report engineering road curve

UNIVERSITI TEKNOLOGI MARA

KAMPUS PERLIS

Faculty Architecture, Planning and Surveying

Department of Surveying Science and Geomatics

Diploma in Geomatic Science – AP 120

PROJECT REPORT

COURSE ENGINEERING SURVEYING 2

COURSE CODE SUG 213

SEMESTER 03

TITLE ROAD CURVE

SUPERVISOR CIK MARYAM BT.ABDUL WAHAB

MARKS

Group’s Member:

1. ERHAM BIN MOHD ZAZLAN 2007112321

2. AHMAD NAIM BIN ABDULLAH 2007112269

3. MOHAMAD NUR NAJMI BIN MOHD NAJMUDDIN 2007112323

4. MUHAMAD AZID BIN ZAKARIA 2007137919

5. NUR SYAHIRAH BINTI AMRAN 2007112253

6. NOR SYAFURA BINT SAUED 2007112261

Date of Submission: 11th APRIL 2009

Name UiTM No Signature

ERHAM BIN MOHD ZAZLAN 200711232

AHMAD NAIM BIN ABDULLAH 2007112269

MUHAMAD AZID BIN ZAKARIA 2007137919

MOHAMAD NUR NAJMI BIN MOHD NAJMUDDIN

2007112323

NUR SYAHIRAH BINTI AMRAN 2007112253

NOR SYAFURA BINTI SAUED 2007112261

2

PREFACE.

We would like to express our greatest appreciation to all the people who have help one

way or another in the report of circular curve in Engineering Surveying 2 subject.

First of all, we would like to thank our lecturer Cik Maryam Bt Abdul Wahab for the

contribution either directly or indirectly to complete this report such as lecture and practical on

site even out of time earnestly. For sure without him we can’t finish our report base on

instruments application and measurement completely. Actually, we are facing for new

experience that we were not imagined before.

A special thanks to the Geomatic Science management staff for their support throughout

using the instruments.

Most of all we would like to thank all the members for their dedication and commitments

in completing this report. This report involved many long hours of hard work, sleepless nights,

and personal sacrifices.

We are confident this report will be a valuables resource for the upcoming students to

archive more knowledge about Levelling work. To all the group members, congratulation and

thank you for a job well done.

Thank you.

3

TABLE OF CONTENTS.

PREFACE

1.0 INTRODUCTION

2.0 OBJECTIVE

3.0 SIMPLIFIED THEORY

4.0 EQUIPMENTS

5.0 PROCEDURE OF WORK

6.0 ANALYSIS

7.0 CONCLUSION

8.0 INDIVIDUAL COMMENT

9.0 REFERENCES 43

APPENDIX A (DIARY OF WORK) 44

APPENDIX B (COMP. SHEET) 47

4

1.0 INTRODUCTION.

Road curve is a one from another survey work in engineering surveying. This work

includes levelling, traversing, long section, cross section and detailing. Two types of curve in

engineering survey namely horizontal curve and vertical curve.

Horizontal curve is to continue road with different direction. the purpose of horizontal

curve is to deflect a vehicle travelling along one of the straight safely and comfortably through

the angle θ to enable and to continue its journey along the other straight line. In horizontal curve

θ is known as deflection angle and its name horizontal curve because all measurement in their

design and construction is considered in the horizontal plane.

This practical works consist of 3 main survey’s works. Traversing, levelling and

tacheometry. Each result has its tolerance to be acceptable and each works has its own way to

be carried out. All the works to investigate the road curve.

5

2.0 OBJECTIVE.

2.1 Levelling.

Establish a Temporary Bench Mark (TBM)

Learn how to book data and calculate it from the precise levelling

instrument

To know the procedures of precise levelling

To get close with precise level

Refresh back how to determine the reduce level of the TBM by

transferring the value from the Bench Mark (BM)

2.2 Traversing.

To apply concept whole to the part in this practical.

Propose for traversing survey is for surveying detail. A traverse network

of survey line and ground marks provides control points refer the lot which

can be accurately plotted in a plan. These details can be plotted as

reference to the plotted traverse lines and stations.

To learn about law to process traverse to find lot refer cadastral

surveying.

After we finish this practical with successfully we can learnt to process

traversing data and can plot the traverse.

2.3 Solar Observation.

To determine true bearings and true azimuths for the datum

To find m correction for the traverse.

To prove the position of the traverse.

. 2.3 Detailing

Determine the reduce level and location every details.

6

To get view about permanent details around the survey area such as

building, drain, tree and etc.

3.0 SIMPLIFIED THEORY.

3.1 Traverse

Latitude = Distance cos Bearing

Departure = Distance cos Bearing

Linear misclose = Total Distances

√Latit 2+Depart 2

Latitudes misclose = North latitudes - South latitudes

Departures Misclose = East departures - west departures

Adjusted latitudes = Latit Misclose x Distance

Total Distances

Adjusted departures = Depart Misclose x Distance

Total Distances

Final coordinate = N/S/E/W + adjusted

3.2 Levelling

Levelling is the based on the horizontal line of the instrument (level) with the level

line of the point on the earth.

The difference between two points is the heights of the point itself.

The level is an optical instrument that provides a height reference. This reference

is a horizontal plane through the axis of the telescope; know as the “Height of

Collimation”. Once the height of collimation (or instrument height) has been

measured, the height of other station can be found by measuring from this plane

with a staff. The height of collimation is found by taking a back sight to a staff

place on a bench mark. The staff reading is added to the bench mark value to

obtain the height of collimation. Once the height of collimation has been found,

ground height at any spot below this plane can be found by observing the staff

7

and subtracting the staff reading from the height of collimation. The test that we

undertake in order to determine the amount of error and then eliminate it from our

measurement is known as the two peg test. If the level is in perfect adjustment

(Hb – Ha) = (Hd – Hc). However, it usual that there is a difference between the

true and appearance heights and since this has been measured over a distance

of L m the collimation error for the level is given by:-

Error = (Hb – Ha) – (Hd – Hc)

L

If the collimation error is found to be less that about ±0.001m, the level is

assumed to be in adjustment. If the collimation error is found to be greater than

about ±0.001m, the level has to be adjusted

3.3 Tacheometry.

All total station will measure a slope distance, zenith angle recorded by the

theodolite along the line of sight to calculate the horizontal distance.

Horizontal and vertical distance can be obtained without any calculation.

Data obtained will be recorded any processed in computer.

Reduced level can be calculated by:-

RLt = RLi + Hi + V – T

V = L Sin θ

Error & Accuracy

i. Errors in Tacheometry Surveying.

Instrumental Errors

Field Errors.

ii. Accuracy of Tacheometry

The overall accuracy expected for distance measurement is 1 in 500.

The best possible accuracy is only 1 in 1000.

8

3.3.1 Longitudinal section.

for long section the origin of the graph is at the left-hand side with levels

being plotted vertically and chainages horizontally

scales Hz=same as the road layout

Vt = exaggerated

3.3.2 Cross section

for cross section the point where the center line meet the cross section

is taken as the origin

distances from center line to points where the levels were taken are

plotted horizontally to the left and right of the origin with the levels being

plotted vertically

scales Hz=exaggerated

Vt= exaggerated

3.4 Composite curve

4.4.1 Transition Curve and circular Curve

Transition curve is one type of the Horizontal curve that have varying

radius.

Transition curve can be use to improve the safety and comfort of

passengers in vehicles when we traveling around horizontal curves.

We should be aware of the limitations of circulars curves due to the

centrifugal force that act on vehicles as we travel along the curves.

Transition curve can be use to introduce these forces gradually and

uniformly, so it will increase the safety for passengers in the vehicles.

In other words, transition curves produce a gradual change when we get

into straight line to a circular curve and then we go out from circular

curves to a straight line back. These also call a composite curve

9

DIAGRAM 4.1

10

4.0 EQUIPMENTS.

1) Total station

Display data for tacheometric such as distance and bearing. Picture:

2) Tripod.

Fix and make temporary adjustment for level instrument, total station and prism. Picture:

11

3) Prism Used for reflect the electromagnetic wave from EDM to get distance reading. Picture:

4) Tape

Measured height instrument, height target and prism pole Picture:

12

5) Mini prism Reflecting the EDM waves to get a slope distance to details. Picture:

6) Mini pole. Fixed a mini prism and located to details, long section and cross section. picture:

13

7) Level Instrument Observe a staff reading along collimation line. Picture :

8) Staff Measured a height from ground level to coolimation line. Picture :

14

9) Staff Bubble Make sure the staff in upright condition while observation. Picture :

10) Sun Glass11) Used with theodolite during the solar observation.

Used with total station the solar observation. Helps to reduce the sun light through the eye. Picture :

15

5.0 PROCEDURE OF WORKS.

To do this practical, there are 3 types of survey works that we had to apply to find the

road’s curvature. There are:

I. Levelling

II. Traverse

III. Solar Observation

IV. Tacheometry

I. Levelling.

1) Establish three points on the ground surface along the road curve.

2) Mark two points as point B and C and between the two points mark one point as

A. (DIAGRAM 5.2)

3) The distance from point A-B and point A-C is 50 meters and above. Make point A

as the Temporary Bench Mark (TBM) for the point B and C by Fly Levelling from

the bench mark to the point A.

4) The level instrument is set up, read the levelling staff at point A as a TBM which it

is the back sight and its reduce level is known.

5) Turn the level instrument to take front sight staff reading at point B (CP1).

6) Moved the instrument forward and make a temporary adjustment.

7) Take the reading from staff at point B as a back sight for new instrument position.

8) Take the staff reading point C as a front sight.

9) Transfer the instrument forward and take back sight and front sight reading until

close to another known reduce level point such as TBM, SBM or BM.

10) After finished finding the reduce level for the three points, all the traverse stations

or points must be measure to get the reduce level for each station, the method is

still the same.

16

DIAGRAM 5.1

DIAGRAM 5.2

17

Road Curve

A

C

B

> 50 m

> 50 m

II. Traversing .

1) First, set the instrument on station 1 and do the temporary adjustments.

2) A prism is placed into the tribrach and clamped in positions.

3) Using the certified plan the datum can be determined, it is shot from station 2 to 1

for the forward bearing and all the data that had been taken is in bearing.

4) After that, set up a total station and start work from station 2 to station 1 these

stations become as the back bearing. Station 2 to 3 became as forward bearing.

5) At the station 2 hold the value that get from the last observation, after that, release

hold and take a reading then write in a form both result, face left and face right.

6) This method continued the same for each station until the traverse close .

From the diagram 1.3, a total station is set at the station 2 and station 2 and station 3 also located the prism. Stations 2-1 become as back bearing and stations 2-3 become as forward bearing.

DIAGRAM 5.3

18

III. Solar Observation.

1) Make the R.O station by used a peg on the R.O station.

2) Then by using prismatic compass, assumed the bearing of the R.O or take the

bearing from Certified Plan from instrument station.

3) Set up the theodolite at the instrument station.

4) The bearing from the instrument station to the R.O is inserting into the theodolite.

(DIAGRAM 5.4)

5) Then the observer will search the sun and when the sun is get through from the

theodolite at left cross hair, take down the time, horizontal, and the vertical

bearing. Make sure that sun flitter is put on the telescope.(DIAGRAM 5.5)

6) Step of 5 are repeated in 1minute interval time for first set while for change to

second set are in 2 minute interval time. The procedure is ended by turn back the

telescope to the R.O. (DIAGRAM 5.6)

SUN

THEODOLITE

TRIPOD

GROUND

DIAGRAM 5.4

19

DIAGRAM 5.5

DIAGRAM 5.6

20

IV. Tacheometry.

1) Produce the traverse at survey site and determine the coordinate of all traverse

stations.

2) Applied the reduce level (RL) at every traverse stations with fly levelling survey.

3) Make a temporary adjustment for total station at station 1 which the RL and

coordinate is known.

4) Measured the height of total station (hi) and mini prism pole (hp).

5) Set horizontal bearing to the RO station.

6) Located mini prism at details around the observed station.

7) Open the bearing to the mini prism.

8) Record the horizontal bearing, vertical angle, slope distance and the mini prism

height at every detail taken.

9) After all details was taken, transfer the total station to another station and

measured the instrument height.

10) Record all data for all details taken at every stations traverse until all details in

survey area are recorded.

11) Besides detailing, there are Cross Sections and Longitudinal Sections.

12) For the long sect. there are 5 chainages for each sides B-C and B-A.

13) The distances between the chainages at least 10 meters.

14) The chainages must be straight on the line between the 3 points.

15) And for the cross sect. each long sect. will have at least 5 chainages to the right

and to the left. The ten chainages on the straight line must be 90 degree from the

long. Sect.

16) Cross sect. crossing the long sect in the both side.

21

DIAGRAM 5.7

DIAGRAM 5.8

22

12

CH 01 CH 02 CH 03 CH 04 CH 05

DIAGRAM 5.9

23

1

2

6.0 ANALYSIS AND PLOTTING.

6.1 LEVELLING

6.1.1 RL station 5.

Back Sight

Intermediate sight

Fore sight

Rise Fall Reduce Level

Distance Remarks

1.781 15.811 BM(15.811)

2.210 0.315 1.466 17.277 c.p

1.915 0.725 1.485 18.172 c.p

1.130 2.950 1.035 17.727 c.p

2.390 0.484 0.646 18.373 c.p

1.075 1.091 1.299 19.672 c.p

0.656 0.825 0.250 19.922 Stn 5

1.035 1.100 0.444 19.478 c.p

0.664 2.410 1.375 18.103 c.p

3.010 1.079 0.415 17.688 c.p

0.532 1.899 1.111 18.799 c.p

0.951 2.501 1.969 16.830 c.p

1.256 1.995 1.044 15.786 c.p

1.251 0.005 15.791 BM(15.811)

18.605 (18.625) 6.262 (6.282) 15.791

(18.625) (6.282) 15.811

-0.02 -0.02 -0.02

24

6.1.1.1 Analysis and plotting.

BM = 15.811

Observed value = 15.791

Misclosure = Observed value - BM

= 15.791 – 15.811

= -0.02m (20mm)

Based on number of instrument positions

No.of instrument position, n = 13

Allowable Misclosure, E = ± 12mm√n

= ± 12√13

= 43.267mm (0.043267)

Misclosure more than E, levelling work is acceptable.

25

6.1.1.2 Adjustment of misclosure station 5.

Back Sight

Intermediate sight

Fore sight

Reduce Level

+/- e (adj) Adj Reduced level

Remarks

1.781 15.811 BM(15.811)

2.210 0.315 17.277 0.0015 17.279 c.p

1.915 0.725 18.172 0.003 18.175 c.p

1.130 2.950 17.727 0.005 17.732 c.p

2.390 0.484 18.373 0.006 18.379 c.p

1.075 1.091 19.672 0.008 19.680 c.p

0.656 0.825 19.922 0.009 19.931 Stn 5

1.035 1.100 19.478 0.011 19.489 c.p

0.664 2.410 18.103 0.012 18.115 c.p

3.010 1.079 17.688 0.014 17.702 c.p

0.532 1.899 18.799 0.015 18.814 c.p

0.951 2.501 16.830 0.017 16.847 c.p

1.256 1.995 15.786 0.018 15.804 c.p

1.251 15.791 0.02 15.811 BM(15.811)

Correction = misclose

= -0.02

= -0.0015

+ e (adj) when initial RL of the last reading < BM @ TBM value.

– e (adj) when initial RL of the last reading > BM @ TBM value.

The adjustment of reduce level (RL) we can get when we (–) with the reduce level (RL).

26

NN is a no. instruments position

13

6.1.2 RL Station 4.

Backsight

IntermediateSight

Fore Sight

Rise Fall Reduced Level

distance remarks

2.088 19.931 Stn 5(19.931)

0.610 0.593 1.495 21.426 Stn 4

2.100 1.490 19.936 Stn 5(19.931)

2.698 (2.693) 1.495 (1.490) 19.936

(2.693) (1.490) 19.931

0.005 0.005 0.005


Stn5 = 19.931



= 19.936 – 19.931

= 0.005m (5mm)


No. of instrument position, n = 2


= ± 12√2

= ± 16mm (0.016m)

Misclosure more than E, levelling work is acceptable

27

6.1.2.2 Adjustment misclosure of station 4.

Backsight

IntermediateSight

Fore sight

Reduced level

+/- e (adj)

Adj Reduced

level

remarks

2.088 19.931 Stn 5(19.931)

0.610 0.593 21.426 -0.0025 21.424 Stn 4

2.100 19.936 -0.005 19.931 Stn 5(19.931)


= 0.005

= 0.0025




28


2

6.1.3 RL Station 3.

Back Sight

Intermediate sight

Fore sight


Distance Remarks

2.109 21.424 Stn 4(21.424)

2.150 0.474 1.635 23.059 Cp

0.454 0.483 1.667 24.726 Stn 3

0.595 2.121 1.667 23.059 Cp

2.223 1.628 21.431 Stn 4(21.424)

5.308 (5.301) 3.302 (3.295) 21.431

(5.301) (3.295) (21.424)

0.007 0.007 0.007


Point 2/stn3 = 21.424



= 21.431 – 21.424

= 0.007m (7mm)


No. of instrument position, n = 4


= ± 12√4

= ± 24mm (0.024m)


6.1.3.2 Adjustment misclosure station 3.

29

Back Sight

Intermediate sight

Fore sight

Reduce Level

+/- e (adj) Adj reduced level

Remarks

2.109 21.424 Stn 4(21.424)

2.150 0.474 23.059 -0.0018 23.057 Cp

0.454 0.483 24.726 -0.0036 24.722 Stn 3

0.595 2.121 23.059 -0.0054 23.054 Cp

2.223 21.431 -0.007 21.424 Stn 4(21.424)


= 0.007

= -0.0018




6.1.4 RL every station

30


4

Back Sight

Intermediate sight

Fore sight


Distance Remarks

1.734 19.931 Stn 5(19.931)

2.091 1.420 0.314 20.245 Stn 6

1.970 1.135 0.956 21.201 Stn 7

1.775 0.141 1.829 23.030 Cp

2.048 0.933 0.842 23.872 Cp

0.862 0.308 1.740 25.612 Stn 8

0.285 1.755 0.893 24.719 Stn 3

1.614 1.315 1.030 23.689 Stn 2

0.339 0.505 1.109 24.798 Stn1

0.526 2.168 1.829 22.969 Cp

2.063 1.537 21.432 Stn 4(21.424)

13.244 11.743 6.790 5.289 21.423

(11.743) (5.289) (19.922)

1.501 1.501 1.501


31

Stn 4 = 21.417



= 21.423 – 21.417

= 0.006m (6mm)


No.of instrument position, n = 10


= ± 12√10

= ± 37mm (0.037m)


6.1.4.2 Adjustment misclosure another station.

32

Back Sight

Intermediate sight

Fore sight

Reduce Level

+/- e (adj) Adj reduced level

Remarks

33

1.734 19.922 Stn 5(19.922)

2.091 1.420 20.236 -0.0006 20.235 Stn 6

1.970 1.135 21.192 -0.00067 21.091 Stn 7

1.775 0.141 23.021 -0.00075 23.020 Cp

2.048 0.933 23.863 -0.00085 23.862 Cp

0.862 0.308 25.603 -0.001 25.602 Stn 8

0.285 1.755 24.710 -0.0012 24.709 Stn 3

1.614 1.315 23.680 -0.0015 23.679 Stn 2

0.339 0.505 24.789 -0.002 24.787 Stn1

0.526 2.168 22.960 -0.003 22.957 Cp

2.063 21.423 -0.006 21.417 Stn 4(21.417)


= 0.006

= 0.0006m




6.2 TRAVERSE

StationBearing / Angle From

Station

Line To

Station

Finale DistanceFace Left Face Right Average Final Bearing

34


10

Datum drpd PA 160 04 15 2 1

Garisan 2-1

1 160 04 15 340 04 15 48 00 43 47 56 30 29.480

C - 1”

3 48 00 40 228 00 45 M – 4’5”

2 228 00 45 48 00 45 247 9 43 247 5 30 53.574

C – 2”

4 279 09 40 67 09 45 M – 4’5”

3 67 09 45 247 09 45 195 40 43 195 36 20 54.748

C – 3” Azimuth dgn

5 195 40 40 15 40 45 M – 4’5” Matahari

4 15 40 45 195 40 45 341 27 10 341 12 46 34.130

C – 4”

6 341 27 10 161 27 10 M – 4’5”

StationBearing / Angle From

Station

Line ToStation

Final DistanceFace Left Face Right Average Final Bearing

5 161 27 10 341 27 10 28 41 00 28 36 30 45.110

C – 5”

35

2

3

4

5

6

7 28 40 55 208 41 05 M – 4’5”

6 208 41 00 28 41 00 79 49 28 79 45 00 64.045

C – 6”

8 79 49 30 259 49 25 M – 4’5”

7 259 49 28 79 49 28 199 02 00 198 57 20 63.073

C – 7”

1 199 02 00 19 02 00 M – 4’5”

8 19 02 00 199 02 00 340 04 23 339 59 40 32.129

C – 8”

2 340 04 20 160 04 25 M – 4’5”

Garisan 1-2 dibaca 340 04 23

Sepatut dibaca 340 04 15

Tikaian -8” Dalam 8 Stesen melalui stesen 1,2,3,4,5,6,7,8&1

Pembetulan -1” bagi Setiap stesen

6.2.1 Traverse analysis

Stn

Bearing Distance Latit DepartAdj. Latit

Adj. Depart N/S E/W

2 53483.726 -39939.592

36

7

8

1

3 47 56 40 29.480 19.747 21.889 19.748 21.886 53503.472 -39917.700

4 247 05 40 53.574 -20.852 -49.350 -20.850 -49.356 53482.618 -39967.044

5 195 36 40 54.748 -52.728 -14.733 -52.736 -14.739 53429.887 -39981.771

6 341 13 00 34.130 32.312 -10.990 32.313 -10.994 53462.198 -39992.757

7 28 36 50 45.110 39.601 21.603 39.603 21.598 53501.797 -39971.148

8 79 45 10 64.045 11.393 63.023 11.396 63.016 53513.188 -39908.118

1 198 57 50 63.073 -59.650 -20.497 -59.647 -20.504 53453.535 -39928.608

2 340 00 10 32.129 30.192 -10.987 30.193 -10.990 53483.726 -39939.592

Linear Misclose = 1 : Total Distances

√∑Latit 2+∑Depart2

= 1 : 376.289

√0.0152+(−0.042)2

= 1 : 8437.312

The traverse’s linear Misclose is over the tolerance, 1:8000. So the traverse

is acceptable.

6.3 TACHEOMETRY.

7.3.1 Detailing, Cross Section & Longitudinal Section Result.

See in Appendix 2.

37

6.4 SOLAR OBSERVATION.

See in Appendix 2.

7. CONCLUSION.

All the data that had been received was processed to get the shape, the height

and the position of the curves on the plan. To get the best result, its mean to do well in

levelling, detailing, traversing, solar observation, longitudinal and cross sectioning. This practical

38

just like tacheometry, varieties elements are needed to build a plan of the road curvatures. The

plan is consists of every characteristics of the curves, the coordinates, and the reduce level. The

output of the project is like a certified plan, the plan that shows the road’s curvature. All the data,

levelling and traversing is acceptable under and over the tolerances. A lot of things we had

learned in this practical form the beginning until the end.

39

8. INDIVIDUAL COMMENT.

Assalamualaikum,

First of all, I would like to give a special thanks to Miss Mariam, who always helps us to

conduct this practical. Many things that I have learn in this practical. In this practical, it has

connection with practical last semester. First method that we use in this practical is precise

levelling method. In order to know the high of the TBM (temporary branch marks), we use this

method to transfer RL (Reduce Level) from the SBM (Standards Branch marks) to TBM.

After that, we transfer the RL of the TBM to every station of the traverse. Then, we do

long section and cross section along 3 stations that we have been marks before we do levelling.

Lastly, all detailing must be taken in the traverse including the curve of the road.

In order to get the right direction, the solar observation must be taken to know the true

bearing. In this practical we do solar observation in station 5 and the result is –4’ 5” from the

original bearing.

After all, I would like to conclude that road curve practical is quite difficult than any other

practical work. It needs to do with patient and hard work from all members. To end, I’m glad that

we have finished this practical work and I would like to thanks to all people who helped us.

AHMAD NAIM BIN ABDULLAH

2007112269

40

Firstly, I want to say thank you to my lecture Miss Maryam Bt. Abdul Wahab because

teach us how to do this road curve practical with right procedure. This practical is about to

making curve at the road so that student familiar with this work and know the procedure how to

make the curve when they working as engineering surveying someday. The curve is actually

want to deflect a vehicle travelling along straight way and comfortably through the angle θ so it

will enable to continue its journey safely along other straight line or way. After doing this

practical I know the cooperation between group member is to important in this practical.

Everybody in the group must doing the practical works because with that they can more learning

and understanding more detail about the curve. Thanks to my group because give cooperation

in this group and changing knowledge with me about this practical. There has a problem too

when doing the practical especially with the instruments. The instruments that my group gets

sometimes are damaged and need to calibrate. But however my group at last can finish this

practical successfully after through many challenge to finish it. That’s all my comments for this

practical in this semester. I hope I can take more knowledge in other practical for the next

semester. Thank you.

MOHAMAD NUR NAJMI BIN MOHD NAJMUDDIN

2007112323

41

In this practical, I and member group done the second practical work and do report

about road curve. Thanks for Miss Maryam for her guide and teaching me and member when

we are doing the practical. In practical I learn new knowledge about procedure work for road

curve. Firstly, the place my group had does practical at nearest Parking Dewan Baru. Three

points had been marked along road curve and the distance must be 50m for point 1 to point 2

and 50m for point 2 to point 3. After that, we do levelling. We start levelling with value

BM(R0300) is 15.811 and we measure the value RL for three points. My group not used precise

level instrument because the instrument had something error when we used and for minimize

time. After that, we do the closed traverse include the road. The misclosure is .after we finish

the traverse we do the solar observation for determine the azimuth. Long section and cross

section we do after finish the traverse and the data we apply using CDS software. Lastly, we do

the detailing survey include the traverse area. The details we measure so lot and we take lot

time do the work. Finally, Me and my group member work together and cooperate to finish this

practical and report with successfully.

MUHAMAD AZID BIN ZAKARIA

2007137919

Assalamualaikum,

Thanks, to Miss Maryam for her guidance in this difficult field works ever for me, and

also all the group members. Curve is one of the characteristic of the road, there are somethings

that make curve is difference from the other ordinary road. Its shape, is the most different

things, This practical is focus on doing a plan for the curves, where inside the plan we can know

the reduce level, shapes and coordinates. To produce the plan, the basics surveys works is

needed. The error is the usual things happen in the survey works.

NUR SYAHIRAH BINTI AMRAN

2007112253

42

Assalamualaikum,

A very much thank you to my lecturers, Cik Maryam, my friends and all the group

members for their supports. Road curves, is the surveying engineering field work assessment.

Consists of varieties surveys procedures. The main thing in the practical is to produce a

complete plan about the road curves. The plan with all the elements of the curves inside it. We

had learn something new in the practical that will be add to our experiences.

NOR SYAFURA BINTI SAUED

2007112261

Assalamualaikum,

Nothing new inside this field works practical, traversing, leveling and detailing are the

basic surveys works we had learn from the semester 2. Even though we had passed the

previous engineering surveying, there are a lot of obstacles we had faced. Sometimes the

things we just understand from the theory is coming out into the reality. As example when the

level instrument can’t reach the leveling staff from the point on the highest land. After being told

by Miss Maryam then we realize, the things we had always learn about levels. Proceed the

leveling works step by step, in a small distances where the instrument level can reach the

leveling staff. To be frank, we had redo our traverse about twice times, because for the first

time, we had made a traverse without entering the road inside it, after several consultancy with

my other classmates, there we knows that, the traverse must includes the the road, boundary

marks (to define the coordinates) and the three curve points (to be the temporary benchmark).

And so the new traverse had been made with the 3 importants things inside it. From the

practical we had learn more about the previous topics and also a new topics, and at the end we

had created the curve plan by using all the information we have from the practical

ERHAM BIN MOHAMED ZAZLAN

2007112321.

43

9. REFERENCES.

Surveying for engineers ; 4th Edition ; J.Uren and W.F.Price

Surveying for engineers ; 3rd edition ; J.Uren and W.F.Price

Asas Ukur Kejuruteraan ; Ab. Hamid Mohamed ; Universiti Teknologi Malaysia

44

APPENDIX A

DIARY OF WORK

45

Date Events Remarks

20th January 2009 (Tuesday)

Briefing about Road Curves

Visit and planning on the site

In front UPELS &

T-junction to the Sports Complex.

3rd February 2009

(Tuesday) Establish the 3 points at curves


10th February 2009

(Tuesday) Divide into 2 groups levelling & traversing group.


Padang Rani

17th February 2009



Padang Rani

24th February 2009



3rd Mac 2009

(Tuesday) Traversing


17th Mac 2009

(Tuesday) Solar Observation


24th Mac 2009

(Tuesday) 2nd Traversing


31st Mac 2009

(Tuesday) Solar Observation


46

For detailing and Cross Section and Longitudinal Section we did in the weekend.

47

APPENDIX B

COMP. SHEET

48

Documents

report engineering road curve