CHAPTER 2
Route Surveys
1.1 LESSON SUMMARY
This chapter discusses the definition and purpose of route surveys, including the
operations involved in route surveying. A brief overview on the location of different types of
route surveys is also included in this chapter.
1.2 CHALLENGE
Give at least two types of route surveys and define each.
1.3 LESSON OBJECTIVES
At the end of the chapter, the students will be able to:
1.3.1 define route surveys
1.3.2 enumerate the sequence typically used in route surveying applications
1.3.3 recognize the different types of route surveys
1.4 TEACHING STRATEGY
Lecture with PowerPoint presentation
1.5 DISCUSSION
1.5.1 Introduction
A route survey, as the name implies, is a survey that deals with the route or course that a
highway, road, or utility line will follow. Route surveys are made for the purpose of locating any
buildings, highways, canals, power transmission lines, pipelines, and other utilities which are
constructed for purposes of transportation or communications. These consist in determining the
ground configuration and the location of objects along the proposed route, establishing the line
on the ground, and computing volumes of earthwork.
1.5.2 Purpose of Route Surveys
While the end product of a route survey for a highway certainly differs from that for a utility
line, it may, nevertheless, be said that the purposes of any route survey are to:
1. select one or more tentative general routes for the roadway or utility,
2. gather enough information about the general route to make it possible for designers to
select the final location of the route, and
3. mark this final location.
1.5.3 Typical Sequence in Route Survey Operations
The general procedure for the location of a new route is as follows:
a. Reconnaissance is made of the whole area under consideration, and one or more
general routes are selected for further investigation.
General routes are selected and horizontal and vertical controls are established.
Reconnaissance report is made accompanying a reconnaissance map. The
reconnaissance report should include the alternative routes with the advantages
and disadvantages of each, the more important controls, comparative cost
estimates, an economic analysis, and recommendations.
b. Preliminary survey is run over each selected route, preliminary map and topographic
map are prepared. The preliminary survey may be run by use of the following:
Transit-tape-level method. The survey corps usually consists of the following:
a) transit party – will run the traverse.
b) level party – follows the transit party, sets the bench marks and
determines the profile.
c) topography party – follows the level party, runs the cross-sectioning
work, determines the location of pertinent planimetric details and notes
the character of cultivation, quality of the land, and probable character of
excavation.
d) draftsman
Transit and stadia. This is suitable if the area is fairly open. The usual procedure
is to run the traverse, measuring the vertical angles and the stadia distances, and
to take side shots at the same time, thus vertical and horizontal controls are
established.
Plane table. This is much the same as that of the transit-stadia method, except
that the map is constructed in the field as the work progresses.
Photogrammetry - a 3-dimensional coordinate measuring technique that uses
PHOTOGRAPHS as the fundamental medium for measurement. This method is
suitable for large and inaccessible areas. In route surveying operations for roads
and other utilities, aerial photographs are analyzed for the selection of suitable
and economical routes.
c. Location survey. Upon a study of the preliminary map and profile, and upon further
detailed study of the ground surfaces, the tentative alignment of a route (including
curves) is chosen and this trial projection, or paper location, is drawn on the map. This
paper location is then used as a guide in locating the line in the field. All survey works are
consolidated with the location map, location profile, cross-sections, earthwork estimates,
right of way maps, structure maps and plans. The following are the survey teams go out
in the field:
a) Transit party – stakes the location of circular curves with proper stationing.
b) Level party – checks the selected bench mark and executes the profile.
c) Cross-section party – slope stakes are set on the ground.
d) Land line party – property lines and other important details are indicated on
the plan.
e) Special Team – takes care of the special surveys for structures.
d. Construction survey.
Slope stakes for construction works are staked, spiral are laid and lines and
grades fro tract or pavement are defined.
Final plans are prepared , profile sections, as revised during constructions.
Sometimes, however, circumstances may preclude the requirement to perform all three
phases; for example, if a new road or utility line is to be constructed on a military installation
having well-marked vertical and horizontal control networks and up-to-date topographic maps
and utility maps, then perhaps the reconnaissance and preliminary survey phases would not be
required.
1.5.4 Types of Routes
• Roads and highways
• Above ground utility lines (power and communication lines)
• Under ground utility lines (power, communication, sewer, water, gas and fuel lines).
The character of the route survey for a utility will vary, of course, with different
circumstances; for example, a sanitary sewer, water distribution line, or an electrical distribution
line in an urban area will generally follow the streets on which the buildings it serves are located.
Also, since these areas will, in all likelihood, have other existing utilities, there should be existing
utilities maps that can be used in the design of the new utility line. Consequently, in cases such
as this,reconnaissance and preliminary surveys are seldom necessary. On the other hand, a
power transmission line or other utility running through open country on a large military
installation may require reconnaissance and preliminary surveys in addition to the final-location
survey.
1.5.5 Locations of Routes
a) Highways.
Many highway surveys are made along established roads as basis for improvement;
only portions are relocated as, for example, at sharp curves. As the general route is fixed
beforehand, little or no reconnaissance is necessary. No preliminary survey may be
required, and the location survey may be run at once, subject to small changes and
adjustments after further study.
In new location for a highway, the complete procedure describe in 1.5.3 is
applicable. Measurements for preliminary survey for highway are taken more completely
and more precisely than in railway.
In highway practice, curvature is expressed on the arc basis. Main roads are
designed with grades flat enough to be climbed by automobiles without shifting gears.
Grades should be made slightly flatter, or compensated, on curves.
In improving an existing road it is particularly important to balance the earthwork
quantities so that the excavated material will make all the fills, with no excess or
deficiency, by reason of the fact that frequently there is no opportunity for waste or
borrow of material along the line.
During location survey, the earthwork along the route should be classified in order to
determine the unit costs; proper subbase and/or surfacing materials; proper slopes for
the cuts and fills; method of compacting fills; probable shrinkage and swell; probable
settlement; and probability of slides, frost heaves, or erosion.
b) Railways.
The width of roadbed and right of way for railway is usually much less than that
for major highways, and the grade rates, particularly the maximum grade, are more
critical. As in the case of highways, the justification for the location or relocation of a
railway is based upon the added benefits to traffic as compared with the initial costs. For
railways the benefits may be lower operating costs over a period of years for the
estimated volumes of freight and passenger traffic, or they may be the result of new
service which will be provided. Grades should not exceed 1% to 2%, and generally is
less than 0.5%. On a heavy-traffic high speed railway, every effort is made to have no
curve sharper than 5% to 6%.
c) Canals.
The location survey for major canal is somewhat similar to that described for
railway except that the grades used are relatively flat and small differences in elevation
are relatively more important.
d) Transmission Lines.
The required precision of surveys for transmission lines is generally much lower
than that for highway or a railway. Reconnaissance survey can be carried out by
thorough field study or by use of aerial photographs supplemented by brief field
inspections.
If the line can be located near a highway or railway, construction cost as well as
cost pf patrolling and maintenance may be reduced. Rights of way are frequently
obtained in the form of easements based upon a center-line description.
No curves are used in the alignment, changes in directions being made by
angles at towers.
e) Pipelines
Procedures for high-pressure pipeline surveys are more on the order of those
required for transmission lines than those for highways or railways. In addition to right-
of-way costs, controlling considerations are total length and avoidance of rock
excavation and expensive stream crossings. Reconnaissance work can be minimized
by the use of aerial photographs as in the case of transmission-line survey.
1.6 ADDITIONAL READINGS
None
1.7 QUESTIONS
1. Which surveying activities are involved in the conduct of locating route surveys?
2. In which cases, do preliminary and reconnaissance surveys will not be necessary?
1.8 ASSIGNMENT
What are the differences in laying out above ground utilities and underground utilities?.
Write your answers in an A4 sheet of paper and submit it next meeting.
1.9 REFERENCES
Kavanagh, B., 2010, ‘Surveying with Construction Applications 7th ed.’, Pearson Education,
Inc., publishing as Prentice Hall, New Jersey
Schofield W. and M. Breach, 2007, ‘Engineering Surveying 6th ed.’, Elsevier Ltd., UK