Sector · GPR Survey
GPR Survey for Metro Rail & Railway Infrastructure Projects
Work measured in possession hours rather than working days — where the survey has to be finished before the first train of the morning.
Since 2003 we have surveyed over 1.5 lakh km by radar, held 100 km a day at peak and delivered 700 KM inside 30 days without hiring a single system. 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 metro and railway corridors for project authorities, general consultants and civil packages. Work covers alignment utility clearance ahead of design freeze, track formation and ballast condition, station box and depot areas, and third-party crossings of operational railway land.
The programme is written by the possession, not by us
On operational railway and metro land, work happens inside a possession — a defined block, often a few hours at night, granted months in advance and immovable. Everything about the survey plans backwards from that window.
Setout, calibration, equipment checks and crew briefing all complete before the block opens, because a possession spent preparing is a possession wasted and the next one may be weeks away. Data review happens the same night so that if a re-scan is needed we know before the block closes rather than after.
This is the discipline that separates rail-competent survey teams from general ones, and it is why we programme rail work separately from ordinary corridor work rather than at a blended rate.
Alignment clearance before design freeze
A metro alignment designed over an unmapped trunk sewer or HT feeder becomes a diversion, and a diversion has its own approval timeline with the asset owner that runs independently of the construction programme.
Establishing what is buried before design freeze is therefore the cheapest possible point to spend this money. It lets the design team route around what can be avoided, and lets the diversion applications for what cannot be avoided start months before the site does.
Deliverables follow the SUE framework so the project's design risk register records what was detected, what was verified physically and what remains an assumption.
Track formation and ballast
Beyond utilities, radar reads the track structure itself — ballast depth and fouling, the formation interface, and the ballast pockets and wet beds that indicate loss of support beneath sleepers.
This is condition assessment rather than utility detection, and it answers a different question: not what is buried, but whether the structure supporting the track is doing its job. On maintenance planning it lets renewal be targeted at the sections that need it rather than applied by route length.
Station boxes, depots and third-party crossings
Station box excavation and depot construction need the plot cleared before piling, and both usually sit in built-up areas where the surrounding servicing is dense and poorly recorded.
Third-party crossings of railway land — a utility or fibre route passing under the track — are a separate discipline again, with cover requirements set by the railway rather than by the client, and an approval route that runs on its own timeline. Our liaison desk handles those files.
Depots, viaducts and the wider package
Alignment work is only part of a metro package. Depot construction covers a large plot that has to be cleared before piling; viaduct pier locations each need their own clearance; and cut-and-cover sections behave like deep urban excavation with all the servicing that implies.
Each of these has a different survey geometry and a different confidence requirement, and treating them as one scope at one rate is how a package ends up under-surveyed at exactly the points that matter.
Coverage spans 28+ States/UTs on 14 owned systems. See void detection and SUE survey.
Working with the general consultant
On most metro packages the survey answers to a general consultant rather than directly to the authority, and the deliverable has to satisfy their design assurance process rather than just the site team.
That means the SUE quality level is stated per element, the residual risk register is written so it can be adopted into the project register directly, and every drawing is issued under document control so a superseded revision cannot stay in circulation.
We prepare packs knowing a design assurance reviewer will read them, which changes how limitations and confidence are worded compared with a contractor-facing drawing.
Third-party crossings of operational land
Utilities and fibre routes crossing under operational track are their own category. Cover requirement is set by the railway, the bore profile must satisfy their structural review, and the approval runs on a timeline driven by possessions rather than by the applicant.
We survey, design the crossing profile and carry the approval file through our own liaison desk, so the technical case and the permission move together rather than sequentially.
These are planned months ahead. A crossing identified late is the item that holds an otherwise complete corridor.
What our crews have delivered, and on whose equipment
FAQ
Metro Rail & Railways — common questions
Yes, and we programme rail work around it. Setout, calibration and briefing complete before the block opens, and data is reviewed the same night so a re-scan is identified before the block closes.
Because a diversion discovered at construction stage has an approval timeline with the asset owner that runs independently of your programme. Before freeze, the design can route around it instead.
Yes — ballast depth, fouling, the formation interface and wet beds indicating loss of support. That is condition assessment rather than utility detection, and it lets renewal be targeted rather than applied by route length.
Yes, including the approval file. Cover requirements are set by the railway rather than the client, and the approval runs on possession-driven timelines that need starting months ahead.
Field detection throughout as the working basis, with physical verification at crossings where a pile cap, box or deep structure cannot tolerate uncertainty. We help set this per element rather than blanket-specifying.
Outside Delhi NCR the minimum accepted GPR order value is Rs 1,00,000 per project, because mobilisation runs from Faridabad. Metro and railway packages are well above this threshold in practice. No minimum applies within Delhi NCR.
Our fastest recorded delivery is 700 kilometres in 30 days on our own fleet. On possession-constrained corridors the limit is block availability rather than crew capacity, and we plan against that.
Our ceiling on open corridors is around 100 km a day, achieved by running shifts through the night on our own fleet. The strongest month we have logged is 700 KM of survey in 30 days. In total we have completed more than 1.5 lakh km of GPR survey. How fast we move on your job depends on how crowded the ground is and what the report has to prove.
Have an alignment approaching design freeze?
Send the corridor and your possession calendar — we will build the survey programme around the blocks you actually have.
Request a Sector QuoteGPR for metro and railway projects — specifications, standards and detailed questions
Mezux Touch programmes rail work around possessions rather than around working days, and that single constraint shapes everything else. A possession is a defined block, often a few hours at night, granted months in advance and immovable. Setout, calibration, equipment checks and crew briefing all complete before the block opens, because a possession spent preparing is a possession wasted and the next may be weeks away. Data is reviewed the same night, so that if a re-scan is needed we know before the block closes rather than after.
How the work is run
Alignment clearance is done before design freeze rather than before construction, because a diversion discovered at construction stage has an approval timeline with the asset owner that runs independently of the project programme. SUE quality level is stated per element rather than blanket-specified, so a station box or pile cap gets verification while a general corridor does not. For track condition work the method differs entirely: continuous ballast depth and formation profiling rather than utility detection. Packs are prepared knowing a design assurance reviewer will read them alongside a site engineer.
What you receive
Alignment utility drawings with SUE quality level stated per element and a residual risk register written for direct adoption into the project register. Ballast depth, fouling and formation interface profiles as a separate condition assessment where track work is in scope, with wet beds and loss of support identified. Station box and depot plot clearance issued as area surveys rather than corridor drawings. Third-party crossing packs formatted for the railway's own structural review, since cover requirements are set by them rather than by the client. All issued under document control so a superseded revision cannot remain in circulation.
Beyond the basics
Can you work inside a night possession? Yes, and rail work is programmed around it. Setout and calibration complete before the block opens, and data is reviewed the same night.
Why survey before design freeze rather than construction? Because a diversion found at construction stage has an approval timeline with the asset owner that runs independently of your programme.
Can radar assess ballast condition? Yes — depth, fouling, the formation interface and wet beds indicating loss of support. That is condition assessment rather than utility detection.
What SUE level should a metro alignment specify? Field detection throughout as the working basis, with verification at crossings where a pile cap or box cannot tolerate uncertainty. We help set it per element.
Who sets the cover on a crossing of railway land? The railway, not the client, and the approval runs on possession-driven timelines that need starting months ahead.
Terms used on this page
Possession — a defined block of time during which work on an operational alignment is permitted. Ballast fouling — contamination of track ballast by fines, which impairs drainage and support. Wet bed — a saturated zone beneath sleepers indicating loss of support, detectable by radar. Formation interface — the boundary between ballast and the prepared subgrade beneath it. Design freeze — the point after which alignment changes become expensive, and therefore the deadline for utility clearance.
Popular searches — metro and railway utility clearance
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