Sector · GPR Survey
GPR Survey for Highways, Expressways & Road Projects
Widening a road means building over whatever the last four decades put beside it — usually without telling anyone where.
1.5 lakh kilometres and counting, a sustained ceiling of 100 km a day, and a record month of 700 KM in 30 days — every metre on our own equipment. Outside Delhi NCR we accept projects from ₹1,00,000 upward, since rigs and crews travel from our Faridabad base. Within NCR there is no minimum at all.
Quick AnswerMezux Touch surveys highway and expressway corridors for road authorities, concessionaires and civil contractors. Work covers utility clearance ahead of widening and realignment, pavement layer and sub-base profiling, identification of existing crossings, and SUE deliverables written into road package tenders.
Widening is where the surprises live
The carriageway itself is usually the least eventful part of a highway corridor. The trouble sits in the shoulder, the median and the land taken for widening, where decades of utilities were laid alongside the road precisely because it was the easiest available route.
Power feeders, water mains, gas transmission, canal siphons, irrigation lines, legacy telecom and the occasional wholly unrecorded service all accumulate there. None of it appears on a road drawing, and much of it belongs to owners who no longer hold accurate records either.
A widening package priced without that knowledge carries diversion cost, programme delay and the risk of a strike as unquantified exposure. Establishing it before award converts a risk into a line item.
Crossings by chainage, not by drawing
A road contractor does not want a beautiful drawing. They want a schedule of crossings by chainage that a site engineer can work from, showing what crosses, at what depth, at what angle, and with what confidence.
That is how we issue highway work — the chainage-referenced crossing schedule as the primary deliverable, with the layered CAD, GIS files and report supporting it. It is the format that actually gets used on site rather than filed.
Pavement layers and sub-base condition
The same radar that finds utilities reads the pavement itself. Layer thickness, the interface between bituminous courses and the base, and zones where the sub-base has lost support or retained moisture all register.
For rehabilitation and overlay design this replaces coring on a blind grid. Continuous coverage identifies where the pavement is actually failing, and a small number of cores placed on those findings tells you far more than the same cores spaced arbitrarily.
Where a section shows loss of support beneath the surface, that is reported separately as a void and washout finding, because it describes a structural risk rather than a pavement thickness.
Specifying it properly in the tender
Highway packages increasingly reference SUE, and the most common failure we see is a tender that asked for utility survey without stating a quality level, a deliverable format or who carries the trial-hole obligation.
Written that way, three bidders return three different services at three prices that cannot be compared. We help authorities and consultants draft the scope before it goes out, including where we are not the eventual surveyor, because a badly specified survey helps nobody.
Structures, culverts and canal crossings
Along any long road corridor the structures are where survey effort concentrates. Culvert and bridge approaches carry converging services; canal and irrigation crossings bring a separate authority and a seasonal window; and rail overbridges add possession-driven timelines.
These are identified early and scoped as their own items, because a package priced on open-corridor rates and executed at a structure is a package that will be revised.
Crews mobilise across 28+ States/UTs on 14 owned systems. See SUE survey and how survey work is priced.
Surveying under live traffic
Most highway corridors cannot be closed, so survey happens alongside moving traffic under a traffic management plan. Lane closures, cone tapers, crash cushions and marshalling are programme items and cost items, not afterthoughts.
Night working is common on high-volume sections, which changes crew rotation, lighting and productivity assumptions. A rate quoted against open-country daytime conditions has no meaning on a live expressway, so we quote the two separately.
Crew safety on live carriageways runs under our ISO 45001:2018 system with documented briefings before every shift.
Feeding a design and a claim at the same time
A pre-works utility record serves two purposes on a road package. It informs the design, and it becomes the dated evidence that settles a ground-conditions dispute later.
Both depend on the same qualities: coordinate-tied positions, a declared method, stated limitations and a survey date. A drawing without those is weak in design and worthless in a claim.
We issue under document control with the raw data archived, so any plotted line can be traced back to the measurement behind it years afterwards.
What our crews have delivered, and on whose equipment
FAQ
Highways & Expressways — common questions
A chainage-referenced crossing schedule as the primary output, supported by layered CAD, GIS files and a signed report. The schedule is the format a site engineer actually works from.
Yes, including the interface between courses and zones where the sub-base has lost support or retained moisture. It replaces coring on a blind grid with continuous coverage plus a few targeted cores.
Usually because the tender asked for utility survey without stating a quality level, deliverable format or who carries the trial-hole obligation. Three bidders then return three different services at three incomparable prices.
Our fastest recorded delivery is 700 kilometres in 30 days on our own fleet. Achievable pace on your corridor depends on congestion, access and the deliverable specified.
Regularly, particularly in the shoulder and widening land. We report them as unattributed rather than assigning them to a utility on plausibility, because a wrong attribution invites false confidence.
Outside Delhi NCR the minimum accepted GPR order value is Rs 1,00,000 per project, set by crew and rig mobilisation from Faridabad. Highway corridor packages exceed it by a wide margin. No minimum applies within Delhi NCR.
Yes, including on packages we do not eventually bid. A badly specified survey scope produces incomparable bids and a deliverable nobody can use.
Peak sustained output on open corridors reaches up to 100 km a day, running day and night shifts on our own systems. The strongest month we have logged is 700 KM of survey in 30 days. Overall we have surveyed in excess of 1.5 lakh km by radar. How fast we move on your job depends on how crowded the ground is and what the report has to prove.
Pricing a widening or rehabilitation package?
Send the chainage limits and the deliverable your consultant expects — we will scope it so bids are actually comparable.
Request a Sector QuoteGPR for highway projects — specifications, standards and detailed questions
Mezux Touch surveys highway corridors knowing that the carriageway is usually the least eventful part. The trouble sits in the shoulder, the median and the land taken for widening, where decades of utilities were laid alongside the road precisely because it was the easiest available route. Power feeders, water mains, gas transmission, canal siphons, irrigation lines and unrecorded legacy telecom all accumulate there, none of it on a road drawing and much of it belonging to owners who no longer hold accurate records either. A widening package priced without that knowledge carries diversion cost and strike risk as unquantified exposure.
How the work is run
Survey covers the full corridor width including shoulder, median and acquisition land rather than following the carriageway, because that is where the findings are. Work runs under a traffic management plan with lane closures, tapers and marshalling treated as programme and cost items rather than afterthoughts, and night working is normal on high-volume sections. The same radar reads the pavement itself, so layer thickness and sub-base condition are captured in the same pass where specified. Crew safety on live carriageways runs under our ISO 45001:2018 system with documented briefings before every shift.
What you receive
A chainage-referenced crossing schedule as the primary output, listing what crosses, at what depth, at what angle and with what confidence — the format a site engineer works from rather than files. Layered CAD and GIS supporting it. Pavement layer thickness and sub-base condition as a separate profile where in scope, with loss-of-support zones reported as void findings rather than as pavement data. A signed report with limitations and no-access areas stated. Where an authority or consultant is drafting the tender, we help write the scope, including on packages we do not eventually bid.
Beyond the basics
What do you deliver for a widening package? A chainage-referenced crossing schedule as the primary output, with layered CAD, GIS and a signed report supporting it.
Can radar measure pavement layer thickness? Yes, including interfaces between courses and zones where the sub-base has lost support or retained moisture. It replaces coring on a blind grid.
Why do highway utility surveys go wrong so often? Because the tender asked for utility survey without stating a quality level, deliverable format or who carries the trial-hole obligation.
Do you find services no owner has recorded? Regularly, especially in shoulder and widening land. We report them as unattributed rather than assigning them on plausibility.
Will you help write our tender scope? Yes, including on packages we do not bid. A badly specified survey produces incomparable bids and a deliverable nobody can use.
Terms used on this page
Chainage — distance measured along a route, the reference a site engineer uses to locate a finding. Acquisition land — ground taken for widening, where decades of utilities were laid without appearing on any road drawing. Sub-base — the layer beneath the bound pavement courses, whose condition governs how the road performs. Traffic management plan — the lane closure and marshalling arrangement, a programme and cost item on any live carriageway. Unattributed service — a detected line that no owner claims, reported as such rather than assigned on plausibility.
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