Acceleration Using Modern Technologies: Light Detection and

Ranging (LiDAR) & Seismic Refraction Survey

-Rajneesh Saroj,

Abstract

Financial viability of any project depends on its completion as per estimated cost and
estimated time. The estimated cost apart from other factors, depends on estimated
time also. If the estimated time exceeds the cost is bound to exceed. Hence it is of
utmost importance that time line of a project is decided sensibly and execution is
done as per it.

Lack of advance planning and accurate estimation, is one of the key factors that
derails a project from its time line, otherthan external factors viz. land acquisition,
geological surprises etc. Railway generally depends on the data received during
Final Location Survey for planning and estimation. Hence, any error or
misrepresentation at the FLS stage is bound to affect the timeline of a project,
including revision of estimate.

FLS is generally done using Differential Global Positioning System (DGPS) / Total
Station (TS), which is time consuming and also have accuracy issues. The accuracy
of DGPS/TS is also dependent on the operator of the instrument. Light Detection and
Ranging (LiDAR) is the latest technology, which is very fast and accurate, is being
used for topographic survey these days for highways, defense and irrigation projects.

Similarly, Soil Investigation in perennial river and identification underground utilities

such as oil pipe line, gas pipe line is also required to be done before start of project.
Technology of seismic refraction survey, which does not require the river to be dry,
can be used for under water subsoil investigation and Ground penetration radar can
be used for finding underground utilities.

Dy Chief Project Manager, NHSRCL, Mumbai 1

Page
 1.0 Introduction asset failure, reduced reliability etc.
The staff responsible for maintenance
Indian Railways, the premier transport are under tremendous pressure and
organization of the country is the facing mental agony.
largest rail network in Asia and the
world’s second largest under one Railway being cheapest and effective
manageme mode of transport will always be the
nt. It a back bone of economy. Strengthening
network of and expanding railways is
more than strengthening the nation. Railway is
1.2 lakh always working to enhance its capacity
trackkilomet by expanding its infrastructure by
ers and Gauge conversion, Doubling, New
most of the Line.
important
routes are Among all type of infrastructure
running at projects doubling project is most
more than challenging since work is to be done
the section beside a running line in a constrained
capacity. environment. Timely delivery with
desirable quality and safety is always a
Railway has challenge in such cases.
always
been under 2.0 Doubling Project Vs New Line
pressure to Project
run higher
number of Railway is expanding through
goods as Doubling,New Line and Gauge
well as Conversion Projects. Though, it is
passenger ultimately formation work, bridge work
trains.It is and track linking work only, but the
not always intermediate steps define the time line,
possible safety and quality of work. it may be
due to either doubling work or newline work,
constrains the goalsmay be the same, but the
of challenges are different. For example,
infrastructur in case of new line, land is a major
e. Most of constraint, but land is generally not a
the problem in doubling. Approaches to
important the work site will not be available in
routes on new line, but that will not be the case
existing in doubling. Similarly, there will be very
infrastructur meagre problem of infringing utilities in
e new line whereas in doubling utility
arealready shifting is a major concern.
overloaded,
that causes When we talk about accelerated
substantial construction, it actually means cutting
maintenanc down the ultimate delivery time
e efforts, without compromising the safety

Dy Chief Project Manager, NHSRCL, Mumbai 2

Page

Figure 1:Flow Chart Project Planning to Execution

quality and cost. There are two The survey by total station have two
aspects of the project, which should be problems. 1. Reliability of levels 2.
looked into; Direct visibility of object from the
source station. This problem was
sorted to some extant with the use of
1. Planning/ Managerial
DGPS, but the reliability of levels is still
Aspects: Such as planning of
doubtful. And the time required for a
work, sequence of execution,
project length of about 500 km is about
optimum utilization of resources,
1 year with total station and 6 months
hiring sufficient and skilled staff
with DGPS if two sets of instruments
etc.
are used.
2. Technical Aspects: Such as
design, detailing, making of plan
In order to overcome all these
and profile.
problems and squeeze the time, aerial
3. Technological Aspects: Using
survey has been done with use of
latest technologies for survey,
LIDAR in Mumbai Ahmadabad High
planning and construction such
Speed Rail Project.
as Light Detection And Ranging
(LIDAR), GPR (Ground
Penetration Radar), Seismic 3.2 Final Location Survey:
Refraction Survey etc. Geotechnical Investigations,
Plan and Profile, Engineering
The delivery time of any project can be Scaled Plan, and General
optimally reduced by focusing on the Arrangement Drawings
above the aspects.
All the above activities are important
from the point of view of planning and
3.0 Project: Planning to Execution
execution. The correctness and
reliability of data should be ensured so
From Final Location Survey to
that it avoids any duplication of work
Commissioning, the time line for any
and saves time.
activity can be curtailed by managerial
/ technical/ technological inputs. The
However it is more important to involve
focus may be kept on use of latest
such staff in planning who have
technologyto cut down the time line.
actually worked in field.
The flow chart in figure:1, shows
various phases of project execution.
3.3 Preliminary Works: MoEFCC
3.1 Final Location Survey: Digital Clearances
Terrain Model
It’s a general misunderstanding that
clearances from Ministry of
Final location survey includes items
Environment, Forest and Climate
such as preparation of Digital Terrain
Control(MoEFCC) is not required for a
Model (DTM), Geotechnical
Railway Project. But it is required to be
Investigations, preparation of plan &
understood, that there are as many as
profile, preparation of ESP & GAD.
5 type of clearances which are
During earlier days the DTM was being
required from MoEFCC for any project.
made using Total Station, but it is very
Environmental Clearance is not
time consuming. Since a person need
required for railway project, since it
to go to each and every point
is considered that the railway is
physically for measurement of levels.
Dy Chief Project Manager, NHSRCL, Mumbai 3
Page
nonpolluting mode of transportation.
Other clearances are still required for
any project.Other clearances include
Forest Clearance (Forest
Conservation Act-1980), Wild Life
Clearance (Wile Life Protection Act-
1972), Coastal Regulatory Zone
Clearances ( as per CRZ Notification
2011) and special clearances are
required for Tiger Reserves , or
Biodiversity Zone.
Apart from clearance, it is also
essential to plan suitable mitigation
measures so that the wild life is not
affected.
It is therefore important to finalize the
alignment considering the minimum
involvement of forest land. Even in
case of doing doubling of existing
track, forest and wildlife clearances
may be required in certain cases.
Since the track might have been laid
before implementation of the Forest
Act 1980 or Wild Life Protection Act
1972. Little diversion from the
alignment may be useful since it will
save the cost of mitigation measures.
A cost benefit analysis is required to
be done by competent agency.
Planning of alignment duly
considering the forest and non-
forest area will help in fast
execution of project.
3.4 Preliminary Works: Shifting of
Utilities
Any surprise during construction is
liable to derail the project from the time
line. Underground utilities are one of
potential reason for such instances.
Identification of underground utilities is
also one area where technological
advancement can be used for quick
delivery. Cable Route Locator is one of
the well-known equipment for
identification of cable, but what about
Dy Chief Project Manager, NHSRCL, Mumbai
other utilities, like underground
pipeline. Since Cable Route Locator
catches the magnetic flux generated
from the signaling or electrical cable
but sewerline or water pipe line does
not generate any flux hence it is not
detected by cable route locator.
Ground-penetrating radar (GPR) is
answer to it. It is a geophysical method
that uses radar pulses to image the
subsurface.This is a non-
destructive method that uses
electromagnetic radiationin
the microwave band (UHF/VHF
frequencies) of the radio spectrum and
detects the reflected signals from
subsurface structures.
Generally, it can scan the ground upto
a depth of 1.5 m and give details of
any underground utility.
3.5 Execution: Yard Remodeling to
be linked with Doubling
While planninga doubling yard the aim
should be to design the yard
considering the future growth. Though
this activity sometimes affects the time
line, since certain additional works
may be required to be executed such
as provision of additional loop,
increasing the Clear Standing Room
(CSR), provision of track machine
siding etc.There may be certain work
which will necessitate change in
interlocking/ relay room if taken up at
later date and the change in
interlocking in big yards costs heavily
in case of major yards.
Hence, it is desirable to consider all
such work for execution along with
doubling.
3.6 Execution: Geometrical
Constraints
4
Page
Geometrical constraints are always
critical in planning of doubling yard.
Such as availability of very steep
gradient at the approach of yard,
availability of curve with in yard,
availability of level crossing at the yard
approach etc.
However, in midsection also,
excessive difference in formation level
may be an obligatory location.
Identification of such problems in
advance and prior planning is the only
solution to it.
4.0 Use of Latest Technologies
to Tackle the Critical or likely
to be Activity
4.1 Aerial/ Ground Light Detection
And Ranging (LiDAR)
LiDAR technique is one of the best
known practices for survey
internationally. It is used in urban
planning, highways, forest, defense,
irrigation etc. but its seldom used in
Railway Project.
Figure 2: SCHEMATIC ARRANGEMENT OF AERIAL LIDAR SURVEY
Dy Chief Project Manager, NHSRCL, Mumbai
However, this technique was used for
the first time for aRailway project of
Mumbai Ahmadabad High Speed Rail
Corridor. As a result the Final Location
Survey for 508 kmlong project of
MAHSR could be completed in 3
months with an accuracy of less than
50 mm. The accuracy which is
achieved is 39 mm for vertical and 43
mm for horizontal.
4.1.1 The Technology
The technology is in use since 1960,
but the applications of this technology
have increased in recent times by
introduction of self driving car,
generation of 3D terrain model etc.
The LiDAR system rhymes with
RADAR and the working principal is
also same as RADAR. The only
difference is, LiDAR uses light waves,
and RADAR uses radio waves.
Bothworks on the simple concept of
time of flight.
The instrument emits rapid laser
signals, sometimes up to 150,000
pulses per second. The signals reflects
from the obstacles. The sensor/
5
Page
detector positioned on the instrument
measures the amount of time it takes
for each pulse to reflect. The time
between transmitted pulse and
received pulse is measured. Thus,
theinstrument can calculate the
distance between itself and the
obstacle. The Lidar is coupled with
some other instruments like GPS,
Inertial Measurement Unit (IMU),
Computer to generate the data of any
field.
All the above equipment are mounted
iDn the helicopter. A flight path is
finalized depending upon requirement
of area to be covered. The 100 MP
camera will keepon clicking photos
during the flight. Ground station GPS
will be connected to on board GPS so
that the co-ordinate are recorded.
These coordinates are applied with
correction as per IMU data. The
corrected coordinates are feeded to
INS (Inertial Navigation System)
solution.The laser data is processed

4.1.2 Methodology
SMU(sensor management unit) AerialLidar
The complete set of Scanner
equipment will consist of IMU (Inertial
GPS unit (for positioning MeasurementUnit)
of the aircraft/ helicopter) ,
Inertial Measurement Unit AerialCamera
Computer
(IMU) to apply corrections (Camera 100MP) System
related with pitching and
yawing. A sensor
management unit, high
resolution camera (100
MP) connected with Figure 3: EQUIPMENT FITTED IN HELICOPTOR or Drone or Vehicle
computer system is also
mounted in the helicopter. with the data received from INS and
Georeferenced Point Cloud is
Control station are fixed before taking generated.
up the Lidar survey. In case of MAHSR
master control stations were set at a 4.1.3 Uses and Output of LiDAR data
distance of 25 to 28 km and secondary
control stations were set at 5 km - 8 As discussed above, LiDAR uses
km distance. upto150,000 light pulses per second to

LASER ONBOARD GPS GROUND STATION IMU DATA (FLIGHT

PARAMETER) PHOTOS
DATA DATA GPS DATA

GPS SOLUTION

INS SOLUTION
(FLIGHT TRAJECTORY)

GEO REFERENCED
POINT CLOUD

EXTRACTION OF GROUND
KEY POINTS
Dy Chief Project Manager, NHSRCL, Mumbai 6
Page
ORTHO PHOTO
GENERATION

Figure 4: Flow Chart for data processing and Output

capture the data. Accordingly point It’s a big advantage and it can be used
clouds are generated. The generated in planning and execution e.g. number
point cloud can be used in of trees to be cut, number and size of
locating topographic feature, structures, natural streams and canals
defining feature geometry, etc. can be very well ascertained in
creating 3D surface. advance. The quality of orthophoto is
much better than google image.
4.1.3.1 Orthophoto Existing yard layout can be plotted with
accuracy and remodelling can be
When the point cloud is
clubbed with photos
taken during the flight,
orthophotos are
generated. “An
orthophoto,
orthophotograph or
orthoimage is an aerial
photograph or satellite
imagery geometrically
corrected such that the
scale is uniform: the
photo or image follows
a given map
projection.” Figure 5: Orthophoto Taken from LiDAR

As the definition says, it is possible to planned accordingly.

take measurement of any feature
available on orthophoto. Software like 4.1.3.2 DigitalTerrain Model,
QGIS, Pix4D, AutoCAD 3D, Global Contour Map, Topographic
Mapper etc, are available wherein Survey Sheet
measurement could be done and
these images can also be exported to
google earth also for seamless view.

Figure 6 Point Cloud Generated from LiDAR

Dy Chief Project Manager, NHSRCL, Mumbai 7

Page
Figure 7:Methodology for Final Location Survey
The point cloud contains billions of
points which are generally difficult to
work with. However, the recent
versions of AutoCAD are specially
designed to handle large number of
points generated by LiDAR survey
(*.LAS files). Using AutoCADthe point
cloud can be filtered in different theme
of stand classification (water,
vegetation, building), elevation or
intensity values. In additionto it 3D
surface can be generated, it can be
visualized and analyzed. These
outputs can further be exported for use
in other geospatial data sources.
However, in case of railways the used
shall be limited to generation of 3D
surface or Digital Terrain Model,
Contour Map or Topographic Survey
Sheets. Once, the terrain profile is
available the quantities of earthwork,
planning of major or minor bridges
along with catchment area and flood
discharge can also be done.
4.1.4 Cost Benefit Analysis
In order to ascertain the costing and
corresponding benefits, reference of
some of the Final Location Survey
works is taken which are in progress.
These work is being done using Total
Dy Chief Project Manager, NHSRCL, Mumbai
Figure 8: Cost Benefit Analysis
Station/DGPS. The methodology in
brief is shown in Fig: 7.
The scope of work is “Soil
investigations for bridges by drilling
bore holes, collecting samples,
Calculation of water way requirement
for bridges, fixing of alignment,
pegging out centre line, taking levels
and preparations of GADs for
bridges/ROBs, station yards,
preparation of Project sheets,
surveying of land” and it is being done
at a cost of ₹ 77000/- per km. The time
line for the FLS is 12 months.
The major infrastructural input from the
agency in such case is getting the
topographic survey done i.e. activities
1 & 2. Shown in the figure 7 .
At the same time, the cost of getting
8
Page
Topographic Survey done from Lidar is
₹ 60,000/- per km, if it is done by
Aerial vehicle and ₹ 35,000/- if it is
done by road vehicle. These rates
areas per the information collected
from the agencies involved in this
business.
Permissions from authorities of
Ministry of Defence and Ministry of
Civil Aviation is required in case of
Aerial LiDAR, however no permission
is required for Vehicular Lidar. It takes
45 days to 60 days to take permissions
and it is taken by the agency.
Aerial LiDAR survey can be done @
100 km per day/ aircraft, with an
accuracy of less than 50 mm. Whereas
the progress by DGPS survey will be 4
Figure 9: Schematic Diagram Showing Seismic Refraction Survey
to 5 km/day/ team, with an accuracy of
less than 100 mm.
The cost for remaining activities of
geotechnical investigations,
preparation of GAD/ ESP and
preparation of estimate will be about
Dy Chief Project Manager, NHSRCL, Mumbai
20,000/- to 40,000/- depending upon
number of bridges in the stretch.
Considering the above cost benefit
analysis, it is desirable to have a
paradigm shift in the way Final
Location survey is carried out for any
project, (see figure 8) since it will
directly save 8 to 9 months’ time for
any project. And the output is very
much reliable and accurate, which will
help in execution project
4.2 Seismic Refraction Survey
The alignment of MAHSR is passing
through undersea tunnel. Since
making borehole along the centreline
will create perpetual source of water
leakage in tunnel borehole was done
at 75m away from the centre line on
the either side of the proposed tunnel
alignment. Seismic Refraction Survey
was used to ascertain the quality of
sub soil strata under the tunnel
alignment.
9
Page
 4.2.1 The Technology subsurface interfaces where the waves
are reflected or refracted.
Seismic Refraction Surveyis one of the
important tools in the family of Normally, seismic wave velocities
exploration geophysics. Seismic increase with depth, and hence travel-
investigations utilize the fact that time plot of arrival of seismic waves in
elastic waves (also called seismic an array of sensors (geophones)

Figure 10:Velocity Model for Undersea Tunnel in Thane Creek

Layer Velocity Rock Borton’s Rock Interpreted Rock Mass
No: Thickness Q value Mass Lithology Classification
(m) Rating based on Q-
RMR value
Vp (m/s) From To
1 1600 to 1.17 22.5 0.01 to 22 to Sea sediment with Extremely
2200 0.05 31 highly to poor
completely
weathered basalt.
2 2800 to 0.94 30.64 0.20 to 40 to Weathered and Very poor
3500 1.00 50 jointed/Fractured
basalt.
3 3300 to 5.27 33.58 0.63 to 47 to Slightly weathered Fair
4200 5.01 61 to fresh less
jointed basalt.
4 4600 to - - 12.59 to 67 to Fresh basalt. Good
5100 39.81 74
waves) travel with different velocities in spread linearly will show the presence
different rocks. By generating seismic of various layers based on the
waves at a point and observing the distance in slope of different segment
time of arrival of these waves at a of the first arrival time plot.
number of other points on the surface
of the earth, it is possible to determine Seismic (P-Wave) velocity of materials
the velocity distribution and locate the relates to the strength properties and
the degree of weathering and joints

Dy Chief Project Manager, NHSRCL, Mumbai 10

Page
available in-situ. This defines rocks in
various sub-categories such as Hard,
Weathered and Soft in terms of range
of P-wave velocities.
Seismic velocity for different rock types
in earth crust has been placed at table
1. Soil classification is done Based on
seismic velocity (Vp) of different
layers, engineering properties of rock
mass “Q” & RMR assessed by using
empirical relations of Barton and rock
mass strength “σC” through Linear
Regression Equation by Freyburg,
1972.
4.2.2 Methodology and Output
Seismic Refraction Survey is carried
out with help of two ships or barges,
called Source Ship and Recording
Ship. A bay cable having hydrophone
is sunk along the alignment, and it is
connected with recording ship. Source
ship shall travel along the alignment
with an air gun, that generates seismic
waves as per signal sent by recording
unit. The recording unit records the
data of reflected wave. The data is
processed in in-built software and
depending upon the time difference,
the distance travelled, velocity of
seismic wave in sub soil strata is
calculated.
Seismic Refraction Survey was used in
for geotechnical exploration for
undersea tunnel of High speed Rail
Project. The velocity model of seismic
waves at the centre line generated
through the seismic refraction survey
is shown as under.
4.3 Regular Geotechnical
Investigation Vs Seismic
Refraction Survey
Seismic Refraction Survey can’t be
used as a replacement to the
geotechnical investigations, but it’s a
Dy Chief Project Manager, NHSRCL, Mumbai
great tool which can be used during
Final Location Survey, and deciding
the type of foundation of any bridge
location which is falling on a perennial
river. There by avoiding mistakes in
selection of type of foundation.
5.0 Recommendations
On the basis of above discussions, the
following are recommended in order to
cutdown the final delivery time
without compromising on safety,
quality and cost or any other railway
project and its smooth completion;
 The timeline should be
realistic, achievable and with
least possible assumptions.
 LiDAR should be used while
carrying out for making Digital
Terrain Model during Final
Location Survey instead of
DGPS/ Total station.
 While carrying out
Geotechnical
InvestigationsSeismic
Refraction Method may be used
to verify the strata under
riverbed before deciding type of
foundation for any bridge.
 Ground Penetration Radar may
be used to scan the ground for
any underground utility.Utility
shifting should be planned in
advance, before planning of
tenders.
 Planning of alignment should be
dine duly considering the forest
area and non-forest area and
Railway Officials should be
trained about various
clearances required from
Ministry of Environment, Forest
and Climate Control (MoEFCC)
for any project.
 The yard plans should be
finalised considering future
expansion, and remodeling
11
Page
 should be taken up as a part of
doubling to the extant possible.

Dy Chief Project Manager, NHSRCL, Mumbai 12

Page