Railroad Surveys, Profiles and Topographic Surveys

Harvey A. Crouch
, M.S., P.E.

Course Content
Types of Railroad Surveys
Depending on the information needed for a particular project, and the design goals set for the
project, different types of surveys may be required.
When submitting documents for a utility crossing under or over a railroad, a plan view and
roadbed cross-section view are generally required. The plan view requires a
topographic
survey
that incorporates an established coordinate system with control points, or uses the
centerline of track as the survey base line. For utility crossings, a
cross-section
view is cut
perpendicular to the track, and includes the roadbed shape, ground line, slopes, the top of rail
elevation, and the right-of-way limits.
If a survey is required for the design of new track or track changes to an existing facility, a
topographic survey using a coordinate system is usually most efficient.
Track profiles
, based on top of rail elevations, are often required for projects involving
highway grade crossings or grade separations, culvert and bridge replacement projects, and
are also required for the design of sidings and spurs.
Cross-sections
are often required when designing new tracks, using data from the crosssections to develop earthwork quantities.
When investigating or defending claims of encroachments on the right-of-way, a
boundary
survey
and/or
centerline base line survey
may be required. Centerline stations and offsets
are used to determine whether a building, road, fence or other structure is encroaching on the
right-of-way.
The railroad survey must be designed to incorporate all of the essential elements required to
meet the design goals for the individual project.
The Basics of Railroad Surveying
The Railroad track centerline is the reference used in many railroad surveys. Each railroad is
typically stationed every 100, measuring along 100 chords in curves, and stations are
referenced on
Valuation Maps
. Val maps, as they are nicknamed, were created at the turn of
the 20
th

century in order to have a basis for taxing each railroad property. Most railroads
require, or at least prefer, that surveys be tied into an existing Valuation Station and milepost.
It is best not to use moveable objects such as mileposts or whistle posts as references.
Culverts and bridges are generally not moved, and make good reference points for tying into
Val Stations.
Since the
centerline of track
is the basis for surveying and drawing railroads, the centerline
must be established in the survey. The centerline is exactly one-half the gage distance from
the gage side of either rail. A plumb bob and folding ruler or tape are typically used to set a

tack or PK nail in a crosstie or hub to set the centerline. Tacks are usually set every 100 in
tangent track (straight track) and every 50 in curves.
Gage
is defined as 4 8 1/2, or 4.70, and is measured at a point on the rail 5/8 from the top
of each rail. It is the standard gage between rails that allows railroad cars to travel on almost
every railroad line in North America without any equipment modification or track modifications.
The track may be stationed using a 100 steel chain, marking stations on the rail every 100. A
paint crayon or lumber crayon (keel) may be used for marking stationing on the rail. Lumber
crayon is not permanent.
Mileposts
are used as reference points along each railroad. Stationing increases as
mileposts increase. Milepost 0 is usually represented by Station 0+00.00. Measurements are
taken either right or left of the centerline, perpendicular to the centerline of track, looking in the
direction that stations increase. When performing a survey, make every attempt to locate the
distance to the nearest milepost. It will be used as a reference for the railroad.
In centerline base line surveys, physical features are referenced to an offset in distance from
the railroad centerline, perpendicular to the centerline of track, at a precise centerline station
location. For example, a power pole might be located at Val. Sta. 103+10.05, 10.5 Left of
centerline.
Profile surveys
consist of taking top of rail elevations on one rail, usually every 100, on even
stations if possible. In curves, the high rail is usually profiled, recording the superelevation
(difference in elevation between the top of each rail at a given station). In design, the low rail
top of rail elevation is used; then, superelevation is put in the track. Top of rail profiles are
generally plotted on a 1=100 horizontal scale and 1=10 vertical scale, or other similar
proportional scale. The choice of
scale
typically follows the scale used for the Plan view.
Railroad Curves are based on the chord definition, where:
D = degree of curve, in degrees
R = Radius in Feet
T = Tangent Length from PC to PI
L = Length of curve measured in 100 chords
I = Delta or intersection angle, in degrees
Elements of a Topographic Survey
Topographic surveys for new track construction or highway-related projects need to include
the following elements:

Location of existing track centerlines

Terminals

North Arrow (Magnetic or true north)

Existing rail section

Location of switches (turnouts), derails, bumping posts

Culverts, bridges or other drainage structures

Above ground and underground utilities

Fences

Roads

Buildings

Waterways

Milepost reference

Valuation Station reference

Right-of-way width
Safety Issues
In the United States, trains can operate at speeds commonly approaching 80 90 miles per
hour. On lines where passenger trains operate, train speeds are generally 10 mph faster for
passenger trains than for freight trains. On downgrades, or level sections, engines are often
in the idle mode, resulting in a very, very low noise level. In rolling to hilly, or mountainous
terrain, curves are more common, reducing the sight distance for spotting an on coming train.
These conditions can result in extremely unsafe conditions for the surveyor.
There are several basic rules that must be adhered to in order to provide for the survey crews
safety:
1. Contact the railroad and obtain a right-of-entry permit. At that time, determine the
railroad rules regarding permission for track time and safety rules. You may have to
be accompanied by a railroad representative, and go through safety training
particular to that Railroad.
2. Do not step on the rail, or rest your foot on the rail. This can, and has lead to many
types of accidents.
3. Never place your foot or hand between switch points and stockrails. Some switches
are operated by remote control, and the switch points can be thrown instantly,
causing ones extremities to be crushed.
4. Never stand on, or near the track, or between the two rails without having permission
for track time, which is permission from a dispatcher, following railroad rules.
5. Make sure that you are occupying the proper track in areas where there is double
track or other multiple track configurations.
6. Wear a bright orange vest for visibility.
7. Wear hard hat and high top boots. Many railroads also require the use of safety
glasses and hearing protection.
8. If you hear a train whistle or locomotive sound, get off the track immediately, and
stand at least 10-15 feet from the edge of crossties. It is best to set equipment up
just off the roadbed, and not in the track.
9. Try to determine whether there will be trains operating on your section of track, and
what general time to clear up. This information should be determined when
permission for track time is obtained each day.
10. Do not become complacent. Trains can be silent as they approach, especially on
level track or down grades. Trains represent a safety hazard, but other on-track
machinery can be just as dangerous. Be aware of maintenance and inspection
vehicles and equipment.
Terminology
The following terms are used frequently in describing track geometry, track structures, and
components, and are essential to the execution and documentation of a proper survey.
Branch Line
Usually a single ended line that runs from a main line junction to an ending
terminal.
Bridge
A structure used to cross roads, other tracks, waterways, valleys, gorges, or other
low ground. Bridges are usually considered open deck (you can see through the ties), or
ballast deck (there is deck material that supports stone ballast and the track.
Centerline
The imaginary line, located exactly halfway between the two inside (gage side)
faces of the rails. The Centerline can be established by measuring 2.35 (2 4 ) from the
gage side of either rail.
Culvert
A drainage structure used to convey storm water from one side of the track to
another; or, a lateral drain situated under roads at grade crossings. The types of culverts
under railroads are generally corrugated metal pipe (CMP); bituminous coated corrugated
metal pipe (BCCMP), cast iron pipe (CIP), reinforced concrete pipe (RCP); vitrified clay pipe
(VCP); terra cotta pipe (TCP) or concrete box culvert (CBC).

Derail
A safety device used to derail freight cars or engines in order to keep them from
entering a main line track or other track that may be occupied by a train. Where locomotives
or cars are being worked on, derails must be marked by a blue flag.
Easement
Usually refers to property with rights granted for railroad use, but reverts to
original land owners if railroad use is discontinued, or the railroad abandoned.
Encroachment
Any building, road, fence or other structure, or portion thereof, which is built
or placed on the right-of-way or easement, with or without permission.
Fee Simple Ownership
Usually refers to property purchased outright, with no restrictions to
use or resale.
Frog
The track component found in turnouts where the two middle rails cross. The actual
point of frog is located on the end of the frog closet to the switch stand.
Gage
The measurement between the inside faces of the two rails. Standard gage in the
United States is 4 8 (4.70). Half Gage is 2.35.
Lead Track
A track, usually off of a main line, that leads to a facility or industry.
Main Line Track
A track running between major terminals.
N.G.
the point in a switch where the two track centerlines cross, standing for no gage, also
referred to as the I.P. (Intersection Point in the switch).
P.C.
Point of Curve, the point where the curve begins, as survey stations increase.
P.I.
Point of Intersection of two tangent lines that meet to establish a curve.
P.T.
Point of Tangent, the point where the curve ends as survey stations increase.
P.T.S.
Point of Tangent to Spiral, as survey stations increase.
P.S.C.
Point of Spiral to Curve, as survey stations increase.
P.C.S.
Point of Curve to Spiral, as survey stations increase.
P.S.T.
Point of Spiral to Tangent, as survey stations increase.
P.S.
- Point of Switch The point on the track where the moveable switch points end.
Rail Section
Refers to the design of the rail and the approximate weight per yard length of
rail, e.g., 100 AREA (100 RE).
Right-of-Way
the limits of ownership of the Railroads property. Commonly 50, 100, or
200 in width, but varies by railroad and location.
Siding
A double-ended track, generally used for passing trains, but sometimes used for
storage or switching cars.
Spur Track
A single ended track, usually short in length, serving an industry or single
function.
Switch (Turnout)
A track structure used to move trains from one track to another by means
of moveable switch points.
Terminal
The name of the town, city or junction at the end of a section of main line track.
Track Centers

 The distance measured between the centerlines of two track, perpendicular

to the rail.
Survey Equipment
The most efficient means for conducting a railroad survey is the
total station
, with electronic
distance measuring. Radial surveys can often be performed with very few set-ups and very
tight control.
Data collectors
allow the surveyor to efficiently capture and earmark data for
simple downloading and drawing.
Global Positioning Satellite (GPS) receivers
can be used to establish control points, but are
not always useful or cost effective on smaller projects.
Laser levels
and measuring wheels may be utilized for a simple one-person profile survey
where precision is not imperative.
A
theodolite or transit,
and steel chain can be used, but are far less accurate than modern
equipment.

CCE-TRK-SPN-010, Version 1.0 Specification for Move

ment Monitoring of Railway Track
Page 1 of 11

CCE DEPARTMENT
TECHNICAL SPECIFICATION
CCE-TRK-SPN-010
Specification for Movement Monitoring of Railway Tr
ack
This CCE Department Technical Specification sets ou
t the requirements for monitoring
movements in railway track.
This CCE Department Technical Document is mandatory
.
The principles in this Technical Specification are
approved by the Head of Department and
therefore constitute mandatory standard practices,
which apply throughout the CCE
Department.
Signed
Chief Civil Engineer

This specification, along with all CCE Department S

pecifications, is available from the CCE
Website. Electronic copies of the documents are con
trolled and live. Holders of printed copies
of the document are responsible themselves for ensu
ring that they have the most up to date
version as appropriate.
This is a Controlled Document, as presented on-line
.
It is Uncontrolled if printed, unless endorsed
on this page with the approved and completed
Controlled Copy label/stamp
.
Reference No. CCE-TRK-SPN-010
Version 1.0
Operative Date 02/08/2011
Status LIVE
Prepared by Nick West, Colin
Hedderly
Checked by Cathal Mangan
Approved by amonn Ballance
CCE-TRK-SPN-010, Version 1.0 Specification for Move
ment Monitoring of Railway Track
Page 2 of 11

CONTENTS
1
Scope and Principles
3
1.1
Scope
3
1.2
Principles
3

2
Specification Details
4
2.1
Equipment
4
2.2
Establishment and Maintenance of Survey Points and
Survey Control Points 4
2.3
Monitoring
5
2.4
Reporting
5
2.5
Generic Actions to be Taken Following Readings
6
2.6
Sample Template
6

3
Revision History
8
Appendix A
Track Support Zone
9
Appendix B
Limiting Track Geometry Criteria
10

Appendix C
Track Monitoring Template
11
CCE-TRK-SPN-010, Version 1.0 Specification for Move
ment Monitoring of Railway Track
Page 3 of 11

1
Scope and Principles
1.1
Scope
1.1.1
This specification sets out the requirements that m
ust be met by third parties or
others in relation to monitoring tracks for possibl
e settlement arising from works
adjacent to the railway.

1.2
Principles
1.2.1
Monitoring is carried out at locations where the Se
nior Track & Structures Engineer
(STSE) deems it necessary.
1.2.2
In the case of third party works:
1.2.2.1
An independent specialist survey company must be en
gaged by the third party to
carry out the track monitoring surveys
1.2.2.2
This specification must be read in conjunction with
I-DEP-0120 Guidance on Third
Party Works
1.2.2.3
The STSE may appoint an Iarnrd ireann Designated
Representative as described
in I-DEP-0120 for the supervision of movement monit
oring
1.2.3
In the case of Iarnrd ireann and other works:
1.2.3.1
This standard may be used as directed by the STSE w
here such works are likely to
cause track movement
1.2.3.2
The STSE may direct that an independent specialist
survey company be used
1.2.4
This specification replaces I-DEP-0123 which has no
w been withdrawn.
CCE-TRK-SPN-010, Version 1.0 Specification for Move
ment Monitoring of Railway Track
Page 4 of 11

2
Specification Details
2.1
Equipment
2.1.1
The equipment used may be of an optical survey type
with readings taken using an
optical survey instrument to observe the levels of

rail-mounted targets.
2.1.2
The equipment may alternatively involve an electron
ic track monitoring system, using
rail-mounted sensors that transmit via radio signal
s to a nearby base station.
2.1.3
Details of the proposed monitoring system must be s
ubmitted to the STSE / Iarnrd
ireann (I) Designated Representative, as appropri
ate, for approval.
2.1.4
The proposed monitoring system must minimise the ri
sk to railway operations as well
as track surveyors. It must be possible to undertak
e the survey remote from the
track. Viewing of survey targets must be from a pos
ition away from the track and the
survey position must be securely fenced off to allo
w the survey measurements to be
taken without the need for attendance by I protect
ion staff.

2.2
Establishment and Maintenance of Survey Points and
Survey Control
Points
2.2.1
Survey points and survey control points for monitor
ing railway track levels must be
established before any construction works are carri
ed out adjacent to the railway. For
the purposes of this specification, adjacent to th
e railway is defined as working
within 3.0 m of the nearest rail or within the trac
k support zone (see Appendix A).
2.2.2
At least 2 weeks of readings are required in advanc
e of construction activities to
establish baseline readings. Readings must be taken
during the construction period
and during the maintenance period thereafter.
2.2.3
It may be necessary to install the targets or senso
rs during a track possession.
2.2.4
Prior to any works, a method statement must be prep
ared and submitted (third
parties should refer to I-DEP-0120, Appendix E, for
guidelines), along with a location
plan showing the numbering system and location of a
ll survey points and survey
control points. The method statement must describe
how the targets or sensors are to
be secured to the rails.
2.2.5
The method statement must contain all relevant I c
ontact details including
emergency numbers. These numbers will be provided b
y I on request.
2.2.6

The method statement must define the actions to be

taken if/when limiting track
geometry criteria are reached (i.e. the green, ambe
r and red trigger levels). See
Appendix B for these limiting criteria.
2.2.7
Where necessary due to site conditions, the limitin
g criteria set out in Appendix B may
be reassessed by the STSE or, for third party works
, by the I Designated
Representative in conjunction/agreement with the re
levant STSE.
2.2.8
The survey points must be set up as follows:
2.2.8.1
Permanent station targets or sensors for the survey
points must be located at
3.0 m intervals along each rail.
2.2.8.2
Pairs of targets or sensors must be set up at right
angles to the centreline of the
track.
2.2.8.3
The survey points must extend along the railway for
the full extent of the
anticipated area of influence of the works plus 24.
0 m (8 stations) minimum
beyond at each end, or as required by I.
2.2.8.4
The targets or sensors must be securely fixed to th
e rail, but must not interfere
with the passage of trains. No rail may be drilled
or marked in any way by the
fixing of such targets or sensors. No target may pr
otrude above the height of the
plane of the top of the rails.
CCE-TRK-SPN-010, Version 1.0 Specification for Move
ment Monitoring of Railway Track
Page 5 of 11

2.2.8.5
The design of the targets or sensors must be such t
hat they are not susceptible to
vibration from passing trains, vandalism and the li
ke.
2.2.8.6
Each target or sensor must be permanently and uniqu
ely labelled with an
identifying number which is to be used in reports.
2.2.8.7
The level of each target or sensor must be related
to the level of the top of the
rail, as all target readings must be converted to g
ive a top of rail level from which
twist and top measurements are calculated.
2.2.9
In surveys undertaken by independent specialist sur
vey companies, the monitoring of
these survey points must be carried out remotely as
access to the track area will not
be permitted.
2.2.10

A remote tower(s), mound(s) or the like may be requ

ired to allow monitoring of the
targets. Accuracy of readings is of particular impo
rtance, as tolerances are tight, and
the monitoring tower, mound, etc. should not be sub
ject to any type of movement.
2.2.11
Baseline surveys must be established as required (e
.g. after removal and/or
replacement of trackwork or increase in line speed)
.
2.2.12
At least 3 survey control points must be establishe
d for monitoring the levels of the
survey points. The location of each survey control
point must not be affected by
settlement due to construction works or traffic.
2.2.13
The national grid co-ordinates and level (mOD) of e
ach survey control point and
survey point and position must be taken prior to co
mmencement of works as above.
2.2.14
The survey points and survey control points must be
maintained for the duration of
construction and the duration of the maintenance pe
riod thereafter. Where any of
these points becomes damaged, as may happen through
the use of track
maintenance machinery, the STSE / I Designated Rep
resentative, as appropriate,
must be notified and proposals submitted for its re
pair.

2.3
Monitoring
2.3.1
The minimum track geometry parameters to be measure
d and monitored are as
follows:
2.3.1.1
Short twist (3.0 m baseline).
2.3.1.2
Long twist (15.0 m baseline) between relevant targe
ts/sensors. Note: the baseline
for measuring long twist is 16.0 m. However for the
purposes of practicality on
site, the baseline used is 15.0 m i.e. a multiple
of 3.0 m.
2.3.1.3
Top (6.0 m baseline). Note: the baseline for measur
ing top is 5.0 m. However for
the purposes of practicality on site, the baseline
used is 6.0 m i.e. a multiple of
3.0 m.
2.3.2
The frequency of monitoring is a minimum of once da
ily, and more frequently if so
prescribed by the STSE.

2.4
Reporting

2.4.1
A report of the monitoring results must be e-mailed
or faxed on the day that the
readings are taken to the STSE / I Designated Repr
esentative and/or any other
persons as directed by the STSE / I Designated Rep
resentative.
2.4.2
The format of the report must be approved by the ST
SE / I Designated
Representative and may not be changed without conse
nt. The minimum content of
each report must be as follows:
2.4.2.1
Project title
2.4.2.2
Survey date
2.4.2.3
Instrument calibration check before and after surve
y at the survey control points
as referred to in 2.2.12
2.4.2.4
Target/sensor unique reference number