Educational Loans – Corporation Bank

Corporation Bank
Website :
www.corpbank.com/
Bank Type : Nationalized Bank

Abroad Courses
Graduation: For job oriented professional/ technical courses offered by reputed universities ;
Post Graduation : MCA, MBA, MS etc ;Courses conducted by CIMA – London, CPA in USA etc
Provided study loan amount  in India : Upto 10 Lakhs
Provided study loan amount in Abroad : Upto 20 Lakhs
Eligibility :
Student should be an Indian National. Should have completed previous qualifying examination. Secured admission to professional/ technical courses in India or Abroad through Entrance Test/Merit Based Selection process. Person already in gainful employment are not eligible for loan under the scheme except for pursuing evening course covered under the scheme of approved institute.
Coverage :
Fee payable to college/school/hostel ;Examination/Library/Laboratory fee ;Purchase of books/equipments/instruments/ Uniforms ;Caution deposit ;Travel expenses/ passage money for studies abroad ;Purchase of computers – essential for completion of the course ;Insurance premium for student borrower ;Any other expense required to complete the course – like study tours, project work, thesis etc. ;building fund/refundable deposit supported by Institution bills/ receipts stands deleted
Margin
Up to Rs.4 Lakhs – Nil;Above Rs.4 Lakhs – Studies in India 5% ;Studies abroad 15% – Scholarships / assistantship to be included in margin – Margin may be brought-in on year-to-year basis as and when disbursement are made on a pro-rata basis.
Interest rate
As prescribed from time to time With effect from 1st July, 2008 as follows:
  • Upto Rs.7.5 Lakhs : 11.75%.
  • Above Rs.7.5 Lakhs.(Secured) : 11.50%.
Simple interest to be charged during the Repayment holiday/Moratorium period.1% interest concession may be provided for loanees if the interest is serviced as and when debited. Appraisal / Sanction / Disbursement .The loan to be sanctioned as per delegation of powers preferably by the Branch nearest to the place of domicile of parents
Processing Fee :
No processing/upfront charges shall be collected on educational loan for studies in India. For studies abroad, processing charges @ 1% of total loan limit sanctioned may be collected for fresh loan. These charges are scheme specific & inclusive of application
Re-Payment :
Repayment holiday/Moratorium: Course period + 1 year, or 6 months after getting the job, whichever is earlier.The loan has to be repaid within a maximum period of 10 years after completion of repayment holiday period.
Security :
  • Up to Rs.4 Lakhs : Co-obligation of parent/s. No other collateral Security.
  • Above Rs.4 Lakhs and upto Rs.7.50 Lakhs : Co-obligation of parents together with collateral security in the form of suitable third party guarantee.
  • Above Rs.7.5 lacs : Co-obligation of parents together with tangible collateral security along with the assignment of future income of the student for payment of installments

Educational Loans – Canara Bank

Canara Bank
Website :
www.canarabank.in/
Bank Type : Nationalized Bank
Provided study loan amount in Abroad
Eligibility :
Need based finance is permitted within a maximum of Rs.7.50 Lakhs for inland study and Rs.15 Lakhs for study abroad. Institutions offering courses should have approval of Central Govt. & State Govt./University affiliation/Autonomous Institutes/AICTE/DOEACC.
Coverage :
school/college and for purchase of books, hostel fees, examination fees, etc.
Margin
Up to Rs.4.00 Lacs Nil for both inland and Foreign Studies.Above Rs.4.00 Lacs 5% for inland studies 15% for studies abroad

Interest rate
Subject to changes as advised by Bank/RBI from time to time
Re-Payment :
To be repaid in 5 to 7 years. Initial repayment holiday of One year both for principal & interest from the date of completion of course or six months of getting a job whichever is earlier. Interest will be debited quarterly on simple basis during the repayment holiday/moratorium period. After commencement of repayment, the accrued interest is added to the principal amount and EMIs fixed on total outstanding amount. Penal Interest @ 2% will be charged for above 2.00 Lacs for the overdue amount and overdue period.
Security :
Loans up to Rs.4.00 lacs Joint documentation with parents/guardian. Loans above Rs.4.00Lacs Collateral security of suitable value or Co-obligation of Third Party having required net worth with Assignment of future income of the student.
Documents :
Bank forms, letter of admission from the university, clearly stating living costs, tution fees and other costs.Student must have a minimum of 60% in his previous examination.

Educational Loans – Bank of Maharashtra

Bank of Maharashtra
Website :
www.bankofmaharashtra.in/
Bank Type :
NationalisedBank Abroad Courses
  • Graduation : For job oriented professional/ technical courses offered by reputed universities.
  • Post graduation : MCA, MBA, MS etc. Courses conducted by CIMA – London, CPA in USA etc.
Provided study loan amount in India : Upto 10 Lakhs
Provided study loan amount in Abroad : Upto 20 Lakhs

Eligibility :
You should be an Indian National.You should have secured admission to professional / technical courses through entrance test / selection process.You should have, secured admission to foreign university / institutions.
Coverage :
Tuition fees, hostel expenses, purchase of books/ equipments/ instruments etc. Travel expenses for studies abroad  & other essential expenses.
Margin
There is no margin up to Rs.4.00 lac.For loans above Rs.4.00 lac.Forn India : 5%;For studies abroad : 15%;This may include own contribution as well as scholarship.
Processing Fee : Nil
Re-Payment :
You get a repayment holiday of one year after completion of the course selected or 6 months after getting a job (after which your repayment will start).The loan is then to be repaid in 5 years after commencement of repayment.

Security :
No security required upto Rs.4.00 lac loan.Above Rs.4.00 lac securities are required to be furnished as under either singly or in combinations-Government securities, public sector bonds.Units of UTI, Shares (as per our approved list from time to time), Debentures.L.I.C. Policies.NSCs/KVPs, Banks own deposits.Mortgage of land and Building.The eligible securities are as above. However terms apply. Value of collateral security after providing requisite margin, as stated above should be equal to the Quantum of finance.
Documents :
Proof of being an Indian national i.e., School Leaving Certificate.Letter confirming selection through Entrance Test.Letter confirming admission to foreign university/institutions.Brochure of the educational institution stating the amount of fees charged.

Interview Question Asked Interview Civil Engineering

Building materials and Construction
  1. What are the dimensions of the standard brick?
  2. What are thin shell roofs? Why are they becoming popular?
  3. Name the different types of retaining walls
Structural Analysis
  1. What is buckling or crippling load?
  2. Define slenderness ratio. What is its effect on design of compression members?
  3. What is meant by specific yield and specific retention?
  4. Shear force and BM diagrams for different types of loadings on beams
Mechanics of structures
  1. Differentiate between bending moment and twisting moment
  2. Differentiate between mild steel and HYSD bars
  3. Differentiate between proof resilience and modulus of resilience
  4. What is meant by strain energy?
Fluid Mechanics
  1. What is a spillway?
  2. What is total energy line?
  3. What is a flow net? Discuss its uses
  4. Why isn’t a venturimeter used commonly for measuring discharge in houses?
  5. What is critical hydraulic gradient?
  6. Differentiate between weir, notch and barrage
Geotechnical Engineering
  1. What is geosynthetics? Mention its applications in civl engineering field
  2. What do you understand by 80/100 bitumen?
  3. Which is commonly used-bitumen or tar? Why?
  4. What are the precautions to be taken for construction in marshy soil?
  5. What is the relation between submerged unit weight and submerged weight?
  6. What are the different types of foundations adopted for different soils?
  7. What is differential settlement?
  8. Discuss the importance of Attenbug’s limits in soil engineering
  9. Differentiate between activity and sensitivity of soils
  10. Differentiate between soil stabilization and ground improvement
  11. How does machine foundation differ from an ordinary foundation?
  12. What is the permanent solution applied for the restoration of leaning Tower of Pisa?
Reinforced Concrete Structures
  1. What is pre stressed concrete? What are its ingredients?
  2. What do 53 stand for in 53-grade cement?
  3. How do you construct a 25 storey building with no columns?
  4. What are the loads to be considered for the design of bridges?
  5. Differentiate between pre-tensioning and post-tensioning
  6. What is the L/D ratio of a cantilever beam?
  7. What type of dam is the Idukki dam? Give its details and peculiarity
Transportation Engineering
  1. What is camber?
  2. What is cutback bitumen? What are its special uses?
  3. Draw a typical C.S. of a permanent way
  4. What does IRC stand for?
  5. Define angularity number and give practical applications
  6. What material as ballast would you suggest for a high speed track? Why?
  7. What is the usual width of a single lane and a double lane road?
Environmental Engineering
  1. Distinguish between slow and rapid sand filters
  2. What is super chlorination?
  3. What is canopy?
  4. Differentiate between BOD and COD
Advanced Construction and Construction Technology
  1. What is batching? Differentiate between volume and weight batching
  2. How is underwater concreting carried out?
  3. What are the forces involved in underwater construction?
  4. What do 20 stand for in M20 mix concrete?
Engineering Geology
  1. What is littoral drift?
  2. Differentiate between faults and folds
Surveying
  1. How is a theodolite leveled?
  2. What are advantages of electronic theodolite over transit theodolite?
  3. Give the standard lengths of chains used in surveying
  4. What is a benchmark? Name the different types

Job Vacancy of a Coal Trading Assistant Manager

Job Vacancy at National coal mining company
National Coal Mining Company is looking for qualified and committed candidates for the following positions:
Coal Trading Assistant Manager
Responsibilities
To support sales and shipping activity in trading mining area that inline with company objective and to search potential mine areas in South and East Kalimantan, this position will report to Marketing Manager in Jakarta Office.
Requirements
1. Male, max.40 years old,
2. S-1 degree majoring in mining engineer/geology or related major from reputable University,
3. Experience min.8 years in “coal trading, mining operation and shipping area” is a must,
4. Have strong leadership skill, business oriented, ability to work under pressure and good analytical thinking,
5. Have strong skills in computer literate,
6. Able to work in a team,
7. Have good command in English both oral and written,
8. Willing to travel in Indonesia area or overseas.
Please send your complete application, CV, recent color photo (4X6) within 2 weeks from the advertisement date, to:
HR Manager
hrd.atb@gmail.com or
PO BOX 1229 JKP 10012

Only short-listed candidates will be notified for an interview

Tamil Nadu Engineering Admission

Tamil Nadu Engineering Admission (TNEA 2009) Civil and Mechanical seats doubled.
This year, the Engineering Colleges in Tamil Nadu virtually doubled their seats in Civil and Mechanical Engineering.
Several colleges have introduced civil and mechanical courses for the first time, others have enhanced their existing seats substantially. This resulted in the doubling of the seats available in civil engineering under the government quota and has increased by more than 100%.
Tamil Nadu Engineering Admissions (TNEA 2009) data, as on July 13, exposes that 6,955 seats had been included in civil engineering for allotment through the single window counseling system compared to the 3,356 seats available under the common pool in the previous admission season. With more new colleges being added for single window counseling daily, the number of seats is certain to go up further.
The attractiveness of the civil engineering course can be determined from the fact that while last year none of the 59 new private engineering colleges offered the course, this year as many as 32 of the 49 new colleges, including four Anna University constituent colleges, have introduced the course.
Of course, this was the trend last year also and then there was an increase of over 98%.

RECYCLED CONCRETE

  1. INTRODUCTION
    Concrete has the distinction of being the largest man-made material in the world. The concrete industry is drawing enormous natural resources and disposing large quantities of construction and demolition wastes in landfills. Both these are damaging the environment and are no longer considered sustainable.

Recycled aggregate is the result of processing appropriate construction and demolition waste. Thereby it is to distinguish between concrete rubble and mineral building material rubble. The processing leads to crushed sand, crushed stone and crushed gravel, derived from concrete rubble and mineral building material rubble respectively. Figure 1 shows the denomination of the different types of recycled aggregate.





Figure 1
Denomination of recycled aggregate

    Aggregate composed of recycled concrete generally has a lower specific gravity and a higher absorption than conventional gravel aggregate. New concrete made with recycled concrete aggregate typically has good workability, durability and resistance to saturated freeze-thaw action. The compressive strength varies with the compressive strength of the original concrete and the water-cement ratio of the new concrete. It has been found that concrete made with recycled concrete aggregate has at least two-thirds the compressive strength and modulus of elasticity of natural aggregate concrete.

2.EXPERIMENTAL STUDY

    An experimental study was conducted to assess the properties of concrete made from recycled aggregates. The experimental programme and the results of the experiments are briefed below.

2.1 MATERIALS USED:

  • Cement: Ordinary Portland cement of 53 grade.
  • Fine Aggregate: Locally available sand having fineness modulus of 3.37.
  • Coarse Aggregate: Conventional coarse aggregate conforming to IS 383:1999.
  • Recycled Aggregate: Obtained by crushing concrete cubes having mean compressive strength of 23.35 MPa.
  • Fly ash: Having fineness of 3437cm2/gm and silica content of 59.09%.
2.2 MIX PROPORTION

Four types of mixes were used for experimentation. They were:

  • Natural Aggregate Concrete (NAC): Cement, Fine aggregate and Coarse aggregate in the ratio 1:1.6:3.3.
  • Recycled Aggregate Concrete (RAC): Natural coarse aggregate was completely replaced by recycled aggregate and the mix was in the ratio 1: 1.6: 3.3.
  • NAC1: 10% fly ash (by weight of cement) was added to NAC replacing cement.
  • RAC1: 10% fly ash (by weight of cement) was added to RAC replacing cement.
  • Water –cement ratio: 0.4 by weight.
  • Water reducing admixture: 125ml/50 kg of binder.
2.3 CASTING AND CURING OF TEST SPECIMENS

    The following specimens were cast using the four different mixes, namely, NAC, RAC, NAC1, RAC1, for various tests. For each mix, the following specimens were cast:
1. twenty four cubes of size 150 mm
2. eleven prisms of size 100 mm X 100mm X 500mm.
All specimens except those for drying shrinkage test were demoulded 24 hours after casting and were subsequently water cured for 28 days.
2.4 RESULTS AND DISCUSSION
    A number of tests were conducted and the following properties of recycled concrete were obtained from the results.
2.4.1 COMPRESSIVE STRENGTH
    In general, RAC showed lower compressive strength at all ages compared to NAC. An average of 15% reduction in compressive strength was noted compared to NAC. The modulus of rupture of the RAC mix at 28days was also reduced by 6% compared to NAC mix. The inferior properties of recycled aggregates and the presence of weaker bond areas between recycled aggregate particles and old or new mortar in RAC may lead to such lower strength of RAC. Also, it was observed that10% fly ash addition substantially improved the compressive strength of RAC at all ages.
Mix Designation            Compressive Strength, MPa
             7-day        28-day

NAC            35.26        46.13

RAC            29.33        38.11

NAC1            41.70        48.52

RAC1            36.70        53.55

2.4.2 DRYING SHRINKAGE

    The typical development of drying shrinkage with time for the four mixes is shown in the figure For the RAC mix, the observed increase in drying shrinkage compared to NAC may be due to the combined effects of lower aggregate modulus and higher amount of shrinkage mortar with many pores. Also it is regarded that the cement, which adhered on the aggregate surface, was not fully hydrated and thus causes larger shrinkage at later stages.



2.4.3 PERMEABILITY AND WATER ABSORPTION

    For permeability test, standard cube specimen of size 150mm X150mm X150 mm was installed in the apparatus. Water pressure of 0.1 MPa was applied for48hours, and then pressure of 0.3 MPa and 0.7 MPa, each for 24 hours, was applied. After this, the specimen was split vertically in the middle applying compressive forces. The greatest penetration depth was measured from the split surfaces. The test indicated that the permeability as well as water absorption of RAC is more compared to that of NAC. But the addition of fly ash showed a remarkable improvement in the performances of the permeability and water absorption of both RAC and NAC.



Depth of penetration



2.4.4 DURABILITY

To evaluate the degree of deterioration of all the concrete mixes against accelerated sulphate and acid attack, standard prisms of size 100mm X 100mm X 500mm were immersed in testing baths. The first testing bath contained 7.5% MgSO4 and 7.5% Na2SO4 by weight of water and the second contained H2SO4 of pH value 2. The durability of RAC was found to be slightly lesser than that of NAC. The addition of fly ash showed an improved resistance to deterioration.


2.5 SUMMARY

    Studies show that the strength of RAC is lesser than that of NAC. But with the use of fly ash, it may be possible to produce RAC with an improvement in strength. The results of this investigation also show that drying shrinkage strain, permeability and water absorption of RAC is more compared to that of NAC. But it is possible to produce RAC with improved qualities by the addition of fly ash. Therefore, the results of this study provide a strong support for the feasibility of using recycled aggregates instead of natural aggregates for the production of concrete.

3.PROPERTIES OF RECYCLED AGGREGATE CONCRETE

3.1 WORKABILITY

    Workability is the property of fresh concrete that determines the amount of useful internal work necessary to produce full compaction. The results of slump test and compacting factor test conducted on fresh concrete indicates that, with an increase in the percentage of recycled aggregates, slump and compacting factor show a decreasing trend. This reduction in workability may be attributed to higher water absorption of the recycled aggregates, which may increase the harshness of the mix. Pre-soaking or pre-wetting of the recycled aggregates can reduce the rapid loss of workability.

3.2COMPRESSIVE STRENGTH

    The compressive strength of recycled aggregate concrete is lower compared to that of natural aggregate concrete. The compressive strength of recycled concrete is about two-third as that of conventional concrete. The reduction in compressive strength may be due to

1. the relatively higher water requirement of recycled aggregate concrete than that of conventional concrete
2. lower resistance of recycled aggregate to mechanical action than that of natural aggregate and
3.the weaker bond between the fresh mortar and the old mortar adhering to the recycled concrete aggregate.
3.3 MODULUS OF RUPTURE

    The modulus of rupture of recycled aggregate concrete is less than that of conventional concrete. The modulus of rupture of recycled aggregates is about 6 times lesser than that of natural aggregate.

3.4 PERMEABILITY

    The permeability of recycled aggregate concrete is more compared to that of natural aggregate concrete. The addition of fly ash can improve the permeability characteristics of recycled aggregate concrete.

3.5 FREEZE-THAW ACTION

    The concrete made from recycled aggregates has higher resistance to saturated freeze-thaw action.

3.6 DURABILITY

    The durability of recycled aggregate concrete under sulphate and acid action is equal to or slightly inferior to that of natural aggregate concrete. But the durability of recycled concrete can be improved by the addition of fly ash.

4.APPLICATIONS

    Recycled aggregate has two mainly types of applications. They are

  • Structural applications
  • Non structural applications
4.1 Structural applications

    For structural applications, the complete replacement of natural aggregate with recycled aggregates is not desirable. This is due to the fact that the creep and shrinkage of recycled aggregate concrete is lower compared to that of natural aggregate concrete. Inspite of this, some building projects such as the Vilbeler Weg and the Waldspirale in Darmstadt have replaced a part of natural aggregates with recycled aggregates. During the Waldspirale project, after conducting a series of experiments, it was observed that concrete with recycled aggregate shows no relevant difference to concrete made from natural dense aggregate and can be casted or pumped just like a standard concrete mixture. This observation is a welcome note as far as the use of recycled aggregate concrete for structural purposes is concerned.

4.2 Non structural applications

    Recycled aggregates have a wide range of non structural applications. It is primarily used in pavement reconstruction. It has been satisfactorily used as an aggregate in granular subbases, lean-concrete subbases, soil-cement, and in new concrete as the only source of aggregate or as a partial replacement of new aggregate. It can be used as backfill for filling depressions or trenches. In road pavement construction, it can be used as aggregate for bituminous concrete.

5. BENEFITS

Use of any recycled material helps to keep that material out of landfills. Recycling practices also can decrease the environmental impact of obtaining / manufacturing the material from virgin resources.

New concrete made from recycled concrete aggregate generally has the same properties as stone or gravel aggregate. Recycled concrete aggregate sells in the approximate range of $3.50 to $7 per cubic yard, depending on the specifications (size limitations) for the aggregate and local availability. This is about one half the cost of non-recycled aggregate used for construction purposes.

Glass aggregate typically acts as a crack arrestor, benefiting concrete durability, though this depends on the specific glass aggregate properties, the concrete and its end-use. The allowable size of the aggregate largely determines its prices, which are in the vicinity of $15 to $20 per cubic yard. Smaller aggregate (e.g. “glass sand”) is the more expensive. Glass aggregate can allow a greater range of aesthetic/decorative options for concrete.

Some of the additional benefits of using glass as an aggregate material in concrete include:

  • concrete unit cost decrease
  • lowering of freight cost
  • avoided landfill costs
  • boosting or creating secondary markets around recycling and selling additional common types of glass

6. LIMITATIONS

Lack of widespread reliable data on aggregate substitutes can hinder its use. To design consistent, durable recycled aggregate concrete, more testing is required to account for variations in the aggregate properties. Also, recycled aggregate generally has a higher absorption and a lower specific gravity than conventional aggregate.

Research has revealed that the 7-day and 28-day compressive strengths of recycled aggregate concrete are generally lower than values for conventional concrete. Moreover, recycled aggregates may be contaminated with residual quantities of sulfate from contact with sulfate rich soil and chloride ions from marine exposure.

Glass aggregate in concrete can be problematic due to the alkali silica reaction between the cement paste and the glass aggregate, which over time can lead to weakened concrete and decreased long-term durability. Research has been done on types of glass and other additives to stop or decrease the alkali silica reaction and thereby maintain finished concrete strength. However, further research is still needed before glass cullet can be used in structural concrete applications.


7. CONCLUSION


    Recycling of materials in construction field is a welcome note towards the conservation of natural resources. But the complete replacement of natural resources by recycled materials has not yet been possible. Even today only upto 30% of the total aggregates can be replaced by recycled aggregates. If the quantity of recycled aggregates is more than this value, the quality of concrete can be affected. The quality of recycled concrete can be improved by the addition of fly ash.

    There are no standard regulations currently addressing the use of alternative concrete aggregate for engineered use or structural applications. Some state and local codes specifically address the use of alternative aggregate, for example the Washington State Department of Transportation. However, this should be verified on a project-by-project basis. Research should be carried out and a standard code for the use of recycled aggregates should be evolved. This will promote the use of recycled aggregates as an alternative for natural aggregates.

Survey report for Civil Engineering

`ABSTRACT

Squad No.4 was assigned the 1km stretch of road in which the Chackai Bridge and Chackai roundabout were included. The starting point was located about 350m. before the starting point of the Chackai bridge and the ending point lied almost 400m. after the Chackai roundabout.

The survey camp was conducted from the 4th September to the 12th September 2004. The survey was conducted from 7a.m. to 1p.m. everyday. This one kilometer stretch consisted of many features and land marks which included the Chackai bridge , the unpaved side streets on the both sides of the national highway , the wing walls of the bridge , the embankments which elevates the highway above the ground level, piers ( two nos. ) of the bridge , culverts , houses , a temple , marshy lands , filled up lands , railway tracks ( double lane ) , the Chackai roundabout , a school, shops etc.

We had a definite idea about the order in which each method was to be employed for the successful completion of the survey.

The survey was done in the following way:-

  1. Taking fly levels between starting point and end point.
  2. Setting out Grid lines and Nodal points.
  1. Taking reduced levels at the various nodal points.
  2. Plotting nodal points, road and other important landmarks using plane table.
  3. Drawing the topographic map and marking the important landmarks and drawing
    the contours and completing the contours.

    The main landmark of our survey area was the Chackai Bridge. To understand it better some information about the bridge is given below,


    CHARACTERISTICS OF THE BRIDGE


    Length of the Bridge                :    83.2 m.


    Width of the Bridge                :    12m.


    Number of Spans                :    3 nos.


    Foundation                    :    Pile foundation


    Bearing                    :    Elastomeric type


    Superstructure                :    Fish belly type


    Year                        :    2003


    Chainage                    :    9770m. to 9853m.


    Number of Bridge Piers            :    2

    AIM:-

    To complete the survey of the 1 km stretch of road on the National Highway and

    plot a Topographical Contour Map using the data collected.

    INSTRUMENTS NEEDED :-

    Plane table with its accessories, Dumpy level with its accessories, theodolite with its accessories, pencil, papers, etc.

    PROCEDURE:-

    For any surveying a definite and proper plan about how the survey has to be carried out must be made.


    The 1 km stretch assigned to us showed large variation of altitude such that the lowest point and the highest point of the region was at a difference of more than 11m. So, survey of the entire area in a single stretch was not possible. Time being an important factor governing the survey camp, we decided to do the survey of the area in 3 steps.

       

    Survey of the unpaved road on the left side of the highway was done first. For this we had to transfer the starting point on the highway to the corresponding point below using the theodolite. Survey of this part was done and we rejoined the main road at a point which was some 100m. from the Chackai roundabout.



    Our second stage of work was to survey along the main road in which the roundabout was also included. This stage of our work started from our starting point (SP) and extended till our end point (EP).


    The third stage of the work was then commenced in which we surveyed the other side of the unpaved road and continued till the point corresponding to the starting point on the main road.


    1. Reconnaissance Survey


    Aim:-

    To conduct the reconnaissance survey of the 1km. stretch to be plotted.


    Instruments required:-

    Board, papers, pencil etc.


    Theory:-

    The preliminary inspection of the area to be surveyed is called reconnaissance or reconnoitre.


    Procedure:-

    Reconnaissance was done on the left, right and along the highway. We walked along the entire stretch of road and thoroughly examined the ground so as to decide upon the best possible arrangement for the work. We noted various features which included marshy areas, filled up lands, railway track, embankments, culverts, bridge, temple, houses, shops, play ground, bridge piers, wing walls etc. and the various difficulties that may come during the survey and the suitable position of stations. The intervisiblities of selected stations were also tested. A neat hand sketch called an ‘index sketch’ or ‘key plan’ fairly resembling the plan of the area showing the boundaries, principal features position of instrument stations were made. Then the survey work was started.

    2.Fly levels between Starting Point and End Point.
     
    Aim:-

    To take the fly levels along the National Highway, between the starting point and the end point.


    Instruments needed:-

    Dumpy level, tripod, plumb bob, leveling staff etc.

    Theory:-

    It is the operation of leveling to determine the elevations of points some distance apart or to establish the bench marks. The process of taking fly levels is the same as compound or continuous leveling. This is known as differential leveling.


    Procedure:-

    Forty points were marked along the road by the method of ranging. For this a ranging rod was held at the starting point (SP). Then another ranging rod is erected at a long distance away from the starting point. To range a third ranging rod in a line the surveyor stands about 2m. behind the ranging rod at the beginning of the line while the assistant holds the ranging rod vertically at arms length at the point where it is desired to establish the intermediate station. The ranging rod should be held lightly by thumb and forefinger and roughly in line. The surveyor then directs the assistant to move the rod to his right or left until the three ranging rods appear to be in a straight line. Finally the position of the ranging rod was checked by sighting over their lower ends in order to avoid errors on verticality of rods. Then the ranging rod is fixed. This process of direct ranging was continued till the end point (EP). The various hand signals used during this process were,

     
    Hand Signals                        Type of movement

    1. Rapid sweeps with right hand.        -    Move considerably to the right.

  4. Rapid sweeps with left hand            -    Move considerably to the left.


  5. Slow sweeps with right hand            -    Move slowly to the right.
     
  6. Slow sweeps with left hand            -    Move slowly to the left.


  7. Right arm extended                -    Continue to move to the right

  8. Left arm extended                -    Continue to move to the left

       

  9. Right arm up and moved to the right        -    Plumb the rod to the right
     
  10. left arm up and moved to the left        -    Plumb the rod to the left


  11. both hands above head and brought down    -    Correct

  12. both arms extended forward horizontally
        and the hands depressed briskly        -    Fix


    Then points at 25m. intervals were marked on the road along this straight line using a tape with arrows. These points were then transferred to the other end of the road using cross staff and ranging rod.

        Along with this, the fly levels were also done to establish the intermediate bench marks. For this the dumpy level was set up at H1 and leveled and from there the points SP (104.67m.) and B(108.1m.). Then the instrument was shifted to H2 and point C (110.59m.) was sighted. Then to H3, from here point D (110.46m.) was sighted. Then we selected the next instrument station H4 and point E(107.915m.) was sighted. From instrument station H5 point F (105.165m.) from station H6, G(101.571m.) were sighted. From instrument station H7, point I (100.698m.) was sighted. Then the instrument station was shifted to H8 and then reduced level of EP (100.268m.) was sighted.


    Result:-

    The reduced levels of the intermediate bench marks were established.


    3.Setting out Grid lines and Nodal points
     
    Aim:-

    To set out grid lines and nodal points on the area to be surveyed.


    Instruments required:-

    Cross staff, ranging rods, pegs, arrows.


    Theory:-

    Nodal points are the points which include the instrument station, change points and the permanent bench marks.


    Procedure:-

    Nodal points were chosen along the road and both sides of the road such that maximum points could be surveyed from these station points. Grid lines were set out taking perpendicular offsets from the points set along the road and embankments to a maximum distance that could be surveyed due to many marshy areas in the stretch. This was done in three stages,

    1. along the road
    2. on left side of the road
  13. on the right side of the road

    (i) Along the road

    A ranging rod is fixed at the starting point and maximum number of points were set in line with this using a cross staff. The cross staff is set in between the two ranging rods and it is checked through the vertical slits whether the two rods are in line. Every 25m. is measured using a tape and marked. In the same way, these points were transferred on the other end of the rod using the cross staff. A new nodal point is fixed when lack of intervisiblity between points occurred and the procedure is repeated using cross staff and aligning the rod at the new nodal point with that at previously fixed points.


    (ii) On the left side of the road

    Since this stretch had its road at a much higher elevation than the ground, the point on the road had to be transferred to the bottom. This was done using a theodolite by transiting it and the point was set at the bottom. The theodolite was set and leveled on the embankment slope for this purpose. Then points were fixed along the embankment and also perpendicular offsets from these points were fixed.


    A ranging rod was set at a very large distance so that if was visible from the starting point. Another ranging rod was fixed at the starting point and a third was used to range it in line with the two rods along the end of the embankment slope. 25m. points were marked along this ranging line using tape and from these points; perpendicular offsets were set to a distance as was possible due to the marshy lands here.


    Where ever lack of intervisibility between stations or any intervening feature like railway track was met with a new nodal point was fixed and the above procedure was repeated. Thus an idea of the ground features was obtained on the left side of the road and stations and points were set for the dumpy level and plane table. The direction of the track, diameter of the pier was all recorded on the side.


    1. On the right side of the road
    The right side of the road was of filled up lands, private properties and a temple. The same procedure of setting points along the side of embankment was used. Many perpendicular offsets could not be set out here as the property was privately owned.

    4. Taking Reduced Levels at various Nodal Points


    Aim:-

    To find the reduced level of points along the road and also on the left and right side of the road.


    Instruments required:-

    Dumpy level, tripod, leveling staff.


    Theory:-

    Leveling may be defined as the art of determining the relative heights or elevation of objects on the earth surface. It deals with the measurement in vertical plane.

    Instruments used for leveling are level and leveling staff. The level furnishes a horizontal line of sight and leveling staff is used to determine the vertical distances of points below the horizontal line of sight.

    Procedure:-

    1. Temporary adjustment of the level:-
  • Setting up of the level: - This includes fixing the instrument on the stand and leveling the instrument on the tripod. For fixing the instrument on the stand, release the clamp screw of the instrument, hold it in the right hand and fix it on the tripod stand by turning around the lower part of instrument with left hand. Then screw the instrument firmly. The tripod legs are to be adjusted so that the instrument is at a convenient height and tripod is approximately horizontal.
  • Leveling up
    :-
    For leveling , place the telescope parallel to any pair of foot screws and bring the long bubble to the center of the of its run by turning these screws equally either both inwards or both outwards. To move the bubble to the right turn the screws inwards and move it to the left, then turn the screws outwards. Turn the telescope through 90 degrees so that it lies over third screw and turn this screw for centering the bubble. Bring the telescope back to its original position; again bring the bubble to its center run. Repeat this until the bubble remains in the center of its run in both the positions, which are at right angles to each other.
    Rotate the instrument through 180 degree and check the position of the bubble. It should remain central if the instrument is in adjustment.
  • Elimination of parallax: - Parallax is a condition arising when the image formed by the objective is not in the plane of the cross hairs. Parallax can be eliminated by two steps,
    • Focusing the eye piece: – to focus the eye piece for the distinct vision of the cross hairs, hold a sheet of white paper in front of objective. Move the eye piece in or out till the cross hairs are seen sharp and distinct.
    • Focusing the object glass:- the telescope is now directed towards the staff. The focusing screw is turned till the image appears clear and sharp. The image so formed must be in plane of cross hairs.


  1. Leveling :-
  2. Along the left side of the road:- Since the road was at an higher elevation compared to its sides, we were able to start the survey work only after transferring the starting point to the ground below i.e. on the left side of the road. This was done by the transiting of theodolite. Then the level was set up at points previously fixed during reconnaissance survey so that maximum number of points can be seen from that instrument station. Leveling of the instrument was done and readings were taken at 50m. longitudinal offsets and 25m. perpendicular offsets. The left side of the road included many features including the filled up lands, culverts, marshy land, railway track, etc. So it was impossible to set perpendicular offsets at these points. So some reference point were chosen and the reduced level corresponding to those points were noted. There were culverts, huts, small playground, etc. in that area and hence reduced level corresponding to these points were also taken. The points were the reduced levels and were taken using dumpy level and were carefully marked for the purpose of plotting these points by plane table survey. Hence the reduced level at various points on the left side of the main road was obtained. In some points it was difficult was to measure the distance between the instrument station and the points with a tape (for the purpose of plotting these points), stadia hair method was used i.e. the instrument was set up, leveled and staff was held at the point whose distance from the instrument station has to be determined. Then the top and bottom hair readings of the staff was noted and the distances was calculated using the formula
    D= KS + C
Where,

D is the distance to be measured
K is the instrument constant (the instrument we were using had constant as 100)
S is the difference between top and bottom hair readings
C the instrument constant (constant we had was 0)
(ii) Along the road:- Instrument was set up at suitable position so that maximum number of points are visible from the stations. Then the instrument was properly leveled and the readings were taken with the staff held at 50m. offsets along the length of road and perpendicular to the length of the road. Hence, the leveling was conducted for the entire 1km. stretch of the road.


For the purpose of plotting the Chackai roundabout on the plane table sheet its dimensions had to be known. For this purpose eight points were selected along the perimeter of the round about and the corresponding distance between the instrument station and these points were determined by stadia hair method. These eight points and instrument station was carefully marked for use in the plane table survey. Also the medians were also plotted in the plane table using the same method.


  1. Along the right side of the road: - leveling was conducted for this side starting from the end point towards the starting point. Then the instrument was properly leveled and the reduced levels corresponding to 50m. longitudinal offset and 50m. perpendicular offset were taken. Since most of the area on left was marshy, perpendicular offsets were set up only at some points. The leveling were continued till the starting the point was reached. All the features on right side of main road including the filled up land, marshy land, residential areas, a temple, railway line, embankments, piers of the bridge, culverts, etc. were marked and the reduced level corresponding to these points were also taken.

5.Plotting Nodal Points, Road and other important points using Plane Table
Aim:-
To conduct the plane table surveying along the road and on both sides of the road extending from Chackai bridge to the Chackai roundabout.


Instruments used:-

Drawing board, drawing sheet, alidade, trough compass, U-frame with a plumb bob, spirit level, scale, pencil etc.


Theory:-

Plane table is a graphical method of surveying in which the field work and plotting are done simultaneously. It is most suitable for filling in of the details between the stations previously fixed by triangulation and theodolite traversing. It is a means of making a manuscript map in the field while ground can be seen by the topographer by existing control systems and to carry its own control systems by triangulation or traverse and by lines of levels.


Adjustments done on each set up of the Plane Table

The plane table is set up at a convenient height for working. The legs of the tripod are spread wide apart and are firmly fixed on the ground. On each station points, previously fixed by the reconnaissance survey, the table is placed in such a way that, the point plotted on the sheet corresponding to the station occupied is exactly over the station fixed on the ground. This is done by using U-frame and plumb bob. The pointed end of the upper leg of the U-frame is made to coincide on the point plotted on the paper with a plumb bob pointing on the station on the ground from other leg of the U-frame. Thus, centering is done on each station points.

Leveling of table is done by using a spirit level placed on the table, first parallel to the two screws and then over the third screw. This process of leveling is done by adjusting the legs of the tripod.


The operation of keeping the table at each of the successive station points parallel to the position which is occupied at the first station is known as orientation. Orientation of the table at the station points are done using trough compass. The trough compass is placed along the line representing the magnetic meridian which has been drawn on the paper at the first station and then board is turned until the ends of the needle are opposite the zeroes of the scale. The board is then clamped on to this position.


The temporary adjustments of centering, leveling, and orienting are done at each station points thereby making the plane table surveying accurate.


Procedure:-

To get the nodal points and other important points on the road and on each side of the road, the plane table surveying is done in three steps involving:-

  1. left side of the road
  2. along the road
  3. right side of the road

  1. Plane Table survey on the left side of the road
The plane table is set up at the station point previously fixed during reconnaissance survey. The first point on the left side of the road which is transferred by using theodolite is sighted from the station point and ray was drawn. By taking the distance by using a 30m. tape the point was plotted on the drawing sheet. The points that were visible from this station point including the various landmarks like huts were also plotted in the same way using alidade. The offsets were also plotted at 50m. intervals. A side street in between was also plotted on the drawing sheet. Then the instrument was shifted to the second station point. All the temporary adjustments were done.

From the second station, offsets at 50m. interval was taken and perpendicular offsets were taken at 25m. interval and plotted. On this side, some of the marshy areas could not be plotted but their boundaries were plotted by drawing rays from the instrument station and taking the distance by using tape. The plane table was again shifted to the third instrument station. Here also the necessary land marks were plotted by taking perpendicular offsets and sufficient points by radiation method.


To take the wing wall details on both sides of the railway track, another instrument station was taken. Points were plotted by keeping the ranging rod on six different points on each wing wall. The two piers were also plotted on the sheet taking its diameter using the tape. Points were also taken on the railway tracks and the tracks were also plotted using radiation method. The rest of the offsets were taken from a new station point and on that area due to the marshy land, perpendicular offsets could not be taken. Other landmarks were taken by shifting the plane table once again. The work was stopped that day, by completing one side of the road by about 4o’clock that evening.

  1. Plane Table survey along the road

The work was resumed the next day by starting the plane table surveying from the starting point (SP) on the road. Offsets were plotted along the shoulder of the road and also on the other side of the road by taking perpendicular offsets. All these points were named. The instrument was then shifted to the second station on the bridge and the shoulder on both sides and the road was plotted accurately. Offsets were again taken at 50m. intervals and perpendicular offsets at all these points were also plotted to get the plan of the road in the Chackai bypass. To get the Chackai roundabout, instrument was set up at the station where the level was previously fixed for finding the dimensions of the roundabout. Rays were drawn from the instrument station, towards the points on the roundabout, previously selected for taking the distance by using the level and the corresponding distances were marked on those rays thereby completing the round about by radiation method. The triangular junctions were also plotted using the same method. Various land marks on either side of the roundabout including the side streets leading to Pettah on one side and to Airport on the other side was plotted. The instrument was then again shifted to another instrument station and offsets were plotted at 50m. intervals till the end of our proposed survey area, also taking perpendicular offsets to get the road completely. The work was stopped that day by 2o’clock in the afternoon.

(iii) Plane Table survey on the right side of the road
 
The work of the plane table surveying on the right side of the road was done from the Chackai roundabout towards the Chackai Bridge. The plane table was set up at the station fixed by reconnaissance and temporary adjustments were done. Offsets at 50m. intervals were taken and land marks on the sides were also taken by radiation method and distances were marked using chain of 30m. length. Houses and playgrounds were also plotted. The instrument was set up at the next station and the temple there was also plotted. Offsets were also taken and the instrument was again shifted. As the railway tracks, wing walls and two piers were already plotted during the survey on the left side of the road using plane table, so these weren’t taken again. The surveying was done using another instrument station taken by offsets were taken from this instrument station at 50m. intervals and the necessary landmarks including culverts and open land were plotted. This survey on the right side of the road was done on the last day of the camp. With the completion of this part the field work of the survey camp was over and the entire area assigned to us was completed

  1. Drawing the Contour Map and the Topographical Map

Aim:-

To draw the contour and topographical map using the collected data from the field.


Instruments needed:-

Tracing sheets, pencils, markers etc.


Theory:-

A contour line 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. The relief on a topographical map is most commonly and accurately represented by contours.


Procedure:-

From the data collected from the field reduced level of each and every marked point was calculated. The map got from the plane table was transferred onto the tracing sheet. Now with the reduced levels and the points marked on them with the surrounding features all done to form the topographical map, we were ready to plot the contour lines on the map.


The contours were planned to be plotted for an interval of 0.5m of the reduced level. The embankments on either side of the road showed uniformity in their slope. Since we had only the reduced level of points at some interval only, we have to interpolate the reduced levels of the points in between the two known points. From the many methods of interpolation we chose graphical method.

The method is described below:-

On a piece of tracing paper a number of parallel lines, each representing 0.5m., are ruled at equal intervals with every tenth line made thick. Then on a sheet of tracing paper draw a line and divide it into a number of equal parts. The line is bisected at the center and a perpendicular was drawn through that point. A convenient point was selected on the perpendicular and radial lines to the points of the division marked on the line were drawn. Rule out lines 1-1, 2-2, etc. to line across the diagram. These lines are called guide lines and are equally divided by the radial line. Then on the main guide line, the reduced levels at 50cm. intervals (i.e. 98.0, 98.5. 99.0, 99.5, etc.) were marked. Now knowing the reduced levels of two points, they were placed on the corresponding point on the guide line and this was then moved keeping the reduced level of one point constant till the reduced level of the other point coincided. Then the reduced levels of intermediate point’s along the line joining the two points were marked using pins. Then the contours were drawn connecting points of equal reduced levels. In this way the entire contour map was completed.

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