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SUPPLEMENTARY
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Design cf Svate Trunk line lec. 92-1

The Faculty of

WiCiTGa. AGRICVLIV™aL csulbclo7
By
L.L. Bateman Awl. Hopp erstsad

Leiied ones

Cetesiller

BaclLelor ot science

June ,13Z0
THESIS
BIBLIOGRAPHY

HIGHWAY LEGISLATION ,

STATE OF MICHIGAN.

INSTRUCTIONS FOR MAKING SURVEYS AUD PLANUS,

MICHIGAN STATS HIGHVAY DEPARTLENT.

INSTRUCTIONS FOR SLOPS STAKING Alb COLPUTING VOLUIO,

MICHIGAN
AMERICAN HIGHVAY EUGINEERS'
RAILYAY CURVES AND EARTHWORKS,
ELELENTAPY SURVSYIUG,

A TREATISES ON MASOURY CO: sTRUCTIOIN,

KUGIUEERIMG GEOLOGY,

THEATBOOK ON PRACTICAL ASTROUOLMY,

BARTHVORK HAUL ALD OVERHAUL,
HIGHWAY DUGINGERS' HAITBOOK,
COUCRETS ENGILEERS'

HAT DSOOK »

CIVIL HUGIUESRS' HADDBOOK,

I3864

BEAWDBOOK,

STaTE HIGHWAY DEPARTLENT.

ARTHUR BLANCHARD.

C.F.ALLE:.

BRESH AUD EOSLER.
1.0.BAKER.

HeRIES AUD T.L.ATSON.
GHORGS L.HOSMER.
J.C.L.FISH.

7eGeEARGER AULD E.A.BONIEY.
HOOL AUL COHTSON.

hoakRIiAl.
THousls OUTLIUGA

Resign of State Trunk Line I'0.92 - 1.

1.0djects in View.
@.eTo learn more efficient methods of highway surveying.
betToO investigate the problem of highway location.
c.T0 study survey party or;enization.
aePreliminary Survey.
a.eChoice of tangent intersections.
b.Curve determining factors.
c.Tying to establisked corners.
d.\vitnesses.
e.te-locations.
(1). Torograrhical survey
(2).Property survey
3.otaking.
&.Curve computations.
b.Claining and lining.
c.eHubs and marners.
ZAenunning curves.
4.Beaches.
@ePosition and frequency.

b.U.5.Gedlosical Survey Bench iarks.
5.Continuous Levels.
a.Cross-sections.
b.Drainage.
e.Gradae determining Factors.
d.Checks on Bench Larks.
e.soundings.
6.Topograrl.y Notes.
a.ecketching.
b.°rainage Structures.
c.Ssoil.
7.Construction Plans.
a.eTorography.
b.Profile.
e.Cross-sections.
d.Leying the Grade.
e.Grade Computations.
f.Grace Inspection.
g.Motes.
8. J/rite-up.
a.Qutline ,Bibliosraply,and Intvppduction.
b.ePreliminary Survey and Re-locaticn.
Ceourvey liethods.
d.Drainage and Drainage Structures.
e.Plans.

f.lotes,Plue-prinis,vpl.otogzraphs,etc.
INTRODUCTION

The highway selected for this thesis is kncw as
State Trunk Line 92 - l,and is divided into section A
and gection B. Section Ais a continuation of South
ahd Street in Chelsea,lhiichigan,and runs in a scutrerly
direction until it intersects the Federal Aid Road 35.
Section B is a continuation of North liain Street in
Chelsea and runs in @ general north-westerly direction,
entering Stockbridge from the gouth on liain Street.

The State Highway Department has been for some
time contemplating the improvement of this trunx line,
thus with the coBperation of ana in conjuncticn with
this department,we were able to make all preliminsry
surveys necessery before the estimation of the cost
and the letting of the contract.

The selection of this thesis was foverened by the
aegire not only to work out some of the commonly used
highvay methoas viewed in the light of efficiency,but
to try and devise better and more economical methods
than the com:only accerted ones. In view of tle fact
that geveral members of the thesis party were already
familiar with the methods employed by the State Highway
Department of l‘ichigan,we believed that the benefits
derived from $uch a thesis voula be far in excess of
those that might be gained from a purely experimental

.and theoretical one.
Owing to the fact that the roaa,as alreaay estab-
lished,did not follow,except in a few instaunces,the
section line,there were many problems continually ar-
rising that would ordinarily have been absent in a
highway that followed more nearly straight section lines.

Our analysis of present survey it.ethoas on highweys
lead us to the ccnclusion that slightly different
organizations of survey parties would greatly facilitcte
the preliminary survey work. Ye were able to try these
changes as the survey progressed to find whetier or not
our essumptions were justified.

The attempt was made to work out this thesis in a
thoroughly practical manner,thereby securing valuable
informetion which woula be beneficisl to the Stave High-
way Department as well ag te ourselves in the future.

The problem of road relocation confronted us in
several instances,and necessitated a careful stuay of
the governing conaitions as well as close attention to
the econo:;y and aesthetics of a new prorcsed roadway.

This thesis gave us an orrortunity to familiarize
Ourselves with a larger part of tle lesislation in the
State of Michigan pertaining to lLighways and rarticular-
ly to thet yrart which directly concerned us in the
establishment of the road as proposed. Roars which are
built uncer the direct supervision of the State fall
into three classes as devined by State lerislation.

These are Federal Aid roaas,Covert Act roads,and State
Trunk Line rogfus.
Special legislatitn las bean passea by bcth the
Federal government and the Stave cf Michigan relative
to such part of these highways as concerns each,and a
clearer comprehension of these acts may be gained fron
direct quotations from tre laws themselves in yrart.
Those roaas that are called by the State Federal
Aided Roads are those that the Federal government,ecting
through power grented tre Terpartnent of Agriculture,hes
defined ag Post Roads,all of these highways in the State
of ichiganform a part of the Svuate Trunk Line Systen.
Tley become Federal Aiaed Roads only after the State
hes imrroveac them in accordance with these ayecificaticns
required by the Fepartment of Agriculture ana after the
aprrceval of the road by Federal inspectors. Tle Feceral
governient,after arrroval,reiiburses the State to the
éxtent 5055 of the total cost of tle road provided that
the cost Gces not excesd .40,000 per mile. State lefis-
lation in the Public Acts of 1917,%0.99,35ection 3,in
recard to Fecerel Aiaed Roads,states:"Counties working
under the so-called count; road system" - @ system pro-
Viacing tor yert of the cost of a road to be borne by
tre State after its construction witler by the State or
by the county itself -- "havir;. a valuation per trunk
line mile of less than 7£0,000,shall pay five percent
of tle cost cf Feceral Aided roads;counties having a

Valuation of nmiore then {50,000 per trunk line mile and
more than “75,000 shall pay seven and one-half rercent
of the cost of Federal Aided rosas". Tius a sliding
scale continues uy to counties having a valuetion of
mere than 500,000 ner trunk line mile,end these are
required tc pay 25:5 of the cost of Fecereal Aided roads.
The act states further:that "in each c&se the Svate
pays the remainder of the cost from the state funas
approiated for this rurpose snd from sue] funds as liay
be allowed to each project by the Federal gevernzent.
Tre cost of the preliminary work,incluain; plgens ana
Surveys,shall be paid by the State. ----- The valuation
per trunk line mile of any county shall be vetermined
by the dividing of the latest State equalized valuaticn
by its alloted trunk line mileage." Section 5 of the
sane act continues with the provisions for maintenance
of these roads as follows;"Tovwnships,gooc roads districts,
and counties in which Federal Aided roacs stall be built
are hereby required to levy annually and raige by fren-
eral taxation tleir rrorortion of the cost of mainten-
ance of saad Federal Aiaed reads,which prorertion shall
be computed on double tke besis as thet provided for
construction in Section 3 of this act. ----- The remain -
ing portion of the ccst of maintaining Feceral Aidea
roads shall be paid out of any other State highway fund
not otherwise appropriated."

The Covert Highway Act of 1915,under which the

so-called Covert Act roads are built,provides e& meens
by which the crmers of rroyerty abutting the read may
secure its improvement. Section 4 of this ect statics;
"Yhenever the owners of more then si:zty yereent or the
1ineal frontage of lands fronting or touching upon any
highway or portion thereof,desire to improve such hkigh-
way or portion thercof,they may file eprlicetion for
such improvement to the county roed coumisgsicner of the
county in which such highway is situated,unless the roed
to be improved is a part of a trunk line reoad,if said
county has adopted and is operating under provision of
Chapter 4 of the general highway law ana amendments
thereto ----- The eligibility of signers to any appli-

cation hereby authcrized srkall be determined by tleir

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interest of record in the office of the register of

09
ry
—
(i

or in the probate court of tle county in which such ls
Q@re situated,at tre time the retiticn to ----- The
Stave Highway Conaissioner.” Here @n interesting rl.ase

of the relations of the State Highway Dersrtment to the
preperty owners erose on this perticular read ecnecrning
the foregoing law. The law does state how the eligibility;
of the retition signers gholl be ceternined,but it aoes
not state by whom the expense of looking up the recoras
shall be borne. A rroperty ovmer on the road who wes
Circulating a petition refusea to bear this expense,

and without authority it was inpowssible to stift the

cost on the county or tcvnshirs. A conference with the
State Highway Cowaissioner brought to light the willing-

ness of the department to stand this expense.
Roeus

thet ere improvea unc tie Covert acy ere
subject to the repulations provicec by the general lifh-
vay laws of the State,anda ray ineluve,nct Cnlv strictlr
Covert Act,or Assessment District,roacs,but state Trunk
Lines which will be fully ciscussea later. -le general
highway lew provides for tLe rart years
and ..amntensnce of roads ,butlt acecrdins to stave speci-
fiaations,cy tlhe Steve. In each case the stave ya
of the cost of constructicn up to @ Innxinum limit of
375,000 per mile in the case of types F and G. Tle lew

however states thet:"Ven eocr rocas form a part cf the

4
CS
+
+
wa
bat
@

State Highway 5 G uuuer tle provisions

of Act No.%24 of the Public Acts of 1913,as anenced,
they shell be entitled to Stete reveara of aid amcunting
to 50:, of the cost of suck roesds up to but not exceeding
15,000 per mile." Tle road now in question is rart of

a trunx line road retitioned for uncer the rrovisions

of the Covert Act.

Trunix lines in the Stete were cesignated by Act 724
of tlhe . Public acte of 191%. Division 10 cf tris act
rprovices cor gna names whe ciffere:.t Lishvaz
Shall ve called Stete Trunk Lines in the secticn: in
which the roea is locsted. Alti.cugh the road is not
mentioned specifically ,authorit; is granted in this act
to tlhe State Lighway Commissioner to cesipgnate it es

such. It states:;"proviaedc trun lines may be necessary
to close gers in imrortant main Lighways ----- Tl.e
State Elghway Counissioner shall maxe rrelininary
Surveys and such other investi, ations as he way ae um
necessary of one or more rouves for State Trurkx Line
Eigchvways ----- ", This portion of road in question
cloges & gap between the Trunk Line frou. Lancing t}ro
Stockbriage to Chelsea where it meets the Federal Aided
Road.

The Maintenance Acts of the varicus roads of the
State are so closely interwoven thet the: ghculd be
discussed as a whole rether thon by tyres of roads. The
General ;ighway Law in Chapter 1,S5ection 12,svates;
"Thet whenever a line road or bridge ghall have been
laid out or established pususnt to yrrevicus sections,
the officers who refuse or neglect to construct or main-
tain their cesipnated portion thereof in a manner
reasonably safe and fit for public trevel,then the Stete

Highway Commissioner shall upon retition of seven
freerolders of either township,insrect the merits of
the petition,and if saiaG Highway Coimissioner decices
with the retitioners,te shall direct the officers of
said township to which the road or bric:e beltngg to
so construct and naintain suck road cr bricge,and in
acevault thereof he shell be authorized to cause said

fit

fs

road or briage to be placed in condition safe an
for public travel and rey for saine cut of the l-ighway
fudnd,ana render bill for the s&me to the rrorer officers

of such townshir or tovmshipe,which bill shall be paid
on the werrent of such cfficers anc the amcunt theredf
returned to the State Treasurer to be creditec to the
highway func". ror this maintenance or construction,
Section 2-b cf the same act gives the State hirshway
Comnissioner the power to condcenn for road work suck
lands as contain gravel,stone,ana other material useful
in the ccnstruction of highways. Section 16 of the same
act provides as follows:"A county,good roads cistricts,
or township that shall maintain its roads in accorcaanec
with specificctions prepared by or apnrroved by the Staite
Highway Commicsioner,sheall be entitled to an annual
maintenance reveard equal to six percent of the total
State reward previcusly raid to such county,gfood roads
distrie&’ of vovnship not counting any roads thet may
have been accepted for State revard during the current
fiscal year;:Provided,that no mile of road skall be
entitled to more then $100 maintenance reward in one
year." Contracts and ersreements may be made between

o-

counties and the townships containing Trunk Line hoadas
providing for the maintenance cf such reads. ihe laws
prcevide that in aefault of such contract the State
Highway Commissioner may proceed with the work and
collect the cost of such work from these counties or
towiships.

The exact procedure followed in the case of the

State trunk Line 92-1 in order to secure its imrrovement
wee ag follows:A petition was circulated uncer the
provisions of the Covert Aact,by l.r.Samuel Boyce,a
property owner cn the road. In as much as the roaa

wag part of a 3stete ‘trunk Line,the petition was trans-
mitted tc the State Highway Commissioner aleng with
evidence of the eligibility of the signers as pro-
vided for in the same act. The petition wes approved

by the Stete Highway Commissioner and the survey instruct-
ions given to the Snpineer of Surveys of the State
righway Lepartment. Although the petition has been
favorably acted upon ena a survey made in accordance
with the lerislation prcviced for it,there is no clause
in the law which will cause the State Highway Vepertment
to authorize construction at once,thus the actual
improvement of the road must wait the convenience of

the State EKighway Cepartment.

At the beginning of the work,an agreement was
entered between the State Highway Department ana the
thesis party by which the field expenses were to be
met bz the Highway Department. these expenses,inclucding
a truck for transportation and such unskilled labor
as it was necessaiy to employ in the field together
with the customary board and lodging aftorded a very
economical means for the state to have a survey made.
‘he arrangement was satisfxctorilycarried out es far as

each party was concerned.
LO.

eb) TianY SURY

In the early cays of now settlenents,roads were
made or rather existing trails were wicened . THKese

trails were usually first esteblisked according to tle

4

line of least resistance ana without eny researa vo
section lineS,and no consideration was given to future

requirements other than the easiest methouw of couveying
cooda trom one place to another. This is slown by
protograph No.l. These existing roads cofven ecntvain
curves that are uanrserous to mecern traffic,es s!iown by
protorrerks Nos.c and 3. Often,the Yisicon is obstructed

by high banizs on the intrados of the curve and @ steep

arop on the extracos,gs typified in the former ,vakines
an exceedingly cangerous situation. In ilctorrayh No.3,

the existing read follows @ reverse curve along which

~'s

the vision is obstructed by the benks anc
al@owiug only a maximum sight of three huncred feet.
This aligni.ent of the old traveled way may be greatly
improved by a judicicus choosizg of tangents to clin-
infite the general sinuosity of the old line and by
flettening out or widening sharp curves.

The existing roead,in the meain,wes already locetec,
end the necessity for tlhe location cf a new one did nowt
often orise,and wien it did,cnly in com: aratively
short strevches of roed. The original loceaticn in these

paeces mey lave been Tit and rroper when tle resicn

Ne
wag mew ond ur.develoreu end the teans of trevel cruae,
but the increase in the emount end tle ckanse in the

cleracter of it,fustifiec some consicersble clen
In rreyesing these clences,ve moce 2 therough svucy
of the existing co aitions sna or

foatures ef the location tireugh which the rosc is to

“ oO : . 7 8 “175414 of -+s - at A, :
yess,sor in v1.is worse ot re-locstvion,ve consicer 1

y 4. iar 4 7 ~aAst Tacs 4-2 ,, eT.
most econe:ieal to spena consicerable tinue in the

}~s
3

ct
48)

}-4
}
+

“yy 4 4-547 we nanan 444 . na teg So +
ent stuay of the terrain. The iapervsice or the

times becsuse an error mece in this firet stare of
rong making would ceuse a leavy ezpence Tor rectifiestion

and unvil rectified iose a peryetualvax upt.: the

D
f»

puvolic,for tle roac as ecustructed will +vrobeably

Ja

de
r asa ~ :
Vand 2

t-°

the -revdan

Y w

Fr;

C

serve ter wany fenerations,ane a:

5S EN
cA

of the surrounding country ena the location of builc-

ings anc tie Civision lines of the land with reforence

a +1. ~ "oo Tv - Ad. ry oy ae ere ° 7 ~ —~ < ” 2 2 9 d. a
vO vine road waxe itv iacreasinacly mere cifficult ana

expensive ve chen tke loeaticn. “Uconomy,forms & true

i,

besis for prorer loceation;sthat is,ultinrte ecsonouy
fulfilling the resuirenwents that the route should be

as direst as pnossible,subject to areiicaee recuive.ents,
ac level as pessible,anc yet achieving the best results

at the least present end future exrense. Tie locatio.

1

1)

not ,however,s rely a quectic.. cf economy,since

a)

the lecetion chould be made with refercirea: to the ecnveiwic
15.

and ec:.fort arc algo to the plecsure of those whe

full tmowledge of which wes obtained in oruer to e:able

ug to cetermine the most econszrical locs

C

straightness in a ecuntry road is frequently o

<j
iO
hy

rated,end erforts to obtein it invol¥e,in many cases,
uUtvt

injury to the beauty of the read and to the lancscsere

end svill gains no economical ecvantaces. This poin
sheywm in rhotosreph No.4 where a streighiy 1

siderable length could have been obveined but «t the
sacrifice of tle trees,buv insvcad,two ceflections were
6ésvcolished. In other wordcs,our prelininary survey
of a nature of a reilroad reconnaissance or & study
of lociticn in which curvature end aistance were tne

main polutvs considered on account of the numerous cerlec-

woula nowt Lave been necessary. In this survey we esveblisica
io.) Laving in view that the
proposed ree2a should fulfill four recuirements;

(1). Tlet the bighway should develone to @ meximur

extent the commercial,a: ricultural,incustrial,« niu the
aestletic intcrests of the community.

(2). That otler conditions permitting natural or rresce:
founcevions shculi bo uvilized.
(2), Tket the cmount of cut cr fill ehoulc be recuced

tO &@ minimun.

ee)

(4). That long,cesr curves should be substitutec Tor slary

ones.

In photogreph No.5 e@ yortion of the reaa is show
where the ev-cellent foundation was the determining
factor for the loceticn of the center-line,tie belug
a 30-foot grevel road and with prectically no cut nor
fill.

Tm order to reauce the amount of cut or fill to a
minimum,the PI of the curve shown in photosreph t0.6
WES so established es to rrovice @ Leavy sice cut to
balance the kheevy sice fill. Tle Till was necessary so
that a longer curve coulu be used instead cf the rresent
Sharp one. AS the grace lescin> to the curve is of the
maxiuum percenteare,anc the present surface will make
© food founcation for the future roead,this methoc ef
providing the necessary earth vas used rather tren the
cutting covm of the present crace. This same wethed was
dupliceted st the locations shovm in pheotosrarhs Uos.2 enc 7.

On order to preserve the egesthetic sive of the
“recent roac in scadition to what ss already been montionec,
the PI of ti.eat portion shorn in pletosrerl. Io.8 was
esvucolisred so that tie trees will not be efiected.

The rI's of the road skhevm cn plectvo,raphs Mos.2,3

anc 7 were set with a further view,tlhsaiv of precaouticnar:
16.

 

 

 
neasuros. Tyo of these curve locstions tave ves

Cs

discusseca yrevicusly but the third includce @ branch
road which leaves the rresenv read 02 the curve,end
we ceciced thet,if for ne other reason,than that cz

d

e safety measure,tlis establishinent vag justifiec.

In acdition to this it also reduced the cuts and filld
at this point by providing the earth necessary to fet
&® £00d grede.

In the determination of the proper curve,ile
ceflection angle end the length of tke most suitable
external were,in the nain,the determining factors oF
the curves,except et the right-eangled curves where the

vas the other prime factor. The Siuste Highway

ry
~
fe
or
tM
x]

Tepartment has placed ag a minimum a raciug cf 100 Leet
for rightv-anglead curves but in the location of plotorreph
LO0,9 this would not serve since there is improved
property on the insice of the curve which would be
canezced to scme exvent by a racius of 100 feet. Searles,
in his hancbook on Hishway “npineering,suggests a method
as shown in sketch No.l but cs this curve was ata

road inter-section the adcrtiong of this method woulda

mean the placing of a kink unnecessarily in what is now

ve deemed it acvisable to adopt the shorter redius of

66 feet.
\f

ANN J

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2Q

Thenever it is possible,the ccnter-line of the
road should coincide with section lines bat we found
a condition where this situation could not be obtxined.
From sta.714 to sta.752 we found an excellent roeada-bed
of scod :rade,vell-centered on a large culvert in good
condition but the cenver-line of this road wes not on
the section line but varying at one end 10 feet and at

the quarter correr £.5 feet. Ye coula reve used the

(4

4.

section line <s the determining factor but by so aoing,
property would have to te purcrese@,a new culvert built
or the present one lengthened,and airt borrowed to

mate the necessary fills cs = part cf this line wes in
the village of Gtocxkbricse and sufficient cut could not
be obtained. Further,by followings the section line,the
new center-line woulda not have bisected the distance
betweon present cutters. In view of these facts,the now
center-line vas mace to coincide with the center-line
of tke road as it now lies rather then with the seetion

line.
at

ReE-LOCATICNS

Among the fundamental rules which govern the design
of a well planned highway is the yrinciple that a road
should be as direct as the topography and ruling grades
will permit,though not so much so es to produce a mon-
otony of alignment. In the improvement of present loca-
tions such eas we are chiefly concerned with in lMiichigan,
this amounts to the rroblem of securing minimum curves
and grades on a possible new location with a consequent
shortening of distance. All of this must be obtained at
@ reasonable expense for,after all,the problem of high-
way re-location is one of economy. From the standpoint
of desirability there are many considerations such as a
suitable foundation,ruling grades,limiting curves,prade
crossing elimination,property values,detouring distance,
aesthetic features,and urainage possibilities. Due to
the importance of the subject,the Highway Department las
recently created the position of re-location engineer
and adopted the policy of thoroughly investigating every
possible opportunity for the improvement of our highways
system along this line. In the survey of S.T.L. 92 -1,
we have studied the subject from every possible angle,
realizing that the rroject as designed will be e permanent
fixture and that,if a re-location is ever to be attempted,

it must be done now.
RR,

The first chance for re-location occurs near
station 85. At this point the old roau curves to the
richt,as sho-n in photograph No.10,down a rather steep
hill and then reverses to the left across a low gully
about 400 feet wide,rising at an 87 grade to its former
elevation. The steep grade of the present line and a
hidden view caused by the reverse curve are the worst
features. By prolonging the center-line as brought ur
to this point directly over the knoll as picturea in
photograrhs Nos.1ll and lé,on the left of tke cla road
and running in an easy curve to meet a tangent on the
Old center-line beyond the present reversal,the situa-
tion is entirely relieved. Although the grade as laid
calles for a maximum cut of nine feet,tlhe distance is
stort and gravel will surely be found a short cistance
below the surface. This cut will do ewa;y with the knoll

which has been cbetructins the viww and still ke

48)

p a
good intersection wit!) the richt fork,tl.e whele yardage
being used in the fill at the for: of the hill. The new
grade will be only 22% which is much lower ti.an could
Lave been ressible using the old center-line,without
filling the road to the right for gome distenee. As for
expense due to yardege,it will be comparatively small

due to the short haul and ease of excavation. Probably
about 3/4's of an acre of land will Lave to be purchased,

but the owner is willing to sell ressonably because of

the increased value the imrroved highway will give to his f

Tacohen
 

|

 

 
a4.

The 8) grade at sta.95 is reduced to 5% by
making use of a mound of earth at the left of the
road,showmm in photosraph Nc.13,vwtich offers one of
the best ppportunities for cheer excaveticon on the
whole rrogect. This mouna obstructs the view on tle
curve which ig another recson fer its reinoval ana
use as a fill.

At ste.297,tke present center-line curves to the

Uz

left erd follows the rath a the upper half of a letver
before straightenixg out as illustreted in pretograph
2Oel14. From all aprearences,the reasou tor this reeul-
jar locaticn was to provice a slorver cross-over on

the intervening bog. At the present tiuwe,the soundin,

69)

taken indicate that a Cirect line of crossing is as
good as the old line. In either case,there is a aistence
of arrroximetely 150 feet viicl hes a coubtful founca-
tion but with the new aligniuent there vill be about
200 fect less road to build. As for a foundation for
the drainage structure required,one place is as fooa
as the other. The expense involved in securing tlhe
necessary prorerty,ab-ut an acre,vill be rertly bel-
anced by the shorter distance necessa.y to build.

By far the mest irrefular phased re-location on
tlhe whole project extends ferweara from sta.32
Apparently all tle rules of economic and aestlretic

BQliggient are sacrificea for tle concsideraticn of
2S.

 

 
a6.

5

€irectness. At tle very beginning,a twelve Luncred
foot radius curve puts a new center-line directly
tLrough a row of trees on the left of tle y;resent
road-bed as shown in photograpls lLos.1lt and 16.
However,an analysis of the situation shows that a
curve of shorter radius involves the purchase of
property on the left and tlhe destruction of part of
@ young orchard. A curve of larger radius is entirety
out of the question because cf the deep gully at the
point of tangency as slown in ricture No.17,and the
consequent necessity for keeping the center-line as
far to the left es possible. A small deflection at
sta.3358 + 83.1 was put in for the same reason. In
addition,tlie trees involveac are small,second-growth
oak of little value as tinber end worthless as road-
sice ornaments.

Tle sully mentioned before at sta.325 is not such
&@ fornidable obstacle to economic location as a glance
at the nap might make it appear. A side fill of at
least twenty feet will be required besides gome provis-
ion for uncer-drainage. Hoever the soil is gravel
and from sta.336 to sta.338 is an excellent opportunity
to get all the fill required. If rip-rap seems necessary
to rrevent side washing it can be procured in the shape
of field stones found less than £00 feet away on the

hillside.
ZT.

 

 

 
zane,

One of the inte:.ced re-locations cn the progect
Gid nct mceterialize. In the rreliminery survey a
straight line was made from ti.2 deflection at sta.cud
to st2.c43 and a toporrarphical map of the whole area
wag made. Tris alignment did away with two natural
deflections in the rresent roac-bed but meant the
purchase of two strips of land,oiie on each side of the
roead,and the mcving of aprroxinately a mile of wire
fence. For these fgeasons,it was ceemed advisable to
attermrt a direct alignment,and the project vas aban-
dorede

eilectvicns

co)

This practice cf preserving the natural
extended back to sta.616 where the maximum deflection
allowable withceut running in a curve was used to avoid
buying rrorerty on tle left. The only place i:. tre
whole intended re-loceticn where tle line was not held
to the old road=-bed was on a curve starting at sta.618 $ £0.56
as shown in photograph No.18. Keeping to the left at
this ylace for arpproximataly 300 feet not only elimin-
ates cone deflection point and makes an easier curve
possible,b:t prevents the possibility of overflow froin
the bog on the right in time of Ligh water.

These four specific cases are the only available
Oryortunities for re-location in the design of S.7.

Jo - l,but with the exception of srade-crossing elin-
inetion,they involve in some nanher every erfunent for

new A@lignicente. Ve have vried to minimize the exrense
2g.

 

 

 
30.

in every way possible,censictent witl good en.ginecriug,
nua the results obtaineble far off-set whe ciffriculties
to te overcome. If,by our eficrits elorg vLis line,we

succeeded in maxing this higlway cafcr,casier and more
comfortable to travel on,we will feel thet our energies

have not ween misdirected.
SI.

. A
ue. Mm TSY Looe. Uo

The toric of survey methccs may be considered
under the different rarty organizations necessary for
the laying out of a Lighway,namely:the traverse survey
poerty,the staking party,tre bench level rarty,the
continuous level yparty,and the torogrrsayhy party. These
will be discussed in order ag arplying to the rerticular
rcad we surveyed.

Three men were fcurd to be needed in tle traverse
Survey yerty,the crief of party,an instrument man,and
a flag man. “le remainder cf the roaa party was sent
Forweré on the yrorcesed read to locate all section and
quarver corners rossible. These corners were to be used
as instrument roints when rossible end when this was
not rractical,the corner was tyed in to the survey.

The intersection roints on the road were chosen by the
chief cf party with cue considereticn to the loceticn
eas covered in the cisecussicn relative to rreliminary
survey. lacnetic reacings on both tansents were taken

as checks on the plate deflections. The points of
deflecticns were merzed by 14 fect of 32/4's inch fas ripe.
driven into the ground and tiea in by three witnesses.
Care was vaxen to chose tle witness points outside of

where coustructioi work vill wtetze place. “len it was

ro

necessary to establish the PI so es to bring the center-
line of tle prorpcsed road on scme imrorvant cut or fill

or betweon sidewalks and curves,the string wethod was used.
Steking parties were tried consisting beth of
four and six nen. In tle four man party,tlLe chief
of party located intersection rpoiuts while the staxe
Grivers chained. The six man rerty consisted of the
chief of party cs head clainnan,an instrument man,
two stake drivers,a rear chainnan,and a stake mearxer
who also held the cross chain for the stale arivers.
The gix man rarty was found to be the more economical
arrangement because in the four man rarty the road is
covered twice,once during tre chaining and later when
the stakes are set. in the six man party,the chainnen
can chain to the instrument,establish the PC of the
curve and together with the instrument man,run the
curve vefore the stating rerty catches Up. Thus the
staking party,of necessity the slower moving rortion
of the rarty,will not be kKeld up. General highway
practice,at the rresent time,reyuires ctations to be set
every lurdred feet,staxes cne inch square end eight
incles long being used for hubs end set twenty-five
feet fron the center-lins cn each side cf the road.
Back of these ere set markers 7/8" x 32" and £' long.
The stations are marked consequtively con these merkers.
The chain gang tapes ahead setting spikes firmly at
each station on the center-line,and the staking party

follows. The curves can be computed from tlie traverse
3S.

n-tes except the cherd deflections which are

arranged @s goon as the point of intersection is
stationed. Higlt degree durves or less can be sta-
tioned with one kundred foot sub-chords;between eight
and gixteen degrees,fifty foot;between sixteen and
twenty-four degrees,twenty-five foot;and anything grester
than a twenty-four degree curve requires a ten-foot sub-
cherd. These Civisions have been arbitrarily set but
these lengths of chords epproximate the gircle suffi-
Ciently. Care should be taken in staxing curves to set
all stakes on their respective radii. Hubs and marxers
may be set less than or greater than twenty-five feet
from the center-line incase of obstruction,out in this
case tlhe distance out from the center-hine should be
plainly marked on the back of the marker.

Benches ere placed in highway work about one thcu-
sand feet apart. Srikes in the roots of trees are the
most feasible but care chould be taken that limbs do
not hinder the shots to or from the bench,and they
Should be kept well out of any construction. The trees
should be blazed or otherwise marked to insure an easy
pickup. United States Geological and “eodetic bench
marks were checkcd on whereverencountered. Bench mari

were ordinarily established with a two or three man sur-
vey party consisting of the instrument man,who also
kept the notes,and one or two rodmen. If a fourth man

was adaded,he kept the nctes. Ye tried a five man party
SF.

using two instruments and obtainec splencaid results.
The instruments alternated,bcth being kept in good
adfustnment,ana a check within 1/10 of one foot on
U.S.G.5. benches was obtained. This arramgement is cn
unusual practice but considering it from an economy of
time standpoint three men can run four miles in a 10
hour day while five men average ® miles yer cay.
Cross-sections or continuous levels were taxen at
every station with intermediate shots where the con-
tour of the ground rrevented the station skots from
giving the true volpmes. Shots outside of the Lubs
were taken where buts or fills would overreach. Soundings
were taken in water or in spots of questionable foun-
dation such as shown in photcgraphs Hos.14 and 29.
A yarty of two to five men was used at different times
when taking these cross-@ections. kere,as during the
establishment of benches,we found that the larger
perty was very eccnomical. Instruments were alternated
as before and each instrument took the cross-sections
within two hu ndred feet each way and the turning point
while the second instrument was being moved and set ur.
A two man perty can average two miles per day with
usual going,a three man party three miles :ecr day,
while the five man party can run easily a mile an hceur.
Thus it is readily seen that this arrangement is very
economical. Ulevations at tops and bottoms of all cul-

yerts and drains et ovoth ends were determined. A line

of levels was run along the ditches to culverts at both
the inlet and cutlet ends. vVhere bridges occur,
elevetiong were taken cf the tridge seats,bridge
floors,tops cf parapet walls,highvater marks,points
that Getermine the stream-bed at the bricge,and
points along the benks of the stream,both above and
below the bridge. Zlevations of manhcle covers and
gate boxes were also taxen.

The topography edjacent to the read and of im-
portance in the design of it,was taken by peryencicular
off-sets from the centerrline. The perpendicular cistance
can be estimated while the plus station is paced off.

In re-location work the stadia method was used to ad-
vantage,as there was much centour work to be aone.

A cne man torography party was found to be the most
eccnomical although three men are needed on re-location
work. These are an instrument mwen,a rodman,end @ mapper.
In oraer to clarify some situatious,photcrfrarls were
vas en.

In conclusion it can be said that the six man party
with a metor truck for tvransportetion is very economical.
Of these six which includes the chief of party,tvwo
should be instrument men,and the other three should have
& general imowlecge of roading ,flesp¢ing,anad staking.

The cost of such a party in the field would be arrrox-
imetely fifty collers a day,eand in an averege lccation

they would turn in a mile a aay. We completea fourveen
36.

and one-Lalf miles in tyventy working cays in cne of the
worst locetious in lichigan. Tle arrengenent of tie party
works out as follows:three one the travers» survey while
the remaiacer locates section corners and runs beuches,
if time is available. After the traverse survey is
completea,ti.e staking rarty is formed. Tle five man
bench level party should complete the benches next and
then takes a cross secticn while the chief of party

taxes a topography. In this arrangement,the transpetation

ig used to the bezt advantasce.
ST

™* “TF Mn Yr 7yr aN Tr) SAT {AI7TIT wT
auth te Ault ALi aS er | see 7" wPauere m

Draine,e,as arrlied in lbi,}way consvruction,las
been defined as "the interception and renoval cf yater
from,uron or uncer the roaarvay".In tle censtruction of
any tyre of read,tle securing of prorer craina;e is an
imcortent fector,since water is one of the most cestruc-
vive acents enccuntered in the construction @:.4 waisven-
ance or tighways. Dreina;e may prorerl; be ccnsidereda
under two main heads,nanely;suv-careine-e ena “uritace
agrainare.

Tle necessity of sub-drainage is effected by the

ct

kind of soil,the locaticn ci the road,snd the climatic
conaditions. On 5.T.L. 96 - 1,tle prevailing soils on
which the road will be laid are sand,sency leam,cna
gravel loaz,all of wlich ere suffieiently yrorous to
carry avay the water which yercolaves uncer the rosa-bed.
Tris fect cbviates the neecssity; for sub-Creinsze on

the rrogeet cna mekes the subject one of minor in-crtence
4.
LW)

Michigan Gvuave Uighwa;y Terartnent to avoic the use of
nage execpt uncer extreme cencitions ena in
such ingsvances the se-called French G@rain is given rre-
ference cover ctler types.
In craer to remove yreuptly fro... the surface of tle

road tle veter which falls on it s:u to prevent the
3S.

— mite Lo > rar Coe : : + alt 4-9 =" > 5
jatev frou stencic, cn tle surtace,tle ro&u is

crowed. In stSideia precvice in this itate a

©

crown of 3/4 cf an inch per foot cf }slf wicth on

sravel roads is required. The water which flows

tA
}-
1
©

in

fs

fren. tlhe surface of the rcac is collecte
ditches or sutvers whence it follows a2 lo:.gituciial
grace to tle outlet,which may be a natural waterver,
culvert,or cetchbasin. The cross-secticn used on
Detele GQur= 1 ineluce four standard citch skepes.
The agepths are 18 inches,24 inches,40 incles,ena

25 inches respectively fron tie finislkea surface

of the road. The 18 inch ditch is V-shsepead ana the
others ere trepezoical. The sicre on either side of
tle ditehkes is lé:1l.

The length of sice ditches should net be greater

ct

than is necessary to carry the water to ths nenres
natural cutlet,since,if the a.icunt cf veter tecoccs

too sreat tie capacity of the aitech will te ezecsa.eda
Q@nd scecurisg vill result. On cur yprofect,vie toypercverhr
is such that ne cifficult: wikl ve e:periencea in tiis
oe 1.cst cf the grades gre sicert and where long
eread we found weeve land or @ iusturel
wotvervay into which tle vater coula be aive:teda.

The grace cf the sice Gitehes is ai ixporvant

cOnsiccoraticn. If tle g¢raue be toc lew,tlhe water will
o~

youd @:.d sedimentation will clog the civeh. Ii,o0u the

3

4

be excessive,tl.e bottom of the

Cc)
Cu
Co

Other nand,the cra

Gitch ig almost sure to scour. The practicable lizits

7

for citceh graces are consiacred by tle writers to be

0.1‘; aad Bie O:: SeT.L. 928 - l,we founc no case where

a ditch grade of creater than 0.1‘) could not be cbtained

= ® 7 s 3 ae?

and no instance were the grade vill exceed i‘: as the
ditch grace on the completed road will perallel the
center-li:e grade in all cases.

The disposal of surface water on this progect i

=
&

w

@ comperatively simple preblen. At many of the low
s in the grace naturel waterways offer efficient
Outlets end av other points the road is boraered by
swenps or other unservicesble land onto whicl the water
can be agisclarged without demage.
Draiuage Structures.

Unaer this head will be cqnsidered the verious

draineze structures now existing on the roed,their

~
Oo
o
>
cr
rs
Cc
=)
-—
one
ct

y to fuvure use,and the reasous for retaining,
modifyiug,cr replacing them.

‘Driveray culverts are the first of the drainage
Structures to clain cur attention. All of these on our
road are of vitrified tile with the excepticn of tro
casy iron ripe culvertgm at stations 24 25 and 2 + 66.
The minimum size of vitrified tile allowable for drive-
way culverts is 6 inches in ciameter and the rininunm

length required is 15 feet. “lere the existins culverts
4 O,

are cf sufficient site aid lengtl to meet tho above

recguirenments,ve recco:y.end that they be leftv in yrlace
and that concrete hesdvalls be tuilt to rro
openizgs. Ye reccommend that those which fail vo meet
the srecificetions be removed anu new cnes installed.

-

-basins are not to be disturbeeé in any

a

Cate

instance since the proposed graces within tle village

ft

imits eccnform so closely to the rresent graces that
no material change in the elevation of any part of the
roaa will be necessary.

The factors which affect tre acsyptibilivy vo Turthker
yse cf culverts end bricges are their lensth relative
Vo the fill cu the new road,thLeir cerscity,anu their
state of rreservetion. “le relative costs of rersiring
@ curucture and of replacing it with ea new one must
also be ccnsidered when making receo.menteations for
crainsrge structures.
static.:: 17 % 80 occurs a steel and ccnerete

wack arch bridge cf 19.5 feet span and with a width

of rloor eaual to cO feet. The bridge is unique in

p>

treat it is pleced c @ curve which is nearly 92 right
angele. Its location is shown by plotopraph to.20.

“he bricge is in gocd corcition with the excertion
of bea cracks in the wingwalls as shown in photograph

hO.gl. Its removal is necessary because it is Ou & curve,
 

 

 

4f.
4R.

too narrow for sciety,and of insufficient waterway.
Ye reccommend the diversion of the drainage ditch
from its present chainel so as to make it cross the
road at sta.ly ¢ 50,thence following the north side
of the road to a junction with the present channel
et a point about 100 feet below the present bridge.
A reference to Sheet No.4 of the plans will show how
this diversion could be easily accomplished. The
locaticn of the proposed bridge is shown by the arrow
in photograph No.20. Ye reccommend for the new structure
a £8 foot span T - beam bridge with 10-foot abutments
according to stanaerd plan B-l=A-5,shown herewith.

ve find another jack arch bridge at sta.70 $60
which is in good ecncition except for slicrt construction
cracks in the wingwells. It is,hcwever,too narre. for
use on the new road,the wicth of floor being oly 16
feet. It is also of insuffieient waterway cupseity,
having an opening between the abutments of but 8 feet.
Photograph “0.22 shows the present structure. ‘Je

reccommend the removal of this bricge ana its reprl

9

ce-
ment by a 20 foot sran T-bean bricge with abutments
lO fest high accoraing to stancsre plan B-l1-A-5,

to sbove.

or

reftere
At sva.d9 4 50 water is cxurriec across tlhe rresent

road by 35 fe2t of 16 inch vitrified tile. An cxen
 

 

 
44.

citeh carries the water from this point across a
svaupy spot in the forks of the road ana onother 15
jineL tile carries it across the north fork of the road.
The aiteh end outlet of tre former culvert are shovm
in protograph iio.2c3. A large area is drained by the
ditch leacing to this culvert and we fina from indice-

ticns end reports theat,in time of Ligh water,the capacit:;

©

I tre culvert is inadequate. Thercfore we recor..end
its removel and replacement by @ concrete box culvert
of 3-foot span and 7-foov cerpth accorcing to stencard
plan E-c-C-13.

At stva.106 the draine;e citeh is Sparnned by a
3-foot concrete arch culvert,two views of vrich are
shown in photo; raphs Nos.e«4 and 25. There is a deep
fill eat this point ana the road Les been inproved with
@ lae-toot course of frevel. Evidently,vwlen thre fill

4. 4

was macde,leasadwalle were fouic necessary to retain it
and the north leadcwall was built at the edge of the

Fill instead cf at the ena of the culvert. The result

ct

is thav the exrd of the culvert now extends about 10 feet
beyond the Leadacwall end its opening is protected only
by a fow loose rocks piled around it. As the present
culvert,vitl a 3-Toov orening Gprears to be larsre

encush to hancle the flow,we recommend the placing eat
this point of a concrete culvert ct 3-foot span and

5-To0v aepth accorcing to stancsra plen E-£-C-13,.
¢ in

>

The coucrete erch culvert «t stea.214

poor eccudition es skewn by yhotograrh lo..6. lv is

A ae

also set st an angle with tie centor-Lline o72
and is too skort. V7e reco:zend thet it be replacea by

dn
uv

0156.

C1)

©

a culvert similar to the one specified at
A srecisl drainsge problem is founda av station
S2l, where the road maxes a slarp turn at the foot or
@ long,ctesp hill. It is necezssary for a large volune
of water to ercss tle road at this point. It is
harn.dlea et present by two circular ccncrete.culverts,
one at sta.220 ¢ 20 of 12 inches diameter and one at

sva.2cl ¢ 20 of LO inches diaveter. Dhotocrar! Yo.e2k7

is taxen fron tle }ill to the

tA

outh of the road ai:d
shows the culvert av sta.Z21 4 20,its ends being merkeu
by arrows. Ye cousicer it sdvigetle to rerplece these
ures by one culvert at sta.3c0 + 60 ana
reco:smmend @ thirty inch circular culvert witli. concrete
heacvalls according to stanaard plan H-e-C-10.

at ste.416 there is a 3-foot span co:.crete arch
culvert witl masonry wingwalls,a view of whicr. 1s sl.ovwm

Ln yicto; rarh heo.c8. The culvert is in ¢c0a condition

~

na of euple size to handle the amount of water flowin;
twunrcugh it. Although ouly 22 feot in length,we consicer

vhLcv vhe acded expeiuse of replacing it would not be

yustiziea by the adcvantage derivec from the gain in lenbtl..
 

 

 
48.

«

s 4. ~ —-a - im. s art o
Lue uc Voeverlineue

ct

- =~ ae ee i. weap -4 = i. -
Coa ecouichd, vl eYrcucre, ore.

av $tae495 a low cortion cf tle roac is borcerea
On one sice by &@ pond anc on the cryosite sice by a

SWillp~e At present neo arfinere structure exists av this
peint. To prevent overtlowinrg of the roaa act tines of

high watver,we recomend tle ploving of an equalizer,

©
whicl should be an 15-inch circular culvert accorcins
to svuancearad plan E-2-C-16.

nm
4

Vino 8

€ last creinarce structure of invportinece is a

&4-fo0u span ecnerete arch culvert at sva.723. A view
of it is skhovm in phovogrenrl. "0.30. as it is in goo0c

C

©

ncition ana wice enough to acco: ccatve the tratfic,
we recommenda thav it be left in ylace.

wounvings.

‘Tiere vle concivic.. of the coil on tle line of

oe new road i

ct

Such @s to waxe its surpertiug power

>

Bn uncervein quantvity,it is necessary to atre sounrcinegs
eluine tle depth below the surface of a firm
Stratus cl earth. Pegs,cvemre,ana quiercence are enurnsles
cf such concitvions. Ou 3.2.L. 92 - 1 we Founa two
instconces vilere coudcings were necessary. Fro. svaecoy
to ste.cOks tle roszc crosses 2 bog which is ceseribea
vy resicents of tle locclivy ce botvuo:.less. Tle present

read creeses cne ecpe of tie bog @uc ever since its

ya s S ws - ~~~ =r ‘ wee -7 ye we a ° ca - d.
Qppreciable ancunt every pear with tle excepvic.. cf tlhe
a

5 vr a 4. 4. d- 7 7 ~ = wy -
ive poers. av svus.495 the reer. crosses & swamp

™

>

2s sheowa in photopgreph 0.0.9 anc it was considered

acvissable to atke soundings at vhis roint.
Soundings were taren by rashing a 1/2 ineh gas

rire into tle grouna until @ resistance was encounvered

ea = solic lever of soil. The station

&

- . 3. -.. "738
whieh i:cice
wa A de. . s . 4. a es fo Fa nto .- eae DOA pan eas
and plus of the yoint anc ive cistanuce from tle conter-

line were recoréea torether witl the depth to which

g99 * SO 0.0 3.0 5.5

+ 60 2.0 15.0 | 15.0
200 + 10 20.0 20.0 22.C
ZOl + 90 1E.0 10.0 10.0
202 + 20 1.0 0.0 0.0

 

 

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en

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olf
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e 1tn
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Ord

All elevetions fromzurt:ce of cround at C.L. cf rosé.
 

 

 

 

 

 
51.

“TOMAT pT Ty pp tts
Se LT? Tey ke tee he ao I

The aata collectec in tke field furnis!ec the
besis from wkiclt the rlans and mars were davaym.Ceneral
highway practice anc the specifications of the state
Yighway Pepertment require that certain sets of field
notes be taken that will place st the ceommanc of the
dmeftsman,all the information thet he neecs to complete
ea set of working aravings end plans. These netes which
were teken arezsalignment,bench levels,continucus levels,
and topogrephy notes.

otancerd tracing cloth as usec by the State Highvey
Department,consists of a sheet 36" x 22",the lower
half of which is cross-sectioned on a scale that will
permit the laying of thirty one stations,using e Icngi-
tucinal scale of 1" = 100'. whe verticle scale specified
is 1" = 10°. The upper half of the sheet is unruled
and on this portion the center-line of the new road was
laid using the glignment notes for the necessary data.
The topographical features of the road were dwavwn to
scale on each sice of the center-line using the data

from the tonoprerlicel field notes. Below,on the cro

1

c=
section area cf the sheet,the center-line and tub line

elevations of the road were laia off. Aas abcve ststed,
SA.

thirty-cne stations were lsid off on cacl scheet,the
last station cver-lepping the first staticn on the

nest sheet in orcéer to orient anc ccnnect the plans.

joy DoOLGIi
The foresoing work finishes tke preliminsry mep-

ping anc constitutes a founcation for the cCesipn. In

Gesignirng the road the requirements of the future road
were tle chief consicerations. Tle aqesign ¢ctnsists cf

tle following selections:
(1). Type of nictal.
(2). Jicth snd shepe of section.
(2). proper Greinese sisten.

(4). the correct grade line and the detomiination

The type of metal enc wiacth cf section were ceter-
te Ligh. ey Commissioner. He spe leu
a lo-foct gravel surface. The slare of the section wes

ad.

chesen from the stancerditeu designs of the Highvay
Department. (see Sheet Io.2)
The Grade.

In Cetermining the grade fcr this roac,we bere in
mind thet upon the rrorer selecticn of tle sradce cCependec

the cest of exeavation,the erpearsnce,anu the ricings

Cr Lauling qualities of the road.
5S.

"Te recOns.end2G no extvo..sive cuts in orcer vo cecure
& race lower then the maxinem linivisze crece of Go
which hes elrescy been cetermnined.

Te took special care to avoia using slort,chorry
erades,for they are undesireble since tleir use spoils
the erpesrance of the roed. It was seldom thet we coulda
net use e@ longer and mere unifera grade hich cid not
materially clanse the v: lume of excavavion.

In determining the ;e2ce of © road,the most econ-
Omical grace would be cne in which the cuts
ence tle fills et every point. Thic is itirvossibvls ,buv
by putting in intermeaiate ~reaces,ve were able to very
nearly errreach a balence. Eowever,thke economy of

eraaging did nov erm our Cesign to the exvent of our

en
Oo
<

Overlooking the reasons cf satfety,co venience,and arresr-

ance,which dewancead certain elevations ana sheres.

Ovher features thet caeternined our cloice of ¢rades
were; the elevations of the ravor.ents anc reilrosa
crossings anc the grace of the sidewelizs at Clelsea,
where the reoa bepins,and at ivockbriagce,. mere tlhe roa.
enas,vle svenr Till atv ste.299 to sta.202,the existii:;
bricces sv gva.70 #60 ana stva.723 wlich cre to be
maidnvalred,cna vie excessive cut av ste.c6 to eta.89.
Laximun Grecient.

The selcetion of & maximum grecient cero.dag mere ou

the topograrly tlen on the treftic,eltlousl we Cid not
OF.

over loci:
ruus is very rolling bue by ZSollowing tie valleys we

a7 eo
were able to keep the gradient to a menimem of oO) which

s e ° e e @ was. fe ~~ -_< -4 eo - ~ .. La- e + - + ayes 7 e ~ di.
igs within the li..itvs tor cvreffie. Our wetinun erculieny

hinimun Gradien

Our wiudinum gredient wes obtveinea from cvs.69 to

&

sta.74 + 50. There we usea a level greadce. the arceinsse

1
a

is taken cere of by swumrs on both sices of the roaa
which carry the water awcy.

Tntermediete Gradients.

Meonomical cesign deuanded the use cr rolling greces.
Traffie cees not require long stretches cf straight grace.

we ageenec it unrise to ecut,say a 3 grace to a 2. grace,
inasmuch es cur ruling gredae is 6). Lowever,we cid net

Lesitate to cut ag much as was recesscary to cbvain tlhe

required ruling , rede. We stucied ecoro.w on tie more
level rertvs.
Lavin: the Grace.

In the belencing of earvulwork we DPirst ecusicerec

4 ee LD Qa 4 a So gg te cay dee mn ayo tt AS
ot.@ Shrirke.-e of earth in envenkwents. The putios iven

ju. the usual lenuboox are nov applicevtle to this roeawor:

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SO 61. |

INDEX TO MAPS IN POCKET.

File No.

G-7-A-5
G-7-A-5
G-7-A-5
G-7-A-5
G=-7-A-5

G-7=-A-5

B-1-A-5
Be-ll-C-24

B-11-C-28

K-2-C-10
He-2-C-135
N= 2—-C-16
Bhm46A-52
=~ 4—A-49

Description.

Title Sheet

Typical Cross Section
llans sta. O to 31
Plans sta. 30 to 61
Plans sta. 60 to 91
Plans sta. 90 to 12]
Mass Diagram
Relocation #1
Relocation #2
Relocation #3
Concrete Abutments

20! he inforcea Conc.
T Bean Bridge

2£8' Reinforced Conc.
T Bear Bridge

Circular Cone. Culvert for
Intersecting roads.

Headwalls for Circular Culverts
Concrete Culvert

Circular Conc. Driveway Culvert
Guard Reil

Miethod of Superelevation