”cc—oQOs a O‘ «.gguz‘dzzguununfitns o +4 "1’?” 9 i” .2 '3 t 2 “.111"?! i229“? ' fie #4 THE DESIGN 0? EAST LANSING Q MICHIGAN STATE COLLEGE AlRi’ORT Thai: for {in Dogm of B. 3. MICHIGAN STATE COLL ‘08 Glenn A. Rushman I 946 QQPPLEMENTAR‘; MATERIAL EN BACK OF BOOK . . n k. . . L . . V V ...]:- .Ir. , ... ~.i...¢..m.:fi.1. . .... ... .71... III: 1 2.: [...-1...}.1...LVULEISHH 1121.... .........l {nirklrtbLnLLLnHflfi ..1...q.._.:a...,u.r.:..r.uKL...rF.|.E._.... ..P. ..u........rn... 1.. ._ i ... .. 1.4.1.... . II. ....M .15."! z... .4.L...._. .. ‘ T5 .3 ..... u.:. u . Ill III . I I. I I A . Y . . .rll 1 . .. .. . .v: ......uI-rlp; . ....... . . . . I I. IIIII. I .- IL..‘—l. The Design of East Lansing & Michigan State College Airport A Thesis Submitted to The Faculty of MICHIGAN STATE COLLEGE of GRICULTUPE AND APPLIED SCIENCE by Glenn A. gushman Caniiiate for the Degree of Bachelor of Science August 1946 THY-79“.! PREFACE Air transportation in peace and in war has beached the point in it's progress where special engineering consideration must be given the ground facilities which serve as the connec- ting link between surface and air transportation. Airport engineering must keep pace with the development of planes and the rapid increase in the use of the airways. The author of this thesis has endeavored in the design and planning of this airport for East Lansing and Michigan State Collere to meet the requirements of the Civil Aero- nautics Administration and to fulfill the needs of the region. The author is deeply indebted to Professoffiillen, head of the Civil Engineering Department, Professor C. B. Andreas, fiichigan State Highway Department, and to the many other instructors who have been of great assistance. The publications of the Civil Aeronautics Administration and "Airport Engineering", by Sharp, Shaw and Dun10p have been consulted frequently and information from these publi- cations has been used throughout this thesis. 133535 TABLE OF CONTENTS Preface .................................................. 1 Preliminary Planning. .......................... .......... 2 Factors Influencing Airport Size ......................... 4 Table #1 ................... . ........... . ...... ... ....... . 9 Table es ............. . ...................... . ........ .... 10 Table #3. . .. ................................ .. ... 18 Table #4 . ........................................... .... 14 Table #5 .......................................... . . . 15 Table £6 . .............. .. ......................... . .. 17 Table #7... . .. ... . . .. ............................ ..18 Table #8.......... ..... ... ........ . ............... ....... 19 Table #9.. ............ . . . ....... . ............... . . .. 81 Porulation Ftudy. .................................. . ..... 23 . .......... .. 24 Soil Stabilization.. . ........... . ............... . . 25 Drainage .............................................. . . 35 Airport Turf. ........... . .......... .... .................. 27 Airport Pavement ........ . ................................ 28 Cost Estimate.. .......... . ..... ....... ............... .... 31 'CO PRELIHINARY PLANEING The planning of a new location for an airport should include all the factors of regional planning and the po- sition of the proposed airport in the national network. 1. Population of the City- A study of the pOpulation of East Lansing and Mich- igan State College and their trends indicate that a class 2 airport would be sufficient to handle all the aeronautical activity in this region. 2. Local Topoeraphy— The topography of all sites and that of the area surrounding each site within about a three-mile radius has received careful study. The study included a com- parison of ease of drainage, probable grading required, and obstructions in the vicinity which would limit the effective length available for takeoff and landing in each direction. However, due to the fact that other thesis have bee written on the plan of airports south of East Lansing, it was suggested that this airport be planned somewhere north of East Lansing. 3. Local Flying- The amount of traffic has been determined by investi- gating records cf other airports in the vicinity, or in similar localities, and consulting existing air line records. Consideration also has been given to the postal receipts of the city, retail sales of the city and trading area, and express possibilities. The rapid increase of enrollment at Michigan State College 0 and th. return of many veterans who will be interested \ in flying is a contributing factor to the necessity of a local airport. The recent trend and the future possibilities of aviation in the prevention of crime should make an air- port here a necessity for the use of the Michigan State Police. It has proven successful elsewhere and it would materially increase the efficiency of Operation of.that organization. 4. Accessibility- It is desirable that an airport be located so that it will be close -in time— to the destination, and to those who will use it. This airport is located on a well constructed highway which could handle the traffic very easily. 5. National Defense- This important factor cannot be overlooked in planning the location and size of any civil airport. FACTORS INFLUENCING AIRPORT SIZE The problem of determining the size of an airport to be developed in any given locality is extremely complex, de- pending not only on the types of aircraft which are to be accommodated in the immediate future, but also upon some estimate of the future requirements. The individual airplane may be designed for a certain performance, however, this performance is affected by temperature, barometric pressure, and wind conditions which may vary from day to day, by the condition of the surfaces of the airport or runway on which the airplane is operated, as well as upon the technique of the pilot Who is flying the plane. It is, therefore, apparent that in determining the airport size it is essential to provide landing areas sufficiently large for the oper- ation of the aircraft to be accommodated under the most un- favorable conditions likely to occur. In order to determine whether or not an airport is adequate in size for the safe Operation of a given airplane, it is necessary to compare the distance required for the airplane to take off and to land with the landing area length available at that airport. Among the various factors which will influence the distance required for a given air- plane to take off and land safely are the following: 1. Aircraft Performance- The most important factors affecting the performance of airplanes are wing loading, power loading, pilot technique, and friction of runway and landing area surfaces. Of principal importance is the wing loading and the power loading. A. In general, as the wing loading of an airplane is increased, the stalling speed of the airplane in- creases. Consequently, the speed which must be attained prior to takeoff is greater, and the minimum safe speed which must be maintained in gliding in for a landing is also greater. Thus it is seen that wing loading affects the flight characteristics of the airplane and the size of the landing area required. The wing loading is obtained by dividing the permiss- able gross load in pounds by the total wing area in square feet. B. The power loading of an airplane is obtained by dividing the gross weight of the plane by the total horsepower available. This is another characteristic of the airplane which affects it's performance and consequently, the size of the airport required for it's safe operation. As the power loading in pounds per horsepower is increased, the rate (f climb de- creases, and, consequently, the take off distance is also increased. By multiplying the wing loading in pounds per square foot by the rover loading in pounds per horse- power, it is possible to obtain an index number which in general, is indicative of the performance of the 0) aircraft in lending and taking off, and which will indicate the lending area length necessary for the safe operation of the aircraft. The length in fee of runway required for safe Operation of any airrlane at sea level is arrroxima ely fifteen times the inde. number. Characteristics of the Cite- A. Nature of surrounding ohstructions and torocrarhy— The presence of vertical, natural and mannede ob- 4 L a . __ scruetions in be approecnes to the airport results in redieinr the =r“ec'i"e ‘e: “‘ vf Th» “ard’rc erea ayailatfe at? nee s:i{;’ : 3.7;: an area.than would othervise be necessary if they did not exist. This reduction in effective lensth of usable landing area is comruted on the basis of approaches being clear of vertical obstructions Within a slide path of 30 feet horizontal to one foot vertical for a class 2 airport. An "approach zone" for normal usage runways is a trvnezoidal area havin: a width of 5“? feet at the ends of the usable landing area and broadening to a width of 8,500 feet two miles away. The center line beinq a continuation of +he center line of the land- ing strip. B. Elevation above sea level- Increased lensth must be provided at hirher altitudes for the takeoff run and the landing run, as airplanes 3. land and take off at higher speeds and climb at flatter angles as the altitude above sea level in- creases. This is due to the normal decrease in at- u mosphere density and the consequent decrease in the lifting effect of the air on the wines, and in certain tyres of motors, resulting in a decrease in the amount of horsepower delivered. C. Character of landing C‘trip and Runway- Burfaces- It is apparent that when an airport has a soft sod on the runways are of loose gravel, affording greater re U) istance and friction, a longer ground run will be necessary before sufficient speed is attained for takeoff. Conversely, in the case of smooth bituminous and concrete surfaces a shorter ground run is sufficitnt to attain takeoff speed, and therefore, a shorter lending area may be used by the same type of airplane under such conditions, with the same decree of safety. Meteorological Conditions- A. Barometric pressure- In a few cases the barometric pressure prevailing at the site, independent of the effective elevation ahove sea level, must be taken into consideration. B. Temperature- In addition to the effect of increased altitude above sea level in reducing air density, there is also the effect of increa-es in temperature. On a very hot day an airplane will require a considerably longer run before taking off as a result of decreased air density due to the temperature effect alone, and the rate of climb will be decreased. C. Wind direction and velocity- Tinds, if of more than negligible velocity, ave the effect of decreasing the landing and takeoff runs I necessary. If is usually not considered as a factor in determining the size of the airport required be- cause the wind does not blow with absolute regularity and steadiness. The least favorable conditions occur when there is no wind, and this condition is assumed to exist. .cmw 0p omfi so A.am\.mpav mcfimMOH smack mmafip A.Pm .Um\.mpHV ucfimmOH and? m unwrap Ho .mmnsop occ.mH new coo.¢ cmmspmr acapaoHeHmmaHo Snack macaw opp ca mmawfip afimeSOH mpcmm Imnamn mama .mmcmflp puonmcjpp mufim HHmEm macm mam mmcmfim Hmceo mumbfinp mufim smegma .mpmwOErooom afimwwm hwe unopnfiq noans p%mnonfi< mo maze cwHeHabrrco mob mflmqmzmr 0.9 was amused Ipfim mafia = names: amppams acfipxafifi acfixpa: = S 5.. a van mofi+fiflfiowm cam mmfipfiflfiomm mufiocmb m» . we we _ a 73+ : 1 - - m coho mo 0 macro qurocH H mmmfio mwsfiocH mamaflmnm mmflpfififiomh o- - - e». 0 VoCO OF OF QUNHG>OO vcfia M0 s r ucoov - ms mamas TABLE #3 AIRPLANE? ACCOHHODATTD BY CLACQ 8 AIRPORTS Company and Model Designation Abrams Explorer T-B Curtiss-Wrisht A-19-R Curtiss-Wright CW—BB Piper Cub Coupe Piper Cub Sport Piper Cub Trainer Ryan S-T-4 Special Ryan S-C Waco F K 8 Boeing Z47D Fairchild Z4 Waco E G C Bellanca 14-9 Cessna C-l45 Ifidex No. 138 110 Gross Weight 4,000 3,837 1,200 L100 1,000 1,600 Horse Power 40 150 145 785 155 380 90 145 TABLE £3 (cont.) Howard DGA-lSP Monocoupe QC-A North America AT-S Stinson S R I O F Class 8 Airports will accommodate planes with index numbers between C and 830. 4,350 1,010 4,158 13. (D 0'! O 450 14. TABLE #4 PFCOVVFNBED FTANDARDQ FOR RUNWAY LAYUUT? Recommended Qtandards Class 1 Class 3 Class 3 Class 4 Minimum distance between center lines of parallel runways. none 700' 700' acc' Minimum distance between center line of runway and airport buildings. Instrument landing run- way. none 750' 750' 750' Minimum distance between runway center line and aprons and loading plat- forms. Instrument landing runway. none 500' 500' 500' Distance between center line of runway and air- port buildings. desir- 500' 500' 5CC' able 0' 350' C )1 All other runways. Minimum 350' 3 TABLE #4 (cont.) Minimum distance between center line of runway and aprons and loading platforms and parking areas. All other runways —-- 850' Maximum landing strip and runway grades. Transverse 24 80 Maximum landing strip and runway grades. Longitudinal 2% 1&4 Grade breaks longi- tudinal Maximum algebraic difference 3% 2%% 1&4 I) L' 250' P we as 8% TABLE . PEGOMWENDED FTANDARDS Recommended Standards Minimum width of taxiways. Minimum distance between run- way center line and parallel taxisay center line. Minimum distance from boundary fence, obstructions, etc. to taxiway center line. Maximum longitudinal grade. Maximum transverse grade. Minimum angle of taxiway. intersection with runway ends. it: ()1 FOR TAXIWAY LAYOUT? Class 3 1}] 0 LO .Q OI 100' ()3 33 H [NH (,3. 60 Class 3 L0 “TH ‘ K '9 NIH ’1'; 80 Class 4 275' 150' N rut-a ‘69; 6O 17. TABLE #6 EFFECT OF ALTITUDE ABOVE SEA LEVEL ON AIR?ORT SITE Elevation Run length Run length Run length Run length (in feet) (in feet) (in feet) (in feet (in feet) Class 1 Class 8 Class 3 Class 4 Sea level 1,800 8,500 3,500 4,500 1,000 1,980 0,660 3,730 4,670 8,000 8,040 8,840 3,980 4,860 3,000 8,180 3,040 4,850 5,050 4,000 8,340 3,850 4,550 5,850 5,000 8,510 3,490 4,880 5,460 6,000 8,690 3,740 5,830 5,670 7,000 8,980 4,080 5,640 5,910 8,000 3,180 4,350 6,070 6,150 9,000 3,380 4,690 6.550 6,550 10,000 3,660 5,090 7,180 7,180 TARLE #7 AIRPORT LIGHTING QTANDARDS Minimum Recommended Facilities Airport Beacon Bounding lights Obstruction lights Illuminated wind line Contact lig ts Illuminated wind tee or tetrahedron Landing area floodlights Apron floodlighting Ceiling projector Taxi lights Approach lights Class 1 include include include Class 8 include include include include Class 3 include include include include include include include include include Class 4 include include include include include include include include include include include TAPLE 48 WIND DIRECTION station----.act Lansing Weather Bureau Latitude----48° 43' 50" N. Longitude----84° 88' 54" w. Elevation, 0r. 856 feet. Direct- Jan. Feb. March Apr. May June July ion hours hours hours hhours hours hours hours N 798 1107 1,171 1,854 1,830 998 1,317 NE 695 681 1,018 1,976 C47 774 980 E 948 731 880 1,969 1,010 9°C 984 9e 1,130 814 1,035 945 1,189 1,180 8‘1 9 1,561 1,961 1,192 1,415 1,918 1,957 1,790 9“ 8,690 8,189 1,858 1,596 1,;84 1,771 8,107 W 1,983 1,651 1,749 1,338 1,680 1,754 1,714 NW 1,443 1,967 8,060 1,874 1,307 1,369 1,560 This data covers the period from 1931-1945 inclusive. Direct- ion. NW This data covers the period from 1931-1945 inclusive Aug. hours hours TABLE #8 (cont.) Oct. Nov. hours hours 1,040 986 634 555 685 506 1,060 983 0,135 1,885 8,347 8,830 1,690 1,758 1,5J3 1,446 Dec. hours 788 577 ‘0 _:Q H) 1,738 8,738 1,706 1,855 \ Total No. of hours 19.83 14.98 14.45 Latitude----43° 43' Direct- ion. N NE E 9E 9 9W v NT TrIND v'3‘LOC'I'I‘Y Station---—East Lansing Weather Bureau 50" 9. Elevation, Gr. fiarch 138.8 139.8 183.8 148.5 138.5 158.7 188.8 158.2 858 feet. Apr. 130.8 134.8 . 138.0 141.0 137.4 157.7 180.0 184.0 This data covers the period from 1931-1945 June Longitude-—--84’ 88' 54" W. July (0 o) (0 *x} (0 (O (D (J u) (0 ...: x) (D (O (O H H H () (D VJ O 0 <0 u) 191.0 inclusive. TABLE #9 (cont.) Direct- Aug. Sept. Oct. Nov. Dec. Total Average ion. Velocity hourly velo- city (MPH) N 98.6 104.8 107.8 187.3 111.7 1,376.7 7.65 NE 91 8 96.0 98.5 111 4 108 6 1,386.7 7.37 E 79.8 84.. 95.3 113.8 109.6 1,831 1 6.84 9E 108.1 118.8 118 5 148.7 134.3 1,509 7 8.39 9 94.3 109.0 184.8 150.4 189.8 1,453 4 8.-7 9W 110.5 183.9 133.1 162.9 149.9 1,666.0 9.86 " 118.6 184 8 134.0 158.0 153.“ 1,787.4 9.60 NW 117.0 187.1 139.5 151.0 158.5 1,698.0 9.43 This data covers the period from 1931-1945 inclusive. POPULATION (O u) 9TUDY FALL TPRK REGIgTRATIOV AT MogoCo No. Year 1,611 1931 1,609 1938 1,873 1933 8,314 1934 8,534 1935 8,800 1936 8,813 1937 3,019 1938 3,811 1939 No. 3,899 3,139 8,744 3,383 4,006 4,687 5,818 5,835 6,650 Year No. 1940 6,766 1941 6,356 1948 6,331 1943 3,484 1944 3,881 1945 5,884 1946 8,800 1946 9,000 (Spring estimated Uniform Percent Rate Of Growth 14.3% 4389 .1450 Change 5039x.331=1933 7778x.331=8573 Change 5839+1933-777821950 7778+8573=10,355:196O 8W - 0,0 -4 «”0? ' ‘0‘"qu .‘ ‘ 6 MTV»- rmfi 00' SOIL STABILIZATION The character of the soil profile, including such factors as ground water level and drainability, subgrade support for runways under all weather conditions, suitability ' 0f the soil for runway stabilization, and availability of construction materials, will be a dominant factor not only in the first cost, but also in the adequacy and permanence of many improvements. This is especially true in the case of paved runways and landing areas. The existence of Carlisle muck on part of this area for this airrort will result in more earthwork because it has to be removed and earth from other areas of the airport used to fill up to grade. The rest of the area, which consists of Conover, Brook- ston and Miami loam, is very suitable to be used as subgrade support. DRAINAGE The purpose of the drainage system underlying the land- ing area is to maintain the soil in a stable condition in all kinds of weather. The drainage system also prevents the pondinq of water on the landing area to such an extent that the runways become useless for landings or take-offs during or following heavy rainstorms. 96 Trainees (cont.) The drainage system should theoretically be able to carry off the water at the same rate as that at which it falls upon the area. This is not accomplished in practice. Poms amount of ponding in the vicinity of the inlets to the drainave system is tolerated. The usual criterion in airport practice is to require the drains to carry off the water from a given storm in one to two hours after the end of the storm. On the basis of the above conditions an equation has seen written expressinv the relationship of the quantity of water falling on the area and the pipe capacity of the under drains. (D '34- 4U Q--Capacity of pipe necessary, expressed in cubic f - per second. T——The duration of the rainfall in hours. t-—time, in hours alloved for removal of water after storm has stOpted I—-Rainfall in inches per hour (intensity) R--Per cent of runoff from the type of surface coverins th airport. A--Area of surface drained Q-AIR Tft The maximum precipitation for this locality was 8.06 inches for a duration of one hour which was used in these calculations. The time interval followins a storm during which the surface water is carried away by the interce,tins drains will DRAINAGE (cont.) vary with the slopes which carry the surface water to the drains. A. For average slopes of 9.5 per cent or less, the value of t most commonly used is two hours. 9 The value of t used for areas where the average slope lies between 9.5 and 1.9 per cent is 1.5 hours. C. Where the averese slopes are vreater than 1.9 per hours. Surface Runoff in Per Cent Surfaces that are assumed to be watertight 70-95 Asphalt pavements 85-90 Gravel roadways and walks 15-85 15-85 Darks, lawns, meadows AIRPORT TURF The purpose of grass and other plants on airports is the surfacins of plane traffic areas.for control of dust and drifting sands, prevention of erosion, and beautification of limited areas. U) It should be dense, low erorinv, wear r. istinr, and I. must be established in the shortest time possible. Haximum D) (I) AIRPORT TURF (cont. ) - coverase is desired with a minimum of yield, which if dis— tinct from the agricultural viewpoint. AIRPORT PAVFHFNT The design of standard his hway pa ving takes into con- side ation the number of vehicles per day, or the frequency to vhich the pavin 8 is subjected to loads, as well as the maxi- mum load at any one time. Ther repetition of the load upon a runway is much less frequent than upon even a secondary hi8hwav, and the factor of fatigue is not so important in runway desisn. Therefore, the paving types which require the kn needing and compaction of'traffic to maintain their density and life are obviously not so suitable for runways. To compensate for the absence of the compaction furnished by frequent traffic, softer asphalts and somewhat richer mix- tures, combined with dense graded aggregates, are necessary to insure the density of the pavement and provide character- istics which resist the de teniorating ef cts of weather and climate. In this regard a tight, well bonded, and sealed surface is of essential importance. The preferable finishes for concrete surfaces are those approaching a smooth troreled finish. Rou8h non-skid wear- ine surfaces are to be avoided because of the excessive tire AIRPORT DAVEYVVT (cont.) (0 (O wear which such surfaces impose upon landine aircraft. Crowns and transverse 8radients should be sufficient in pitch to erredite surface water run-off where freezinf occurs because of possible ice damage to the surfaces. Recommended Runway Crowns Runway Width Crown 100' an 15C‘ 9" ch' 12" Desi8n Data Recommended Standards Class Class Class Class 1 3 3 4 Ptatic design loads no for runways,taxivav, raving and anron pavin8 recom- baged on present mended day aircraft 0,96“ 74,CCC 18?,C‘O Probable future (1? yrs.) maximra static sross loads to he considered in the design of runway, taxiway and arron revina and drainage structures 20 ”CO so too 1:" one 350 one ’ ‘--":~'~~J '~~,'--~ .,,,-_,c Probable range Of 1C 1: ‘0 50 static airplane to to +0 to tire pressures 25 RC 7: 8: lbs. le. lbs. lbs. per per. per per sq. 3.3.. sq. sq. in. in. in, in, varesate AIPvOPT Drvrnrvr (cont.) Concrete Mix should be sound and durable and stored so that it Will drain out for uniform moisture content. The coarse eg~regete should be surplied in 1 inch size and l to 2 inch size. About 504 of each size is used. The fine ass- reaate should be well graded with lC ner cent minimum pass- J. ins a 50 mesh sieve and 3 per cent teasing a 1““ mesh sieve. A 5 Usin a cement {jq water-cement r solute volumes recomnended. factor of 8.25 3 ,“CO lb. per sq. in. concrete is to be desired. m cks per cubic yd. and a atio of 5; gals. ner sack of cement, the ab- are comruted. Cement: 6.35x94: 3.03 Cu. Ft. ETT“EE§.5 6.?S:Cement factor in sacks 94zfeight in pounds of one sack of cement 3.1:Specific gravity of cement 68.5 = pounds per 1 cu. ft. of water Water; 6.85x5.25-4.37 cu. ft. 7.5 =number of gallons per sack )1 O.) i )1 'd .5:Gallons of water in 1 cu. ft. aggregates, 34 to 38 per cent of sand is Volume of asgre8ateg27—7.4T=19.6 cu. ft. Volume of sand: .Z4x19.6=6.€6 cu. ft. Volume of coarse aggregatealG.67-6.86=13.94 31. Concrete Mix (cont.) Wei8ht of sand=2.65x68.5x6.66=1103# Weight of stone:2.65x68.5x12.94:314-# Yield for above volumes is: Cement: 3.03 cu.ft. Water_= 4.37 cu. ft. Sand - 6.66 cu. ft. Stone 212.94 cu. ft. Amount of water=5.25x6.25=38.8 gallons of water. The consistency as indicated by the slump test is usually 1% to s% inches. COCT Frcavation 439,43“ cu. yds. @ $.40 Runrays and Apron Cradin (IQ A! - 378,798 cu. yes. Construction and material- 27,896 cu. yds. @ $8.88 Trenching 28,450 lineral feet a 4.15 Gravel or Crushed Stone- 4,3ee cu. yds. a 92.00 EPTIMATE AFC - V ’7 .4 ‘2 " .'., Drain Tile Perforated Cteel a"...14,s50 ft. a 4 .56 _§ 10"... 4,300 ft. e .62 18" ., 4,653 ft. e .74 15"... 1,950 ft. a .94 18"... 173 ft.:a 1.13 21"... 4s0 ft. e 1.38 a4"... 75 ft. e 1.84 27"... 47: ft. e 2.14 30"... =25 ft. r 2.33 36"... 900 ft. e 3.95 247,734.24 4,367.50 8,316.60 2,604.00 3,441.00 1,833.00 197.75 575.00 1-‘3~.‘?.C“~A d 008T rsTIvArr (cont.) Catch Easirs A... 6 @ £33.0C Manholes Drop ty e... 5 a 8100.00 80’8 80.c0 Han8ar 100'x7e' a ?2.SC/sq. ft. Administration Building EC'x4C' two story a 8.30/ou. ft. Li8htin8 — J]; Beacon Light Trind Indicator Flood Lights 8 Q #3CC CO Obs ction Li8hts tur 3 @ #14. 4O Boundark1 Li8hts and Cone 29 8 7O CO 7". an Arproach Li8hts and Cone 24 a i17C.CO .r 810.C (fl (3 () 3 (D ,p. no 53 C) r) C) 18,750.00 12,000.00 144.0 64.46 0) L (D r) (3 :9 \A DJ (3 5,181.00 4JCBC.CO $10,122. 60 34. 008T E¢TIEATE (cont.) Fire Equipment 2,50C.CO Fencinc 588 rods 8 83.35 1,381.80 Feeding 669.6C Total $535,416.16 Fnrrineers Fee 5’7- 28,116..7 ‘JLJJBGJT The calculated costs represent the conditions that existed in 1838 *- N,» —~——._._,....._———- . . ‘ . 1. w» . '- . . . ., . . . —-——- 9'33 @ \ '4’ ‘/v. HARE/SON ' ROAD LAKE LAMS/No, DR/VE 7A )0 - s TR/P 0 _0 0‘ o._ o \O@@ J L‘ W . _. A950 f7? _ TAX/I. 573/10 lawn/AM 7550 _‘ wM/o Sack‘ '. . Aaaorr FRO/10 ALL." _7;4X/ . STRIPS. 50’ jW/DE ' M/Cfl/GAN 8 7A 72‘: 0011ch DEPARTMENT ; 0F- C/V/L ENG/NEER/NG 4‘ A. BOUNDARY wok/7330+? . ' . RUNWAY- L/GHTS :» ALL RUNWAYS 1501 W/D£ \ \ ‘. . 55 N/OR ~ THES/S “ PL A N 'Ie’ /L/_ UM/NA770/V 0/“ 54.97 ; LAMS/N8 , ,s’ M50. AIRPORT DRAW/v BY 7. : . Z W CHECKED BY : ' SCALE , : I”: l50’ —- DATE : ' 7-/2’46‘ Go“;j ...... ... . ‘ ..-v.-_v-...-< . -..- -A... .....- -..—A ......—- .-. -..- ...-V .... - -..——-v-~-- a... .7 l A ’ CROSS ~ SECTION 0/" Ram WA Y «_ . L— , - . 4; 35,50 LAKE _ LANSING DRIVE . _ ‘ - . , . . 75' ‘ » . 25’ 25 u 25 '——————fi /z5——rf«—/z.5’—a;—/z 5 '.—+——/z 5 win 5 —T-— /2. 5 --'+ 6‘5 82 8” a??? ' ROAD ABBO77' ' :1 OPEN . 0/7?” /l/ //V7'£RC£P7'/N6‘ /// /// // gggg vawAY 0‘2? .41/ /// ' ' 0 g ORA //V 800 ANGULAR cat/SHED / , GUAM/Mfr DRAM/AGE 6 CROSS- -SEC T/ON OF ROCK 12’ re 2" ASPHALT ORA/N CONCRE 7'5 EAST LA FOR 7 Bal/ND 51/7- ppRoas 8,, _ “£850, [5,, _ /, 275, NS/NG 6‘ M 5.0 A/R Io” - 4.200’ 2/" - 200’. /2" - 4, 650’ 24" - 75' 2% «7 /' l5” - ‘75, 27” o 475’ DRAWN By: flWdW A PPRa VEo F/L l ER H . 15" - /75' 30” - I c ECK£D 5r . MATERIAL or SANo - 525 x . ,, = , 21—11 . 750' 3 u _ a ’ ALE . / 200 ’5’ cRA Viz. COMB/NATION 00 0/! TE 8 _ 7 _ 46‘ LEGEND CONCRETE INTERCEP 70/? - - — - COLLECT/1V6 ORA/IV a MA NHoz. E (mop 77/55} 0 MAM/01.5 a CATO/l BASIN (Dot/51.5 INLer) NOTE: KEYED £0/V6'l7'M0/IVAL CONSTRUc‘T/a/V JOIN 7" “Br/W OVA/M r 6R0 v5 0. 5 x19 54 OPE ' fo/xvr V (@555 —- sic r/o/v 0F 7AX/ WAY ‘ . ' 50' I _ . 25" 25’ —-————> "em/Z. 5 -—"*— IZ. 5’—:;—-l2. 5 —+- /Z 5 -—;/>l . ' /7*- as Z 34 OPE KfYEO L ONG/ TVD/IVAL I D l/MMY 6R0 vs CUNSTRVC770/V JOIN 7' J01” 7' . KE YED LO/ve/Z‘aa/NA 1. Oil/MM r" gimme cams TR yer/5N ' Jo/N 7‘ JOIN r _ SEAL ED W/ 77/ ill/754815 PLASTIC MATERIAL same _ i s 1 ":5 H 55/? 35’7. offaRMED 775 aAR SPAczo £’5”o.ce M/CH/GA /\/ STA TE COM [65 17pr R TME/VT 0F 0/ WA ENG/NEER/NG SEN/0F? THES/S ALL DRAINAGE H145 14;; 0.4 % SLUPE. ARROW/5 //VD/CAT£ D/RECT/olv 0F FLOW ’3 ...- , _ ._. , g - - ~ -"—"~"j " * "’ .~'. -, ‘ ~ - A ~. _--<-.- , I .... r» - -. . »~- ‘ I ‘f. - -.. --.,.L:::,:;:.-'-‘—Q .. --..,..' E. “-14.-..“ «*f‘" ....,......¢...’:i:.z ‘15-,“ _ ...,“__-.-_.,_--,__.._. .-.“ .'... .?;,5.A.4-T,-,..-;...E-,.. :Zf ’ ~l _, ‘ .5...~----‘ I 'l I ‘ _ 3 n j? . . . > " \ .2.- I.’ ‘w . . .- f. . ._ i I : . 1. . . j. wax-I PRESSURE . ' !’ «GAS LINE ' J l 3: _ if LAKE LANSING 0er V£ ; N :: (24%? 37 '° 16” °x , °§ “33’ '9 /' ‘Z‘F—O ° \ A A ) V12?" '"3 °. u °_ -- (’1 am A \ ... A " '51 '8 4': (W 1); § é" 9; . ‘I I; q ‘- 62» ' m in :m. «’2‘, g; . . 0/72.” . Y ' \ Q Bfltép :2 '3?) ’9’ «a» ((516?) ~919Mb «m '3,» If» ".21 7w G» v» - 7727 2 2 fl . I J ’6) , 0:731f’) | .‘v 19:9) 1; v2: ;. i: d» g ‘5 r! {a if d g I i ’9» i5 3". ;: 3! . g} N0 7'5 : . 43. M - MAPLE 7555 /7/IVS. M/ fl/AME TER. LOCATED ON WEST. 31.05 05 A8807‘7' 522 33357: ' Stu/771 OF LAKE LANJ/IVG DR. ,ASSVM50 545v 05 I0057.’ - a; _.-.-_A.‘-V . 5.--.Au' - .. ......u .. A_-L. <. “4-. IV HA RR/SOIV R0530 ABBOTT ROAD - ' $95, oIv Nora/y cur 02v WEST 0705 ~ 1" .\ El 05 TREE 12 52* ‘A50 VE 5500M). ES CONTOUR _ INTERVAL - /F7.' w {4 3:23;; i =:\ “be i M/CH/GA/V STA 725 @11fo DEPARTMENT OF ;; C/V/L ENGINEER/Ive SEN/0R THESIS ¥ 5 TOPOGRA PI/Ic MAP 05 EAST ' EMS/N6 ’5’ MSG. A/RPORT . DRAW/V By :zféde } .5... CHECKED 5y: 0/75” . SCALE ' : / ”=/50’ - DA TE : 6'27-46‘ . S; - - ‘ . ___-.. “flywmb. 4......“ ...-..E g. 4 u .' 4 ', Q j | -..‘_..a.-.....--.... -..--—.-_.._ .- . - - ...--...--n- 4....-.“ .. . . 91.5 11, 026‘ '_ +420 \ 91.1 91.2 92.4 93? *4525 ”330 +2145 1 ' ' - ' - ’ 74”” LAKE LA NSIN0 DRIVE \ 3 I T 90.7 90.7 92.3 94.0 93.0 92.4 92.0 93-0 920 93.3 92.0 92.5 92. 2 930 94.0 94.0 949 917 92. 0 92.0 94.7 100.7 100.3 95.5 90.0 95.7 95.1 11,905 *2/55 12,550 12, 41.5 12,130 11240 11, 130' 1700 1715 1050 11035 13175 13, 4/0 13, 005 13.020 12,510 12,299 00.3 92.0 94.3 934 93.1 . 95.0 92.7 92.7 92.5 92.0 92.1 91.0 91.5 91.7 94.2 94.2 93.5 92.3 92.2 93.5 94.3 100.5 100.0 101.0 99.0 99.3 99,2 71,015 12235 612’ 190 123040 11, 975' 11045 11720 11435 11220 11135 1107.5 12030 11,055 11340 114/5 1 1 0/5 1.905 + .945 114.95 11, 830 12, 8.90 7556155 15: 585 15,455 153530 11010 ~ ' 220 170 . ' 90.2 92.3 92.7 - 92.5 91.0 91.7 91.4 91.0 91.0 91.5 91.2 91.0 - 90. 9 90.3 941 94.3 93.5 93.7 93.0 98.0 . 90.3 1002 100.5 - I 100.6 100.5 997 - 99.3 11,515 10530 11, 0'65 fl. 425 11355 fl. 2025 11.520 143/5 . ' ‘ 14 060 11. 450 11, 235 11305 12,020 12,025 1.7435 13:545. 13.090 13,040 13,515 13005 915 91.7 91.0 92.5 91.7 90.7 90.0 ' 92.7 I 92.7 92.5 93.0 91.0 90.2 09.9 945 91.4 94.5 94.0 ' 95.7 90.0 99.1 101.1 . , 100.3 101.3 100.3 99.4 990 11. 405 11,305 11,440 14200 71,335 1.4 425 11,415 11,510 11,090 . 1055 14310 11,040 11,995 1255515005 1.2125153055 73695 13,580 03,335 12,995 _ . 91.7 92.1 92.7 91.0 I 91.3 90.9 '91 a 91.7 f 91$ 91.3 I 91.5 . 91.0 90.3 . 90.5 93.9 95.0 94.2 972 90:2 94.4 95:3 100.5 . 100.3 101. 1 100.3 99,: 99,2 - 10400 11. 420 11,345 11, 335 11.340 11305 11,435 1140511320 ' 1930 1975 11,120 11. 250 1945 1 095 1020 “11515 11,505 12,090 13,070 12,040 919 92.1 ' 92.0 91.7 91.0 91. 1 90.9 91.4 , 91.1 90,9 90.3 90.4 - . 90.7 91.1 ' 9.3.5 92.0 90.0 90.1 90.5 - 90.4 90.5 ' 91.3 09.7 100.5 . 100.2 . 99.9 99.8 11.320 11.245 11, 225 11,215 14 /6’0 11,240 11. 200 11,295 , 1070 1720 505‘ 10/0 1 725. ’ +705 11110 1750 112/5 H.995 11.800 11, 715 ‘ 125 L 55 110 135 205 2.30 245 105 _. . - . ~ ' - I ” ' ’ " , ‘ . 921 91.0 92,0 91.0 91.5 91.2 90.0 ' 91.0 91. I ‘ 90.0 L, 90.1 _ 90.2 . 90.3 09.7 . 93.0 09.0 09.0 90.0 . 09.0 00.0 00.7 90.0 00.0 90.9 99.9: 99.4 - 99.0 ’ ‘ 1 005' 1 730 17.95 17.90 1 9.351915— 1.0259 1- 90.5 111.5 1/45 1150 7 Z I” '12 85 1325' ’ 1 350 1320' 1 .935 11065 11335 11500 _ . . 380 3457 26'5' /85- 4825’ .2‘45’ 3'30 '_ 220 I . .- ‘ I . - , .. I 05.4 05.3 00:1 043% 03,0 02.3 93.0 03.5 03.0 04.5 _ 94.3 04.7 04.1 _ 04.3 05,5 ~ 90.9 073 075 07:“ 97:4- _ ‘ 073 ' 00.2 029 900 99.9 99,9 ;-- - 99.0 . ' . ~4040 -995 ~53! 1473 5535 1455 '— 305 ~3z’0 1115 1210 1105. 1 95 - 1315 1330 1300 14/0 1325 1479 .1970 11,010 . . - 410 305 - 390 330 295 205 _ 235 145- ’ _ ' _ ' . ’ ' ‘ ' - , _ 03.0 055 00.1 00.0 05.0 ' 03.3 03.9 00.9 02.1 02.3 92.3 79.0 ' 79.7 04.3 070 070 00.0 00.7 020 073 - 025 020 _- 070 _ 00.5 99.3 99.5 90.: ' ' ' -/, 030 ~605'5' - ~96! -/,/35 —- 9'95 — 6‘80 1 395 1- 725’ 1515 1290 15/0 1535 1 6'0; 1 425’ 1390 12 90.. 1.055 11550 ' 12,050 . . 6’30 705' 01.5" 935' 000 4.55 210 - . . , . . _ . 04.9 05.2 04.9 04.2 02.7 03.0 02.5 00.4 02.4 02.1 . 02.3 79.3 ‘ 79.5 04.7 00.9 00.5 020 924 073 070 070 00.2 ’ 07.3 07.7 00.1 93,5 95,7 - . ' ,4 73-9 ”/1375“21065 ~2’025 ~[3ZOI 1* 655 14035 1.935 7630 1' 7.95 1.955 14 005' 1 76.5 1405" +400 *585 _ 11,235 11,030 . _. €70 ' 930 0.45 705 305' ' 047 04.0 04.7 04.1 84.0 03.4 7.9. 9 90.1 '02. 3 02.7 02.0 79.0 79.7 04.3 05.9 60-0 00:4 00.1 023 I022 024 920 03.2 024 90.4 92.0 95.5 '4095' -2,005 ~2,Z_05 12,005 ‘78! + 735' 14 /05' 11200 11, 0/0 *4 033’ 11. 005 0 #4040 1- 91.5- 1 2 70 +295 1 020 11, 300 +1, .930 6'3! 995’ 050 0‘90 3 90 > 235' I 170 . ' 04.2 04.0 0:23 02.0 02.4 02.7 79.9 00.5 02. 0 ' 02.3 02.4! 79.9 00.2 _ 05.7 00.9 070 876‘ 88.1 100.0 020 077 - 070‘ 053 00.5 09.5 ' 92.7 95.1 -1, 703‘ 4,345 -1505 ~1975 «1,830 4.145 1 .905 11,095 1101.5 14/3! 11, /.95 11,105 11155 1800 1 .210 1.2/5 +1.01! 110.30 11, 910 003' 713 04; 475 355 225 ' .375 270 2.55 . 70 - 04.0 04.5 04.1 04.1 03. 9 034 90.0 79.9 02.2 02.1 92.3 79.4 79.5 93.9 020 002 00.1 08.9 823 00.0 . 074 00.7 05.2 85-8 89.7 93.9 94.5 ‘ ' -1, 245 4165' ~95! -4205 -1, 955 '2,0.30 1900 1920 '1 .970 fé/95 I423! 11, 400 1 €70 1 730 *5 10 1105 1205 1630 11535 11755 130 233 303 505 570 435 505 Z30 5’ 0 731' 345 715 ’35 ’30 ' ' 023 . 04.2 037 04.1 04,3 03.5 79.8 79.7 02.0 02.0 02.9 79.9 00.0 93.9 . 00.0 00.0 00.4 09.2 028 022 00.0 07/ 00.3 05.2 0.9.4 92.7 921; - - 1305 ~43: 2580, -005 «975' — 970 —1055 —040 1 915 19,95 1:43 1- 330 I- 030 1 - 94; - 970 ~4005 ~53: «175 1970 11,024 ' 130' 2 43 3 35 300 290 1 - 300 733' /, 0’70 1', .920 I, 095 I. 025 720 555 ' 85:0 00:8 920 89.9 47039 820 02/ 02/ 82.2 82.1 01.8 82.0 82.7 82.5 83.9 67.2 ‘ 84.5 £59 014 8:3 84.2 80.9 05.5 85.0 86.1 80.9 95.2 045-3; “235- ,253— -300 -4 45 -555 -035 -705 '—700 ~ -370 -/, 025 125: 2,093 32,073 '-1,305 -_/,295 —1, 095 ~93: '- 515 . ' — 120 205' 305 515 ‘ 2'45 065 1.6220 2.070 2,205 2,335 I, 925 1.0/5 705 07.0 00.4 09.9 90.0 09.3 06:5 95:7 020 02.? 03.0 03 2 02.0 92.7 02.9 03.9 04.5 04.4 022 02.0 02.0 00.1 00.7 00.0 _ 00.5 00.2 04.0 94,9 11,093 14520 14020 1730 -215 - 390 400 1730 ~700 .~320 ~70: «1,335 2005 4,305 ~2,205 -2,/10 ~z,040 11. 035 -920 -570 , 140 345 390 1,020 I, 920 2,353 2.305 2, 245 2,133 I. 900 1.325 935 09.9 01.7 05. 2. 05.7 05.0 04.5 04.9 02,3 02,4 92.7 03.1 93.0 92.9 02.7 035 04.0 94.2 82.0 02.5 02.7 03.5 03.1 03.4 03.9 03.7 04,2 01.0 14205 11120 11,000 11.010 1.320 1 70 -105 2303 $30 -590 -020 7.375 -I, 020 -1, 930‘ -z, 120 '2, 155 “2.0/5 “I, .920 ~/. 940 *4/35 ~990 - ' 225 003 .930 1.1/0 1. 030 2.035 1. 055 I. 970 1,050 1. 025 I. 240 320 05.3 05:2 04.9 04.0 04.0 03.7 00.9 91.9 81.7 01.4 01.3 91. 0 02.0 02.4 03.0 03:9 94.3 6'23 02.5 88.5 _ 03.3 03:2 034 03.7 03. 9 04,2, . g," 11295 142/5 14 0.95 11. 003 1320 L 1220 —6‘0 -130 ~20; - ~775 -945 ~/. 0'5 ~1, 300 4430 7. 005 -1, 030 -1. 035 -1, 400 -/. 495 ~1. 033 ~1, 305 . 340 750 005 4120 1300 1,000 1,045 1. 000 1.425 1.335 1.170 905 04.0 04.9 05.1 04.5 87.0 052 02.9 02.0 02.3 02.5 02.0 02.0 02.0 007 83.7 02.1 8455’ 02-0 82.2 88-3 8&8 95/ 50-9 82.2 02.1 03.3 3,1,2 04330 ,4755 ”/0 320 “/1605 'f 755 4 35’ f 5'5 {/20 f- 55" - 735 - 825' 74025 “4045' "I, 250 ‘Afffl “6580 “4530 -/, 6’30 “/1555 *4f45' ~/’ 05-0 ‘ 425 070 905 905 1033 4235 1.255 1,200 1,235 1, I35 I, 210 345 05.7 0:527 00.4 90.9 022, 79.1 7.95 02.3 02.1 01.9 01.0 92.0 92.3 02.4 033 ‘ 03:7 04.0 02.0 01.9 - 02.3 02.4 01.9 01.7 010 02.0 03.? 'TJBJ 12,020 12075 11,995 11530 1495 1.325- 1410 111.5 1220 1235 +220 — 70 «335 - 205 -220 ~135 ‘805’ ~03! 4,040 ~1. 155 7.230 1,105 7.525 '1. 400 -I,290 - 925 . . 05 430 6‘30 530 4 70 430 035 700 035 945’ 1,155 1, 010 1,065 [/65 1, 005 030 05.7 00.7 020 97:1 93:7 03. 0 04.3 02.2 0/. 0 010 02.0 02.0 02. 2 02. 3 030 03. 4 03.8 it 9 92.0 82.2. 01 2 02 5 0/- 3 0/. 9 02.0 03.2 03 f r 2,125 12,215 *2/10 11505 1 .995 1103.5 1 765 1 209' -z 55 «J! 0 «4:0 —-040 -745 -/. 025 ~/. 200 -1, 255 -1, 020 -1.010 .- 995 355 330 555 400 055 520 705' I935 . 975 0'05 905 045 0:4 005 00.4 00:5 041 . 04.1 03.2 32.! 57-5 02.2' 02.5 032 02.0 02.0 02.1 02.0 92.3 02.2 02.1 01. 9 01.1 01.0 01.0" 0/5 01.4 02,0 .3! 11190 11,210 11209 1990 1/0/0 15.95 - -245 1240 ’270 2255 —200 ~330 ~45! -4 6’5 "480 535 -530 4;: ’ , , Z70 235 335 27; 230 250 .350 335’ £75 220 320 295 I ~‘ ._ A0007? R040 020 EL£VAI770N. ' 007' 0R 5121. (ca 103.} MVCK " REMOVAL (c 11. 705.) 011. 705. caT 00. 709. 511.1. 01/. 705. MVCK 32/, 055 3003370 - 117, 095 11110111014 IV S TA TE 0011 [GE DEPARTMENT 01‘ 0/ WA ENG/NEE R/IVG SEA/10R THE .313 EAR THWORK MAP 01- EAST LAMS/Ive: ’0’ 11.0.0. A/RR0RT DRA WM 07: ,1242220222“, CHECKED BY: SCALE : /”:= 150’ DATE : 7-30~7'6‘ "P.-- _,_._< -r.\:_7 .u .-1H'_3£~f. STATE .Jva"E‘?S!T Y L'BFDF 3 '91375 1293 0316