume and composition of traffic, sub grades and climatic conditions,
construction facilities and cost consideration. The important surface characteristics of pavement
are the friction or roughness, light reflecting characteristics, drainages of surface water, dust proof,
smoothness etc.
Friction:
The friction between the vehicles tyre and pavements surface is one of the factor
determining the design speed and sight distance requirements in stopping and accelerating the
vehicles.
For the calculation of stopping distance, the longitudinal frictional coefficient values are
0.35 to 0.40 have been recommended by the IRC depending upon the speed.
In the case of horizontal curve design, IRC has recommended the lateral coefficient of
frictions as 0.15.
Camber or Cross Slope:

Cross slope or camber is the slope provided to the road surface in the transverse direction
to drain off the rain water from the road surface.

Sl.No. Type of Road Surface Range of camber in areas of rainfall

range
Heavy Light
1 Cement concrete and 1 in 50 (2%) 1 in 60(1.7%)
Bituminous surface
2 Thin Bituminous surface 1 in 40 (2.5%) 1 in 5 (2%)
In our case the camber selected is 1 in 40 since the road surface selected is thin bituminous surface.
Width of roadway or formation:

Width of formation of roadway is the sum of the width of pavement or carriage way including
separators if any, and the shoulders, formation width is the top of the width of the highway
embankment or the bottom width of highway cutting excluding the side drains. The width of
roadway standard by IRC are given in below table
Sl no Class of road Width of carriageway

1. Single lane 3.75m
2. Two lanes, without raised kerbs 7.0m
3. Two lanes, with raised kerbs 7.5m
4. Intermediate carriageway (except on important 5.5m
roads)
5. Multilane pavements 3.5m per lane
SIGHT DISTANCE
The minimum sight distance available on highway at horizontal & vertical curves and at
intersection should be of sufficient length to stop vehicles collision.
Three sight distances situations are considered in this design.
1] Stopping or absolute sight distance
2] Safe overtaking or passing sight distance
3] Safe sight distance for entering into controlled intersection
STOPPING SIGHT DISTANCE:
The absolute minimum sight distance is equal to the stopping sight distance, which is also
sometimes called non passing sight distance.
S.S.D. –Lag distance / Braking distance
S.S.D. (m)= 0278vt+v2/254f
Where v=speed in KMPH
f= longitudinal coefficient of friction
The safe stopping distance various speed recommended by IRC are given below.

Design speed [km/hr]
20 25 30 40 50 60 70 80 100
Safe stopping sight distance [in meters]
20 25 30 45 60 80 90 120 180
OVERTAKING SIGHT DISTANCE:
The minimum distance open to the vision of driver of a vehicle intending to overtake slow
vehicle ahead with safety against the traffic of opposite direction is known as minimum overtaking
sight distance or the safe passing sight distance.
OSD=0.28vbx5+0.28VbxTx2s+0.28VT
Where
Vb=speed of overtaking vehicle (KMPH).
T=Reaction time of driver [2 sec]
V=speed of overtaking vehicle or design speed (KMPH)
T=√ 4x3.6s /A
S=spacing of vehicle = (0.2Vb+6)
A=acceleration, kmph/s
Safe over taking sight distance value for various speeds
Speed (KMPH)
40 50 60 65 80 100
Safe overtaking sight distance [m]
165 235 300 340 470 640
SIGHT DISTANCE AT INTERSECTION
It is important than all approaches of intersecting road must have clear view across the
corner from sufficient distance so as to avoid collision of vehicles. This design of sight distance
at intersection may be built on three possible conditions.
1] Enabling the approaching vehicle to change speed
2] Enabling approaching vehicle to stop
3] Enabling stop vehicle to cross a main road.

HORIZONTAL & VERTICAL ALIGNMENT :

For smooth change in any direction, horizontal curves are introduced an super-elevation is
provided by raising the outer edges of pavement to counteract the centrifugal force developed on
a vehicle transervsing a horizontal curve.
The gradient & vertical curves are introduced in the vertical alignment of a highway.
DESIGN SPEED
The design speed is the main factor on which geometric design elements depends such as
the sight distance, horizontal curve, super elevation, the extra widening of pavement, length of
horizontal transition curve and length of summit and valley curves are all depends on design speed.
Road classification Plain Rolling Mountainous Steep
Rolling Min Rolling Min Rolling Min Rolling Min
ODR (KMPH) 65 50 50 40 30 25 25 20
In our case cross-slope of the country is to be 25% therefore it is a rolling terrain & we are
designing the road as O.D.R So the design speed taken as 40 KMPH.
SUPER ELEVATION:
In order to counteract the effect of centrifugal force and to reduce the tendency of vehicle to
overturn or skid, The outer edge of pavement is raised with respect to inner edge thus providing a
transverse slope through out the length of the horizontal curve, this is also known as cant or
banking.
Super elevation is given by the following relation
e+f=V21/127R
Where
e= rate of super elevation
f=coefficient of lateral friction=0.15
V=speed of vehicle (KMPH)
R=radius of horizontal curve, m
Radius beyond which super elevation is not required
In our case the super elevation is in between 0 to 0.07
RADIUS OF HORIZONTAL CURVE:
For a certain speed of vehicle the centrifugal force is dependent on the radius of the
horizontal curve to keep the centrifugal ratio within a low limit, the radius of the curve should be
kept correspondingly high.
R ruling / min= V2 /127 (e+f)
Where
V=Ruling / min. design speed in KMPH.
E=Rate of super Elevation
F=Design transverse coefficient of friction
WIDENING OF PAVEMENT ON HORIZONTAL CURVE :

On horizontal curve especially when they are not of very large radii, it is common to widen
the pavement slightly more than the normal width.
We=n12/2R+V/9.5/R
Where
N= No. of traffic lanes
L=Length of wheel base of longest vehicle (i.e.6.1m)
R=Radius of horizontal curve (in meters)
V=Design speed, in KMPH
It has been practiced therefore to provide the extra width of pavements on horizontal curve
when the rating is less than about 300m.
DESIGN OF HORIZONTAL CURVES:

A horizontal highway curve is a curve inclined to provide change in direction to the central
line of road when a vehicle transverse a horizontal curve, the centrifugal force acts horizontally
outwards through the centre of gravity of the vehicle.
DESIGN OF HORIZONTAL CURVE:
Chainage of P.I. = 540m

Bearing of AB = 350 30’ Bearing of BC = 3590
Interior angle = (350 30’+180) – 3590
=143o30’
Deflection angle (∆) = 180-1430 30’
=36o 30’
Design speed V= 40 KMPH
The ruling minimum radius of the curve rolling design speed v m/sec.
Ruling radius, R=V 2 /127 [e+f]
Where e= Super elevation (the maximum value of e is not grater than 0.07)
F = coefficient of lateral friction, f (minimum value 0.15)
R= (40 2 ) /127 (0.07+0.15)
= 57.26 m /s
So providing 200m radius
Therefore super elevation e for 75% of design speed is calculated neglecting the fiction.
e= V 2 /225xR
e= (402/ 225x200)
= 0.0355<0.07 which is safe
First tangent length T1V= R tan (∆)/ 2
= 200x tan(36o 30’/2)
=65.95m
Chainage of T1 = chainage of PI- T1V
= 540-65.95
= 474.05m
Length of curve T1T2= (π R∆) /180
l = (π x200x36o 30’)/180

= 127.409m
Chainage of T2= chainage of T1+length of curve
= 474.05+ 127.409
= 601.459m
Setting the curve by Rankine method
No. of chords = length of curve /30
= 127.409/30
= 4.24 ~ 5
Length of first sub chord C1=25 m
Length of intermediate chord C2, C3, C4= 30
Length of last sub-chord C5=12.40m
Angle ƨ1 =∆1=1718.9xC1/60R
= (1718.9x25)/(60x200)
=30 34’ 51”
ƨ 2= ƨ 3= ƨ 4=1718.9x30/200x60
=40 17’50”
ƨ 5 =1718.9x12.40/200x60
=10 46’31”
Deflection angle
∆1=30 34’ 51”

∆2=30 34’51”+40 17’50”
=70 52’41”
∆3= ∆2+ ƨ 3= 7052’41”+4017’50”
= 120 10’35”
∆4= ∆3+ ƨ 4=120 10’35”+4’ 17’50”
= 16028’25”
∆5= ∆4 + ƨ 5 = 16028’25”+ 10 46’31”
=18014’56”
Check ∆5 = ∆ /2
=36o 30’ / 2
=18015’


L/S & C/S OF HIGHWAY ALGNMENT
SL DISTANCE STAFF READINGS

NO LEFT CENTRE RIGHT BS IS FS H.I RL REMARKS
1 2.390 152.390 150.000 TBM=150
2 0 1.420 150.970
3 2 1.440 150.950
4 4 1.450 150.940
5 6 1.440 150.950
6 2 1.430 150.960
7 4 1.420 150.970
8 6 1.425 150.965
9 10 1.100 151.290
10 2 1.100 151.290
11 4 1.095 151.295
12 6 1.085 151.305
13 2 1.105 151.285
14 4 1.090 151.300
15 6 1.085 151.305
16 20 0.675 150.715
17 2 0.660 151.730
18 4 0.665 151.725
19 6 0.660 151.730
20 2 0.685 151.705
21 4 0.685 151.705
22 6 0.700 151.690
23 30 0.270 152.120
24 2 0.280 152.110
25 4 0.300 152.090
26 6 0.310 152.080
27 2 0.285 152.105
28 4 0.290 152.100
29 6 2.600 0.285 152.105 CP1
30 40 2.330 152.375
31 2 2.240 152.465
32 4 2.260 152.445
33 6 2.340 152.365
34 2 2.420 152.285
35 4 2.200 152.505
36 6 2.240 152.465
37 60 1.550 153.115
38 2 1.515 153.190
39 4 1.535 153.170
40 6 1.550 153.155


N LEF CENTR RIGH REMARK
O T E T BS IS FS H.I RL S
41 2 1.450 153.255
42 4 1.440 153.265
43 6 1.460 153.245
44 80 0.970 153.735
45 2 1.030 153.675
46 4 1.045 153.660
47 6 1.075 153.630
48 2 0.915 153.790
49 4 0.880 153.825
50 6 0.830 153.875
51 100 0.575 154.130
52 2 0.570 154.135
53 4 0.530 154.175
54 6 0.530 154.175
55 2 0.585 154.120
56 4 0.590 154.115
57 6 0.540 154.165
58 120 0.240 154.465
156.55
59 2 2.150 0.300 5 154.405 CP2
60 4 2.210 154.345
61 6 2.230 154.325
62 2 2.040 154.515
63 4 1.930 154.625
64 6 1.880 154.675
65 150 1.295 155.260
66 2 1.345 155.210
67 4 1.410 155.145
68 6 1.480 155.075
69 2 1.220 155.335
70 4 1.125 155.430
71 6 1.150 155.405
72 180 0.470 155.085
73 2 0.570 155.985
74 4 0.685 155.870
75 6 0.760 155.795
77 2 0.390 156.165
78 4 0.300 156.255
159.03
79 6 2.700 0.225 0 156.330 CP3
80 210 2.440 156.590
81 2 2.520 156.510

82 4 2.640 156.390

83 6 2.740 156.285
84 2 2.240 156.790
85 4 2.160 156.870
86 6 2.200 156.830
87 240 2.110 156.920
88 2 2.220 156.810
89 4 2.310 156.720
90 6 2.410 156.620
91 2 2.350 156.680
92 4 1.900 157.130
93 6 1.950 157.080
94 270 1.635 157.395
95 2 1.720 157.310
96 4 1.800 157.230
97 6 1.880 157.150
98 2 1.525 157.505
99 4 1.525 157.505
100 6 2.250 1.415 159.865 157.615 CP4
101 300 1.500 158.365
102 2 1.800 158.065
103 4 2.300 157.565
104 6 2.110 157.755
105 2 1.885 157.980
106 4 1.825 158.040
107 6 1.730 158.135
108 330 1.200 158.665
109 2 1.280 158.585
110 4 1.390 158.475
111 6 1.430 158.435
112 2 1.190 158.675
113 4 1.175 158.690
114 6 1.400 158.725
115 360 0.740 159.125
116 2 0.740 159.125
117 4 0.730 159.135
118 6 0.730 159.135
119 2 0.750 159.115
120 4 0.760 159.105
121 6 2.460 0.740 161.585 159.125 CP5
122 390 1.395 160.190

123 2 1.360 160.225

124 4 1.355 160.230

125 6 1.355 160.230
126 2 1.440 160.140
127 4 1.500 160.080
128 6 3.295 1.590 163.290 159.995 CP6
129 390 3.150 160.140 CURVE 1
130 2 3.100 160.190
131 4 3.140 160.150
132 6 3.145 160.145
133 2 3.350 159.940
134 4 3.280 161.010
135 6 3.320 159.970
136 420 1.855 161.435
137 2 1.900 161.390
138 4 1.940 161.350
139 6 2.000 161.290
140 2 1.810 161.480
141 4 1.775 161.515
142 6 1.725 161.565
143 450 1.040 161.250
144 2 1.090 162.200
145 4 1.115 162.175
146 6 1.145 162.145
147 2 0.990 162.300
148 4 0.950 162.340
149 6 0.910 162.380
150 480 0.390 162.895
151 2 0.450 162.835
152 4 0.480 162.810
153 6 2.345 0.515 165.120 162.775 CP7
154 2 2.210 162.910
155 4 2.170 162.950
156 6 2.125 162.995
157 480 2.225 162.895 CURVE 2
158 2 2.140 162.980
159 4 2.175 162.945
160 6 2.220 162.900
161 2 2.025 163.090
162 4 1.170 163.950
163 6 1.455 1.935 164.640 163.180 CP8

164 510 0.890 163.750

165 2 0.980 163.660
166 4 1.070 163.570
167 6 1.155 163.485
168 2 0.795 163.845
169 4 0.705 163.935
170 6 0.610 164.030
171 540 1.425 163.215
172 2 1.540 163.100
173 4 1.645 163.995
174 6 1.780 163.860
175 2 1.315 163.325
176 4 1.200 163.440
177 6 1.105 163.535
178 540 1.425 163.215 CURVE 3
179 2 2.585 162.055
180 4 2.510 162.130
181 6 2.455 162.185
182 2 2.785 162.855
183 4 2.900 161.740
184 6 0.560 3.060 162.140 161.580 CP9
185 570 1.955 160.185
186 2 1.960 160.180
187 4 1.900 160.240
188 6 1.890 160.250
189 2 2.000 160.140
190 4 2.040 160.100
191 6 2.390 159.750
192 570 1.955 160.185 CURVE 4
193 2 1.880 160.260
194 4 1.770 160.370
195 6 1.665 160.475
196 2 2.035 160.105
197 4 2.435 157.705
198 6 2.660 159.480
199 600 2.745 159.395
200 2 2.675 159.465
201 4 2.610 159.530
202 6 2.550 159.590
203 2 2.880 159.260
204 4 2.880 159.260

205 6 2.995 2.850 162.285 159.290 CP 10

206 630 1.170 161.115
207 2 1.110 161.175
208 4 1.075 161.210
209 6 1.075 161.215
210 2 1.260 16.025
211 4 1.435 160.850
212 6 1.265 161.020
213 660 2.360 159.925
214 2 2.300 159.985
215 4 2.226 160.025
216 6 2.240 160.045
217 2 2.510 159.775
218 4 2.730 159.555
219 6 2.820 159.465
220 690 3.810 158.475
221 2 3.895 158.390
222 4 3.790 158.495
223 6 3.710 158.575
224 2 3.840 158.445
225 4 3.860 158.425
226 6 3.880 158.405
227 720 3.945 158.340
228 2 2.830 3.930 161.185 158.355 CP 11
229 4 2.900 158.285
230 6 2.885 158.300
231 2 2.780 158.405
232 4 2.890 158.295
233 6 2.750 158.435
234 750 2.810 158.375
235 2 2.790 158.395
236 4 2.820 158.365
237 6 2.655 158.530
238 2 2.970 158.215
239 4 2.980 158.205
240 6 3.010 158.170
241 780 3.215 157.970
242 2 3.150 158.035
243 4 3.260 157.925
244 6 3.220 157.965
245 2 3.250 157.935

246 4 3.300 157.885

247 6 3.380 157.805
248 810 3.000 158.185
249 2 2.990 158.195
250 4 2.995 158.190
251 6 3.125 158.060
252 2 3.300 157.885
253 4 3.225 157.960
254 6 2.150 3.210 160.125 157.975 CP 12
255 840 2.210 157.915
257 2 2.225 157.900
258 4 2.300 157.825
259 6 2.445 157.680
260 2 2.200 157.925
261 4 2.225 157.900
262 6 2.330 157.795
263 870 158.120
264 2 1.330 158.110
265 4 1.400 158.090
266 6 1.360 158.110
267 2 1.420 158.030
268 4 1.200 158.250
269 6 1.240 158.210
270 900 1.550 157.900
271 2 1.515 157.935
272 4 1.535 157.915
273 6 1.540 157.910
274 2 1.450 158.000
275 4 1.440 158.010
276 6 1.460 157.990
277 930 1.855 157.595
278 2 1.900 157.550
279 4 1.940 157.510
280 6 1.985 157.465
281 2 1.885 157.565
282 4 1.900 157.550
283 6 1.965 157.485
284 960 2.200 157.250
285 2 2.220 157.230
286 4 2.310 157.140
287 6 2.410 157.040
288 2 2.350 157.100

289 4 1.915 157.535

290 6 1.950 157.500
291 990 1.455 2.360 158.545 157.090
292 2 1.425 157.120
293 4 1.540 157.005
294 6 1.645 156.900
295 2 1.315 157.230
296 4 1.265 157.280
297 6 1.105 157.440
298 1020 1.955 156.59
299 2 1.960 156.585
300 4 1.920 156.625
301 6 1.895 156.650
302 2 2.010 156.535
303 4 2.040 156.505
304 6 2.190 156.355
306 1050 2.360 156.185
307 2 2.300 156.245
308 4 2.260 156.285
309 6 2.400 156.305
310 2 2.310 156.235
311 4 2.375 156.170
312 6 2.510 156.035
313 1080 2.815 155.730
314 2 2.830 155.715
315 4 2.900 155.645
316 6 2.885 155.660
317 2 2.700 155.765
318 4 2.890 155.655
319 6 0.950 2.750 156.745 155.795
320 1110 1.145 155.600
321 2 1.150 155.595
322 4 1.160 155.585
323 6 1.165 155.580
324 2 1.150 155.595
325 4 1.165 155.580
326 6 1.180 155.565
327 1140 1.320 155.425
328 2 1.325 155.420
329 4 1.335 155.410
330 6 1.340 155.405

331 2 1.320 155.425

332 4 1.345 155.400
333 6 1.350 155.395
334 1170 1.750 154.995
335 2 1.755 154.990
336 4 1.765 154.980
337 6 1.780 154.965
338 2 1.760 154.985
339 4 1.775 154.970
340 6 1.790 154.955
341 1200 1.965 154.780
342 2 1.975 154.770
343 4 1.985 154.760
344 6 1.990 154.755
345 2 1.970 154.775
346 4 1.980 154.765
347 6 1.995 154.750
∑BS=34.24 ∑FS=29.49
Arithematic check
∑BS - ∑FS = LAST RL - FIRST RL
34.24 - 29.49 = 154.750 - 150.000
4.750 = 4.750

BLOCK LEVELLING AT CULVERT ON HIGHWAY ALIGNMENT
SL. DISTANCE STAFF READING HI RL REMARK

NO R C L BS IS FS
1 2.395 102.395 100.000 TBM
2 0 2.200 100.195
3 5 1.855 100.540
4 10 1.510 100.885
5 15 1.145 101.250
6 5 2.940 99.455
7 10 3.285 99.110
8 15 3.390 99.005
9 5 2.325 100.070
10 5 1.885 100.510
11 10 1.565 100.830
12 15 1.210 101.185
13 5 2.830 99.565
14 10 2.955 99.440
15 15 3.480 98.915
16 10 2.140 100.255
17 5 2.075 100.320
18 10 1.630 100.765
19 15 1.170 101.225
20 5 2.385 100.010
21 10 2.815 99.580
22 15 3.400 98.995
23 15 1.895 100.500
24 5 1.675 100.720
25 10 1.685 100.710
26 15 1.315 101.080
27 5 2.165 100.230
28 10 2.485 99.910
29 15 3.025 99.370
30 20 1.550 100.845
31 5 1.340 101.055
32 10 0.985 101.410
33 15 1.135 101.260
34 5 1.660 100.735
35 10 1.835 100.560
36 15 2.080 100.315
37 25 0.720 101.675


R C L BS IS FS
38 5 0.750 101.645
39 10 0.550 101.845
4 15 0.405 101.990
41 5 0.585 101.810
42 10 0.750 101.645
43 15 2.065 0.98 103.48 101.415
44 30 0.705 102.775
45 5 0.960 102.520
46 10 1.130 102.350
47 15 0.785 102.695
48 5 0.675 102.805
49 10 0.900 102.295
50 15 1.185 102.295
51
Arithematic Check

4.460-2.165 = 102.295-100.000
2.295M = -2.295M

BEARING OF HIGHWAY ALIGNMENT

SL.NO DISTANCE STATION FB BB REMARKS
1 AB 15 254ᴼ00' 74ᴼ00''
2 BC 20 241ᴼ00' 61ᴼ30''
3 CD 25 206ᴼ00' 26ᴼ00''
4 DE 30 183ᴼ30' 3ᴼ30''
5 EF 45 173ᴼ00'' 7ᴼ00''
6 FG 60 185ᴼ00'' 53ᴼ0''
7 GH 65 106ᴼ00'' 26ᴼ00''
8 HI 70 216ᴼ00'' 36ᴼ00''
9 IJ 75 228ᴼ00'' 48ᴼ00''
10 JK 80 229ᴼ00'' 49ᴼ30''
11 LM 85 237ᴼ30'' 57ᴼ30''
12 MN 90 240ᴼ30'' 60ᴼ30''
13 NO 105 245ᴼ00'' 65ᴼ00''
14 OP 120 250ᴼ30'' 7000''
15 PQ 135 253ᴼ30'' 73ᴼ00''
16 QR 150 254ᴼ30'' 7430''
17 RS 165 259ᴼ00'' 7900''
18 ST 180 258ᴼ00'' 78ᴼ00''
19 TU 195 250ᴼ00'' 70ᴼ00''
20 UV 210 247ᴼ00'' 67ᴼ00''
21 VW 240 256ᴼ00'' 76ᴼ00''
22 WX 255 257ᴼ00'' 77ᴼ00''
23 XY 270 260ᴼ30'' 80ᴼ30''
24 YZ 300 260ᴼ30'' 80ᴼ30''
25 AA 315 259ᴼ00'' 79ᴼ00''
26 AB 330 262ᴼ00'' 8200''
27 BC 345 262ᴼ00'' 82ᴼ00''
28 CD 360 264ᴼ00'' 84ᴼ00''
29 DE 375 264ᴼ00'' 86ᴼ00''
30 EF 390 266ᴼ00'' 76ᴼ30''
31 FG 405 256ᴼ30'' 91ᴼ30''
32 GH 420 271ᴼ30'' 91ᴼ30''
33 HI 435 271ᴼ30'' 90ᴼ30''
34 IJ 450 270ᴼ30'' 90ᴼ30''
35 JK 465 270ᴼ30'' 89ᴼ30''
36 KL 480 268ᴼ30'' 88ᴼ30''
37 LM 495 275ᴼ30'' 95ᴼ30''
38 MN 510 280ᴼ30'' 100ᴼ30''
39 NO 525 291ᴼ30'' 111ᴼ30''
40 OP 540 288ᴼ30'' 108ᴼ30''
41 PQ 555 292ᴼ30'' 112ᴼ30''
42 QR 570 293ᴼ00'' 113ᴼ30''
43 RS 585 296ᴼ30'' 116ᴼ30''
44 ST 600 295ᴼ00'' 115ᴼ00''




A WATER SUPPLY – THE HUMAN ASPECT
INTRODUCTION:-
Water for drinking purpose has been appreciated by human race from times immemorial. It
is possible to survive without food and shelter for some days but not without water. It is free gift
of nature to human race. In ancient times human required water for drinking, cooking, bathing etc.,
But with the advancement of civilization the utility of water anonymously increased and now such
a stage has come that without well organized public water supply scheme it is impossible to run the
present civil life and develop the towns.
 Water is a basic need. The provision of safe & adequate drinking water to the burgeoning urban
population continues to be one of the major challenging tasks. Lack of safe drinking water
could undermine the health & well being of the people.
 Water distribution system aims at improving the supply by minimizing losses & wastage and
unaccounted of water in the transmission mains & distribution. Thus safe, adequate, optimum
quantity & pressure in the water supply can only be ensured by proper & efficient design of
water distribution system.
ESSENTIAL OF WATER SUPPLY SCHEMES
The most important aspect of any water supply scheme is the sources of supply. The sources
should be permanent, reliable and should provide water with minimum impurities.
SOURCES OF WATER
There are three possible sources of water for our daily use. One is rain water collected from
roof of buildings or special water sheds and stored in ponds.
Another is natural surface water in streams and lakes, the third and most important in rural
areas is ground water stored in the earth.
RAIN WATER
In the regions where there is fair amount of rain fall, rain water is collected from building
roofs or from out doors water shed and stored in ponds.
In some rural areas this is used for all domestic purposes including drinking.
WATER SUPPLY & TECHNICAL ASPECTS
Preliminary investigation for water supplies scheme.

Before any water supply project is taken up a scheme is drawn and different aspects of scheme are
carefully viewed from different view points following points are taken for investigation.

SOURCES OF WATER SUPPLY
The success of any water supply scheme depends almost entirely on a good and reliable
source of water. The source should be selected keeping in view quality and quantity of water
available from it.
POPULATION
From the census data the present population to be feed should be accurately determined.
The requirements of water for the present population times 30% to 50% for future growth are
estimated. The scheme may be executed in two stages. The first stage of the scheme is installed
for present population. Second stage may be installed by the coming generation at the end of one
or two decades.
FINANCIAL ASPECTS
In initial stages of the scheme the data regarding the availability of funds for the fulfillment
of the water supply scheme should be obtained by the scheme may be adjusted in relation to the
funds available.
PER HEAD WATER SUPPLY
Per head rate of consumption should be decided carefully considering all the possible uses.
This rates when multiplied by the population gives the total quantity of water required for the
scheme.
QUALITY OF WATER
Quality of water available from the source will decide the line of treatment of water. The
lesser polluted water is easy to treat.
SANITARY SURVEY OF THE AREA
The sanitary survey of the area surrounding the water source should be carefully conducted
such a survey helps in estimating the possible degree of water pollution.
TOPOGRAPHY OF THE AREA
The area to be covered by the scheme is carefully mapped and it should be studied in relation
to the low laying areas, ridges, density of population etc.,
TREND OF DEVELOPMENT OF THE TOWN
The future trends of the town should be predicted and large size pipeline should be laid for
the size of the city. The problems of estimating quantity of a water for given factors.

POPULATION
The population to be served by the scheme is estimated with the help of suitable method.
PER CAPITA DEMAND

Per capita demand depends on so many factor some assumptions are given below.
SELECTION OF SOURCE
Source of water may be central pure water tank of village, channel, lake, or river, wells,
streams, springs etc, among these the priority may be given to the source available. The following
important factors are generally considered in selection of a particular source for supplying water to
a city or a town.
THE QUANTITY OF AVAIALABLE WATER

The quantity of available water at the source must be sufficient to meet the various demands
during the entire design period of the scheme.
THE QUALITY OF AVAILABLE WATER

The water available at the source of water must not be poisonous or in other way injurious
to health. The impurities present in water should be as less as possible.
DISTANCE OF THE SOURCE OF WATER SUPPLY

The source of water must be situated as near the city or locality as possible because it will
help reducing the cost of pipes and other appurtenances.
GENERAL TOPOGRAPHY OF AREA

The area of land between the source should not contain deep valleys or high mountains and
ridges in such un even topographies, the cost of project shall be enormous.
QUALITY OF WATER
A potable water is one that is safe to drink, pleasant to taste and usable for domestic
purposes.
These standards are ground in the following tables.
TURBIDITY 5 to 10 mg/1
COLOUR 10 to 20 ppm
PHYSICAL TASTE AND ODOUR Threshold number should be between 1 to 3
TOTAL SOLIDS 500 to 1000 mg/1
P.H. VALUE 6.6. to 8.0
HARDNESS 77.5 to 115
CHLORIDE 250 mg/l
NITRATE 45 mg/l
IRON 30 mg/l
CHEMICAL MANGANESE 0.05 mg / 1

LEAD 0.05 to 0.1 mg / 1

ARSENIC 0.05 mg / 1
SELENIUM 0.05 mg / 1
BARIUM 1.0 mg / 1
CADMIUM 0.01 mg / 1
CHROMIUM 0.05mg / 1
SILVER 0.05 mg / 1
COPPER 1.0 to 3.0 mg / 1
ZINC 15 mg / 1
CHEMICAL MAGNESIUM 125 mg / 1
SULPHATE 250 mg / 1
PHENOLIC 0.001 mg / 1
SUBSTANCE
FLOURIDE 1.5 mg / 1
CYANIDE 0.2 mg / 1
B.O.D Nil
Biological and coliform --- should not exceed Micro-organism Bacteria

-- More than one coliform per 100 ml of water
Sample
Radiological -- Alpha emitters 1 micro c/lit
Beta emitter 10micro c/lit.
DISTRIBUTION SYSTEM
It should be plants on rational lines taking into account the present prospective development
in distinctive zone and with the optimum lay out and the service storage and distribution.
In rural areas, it may be desirable to provide distribution reservoirs of at least a days capacity with
taps all round. It is reasonable to provide one public fountain.Peak distribution factor for rural area
may be taken as 250-300% of average demand or on intermittent basis. The minimum Terminal
pressure in a rural distribution system may be 3-5 m, where the house service connections are given
at 7m.
The distribution of water may be carried out through distribution of reservoir and than fed
into the distribution pipe.
DEAD END METHOD
It consists of one supply main from which sub main are taken.
The sub mains are divided into several branch lines from which service connections are given to
the consumer. This method is adopted in localities, which are expending irregularly.



TOWN PLANNING AND LAYOUT (URBAN)
Town planning is a technical and political process concerned with the development
and design of land use in an urban environment, including air, water, and
the infrastructure passing into and out of urban areas, such as transportation, communications,
and distribution networks.[1] Urban planning deals with physical layout of human
settlements.[2] The primary concern is the public welfare,[1][2] which includes considerations of
efficiency, sanitation, protection and use of the environment,[1]as well as effects on social and
economic activieties.[3] Urban planning is considered an interdisciplinary field that includes
social, engineering and design sciences. It is closely related to the field of urban design and some
urban planners provide designs for streets, parks, buildings and other urban areas.[4] Urban
planning is also referred to as urban and regional planning, regional planning, town planning, city
planning, rural planning, urban development or some combination in various areas worldwide.
Urban planning guides orderly development in urban, suburban and rural
areas. Although predominantly concerned with the planning of settlements and communities,
urban planning is also responsible for the planning and development of water use and resources,
rural and agricultural land, parks and conserving areas of natural environmental
significance. Practitioners of urban planning are concerned with research and analysis, strategic
thinking, architecture, urban design, public consultation, policy recommendations,
implementation and management.[2] Enforcement methodologies include
governmental zoning, planning permissions, and building codes,[1] as well as
private easements and restrictive covenants.[5]
Urban planners work with the cognate fields of architecture, landscape
architecture, civil engineering, and public administration to achieve strategic, policy and
sustainability goals. Early urban planners were often members of these cognate fields. Today
urban planning is a separate, independent professional discipline. The discipline is the broader
category that includes different sub-fields such as land-use planning, zoning, economic
development, environmental planning, and transportation planning.[6]
A town/city is divided into different zones such as:
1. Residential zone (housing)

2. Commercial zone (retail/wholesales shops/malls – anything related to commerce)
3. Industrial zone (Industries/factories)
4. Recreational zone (Parks/Playgrounds/spaces for recreational activities)
5. Mixed use zone (Commercial + Residential)
All of the above mentioned zones cater to their specify type of usage.

Why is Town planning important?

It is evident that a small house if well arranged and planned, looks far more better than a disordered
big palace. In a similar way, a town which is properly planned provide people with more comfort
and convenience.
The necessity of town planning can very well be appreciated by mentioning the evil situations which
a town has to face in the absence of town planning.
They are as follows
1. Defective road system resulting in the formation of narrow streets and lanes;
Defective road system is a problem in most countries. It is due to the fact that towns and cities were
never planned. They gradually grew with the help of the developers which resulted in bad road
network giving rise to bad transportation network.
2. Development of slums and squatter settlements;

If land use is not regulated efficiently, it will result in the formation of slums and squatter
settlements which will eventually degrade the quality of the life of the citizens.
3. Haphazard location of industries;

Industries are generally located away from towns and cities. Hence, industrial zones have to be
allotted so that haphazard springing up of industries on unsuitable locations can be avoided.
4. Heavy traffic congestion during the working hours of the day;

If the road network is not efficient, it will lead to heavy traffic congestion. Traffic congestion is
linked to a lot of other problems.
5. Inadequate open spaces for parks and playgrounds resulting in unhealthy living conditions;
This is one big problem in cities. It is very hard to find open spaces in cities. If there are open spaces,
they are later on used up for designing more houses and constructing more buildings. This is more
common in metropolitan cities and mega cities across the world.
6. Lack of essential amenities like electricity, water supply and drainage;

If planning is not done and towns and cities are left to grow on their own, it results in lack of
efficient network of amenities like electricity, water supply, sewerage and drainage systems. This
results into degraded quality of life.
7. Noisy atmosphere disturbing the peace of city dwellers;

When designing towns and cities, population density is taken into consideration. If the population
increases beyond the city’s catering capacity, it becomes impossible to maintain good lifestyle
standards. Too population gives rise to too much traffic and noise making the city dwellers
uncomfortable.

8. Uncontrolled development of the town;
Development of town can be controlled if it is zoned efficiently. Uncontrolled town development
is bad news for all of us. For a important and obvious reason that we are all aware of; population is
growing whereas we have limited land supply. If we don’t make optimum use of land, the resources
are bound to get exhausted and we would reach a stage of no return.
9. Unhealthy living conditions; etc

All the above factors mentioned lead to unhealthy living conditions which can be avoided if we
give enough emphasis to planning.







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EXTENSIVE SURVEY CAMP REPORT 2017-18

DEPT. OF CIVIL ENGG. GNDEC, BIDAR Page 1

In Civil Engineering, project is a work undertaken as the constructional aspects of which

1.1 IMPORTANCE OF PROJECTS

1.1.1 SIGNIFICANCE OF IRRIGATION PROJECT

1.1.2 NECESSITY OF IRRIGATION

1.1.3 BENEFITS OF IRRIGATION PROJECTS

There are many benefits or advantage of irrigation such as:

DEPT. OF CIVIL ENGG. GNDEC, BIDAR Page 2

1.1.4 IMPORTANCE OF SURVEYS

1.2.1 RECONNAISSANCE SURVEY

2.2.1 TERMS USED IN SURVEYING

DEPT. OF CIVIL ENGG. GNDEC, BIDAR Page 3

1.2 COMPASS SURVEYING

Surveying in which a compass is used to determine direction of survey line in a traverse is

DEPT. OF CIVIL ENGG. GNDEC, BIDAR Page 4

1.2.2 FORE BEARING

1.2.3 BACK BEARING

1.2.4 WHOLE CIRCLE BEARING

1.2.5 QUADRANTAL BEARING

1.3. PLANE TABLE SURVEYING

1.3.1 STATION POINT

DEPT. OF CIVIL ENGG. GNDEC, BIDAR Page 5

There are two main methods

I. Orientation by means of trough Compass.

I. METHODS OF PLANE TABLING

Methods of plane tabling can be divided into four distinct heads;

DEPT. OF CIVIL ENGG. GNDEC, BIDAR Page 6

5. THE TWO POINT PROBLEM

6. THE THREE POINT PROBLEM

1.4 TERMS USED IN LEVELLING

Bench mark (B.M.): It is the point of known elevation

1.4.1 METHODS OF LEVELLING

1.4.1.1 SIMPLE LEVELLING

1.4.1.2 COMPOUND LEVELLING OR DIFFERENTIAL LEVELING:

DEPT. OF CIVIL ENGG. GNDEC, BIDAR Page 7

1.4.2 LONGITUDINAL OR PROFILE LEVELING

Longitudinal or profile levelling is an operation of doing a levelling job with a view to

1.4.3 CROSS-SECTION LEVELLING:

1.4.4 PRINCIPLE OF LEVELLING:

1.4.4.1 DUMPY LEVEL:

1.4.5 METHODS OF COMPUTATIONS:

2. HEIGHT OF COLLIMATION METHOD:

DEPT. OF CIVIL ENGG. GNDEC, BIDAR Page 8

TERMS USED IN CONTOURING:

METHODS OF DRAWING CONTOURS

Note: Horizontal Scale: - 1 in h. Vertical scale: - 1 in v

DEPT. OF CIVIL ENGG. GNDEC, BIDAR Page 9

DEPT. OF CIVIL ENGG. GNDEC, BIDAR Page 10

DEPT. OF CIVIL ENGG. GNDEC, BIDAR Page 11

EXISTING TANK PROJECT

LONGITUDINAL AND CROSS-SECTION OF EXISTING TANK:

DETAILS OF WASTE WEIR:

CAPACITY OF WATER SPREAD OF TANK.

TANK WEIR OR SURPLUS WEIR

DEPT. OF CIVIL ENGG. GNDEC, BIDAR Page 13

TANK OUTLET OR TANK SLUICE

DEPT. OF CIVIL ENGG. GNDEC, BIDAR Page 14

LONGITUDINAL SECTION OF EXISTING BUND

DEPT. OF CIVIL ENGG. GNDEC, BIDAR Page 15

BLOCK LEVELLING AT WASTE WEIR ON BUND ALIGNMENT

SL.NO DISTANCE STAFF READING HI(M) RL(M) REMARK