ROUTE SURVEY OF PART OF YABA COLLEGE OF TECHNOLOGY

SPORT COMPLEX ROAD

BY

YUSUF HALIMAH MOTUNRAYO

F/ND/21/3560037

SUMMITED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS

FOR THE AWARD OF NATIONAL DIPLOMA (ND) IN SURVEYING
AND GEOINFORMATICS TO THE DEPARTMENT OF SURVEYING
AND GEO- INFORMATICS, YABA COLLEGE OF TECHNOLOGY

2023

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 DEDICATION
This project is dedicated to Almighty God for his grace, love, insight and
guidance throughout the period of this work.

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 CERTIFICATE

I hereby certify that all data and information given in this project was obtained
as a result of the observation and measurement carried out by me, in accordance
with survey rules and regulations and also with the departmental instruction,

NAME:- YUSUF HALIMAH MOTUNRAYO

MATRIC:- F/ND/21/3560037

SIGNATURE:-

DATE OF COMPLETION:-

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 ACKNOWLEDGEMENT

I give special thanks to God for giving me the inspiration for the successful
execution of this route survey project. I also want to thank especially my
parents Mr and Mrs Onigbanjo for their love moral support and financial
support throughout my terminal project and my education in general.
My utmost gratitude goes to my supervisor, Mr. Akinfunsi who really assisted
and guided me throughout my work and has always encouraged me to put in my
best. I hope this effort would meet his high expectation.
I owe a lot of gratitude to my supportive course mates who helped me a lot in
times of trouble and who demonstrated love to me.
Finally, I must say a big thank you to my lecturers in Surveying and geo
informatics department for their ever support and constructive criticisms
towards the success of this Route survey project.

ABSTRACT
The project was focused On the execution of route surveying of all connecting
in YABATECH COLLEGE OF TECHNOLOGY,Yaba Lagos Nigeria .Stations
were selected along the existing
route at regular intervals as in the specifications

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Theodolite traverse was run over stations,while levels were observed along the
longitudinal and cross-sections of the traverse lines. All data were gathered with
effective orientation from the controls, these were used to produce the plan
(with appropriate scale) showing horizontal alignment,profile and cross-
sections.

TABLE OF CONTENT

TITLE PAGE-------------------------------------------------------------------------1
DEDICATION------------------------------------------------------------------------2
ACKNOWLEDGEMENT-----------------------------------------------------------3
ABSTRACT---------------------------------------------------------------------------4
CERTIIFCATE------------------------------------------------------------------------5
TABLESOF CONTENT-------------------------------------------------------------6-7

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LIST OF TABLES-------------------------------------------------------------------8
LIST OF FIGURES------------------------------------------------------------------9
CHAPTER ONE: INTRODUCTION
1.0 INTRODUCTION--------------------------------------------------------------10
1.2 OBJECTIVE OF THE PROJECT--------------------------------------------11
1.3 SCOPE OF THE PROJECT---------------------------------------------------11
1.4 LIST OF INSTRUMENTS----------------------------------------------------11
1.5.1 PERSONNEL---------------------------------------------------------------11
1.5.2 STUDY AREA-------------------------------------------------------------12
CHAPTER TWO: LITERATURE REVIEW
2.0 LITERATURE REVIEW-----------------------------------------------------13
2.1 METHOD OF SURVEYING------------------------------------------------13-14
2.2 ACCURACY IN SURVEYING---------------------------------------------14-15
CHAPTER THREE: METHODOLOGY
3.0 METHODOLOGY------------------------------------------------------------16
3.1 RECONNAISSANCE--------------------------------------------------------16
3.2 TEST OF INTSRUMENT---------------------------------------------------17
3.3 DIGITAL LEVELLING AND LEVELLING STAFF-------------------17
3.3.1 CONTROL CHECK--------------------------------------------------------17-18
3.3.2 TWO PEG TEST------------------------------------------------------------19
3.3.3 IN-SITU CHECK-----------------------------------------------------------20
3.4 FIELD OBSERVATION----------------------------------------------------21
3.5 ANGULAR MEASUREMENT--------------------------------------------21-22
CHAPTER FOUR: RESULTS AND ANALYSIS
4.0 DATA PROCESSING------------------------------------------------------23
4.1 DIGITAL LEVELLING AND THEODOLITE-------------------------23
4.2 RESULT ANALYSIS------------------------------------------------------23-26
4.3 DATA COMPUTATION--------------------------------------------------27-31

CHAPTER FIVE: SUMMARY AND CONCLUSION

5.0 GENERAL CONCLUSION----------------------------------------------32
5.1 PROBLEMS ENCOUNTERED------------------------------------------32
5.2 RECOMMENDATION----------------------------------------------------32-33
5.3 CONCLUSION-------------------------------------------------------------33

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 LIST OF TABLES

Table.1 List of personnel

Table.2 Control details used for traversing
Table.3 Collimation test observation
Table.4 Observation of control used
Table.5 Back computation for control coordinates
Table.6 Coordinates and nails

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Table.7 Horizontal angle reduction
Table.8 Vertical angle reduction

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 CHAPTER ONE
1.1 INTRODUCTION (BACKGROUND TO THE STUDY)
A Route survey is defined as being the required service and product that
adequately located the planned path of a linear project or right of way which
crosses a prescribed area of real estate, extending from at least one known point
and turning or terminating at another known point.
Route survey which is an aspect of engineering survey may be defined as the
survey operation that is done for the establishment of the horizon and vertical
alignment of transportation facilities. It involves: planning, design and setting
out of any route such as railways, highways, pipelines and canals etc., as
obtained by a surveyor and it also involved the proper assessment of natural and
man-made features. In addition, this type of survey should be applied when
there is need for alignment, expansion, or rehabilitation at any existing route
(road)e.g. for traffic purposes. The reason is that route survey provides a
plan/map that shows the alignment, details, profile and cross sectional leveling
which depicts the nature of the terrain of a given strip of land which serves the
purpose of location, design and construction of route networks. Good road
network is one of the basic amenities needed by human being as movement is
one of the characteristics of living things. There are needs for people to move
from one place to the other and transportation of goods and services. Therefore
for any meaningful development in a country, good road is a must.
RECONNAISSANCE SURVEY: The reconnaissance survey is an extensive
study of an entire area that might be used for a road or airfield. Its purpose is to
eliminate those routes or sites which are impractical or unfeasible and to
identify the more promising routes or sites.
INVESTIGATION SURVEY: Site Investigation is the process of collecting
information, assessment of the data and reporting potential hazards beneath a
site which are unknown.
LOCATION SURVEY: The establishment on the ground of points and lines in
positions which have been determined previously by computation or by
graphical methods
CONSTRUCTION SURVEY Construction surveying or building surveying is
to stake out reference points and markers that will guide the construction of new
structures such as roads or building. These markers are usually staked out
according to a suitable coordinate system

1.1 SCOPE OF THE PROJECT

The scope of the project is as follows:

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 Reconnaissance
Observation of feature
Making of stations with suitable intervals
Acquisition of 3D data using LEICA total station
Computation of Field data • Processing of final data, plotting
Presentation.
1.2 AIM OF THE PROJECTS
A Route Survey is made on the ground to provide for the location of right of
way lines, a centerline, or reference lines in relation to property lines and terrain
features. The reason is that route survey provides a plan/map that shows the
alignment, details, profile and cross sectional leveling which depicts the nature
of connected roads.
1.2.1 OBJECTIVE OF THE PROJECT
The objective of the project are as follows:
To select convenient stations
To carry out control check
To perform field observations
To compute the field data
To present the data in a plan
1.3 LOCATION
The premises of Yaba College of technology (YCT), Surveying from the
front gate to the back.
1.4 LIST OF INSTRUMENTS USED
Theodolite
Plumb Bob
Tripod
Staff
Field book and pen
Computer (laptop)
Printer/ plotter
50m tape
Nails

1.5 STUDY AREA

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 The project was focused on the execution of route surveying for the
purpose of reconstruction of staff quarters road. Stations were selected
along the existing route at regular intervals a in the specifications

1.5.1 PERSONNEL INVOLVED

The personnel involved in this project are:

NAMES MATRIC NUMBERS

YUSUF HALIMAH F/ND/21/3560037

ABIOLA MICHAEL F/ND/21/3560016
OGUNLEYE VICTOR F/ND/21/3560013
EMMANUEL AMARACHI F/ND/21/3560006
LASISI SAMUEL F/ND/21/3560024
SANWO OLANIYI F/ND/21/3560030
SIDESO THEODORA F/ND/21/3560040
ONIGBANJO ABIOLA F/ND/21/3560020

CHAPTER 2
LITERATURE REVIEW

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Transportation is very essential to every nation's economy, it involves the
movement of goods from one place to another passing through roads which was
constructed using route survey as one of it major process. Transportation
systems and route being used have greatly influenced but how and where people
live. The route of the transportation system could be in land or waterways, air
roads, railway tunnels etc. Before transportation can come in existence,
adequate documentation of the route through spatial information cannot be
underestimated during the planning stages.
Route survey is very important in planning of road construction for
transportation it allows acquisition of spatial data for route alignment with
spatial attention on road network for rehabilitation and construction of roads.
Route surveying is such survey that requires all field work and calculation made
for the purpose of locating and constructing a cross country social utilities such
as highways, railways canals, Access roads, transmission lines and pipelines.
This involves the determination of the ground configuration and location of
physical features.
The main purposes are to:
To plan, design, and laying out of route such as highways, railways, canals,
pipelines, and other linear projects.
It is necessary for the location and construction of lines of transportation or
communication that continue across country for some distance.
To minimizes damage to highways, roads and infrastructure
Acquire more information about the route to make it easier for route
designers.
Select more experimental route for the route way or utilities.
2.1. METHODS OF SURVEYING
Triangulation
Trilateration
Traversing
TRAVERSING
Traversing is that type of survey in which a number of connected survey lines
form the framework and the directions and lengths of the survey lines are
measured The lines are know as legs and the point are know as stations. Types
of traverse:
Closed traverse
Loop close traverse

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 Connecting close Traverse
Open Traverse
CLOSE TRAVERSE
A closed traverse is a series of connected lines whose lengths and bearings are
measured off these lines (or sides), which enclose an area. A closed traverse can
be used to show the shape of the perimeter of a fire or bum area
LOOP CLOSE TRAVERSE
A closed traverse is one that either begins or ends at the same point. Therefore
the angles can be closed geometrically and the position closure can be
determined mathematically
CONNECTING CLOSE TRAVERSE
It a traverse that closes on any other coordinated point
OPEN TRAVERSE
A surveying traverse that fails to terminate where it began and therefore does
not completely enclose a polygon.
TRIANGULATION
Triangulation is a surveying method that measures the angles in a triangle
formed by three survey control points. Using trigonometry and the measured
length of just one side, the other distances in the triangle are calculated.
TRILATERATION
Trilateration, method of surveying in which the lengths of the sides of a triangle
are measured, usually by electronic means, and, from this information, angles
are computed.
Profile levelling:
Profile levelling is the process of levelling along a fixed line to determine the
elevations of the ground surface along the line. Profile levelling is also known
as longitudinal sectioning. Profile levelling is essential the same as benchmark
levelling, with one basic difference. At each instrument position, where an HI is
determined by a backsight rod reading on a benchmark or turning point, several
additional foresight readings maybe taken on as many points as desired.
Cross sectional levelling
Cross sectional levelling is another method in profile levelling. The term cross
section generally refers to a relatively short profile view of the ground, which is
drawn perpendicular to the route centerline of a highway or other types of linear
projects.

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2.2 ACCURACY IN SURVEYING
Accuracy" refers to how closely a measurement or observation comes to
measuring a "true value," since measurements and observations are always
subject to error. "Precision" refers to how closely repeated measurements or
observations come to duplicating measured or observed values. To determine
how accurate are the data captured by a questionnaire and how much reflect the
entire population, requires computing the confidence interval and the
confidence level. Accuracy is the degree of conformity with a standard or a
measure of closeness to a true value.
Accuracy relates to the quality of the result obtained when compared to the
standard. The standard used to determine accuracy can be: An exact value, such
as the sum of the three angles of a plane triangle is 180 degrees. For the
unadjusted angles in traverses, the orders of accuracy were expressed as the
following number of seconds of are times the square root of the number of
horizontals

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 CHAPTER THREE

3.0 METHODOLOGY

The method adopted for this project was based on the principle of surveying
which was working from whole to part, aimed at acquiring reliable and accurate
data needed for the computation and presentation of information in the form of
plan.

The procedure adopted in carrying out the project following a pattern in which
one step leads to another.

For a comfortable execution and for the aims and objectives of the project to
be realized, it was planned as under listed:

i. Reconnaissance
ii. Chainage marking
iii. Stations selected iv. Test of instrument
v. Control check
vi. Field observation
vii. Information presentation.

3.1 RECONNAISSANCE

This is a very important aspect of surveying that involves planning and

preliminary inspection of the area before the commencement of the actual data
acquisition of the project site, this is done for the purpose of planning on how to
execute the project, fixing stations, locations control etc.

TABLE 3.1: Controls Details Used For Traversing

Station Northing Easting Height Location
(m) (m) (m)
SUG 720451.000 541626.000 8.801 INSIDE
DC /004 YABATECH
SUG 720446.000 541609.000 9.185 INSIDE
14/003 YABATECH

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3.2 TEST OF INSTRUMENT

For any surveying instrument to be used for any project, the basic requirement
is that the instrument has to be in good working condition that meets up the
specification for the project at hand. Certainly of this enables an efficient and
accurate work to be carried out. All the instruments used for this project were
tested and found out to be in good working condition fit for the project
execution. These test are:

3.3 DIGITAL LEVELING AND LEVELING STAFF

The digital leveling used for project, which is LEICA SPRINTER Digital
leveling was tested to ensure that it was in good working conditions. The
digital leveling equipment was set up over a point (A) and then powered on
and all temporary adjustment were carried out, the instrument menu was
navigated to the instrument constant sub-menu which was selected after which
the instrument then prompted to bisect the target. A digital leveling staff which
has a barcode was then set about 30m afar from the digital leveling instrument
and the following observations were made.

1. Angular measurement
2. Distance
3. Height of the point.

3.3.1 CONTROL CHECK

The Leica sprinter digital leveling instrument was mounted on a tripod over
already established control. THEODOLITE TEST (COLLIMATION TEST).
This is the test carried out on the theodolites (both the digital and analog
theodolite) to evaluate their collimation errors (error in their vertical axis and
horizontal axis). This was to ensure that the line of sight of the telescope is
perpendicular to the trunion or horizontal axis (horizontal collimation) and
parallel to the bubble axis (vertical collimation).

At testing the digital theodolite, the theodolite was set-up on a temporary station
“A” and all necessary temporary adjustments (adjustments carried out on the
instrument at every set-up) which include centering with the use of the plumb
bob, leveling aided by the foot screws and focusing were performed. Another
station “B” was marked some distances away but visible to “A” and a target
was set-up on it (station “B”). The target was centered and leveled on station
“B”

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The digital theodolite on station “A” was made to be on face left (i.e. its vertical
circle was to the left-hand side of the observer), the target on station “B” was
sighted, focused and accurately bisected and both the horizontal and vertical
circle reading at this bisection were read on the theodolite’s display screen and
recorded on the prepared field book.

The diagram below show the instruments set-up for the test, below is the table
of observation on the diagram theodolite test.

T a rg e t
Fore sight
T a rg e t
Back Sight Ground level

Table 3: collimation test observation

STN SIGHT FACE Horizontal Vertical DIFF. SUM OF
reading reading H.C.R V.C.R
A B L 9615‵ 32 9001‵ 20
‶ ‶
B R 27615‵ 24 26958‵ 22 179⁰ 59‵ 35959‵ 42
‶ ‶ 52‶ ‶
I. Horizontal collimation error =27615‵ 24‶ - 9615‵ 32‶
= 179⁰ 59‵ 52‶
= 180⁰ 00‵ 00‶ - 179⁰ 59‵ 52‶
= 00⁰ 00‵ 08‶ /2
= 00⁰ 00‵ 04‶
II. Vertical collimation error =36000‵ 00‶ - 35959‵ 42‶
= 00⁰ 00‵ 18‶ /2
= 00⁰ 00‵ 09‶

The collimation errors obtained for both horizontal and vertical readings
indicated that the instrument was in good condition for the project.

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3.3.2 TWO PEG TEST: Method for checking and recalibrating a level or
transit
This method is either for an optical and digital level, or a transit being used as a
level. If this error is corrected with a transit, it also improves the accuracy of its
vertical angle readings.

The two peg test is very simple, but provides a way to test the accuracy of a
level, and if you know which screw to turn (for analog instruments) or menu to
follow (for digital level), you can adjust it to remove the error. See specific
instruments instructions for making adjustments.

The basic principle is that since the error in level readings results from the
instrument not sighting exactly horizontally, is thus looking up or down at
some angle, and that this angle is the same whichever way it’s sighting: if you
place the instruments exactly midway between two rod sightings, the vertical
error reading on the rod is the same for each, thus the difference in reading
between rods will still give you an accurate elevation difference. Knowing
this, we can accurately determine the elevation of B relative to A above. If we
then move the instrument to sight A to B, with the instrument exactly on a
reading at A, we can detect the error at that distance, and can adjust the
reading to give us the true reading predicted for B Process:

i. In reasonably level terrain, mark out two rod position (A and B) on

stable surfaces about 30m apart, and setup the instrument exactly
midway between them at C. A good place is along a sidewalk
(preferably in a shaded area, or on an overcast day, to avoid optical
problems from heat-derived air turbulence), using sidewalk chalk to
mark your points
ii. Sight to A to get a rod reading, then to B to get a reading. Assign zero to
A, and derive B as A-B. Say we get 1.524 at A and 1.501 at B, the
elevation at B is 0.023. (it doesn’t Matter what the elevation above sea
level is-we only need what its elevation is relative to A)
iii. Move the instrument to ~3m from position A, and get a new reading to
A. subtract the elevation at B (0.023) to get the foresight you should
expect to get. Say your reading at A is 1.257:
FS = 1.257-0.023 = 1.234 iv. Now sight to B to get a
reading and compare it to the expected reading
v. If there is any error, your actual foresight will be different from this, and
requires an adjustment. Your task is to move it up or down until you get
the computed foresight

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 3.3.3 IN-SITU CHECK
Check angle observation was carried out on the control pillar to be used
for orientation so that we can check whether they are still in place. The
instrument as set on control pillar SUG/DC 004 and a back site on face
left is observed to control pillar SUG/DC 005, a fore sight observation
was taken on face left to control pillar SUG14/003 and the instrument
was transited to face right and an observation to control pillar SUG/DC
004 was taken and recorded. Finally, control pillar SUG14/004 was
bisected on face right and the reading was recorded. The table below
shows the observation for the control check.

Table 4: observation of control used.

STN SIGHT FA H.C.R REDUCE MEAN Vertical

CE D ANGLE ANGLE Reading
SUGdc005 L1 093⁰28‵55‶

SUGdc004 SUGdc005 L2 056⁰28‵58‶ 322⁰59‵57‶ 090⁰37‵13‶

SUGdc005 R1 236⁰28‵40‶ 322⁰59‵51‶ 322⁰59‵54‶ 269⁰28‵29‶

SUG14/003 R2 273⁰28‵49‶

Table 5: back computation for control coordinates

STN FROM BEARING DISTA ∆N(M) ∆E(M) NORTHI EASTING STN TO

S NCE NGS(M) S (M)
(M)
720446.0 541609.00 SUGdc005
00 0

SUG14/003 73⁰36‵38‶ 17.72 5.000 17.000 720451.0 541626.00 SUGdc004

00 0

SUGdc004 356⁰43‵46‶ 35.05 35.000 -2.000 720486.0 541624.00 SUG14/03

00 0

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3.4 FIELD OBSERVATION

These include the set of operations performed on the field in order to obtain the
necessary data required for the production of Topographical map of the project
site. Listed below was the operations involved.

3.5 ANGULAR MEASUREMENT

This involves determining the bearing and distances of series of connected
traverse lines from known coordinated points to another known coordinated
points so as to obtain the coordinates of the newly established stations. The
theodolite instrument was used to obtain angular measurements. This was
carried out by running the traverse from control to the boundary stations and
closing back on the same control. This involves the measurement of angles.
Angular observations were taken between the instruments stations and our
boundary pegs, i.e. the instrument was set on SUGDC004, after all the
temporary adjustment (centering, focusing and levelling), back sight
observation was taken to SUG14/03 and fore sight to NL 1. The angular
measurement was observed and recorded at both face left and right after then
the instrument was moved to the next station i.e NL 1, back sight to SUG14/03
and fore sight to NL 2 both face left and right observation were also taken and
recorded. The procedure was repeated until the traverse was closed on the
controls.

CHAPTER FOUR

4.0 DATA PROCESSING

4.1 DIGITAL LEVELING AND THEODOLITE

The downloaded data from the digital leveling was further edited using
Microsoft excel on a laptop having installed the software of the instrument on
the laptop, all point ID, containing X,Y,Z coordinates on the theodolite were
observed in the field were then imported to AUTO CAD CIVIL 3D 2020.

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4.2 RESULT ANALYSIS

The result were analyzed so as to check the accuracy of the job by comparing
the result obtained with the minimum allowable error acceptable for this order
of survey job in accordance with survey rules and departmental instructions.

4.3 COMPUTATION

The data that was downloaded from the instrument were computed with excel
formula and then various coordinates and heights (xyz) were imported to
AUTO CAD CIVIL 3D
2020.

FIELDBOOKREDUCTION

The data obtained from the field during traversing was reduced by subtracting
the face left LI) graduated circle readings from the forward station (L2). It was
also done to face right.

i. horizontal Angle Reduction

ii. face left horizontal angle =

L2 - L1

iii. Face right horizontal angle =

RI - R2 iv.Mean horizontal
angle - ( L2- LI) +( RIR2)/2

The reduction of the vertical angle was determined by deducting 90 or 270 from
the vertical circle readings, observed on face left and right respectively.

Thus:

Face left vertical angle reduction = 90 - L.

Face right vertical angle reduction = R- 270

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Mean vertical angle = (90- L) + ( RI- 270)/2
TRAVERSE FIELD BOOK REDUCTION

The reduction of angles was done by deducting the forward face left angle
minus the backward face left angle likewise for the forward face right minus
the backward face right angle, then finding the mean angle by summing the
two reduced angle then dividing by 2. If it is more than 360⁰ you subtract
360⁰ from it.

Table 7: horizontal angle reduction

STATION SIGHT FACE HORIZONTAL REDUCED MEAN

READING ANGLE
SUGdc004 L1 0⁰00‵07‶
SUG14/03 NL 1 L2 110⁰51‵09‶ 110⁰51‵02‶

NL 1 R2 290⁰51‵02‶ 110⁰50‵42‶

SUGdc004 R1 180⁰00‵20‶ 211⁰41‵44‶

The vertical angle observed also were deduced by subtracting 90⁰ from face
left circle reading and 270⁰ on face right circle reading depending on which one
is closer in magnitude to the measured vertical angle.

Example 270-R =V.R

L-90 = V.L

V.R+V.L/2=True vertical angle

Table 8: vertical angle reduction

STATION SIGHT FACE VERTICAL REDUCED MEAN

READING ANGLE
SUGdc004 L1
SUG14/03 NL1 L2 90⁰15‵32‶ 0⁰15‵32‶

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 NL1 R2 270⁰16‵27‶ 0⁰16‵27‶

SUGdc004 R1 0⁰15‵59.5‶

4.4 BEARINGREDUCTION

The bearing of a line (forward bearing) was deduced by adding the observed
angle to the back bearing. I added the first observed angle to the initial bearing
of the controls being computed for using tan to get the forward bearing. The
addition or subtraction of 180° wascarriedout to theforwardbearingto get
another back bearing which was added to the next observed angle to get the
next forward bearing.

The process was carried out till I was able to get the last station.

Forward bearing = Back bearing + Observed angle

4.4 COMPUTATIONS

FORWARD COMPUTATION

This was done in order to obtain the X, Y coordinates of each traverse station
and in doing this, the corrected distance of the traverse station together with the
corrected bearing was used in obtaining the AN and AE, using the formula:

i. Change in N=
LcosO ii.
Change in E =
LsinO

And then the values obtained were either subtracted or added to the
coordinates of the stations to obtain the uncorrected coordinates of each
traverse station.

4.5 PARTIALCOORDINATE

The partial coordinate (AE, AN) were calculated using the corrected bearing
and the horizontal distances. The below formulas were used to obtain the partial
coordinates.

Change in E= LsinO

Change in A = LcosO

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Where. Change in
E= latitude Change
in N=departure

L = true horizontal length

PLOTTING AND PRODUCTION OF PLAN

The plotting was done primarily by using AUTO CAD CIVIL3D 2020
software.

The plan is the final output of any survey operation. The main plan shows the
connection line to the control in blue, traverse lines in red, details in black, areas
in red, scale in blue and origin in blue.

CHAPTERFIVE
SUMMARYANDCONCLUSION

5.1 SUMMARY

The project centered on route survey which is a type of survey under-the broad
Engineering survey. It outlined the techniques, equipment and personnel
involved in executing the project and thereby producing the plan showing the
route details, longitudinal and cross-sectioning plotting of the project site. The
data acquisition was achieved in the field using LEICA Digital Leveling. The
data collected were downloaded into the computer system using respective
downloading software's connected through downloading cables.

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Upon successful processing and plotting using the collected data, there was an
output both in soft copy format and finally there was a comprehensive report on
all the activities involved during the project execution.

5.2 . PROBLEMENCOUNTEREDANDSOLUTIONS PREFERRED

The major problems encountered on the field are as follows:

>Traffic and obstructions from packed vehicles and pedestrians along the route
caused some delays but due to enough patience, we solved the problem.
> Unfavorable weather condition and this was resolved by leaving for the site as
early as possible. > Complaints from students and vehicles on placing staff
instrument on the road while taking readings.

5.3 RECOMMENDATION

Having completed the project successfully, I hereby recommend the following:

More modern surveying equipment should be budgeted for and purchased by

the school for effective and productive practical tasks. This will ensure that
project is carried out within the stipulated period of time.

• The departmental should make available good telecommunication

gadgets to students for effective communication when working on the site
especially during project exercise.

5.4 CONCLUSION

From the analysis of the result obtained in chapter four of the project write-ups.
it could be vividly seen that the project was carried out in accordance with
engineering survey specifications which is a third order survey project.

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Also, the field and office works were carefully and properly carried out in
accordance with survey rules, regulations and specifications of this project.
Furthermore, I was able to acquire better knowledge and experience which will
keep me in good stand as a technologist in survey profession.
Despite the problems encountered on the site and during the project exercise.
the aim of the project was achieved.

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