NR-GN-TRK-3103 Topographical, Engineering, Land and Measured Building Surveying - Survey and Mapping Techniques

Network Rail Standards
Supplementary Information
The following information is associated with Network Rail Standard:

NR/GN/TRK/3103 Issue 1
Additional Content Access

Click the links below to access non PDF related content associated with this
standard.
Word Document
x NR/GN/TRK/3103/SU301
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
If you have any questions, or need assistance, please contact IHS Support
Information accessed via the links above is the property of the Copyright holder
IHS Additional Content Page
Copyright Network Rail

Provided by IHS under license with Network Rail Licensee=Colas Rail Limited/1121223091, User=jones, nigel
No reproduction or networking permitted without license from IHS Not for Resale, 02/28/2014 03:14:53 MST
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---

Ref: NR/GN/TRK/3103
Issue: 1
Date: 4 September 2010
Compliance date: N/A
Issue record
Issue Date Comments
1 First issue
Reference documentation
NR/L2/EDT/002, Computer Aided Design Drawing Specification
NR/L2/MTC/088, Arrangements for maintenance of new and changed assets.
NR/L2/TRK/001/C01, Inspection and maintenance of permanent way – Geometry
and gauge clearance.
NR/L2/TRK/2102, Design and Construction of Track.
NR/L2/TRK/3100, Telecommunications Maintenance Testing & Failure Investigation.
Surveying for Engineers. Uren, J. and Price, W.F. 5th edition 2010. ISBN
9780230221574
GPS Guidelines for the use of GPS in Surveying and mapping. Published by RICS
Books 2010.
RICS Guidance Note, Network RTK Best Practice Guide and Guidelines for the use
of Network RTK GPS in Land surveys. Newcastle University in association with the
Survey Association, Ordnance Survey, Leica Geosystems, Trimble and RICS.
Virtually Real: Terrestrial laser scanning: RICS Geomatics client guide series
Disclaimer
In issuing this document for its stated purpose, Network Rail makes no warranties,
express or implied, that compliance with all or any documents it issues is sufficient
on its own to ensure safe systems of work or operation. Users are reminded of their
own duties under health and safety legislation.
Supply
Copies of documents are available electronically, within Network Rail’s organisation.
Hard copies of this document may be available to Network Rail people on request to
the relevant controlled publication distributor. Other organisations may obtain copies
of this document from IHS. Tel: 01344 328039.
Page 2 of 69
--`,,,`,`,```,``,,,,``,,,`

Ref: NR/GN/TRK/3103
Issue: 1
Contents
1 Purpose 5
2 Scope 5
3 Definitions 5
4 Surveying and GRIP 6
5 General 7
6 GNSS surveys 7
7 Aerial techniques 23
8 Selective and non-selectable mapping techniques 34
9 Terrestrial laser scanning 35
Appendix A Track monitoring 44
Appendix B Survey and setting out for slab track 54
Figure 1 – Dual frequency GNSS receiver 8
Figure 2 – OSBM 12
Figure 3 – Examples of Engineer’s levels 13
Figure 4 – Example of digital level and bar-coded staff with conventional “E”staff 14
Figure 5 – Conventional levelling staff and view through the instrument 14
Figure 6 – Variations on cross-hairs as seen through an instrument 14
Figure 7 – Site Example with three TBMs and two level set up locations 16
Figure 8 – “Rise and fall” example 19
Figure 9 – Two-peg test 21
Figure 10 – Leica Rugby 200 and sensor 22
Figure 11 – Rotary wing aircraft 25
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Figure 12 – Typical LiDAR system (TopEye) 31

Figure 13 – Marker boards 32
Figure 14 – Leica Scan station 2 35
Figure 15 – Laser scan shadow or void 36
Figure 16 – Scanner locations 39
Figure 17 – Point cloud data as viewed in Leica TruView software 39
Figure 18 – Image from point-cloud data of Blackfriars Railway bridge 41
Figure 19 – Snapshot of point cloud data 42
Figure 20 – Leica HDS4500 linked to the Amberg TMD 42
Figure A.1 – Forced centring survey PGM/pillar 46
Figure A.2 – Head of pillar with 5/8th inch screw thread 46
Figure A.3 – Leica circular prisms 48
Figure B.1 – Leica GPH1P professional series prism holder 55
Figure B.2 – Amberg GRP3000 55
Figure B.4 – Amberg TMD and total station 65
Figure B.5 – Track adjustment at total station positions I and II with and without DC 66
Table 1 – Surveying and GRIP 6
Table 2 – PGM hierarchy 9
Table 3 –Accuracy of levelling equipment 15
Table 4 – Survey book example 16
Table 5 – Calculated reduced levels for the example site 18
Table 6 – Readings taken during a fly back run and the calculations 18
Table 8 – Comparison of aerial techniques 24
Table 9 – Rotary wing accuracies 25
Page 3 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Table 10 – Fixed wing accuracies 25

Table 11 – Rotary wing LiDAR accuracies 32
Table 12 – Data types 38
Table A.1 – Monitoring level 50
Table A.2 – Simpler intervention level 51
Table A.3 – Intervention limits from baseline at three-metre intervals 51
Table B.1 – Total stations 54
Table B.2 – Targets / Prism holders 54
Table B.3 – Track measuring devices 55
Table B.4 – Precise levelling instrumentss 56
Table B.5 – Structure gauging 56
Table B.6 – Existing and proposed clearances and sixfoots 60
Table B.7 – Allowable tolerances for runs of Amberg TMD 65
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Table B.8 – Accuracy requirements 69
Page 4 of 69
Ref: NR/GN/TRK/3103
Issue: 1
1 Purpose
This Guidance Note standard has been written to enable a general understanding of
the techniques that may be used to collect survey data for Topographic surveys
requiring a positional accuracy of better than r 100mm. It provides detailed project
processes for track monitoring and surveying for slab tracking as Appendices.
Such surveys are not an automatic requirement for all projects.
It specifically excludes ground investigation, geotechnical, building condition,
dilapidation surveys and surveys associated with Network Rail owned and operated
measurement trains.
It is intended to be used in conjunction with the suite of Network Rail Topographic
surveying standards. Parts of NR/L2/TRK/3100, Topographic, engineering, land and
measured building surveying – Surveying and general specify information to enable
a specification for survey data collection to be developed for the disciplines of Track
(specified in NR/L3/TRK/3101), Civils (specified in NR/L2/TRK/3102, in
development), OLE, Signalling and Commercial Property (all with standards to be
developed).
This Guidance Note provides guidance and recommendations on the GRIP stages
that the various techniques are best suited for.
2 Scope
This Guidance Note provides guidance on surveying activity for which a co-ordinated
engineering, land, topographic or measured building survey is required.
The concept of a survey risk register is covered in NR/L2/TRK/3100.
NOTE 1 It is important to consider the accuracy of the survey required and also the commercial and
technical risks involved with a survey.
NOTE 2 As an example consider a track renewal site where a decision has to be made as to which
technique is appropriate. This very much depends on the type of route. In general terms, a decision
has to be made between the options of a Hallade survey (NR/L3/TRK/3101 Section 5.11) or Total
Station (electronic theodolite and EDM) detail survey (NR/L3/TRK/3101 Section 5.8). All planned
works in the area need to be considered (track and other disciplines). Where adjacent tracks
(alongside or close by on the same track) are to be renewed a topographic survey would be
advantageous. When other works such as level crossing renewals, platform reconstructions, or
certain types of drainage work, are required, then a topographic survey has distinct advantages.
When new and innovative techniques not covered by this standard are developed
and are appropriate for use, these techniques can be presented to the Network Rail
Senior Survey Engineer for consideration and approval.
3 Definitions
For the purposes of this standard, the terms and definitions in NR/L2/TRK/3100
apply.
Page 5 of 69
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---

Ref: NR/GN/TRK/3103
Issue: 1
4 Surveying and GRIP

Table 1 gives guidance on the types of survey techniques and where these
techniques are best suited for use within the GRIP process. Techniques may be
used in a GRIP stage other than that shown in Table 1 when this meets the project
needs in a more appropriate manner, with acceptance of the CSM.
GRIP Stage
1 2 3 4 5 6 7 8
Construction testing
and commissioning
Output definition
Option selection
Project closeout
Detailed design
Pre-feasibility
Single Option
development
Hand back
Survey
Survey project
strategy* 9
Aerial
photography 9 9
LiDAR 9 9
Terrestrial Laser
Scanning 9 9 9 9
Ground land and
topographic 9 9 9 9 9
survey
Geographic
Information 9 9
Systems
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
NOTE *As defined in NR/L2/TRK/3100 Section 5.1
Table 1 – Surveying and GRIP
The needs at the earlier stages of the GRIP process (3 and 4) and the accuracies
required are better suited to remote sensing techniques such as aerial photography
and LiDAR. Other aerial mounted sensors may also be used to provide data such as
infra-red imagery (vegetation management, heat loss uses).
Accuracies needed for more detail at GRIP stages 3, 4 and 5 are more suited to
terrestrial laser scanning or ground topographic survey.
NOTE Terrestrial laser scanning cannot be used for survey of rails for alignment design or platform
edges unless special targets are used as shown in NR/L3/TRK/3101 Figure 12.
At GRIP stage 6, during implementation and commissioning, setting out using

ground survey techniques is appropriate.
Page 6 of 69
Ref: NR/GN/TRK/3103
Issue: 1
At scheme handback and project closeout, data is required for computerised

information systems such as GIS and asset information systems.
5 General
A phase often used in surveying is to work from the “whole to the part”. In practice
this means that surveys are conducted in two parts: control survey and detail survey.
The control survey is a framework of ground markers that are surveyed to high
accuracy to find their location on the survey grid.
During the detail survey, instruments are established over the ground markers and
the features that we want to record are measured. The detail survey is carried out to
a lower accuracy than the control survey and adjusted to fit the survey control
framework. The detail survey also has a role in detecting gross errors in the survey
control.
This same idea of working from the “whole to the part” applies with surveying using
other methods such as the Omnicom 3D surveyor train mounted video system. In
this case, the video is the detail survey and the survey control comes from the GNSS
and inertial measurements that are used to determine the location of the train.
As the survey PGM network is often not required by the engineer for their work, its
purpose is often not understood. It should be considered to be like the foundations of
a bridge: if it is ignored, problems will follow.
Provision of a witness diagram (an example is given in NR/L2/TRL/3100 Appendix
C) should mean that the PGM can be found again and used for further work without
needing to re-observe the whole framework.
For example, additions might be required to an original survey, or a design based on
this survey might need to be marked out on the ground for construction. However,
extending a survey PGM network because a new adjacent area is now required
might cause errors when a small site is extended to cover a much larger area. The
only solution in this case is to re-compute the new network and adjust the original
survey to fit the new framework.
6 GNSS surveys
6.1 Introduction
This guidance details GNSS uses for high precision survey PGM control networks
but different types of GNSS techniques may be used for the collection of Asset
Information for input into a GIS.
Several different methodologies are in regular use but only the Static and Rapid
static concepts are explained.
For PGM control surveys, ETRF89 co-ordinates are required. These are then
capable of being converted into the project’s chosen survey grid.
A typical dual frequency GNSS receiver, capable of receiving signals from GPS,
Glonass or Galileo is shown as Figure 1.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Page 7 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Figure 1 – Dual frequency GNSS receiver
6.2 General
GNSS survey “Good practice” should be adhered to as detailed in the following
documents:
a) GPS Guidelines for the use of GPS in Surveying and mapping. Published by
RICS Books 2010.
b) RICS Guidance Note, Network RTK Best Practice Guide and Guidelines for
the use of Network RTK GPS in Land surveys.
c) Guidelines for the use of Network RTK GPS in Land surveys, Newcastle
University in association with the Survey Association (TSA), Ordnance
Survey, Leica Geosystems, Trimble and RICS.
d) Network RTK Best Practice Guide.
The last two documents available for download from: www.tsa.org.uk.

Surveying using GNSS methods is best visualised by the measurement of baselines
of several kilometres in length to make up a survey framework.
The accuracy of these baselines is given below for “Static” observation techniques.
GPS Guidelines for the use of GPS in Surveying and mapping gives more
information on the expected accuracies.
Table 2 shows the hierarchy of PGMs from Primary to Tertiary and information about
their layout and expected accuracies.
Page 8 of 69
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---

Ref: NR/GN/TRK/3103
Issue: 1
PGM hierarchy Maximum error

Longitudinal spacing Plan accuracy
type over 200 m
Primary 5 to 10 km 1 in 75,000 r2 mm
(First order) Pair >400 m (13.3 mm per km).
Secondary 1 to 2 km 1 in 50,000 r3 mm
(Second order) Pair >400 m (20 mm per km).
Tertiary 200 m 1/50 000 r3 mm
(Third order) (20 mm per km).
Table 2 – PGM hierarchy
Some additional general points are highlighted as follows.

a) Dual frequency GNSS receivers with choke ring antenna, for reduction of
mulltipath, capable of receiving signals from GPS, Glonass or Galileo
satellites, should be used.
b) Static or fast static GNSS survey techniques should be utilised at Primary
PGMs (First order). Taking note of the PGM hierarchy, these PGMs will form a
properly surveyed network working from “the whole to the part”, i.e. starting
from the Primary PGMs and creating Secondary PGMs (Second order)
between them that keep the primary as fixed in the calculations. Tertiary
PGMs (Third order) are created between the Second order, keeping both the
First order and Second order fixed in the calculations.
c) Once the 10 km primary network has been established, infilling of the
secondary network every 2 km should take place, with four pairs of Second
order PGMs between the 10 km pairs.
d) When new PGMs are selected they should be selected in a GNSS friendly
location, where there exists a clear view of the sky to minimise cycle slips,
multipath and other interference.
e) The most frequent source of error when observing GNSS baselines are
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
incorrect measurement of the instrument height. Consequently, the survey

contractor should use at least two different tripod set-ups at each PGM.
Further checks of the relative levels of GNSS heighted PGMs should be
incorporated in the surveying system. A suitable approach to be adopted is
given in Clause 6.7.
f) The PGMs should also be linked to the OS Active control stations (OS Net).
In addition to plan position, the heights are also derived from GNSS that are two to
three times less accurate than that of plan co-ordinates. Height is as important and
typically has to be more accurate than plan. So, although the absolute accuracy of
GNSS heighting is high – each point may have a standard error of (say) 20 mm – the
relative accuracy between nearby points is low.
Additionally, when using heights from GNSS, we require heights as defined by a
spirit level (Spheroid) rather than heights above the mathematically defined surface,
Page 9 of 69
Ref: NR/GN/TRK/3103
Issue: 1
the geoid measured by GNSS. The differences between the spheroid and the geoid
are given as a geoid model, a “grid” of latitude and longitude.
In Britain, in simplified terms, GNSS heights are converted to heights about the
height datum (Newlyn) using the Ordnance Survey’s correction surface – OSGM02.
All control surveys in GNSS will be recorded in raw data and post-processed to
include reference stations and precise ephemeris downloads. Active Net GNSS
surveying where appropriate for detail surveying of Band 3 (r25 mm) or lower
accuracy features should include tie readings to control PGMs established by higher
accuracy GNSS techniques.
6.3 Methodology
Before commencing the observations, the contractor’s lead field surveyor for the
project should carry out a reconnaissance, accompanied by the Client’s Survey
Manager (CSM).
Almanacs will be investigated for satellite coverage for each field survey day, to
avoid periods of poor configuration. Any periods where GDOP is greater than a value
of 8 will be omitted from the processing.
For every set up, a booking sheet to record antenna heights at the start and at the
end of observations should be used.
To observe a PGM control network, three or more GNSS receivers will be used
simultaneously, occupying at least three PGMs at any one time, using baselines of
between 20 min and one hour depending on satellite coverage.
By holding one station fixed and moving the two other GNSS units on to the next two
stations, a traverse run will effectively be observed with GNSS static observations,
with each control point fixed relative to at least two others in the network. The
primary PGMs should be occupied at least twice, once tying in the primary points
only, the second run when including measurements to the Second order PGMs.
The survey contractor should provide a detailed methodology that will detail the
manner of moving receivers around the network to achieve accurate results –
synchronous shifting, leap-frogging, etc., for acceptance by the CSM prior to
commencement of the site work.
Although all heights will be deduced from GNSS observations, so that the relative
accuracies between PGMs are consistent, it is necessary to spirit level between
PGMs to obtain level values that may be utilised for engineering construction.
6.4 Computations
All GNSS survey data will be downloaded to office computers.
Survey data processing should be carried out using the manufacturer’s approved
processing software.
Prior to processing the control network, antenna heights should be checked twice,
once on import and once during set up of processing parameters. As much data as
possible collected for each PGM should be used in the processing to maximize the
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Page 10 of 69
Ref: NR/GN/TRK/3103
Issue: 1
reliability. Where bad data through poor satellite coverage was encountered, the
information should be removed from the adjustment. This is achieved by editing the
receiver timelines.
All processing should be carried out in the ETRF89 co-ordinates. Primary points
should also be linked to downloaded OS Active Rinex data, which gives a gross error
check of the network.
Baselines should be processed and checked, loop closures should be computed and
a network adjustment (using “least squares methods”) should be performed.
The maximum error ellipse at 95% should not exceed 15 mm throughout the primary
control network. This gives a measure of the accuracy of the work.
Co-ordinates should be output in the ETRF89 grid along with their precision values.
These ETRF89 values in Latitude and Longitude may now be converted into the
project survey grid.
Further discussion on the intricacies of GNSS computation are beyond the scope of
this document and reference should be made to GPS Guidelines for the use of GPS
in surveying and mapping.
6.5 Deliverables
The survey report should include:
a) an introduction;
b) a list of equipment including makes of hardware and software, versions of
firmware, etc.
c) a method statement describing the survey technique used including the
computations;
d) a network diagram (*.dgn format);
e) quality reports giving how many times the network has been adjusted to
derive the final results;
f) a GNSS network adjustment that provides the error ellipses for each point,
and the residuals of each baseline;
g) final listings of co-ordinates (also provide as Excel spreadsheet) in ETRF89
compared with any previous supplied ETRF89 values;
h) the control station witness diagrams for new PGMs using the form
NR/L2/TRK/3100/PGM witness diagram in *.pdf format.
6.6 Levelling
6.6.1 Introduction
The vertical is the direction which a plumb bob takes when it hangs freely, under the
effect of gravity. A horizontal surface is a surface at right angles to it. The height of a
point is defined as the distance up or down the vertical through a point associated
with a reference horizontal surface or datum.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`--- Page 11 of 69
Ref: NR/GN/TRK/3103
Issue: 1
The datum used is related to a point known as a “Bench mark” (BM). This may have
a simple local value or be related to the Ordnance Survey Newlyn datum (OSBM)
from which all heights in the UK are defined. Figure 2 shows a typical OSBM.
Figure 2 – OSBM
The network of OSBM have now been superseded by the use of GNSS levels
(see 6.7).
At its simplest, levelling is measuring between the ground and a horizontal plane
established by a spirit level or more, usually by a survey instrument known as a
level. In addition to the level, a tripod to place the level on and a measuring staff is
needed.
6.6.2 Instrumentation
Levels fall into several categories.
a) the Tilting or “Dumpy” level where before each reading a spirit level bubble
has to be adjusted (now generally superseded);
b) an automatic level (like an Optic in use for track levelling) that has a
suspended compensator to define the horizontal plain. The tolerances of the
compensator should be satisfied when the circular bubble on the automatic
level is centralised. The compensator is a free hanging prism within the
telescope, of both the automatic and digital levels which creates the
necessary refraction so that the line of sight of is horizontal. When used near
heavy machinery, the compensator can vibrate making readings impossible.
Most instruments available today fall into the latter category and are classed
as “Engineer’s levels”. There is also a variation on the Engineer’s level called
a “Digital level”. These instruments may be further split up depending on the
accuracy needs. Engineers’ levels are usually read to 1 mm with an accuracy
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`--- Page 12 of 69
Ref: NR/GN/TRK/3103
Issue: 1
of 1 to 2 mm. A more accurate and precise level is also available that may be
read to an accuracy of 0.1 mm and estimated to 0.001 mm;
c) laser levels where a plain is defined by a rotating laser and a sensor is used
on a measuring staff to provide a reading.
Conventional Engineer’s levels are used to sight directly upon an E-type levelling
staff and the readings are read off (as shown in Figure 5) by the observer which
allows direct measurement to the order of 10 mm with estimation to the order of
1 mm. Examples of the different types of levels are shown in Figure 3.
.
Figure 3 – Examples of Engineer’s levels
A digital level reads a bar-coded levelling staff (as shown in Figure 4). It is sighted
onto the staff and focussed then, with the press of a button, it observes the bar-code
in the field of view and calculates the observed measurement. This is stored in the
on-the instrument’s memory for download at a later time. If a value for the start BM is
known, a level may be computed on the instrument. This has the huge advantage of
removing booking error with the disadvantages of the extra costs associated with
buying a digital level and the reliance on batteries. Some digital levels do not
function correctly in low light levels or in darkness.
Figure 4 gives an example of a digital level and the associated bar-coded levelling
staff alongside a conventional “E” reading staff, that the operator has to read and
also estimate to get the mm value.
Figure 5 shows the view through the level telescope of a conventional levelling staff
and the reading estimated to 1mm.
Figure 6 shows a range of different cross-hair arrangements for different level
instruments.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`--- Page 13 of 69
Ref: NR/GN/TRK/3103
Issue: 1
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Figure 4 – Example of digital level and bar-coded staff with conventional

“E”staff
Figure 5 – Conventional levelling staff and view through the instrument
Figure 6 – Variations on cross-hairs as seen through an instrument
Page 14 of 69
Ref: NR/GN/TRK/3103
Issue: 1
In Figure 6, the two small “cross-hairs” are known as “Stadia hairs”, If readings of the
staff for each are taken, the lower subtracted from the higher and multiplied by 100,
the distance to the staff will be known to within 100 mm. It is a good way of
estimating distances.
Table 3 gives an indication of the accuracy that may be achieved using various
configurations of equipment.
Maximum sight
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Equipment Maximum misclosure
distance to staff
Geodetic level and invar 60 m 2 mm u ¥k
staves (stabilised)
Digital level with barcode 80 m 5 mm u ¥k
staves
Automatic optical level with 90 m 15 mm u ¥k
E-pattern staves
Key
k is the distance levelled in kilometres.
Table 3 –Accuracy of levelling equipment
6.6.3 Site procedure for levelling

Levelling should always use a closed loop, starting and finishing on a benchmark or
known PGM. Any misclosure gives an indication of the quality of the levelling.
Benchmarks and PGMs should be at a stable location where the level will not
change. Where permanent benchmarks are not present a bolt on the base of a
stanchion or signal is particularly suitable for a temporary benchmark (TBM) but a
cable route troughing lid or catch pit corner are not suitable.
The levelling instrument should be set up between two benchmarks in a “place of
safety” that has clear sighting to both benchmarks. The maximum distance between
benchmarks should be 100 to 120 m meaning that sighting with the levelling
instrument's telescope would be around 50 to 60 m. A levelling run between two
benchmarks should always be done twice (double levelling) to so that no gross
errors in staff readings occur. In practice on site it is often possible to observe both
forward (foresight – FS) and back (backsight – BS) readings twice by resetting the
instrument after the first set of readings saving time.
For further information on site operation for levelling, reference should be made to a
good surveying textbook such as Surveying for Engineers by J.Uren and W.F.Price.
6.6.4 Calculating reduced levels

There are two well known methods for calculating reduced levels from site
measurements. The “rise and fall” method and the “height of collimation” (HofC)
method.
Page 15 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Use the “rise and fall” method of computation when control levelling, as this shows
arithmetic errors. The “height of collimation” method should only be used when
taking many intermediate observations and particularly on building sites for setting
out.
The plane is called the height of collimation (HofC) and is defined by the height at
which the telescope of the levelling instrument is set up.
The rise and fall method has the advantage of being able to compute the differences
in height as you work and allows direct comparison with the second set of readings
when double levelling.
Figure 7 shows an example of a site with three TBMs and two locations where an
automatic level was set up. Table 4 shows what was written in the survey book.
Figure 7 – Site Example with three TBMs and two level set up locations
BS IS FS HofC RL Remarks
2.900 TBM1, Bolt at base of signal SN71
2.401 A
1.980 B
0.747 1.545 TBM2, Corner of LOC cabinet base
1.228 C
2.156 D
1.896 TBM3, Corner of access steps
Table 4 – Survey book example
Page 16 of 69
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---

Ref: NR/GN/TRK/3103
Issue: 1
6.6.5 H of C method
The height of collimation for each set up is the horizontal plane that is viewed
through the telescope. This is shown in Figure 7 by the dotted line passing
horizontally through the levelling instrument’s telescope.
As in this example, we don’t know the height of any of the TBMs and we are only
interested in the relative heights throughout the site, we can assign an arbitrary
height of 10.000 metres to TBM1. As the staff reading between TBM1 and the height
of collimation is our backsight, adding the backsight value to TBM1’s reduced level
value will give us the height of collimation for this initial set up.
TBM Reduced Level + Backsight to TBM = Height of Collimation equation [1]
In this case, we obtain a value for height of collimation of 12.900 m. This height of
collimation will remain the same for this set up. For each of the intermediate sights,
we have measured the staff reading between the ground and the height of
collimation. Therefore, to calculate the reduced level of the ground, we subtract the
intermediate sight’s value from the height of collimation.
Height of Collimation – Intermediate Sight = Reduced Level equation [2]
So, for point A of this survey, we should subtract 2.401 m from 12.900 m, giving a
reduced level for point A of 10.499 m. We can apply the same equation to calculate
the reduced level at point B.
We have taken a foresight at TBM2 from which we can calculate the reduced level at
this location in much the same way as we would treat an intermediate sight.
Height of Collimation – Foresight to TBM = TBM Reduced Level equation [3]
In setting up and levelling the levelling apparatus at another location, a new height of --`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
collimation will have been set and will need calculating. As we know the reduced
level of TBM2 (from using equation [3]) and we have taken a backsight to TBM2, we
can use equation [1] to calculate the new height of collimation. This new value is
then used to calculate reduced levels for the intermediate sights and for the next
TBM.
After performing these calculations, our survey book appears as shown in Table 5.
Table 5 shows calculated reduced levels for the example site shown in Figure 7.
Page 17 of 69
Ref: NR/GN/TRK/3103
Issue: 1
BS IS FS HofC RL Remarks
2.900 12.900 10.000 TBM1, bolt at base of signal SN71
2.401 10.499 A
1.980 10.920 B
0.747 1.545 12.102 11.355 TBM2, corner of LOC cabinet base
1.228 10.874 C
2.156 9.946 D
1.896 10.206 TBM3, corner of access steps
3.647 3.441 0.206 0.206 Check calculations
Table 5 – Calculated reduced levels for the example site
Checks on the calculations may be done by subtracting the sum of the Foresights
(FS) from the sum of the Backsights (BS) and comparing this value with difference in
Reduced level (RL) between start RL and final RL as shown in Table 5 in italics.
It is not possible to work out the misclosure error in this case as the true heights of
the TBMs are not known. However, by repeating the observations (flybacks or
double levelling) a misclosure may be obtained. In a situation where the benchmarks
had known heights the misclosure could be calculated from comparing actual and
calculate reduced levels.
The backsight and foresight values read on the flybacks and calculated heights of
collimation and reduced levels are shown in Table 6.
BS FS HofC RL Remarks
1.865 12.071 10.206 TBM3
1.627 0.716 12.982 11.355 TBM2
2.984 9.998 TBM1
Table 6 – Readings taken during a fly back run and the calculations
There is a misclosure of –2 mm as the calculation of the reduced level of TBM1 for

the flyback is 2 mm less the originally assigned reduced level. To ascertain if this is
an acceptable Misclosure, equation [4] should be used.
Comparison of the reduced levels of the TBMs may be obtained and normal practice
is compute mean results.
Acceptable misclosure r3 n mm equation [4]
where
n is the number of set ups.
As this site involved two set ups, the allowable misclosure is ±4mm so the survey is
acceptable. Due to the misclosure, an adjustment should be made to the reduced
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Page 18 of 69
Ref: NR/GN/TRK/3103
Issue: 1
levels originally calculated. This is applied by making an equal and cumulative

adjustment to each set up. In this case a –2 mm misclosure of two set ups can be
rectified by adding 1 mm to each set up as follows.
Table 7 shows the adjustments necessary to correct for the misclosure and the
adjusted reduced levels for this example site.
Initial RL Adjustment Adj RL Remarks

10.000 10.000 TBM1
10.499 +0.001 10.500 A
10.920 +0.001 10.921 B
11.355 +0.001 11.356 TBM2
10.874 +0.002 10.876 C
9.946 +0.002 9.948 D
10.206 +0.002 10.208 TBM3
Table 7 – Adjustments to correct for misclosure and final adjusted reduced
levels
6.6.6 “Rise and fall” method
Figure 8 – “Rise and fall” example
In Figure 8, the intermediate sighting is subtracted from the backsight and the
resultant rise is written in the rise column on the same line as the observation.
2.856 – 1.432 = 1.424
In the next line, the intermediate sight is subtracted from the foresight to arrive at a
fall of 2.111. It is written in the fall column on the same line as the observation.
To derive the reduced level, the TBM value of 35.688 has first the rise of 1.424
added to it to arrive at 37.112 and then the fall of 2.111 taken from that value to get
35.001.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`--- Page 19 of 69
Ref: NR/GN/TRK/3103
Issue: 1
The advantage of the “rise and fall” method is that checks are easily obtained of the
calculation by summing all the rises and all the falls and taking one from the other.
This value should then equal the final reduced level taken away from the start
reduced level. This is also shown in Table 5.
6.6.7 Errors with levelling and ways to avoid them

The collimation error of the instrument can be checked for using the two-peg test
(see 6.6.8).
Parallax of the instrument should be checked for and eliminated whenever a staff
reading is taken. This is achieved by unfocusing the instrument telescope and
focusing the eyepiece so that cross-hairs are sharply focused before refocusing the
main telescope.
The staff itself can introduce errors if the writing on it is worn, or the sections in a
multi-section staff do not fit together well, or the foot of the staff is damaged. It is very
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
important that the operator on the staff check that when putting up an extra section
of the staff that the staff goes up fully and locks into position.
If the staff is not vertical, the observer will not be able to take an accurate reading
from it. In this case, rocking the staff to and fro or using a specially designed spirit
level bubble is necessary.
The level of some surfaces will change depending upon weather conditions. For
example, a tarmac surface will expand in heat and muddy ground, when wet, can
encourage the tripod feet to sink into it. This effect can be minimised by treading the
tripod legs well into the surface and leaving a minimum of time between setting up
the apparatus and taking readings.
Errors in recording readings can be avoided by sticking to a rigorous double
checking procedure. Using a digital level will remove this common source of error.
Although errors in TBMs or change points (CP) are given by the misclosure of the
levelling, intermediate sights are not checked. If they are observed using a digital
level, the chances of an error are small.
6.6.8 Collimation error and the two-peg test

Under use and transportation, the parts of a level are usually disturbed. For instance,
the compensator or the cross-hairs moving out of alignment might lead to the line of
collimation not being truly horizontal. Many levels have a collimation error associated
with them, which should be tested so that it is within an acceptable tolerance.
The collimation error is found by carrying out a two-peg test. The two-peg test should
be done at least weekly with the results recorded, or more frequently when the
accuracy of the results is imperative.
A two-peg test should be carried out on fairly level ground. First, two points, A and B,
should be defined a known distance, L (metres) apart. L should be at least 40 m.
These points can be defined either by using pegs in soft ground or paint on hard
ground. Another point, C, is defined exactly halfway between these points and the
Page 20 of 69
Ref: NR/GN/TRK/3103
Issue: 1
levelling instrument is set up at this point. Pacing out these distances is accurate
enough.
The levelling staff is placed at each location and the readings are recorded. The
reading at B is S1 and the reading at A is S2.
The level is set up at a new point, D, that is L/10 (metres) away from point B, as
shown in Figure 9. The levelling staff is placed at points A and B and the readings
recorded. This time, the reading at B is S3 and the reading at A is S4.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Figure 9 – Two-peg test
Using the values for S1, S2, S3 and S4, the collimation error, e, can be calculated
using equation [5]
Collimation error e = (S1 – S2) – (S3 – S4) per L metres equation [5]
If the collimation error is found to be less than ±1 mm per 20 m, the instrument is

accepted as being in tolerance. If the collimation error is greater than this, then the
instrument should be calibrated by a trained technician under laboratory conditions.
6.6.9 Laser levelling

Laser levelling instruments are also known as rotating lasers. They generate a plane
of laser light and may be supported on various mountings from tripods to column and
wall brackets.
Usually they are Laser classes 1 or 2 and present only a minimal hazard to the user.
Page 21 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Figure 10 – Leica Rugby 200 and sensor
An example of such an instrument is shown in Figure 10. It is self-levelling and has

an accuracy of r1.5 mm at 30 m. It utilises a red visible beam that is picked up by a
photoelectric sensor that may be mounted on a staff to provide level details as with
conventional levelling.
The advantage of these rotating lasers are that they are a one man-operation system
and more than one sensor (several operators) can be used at the same time
enabling many intermediate measurements to be undertaken quickly within a small
area. However, the drawback is that the range providing good accurate of results is
limited to 40 m.
Such systems are often used for setting out (marking up a design on site for
construction) and some other types of system may be set to provide a certain grade
and are often used for controlling earthworks and ballast construction using
automatic sensors linked to the blades on bulldozers.
These concepts have been utilised on track renewal sites for many years.
Manufacturer’s literature and websites can provide further details.
6.7 Comparison between GNSS heighting and levelling

The results of GNSS have high absolute accuracy in relation to the height datum, but
low relative accuracy between points that are close together.
Levelling has a high relative accuracy, particularly where points are connected
directly.
A solution to this problem is to establish two or three points on the site using GNSS
and to level between them also creating other PGMs on the site. The levelling should
be adjusted to be internally consistent and then all the levelled points can be moved
up or down to make a best mean fit on the GNSS-derived levels.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Page 22 of 69
Ref: NR/GN/TRK/3103
Issue: 1
7 Aerial techniques
7.1 General
Aerial techniques are all known as remote sensing and do not require direct access
to the track side.
They fall into two categories:

a) Aerial photography may use visible imagery or remote sensed imagery to
record a different part of the spectrum such as infrared or ultraviolet and
others to detect various types of vegetation, etc. The infrared spectrum is
used by Network Rail to detect hot spots on OLE and third rail by using video
from the Network Rail helicopter to detect the failure of insulators. Other uses
include the checking of point heater operation during the winter season. For a
topographic survey, it is more usual to utilise the visible spectrum and we will
concentrate on this here.
b) LiDAR – Light detection and ranging. This is an alternative methodology to
mapping from imagery in that this is the systematic measurement of three-
dimensional co-ordinates point data. It consists of a laser rangefinder, GNSS
and inertial navigation system mounted on a fixed wing aircraft or helicopter. A
laser pulse from the source is bounced off the surface and the time taken to
travel to the ground and back is measured very precisely and converted into
height data knowing the velocity of the pulses. More on LiDAR can be found
later in the document.
7.2 Costs
The cost “per line kilometre” varies depending on location, corridor width,
specification and length of corridor. Mobilisation costs for both aerial survey and
ground survey are “diluted” by longer route corridors, i.e. “economy of scale”.
Budget costs comparison for a “standard aerial survey” including aerial data
acquisition, ground control, digital terrain models, orthophoto production and 1:500
mapping the following guideline rates apply (at 2010 prices):
a) Helicopter LiDAR survey: £800 per line kilometre;
b) Helicopter aerial photography: £1000 per line kilometre;
c) Fixed wing aerial photography: £600 per line kilometre.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Page 23 of 69
Ref: NR/GN/TRK/3103
Issue: 1
7.3 Comparison of aerial techniques

A comparison of aerial techniques is given in Table 8.
Technique Strengths and applications Weaknesses

Rotary-wing aerial High accuracy (vertical – 5 mm). Higher cost
photography Established technique for high Requires ground control approx.
accuracy engineering works. every 50 m.
Asset mapping. Limited interpretation of features
Stereo photography enables additional obscured by vegetation.
datasets to be extracted to support
future applications.
Fixed-wing aerial Low cost Weather dependant.
photography Ideal for rapid collection of Low accuracy (70 mm –
infrastructure corridors 300 mm).
Wide area captured >500 m band. No visibility through dense
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Stereo viewing of images for mapping vegetation

and interpretation. ‘Leaf-off’.
Rotary-wing Laser Medium cost, ideal for geotechnical, Difficulty in interpretation of the
Scanning (e.g. asset point cloud as stereo-viewing is
TopEye High speed (75 km/day) data not available.
LiDAR) acquisition Narrow band width <100 m.
Well-established, proven technique for
corridor.
Mapping ,e.g. rail, highways, power
lines, rivers.
LiDAR laser penetrates vegetation
providing a full ground surface.
Table 8 – Comparison of aerial techniques
7.4 Aerial photography

7.4.1 General
Aerial photography may be collected utilising “rotary wing” or “fixed wing” support
systems for the cameras.
Rotary wing equipment can fly at lower flying heights (100 m) where this is
authorised and thereby produce imagery at 1:600 scale to produce vector mapping
to an accuracy of 10 mm in height by direct measurement. Currently, this uses
analogue cameras with the image being scanned.
Height measurement on rails is less accurate due the shiny reflective surface.
Figure 11 shows an image of a Rotary wing aircraft as used for aerial photography or
laser scanning. Table 9 gives an indication of the accuracies that may be achieved
using rotary wing aircraft for aerial photography.
Page 24 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Figure 11 – Rotary wing aircraft
Ground Mapping accuracy

Mapping Photography sample
scale scale distance Plan accuracy – x,y Vertical accuracy – z
mm mm mm
1:200 1:600 9 r10 r10
1:500 1:1,000 20 r60 r20
Table 9 – Rotary wing accuracies
Fixed wing aerial photography uses digital cameras to capture at resolutions of

between 2.5 cm and 40 cm from photography at 1:2000 or 1:3000 for subsequent
vector mapping and orthophoto production at a variety of scales. Table 9 gives an
indication of the accuracies that may be achieved using fixed wing aircraft for aerial
photography.
Ground Mapping accuracy

Mapping Photography sample
scale scale distance Plan accuracy – x,y Vertical accuracy – z
mm mm mm
1:500 1:2,000 25 r75 r40
1:500 1:3,000 40 r120 r60
1:1,250 1:5,000 125 r400 r200
1:2,500 1:10,000 250 r750 r300
Table 10 – Fixed wing accuracies
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
7.4.2 Process
The locations and the extent of each site to be digitally mapped should be clearly
defined on appropriate existing OS mapping.
Page 25 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Continuous stereoscopic photography should be carried out to cover the existing

railway tracks and adjoining land extending a minimum of 100 m on both sides of the
centre line of the main tracks, unless otherwise specified.
The camera should be a digital survey camera with forward image motion
compensation unless rotary wing based cameras will used at low flying heights..
The camera details should be provided.
The camera lens unit to be used should be calibrated and certified within the last two
years by the camera manufacturer or by a calibration centre recognised
internationally or approved by the camera manufacturer. The measured distortion
should fall within the limit defined by the manufacturer for the lens. A copy of the
current calibration certificate should be supplied to the Client’s Survey Manager
before commencement of flying.
7.4.3 Photographic coverage

The routes and sites should be covered by approximately straight strips of near
vertical photographs.
The forward overlap between successive exposures in each run should be between
55% and 65%.
The lateral overlap (sidelap) between adjacent strips should be between 15% and
35%, except where ground heights within the area vary by more than 10% of the
flying height.
Crab should not exceed 5q, nor create gaps in the stereoscopic coverage.
Tilt should not exceed 2q except in isolated exposures where tilt up to 4q may be
permitted, provided this does not create gaps in the stereoscopic coverage.
Photography may be taken at any solar altitude above 15q, but should only be flown
in conditions where the visibility does not significantly impair the tone reproduction in
the image.
The flying conditions, exposure and processing should be selected so that critical
railway detail such as toes of points can be surveyed by photogrammetry even
where the railway tracks are in shadow.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
7.4.4 Survey photocontrol

Photocontrol should be provided by GNSS techniques to establish PGMs, in order to
provide photocontrol for the mapping, and to connect the site to be digitally mapped
to the project survey grid. However, this might be outside of the railway boundary at
easily accessible locations.
Note that where “Rotary wing” based cameras are used at lower flying heights,
ground control at approximately every 50 m is needed.
The photography may be imported into software to enable the generation of further
tie points by aerial triangulation.
Page 26 of 69
Ref: NR/GN/TRK/3103
Issue: 1
All GNSS photocontrol points should be measured where they are located on the
photography and a bundle block adjustment undertaken to derive final co-ordinates
to set up individual stereo models.
Reconnaissance and design of horizontal and vertical control including connections
to project survey grid, identification of locations of permanent ground markers and
photocontrol should be carried out by the contractor.
The proposed design of the horizontal and vertical control nets and pattern of
photocontrol, methodology, instrumentation, and methods of adjustment should be
submitted to the Client’s Survey Manager for acceptance.
7.4.5 Photograph documentation and annotation

The images should be named in a logical manner with the following metadata
information added to the digital files:
a) producer's name;
b) project name or reference;
c) date of photography;
d) nominal scale of photography;
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
7.4.6 Deliverables
The following should be delivered:
a) a copy of the flight plan for acceptance;
b) one digital copy of each photograph index plot based on Ordnance Survey
maps at 1:25,000 scale or similar;
c) the index plot, including
1) the relative positions of all accepted exposures,
2) the date and scale of photography,
3) the camera type, focal lengths and serial number,
d) a technical report as specified in NR/L2/TRK/3100, 10.4.
e) scaled photomosaics, should be prepared at 1:2500 scale using the full extent
of effective exposures, covering the route where these are required. The
photomosaics should be compiled in A1 size sheets (in digital format) which
should, where possible, contain more than one strip of photography in each
sheet. Strips may be joined by cut lines. A title block as specified in
NR/L2/EDT/002 should be included in each sheet.
7.5 Digital mapping

7.5.1 General
Sites specified to be digitally mapped should be surveyed by photogrammetic
techniques, based on the controlled aerial photography, with field completion to
Page 27 of 69
Ref: NR/GN/TRK/3103
Issue: 1
provide large scale site plans at 1:500 scale (or 1:200 as agreed with the Client’s
Survey manager) and a Digital Terrain Model (DTM).
The standards of accuracy and content specified below should be achieved where
the ground and other features are visible stereoscopically on the aerial photography.
7.5.2 Accuracy of digital mapping

Well-defined points of detail including running rails should be surveyed to better than
r50mm root mean square error, on the ground, when compared with co-ordinates
determined by precise measurement from the nearest PGM. (90% of a
representative sample of well defined points should be within r83 mm. 99% of a
representative sample of well defined points should be within r150 mm.)
Spot heights on hard surfaces including running rails should be correct to better than
r25 mm root mean square error, when compared with heights determined by
levelling from the nearest PGM. (90% of a representative sample of spot heights
should be within r42 mm. 99% of a representative sample of spot heights should be
within r75 mm.)
Spot heights in edges of cesses, tops and bottoms of embankments and cuttings
should be surveyed to r50 mm root mean square error on the ground when
compared with heights determined by precise levelling from the nearest PGM or
proven Ordnance Survey bench marks. (90% of a representative sample of spot
heights should be within r82 mm. 99% of a representative sample of spot heights
should be within r150 mm.)
Alternatives to these accuracy statements may be considered by the Client’s Survey
manager.
All levels should be related to the project grid.
Co-ordinates and levels should be obtained by direct measurement of each point
except as follows:
a) where the ground surface is built over;
b) where the ground surface is obscured by thick vegetation;
c) where there are expanses of water. In this case, the water level at the time of
the survey should be used, unless soundings have been specified.
When height points are to be interpolated from a surveyed grid of levels, details of
the Contractor's proposed method to demonstrate that the ground surface will be
defined to the same accuracy as direct measurement should be provided to the
Client’s Survey Manager for acceptance.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`--- Page 28 of 69
Ref: NR/GN/TRK/3103
Issue: 1
7.6 Details to be surveyed

The following details should be surveyed.
a) Street furniture and service features such as transmission lines, poles, pylons,
manhole inspection covers, drains, gullies, signs and lamp posts should be
shown and identified where possible.
b) In open country, overhead utilities crossing the railway should be shown.
c) Rivers, streams, canals and ditches, passing under or over the railway should
be shown by the water line at the time of photography.
d) Woodland, isolated trees and large shrubs should be shown by the extent of
their canopies.
e) All names of roads, streets and stations should be included.
f) Three-dimensional strings should be recorded at significant points and at
intervals not exceeding 10 m along the following features and breaks of slope.
g) The following should be included:
1) running edges of all railway tracks recorded at toes of switches, noses of
crossings, knuckles of diamonds, beginning and end of curves, and
changes of gradient. In areas of S&C, the interval between points may be
decreased so that a true representation of S&C is established.
2) edges of station platforms.
h) Three-dimensional strings should be recorded at significant points and at
intervals not exceeding 25 m along the following features and breaks of slope:
1) ballast lines and cess lines;
2) tops and bottoms of embankments, cuttings, retaining walls and other
substantial breaks of slope;
3) railway property boundaries as indicated by fences, walls, hedges, etc.
Where ground level along the property boundary is obscured on the
photography, the boundary feature should be recorded as a 3D string with
–999.0 in the level field;
4) drains, water courses, canals and lakes shown by three or four strings at
water or bed level and tops of banks,.
5) road edges and back of pavements or highway boundaries of all roads and
tracks at changes of gradient, junctions and intersections and at
intermediate points not more than 25 m apart;
6) on substantial bridge parapets, above each rail track and at the ends and
crown;
7) all railway furniture such as boxes, cable routes/ducting, etc.
i) Additional spot heights should be recorded to define the ground surface
between 3D strings, on humps and hollows, in open spaces and courtyards.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Page 29 of 69
Ref: NR/GN/TRK/3103
Issue: 1
j) Where the ground surface is not visible on the photographs in these locations
because of vegetation, overhanging structures, vehicles or other obstructions,
alternative locations should be heightened nearby.
7.7 Field completion and site verification

Field completion of areas obscured on the aerial photography and verification of the
mapping should be carried out by the survey contractor using traditional land survey
techniques. Annotations and names where appropriate should be added.
The photogrammetric data should then be merged into one 3D model and exported
for CAD processing.
The vector mapping should be captured as specified in NR/L2/EDT/002.
The DTM should be captured at a density and accuracy suitable for the generation of
contours at an interval of 0.50 m if they are needed.
7.8 Aerial LiDAR survey

7.8.1 General
The data collection for this is similar to that for aerial photography except that the
density of points derived by the field work is far greater. Such systems are capable of
collecting over 60,000 three-dimensional points per second and are powerful enough
to penetrate vegetation for ground surface detail. An intensity value, related to the
surface is also recorded from the return signal, assisting object/surface classification
at the processing stage of the project.
This technique may also be combined with high resolution imagery.
This data may be collected from “Rotary wing” or “Fixed wing” platforms and the
sensor equipment may be easily mounted on these platforms. The Network Rail
helicopter may be modified to collect such data.
A typical LiDAR system is shown in Figure 12.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Page 30 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Figure 12 – Typical LiDAR system (TopEye)
The LiDAR data or point cloud data and associated imagery may then be used for
mapping and digital terrain model production. A DTM is produced by modelling the
laser points classified as ground.
7.8.2 Survey control

The LiDAR data should be referenced to the ground by GNSS and an inertial
navigation system on the sensor platform. The GNSS co-ordinates should also be
used to connect the site to be digitally mapped to the project survey grid.
On the ground “Marker boards” (as shown in Figure 13) are also used for flight
control and quality assurance when the surveyed positions of the marker boards are
compared with the plan, height and orientation from the processed data.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`--- Page 31 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Figure 13 – Marker boards

7.9 Accuracy
Aerial LIDAR surveys should be produced providing detail with an absolute accuracy
as shown in Table 11 or better.
Mapping accuracy
Ground
Mapping Flying Swathe Point sample Plan accuracy Vertical
scale height width density distance – x,y accuracy – z
m m pts/m mm mm mm
1:200 100 70 80 20 r40 r30
1:500 200 145 50 40 r70 r40
Table 11 – Rotary wing LiDAR accuracies
7.10 Deliverables
The following should be delivered:
a) all rails, plain line and switches and crossings, switch tips, crossing noses,
knuckles of diamonds, last through timber bearer. shown by the running edge
where visible on the LIDAR survey.
b) limits of wing rails and check rails in switches and crossings;
c) limits of continuous check rails in plain line, guard rails on bridges, viaducts,
etc.
d) railway stations, platforms, buildings, bridges, tunnel portals, level crossings,
cess lines, signal posts and gantries and other permanent structures;
e) small railway features such as line side drainage, catch pits, signals, third rail,
OLE wire, signs, point and signal operating rods or wires, cable troughs and
Page 32 of 69
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---

Ref: NR/GN/TRK/3103
Issue: 1
manholes, mile posts, gradient markers, trackside cabinets and location

boxes, top and bottom of cuttings and embankments;
f) external walls of permanent buildings by roof line, including balconies and any
overhang greater than 1000 mm.
g) any solid base with Network Rail boundary, including demolished buildings
and buildings under construction;
h) walls, hedges, fences, gates;
i) edges or kerbs of roads, traffic islands, foot paths, barriers and steps;
j) location of bridges, flyovers, tunnels and overhead structures;
k) at vehicular level crossings, the extent of road up to 30 m either side of
Network Rail boundary, including spot levels on the road at one-metre
intervals up to 15 m from track centre line, then at five-metre intervals.
l) levels on all level crossing cill and centre beams, sides and centre line (where
present);
m) street furniture such as transmission lines;
n) rivers, streams, canals and ditches passing under, over or alongside Network
Rail infrastructure;
o) woodland, isolated trees and large shrubs;
p) road and station names.
Three-dimensional strings should be recorded at significant points and at intervals

not exceeding 10 metres along the following (where radius of track less than 500 m
radius at five-metre intervals):
a) running edges of all railway tracks (five-metre intervals at station platforms);
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
b) edges of station platforms (five-metre intervals).
Three-dimensional strings should also be recorded at significant points and at

intervals not exceeding 25 m along the following:
a) ballast and cess lines;
b) top and bottom of embankments, cuttings, retaining walls;
c) railway property boundaries as indicated by fence lines;
d) drains, water courses, canals and lakes shown by three or four strings at
water level;
e) road edges or back of pavements;
f) substantial brick parapets.
All co-ordinate schedules and location diagrams should be quoted to three decimal
places of a metre.
Page 33 of 69
Ref: NR/GN/TRK/3103
Issue: 1
All data should be delivered in electronic format and hard copy when requested.
The final deliverable to Network Rail should be presented in a format specified in
NR/L2/EDT/002 as Microstation .dgn, MX GENIO files and Land XML v1.1 files.
Rails are to be provided as continuous strings. A project specific string labelling
convention should be made available from the Client’s Survey Manager.
Additional information may be provided in the form of:
a) orthophoto imagery;
b) 1/500 topographic mapping;
c) long- or cross-sections.
d) cross-sections from the DTM in .AVI movie format;
e) 3D airborne fly-throughs;
f) 3D oblique views of imagery draped over the final DTM in .jpg format.
The Project manager or Designated Project Engineer should define what additional
information is needed.
8 Selective and non-selectable mapping techniques

Total station and GNSS detailing are classed as selective techniques as the
surveyor makes a decision about what is being collected for the site as they move
over the site. Consequently, there is always a compromise to be made between
gathering all the data needed, time and cost. These methods require a well-defined
specification and scope of work.
Total station surveying is not described in detail here since these methods are very
well covered in many surveying textbooks. However, non-selective techniques like
terrestrial laser scanning (LiDAR and aerial photography are other less accurate
methods) are developing very rapidly into the technique of choice in the railway
environment to gather high quality data, where repeated access to site is difficult due
to safety constraints. These techniques measure everything within the area defined
without the surveyor visiting each point and the data is extracted as needed from the
“point cloud” using software in the safety of the office.
Two specialised forms of selective mapping techniques are given in the Appendices.
Appendix A provides guidance on all track monitoring that is required to support
construction activities that can cause a change in the stability of the track.
Appendix B provides guidance on the survey requirement for surveys to set out slab
track within restricted clearance areas. This usually applies to tunnels but can apply
to any area where an increase in track fixity is required.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Page 34 of 69
Ref: NR/GN/TRK/3103
Issue: 1
9 Terrestrial laser scanning

9.1 General
In simple terms, this is the systematic measurement of three-dimensional co-
ordinates of an object surface, at high speed and in near–real time by laser light. The
measurement process is similar to the use of a total station in that angles and
distances are measured, but very much faster. 6,000,000 points per second are
possible with some scanners.
It is particularly suitable for areas where there are huge amounts of detail such as
buildings, and it is also useful for inaccessible locations such as railways.
9.2 Instrumentation
Two types of instrumentation are available:
a) “Time of flight” scanner. A “pulse” of laser energy is emitted from the scanner.
The time it takes for the “pulse” to travel from the scanner to the object and
back is measured, knowing the speed of the laser light, allows the distance to
be calculated. The key benefit is a longer scanning range.
b) Phased-based ranging system. A constant beam of laser energy is emitted
from the scanner and the phase shift of the returned laser light is measured
allowing the distance to be calculated.
The incoming scan dataset may be reviewed in “real-time” to so that the data is
being collected correctly.
Software provides a full set of geo-referencing, surveying, and CAD-integrated
engineering tools for creating accurate deliverables and managing large scan data
sets.
Figure 14 shows one of the Leica terrestrial laser scanners.
Figure 14 – Leica Scan station 2
Page 35 of 69
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---

Ref: NR/GN/TRK/3103
Issue: 1
9.3 Accuracy and range

Phase laser has a greater “noise” in the measurement than the “time of flight”
scanner. “Time of flight” gives a better range on dark surfaces such as tunnels.
Better than six-millimetre positional accuracy at 50 metres distant from the scanner
may be achieved and a four-millimetre or less spot size at 50 metres.
Where the laser beam hits a surface obliquely, the beam spreads as an ellipse. The
spot size will be larger than 6 mm at 50 m the accuracy of a discreet point is
reduced.
The relative positional accuracy between two points of a modelled surface is r2 mm.
At 100 m range, the positional accuracy is r7 mm to the centre of the spot.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
9.4 Data collection
To locate the scans in a predetermined co-ordinate system, targeted points need to
be co-ordinated by conventional total station. As an alternative, when using certain
scanners, they may be set up and orientated over a PGM as would be done with a
total station, and the scans orientated to the grid system in that manner.
Data voids need to be minimised during the scanning process by the selection of
appropriate scanning positions and minimising temporary obstructions to the scanner
during operation (vehicles or pedestrians). Figure 15 shows a dark void or shadow in
a point cloud.
Figure 15 – Laser scan shadow or void
A required point density should be specified at the outset.

Point densities should be equal in both scanning axes.
Point densities depend on the range to the object and it is therefore not possible to
maintain a constant point density over an entire object during scanning. The point
density specified should be understood as the maximum value for the subject in
Page 36 of 69
Ref: NR/GN/TRK/3103
Issue: 1
question. The appropriateness of the point density of a cloud may be obtained by

using equation [6].
Q = 1 – (m/Ȝ) equation [6]
where
Q is data quality
m is point density on the object in mm
Ȝ is the minimum feature size in mm.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
For example, a point density of 10 mm when smallest feature is 5 mm u 5 mm gives:
Q = 1 – (10/5) = –1
This is an unacceptable fit.
However a point density of 2 mm would provide:
Q = 1 – (2/5) = 0.60
Therefore there is a 60% chance object will be detectable.

If a density of 5 mm were used, the Q value will be zero, indicating that the density
will not consistently detect the feature over the entire length of the project.
When a single scan is unable to pick up the detail required, a series of scans would
be needed providing at least 30% overlap. The scans should be linked together by a
process known as registration so that these scans are linked correctly in 3D space.
Software should be used to enable the same area in adjacent scans to be
highlighted, The point clouds should then be brought together to give a best fit using
a “least squares” algorithm. In such a manner, a series of scans may be linked
together, eventually closing back (like a traverse) and the results adjusted to give the
best fit.
Where this process is undertaken, an indication of the closing error of the traverse or
an average standard error of the scan fit should be provided.
9.5 Data derived from terrestrial laser scanning

The data should be delivered in the dgn format conforming to NR/L2/EDT/002.
In addition, the items specified in NR/L2/TRK/3100, 11.1 and Appendix F should be
provided.
Page 37 of 69
Ref: NR/GN/TRK/3103
Issue: 1
To keep data manipulation costs to a minimum, this data should be defined in the
project deliverables in terms of the following data types in Table 12. The costs
increase from Type 1 to 4, with Type 4 being probably approximately 20 times as
expensive as Type 1.
Data type Name Description

Type 1 Wire frame Simply a line that produces a framework,
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
e.g. the outline of the side of a cube. This
may be difficult to interpret simply for what
is needed, does give a good impression of
complexity.
Type 2 Surface to be constructed Joining lines in a series of blocks to define
surfaces, e.g. all the surfaces of a cube
given and linked to one another. This
should allow sections and simple floor
plans
Type 3 Surface plus As with Type 2. but with the addition of
main features such as doorways,
windows, main structural members. Types
2 and 3 could be combined.
Type 4 Full detail This should be carefully and fully defined

so that enough data is provided but not
too much. It should be considered on a
site specific basis, almost on a wall by
wall or room-by-room basis.
Table 12 – Data types
9.6 Software
Software plays a critical role in handling the high-definition point clouds and aids in
the speedy extraction of engineering information. The data is stored in a database of
information. The scan data in its raw form are simply co-ordinates in a text file but
millions of points.
It is possible to use software such as Leica TruView and others such as PointTools,
to enable the point cloud data model to be viewed on-line. These are a simple add-
on to Microsoft Internet Explorer web browser. Scan data is stored on a server and
requires a good broadband link to use properly.
In Figure 16, all locations where individual point clouds have been created by setting
up the scanner for this area of survey are shown. By “clicking” the mouse over an
individual location, the image–point cloud at that location is displayed.
Page 38 of 69
Ref: NR/GN/TRK/3103
Issue: 1
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Figure 16 – Scanner locations

Using such software direct measurements on the point cloud dataset may be made
as well as abstraction of co-ordinates and addition of notes to aid the use of the data
by the data modellers.
Figure 17 shows a screen shot view of the point cloud data, using Leica TruView,
from an individual scanner location. When linked via broadband to the server the
image may be rotated through 360 to see the view in each direction.
Figure 17 – Point cloud data as viewed in Leica TruView software
Page 39 of 69
Ref: NR/GN/TRK/3103
Issue: 1
This is a rapidly evolving area of surveying practice. Proposals by survey contractors

for using terrestrial laser scanning should be accompanied with details of the
scanner and software they propose to use.
A useful document to explain in simple terms about terrestrial laser scanning has
been produced in the RICS Geomatics client guide series: Virtually Real: terrestrial
laser scanning.
9.7 Benefits of terrestrial laser scanning

9.7.1 Introduction
The benefits and problems of using this technique, to aid an informed decision by the
Project Manger or Designated Project Engineer, are described in clauses 9.7.2 to.
9.7.4.
9.7.2 Less time on site needed

Laser scanning collects the site data relatively quickly but it does not preclude the
careful planning and execution of the site works. Less time is spent on site compared
to a conventional survey but this time saving should be offset against greater time
spent in the office, e.g. on a scanning job, 20% is site, 80% is office processing.
Less time on site also equates to less time exposed to a more dangerous working
environment. Laser scanning also does not depend on daylight.
For example, Figure 18, which shows scan data of the underside of Blackfriars
Bridge where scanning was undertaken from a platform suspended underneath the
bridge over the tidal River Thames. No other technique could have produced so
much data in such a short time span.
Methods that combine traditional total station, discreet point surveys and laser
scanning, could be used to provide combined data sets.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Page 40 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Figure 18 – Image from point-cloud data of Blackfriars Railway bridge
9.7.3 Cut back on “returns to site”

How often, after the site survey has been completed, does a new requirement
become apparent? With laser scan data, the information is already “in the can” and
simply needs to be abstracted from the point cloud data.
Greater confidence is provided in the accuracy, completeness and correctness of the
data collected being within tolerance, provided that some checks on the initial data
are instigated.
Things are not omitted by human error if the surface required is not obstructed.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
The data, once collected, may be used across multiple disciplines.

The snapshots as shown in Figures 18 and 19 are available as “added value”
information from the datasets and can provide background to a conventional 3D
vector survey.
As-built CAD models may be produced.
Such CAD models may be used to generate animations to help with spatial
awareness.
Page 41 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Figure 19 – Snapshot of point cloud data
Infrastructure surveys may be undertaken with the scanner attached to a track

measuring device (TMD) as shown in Figure 20.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Figure 20 – Leica HDS4500 linked to the Amberg TMD
9.7.4 Disadvantages
Laser scanners are not capable of detailing points that do not actually exist in space
such as the running edges of rails or the corner of the top of platform copers.
However, there are ways to interpolate these utilising special targets.
Page 42 of 69
Ref: NR/GN/TRK/3103
Issue: 1
The subject measured needs to be accessed ideally from all sides so that it can be
scanned fully.
Scanning should not be performed in adverse weather conditions where the quality
of data may be affected.
For example, scanning in heavy rain can lead to data voids due to rain drops or
erroneous data points due to the returns from the raindrops or refraction of the
measurement beam.
Huge amounts of data will need to be stored and managed. Consider that three
hours work during 17 scans collected 515 million points and created a database of
9.7 Gb in size.
The spacing of points is much closer than conventional surveying. Enough
computing power is needed to allow the manipulation of the data into a handleable
format. A good quality PC, with 2 GB RAM minimum and a dedicated graphics card
is required.
Skilled Data Modellers are needed to derive the greatest benefits from such data.
They will need to attend a training course lasting four days.
Scanner locations should be stable because the data is not collected
instantaneously. However, this does not prevent the use of scanners located on
hoists when weather conditions or local site conditions allow. Clearly accuracy needs
are important in deciding the most appropriate scanner locations.
A system for checking data collected by laser scanning needs to be developed. The
concept of Q numbers combined with scan metadata and registration residuals
should give a measure of if the dataset conforms to the specified accuracy
requirement.
This is a fast-developing technique. Proposals utilising these methods should be
reviewed in the light of the most recent developments.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Page 43 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Appendix A
Track monitoring
A.1 Introduction
Construction activities often occur adjacent to the operational railway and can cause
a risk of destabilisation of the track. The risk is principally to the track vertical
alignment, with a lower risk to horizontal alignment.
A.2 Responsibilities
The Project Manager should:
a) assess construction activities or site works: to identify any required mitigating
measures and/or a level of infrastructure monitoring. Monitoring levels are
described in A.4.6 and A.4.7.
b) be responsible for devising and agreeing the Asset Management Plan (AMP).
c) define the roles and responsibilities for monitoring, recording, interpreting and
reporting the data from the monitoring works;
d) agree the communication links between the site and the Maintenance
organisation and demonstrate that they work.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
A.3 Asset Management Plan (AMP)
A.3.1 General
An Asset Management Plan (AMP) should be produced by the Project Manager in
accordance with NR/L2/MTC/088.
A track monitoring plan should be included in the AMP.
The monitoring plan should:
a) include the names of individuals with post holder responsibilities for
implementing the AMP on site, management of external factors (see below
clause d) for types of external factors) and for the day-to-day management of
the data from the monitoring works;
b) include full details of the monitoring regime, such as reporting regularity, the
extent and duration of the monitoring;
c) define the competency of those monitoring the track;
d) define how the effects of external factors like pre-existing movement trends,
weather conditions likely to prevail during the site works (e.g. whether or not
hot weather patrolling is being undertaken) will be managed.
A.3.2 Monitoring Plan

A Monitoring Plan should be used to define track geometry prior to commencement
of any site work.
Page 44 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Before site works starts, a joint Dilapidation Survey should be carried out that include
the condition of the track (such as the presence of closed joints) and of the track
components. This should be recorded by the Project Manager or their representative
and the maintenance organisation’s Track Engineer. This should define any remedial
works arising.
A set of “baseline” monitoring readings should be taken up to a month prior to any
work commencing on site. Any existing monitoring data for the site should be
incorporated or referenced into this base data. The base readings should
demonstrate that the track complies with the ‘Maintenance limits’ for gauge (Table
1), geometry (Table 5a) and position defined in NR/L2/TRK/001/C01: Inspection and
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
maintenance of permanent way – Geometry and gauge clearance. Where

necessary, arrangements should be made to achieve compliance.
The maintainer should provide appropriate NMT information as part of the

Dilapidation Survey data.
Prior to the works commencing, the Project Manager or their representative should
review the baseline survey and any Track Geometry design, to identify what
tolerances, if any, are available, and set trigger levels for the recorded parameters
which, if reached, should require intervention by the Project team.
A.3.3 Risk management

The Network Rail Project Manager or their representative should assess the
potential impact to the existing infrastructure including anticipated track deflections.
The construction contractor should submit, to the Network Rail Project Manager or
their representative, design calculations to provide a quantitative assessment of the
potential impact of any particular works or temporary works to the existing
infrastructure, safety of the railway or safety of personnel other than contractor’s
staff. This information should be reviewed by the Network Rail Project Manager or
their representative to identify any required mitigating measures and/or level of
infrastructure monitoring.
The frequency of measurements of the track should be based on a risk assessment
of the site conditions (including any pre-existing movement trends, the line speed,
the staging of the works, and the prevailing weather conditions) and the type of
works. It should be subject to agreement with the Maintenance organisation
representative. Unless otherwise assessed and documented, readings, and the
analysis of the readings, should be completed at least daily.
A.4 Monitoring methodology

A.4.1 General
The normal methodology for measuring any physical effect of Project works on the
existing infrastructure should be through monitoring of the track adjacent to the
worksite, by conventional levelling or total station techniques plus, where
appropriate, the use of inclinometers and/or regular visual inspection of other
infrastructure elements (OLE, signalling structures, etc.).
Page 45 of 69
Ref: NR/GN/TRK/3103
Issue: 1
A.4.2 PGM datums

Figures A1 and A2 show a forced centring survey PGM/pillar especially suitable for
monitoring. Figure A2 shows the 5/8th inch screw thread with which to attach the total
station.
Figure A.1 – Forced centring survey PGM/pillar
Figure A.2 – Head of pillar with 5/8th inch screw thread
Where PGMs already exist, the Network Rail Project Manager or their representative
should obtain, from Network Rail Senior Survey Engineer, any existing survey PGM
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,
Page 46 of 69
Ref: NR/GN/TRK/3103
Issue: 1
values associated with the site. The survey should include PGMs that are located
outside the zone of influence. Any existing PGMs located within the zone of influence
should be reported to the Network Rail Senior Survey Engineer.
Where no existing PGMs occur, one new fixed monitoring pillar (NR/L2/TRK/3100,
Appendix B, B.7, Type 6) should be established in a place of safety, enabling forced
centring of the total station. It is necessary to confirm the position of the pillar for
each observation period from reference backsight targets outside the zone of
influence.
When levelling only is required, simpler Bench marks, such as any of Types 1 to 4
(NR/L2/TRK/3100, Appendix B), should be used.
A.4.3 Track measurement

Track parameters should be taken as a minimum at three-metre intervals from the
centre line of the works and up to 30 m outside the zone of influence of the works.
However, the length of track being monitored may be increased with the agreement
of the Maintainer’s representative and the Project Manager or their representative.
The agreed extents should be documented in the AMP.
At a minimum, parameters measured should be vertical levels every three metres
and pegs every 10 m for alignment. Pegging for short sites will be at 10 m intervals
with 1 peg at the middle of the site where any anticipated movement will be at its
greatest.
Targets should be fixed on all structures within the extent identified above.
A.4.4 Levelling techniques

Conventional levelling methods starting and closing on known bench marks should
be used. No line of sight should be greater than 50 m in length.
Engineer’s levels with an accuracy of 2 mm per 1 km double run should be used. A
conventional levelling staff or bar coded staff may be used depending on the level
instrument being utilised.
An auditable record of two peg tests should be completed at a regularity dependant
upon the observation epoch frequency:
a) every three days when observations are taken daily; or
b) daily when observations are completed every few hours.
All results should be recorded either directly on the instrument and downloaded to a
computer or booked in a level book and the results computed by standard height of
collimation or rise and fall methods.
Results should be presented on a spreadsheet.
Page 47 of 69
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---

Ref: NR/GN/TRK/3103
Issue: 1
A.4.5 Total station techniques

A detailed track survey by total station techniques (based on methods detailed in
NR/L3/TRK/3101 Clause 5.8) should be undertaken when full plan and height
information is required. Specially installed survey prisms in the web of the rail or
fixed directly to sleepers should be used. Only the latter should be used to monitor
the track after the first measurement to avoid the need to access the four-foot.
Examples of Leica circular prisms are shown in Figure A.3.
Simple stick on reflectors may be used depending on the accuracy needs and
duration of the work but these are not capable of being used with automatic target
sensing instrumentation.
This survey should extend at least 30 m past the anticipated limit of movement (zone
of influence), this may need to be extended dependant on the anticipated accuracy
of the movement predictions.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
The Project Manager or their representative should review the survey and determine
the requirement for comparison with the track design installed at the site. This will
generally only be required for worksites where a length of six metres or more of track
might be disturbed.
Any additional monitoring of a particular infrastructure element should be agreed
between the Project Manager or their representative and the Maintainer’s
organisation representative on a site-specific basis.
Figure A.3 – Leica circular prisms
A.4.6 Standard level of monitoring

The following standard level of monitoring should be employed (24 hours a day,
seven days a week) when it is considered likely that track disturbance will occur):
a) Extent: adjacent to the works for their full length, plus 30 m beyond the site
limits at either end;
b) Frequency: whichever is the greater of:
Page 48 of 69
Ref: NR/GN/TRK/3103
Issue: 1
1) at three-hourly intervals during the works, and up to 13:00 on the first full
day of operation following return of the infrastructure to operational use at
the end of a possession, then every two days for 13 days from return to
operational traffic at the end of a possession; or
2) until any settlement has stabilised.
The monitoring should not be withdrawn, where settlement has occurred, without the
agreement of the maintainer.
The following parameters should be measured:
a) cant using a calibrated cross level;
b) six-foot;
c) cess rail and six-foot levels at three-metre intervals from the centre-line of the
works using a level (type as defined in A.4.4) and staff;
d) any other, as agreed with the maintainer;
e) track parameters for horizontal alignment will be taken at 10 m intervals from
the centre-line of the works;
f) any other, as agreed with the maintainer or triggered by earth movements
around structures such as OLE and signal gantries.
A.4.7 Precautionary level of monitoring

The precautionary level of monitoring should be employed when it is considered
unlikely that track disturbance will occur.
a) Extent: as Standard Level.
b) Frequency: daily for the duration of the works, or as required by Network Rail
Project Manager or their representative. For example, monitoring frequency
for embankments may be reduced to weekly where there has been no
evidence of infrastructure settlement where embankment extensions already
completed.
c) Parameters: as Standard Level.
A.4.8 Open cut

Where a widening of a cutting has occurred, the opening speed should be restricted
to 50 mph.
The site should be monitored throughout the following week, with weeknight tamping
being carried out, if possessions are available. The speed may be increased the
following weekend after a tamping shift. However, the final line speed should not be
permitted without agreement of the Network Rail Project Manager or their
representative.
The track should continue to be monitored every two days for 13 days from return to
operational line speed or until any settlement has stabilised whichever is the greater.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`--- Page 49 of 69
Ref: NR/GN/TRK/3103
Issue: 1
A.4.9 Types of work

The types of construction activity that impart risk to the track, and the anticipated
level of monitoring that should be applies, are shown in Table A.1.
Type Monitoring Level

UTX Standard
Pipe Jack/Thrust Bore Standard
Open Cut 50 mph TSR for one week and increase to normal
line speed when agreed with the Track Engineer.
Weekly monitoring until any deflections have
stabilised. The withdrawal of monitoring where
settlement has occurred will be with the agreement of
the maintainer.
Sheet Piling Standard
Soil Nailing Standard
Removal of tree roots Standard
Extending existing cuttings No action
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Extending existing embankments Precautionary Monitoring, plus interrogation of NMT
trace information for the development of long
wavelength faults.
Extensions of culverts No action
Table A.1 – Monitoring level
In platforms and where other tight clearances apply, the tolerances, given in Table
A2, may have to be reduced in order to maintain satisfactory clearances.
A.4.10 Fault levels, trigger levels

The Intervention limits that are defined in NR/L2/TRK/001/C01 relate specifically to
data derived from the track recording vehicles and, therefore, are under-loaded
conditions that are not directly comparable to measurements undertaken by
conventional surveying instruments where no loading is applied.
Since the faults measured that are most likely to occur relate to the twist (cant
variation over three-metre chord) between two rails, on the same road and the
alignment variation, defined by deviation from the pre construction work start versine
Page 50 of 69
Ref: NR/GN/TRK/3103
Issue: 1
(20 m chord), it is considered that simpler intervention levels should be used as

given in Table A.2.
Trigger level Action

Difference in consecutive cants over Report fault to Maintenance organisation
three metres is greater t10 mm immediately.
Difference in versines from pre- Contact Maintenance organisation.

construction value of t10 mm
Table A.2 – Simpler intervention level
NR/L2/TRK/001/C01 (gauge (Table 1), geometry (Table 5a) and position) defines
requirements for intervention limits.
For some Project works, the limits for vertical displacements given might not be
wholly appropriate. Most anticipated settlements are expected to occur over a short
wavelength. In many locations, these can be less than the 20m versine chard length.
This could result in track deflections occurring that are greater than those in the table
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
going undetected.
In order to address this issue, the track should be measured in the vertical plain at
three-metre intervals, the intervention limits to be as given in Table A.3.
Interval At three metres At six metres At nine metres

4 mm precautionary 6 mm precautionary 9 mm precautionary
Intervention limits
6 mm intervention 9 mm intervention 12 mm intervention
Table A.3 – Intervention limits from baseline at three-metre intervals
A.4.11 Communication and reporting

Communication links between the Network Rail Project Manager, Works contractor
and the Maintenance organisation should be defined and demonstrated to work.
Measurements should be analysed and, where necessary, acted upon, by the Works
Contractor. A copy of the recorded measurements and calculated movements, along
with confirmation of any action taken, should be submitted to the Maintenance
organisation to the timescales as defined in the AMP.
The form of the report should be such that changes in position and trends are clear.
A spreadsheet should be used to calculate twists. The form and method of reporting
(e.g. by hand or receipted e-mail) should be agreed and documented before work
commences on the site.
The Project Manager should make arrangements for the measurement reports to be
reviewed, The Project Manager should consult the Maintenance organisation on the
appropriate course of action as an intervention level is approached. Such action may
include a change in the monitoring regime.
Page 51 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Where dynamic measurements are obtained from a Track recording vehicle (TRV),
the Maintenance organisation and the Project Manager should arrange for these
measurements to be merged with the data obtained from the site monitoring regime
to confirm the adequacy of the track or, conversely, to identify any remedial action
that is required and the timescale for such action.
If requested, the Maintainer should provide NMT data to the Project Manager for
three months from completion of works at a particular site.
A.4.12 Remedial actions roles and responsibilities

The Network Rail Project Manager should employ a contractor to undertake
preventative/reactive maintenance to so that the track continues to run at a line
speed. The contractor should have available all resources i.e. plant, and competent
labour to manage and implement this process.
The Project Manager should advise the Maintainer of any such works as soon as
possible. If a requirement for remedial action is identified during possession working,
the Project Manager should endeavour to complete such action prior to the end of
the possession. Where this is not possible, the Project Manager or their
representative should install an appropriate ESR and inform Control.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
The results of infrastructure monitoring should be reviewed by the Project Manager
or their representative to determine what action, if any, is required. If remedial action
is required, the Project Manager or their representative should inform the Maintainer.
A.5 Site completion

A.5.1 General
On completion of construction works that risk destabilisation of a particular site, the
NR Project Manager (NRPM) or their representative should review any changes to
the infrastructure and agree with the Maintainer the scope of any required remedial
works. A decision on remedial works may be deferred until completion of a further
monitoring or review of NMT data, up to a maximum of three months from
completion of work.
At project close out monitoring should continue following substantial completion of
the works. Unless otherwise defined in the AMP, measurements should be taken:
a) in the week following the end of the works: daily;
b) in the second and third weeks: on the Monday and Friday; and
c) in the fourth week (the date/time to be agreed by NRPM and Maintainer): a
final set of measurements
Where appropriate, it will be necessary to transfer asset maintenance responsibility

from the Maintainer to NRPM or Designated Project Engineer, for the remedial
works.
Page 52 of 69
Ref: NR/GN/TRK/3103
Issue: 1
A.5.2 Design of remedial works

If the lifts and slues are less than 25 mm, the “design” may also be implemented
without further design checks unless through platforms. Where lifts and slews
exceed these values, or in platform areas, they should be analysed against the
original Form B design by the NRPM or their representative, to check minimum six-
foot dimensions, etc.
Populated as-built sheets should be passed to the contractor for implementation not
less than two weeks prior to the work taking place showing:
a) horizontal geometry;
b) vertical geometry;
c) validated lifts and slews;
d) gantry half chord positions.
Prior to any works taking place on site, the contractor should mark the half chord
positions throughout the planned site, and take the six-foot and relative level
readings (known as “pre-readings”) to the adjacent track. A check should also be
carried out by the contractor, on the datum plate readings in the area affected by the
renewal and their values recorded. If the datum plate is located within the area of
land movement, this will have to be taken into consideration.
Following completion of the remedial works the contractor should measure the new
six-foot and relative levels (known as “post-readings”). The difference between the
pre- and post-readings is then added to the validated slews and lifts on a form to
give the new lifts and slews required to achieve the design if necessary. Once the
track has been installed within the tolerances these readings should become the “as-
built” readings.
The as-built six-foot and relative levels should be taken and compared to the
validated design values to so that the track has been installed to normal construction
tolerances specified in NR/L2/TRK/2102:
a) horizontally: r10 mm horizontally (at 100 to 125 mph); or r15 mm at speeds
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
less than that;

b) vertically: +0/–30 mm.
The contractor should supply an electronic copy of the as-built paperwork along with
any updated datum plate information to the NRPM or their representative.
Distances should be measured to each Datum Plate (laser pointed at the cross)
throughout the length of the affected site using a calibrated Mephisto and the values
in the Datum Plate updated if necessary as follows:
a) the actual horizontal dimension measured (running edge to datum plate
cross);
b) the actual vertical dimension measured (top of rail to datum plate cross)
corrected for any differences from design cant on the rail closest to the datum
plate;
c) Design Cant Value calculated at actual chainage of datum plate.
Page 53 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Appendix B
Survey and setting out for slab track
B.1 Introduction
Appendix B provides guidance on the survey requirement for surveys to set out slab
track within restricted clearance areas. This usually applies to tunnels but can apply
to any area where an increase in track fixity is required.
Processes are provided so that these works use processes that give consistent
results, which will eliminate delays and rework during installation.
This guidance applies to all projects and contracts related to slab track installations
within Network Rail.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Each location will pose different requirements, so this guidance allows for some
flexibility of approach.
Structures less than 200 m in length, that are intervisable end-to-end might not
require PGMs inside the structure as it should be possible to undertake all
measurements from the external PGMs.
Where it is necessary to link into an existing control grid, this should not be allowed
to disrupt the relative accuracy through the structure.
B.2 Equipment
Due to the need for high accuracy and precision, top end accuracy equipment should
be used. Table B1 gives details of suitable total stations, Table B2 provides target /
prism holder details and Figure 1 gives an example of the Leica professional series
of targets.
Type Angular Spec EDM Spec Comment

Leica TCA 1800 1s 1 mm + 2 ppm Laser plumb required
Leica TCA 2003 0.5s 1 mm + 1 ppm
Leica TCA 1201+ 1s 1 mm + 1.5 ppm
Leica TDA 5005 0.5s 1 mm + 2 ppm Industrial application
Table B.1 – Total stations
Tribrach Carrier Prism

Leica GDF 21 GZR 3 GPH 1P
Leica GDF 121 SNLL 121
Leica TMGB2 GPH1P/GPR121
Table B.2 – Targets / Prism holders
Page 54 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Figure B.1 – Leica GPH1P professional series prism holder
Table B3 provides examples of suitable track measuring devices with an illustration

given in Figure B2 of the Amberg GRP3000.
Device Prism Comments

Amberg GRP 3000 GPH1P On site calibration bay useful
Modified Cant Gauge GMP 103 Poor with cant over 20mm
Table B.3 – Track measuring devices
Figure B.2 – Amberg GRP3000
Table B4 gives examples of suitable precise levelling instruments that use Barcoded
staves. Table B5 provides details of instruments that may be used for measurements
to provide details for structure gauge calculations.
Page 55 of 69
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---

Ref: NR/GN/TRK/3103
Issue: 1
Type Operation Accuracy

Leica DNA 03 Bar Code Staff 0.3 mm/km double run
Leica DNA 10 Bar Code Staff 0.9 mm/km double run
Table B.4 – Precise levelling instruments
Device Operation Accuracy

Amberg GRP 5000 Continuous scan r5 mm from datum (rail)
Laser Rail Laser Sweep Single point sweep ±3mm
Abtus Routescan Single point sweep ±3mm
Table B.5 – Structure gauging
Calibration and collimation requirements as detailed in NR/L3/TRK/3101 Clause
5.9.2 should be complied with.
All targets should have plate bubbles and a rotating plummet so centring can be
checked at every set up. Tribrachs with plumbing devices fixed in the base should
not be used unless a daily check is undertaken prior to use so that the plummet is in
adjustment. Such checks should be recorded and be available for inspection.
Prisms should be high order enabling the use of auto target recognition (ATR) total
stations. If free stationing is to be used, there should be enough high order prisms to
occupy every TMG used in the computation for the duration of the set up plus an
independent long shot. A minimum of six TMGs should be used.
All levelling for level datums should be undertaken using a digital level with an
accuracy of better than 0.5 mm per double 1 km run.
The track measuring system should be stable. It should preferably be a track
measuring device (TMD) or a minimum of a prism mounted on a cant stick, with
known geometry associated with the running edge.
The tunnel gauging device used may be associated with a TMD or a laser scan or a
laser sweep device.
B.3 Process
B.3.1 PGM hierarchy
The link into an existing PGM network should be arranged by Network Rail prior to
the issue of accepted values. This should be done before any detail survey work
commences.
Each end of the tunnel or structure should have baselines of sufficient length to
traverse between which are also in sympathy with each other in terms of co-ordinate
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
values. The creation of these points cannot be specific due to the diverse nature of
the areas involved.
Techniques for establishing these points may include use of GNSS and a long
baseline through the structure itself.
Page 56 of 69
Ref: NR/GN/TRK/3103
Issue: 1
Once the baselines have been created, specific processes should apply. The
following definitions apply:
a) First order: external control already in existence at a given interval;
b) Second order: baselines at each end of the structure;
c) Third order: PGMs through the tunnel, including demountable tables or pillars;
d) Fourth Order: non-occupiable wall mounted Track Machine Guidance spigots
(TMGs). These might already be in existence.
e) Level datum point: ground or wall mounted markers used to provide height,
e.g. Building research establishment (BRE) levelling bolts.
Refer to NR/L2/TRK/3100, Appendix B for PGM types and for pillar construction.
B.3.2 Establishing PGMs for initial survey

Existing First order control should be at a proximity to the structure that allows the
work to proceed smoothly.
PGMs should be established by GNSS observations two to five kilometres apart
either side of the structure.
Each First order PGM should have an orientation point at least 800 m away.
The GNSS results should be computed in such a way that a unity scale factor would
be maintained and then fitted into any existing network.
Second order PGMs should be traversed and levelled at each end between the
GNSS observed PGMs, this provides baselines, along with other additional points,
should attrition occur.
All PGMs should have witness diagrams and be protected from accidental damage.
An example of a completed witness diagram is provided in NR/L2/TRK/3100,
Appendix C, Figure C.1 . The form NR/L2/TRK/3100/Witness diagram 01 should be
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
completed.
Each traverse should be done twice to identify errors and allow selective re-
observation.
Third order points through the tunnel should take the form of demountable tables
permitting forced centring. Refer to NR/L2/TRK/3100, Appendix B, B.8 Figure 16 and
17.
The interval of these points would be between 80 m and 150 m. They should be
situated to form a network consisting of geometric shapes.
When redundant observations can and have been observed, computation should be
undertaken using least squares software (using Star*net or similar). The size of the
standard error for each PGM should be no greater than r3 mm.
Where little or no redundancy of observation exists, computation of all the traverses
should be done by Bowditch method.
Page 57 of 69
Ref: NR/GN/TRK/3103
Issue: 1
All traverses should have a computed accuracy of 1/70,000 or better. This will be an
error of less than 1.5 mm per 100 m in practice.
Fourth order points are not mandatory but might be useful on a busy site. These
would take the form of an expanding wall socket with a permanently installed TMG to
take a Leica circular prism. To provide values for these points, they should be
observed from at least three fixed control points (Third order tables) and then
computed using a least squares package.
Level values should be established from GNSS data and conversion to OS Newlyn
datum via OSGM02 from the Ordnance Survey website.
Level values created by GNSS do not have a very high relative accuracy, so use the
value for one PGM only, as a site datum and loop level from this to provide
consistent relative levels and the loop should be closed within itself.
Any errors should then adjust the existing level datum in the same way as the plan
values were done.
Through the structure, at intervals of 50 m to 70 m, BRE sockets should be fixed to
provide an independent height scheme (level datum points). This would also allow
the levelling of the demountable tables and the TMG position.
The height point of the TMG (using Leica GPH1P prism mount) is a point in space
58 mm from the wall end of the spigot along its shaft axis.
Levelling accuracies should be better than 1 mm per km.
At no point may Feno markers, wooden pegs or nails on sleepers be used as PGMs
because these are not permanent.
All data should be submitted in raw and computed format. It should include all
traverse computations and instrument set ups.
B.3.3 Survey of track position for design

The position of any point of detail will have its best relationship with the grid closest
to the PGM, to this end. Detail should not be observed beyond any orientation point
(Reference Object).
There are two potential methods for measuring the track position. Both depend on
the accuracy of the PGMs. Both require two targets to be set up and one instrument
location.
Readings to both orientation points on both instrument faces should be written on a
field book form NR/GN/TRK/3100/ Survey record form 01 and recorded on the
instrument. These should be submitted as part of the site documentation.
If residuals are greater than five millimetres in distance or 5s in orientation, work
should not continue until the differences have been resolved.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Free stationing should not be used unless there are sufficient points to resolve the
solution. A minimum of six targets plus one independent long check shot should be
used.
Page 58 of 69
Ref: NR/GN/TRK/3103
Issue: 1
• Method 1: The instrument is set up at one location along with a target either
side on the adjacent control points and checks are carried out as stated
above.
Measurements are taken to the track measuring device from 30 m beyond the
back PGM to 30 m beyond the forward PGM (only applies when PGMs are
spaced closer than 150 m apart) at an interval of at least five metres on
curves and 10 m on straights. Where there is any doubt, resort to five-metre
intervals. The instrument is then leapfrogged forward so the forward PGM
becomes the back PGM and the process is repeated which also provides an
overlap of points.
If using the Amberg GRP 3000 system, the overlap can be checked first. If
this is deemed acceptable, measurements may continue.
• Method 2: The instrument and targets are set up as in Method 1.
Measurements are taken to the track measuring device from 30 m beyond the
midpoint between PGMs, towards the back PGM, to 30 m beyond the
midpoint to the forward PGM at the interval specified above. The instrument is
then moved to the forward PGM and the process repeated. Checking overlap
points as before.
Individual target rail shoes should not be used.
B.3.4 Survey of datum marks

Project datum line is a metreage for the whole tunnel and is not directly related to a
track. It gives a general indication of the position in a tunnel, as is particularly useful
where the tunnel curves.
Track metreage is the individual metreage of either the up or down track, usually the
centre-line of the horizontal alignment axis.
Where single track exists, the metreage of the marks will be the same as the
metreage of the track. Where there are two tracks, there may be three metreage
values for each plate.
These should be fixed to one or both walls at 500 mm or so above the nearest rail, at
five-metre intervals (for curves), 10 m intervals (for straights) and change of track
geometry or “event point”.
To assist in the control of scanned data and coarse track alignment, datum marks
should be fixed to the tunnel walls. They should be fixed and co-ordinated prior to
the survey of the track at the same time as the TMGs or, alternatively, co-ordination
could be done when the track is measured.
Each mark will have a fine point which will be visible on the tunnel scan data from
the Amberg GRP 5000. This point will be measured using the profiler on the Amberg
GRP 3000. Datum marks, may be checked when track measuring with a GRP 3000
independently to TMGs.
The following should be recorded for each Datum mark:
a) chainage (metreage) and offset to nearest rail;
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`--- Page 59 of 69
Ref: NR/GN/TRK/3103
Issue: 1
b) height to nearest rail design;

c) design cant; and
d) applicable geometry.
The datum mark will also be used in the initial coarse lining of the new track.
B.3.5 Survey of gauge clearance data

Survey of gauge clearance data should be done using an Amberg GRP 3000
scanner, Laser sweep or Routescan at defined pre marked intervals.
B.3.6 Survey of other detail

Data can be extracted from point cloud information but it might also be necessary to
include survey of other detail by more conventional means.
All data should be passed to the designer in a Microstation V8 *.dgn compatible
format and where required clear route Sc0 format.
B.3.7 Design deliverables for Installations

The designer should provide the following for installation works:
a) a clear definition of the metreage upon which the design is based;
b) horizontal and vertical element metreage to start at a coincident value;
c) an ALG three-dimensional data for inclusion into records;
d) LandXML v1.1 string of alignment in Bentley Railtrack format;
e) a list of horizontal and vertical alignment elements in Excel or txt format;
f) PDF output of 10 m interval values along the alignment;
g) WinALC.geo file for any areas requiring tamping.
h) A spreadsheet as given in Table B 5 should be prepared to compare the
existing and proposed situation for clearances, and six foots related to design
chainage and structure construction. The Red, Amber , Green (RAG) colours
should also be used to signify where Clear (G), Reduced (A) and Foul ( R).
Existing Clearances Proposed Sixfoots (RE-RE)

Structure Up Passing Down Design Up Passing Down Existing Proposed
Construction Clearance Chainage Clearance
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Table B.6 – Existing and proposed clearances and sixfoots
Page 60 of 69
Ref: NR/GN/TRK/3103
Issue: 1
From these deliverables, all conversions into propriety surveying software can be
done.
B.4 Implementation and setting out

B.4.1 General
Prior to the start of the implementation on site, it is imperative that the site is planned
with the survey needs foremost.
PGMs should be safeguarded and lines of sight maintained whenever possible.
Co-ordinate differences to the alignment string are accurate only if the relationship
with the PGMs has been maintained.
B.4.2 Responsibilities and reporting hierarchy

B.4.2.1 Survey contractor
The survey contractor should be responsible for the operation of the procedures and
facilitating checks by Check Survey Team (CST). To undertake this, they should:
a) issue the control schedule for the project for checking and adoption by the
CST;
b) issue for acceptance and adoption the design alignment on board the GRP;
c) the Contractor’s design alignment should be available for inspection at any
time.
B.4.2.2 Check survey team

A”Check survey team” (CST) should be appointed by the Main Contractor to
independently check the Survey Contractor. They should check the slab track setting
out and pre-pour adjustment.
a) all CST equipment should follow the same check regime as the Contractor’s
equipment;
b) the total station and TMD to be used by the CST, if not the Contractors,
should be compared for differences so that a systematic correction between
the CSTs equipment and the Contractor’s equipment is known. This is
achieved by the survey of an identical section of track by each set of
equipment from the same position using the same set up and orientation
parameters. The systematic correction will be employed when comparing
results directly.
B.4.2.3 Main contractor

A main contractor should be as appointed by Network Rail to implement the works.
They should note that the Track geometry acceptance form NR/GN/TRK/3100 Track
Geometry sign off sheet and not the Check Survey Team report in a similar format,
will be submitted for acceptance of the track for concreting.
Page 61 of 69
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---

Ref: NR/GN/TRK/3103
Issue: 1
B.4.2.4 Client: Network Rail

Network Rail should appoint a Designated Project Engineer and Network Rail Project
Survey Systems Engineer. They should be responsible for acceptance of the data
put together by the Main contractor prior to concrete pouring.
B.4.3 Site zones

B.4.3.1 General
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
A distinction should be made between setting out ballasted zone (B.4.3.2), slab track
(B.4.3.3), and the transition zone (B.4.3.4).
B.4.3.2 Ballasted zone

This is defined as on the approaches to the area to be slab tracked.
Track should be marked up giving normal 5 or 10 m points and “event” points where
geometry changes.
Survey should be undertaken at the above points to within 100 mm and a
comparison of “as is” with the design should be made.
A Tamping form should be produced giving lift, slews and design cant.
The track should then be resurveyed and the process run through again until the
alignment is within the agreed tolerances to the design.
B.4.3.3 Slab track
B.4.3.3.1 General
The method of alignment measurement should follow the same practice as the
survey of the track where by the co-ordinate values of a point on the track have the
most sympathy with the PGM nearest to them.
The track should be supported by jacks at an interval of around two metres and there
should be enough jacks to allow at least two days lead on concrete pouring. The
jacks should have pointed ends so that lateral movement is unlikely when adjusting
for height. Lateral stability would also be improved by the use of adjustable bars
fixed to the adjacent rail.
A three measurement run approach should be used in order to eliminate sympathetic
movement, where adjusting one jack influences one already done.
Initially, the sleepers should be coarse lined using the Datum marks and a simple
offset and height difference. A run with the GRP TMD should then be undertaken,
measuring offsets to the datum marks, not co-ordinating points and the necessary
approximate adjustments to the position are made.
Page 62 of 69
Ref: NR/GN/TRK/3103
Issue: 1
A further series of survey runs with the GRP in “measure (no record)” mode co-
ordinating points (measure and compare but not recording) should follow that will
show the amount of change required on the horizontal and vertical props
(regulating).
While adjustment values are greater than 5 mm per prop, it is expected that there will
be effects on adjacent props when adjustments are made.
B.4.3.3.2 Detailed procedure

B.4.3.3.2.1
The track extents to be regulated should be identified and agreed. Where regulation
and adjustment is not adjacent to a concreted zone the regulation should extend at
least 10 m beyond the stop up board for the end of the concreting.
Note that concreting usually takes place in a zone of approximately 100 m in length,
on a single track at one time.
B.4.3.3.2.2
Where regulation is adjacent to a concreted zone or a regulated zone “manual
compensation” techniques as given in Section B.4.3.7 should be employed to assure
regulation is in sympathy with this section.
B.4.3.3.2.3
If during the regulation a new instrument location is required “dynamic
compensation” methods as given Section B 4.3.5 should be employed to assure
regulation from the new instrument location is in sympathy with the previous
instrument location.
B.4.3.3.2.4
The “Measure (no record)” function on GRP software should be used and the track
adjusted on the preliminary pass. Work should be undertaken in the same direction
for each pass.
Where possible, adjust the props to give 0 mm plan and height to design, but within
5 mm is tolerable.
Note that changes of greater than 5 mm at a prop location will affect the adjacent
props.
B.4.3.3.2.5
On the second pass, “Measure (no record)” should be used, and the track props
should be adjusted to 0 mm in plan and height. A final value within 2 mm is
acceptable.
Page 63 of 69
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---

Ref: NR/GN/TRK/3103
Issue: 1
B.4.3.3.2.6
Utilising “Measure (no record)” a third and final pass is undertaken. The track props
should be adjusted to 0 mm in plan and height. Values outside of r1 mm should not
be accepted and if necessary measures to re-configure or replace the prop should
be taken if a read out to r1 mm cannot be achieved.
B.4.3.3.2.7
The final measurement record run should be taken at 2 metre round number centres.
Values at the design chainage locations identified in Table 5 - Existing and proposed
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
clearances and sixfoots should also be gathered and recorded on NR/GN/TRK/3100
Six-foot check against proposed form.
Measurements should extend 10 m into concreted zone and to the ends of the
regulated zone. Unregulated track should not be measured. The measurement file
should be named YYMMDDSS* on board the GRP and be indexed in a master log of
measurements for each track stating Road, start chainage and end chainage.
B.4.3.3.2.8
This report not only defines the comparison with Table 5 - Existing and proposed
clearances and sixfoots but also enables the rate of change parameters that affect
track quality to be considered. For example, a rate of change in alignment over a 5
or 10 m and for head of rail over a three-metre chord for twist to conform to Network
Rail construction tolerances as specified in NR/L2/TRK/2102 Appendix A Table A2.
Such information may be compiled on NR/GN/TRK/3100 Track Geometry Sign Off
sheet. A spreadsheet with an appropriate Macro that computes directly such
parameters is available from the TMD manufacturer. This sheet also allows for sign
off when acceptable tolerances have been achieved
B.4.3.3.2.9
Providing the tolerances are achieved then the process should proceed to the Check
survey. Otherwise remedial action may be taken where necessary and the process
repeated, returning to B.4.3.3.2.6.
B.4.3.3.2.10
The CST should now be called in for the checks and form NR/GN/TRK/3100 Six-foot
check against proposed form and NR/GN/TRK/3100 Track Geometry Sign Off sheet
should be passed to the Main Contractor, who in turn will collate other forms, the
check survey results and should present them to the NR representative for approval
to concrete.
Page 64 of 69
Ref: NR/GN/TRK/3103
Issue: 1
B.4.3.3.2.11
The CST should utilise the same location, references and technique for set up,
orientation and height transfer or free station and when possible should utilise the
Contractors total station.
B.4.3.3.2.12
The CST should measure same locations as Contractor either by:
a) using their own TMD calibrated and compared with the Contractor’s TMD; or
b) using the Contractors TMD, but should create their own measurement file on
board the GRP.
B.4.3.3.2.13
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
The CST should produce results to their own format and report to the Main
Contractor.
Figure B.4 illustrates the typical situation when an Amberg TMD is being used in
association with a Leica total station

Figure B.3 – Amberg TMD and total station
Table B6 gives the tolerances for each of the TMD runs to ensure that the track is
being progressively moved towards the design proposed position.
Amberg TMD runs Plan deviation Height deviation

Run 1 to datum marks r12 mm r12 mm
Run 2 GRP r4 mm r4 mm
Run 3 GRP r1 mm r1 mm
NOTE Lining is done to r1 mm. This should achieve accuracy to r2 mm
Table B.7 – Allowable tolerances for runs of Amberg TMD
.
Page 65 of 69
Ref: NR/GN/TRK/3103
Issue: 1
B.4.3.4 Compensation modes

When measuring the same three points, providing a 20 m overlap from two adjacent
instrument set-ups, it is probable that a small difference in absolute co-ordinates will
occur that could result in a short wave defect. This is caused by the potential
compounding of small uncertainties in the survey control and their impact on
subsequent set ups used for adjusting the track. To overcome this issue, the GRP
employs two modes of “Compensation”.
B.4.3.5 Dynamic compensation (DC)

When changing total station position during regulation, there are small differences in
the orientation and position of the preceding and following total station setups. To
achieve a smooth transition for the track section, a DC will be applied. This involves
transforming the reported position of the common overlapping point from the
following station to the preceding station. Differences between the values given by
the two positions are automatically corrected and displayed.
The length of the compensation is half of the distance between the measured
“overlapping” point and the following projected total station position onto the design
alignment (usually 10 m). The correction is applied 100% at the chainage where the
overlapping point has been measured and 0% where the compensation range ends
as shown in Figure B.5. This is applied when instructed to by the GRP software.
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Key: d = 20 m, x = 10 m
Figure B.4 – Track adjustment at total station positions I and II with and
without DC
Page 66 of 69
Ref: NR/GN/TRK/3103
Issue: 1
B.4.3.6 Dynamic compensation procedure

The procedure should be as follows.
a) At end of sequence from the first total station position, in GRP Construction
Mode, the position reporting is seen as “I” in Figure B.2. Note the position
reporting values (Chainage, Left Rail, Right Rail, Axis) on form
NR/GN/TRK/3100 Dynamic Compensation (DC) Report Sheet.
b) Change total station position, set up and start new observations (“II”).
c) Measure a point ("Advance and Measure" [top icon]). TMD is still at the same
position, commence “Construction Mode”.
d) Note DC reported values on form NR/GN/TRK/3100 Dynamic Compensation
(DC) Report Sheet (Chainage, Left Rail, Right Rail, Axis).
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
e) Deduce uncompensated DC values, second position– first position values and
note on form NR/GN/TRK/3100 Dynamic Compensation (DC) Report Sheet.
B.4.3.7 Manual compensation

Manual Compensation is employed when adjustment zones are adjacent to
previously concreted fixed zones. This allows the adoption of the “as-found”
conditions at the interface of the fixed and adjustment zone.
Such an approach avoids the introduction of rate of change defects into the track. As
an example consider a fixed (concreted) zone where the track was adjusted to zero
on the previous possession. At the beginning of the next possession, the track is
found to be 2 mm offset from the theoretical alignment both in plan and height. If the
adjacent prop on the adjustment zone (say 2 m away) is adjusted to 0 mm, the
surveyor will introduce a rate of change defect of 2 mm/2 m – 1:1000 into the track.
However, such a rate of change is not acceptable and this is normally set at 1 mm in
10 m (or 1/10,000). This is defined according to NR/L2/TRK/2102 Appendix A
Table A.2 that states that 2 mm over 10 m is the maximum rate that is accepted (or
1/5000).
With Manual Compensation the 2 mm offset is adopted as a zero point and the
difference back to required 0 mm is adjusted at a predetermined rate. Therefore,
after 20 m the adoption will have reduced to 0 mm and the Manual Compensation is
complete.
B.4.3.8 Procedure
The procedure should be as follows.
a) Position the TMD at the fixed point on the track and enter GRP “Construction
Mode” and the position reporting will be evident.
b) Note real time reported values on form NR/GN/TRK/3100 Manual
compensation (MC) report sheet (Chainage, Left Rail, Right Rail, Axis).
c) Measure the track point (store it within the Construction Mode).
Page 67 of 69
Ref: NR/GN/TRK/3103
Issue: 1
d) Activate the GRP software “Manual compensation" button and enter the
chainage distance within which the differences should be smoothly reduced
so that the track axis is back on reported design position after the distance
indicated.
e) Note chainage distance on NR/GN/TRK/3100 Manual compensation (MC)
report sheet. Value in millimetres should be a function of absolute max value
on form NR/GN/TRK/3100 Manual compensation (MC) report sheet x10000.
i.e. Absolute maximum of –1.8, –1.2 and 0.9 is 1.8 mm at each two-metre
track adjustment location.
B.4.3.9 Final pre-pour report Track Geometry sign off sheet

To provide good track quality in slab track, it is necessary to monitor data such as
smoothness of track line and level, plus clearance of structure and adjacent track.
The use of form NR/GN/TRK/3100 Track Geometry Sign Off sheet for the purpose
(for use with Amberg GRP system) will provide a good means of analysis of the
collected data.
This sign off sheet should present in agreed and simple to understand formats the
following:
a) absolute horizontal differences from design alignment;
b) absolute vertical differences from vertical alignment;
c) measured cant against design cant;
d) measured gauge;
e) calculated twist;
f) calculated versine;
g) calculated horizontal rate of change (value from (a) divided by chainage
change);
h) calculated vertical rate of change (value from (b) divided by stationing
change).
After the final lining, an as-built check should be done at two-metre intervals.
This should be analysed using the report feature from Amberg GRP software and
presented on a spreadsheet that uses Macros to present the information as given on
NR/GN/TRK/3100 Track Geometry Sign Off sheet.
B.4.3.10 Structural and passing clearance

--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Once smoothness has been achieved and the alignment deviation is satisfied a
check should be made for clearance during the pre-pour adjustment phase and the
post-pour as-built phase.
A gauging run may be done using the GRP or other instruments and the data output
into a clear route format or an agreed static profile model.
Page 68 of 69
Ref: NR/GN/TRK/3103
Issue: 1
The GRP software allows the presentation on site of a clearance from a static
theoretical profile canted with the as-found track position to the structure as surveyed
by the system Profiler.
Results should be recorded on form NR/GN/TRK/3100 Profile and six-foot check
against proposed design form.
Using these functions, a check should be made using a set of “developed” static 2D
values for Network Rail approved structural clearance and a report should be made
ahead of Construction (by applying design lifts and slues to the as-found values) in
order to check the correlation of the data with proposed from Table 5 - Existing and
proposed clearances and sixfoots.
The results of this pre-construction report should be used to prepare for acceptance
of the slues measured at the regulated track “pre-pour” stage.
An on-site means to evaluate all the data produced should be provided. This could
potentially save several hours of delay in the process.
Once the slab track has had the form work broken and the rail head cleaned of any
residue, the as built process should be repeated for both alignment and gauge with
the GRP. These records provide the “as built” and are required for hand back.
B.4.4 Transition zone

The transition zone is the area where there is a slab on a gradient that gradually
lowers the level of track fixity until normal ballast takes over. This area should not be
tamped and the track is positioned using the same techniques as for the slab track
areas.
B.5 Accuracy requirements

Accuracy requirements are shown in Table B.7 that apply to all of Appendix B.
Horizontal PGMs Traverse accuracy 1:70 000

Vertical PGMs Digital levelling 0.5 mm / 1 km u 2
TMG Plan r2 mm Height r2 mm
Rail to alignment Lateral Deviation r2 mm Height r2 mm
Scanned Gauge Plan r5 mm Height r5 mm
Table B.8 – Accuracy requirements
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Page 69 of 69
13/07/2010
Version 1
Standards Briefing Note
Ref: NR/GN/TRK/3103 Issue: 1

Title: Topographic, engineering, land and measured building surveying – Survey and mapping techniques
Publication Date: 04/09/2010 Compliance Date: N/A
Standard Owner: Professional Head [Track]
Non-Compliance rep (NRNC): Senior Survey Engineer
Further information contact: Chris Preston Tel: 07515-627050
Purpose: This Guidance Note standard has been written to Scope:
enable a general understanding of the techniques that may be This Guidance Note is intended to be used by the Project Manager
used to collect survey data for all Topographic, Engineering, or Designated Project Engineer (DPE), in consultation with the
Land and Measured building surveying associated with Track,
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---
Senior Survey Engineer or team, or the Project Survey Systems
Building and Civils, Signalling, Control and Plant, OLE, and Engineer (CSM/Client’s Survey Manager), to define the most
Property. requiring a positional accuracy of better than r 100mm suitable survey techniques.
in position. It provides detailed project processes for track
monitoring and surveying for slab tracking as Appendices. It provides guidance and recommendations on the GRIP stages
It specifically excludes ground investigation, geotechnical, that the various techniques are best suited for.
building condition, dilapidation surveys and surveys associated This standard is also applicable to commercial remits in assisting
with Network Rail owned and operated measurement trains. in defining specifications.
It is intended to be used in conjunction with the suite of Network

Rail Topographic surveying standards. Parts of
NR/L2/TRK/3100, Topographic, engineering, land and
measured building surveying – Surveying and general specify
information to enable a specification for survey data collection to
be developed for the disciplines of Track (specified in
NR/L3/TRK/3101), Civils (specified in NR/L2/TRK/3102, in
development), OLE, Signalling and Commercial Property (all
with standards to be developed).
What’s New/Changed:
This document updates that originally provided as the Survey and mapping guidance note that forms part of the DOORS suite of
Cross discipline engineering requirements (NR/EE/SPE/00065).
The appropriateness of various techniques for the GRIP process is also highlighted. This includes the creation of a Project Survey
strategy shall be created prior to the commencement of work as specified in NR/L2/TRK/3100.
The strategy identifies a Survey risk register, defines the Survey grid, PGM hierarchy and Project longitudinal design
chainage/metreage.
Detailed appendices are provided for Track stability monitoring and Surveying for the design and implementation of slab track.
Affected documents:
Reference Impact
NONE
Briefing requirements: Where Technical briefing (T) is required, the specific Post title is indicated. These posts have specific responsibilities
within this standard and receive briefing as part of the Implementation Programme. For Awareness briefing (A) the Post title is not mandatory.
Please see http://ccms2.hiav.networkrail.co.uk/webtop/drl/objectId/09013b5b80417471 for guidance.
Briefing Post Team Function

(A-Awareness/
T-Technical)
A Senior Programme managers Infrastructure Projects
A Project managers Infrastructure Projects
A Track maintenance Engineers Maintenance
A Assistant TMEs Maintenance
A Buried services Engineers
A Engineering Mgrs Infrastructure Projects
A Scheme Design Engineers (EE)
A Programme Commercial managers Contracts & Procurement
13/07/2010
Version 1
A Senior Design Engineering and/or Design Asset Management

Managers (CEM/DEMs)
A Engineering Interface Manager(s)
A Route Asset Managers
A Senior Renewals and Enhancement Engineers Asset Management
(Track)
A Senior Design Engineers / Design Engineers / Asset Management
Senior Project Engineers / Project Engineers
(Track) – irrespective of Function/Team
A Compliance Managers Asset Management
A Outside Parties Engineers
*NOTE: Contractors are responsible for arranging and undertaking their own Technical and Awareness Briefings in accordance with their own processes and procedure
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---

Network Rail Standards
Supplementary Information
Information accessed via the links above is the property of the Copyright holder
IHS Additional Content Page
--`,,,`,`,```,``,,,,``,,,`,,,`,`-`-`,,`,,`,`,,`---


NR-GN-TRK-3103 Topographical, Engineering, Land and Measured Building Surveying - Survey and Mapping Techniques

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

NR-GN-TRK-3103 Topographical, Engineering, Land and Measured Building Surveying - Survey and Mapping Techniques

Uploaded by

Copyright:

Available Formats

Network Rail Standards

The following information is associated with Network Rail Standard:

Additional Content Access

IHS Additional Content Page

Copyright Network Rail

Copyright Network Rail

Copyright Network Rail

Figure 12 – Typical LiDAR system (TopEye) 31

Table 10 – Fixed wing accuracies 25

Table B.8 – Accuracy requirements 69

Copyright Network Rail

4 Surveying and GRIP

At GRIP stage 6, during implementation and commissioning, setting out using

At scheme handback and project closeout, data is required for computerised

Figure 1 – Dual frequency GNSS receiver

The last two documents available for download from: www.tsa.org.uk.

Copyright Network Rail

PGM hierarchy Maximum error

Some additional general points are highlighted as follows.

incorrect measurement of the instrument height. Consequently, the survey

Figure 3 – Examples of Engineer’s levels

Figure 4 – Example of digital level and bar-coded staff with conventional

Figure 5 – Conventional levelling staff and view through the instrument

Figure 6 – Variations on cross-hairs as seen through an instrument

6.6.3 Site procedure for levelling

6.6.4 Calculating reduced levels

Copyright Network Rail

TBM Reduced Level + Backsight to TBM = Height of Collimation equation [1]

Height of Collimation – Intermediate Sight = Reduced Level equation [2]

Height of Collimation – Foresight to TBM = TBM Reduced Level equation [3]

There is a misclosure of –2 mm as the calculation of the reduced level of TBM1 for

levels originally calculated. This is applied by making an equal and cumulative

Initial RL Adjustment Adj RL Remarks

6.6.6 “Rise and fall” method

Figure 8 – “Rise and fall” example

2.856 – 1.432 = 1.424

6.6.7 Errors with levelling and ways to avoid them

6.6.8 Collimation error and the two-peg test

If the collimation error is found to be less than ±1 mm per 20 m, the instrument is

6.6.9 Laser levelling

Figure 10 – Leica Rugby 200 and sensor

An example of such an instrument is shown in Figure 10. It is self-levelling and has

6.7 Comparison between GNSS heighting and levelling

They fall into two categories:

7.3 Comparison of aerial techniques

Technique Strengths and applications Weaknesses

Stereo viewing of images for mapping vegetation

7.4 Aerial photography

Figure 11 – Rotary wing aircraft

Ground Mapping accuracy

Fixed wing aerial photography uses digital cameras to capture at resolutions of

Ground Mapping accuracy

Continuous stereoscopic photography should be carried out to cover the existing

7.4.3 Photographic coverage

7.4.4 Survey photocontrol

7.4.5 Photograph documentation and annotation

7.5 Digital mapping

7.5.2 Accuracy of digital mapping

7.6 Details to be surveyed

7.7 Field completion and site verification

7.8 Aerial LiDAR survey

Figure 12 – Typical LiDAR system (TopEye)

7.8.2 Survey control

Figure 13 – Marker boards