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 Ref: NR/L3/TRK/3101
Issue: 1
Date: 4 September 2010
Compliance date: 4 December 2010

Issue record
Issue Date Comments
1 September 2010 First issue.

Compliance
This Network Rail standard is mandatory and shall be complied with by Network Rail
and its contractors if applicable from 4 December 2010.
When this standard is implemented, it is permissible for all projects that have
formally completed GRIP Stage 4 to continue to comply with the Issue of any
relevant Network Rail Standards current when GRIP Stage 4 was reached and not to
comply with requirements contained herein, unless the designated Standard Owner
has stipulated otherwise in the accompanying Briefing Note.

Reference documentation
GE/RT8000, Rule Book.
NR/GN/CIV/008, Model Clauses for specification of Civil Engineering Works.
NR/L2/TRK/2102, Design and construction of track.
NR/L2/TRK/3100, Topographic, Engineering, Land and Measured building surveying
– Strategy and general.
EDM calibration. RICS Guidance Notes series. 2nd Edition. December 2007. RICS.
GRD007. Precision site survey (topographical survey) for the production of level
crossing ground plans. Issue 1.
Guidelines for the use of GNSS in Surveying and Mapping. RICS Guidance Notes
series. 2nd edition. 2010.
Need for calibration – Reassuringly Accurate. RICS Guidance Notes series.
PWI Book S&C Maintenance. Volume 5.

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.

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Issue: 1
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Compliance date: 4 December 2010

Contents
1 Purpose 5
2 Scope 5
Figure 1 – Project scopes and appendices 5
Figure 2 – Survey processes for track survey types 6
3 Definitions 6
4 Survey process 6

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Figure 3 – Project survey strategy 7
5 Engineering and topographical 8
Table 1 – Survey accuracy bands 12
Table 2 – Discipline accuracy bands 13
Figure 4 – Rail foot example 1 16
Figure 5 – Rail foot example 2 16
Figure 6 – Cant and gauge measuring device 16
Figure 7 – Relationship between chord and versines 20
Figure 8 – Tools for hallade surveys 20
Figure 9 – Calibrated platform gauge 22
Figure 10 – Laser Rail “Laser sweep” 23
Figure 11 – Abtus “RouteScan” 23
Figure 12 – Target plate 23
6 Setting out 24
7 General 24
Appendix A Notes on track measurement devices (TMD) 25
Figure A.1 – Amberg GRP3000 26
Figure A.2 – GRP 5000 with HDS 4500 Laser scanner attached 26
Figure A.3 – GRP 3000 with profiler attached 27
Figure A.4 – GEDO TMD (Sinning) with Trimble survey equipment. 27
Appendix B Specifications 28
Table B.1 –Track survey details 28
Table B.2 – Items for Track and Platform extension survey (1) 29
Table – Items for Track and Platform extension survey (2) 30
Table B.5 – Services to be surveyed 31
Figure B.1 – Manhole form 32
Figure B.2 – Crossing nose 40

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Figure B.3 – “Nose” position - line joining the “pot marks” and scribed line. 40
Figure B.4 –Typical arrangement 41
Figure B.5 – Example of arrangement with co-ordinates 41
Figure B.6 – Checking for squareness of existing switches 43
Figure B.7 – Pre and post installation ground markers 43
Figure B.8 – Method 1 Theodolite straight layout 44
Figure B.9 – Method 2 Benching in to adjacent track 44
Appendix C Suggested MX or Bentley Railtrack Coding 46
Figure C.1 – S & C points to survey with coding 46
Table C.1 – Suggested MX or Bentley Railtrack Coding list 47
Table C.2 – Suggested MX or Bentley Railtrack Coding list (concluded) 48

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Issue: 1
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Compliance date: 4 December 2010

1 Purpose
This standard facilitates the creation of a specification for Topographic survey works.
It provides guidance to Project managers and Designated project engineers on
specifying and commissioning Topographic surveys where the accuracy needs are
better than ±100mm in position). It is intended to be used with NR/L2/TRK/3100,
Topographic, Engineering, Land and Measured building surveying – Strategy and
general.
Guidance on the various techniques most appropriate for the GRIP stages are found
in the NR/GN/TRK/3103, Survey and mapping techniques.

2 Scope
This Network Rail standard specifies requirements for surveys of track, platform
extensions, level crossings, utilities, gauging and implementation of S&C for which a
co-ordinated Engineering, or Topographic survey is required.
Requirements for individual project scopes are specified in the appendices to this
standard, as illustrated in Figure 1. The appropriate parts of this standard are
intended to be used with NR/GN/TRK/3103 to identify the relevant survey
methodology appropriate to the GRIP stage.

Topographic survey
Permanent Way for standard Track S&C Implementation
Design (Appendix B, B.5)
NR/L3/TRK/3101
Rails and S & C
(Appendix B, B.1)

Platform Utility Services Level Crossings

Extensions
(Appendix B,B.2) (Appendix B, B.3) (Appendix B, B.4)

Figure 1 – Project scopes and appendices

NOTE As an example, consider a track renewal site. In general terms, a decision has to be made
between the options of a Hallade survey (5.11) or Total Station (electronic theodolite and EDM)
planimetric survey (5.7). All planned works in the area should be considered (track and other
disciplines). The Project life span is often longer than the typical “shelf-life” of a track survey (six
months maximum). The survey should be completed so that it can be easily updated, as required by
the works, or to reflect changes in track position (alignment validation, 5.8).
Types of track survey and where to find the processes are given in Figure 2.

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Issue: 1
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Compliance date: 4 December 2010

Topographic,
Engineering, Land and Hallade surveys
Detail Survey Accuracy Measured building
and Bands (5.11.2 and 5.11.4)
surveying (Track)
(5.7.3) standard

Gauging Surveys Track Design Detail & S&C Implementation

Platforms & Structures) Alignment Validation (clause 6 and
(5.11.3) survey (AVS) (5.8) Appendix B,B.5)

Figure 2 – Survey processes for track survey types

3 Definitions
For the purposes of this standard, the terms and definitions given in
NR/L2/TRK/3100 apply.

4 Survey process
4.1 General
A Project Survey strategy shall be created by the Project Manager with assistance
from the CSM prior prior to the commencement of work as specified in
NR/L2/TRK/3100, 5.1.
NOTE Not all parts are applicable for all projects. Figure 3 identifies the salient parts of this strategy.

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Issue: 1
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Compliance date: 4 December 2010

Strategy

GRIP (3-6)/ Data Users Survey

Planning Data
Managem’t

Strategy Scope Designers Discipline Acceptance Data

Storage

Accuracy Site access Asset Construct’n Survey Auditing

Maint’ce Methodol’y contractors
planning co-
ordination

Figure 3 – Project survey strategy

4.2 Survey grids

4.2.1 General
To achieve integration of all survey and asset information data of various types, a
project policy on survey grids shall be established at the outset. The project policy
shall embrace the use of a design longitudinal chainage or metreage.
NOTE 1 This avoids confusion with ELR miles and chains.
NOTE 2 The project grid is important as it enables the curved earth to be mathematically defined as a
plane. A number of variations may be appropriate. The best variation to use is dependant on the
nature of the project and what other pre-existing infrastructure it is required to interface with.
The Project Manager or Designated project engineer shall consult with the CSM to
choose from the following:
a) Ordnance Survey national grid (OSGB36);
b) bespoke design of Absolute project grid (APG), e.g. Snakegrid such as
WCG05 (see NR/L2/TRK/3100, 8.2.3);
c) utilise a pre-existing survey grid (e.g. the London Survey grid (LSG));
d) Local project grid (LPG).

NOTE 3 Full descriptions and consideration of the advantages of each type are specified in
NR/L2/TRK/3100, Topographic, Engineering, Land and Measured building surveying – Strategy and
General, 8.

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The survey grid shall be defined on the ground by a network of permanent ground
markers (PGMs).
NOTE 2 These are usually based on a hierarchy of Primary, Secondary or Tertiary PGMs.

4.2.2 Longitudinal metreage

At the project outset, a unique location shall be defined as the origin of the running
design chainage/metreage. For a track related project, a certain rail or the centre line
of the down main shall be used as the reference metreage. This shall be made to
coincide with a clearly defined location on the ground that is unlikely to change, such
as the start of a tunnel, bridge, other structure.
NOTE 1 Mileposts are often destroyed or physically moved during track renewals work, so they are
not particularly suitable.
NOTE 2 The longitudinal design metreage does not have to start at 0 m and is usually set to be 1000
m or similar.
NOTE 3 For example, on the West Coast project the North Portal of Primrose Hill tunnel was defined
as the start chainage and a value given to this. The chainage ran along the centre line of the down
main.
NOTE 4 Although initially this metreage (or “Master” chainage) may run along an existing feature the
points are co-ordinated and thereby provide a theoretical line. During the project the original feature
may be moved but that does not alter the theoretical master metreage that may still be applied to any
line, approximately parallel to the original.

4.3 Permanent ground markers (PGMs)

4.3.1 Location and design of permanent ground markers
The location and design of permanent ground markers shall be as specified in
NR/L2/TRK/3100, 8.3.1.

4.4 Deliverables
4.4.1 PGM witness diagram
A PGM witness diagram shall be produced for each PGM when not located on
OLE/signal base. It shall show its general location with dimensions to at least three
easily recognisable and durable points.
These shall use NR/L2/TRK/3100/Witness diagram 01.

4.4.2 Other deliverables

A schedule, schematic or true to scale (TTS) plan in Microstation *.dgn format and a
Survey report shall be prepared as specified in NR/L2/TRK/3100.

5 Engineering and topographical

5.1 General
Survey grids shall be as specified in NR/L2/TRK/3100.

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NOTE 1 Guidance on GNSS Control surveys is provided in NR/GN/TRK/3103.

NOTE 2 It is assumed that at least Secondary PGMs have already been established.

5.2 Tertiary control

NOTE 1 Although GNSS techniques may be used under some limited circumstances, it is expected
that a total station traversing network will be used for tertiary or infill control between the first or
second order PGMs.
In all cases, the first and second order PGMs shall remain fixed in the survey
calculations.
When trackside infill PGMs are required between the secondary PGMs, they shall be
established at a maximum of 200 m intervals.
NOTE 2 When PGMs are being used during possessions, significant problems arise where the PGMs
locations alternate, from one side of track to the other and it is not possible to access one side due to
only one road being under possession. Consequently, it is a practical consideration, when TMGs are
not planned to be installed, to install a pair of trackside PGMs, one on each side, offset by 50 m,
rather than one every 200 m.

5.3 Traversing
Traverses shall start and finish on a pair of known PGMs.
Open traverses, starting on a PGM but not closing on one, shall not be used.
Fly stations shall only be used to enable measurement of small areas of low
accuracy detail, e.g. at the bottom of a bank or area where an obstruction occurs.
NOTE 1 A fly station is a single leg off the main traverse.
The following information shall be recorded on the total station for each pointing:
a) horizontal angle (HA);
b) vertical angle (VA);
c) slope distance (SDi);
d) instrument height (HI);
e) target height (HT).

The HI and HT shall be measured to an accuracy of +/- 2 mm.

At each total station set up, a series of pointings shall be made to a backsight PGM,
any intermediate PGM and a foresight PGM. The telescope shall be transited and
the pointings re-read, in reverse order this time.
NOTE 2 This process is known as a round.
Modern total stations using automatic target recognition (ATR) shall be set to
undertake such repeated measurements automatically.
These readings shall be logged digitally or, in exceptional circumstances, recorded in
ink on a suitable field booking sheet or field book.

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Each PGM shall be occupied in turn, two or more rounds of angles shall be
undertaken with different Reference Object (RO) values and distances will also be
observed.
NOTE 3 Distances might only be possible on a single face.

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The instrument shall then swap places with one of the targets and the process
repeated.
NOTE 4 This process is known as “leap frog” traversing.

If the means of the rounds of angles differ by more than 5″ of arc, another round
shall be carried out until an acceptable spread is achieved.
Upon reaching the final PGM in the traverse, a calculation shall be made of the co-
ordinates. A closure vector shall be calculated. This shall be done by the survey
contractor before leaving site. The closure error shall be better than 1/50,000 (20
mm per km).
If the closure does not conform, the observations shall be repeated in part or whole,
until a suitable closure is achieved. If this not be possible, the results shall be sent to
the Client’s Survey Manager for consideration.
NOTE 5 Where possible, the control traversing should be established simultaneously with any detail
track design survey, and the TMG reference point survey (if required).
When it is not possible to close out the traverse between second order PGMs within
one working shift, the last station (at the end of a working shift) shall be referenced.
This shall be undertaken by observing three full rounds of angles to include the back
station, fore station and one lateral reference point. Distances to the adjacent
stations shall be observed using free standing prisms (not hand-held).
Upon resumption of the survey, the last station shall be reoccupied and the angles
and distances checked for disturbance of the infill control point. Once this has been
verified, the survey may be resumed.

5.4 Tertiary and infill control levels

These PGMs shall be double-levelled within a level run opening and closing on a
previously established primary or secondary PGM (or a combination of both). Each
infill PGM shall be a change point. The levelled point shall be the top of the PGM
nail.

5.5 TMG survey

TMG surveys shall be co-ordinated by bearing and distance observed from a
minimum of two tertiary or infill PGMs. If any TMG is not visible from the infill PGMs,
this control shall be extended by conventionally closed traversing. Open traversing
shall not be used.
It might be possible to incorporate the TMGs as part of the infill control traversing
depending upon the location and construction of the supporting structures. The
published co-ordinates and levels of the TMGs shall be the prism centre.

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5.6 TMG point levels

The TMGs shall be installed level.
The TMG shall be:
a) spirit-levelled simultaneously with the infill control levelling operation; or
b) double “trig. heighting” of the prism centre (vertical angle and distance) shall
be performed and accepted where the two derived values agree to within
5 mm overall. Mean values may be accepted.

NOTE The levelled point may be the top or bottom of the spigot and a value of 6 mm will need to be
subtracted (top) or deleted (bottom) from the levelled value to get to the level of the centre of the
TMG.

5.7 Planimetric Information

5.7.1 General
The planimetric information shall be surveyed according to the requirements as
specified in Appendix B.

5.7.2 Height information

Height information shall be provided as spot heights throughout the survey area in a
nominal 20 m grid. Sufficient levels shall be surveyed such that the ground
configuration, including all discontinuities and key features are fully captured by the
digital ground model.

5.7.3 Accuracy – guidance

This is a complex subject and only the briefest of explanation is given here.
Accuracy is defined statistically as the root mean square error (rmse) or maximum
tolerance. The rmse is equivalent to 67% tolerance and 90% tolerance is 1.65 times
the rmse when a representative sample of points is tested. Thus, an rmse of ±5 mm
(band 1 Accuracy below) indicates that when a representative sample of 100 points
is tested not less than 67 shall be better than ±5 mm and not less than 90 points
shall be correct to better than ±8 mm. Any errors exceeding three times the rmse, in
this case ±15 mm may be regarded as mistakes.
Accuracy has been considered in relation to “Bands”. The higher the Band, the more
accurate the survey is. However, where a survey has been created for one user and
another user wishes to utilise the same survey for an alternative purpose the new
user needs to satisfy themselves that the survey is “fit for their purpose” by
undertaking some validation of the data.
NOTE See NR/L2/TRK/3100, clause 12.
It is not desirable to have a single accuracy band as increasing the accuracy usually
results in greater time and costs for data capture.

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Compliance date: 4 December 2010

By way of further explanation on the application of accuracy, surveying accuracy is a

complex relationship between a number of different potential sources of random
errors comprising the “Survey system”. Each part of the system may have an
accuracy or “standard error” associated with it and as combination the following
formula applies where suffix m is resultant standard error and suffices 1 to 3 are
individual errors:

σm= (σ12 + σ22 + σ32) (1)

EXAMPLE
Consider the scenario when a point is to be set-out or marked out on the ground from a PGM.
PGM installation accuracy of ±5 mm in relation to the survey grid.
Accuracy of setting up over PGM or centring error ±1.5 mm
Total station accuracy of 1” Angular accuracy and 3 mm ±2 part per million of distance.
Target accuracy ±3 mm
Point to be set out is 50 m away.

Therefore using equation (1), the final accuracy of point set-out is ±6 mm in relation to the PGM or
in relation to another point set-out from same location ±12 mm.

Vertical Horizontal
Band
mm mm
Band 1 ±5 ±5
Band 2 ±10 ±10
Band 3 ±25 ±25
Band 4 ±50 ±100
Table 1 – Survey accuracy bands

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Discipline Type of work Accuracy Band

Platform surfacing 1
Coping 1
Tunnel walls 1
Steelwork 2
Civil
Foundation 2
Brickwork/blockwork 2
Earthworks 3
Troughing 3
Plain line alignment 1
S&C alignment 1
Datum plates 1
Pway Within structure gauge 1
Drainage 2
Formation 3
Sand or bottom ballast 3
Steelwork 1
OLE Wiring, incl. Height & Staggers 1
Foundations 2
Ironwork 1
Signals Positioning 3
Sighting 4
Table 2 – Discipline accuracy bands
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Band number should be referred to when accuracy is discussed.

This example shows the effect of effect of combining survey tolerance and setting out tolerance
(construction tolerance).
NOTE NR/L2/TRK/2102, Table A.1 specifies values in relation to variation from design.
NOTE Accuracy Band 1 at ±5 mm is worse case scenario between adjacent observed points but
in practice the relative accuracy between points 10 m apart when measured with a properly
adjusted and calibrated total station would conform to the requirements specified in
NR/L2/TRK/2102, Table A.1.
NOTE Where different accuracy surveying techniques have been used for various features within
a survey, Table 2 should be added to any drawing title box to reflect this and referred to in any
“metadata” associated with the survey model file.

5.8 Detail and track alignment validation survey (AVS)

5.8.1 General
Details of the extent of survey shall be provided by the Project Manager or
Designated project engineer with assistance from the CSM, within the tender
contract documentation, defined by a marked up plan with ELR, and with start and
finish mileage and lines needed highlighted.

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The survey contractors shall use Method 1 (5.8.2) or Method 2 (5.8.3) for all detail
and alignment validation survey work, related to permanent way including Through
Alignment and overhead line equipment (OLE). When a “refresh” survey is required,
Method 3 (5.8.4) shall be utilised.
NOTE Other methods, such as the use of GNSS for accuracy bands 3 and 4, using accepted good
practice as defined in Guidelines for the Use of GNSS in Surveying and Mapping, 2nd edition 2010,
published by RICS, may be used for more general, less accurate, detailing applications.

5.8.2 Method 1
5.8.2.1 General
Detailing and AVS shall be completed either using total station radial methods or
tape and offset methods, or a combination of the two.
The prism constant for the instrument/prism combination shall be known by the total
station operator and the value inserted in the appropriate place in the instrument
display or, if this is not known, reference shall be made to instrument manual or
contact the instrument manufacturer or failing this arrange for the prism constant to
be calculated, using approved techniques.
The instrument set up PGM shall be checked for relative accuracy with a minimum of
two adjacent PGMs, prior to use. Differences greater than 15 mm in either X, Y or Z
shall be notified to the CSM.

5.8.2.2 Total station radial method

At each station set up, the surveying instrument shall be centred and levelled
correctly over the PGM or positioned using free-station observations on at least four
TMG points.
The instrument shall be pointed at the Reference Object (RO) and a value set on the
surveying instrument.
NOTE 1 This may be set to 0˚ or another suitable value.
Where free stationing has been used, a point with a distance of greater than 400 m
shall be used for the RO.
A reading of HA, VA and SDi shall be observed to the RO, having also measured the
height of the instrument and RO above the PGM to an accuracy of ±2 mm. This shall
be logged on the instrument or data logger, or written in ink on a field sheet or book.
If PGM co-ordinates have been previously published, these shall be checked.
Where free stationing has been used, the calculation residuals shall be reviewed.
Any outside of 6 mm shall be rejected.
A report shall be generated and sent to the CSM indicating where this has occurred
to allow remedial action on the published values to be undertaken.
Observations of ground points may now commence. The distance to radial points
shall not exceed 100 m (120 m for overlap track points only).

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When working on railway sites, the detail pole used shall be non-conductive or
insulated. The height of the prism for a rail foot shall be accurately measured and
shall not exceed 200 mm above rail level. The rail foot shall also have a spirit level
associated with it so that it is held in the correct plane.
After between 50 or 60 observations, or if the bubble has moved two or more
graduations from level on the plate bubble, or the electronic bubble indicates
movement, the RO reading shall be checked and the value recorded and compared
with the previous reading. If a difference of greater than five seconds of arc is noted,
the surveying instrument shall be re-levelled (if necessary) and a new RO reading
recorded.
The RO reading shall also be checked after the passage of a train on any of the
immediately adjacent tracks.
At the end of the set up, prior to dismantling the instrument a final RO reading shall
be observed, recorded and compared with the most recent value.
NOTE 2 Check here for gross errors of angle, which might mean checking back through the observed
data to find where the change has occurred.
Fly stations may be used for detailing into awkward areas. In this case, no more than
two shall be created from a single set up. In such circumstances, common radials
shall be observed and compared.
Null levels for string points shall not be created unless there is no other alternative or
unless there is a special requirement in the specification.
Where bank slopes are to be surveyed, strings shall run along the bank rather than
up and down the bank slope.
NOTE 3 This will enable the production of meaningful cross-sections.

5.8.2.3 Alignment validation/track detail survey

Total station radial observations shall be made to the running edge of both rails at a
defined longitudinal interval that shall be marked up on the track. Acceptable
spacings shall be as specified in Appendix B, Table B.1. For track observations, a
minimum of three points of common overlap shall be recorded for each adjacent
instrument set up.
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The positions of insulated block joints (IBJ) joints, rail joints, welds and other features
such as undertrack crossings (UTX) or any infrastructure feature that would require
disconnection or removal to enable track works shall also be co-ordinated.
The position of the black “+” on the datum plates shall also be co-ordinated where
the Absolute track geometry (ATG) concept is being used.
NOTE 1 This is signified by a green block on the datum plate that is always at the top of its possible
adjustment.
In non-ATG areas, the top of the red block defining the level and the face of the
datum plate (where track name is given) shall also be co-ordinated.
NOTE 2 This defines the place where the track offset is measured to.
The distance from the instrument to any point of detail shall not exceed 100 m
(120 m for overlap track points only).

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The prism shall be fixed at the bottom of the detail pole with a “rail foot” thereby
enabling the rail running edge, at 14 mm below the head of the rail, to be accurately
co-ordinated as well as the level of the head of the rail.
NOTE 3 We thank a number of suppliers for permission to use the attached pictures.

Error! Objects cannot be created from editing field codes.

Figure 4 – Rail foot example 1

Figure 5 – Rail foot example 2

5.8.3 Method 2
NOTE 1 Instead of using a rail foot to survey the track position, the track may be surveyed utilising a
track measuring device (TMD). Simple devices incorporating a cant stick and rail gauge measurement
along with the prism may be used if the geometry between the prism and the reference rail is known.

Figure 6 – Cant and gauge measuring device

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Other types of TMD fall into two distinct types:

a) for measuring the track quality; and
b) to measure the track geometry.
The latter is what we are concerned with here. They have a prism target located on it in such a way
that the track position may be derived.
The TMD shall only be used, in a Red Zone, where there is a continuous place of
safety adjacent to the track the TMD is on.
A total station shall be co-ordinated by Free Stationing (resection), using the TMGs
(measurements to at least four points).
This instrument shall then observe the TMD mounted prism, as the TMD is pushed
along the track to be measured.
For best accuracy, the TMD shall be used in “stop and go” mode for track alignment
surveys.
NOTE 2 More details of manufacturers and TMD checks are provided in Appendix A.
No distance measured to the TMD shall be greater than 120 m.
A minimum of twenty metres of common overlap, track observations shall be
recorded at both ends of each instrument set up (three points of common overlap).
A listing of horizontal and vertical overlap outputs shall be recorded before the
software on the TMD is allowed to average them out and join the rail strings
together.
All other details shall be surveyed as specified in Method 1.
NOTE 3 At crossing noses and switch toes, care should be taken to so that the TMD wheels sit
properly over the required point and do not rise up the side of the rail.
NOTE 4 A badly worn rail head can also cause the wheel to ride up the side of the rail. This is more
likely to be a problem where curves of less than 1000 m are found.
TMDs shall not be used where the radius of curves is of less than 1000 m. Planning
and inspection of the area to be surveyed prior to the work shall identify such areas.
NOTE 5 Appendix A specifies further requirements on the use and checks needed on TMDs.

5.8.4 Method 3
NOTE Where track surveys have not been used for more than six months, the reliability of the
surveys for the alignment might be called into question, especially when it is unknown if tamping
works have been undertaken.
Where track surveys have not been used for more than six months, site verification
of key features observed from the PGM shall be performed by a project
representative or the CSM, to check that they have not moved, including:
a) switch tips;
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b) crossing noses;
c) run-in and run-out of S&C for up to 100 m measured every 20 m (for
verification purposes only);

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d) the alignment at any pinch points such as structures, platforms or tight

clearance locations
A spreadsheet shall be produced comparing the new values with the same data from
the previous survey. The DPE in association with the CSM shall decide if the
differences are significant enough to require a complete alignment validation survey.
5.9 Instrumentation
5.9.1 Types
The following instrumentation types shall be used:
a) dual frequency GNSS receivers with choke ring antenna;
b) total stations with a minimum angular accuracy of ±2″ and EDM accuracy of
±2 mm + 2 ppm;
c) conventional engineer's automatic level or digital level with an accuracy of
±10 mm per 1 km run of double levelling;
d) approved TMD capable of recording the cant, curvature, track gauge and
distance travelled.

All instrument checks shall be undertaken by the Survey contractor.

Details of regular collimation checks of total stations shall be kept of the alignment
of telescope axis, EDM and ATR unit, including when checks are done and any
adjustment needed related to individual instruments. This shall be recorded on form
NR/L3/TRK/3101, Total Station Check and Adjust QA Sheet by the.
Details of “two-peg tests” and when carried out, on every level instrument, shall be
available.
The TMD shall be linked with computer software to synchronise the total station
observations with TMD-recorded data and derive a track point at a defined interval.
The Network Rail TMD acceptance certificate shall be available for inspection on site
at all times.
TMDs shall have the cant gauge checked and adjusted daily when needed. The
track gauge shall be calibrated against a calibrated manual gauge after a maximum
of three days of constant use.
All accessories such as tribrachs and detail pole bubbles shall be checked and
labelled as such.

5.9.2 Calibration
All instruments shall have current calibration certificates available for inspection from
the Survey contractor. This shall include the ability to trace the calibration back to a
certified baseline for EDM, as described in RICS Guidance note EDM calibration,
2nd Edition.
NOTE General comments on calibration may be found in RICS Guidance note – Reassuringly
accurate.
Easily audited records of all checks in 5.9 shall be kept by the Survey contractor.
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5.10 Document control

Electronic copies of all deliverables shall be retained by the Survey contractor for a
minimum of five years from the date of completion. Access shall be freely given to
Network Rail upon request.

5.11 Gauging and Hallade surveys

5.11.1 Hallade
NOTE 1 A Hallade survey requires the measurement of the offset (versine) at the centre of a
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stretched chord at equally spaced points (half chords).

NOTE 2 The Amberg GRP3000 TMD is also capable of being used in relative mode (i.e. without a
total station) to determine versines.
The Chord Length (CL) shall be established according to the track radius and not
line speed.
NOTE 3 A general rule of thumb is as follows:
With a Chord length of 20 m, the versine measured in mm (v) divided by 50,000 gives the radius in
metres (R). i.e. v=25 mm – 25/50,000 = 2000 – R = 2000 m.
With a Chord length of 10 m the versine measured in mm (v) divided by 12,500 gives the radius in
metres (R). i.e. v=50 mm – 50/12,500 = 250 – R = 250 m.

The versine shall be measured to an accuracy of a 1 to 2 millimetres.

NOTE Therefore, the limiting versine length is 150 mm. In practice, more than 100 mm starts to be
difficult to measure consistently.
The following shall apply:
a) CL = 30 m, except where Versines exceeds 150 mm;
b) when the Versine exceeds 150 mm, CL = 20, unless Versine exceeds
150 mm in this case, when CL = 10.
The survey shall also measure the cant (cross level), six-foot and any alignment
constraints or possible obstructions in relation to these points. Levels on each rail
shall be taken if there is a track lifting scheme proposed.

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Versine

1
0 B
Ha
A 2 lf Ch
C1 ord

Chord C

3
D1

Overlapping Chords

4
E1

Figure 7 – Relationship between chord and versines

The following tools shall be used:
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a) Hallade handles which introduce an offset to the geometry;

b) thin non-metallic piano wire or similar, not the orange string shown Figure 8;
c) nylon measuring ruler taking account of the offset introduced from the hallade
handles;

Figure 8 – Tools for hallade surveys

d) Fibron measuring tape;

e) rail marker;
f) calibrated cant stick;
g) Notebook/field sheets;

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h) “Jumpers” for measuring the six-foot, to raise the tape above the electrified
“third” rail, in some locations, so erroneous measurements are not recorded;
i) Engineer’s automatic level and levelling staff. A “two peg” test shall be
completed and recorded before its use.

5.11.2 Survey
Establish the Chord Length (CL) as specified in 5.11.1.
The chords shall be marked out in steps of half of the chord length, in the direction of
increasing mileage, for the full site survey extents, in a way such that they can be
easily re-established, starting from a structure or other feature.
The cess rail shall be used so the marks can be viewed from a position of safety.
The half chords shall be set out in the direction of increasing mileage.
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Each of the chords shall be numbered, starting from a known start point.
NOTE 1 This is usually defined related to a bridge or platform structure (see 5.11.3 for platforms).
Features such as those below shall be identified by chainage:
a) mile/quarter mile posts;
b) datum plates;
c) bridge/tunnel faces, platforms, bridge girders;
d) catch pits and dimension to nearest sleeper ends in cess and six-foot;
e) S&C long timbers and existing track geometry;
f) height and clearance to any dummy signals in the six-foot area;
g) any trackside components within the survey area which are less than two
metres from the track.

The survey shall start and finish, on a straight or circular curve (10 measured points
shall be taken into these elements).
The survey shall be extended if the readings do not show a smooth alignment
(consistent versine).
The string shall be stretched from A to C, measure with ruler and record the offset
(versine) and cross level at B as shown in Figure 7.
Also record the six-foot dimension, cross-level on opposite track and any physical
obstructions.
The sign convention used shall be a right hand curve in the direction of survey
(increasing chainage) shall be taken as positive versine and similarly a left hand
curve shall be taken as a negative versine.
Cants on a right hand curve shall be recorded as positive and negative on a left hand
curve.
NOTE 2 Suggestions for the column headings for a double track site are as follows:
a) half chord number;

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b) cant;
c) existing versines (up);
d) six-foot (A);
e) cant;
f) existing versines (down);
g) curve Hand L or R;
h) site Information with chainage.

Rail levels shall also be taken with an Engineer’s automatic level. These shall be
related to a site temporary benchmark or survey ground marker.

5.11.3 Platform and structure gauging surveys

Survey requirements shall be as specified in NR/L2/TRK/3201, Appendix B

5.11.4 Tools and Equipment for gauging work

In addition to that specified in 5.11.1, the following tools and equipment might be
needed:
a) Calibrated platform gauge of an approved type as shown in Figure 9.
b) Pole to attach to tape end for measuring structure profiles or Laser sweep
equipment (Laser Rail) as shown in Figure 10 or Abtus RouteScan as shown
in Figure 11.

Where it is impossible to know that the correct “virtual point” in the Lower sector is
surveyed, a target plate for use on platform edges and bridge centre girders similar
to that shown in Figure 12 shall be used. The dimensions of the target plate are
known and these dimensions shall be subtracted from the dimensions measured.

Figure 9 – Calibrated platform gauge

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Figure 10 – Laser Rail “Laser sweep”

Figure 11 – Abtus “RouteScan”

Figure 12 – Target plate

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6 Setting out
NOTE This methodology enables a design to be marked out on the ground for construction
implementation. It is also known as “Dimensional control”.
Setting out in the generic form shall be as specified in NR/L2/TRK/3100.
Implementation and positioning of S&C shall be as specified in Appendix B, B.5.

7 General
Preliminary joint site inspection visits (walk outs) with the CSM shall be arranged to
identify project specific requirements, i.e. specific PGM locations, etc.
In addition to the details listed in the specification, the work shall also conform to the
details discussed at the time of the site inspection visits and pre-contract meeting.

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Appendix A
Notes on track measurement devices (TMD)
Whichever manufacturers’ TMD is being used, consideration shall be given to the
rail–wheel interface, which is affected by the nature of both of their profiles.
1. Regular calibration procedures for the TMD shall be carried out and documented
by the Survey contractor.
2. It shall not be assumed that in different areas the track gauge is intended to be
the same. Some areas may be set to 1435 mm and others to 1432 mm gauge.
3. The wheel profile shall not be coned.
NOTE This would give erroneous readings of the rail head.
4. Planning and inspection of the area to be surveyed prior to the work shall identify
areas where a badly worn rail head might cause the wheel to ride up the side of the
rail. In such cases, TMDs shall not be used.
NOTE This is more likely to be a problem where curves of less than 1000 m are found.
5. Different rail characteristics might require a different type of wheel.
a) The wheel flange size is critical to how the TMD rides over jointed track. This
is especially apparent where fishplated joints and S&C areas are being
measured. In S&C areas, “stop and go” methodology shall be used.
b) New rail or rail subjected to grinding will be more abrasive on the wheel and
the condition of the wheel shall be carefully monitored. In extreme cases, a
more resilient wheel shall be used. Steel wheels shall not be used except
where track circuits have been temporarily taken out of use/disconnected in
accordance with the Rule Book.
c) The operator shall inspect the site for expansion joints as these can derail
some TMDs.

Network Rail shall only accept “stop and go” methodology for track alignment
surveys.
NOTE Two methods of survey are possible:
a) “kinematic” where the TMD is pushed continuously through the site; or
b) “stop and go”, where the TMD is stopped at discreet points.

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Figure A.1 – Amberg GRP3000

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Figure A.2 – GRP 5000 with HDS 4500 Laser scanner attached

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Figure A.3 – GRP 3000 with profiler attached

Figure A.4 – GEDO TMD (Sinning) with Trimble survey equipment.

NOTE Inclusion of an illustration does not imply Network Rail endorsement. The Amberg GRP system
and GEDO TMD have Network Rail product approval.

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Appendix B
Specifications
B.1 Permanent way and Platform extensions
B.1.1 Requirements for the survey of all rails and S&C
Rails shall be surveyed so as to result in the minimum number practicable of
individual, continuous rail strings.
Individual survey points shall be numbered in consecutive upward order in the
direction of increasing mileage. The gauge face of running rails that shall be
surveyed (i.e. a point 14 mm below the head of the rail).
Survey strings shall be continuous through turnouts in the normal direction of traffic,
the rails of the diverging route shall be surveyed commencing at the switch toes.
The survey shall individually note the position of the switch toes, crossing nose and
knuckle points of each turnout.
Check and wing rails shall be surveyed separately.

B.1.2 Track survey details required

Track survey details shall be as specified in Table B.1.

Extents
Type How often When
Longitudinal Lateral
200 m each side 10 m Always
3 m parallel to the
plus 50 m into
Plain line outside rail on the
straight or
nearest track.
regular curve a 5m Radii <500 m
200 m each side
3 m parallel to the
plus 50 m into
S&C outside rail on the 5m Always
straight or
a nearest track.
regular curve
a
If the straight is a geometric transition, the survey shall extend 50 m into the straight or curve at
its end. This may be extended to 10 surveyed points by agreement with DPE (Track).
Table B.1 –Track survey details

The survey shall not stop on a transition curve

Tops and bottoms of transitions, curve starts and ends (all where indicated on site)
shall all be shown.
The survey shall cover a greater distance than the planned works, to allow adequate
run ins/out with the through alignment design.
Switch toe details including numbers, crossing noses and knuckles of S&C with type
(i.e. C11 this information is usually found on the side of the crossing unit and for
switches on the heel blocks) shall be noted and annotated.

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When differential cant exists between the through line and turn-out, this shall be
indicated by “2L” being written on the base plate (known as “two-levelling”). The
positions shall be surveyed and noted at each base plate location.
The items defined in Tables B2 and B3 shall also be included in a full track survey or
a platform extension survey.

Full track design Platform

extension
Rail joints including type (track joint or 9 9
expansion) and number of bolts
Adjustment or expansion switches (breathers) 9 9
Insulated joints (type 4/6 hole, site or shop 9 9
manufacture)
Welds and type 9 9
Change of rail type 9 9
Position of third rail ramp ends at centreline 9 9
position, rail gapping and overlaps, guard
boards, feeder cables Hook switches (and the
associated ID) and cross track cables
Axle counters and treadles 9 9
Rail lubricators 9 9
Transition rails (UIC 60E1/UIC60ER to 9
113A/UIC 56E1, etc.)
Position of twist on twist rails (indicating 9
inclined and vertical)
First and last timber/bearers on S&C including 9
last through or long timber/bearers
Check rails, guardrails and wing rails measured 9
at the same intervals as for rails
Change of sleeper/bearer type including the 9
ends of any long bearers or way beams on
bridges;
Level crossings (specified in B.3.2 but extent to 9 9
be confirmed by DPE (Track))
Point motors / motor bearers/ positions of drive 9
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mechanisms, stretcher bars and types of all

point operating equipment
Switch heater units, including type, (gas, 9
electric, strip, cartridge, or pad) as applicable
and controls (including all cubicles and
transformers and their identification numbers
Wheel impact load detectors, e.g. Wheel Chex 9
devices
AWS ramps/magnets/TPWS, TASS Balises 9 9

Table B.2 – Items for Track and Platform extension survey (1)

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Signal gantries, posts and bases, ground 9 9

signals together with signal numbers
Signalling equipment, point machines, pump 9
units, disconnection boxes, equipment cubicles
and cupboards (and their identification
numbers), pipes, pressure vessels, valves
Catch pits and Channel Drains including depth, 9 9
invert levels, size of pipe and flows. Record on
Form in Figure B.1
Cable troughs, cable runs and pits (including 9 9
within the four-foot: UTX, depth and size)
Buildings, cabins, relay rooms and relocatable 9 9
buildings (REBs), including an indication of
overhangs, canopies, etc.
Mile and quarter mile posts – include values. 9 9
The design chainage shall be tied into the
mileposts and datum milepost defined (where
applicable)
Trackside signs 9 9
Posts, poles and lighting columns (type to be 9 9
noted)
OHLE masts stays and bases to include 9 9
structure numbers and indicate DEPs
(designated earthing points)
All OLE bonds (red bonds to be identified) 9 9
OLE height and stagger measurements at mast 9 9
and mid-span but five-metre intervals through
any S&C itself
Buffer stops and their designs 9 9
If the extent of the relaying is known then the 9
height of the rail is to be found using rail
callipers so that the appropriate lift fishplates
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can be provided
Profiles of adjacent structures that may have 9 9
an impact on gauging clearance (bridges over
and under, platforms, plus top and bottom of
ramp, coper edge, top and bottom of retaining
walls at the same position as the rail is
surveyed)
Platform coper alterations will require platform 9 9
construction, coper overhang;
Platform buildings/ non moveable furniture 9 9
closer than 2500 mm from platform edge and
columns if closer than two metres from platform
edge;
Location and values on Datum plates 9 9

Table B.3 – Items for Track and Platform extension survey (2)

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The platform survey chainage shall be datumed to the Top of Ramp (TOR) low
mileage end of platform and the data sheet shall be produced with chainages based
on this. Further details on platform gauging surveys are to be found in
NR/L2/TRK/3201 Appendix A. If the platform is extended at the low mileage end the
datasheet for the whole platform shall be produced with chainages from TOR low
mileage end.

B.2 Utility services surveys requirements

B.2.1 Tracing of services – Scope of services survey
All underground and above ground services shall be surveyed.
Accessible inspection chamber covers shall be lifted where permissible. Services
shall be positively identified by direct visual survey.
Routes of services between access points may be taken from record drawings and
plotted to agree as closely as possible with surveyed surface features and trench
scars where obvious. Such visual surveys shall be supplemented by electronic or
other tracing of inaccessible routes.
The services information to be surveyed shall be as specified in Table B.4.
Direct Electronic
Service Records Excavation
Visual tracing
Surface water drainage
Foul drainage
Water
Gas
Electricity
Telecommunication
Other services
Other underground utility features
Network Rail signalling cables
Network Rail power cables
Table B.4 – Services to be surveyed
B.2.2 Derived information
For the services specified, underground service information may be taken from
statutory authorities' or other service owners' record drawings and plotted (annotated
to reflect source data) to agree as closely as possible with surveyed surface
features.
Where information is derived from Statutory Authorities record drawings, a schedule
shall be provided giving full details, e.g. drawing number, scale, date of original
drawing etc. and Record office location. All information taken from records shall be
clearly identified as such on the survey drawings (or digital data).
The following data shall be recorded for each underground chamber, catchpit,
manhole and the like:

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a) shape of unit with principal plan dimensions together with sidewall and centre
depths;
b) width and levels of all channels and pipes. Levels shall be taken at regular
intervals and in any event at not more than five-metre centres;
c) invert level, material, location and diameter of all pipes, bell mouths and
valves together with direction of flow;
d) top and bottom water levels of all underground structures.
Such data may be recorded on a form similar to the example in Figure B.1.

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KEY
BTLM = Back to low mileage
Figure B.1 – Manhole form

B.2.3 Services report

A report shall be submitted indicating any anomalies between surveyed services
data and records, detailing likely accuracies achieved and commenting on services

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not located for any reason (e.g. un-liftable or hidden covers). All unidentified features
shall be highlighted in this report.

B.2.4 Cable tracing and locating equipment

Only CAT and Genny cable locators that operate at a frequency of 33 kHz shall be
used by Network Rail for cable detection and tracing. Versions of the equipment that
operate at 22 kHz shall not be used.
All tracing of services shall be performed in association with a hard copy/digital
version of a map in the field.
The Cat and Genny operator shall be suitably trained and qualified, The operator
shall have a safety critical ID card showing his competence to use this equipment

B.3 Level crossing survey requirements

NOTE Surveys for level crossing designs have very specific attributes and accuracy requirements.
They involve a high level of detail collection. The following list gives an overview. Full details and
Precision site survey (topographical survey) for the production of level crossing ground plans
clarification reference should be made to document GRD007, Issue 1.

B.3.1 Minimum site details to be surveyed

Where not already covered in the track details to be surveyed in Appendix B.1, the
standard details to be surveyed shall include, but not be restricted to the following:
1) Highway:
a. Edge of carriageway, channel lines, verges, tracks and footpaths, including
all raised, dropped and pin kerbs;
b. Transition kerbs shall be surveyed and graphically represented on the
finished survey to indicate the gradient of the unit. Level to be surveyed at
the top of the kerb;
c. Road centre-line levels taken at 10 m intervals;
d. All vehicular/pedestrian access points;
e. All road markings. (To include white lines, yellow lines, box
junctions,;arrows, symbols, text, cats eyes etc.);
f. Position, orientation, width and under-clearance of all road signage to be
surveyed and depicted on the topographical survey.
NOTE The edge of carriageway is defined as that point where the kerb unit visually meets
the road surface.
The edge of carriageway shall be surveyed in the following manner:
• the channel line (edge of carriageway) at regular intervals, with all changes
in direction to clearly identify the edge of carriageway alignment;
• kerb widths, measured and displayed on the finished survey;
• top of kerb levels where the back of the kerbing unit meets the footpath;

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• kerbing, graphically displayed on the finished survey to reflect individual

lengths of kerbing units.
2) Railway:
a. All component material edges and corners within a modular decking
system (Bomac, Polysafe, Strail, Omni, etc.) shall be picked up, including
kerbing units as and when deployed.
b. Trespass guards shall be picked up, in the form of a series of outline
panels relating to cess, four foot and six-foot accordingly. It is acceptable
to illustrate individual triangular aris rails as a CAD exercise.
c. The first three sleepers per running line, from the edge of the level
crossing deck or trespass guards, in each direction, shall be picked up to
indicate true orientation, length, width and centres between each sleeper.
Any changes in material type, size and construction thereafter shall be
indicated by means of direct surveying.
d. The length, orientation and under-clearance of all steel backing boards
which support the three lamp units associated with a flashing road signal
shall be surveyed.
e. All bolts on CCTV column foundations, lighting column foundations, barrier
foundations and flashing road signal foundations shall be surveyed where
visible.
3) Buildings and structures:
Both temporary and permanent, including foundations and bases where
visible.
a. All overhanging rooflines and soffits, located on Network Rail property,
within 20 m of the nearest edge of the level crossing deck shall be
identified and measured in relation to building lines.
b. All overhanging rooflines and soffits, located on non-Network Rail
property, within the 20 m limit, shall be picked up by remote means or
otherwise.
4) Boundary features. Those separating Network Rail, Highways and Third Party
land.
a. The heights of all fences shall be measured and depicted on the
topographical survey.
b. All material types shall be identified and component constructions duly
defined.
c. All fence posts directly related to the crossing protection system, in all four
corners of the crossing, shall be surveyed such that their true shape and
dimension are depicted on the finished survey. All post
dimensions/diameters shall be taken at ground level.
d. The heights and widths of all walls and hedges shall be measured and
depicted on the topographical survey. Additionally all material types shall
be identified and component constructions duly defined.

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e. The opening direction of all gates shall be depicted on the topographical

survey.
5) Ground surface materials, (i.e. Tarmac, Asphalt, Concrete, Paving, Tile, Grass
Verge etc.), including descriptive text of material type and plan position in
relation to adjoining material types.
6) Street furniture:
(This shall include all fence posts, sign posts, lamp posts, bollards, signal
posts, telegraph poles etc., all signage, lighting columns, litter bins, benches
etc.) They shall be surveyed in a manner that reflects their true size, shape
and orientation on site.
7) Drainage features:
This shall include all visible, above ground drainage features, both man-made
and natural, (to include inspection covers, gullies, dished channels, slotted
drains etc.). They shall be surveyed in a manner that reflects their true size,
shape and orientation on site.
8) Utilities and services
All visible, above ground service features (including telecom covers, electric
covers, stop valves, gas valves, overhead cables and CCTV) shall be
surveyed in a manner that reflects their true size, shape and orientation on
site.
9) Gradients:
Top and bottom of slopes, embankments and earthworks. (Slope direction
shall be graphically illustrated on the survey.
10) Vegetation:
This shall include woods, trees, scrubland and all other areas of vegetation.
The spreads of all mature trees shall be plotted on the topographical survey.
Additionally all mature trees shall be annotated to show girths (taken one
metre above the ground level) and approximate heights. The overall canopy
shall be shown where it is not possible to identify individual trees.
11) Ground surface
Co-ordinates and levels shall be obtained by direct measurement of each
point except as follows:
• Where the ground surface is obscured by thick vegetation.
• When height points are to be interpolated from a surveyed framework of
levels, details of the method shall be submitted for acceptance, including
the contour interval, which in all circumstances will not be more than 500
mm.

B.3.2 Extent of level crossing survey (Planimetric)

NOTE The surveyor will be supplied with a site plan (OS map tile or equivalent) indicating the survey
extent.

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In the absence of a site plan (OS map tile or equivalent) indicating the survey extent,
the following shall be the minimum requirements to be undertaken
1. Public vehicular level crossings
• 30 m taken from either side of the level crossing deck extending down the r
ail corridor between Network Rail boundary lines.
• 50 m taken from either side of the level crossing deck extending down the
highway corridor between the highway boundary lines.
• Where requested, road signs and white-lining pertaining to the level
crossing beyond this 50 m distance shall be surveyed using an appropriate
road wheel, all distances being measured from the existing stop lines, and
information provided on the finished survey in the form of a table.
2. Public pedestrian only level crossings
• 20 m taken from either side of the level crossing deck, extending down the
rail corridor, running between Network Rail boundary lines
• The extent of the full survey along the access route either side of the level
crossing shall be a nominal 30 m.

B.3.3 Road vertical profile (existing or proposed automatic installations only)

A longitudinal section of the road, both over and either side of the level crossing shall
be provided.
The longitudinal section shall be produced to the scales 1:100 horizontal and 1:10
vertical. It shall include a continuous vertical section of the carriageway centre-line,
extending 30 m either side of the level crossing commencing from the back edge of
the outside cess rails (2No. zero chainages).
The overall length of the longitudinal section shall be increased if an even gradient is
not evident, 10 m either side of the 30 m chainages. Such an extension shall
continue until a minimum 20 m even gradient is obtained beyond the 30 m chainage.
Spot levels shall be taken at one-metre intervals along the centre-line for a distance
of 30 metres and then at five-metre intervals thereafter, commencing at the outside
cess rails (zero chainages).
In addition to centre-line levels, channel levels shall be obtained at the same interval
and extent as the road centre-line levels. The location of channel levels will be
determined by taking perpendicular offsets, left and right, from the centre-line
chainage markings.
Spot levels shall be taken between the two zero chainages where the highway
centre-line intersects with the rails.
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The overall plan distance between zero chainages and intermediate dimensions
between the same, where the back edges of all rails intersect with the highway
centre-line, shall be shown on the section.

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B.4 S&C Implementation – Setting out for construction

B.4.1 Project Survey Plan
Prior to installation of S&C, the DPE (Track) shall issue a Project Survey Plan which
details the interface between the various survey parties:
a) contact details of the Contractor’s engineering manager (CEM) and survey
contractors;
b) details of the survey grid to be used and existing PGMs. It shall not be
assumed that a local engineering grid will be used;
c) site access plan to undertake the survey. This shall, wherever possible, allow
for unhindered access to prevent site obstructions preventing the survey being
done. Close liaison with the local Rimini planners will be needed. Attendance
at the pre-possession planning meeting shall identify potential conflicts and
measures taken to mitigate such issues by agreement.

B.4.2 Topographical survey

A full topographical survey shall be performed prior to completion of Project GRIP
Stage 4 as detailed in Appendix B.1. This survey shall include heights and staggers,
and clearance information such that the single option design can be verified as being
constructible.

B.4.3 Survey and design checks

The survey shall be included in the design check considerations by the designer and
design acceptance review by the DPE (Track). Survey checks shall be carried out as
specified in NR/L2/TRK/3100, clause 12.
The design shall be proven to be buildable as changes to the OLE could be needed.

B.4.4 Tie In design co-ordinates

NOTE Often, it can be years between the topographical survey upon which the design is based and
its implementation.
The original tie in points shall be re-surveyed/evaluated at approximately T-40
weeks, so that the design will run into existing as planned or suitably changed
“design run in”. The DPE (Track) shall prove the design fits theoretically.
The DPE (Track) shall inform the Track Maintenance Engineer that there is an
embargo on any changes to the S&C and run ins/outs at T-22 weeks. Any changes
will require a recheck of the design.
Similarly at this stage, before implementation work starts, the DPE (Track) shall
prove the design fits on site.

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B.4.5 Site installation of S&C

B.4.5.1 General
The methods identified here may be used separately, but a suitable contingency
method shall also be established if unplanned events occur allowing work to
continue uninterrupted.

B.4.5.2 Site preparation

Prior to any work being started on site:
a) buried services records shall be researched and a CAT scan undertaken to
identify their whereabouts;
b) buried services that may need to be re-located or removed prior to installation
taking place shall be identified;
c) all signalling items and other infrastructure in the four-foot shall be removed;
d) a "permit to dig" shall be obtained prior to installation commencing, including
the driving of wooden pegs.

B.4.5.3 Setting out – high tech method

NOTE This method uses setting-out by co-ordinates and utilises modern total stations and
accessories.
B.4.5.3.1 Setting out – Permanent ground markers and Track
Prior to the work commencing on site, the survey PGMs shall be checked against the
published values.
The PGM check traverse shall be completed on or before the T-22 quarantine of the
track position.
Where the derived PGM coordinate values are found to be grater than ±3 mm from
the original position, the DPE (Track) shall be notified so as to decide what impact
the resultant bearing change between the adjacent PGMs will have on the
constructability of the alignment design.
Where the PGM value variation is deemed to have potential risk to the
constructability of the design alignment, a full alignment validation survey of the track
shall be required to allow the designer to check and adjust the final design alignment
of the track. Any issue or re-issue of the track alignment scheme shall be validated
on track prior to the start of construction.
Where a total station is used for setting out either pegs, bench marks or in real time
using an active lifts and slew program, it shall be positioned and orientated on site
over a coordinated and validated PGM. A resection shall not to be used where track
position is going to be validated or fixed.
Following any instrument station establishment using resection, the coordinate
values and positional qualities (positional accuracy in E, N and Z) shall be recorded.
During setting-out:

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a) the as set out point of each location shall be recorded electronically allowing
direct comparison with the design position;
b) a check observation to a “reference station” (RO) shall be taken and recorded
at 20 min intervals, or less depending upon local conditions, so that the
instrument is still orientated to the correct level of accuracy.

The following shall be provided to the DPE (Track) following the setting out works as
part of the quality and assurance process:
a) a list of the set out point values against as designed values;
b) the total station co-ordinate values and positional qualities.

The following notes and Figure B.4 give examples of how the arrangement shall be
set up and see Figure B.5 for an actual example. A combination of these two ideas
may be used.
Co-ordinates shall be known for from the design for points 1, 2 and 3.
NOTE 1 The co-ordinates should be computed for CN1, CN2, SW1 & SW2 using the dimensions
given in Figure B.4. These dimensions might need to be varied depending on local site conditions.
The positions shall be set out using the total station and marked on the ground with a
wooden peg, using a nail to mark the precise position to within ±3 mm. The nail shall
be left protruding from the top.
The position of the feature shall be found (crossing nose or switch tip) by stretching a
string line between both CN1 and CN2 (crossing nose) or SW1 and SW2 (switch
tips) and marking off the appropriate dimension as defined by the calculation in NOTE
1. The dimension from the switch tip to the front dimensions shall also be checked.
NOTE 2 For the exact definition of the crossing nose, refer to PWI Book S&C Maintenance. Volume 5
and the figures B2 and B3.
An alternative arrangement using co-ordinates is shown in Figure B.5.
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Figure B.2 – Crossing nose

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Figure B.3 – “Nose” position - line joining the “pot marks” and scribed line.

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KEY
1 – Crossing nose
2 and 3 - Switch tips
CN1, CN2, SW1 and SW2 are wooden pegs.
All dimensions in millimetres

Figure B.4 –Typical arrangement

Figure B.5 – Example of arrangement with co-ordinates

B.4.5.3.2 Setting out ballast and formation levels

Assuming that the formation and ballast profiles have been designed in 3D co-
ordinates the Site Engineer may utilise a 3D machine controlling Robotic Total
station or GNSS methodology. Alternatively the ballast level may be established
using a grade laser. The level of the top of the compacted ballast shall be within
30 mm of the underside of the new bearers (layout within 30 mm of design level).
Consideration by the DPE (Track) shall be given to the number of tamper lifting
passes and any necessary consolidation (using DTS or similar) to establish the
desired design level.
NOTE 1 This is of particular importance in complex areas of S&C where staged installation is planned
and stage works design may be required.

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A design lifting plan/tamping plan shall be required.

NOTE 2 Due to site conditions the total station is usually mounted above head height, on an OLE
stanchion. The instrument location establishment is performed by resection from known survey GMs
(for ballast and formation setting out only).
NOTE 3 If the design has not been tied in to adjacent track side features, the instrument may also be
used for real time setting out from this location. Positional accuracy will be reduced and only be suited
to panelling up or laying sleepers. This is the only situation whereby a resection is to be used as the
method of instrument orientation for the setting out of track features due to the reduced level of
orientation accuracy.

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A resection shall not be used for fine lining or providing as built survey data.

B.4.5.4 Setting out – Low tech method

B.4.5.4.1 General
Before the removal of the existing switches:
a) they shall be checked for squareness to prevent errors when using them as
guide for marking up, especially when the replacements are not going back in
exactly the same position. See Figure B.6;
NOTE This should be undertaken using a tape and simple trigonometry. Measure with a tape a
dimension ‘x’ and mark the rail. Measure the dimension ‘y’, equal to ‘x’ and mark the rail. The
dimension ‘a’ should equal the dimension ‘b’ if the switch tips/toes are square. To define the tip
position if they are out of square, the difference between ‘a’ and ‘b’ should be halved and this marked
out on the rail as the existing switch position. Other similar geometry methods such as using a 3/4/5
right angle triangle to compute the distances involved may also be used.

b) the toe position shall be marked on the stock rail using an engineer’s square
(similar to that used by a welding inspector). This applies where “like for like”
or a newly positioned switch is to be located nearby;
c) the existing track shall be used to check the new design will fit using pre-
installation pegging as shown in Figure B.7.
d) for both Method 1 (clause B.5.5.4.2) and 2 (clause B.5.5.4.3), the Cess rail
shall be marked out every five metres, starting from the switch tips going
towards the nose, making the last mark after the second rail joint after the
crossing nose, as denoted by B–B’ of Figures B.8 and B.9.

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Switch
x y Tips

a b

Figure B.6 – Checking for squareness of existing switches

Figure B.7 – Pre and post installation ground markers

NOTE Figure B7: For areas A & B wooden pegs, with nails in the top, should be used and spaced at
10 metre intervals in the six foot. They should be placed from the switch tips moving away from the
tips to where the standard six foot exists (i.e. 1970mm running edge to running edge). If this is not
reached, up to a maximum of 200 metres from the tips, or is greater than the standard values, a peg
should be placed to give a dimension of 985mm from nearest back edge of the rail. This may mean
that two pegs are needed one for each side. In this case it must be made clear which rail is referred
to.
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Figure B.8 – Method 1 Theodolite straight layout

Figure B.9 – Method 2 Benching in to adjacent track

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B.4.5.4.2 Method 1
NOTE This method uses a theodolite, engineer’s level and tape (graduated in millimetres).
Using the design drawings, a series of theodolite straights shall be created to enable
the position and correct alignment of the S&C to be established. Figure B.8 shows a
suggested layout of a single theodolite straight. The GM used for the theodolite
straight shall be available for use at a later date for maintenance.
NOTE For suitable GM types, see NR/L2/TRK/3100, Topographic, Engineering, Land and Measured
building surveying – Strategy and general, Appendix B.
A theodolite is set up over peg WP0 and a target is set up over peg WP1 and the
theodolite cross hairs are set on the target.
Using a tape, the offset, from the outside of the rail where it has been marked up, to
the line defined by the theodolite shall be measured and the reading noted (T0 to T9
in Figure B.8). This shall be done for each of the marked up five-metre points. The
level of each of the marked up points shall also be measured using an engineer’s
level from site temporary benchmark (TBM).

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The position of the new track shall be checked against the previously measured
values.

B.4.5.4.3 Method 2
NOTE As an alternative to using Method 1, where an adjacent track is to remain during the works,
the adjacent track may be used to “bench in” the new track if the offset dimensions and level
differences have been calculated and checked before the track to be removed is taken out.
The marked up track shall be used to measure a dimension from the inside edge of
the existing track (Figure B.9, B – B’) to the adjacent track, D0 to D10 (Figure B.9, A
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– A’), giving the minimum dimension by swinging the tape horizontally when the end
on the marked up rail is held fixed.
In the planning of the site work, it shall be established that the existing adjacent road
is not removed prior to the implementation of the new track.
The position of the new track shall be checked against the previously measured
values.
NOTE Each individual site would be treated in a different way depending on the site configuration
and availability of resources of kit and personnel. A combination of parts of the methods discussed
may be used.

B.4.5.5 As-built data

As-built data shall be produced using the same methodology and fixed reference
points as for the setting out (see B.5.5.3, or B.5.5.4) to provide a positioned
reference every five metres along the track through the S&C itself and every 10 m for
the associated plain line. At each positional reference, both horizontal and vertical
measurements shall conform to NR/L2/TRK/2102/C01.

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Appendix C
Suggested MX or Bentley Railtrack Coding
Suggested Coding for P Way Switch and Crossing Layouts:
An MX or Bentley Railtrack Coding list is provided as Table D.1 and D.2.
This is not expected to be exhaustive and cover all features likely to be found but
suggests some general principles which may be applied.
NOTE KCs are at side tips of diamond and should be exactly halfway between the two CNs as shown
in Figure C.1. The two CNs are not needed.

Figure C.1 – S & C points to survey with coding

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 Ref: NR/L3/TRK/3101
Issue: 1
Date: 4 September 2010
Compliance date: 4 December 2010

Code Description Code Description

AP APC Magnet (Automatic Power Control) KB Kerb (road level) leave gap for
ramps of Drop Kerbs
AS Adjustment Switch KC Knuckle Crossing
AW Advance Warning System KL Clamp Lock (Points)
AX Hot Axle Box Detector KT Kerb (top) leave gap for ramps of
Drop Kerbs
BA Crash Barrier LT Light on Structure / Bollard - use
PLT
BD Building Door MA Mast Upright = one upright, e.g.
OverHead AC lines
BL Bollard MC Mills Clip
BM Bench Mark MK Marker e.g. gas/electric cable
BN Bin MN Monitor
BO Box MP Mile post
BP Base Plate (timber sleeper) use text for type: MR Mirror
BR1, V
BR Bottom of Ramp NB Notice Board / Nameboard
BU Building OL Oil Tank
CB Concrete Base / Hard Standing OP Orange Pipe - cable duct
CF Cliff PI Pipe use PPI ( centre of )
CH Chair (timber sleeper) use text for type: Pan 6, 8, PL Points Lever - use PPL
11
CK Clock PO Post
CM Camera (CCTV) RB Rail Buffer
CN Crossing Nose RC Check Rail
CO Column RD Point Rodding
CP Catch Pit RE Electrified Rail (PREC high
Note -do not confuse with Clearance Point mileage end, PREL Low mileage
end)
CR Centre of Road - use LCR RL Rail
CS Concrete Sleeper use text for type: F24, EF28, RT Rail Twist
etc
D1 Point Motor Cable (Signal linetype) RX Parallel Rail
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D2 Points Heating Cable (LV linetype) SE Seat

D3 Track Circuit Cable (Signal linetype) SG Sign
D4 Earth Bond Cable (E linetype) SL Street Lamp (Post) - LP on CAD
D5 Signalling Cable (Signal linetype) SM Switch Motor
D6 Telephone Cable ( T linetype) SN Stanchion
D7 Redundant Cable (LV linetype) SO SSO on CAD = Switch Socket
Outlet
D8 Low Voltage Electricity Cable (LV linetype) SP signal post
D9 High Voltage Electric Cable (HV linetype) SR speed restriction sign
DC Cable (not in duct) (E linetype) SS Slope Symbol
DD Storm Water Drainage (SWD linetype) SW Rail Switch
DF Foul Water Drainage (FWD linetype) SY Stairway/Ladder/Steps
DG Gas Pipe (G linetype) TC Tree Canopy
DJ Rail Power Cable - Traction (RP linetype) TE Telephone (S&T)
DO Overhead Line Traction (RP linetype + OHL) TI Mast Tie
DP Pipe (line of) TL Traffic Light
DR Drainage Channel TM Timber Sleeper
Table C.1 – Suggested MX or Bentley Railtrack Coding list

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 Ref: NR/L3/TRK/3101
Issue: 1
Date: 4 September 2010
Compliance date: 4 December 2010

DS Signals Telephone Cable (Signal linetype) TO Top of Ramp

DT Cable Troughing/duct (see also DX) TP Telegraph Pole
DW Water Pipe (W linetype) TR Tree (trunk)
DX Cable Troughing/duct (other side, parallel) TS Traffic Sign
EC Back Edge of Coper TX Transformer
EP Edge of Platform VB Base of Bank
ER Earth Rod VC Ballast Line (Cess/Edge/Shoulder)
FE Fence VD Ditch
Note - do not confuse with FP fouling point
GA Gantry Upright (=1 of 2 uprights, both sides of VE General Verge/Edge (landscape)
track)
GD Guard Rail/Hand Rail VG Signal Gantry/Bridge (overhead)
GG Greaser Gun VM Road Markings
GP Gate Post VO Overhead Structure e.g. OLE
GR Girder VP Footpath
GS Ground Signal VR Top / Bottom of Ramp
GT Gate VT Top of Bank
GU Gully VU Underground Service e.g. UTX
HE Hedge VW Walking Route
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I4 Insulated Joint 4 Hole - Glued - use Pi40 VY Canopy (Platform/Building)

I6 Insulated Joint 6 Hole - Glued - use Pi60 WB Bridge Wall/Abutment
IB Impedance Bond WE Weld: WE FB: Flash Butt Weld,
WE TW: Thermic Weld
IC Inspection Cover WH Water (Fire) Hydrant
IE Electric IC WI End of Wing Rail
IG Gas IC WL Wall
IJ Insulated Joint - Dry (Non-Glued) WN Building Window
IT Telecom IC WR Retaining Wall
IV Cable TV IC WT Top of Wall
IW Water IC WX Other side of Wall (parallel)
JB Junction Box - track circuit (S&T) YW Water
JT Rail Joint - use text if nec. e.g. Clamped, Tight
Table C.2 – Suggested MX or Bentley Railtrack Coding list (concluded)

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 18/07/2010
Version 1

Standards Briefing Note

Ref: NR/L3/TRK/3101 Issue: 1

Title: Topographic, Engineering, Land and Measured building surveying – Track
Publication Date: 04/09/2010 Compliance Date: 04/12/2010
Standard Owner: Professional Head [Track]
Non-Compliance rep (NRNC): Senior Survey Engineer
Further information contact: Chris Preston Tel: 07515-627050
Purpose: This standard enables the creation of a specification for Scope:
survey works. It provides guidance to Project managers and This Network Rail standard specifies processes for surveys of
Designated project engineers on specifying and commissioning track, level crossings, utilities, and gauging for which a co-
Topographic surveys where the accuracy needs are better than ordinated Engineering, or Topographic survey is required. Hallade

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±100mm in position). and platform gauging surveys processes are also given.
It is intended to be used with NR/L2/TRK/3100, Topographic,
Engineering, Land and Measured building surveying – Strategy This standard is also applicable to commercial remits in defining
and general. specifications.

What’s New/Changed:

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.

Details of the Survey operating processes are given and comments, with an example, on accuracy.

Instrumentation and calibration requirements are defined.

Minor comments on Setting out are given along with some more general items.

Appendices on Track measuring devices (TMD), Survey Specifications for permanent way, platform extensions, utility services, level
crossings, site installation of S&C and suggested coding lists for Bentley Railtrack/MX are given

Guidance on the various techniques and the most appropriate for the GRIP stages are found in the NR/GN/TRK/3103, Survey and
mapping techniques.

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)
T Assistant TMEs Delivery Unit Maintenance
T Senior Design Engineering and/or Design Track Asset Management
Managers (CEM/DEMs)
T Senior Renewals and Enhancement Engineers Track Asset Management
(Track)
T Senior Design Engineers / Design Engineers / Track Asset Management
Senior Project Engineers / Project Engineers
(Track) – irrespective of Function/Team
A Senior Programme managers Infrastructure Projects
A Project managers Infrastructure Projects
A Track maintenance Engineers Maintenance
A Infrastructure maintenance programme Maintenance
managers (Delivery Unit)
A Buried Services Manager Asset Information Asset Management
A
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 18/07/2010
Version 1

A Engineering Managers Infrastructure Projects

A Scheme Design Engineers (EE)
A Programme Commercial managers Contracts & Procurement
A Engineering Interface Manager(s) Track Asset Management
A Route Asset Managers Track Asset Management
A Compliance Managers Track 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

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