MARIE L EL RL ETE TRAE TT OEE TETAS IOS é en mn 17 | Ks a ge “| THESIS ite < he Is os | og ij . io “| A COMPLETE RAILROAD SURVEY ik 2 1 7 4 “ * SPRING 1904 lft Ps z re a | 134 bi TY Q.,5+] (oa NV XT} i pe Rea ARTE AE Cm ie Pa aathe: ie me Ip «} Hea | ae ence Seo 3 Yi i i th i ah i i ae ic hh i he i ie A i A Rh hee hod ie ie a7 THESIS MICHIGAN STATE UNIVERSITY wit aman 3 12 SUPPLEMENT, MATEHAL IN BACK OF BOOK Private Library of ERNEST F. SMITH No. 6 7” Con LO ” a This thesis was contrivuted by wife ie Fe omith under the date indicated by tne department stamp, to replace the original which was destroyed in the fire March 5, 1916. ey - wre a we { nail - ‘hones peeerane~. eo — el ee ns es N I e — Sr Sa eee ee, a NIRS + LHESIS- A COMPLETE RAILROAD SURVEY. E. F. Smith, EE, G. W. White. THESIS Voy parce. PURPOSE OP SUPVIY. L. Tr SURVEY. lL. L. Roconnoisance L. &.: Preliminary Survey J... 3. Tororraphy 26 4. Paper Location Se 5. Location Survey 3. 6. Cros. Sectioning 4. ESTIMATES. oO | 5. L. Cloaring & Crnbbing De 2. oartinvork 5, Oo. Ties 8. &. Rails 6. 5, Srikes Ge G. Joints 7 7. PACK Laying | 7. 8.5. Ballasting 7. 9. Brid:e & Culvertea 7. Ve road Crossinss Se Li. Cattio Cuaris 9. ic. Foncing 9. 13 Toelesraph Line 9. 14. Rirnt of Yay 9, 15. Denot 10. ESTIMATE OF TOTAL COST 403739 CONCLUSION | 12. Semple Pages of Field Note Boor CH, 1F 16 FH FURPOSE OF SURVEY. The purpose of this survey was to locate and esti- mate the most economical route by which the Grand Trunk railroad could pasa through the Michigan Agricultural College grounds,and compare this estimate with the ac- tual cost of the present location of the G. 7. Re R. between the terminals of the proposed route. i SURVEY» 1, RECONNOISANCE. Upon looking over a map of Ingham County, it was decided that the line of the proposed relocation would probably have one of its terminals near Trowbridge and the other in the yieinity of Haslett Park. In view of this fact, the territory between Trowbridge and Has~ lett Park was carefully looked over and no objectionable features or unsurmountable difficulties of the country were found, The time spent in making this reconnolsance was one-half day. 2. PRELIMINARY SURVEY. On account of the small siz e of the squad and the short time in which the work was to be done, it was necessary to abbreviate work as much as . 4: Para See ove FP aed ise. tee) “PSH vi,: caw ol Moe's nes oon oe Fo trp Ovet Wade am Binet it ofa! leis %& Porloiv wl) aie addy Ses ‘in yy os? earled “aol ii+4)) eft serie olds to Plage 2 Yeorege havoc Viitionag Gew Sint tiaf oy Tete) of! Ro MeL IL ORR 2, aiGnapscomescents va gamudee” eles eles ebionint 26 ort emt? off sbmsct - on fy aa “- a . r LN) ERP My 6 Wl) MS Lartes ‘ . : 4) i. * a * “4 ‘ b ? ie Bute oat To seitonwg Sy UTR UT TAM TERS 28 take Lab sbi ate Adlew At sits sso ad! Bt beuwpe , s ‘ Ae: J a th fi es mm ES Ti an Ia a Syriitcte as weeepen sat 21). egoh a+" | | ' : - A . - ie he - . ‘ Dee na a cule the a _— = ~_ Be 2. possible, In view of this fact it was decided that the etadia method would be used for taking all measurements in the preliminary surwey. The preliminary survey was begun at Trowbridss and run with magnetic bearings, Stations were located every 600 or 600 feet and levels were taken over the line as soon as the survey was con- pleted. The line was now ready for the toporrarhical survey. The length of this rrelininary was 21,416 fect and the time spent on this work was 25 hours. For detail of line see map, TOPOGRAPITY. The purpose of the tonosraphic survey was to secure all necessary data for making a complete to- pographical map of the country extending 600 or 700 feet each side of the zsrelininary line, The only instruments used were the Buff and Bercer transit and stadia rod, Tho stadia method was used for takin; all measurements. The instrument was set up on nearly every station end the distance, horigontal angles, and vertical ansles where necessary, wore taken for every coverning point and feature of this section, and recorded and cketched in a note book. Following each day's work the notes were plotted and contours drawn on the topographical map. (See Hap ) The scale used was 400° to the inoh. Where vertical angles were taken the elevations were computed with a Colby'a slide rule. ‘The time spent at tield work in the tonorraphical survey was about 17 hours. 8, 4. PAPER LOCATION. After the topographical map was ecmplet- De ed, the next sensideration was the paper location of the proposed line. The chief aim of this location was to obtain minimus curvature and also the least amount of cut and fill. ‘The country being comparatively level, it was found to be principally a matter of minimum curvature. The map showed that this proposed route could be located with only three slight curves; one at each terminal and one near the collece. The paper location was then made as shown on toporraphical map. (See Hap ). LOCATION SURVEY. The location survey was made with a Buff and Berger transit and a 100 foot steel tape. The aurvey was begun at a point between the Grand Trunk tracks and 100 feet west of the intersection of the Pere Marquette railroad with the north track of the Grand Trunk, and a tangent was run QN, 60°18' BE, a distance of 9144 feet. The angle of intersection with the Grand Trunk was 80° 12". The 1° curve as per location map brought the starting point 1546 feet west of the inter- section, and the curve was then run in by the deflection method (deflecting 1/2 of the degree of curvature for each 100 foot chord). In this location survey, stations were established and stakes set every 100 feet. The Line was based on the magnetic bearinzs, but after start~ ing, it was continued by making alidade deflections, and using the needle only for a check, At the point 4, 9144 feet from the first intersection (Sta, 106 + 18 on located line, 100 feet east of collere orchard fence and 25 feet south of the center of North Lansing road) changed bearing to H. 64° 1st E., thus makings an inter- section ancle of 24°, anc ran cut tanrent to the point of tangency of the curve (1218 fect from the intersec- tion). Besinning at this P.T. we ran in the curve and then went back to the P.7, (Sta, 118) and projected the tanrent without e stor until we reached the Crand Trunk reilroad. Ths interseation angle here was found to be 30° 7'. The tangent distances were then measured and the 2° curve run in,thus makin the total lensth of the lo- cated line 23661.7 feet or 4.48 milea. In this location survey all necessary data for locating all hichways and property lines was taken and a location man showing the exact location of the proposed Line was drawn, (See Map ). The levels were then taken on every 100 foot station on this line and a profile plotted on rrofile paper (See Profile.) CROSS SECTIONING, As the country was vory Level and there being practically no side hill work, it was thought un- necessary to do any gross section work in the field. In the earth work computations the mean ordinate for each 100 feet was determined from the profile and with this as an argument we entered table 19 of "Nagle's Field Manual" where the volume in cubic yards per 100 feet is given for any slope or base. A slope of 14 to l was taken for both cut and fill and a base of 32 feet for the double track (the base is the distance between sholders on road bed at top of the sub grade). In all cuts, 8 feet was added to the 32 feet for side ditches. The cut and fill in cu. yds. was estimated and noted on the profile. As all excavations were of ordinary earth, a shrinkage of 10 per cent was allowed in all embankments. ESTIMATE. This estimate was made for a double track system with a 100 foot right of way. CLEARING AND GRUBBING. The clearing and grubbing will consist in removing all stumps and second growth brush etc. It was estimated that this work would cost $30.00 per acre. The ground to be cleared is about 2 % acres. This makes the cost of grubbing and clearing $82.50. . EARTHWORK. The cost of earthwork was taken from Baker's tables 14 and 15 "Roads and Pavements." The quantities of earth to be moved together with the different hauls was taken from the profile. All embankments thrown up from the ditches and the material wasted was considered to be hauled 50 feet. 3» 4. 5. COMPUTATIONS . Cu. Yds. Maul. Price. Anount. 11561 .0 50 10.834 $1252.05 1992.0 £00 11.08. 220.71 2027 5 800 12.25: 243 .86 4387.5 500 13.714 601.52 1964 .0 600 14 82> 291, .O6 13146 .O 700 15 G0" 2004 .47 4809 .0 900 1890; — 865.62 5380 .0 1300 22.007 1183 .60 19986 .0 1400 23 .00/ 4597 .24 2841 .0 1600 25 .00¢ 710 2 Total £12064 .88 TIES. From Canp's "Notes on Track" it was fcunce that 18 ties per 30' rail is about averare practiae (3070 | per mile) e At for 4.48 miles RAILS. A rail this estimate, enount of steel requ: SO feet long 80! per yard we at a cost of °25.00 rer ton. an estimated gost of 40d each, the ties of double trecking will ecsat $11861.60. 2 used for Me total ead for both tracks 41s 1261,57 tons, and at 525.00 per ton amounts to $31539.20, SPIKES « S00# keg) were considered best for this road, The quan- The common sized spikes (6;; x 9/16 and 360 per 6. 7s 9. 7» tity of spikes required for tho total distance was 6s= tamated at 315 kegs and an allowance of 5 kegs was made for spiking road crossinss ete., thus making a total of 930 kess,. S20 kers of spikes at the averare price of $4.60 per keg amounts to $1440.00, JOINTS. The joints (360 to mile or 720 for double track) at @ probable cost of 604 apiece, amount to $1935.60. TRACK LAYING. An estimate of $225.00 per mile for laying of the track (hand work) was made from a consideration of the data given in Camp's "Notes on Trask", The lay- ins of double track for 4.45 miles at this estimate amounts to 52016.0C. BALLASTING. A gravel ballast of 16 inches (10" below ties) or 115 cu. yds. per 100 fest, mak:s a totel of 27200 Cue yds. for whole track, The fravel can be 6o- cured on the right of way so that it was estimated that gravel could be hauled, put in place, tmmped anc surfaced for 45¢ per ou. yd. The ballasting and surfacing then amounts to $12840.00. BRIDGE AUD CULVERTS. A plate sirder bridge (2 spans, 80 ft. each) was considered for the crossing of the Red Cedar river. The weight of this bridge was computed from Merriman and Jacoby's formulae (w = 1070+ 10.7 1 where 10. 8, wW=awt. of bridse per lineal foot and 1=. span in feet). The weight thus conruted was 3081602’. The cost of bridre rected was taken at 535 per lb. and amounting to $15408.00, without masonry. ‘Two wing abutinonts and one rier wer estimated for bridge. The quantity in ou. vds. of mason- ry required for abutments was taken from Baker's, table 19, and the quantity of masonry in the pier was take from teble 41 cf Saker's “lasonry Construction™,. The total amount of masonry thus ccmputed anounts to 406.8 cue yds. Assuming the masonry to be of conorete construc- tion at a cost of 55.00 per cu. yd., this amounted to “2334.0. Thus the total cost of the bridge is estinated at £17742.00, The sunplies for the culverts were estinated as follows: 275 ft. 24" tile 0 86.! per foot -+---------—8— $236.25 130 ft. 30" tile 2 $1.55 per foot -~--------- 205.40 60 ft. 36" tron pipe (12.5 tons) Oo 926.50 per tone06 .P5. al for culverts %647.85. cr oO ROAD CROSSINGS. The plank required for 20 private end public highwey;y crocsings was cotimated at 20,60G feet (board measure). At an average cost of 225.00 rer thou- sand fset this bill will amount to S64c.0c¢, 11, 13. 14. 9, CATTLE CUARDS. Twelve wooden cattle cuards cach 12! lone to be placed at each hichway crossine (estimated at £30.00 sach for Gouble track) anmcunts te £360.00, FENCING, The fencing was estirated at 60! a rod in place, thus makinre a cost of 21720,82 to fence the whole dine. TOLECRAPH LIN". The poles were estimated at £2.50 each and to be placed 386 to the mile. A two wire line wos allowed for. The weigt and cost of wire and in- sulators were taken from l’aver's "American Telecraphy", Corper wire No. 12 B. W. G. weighing 170#.per ni. (single Wire) was taken, The allowance for poles and wirins per mi.. is as follows ~-- S6 poles 2 £2.50 «-----~- ween en enn wannnwe~ 90.00 3407 of copner wire @ 144 por Ld wonnmmmnmenn- 47,60 72 insulators O 44 eadh wom<-nnn cnn wenn wn 2.88 Erection of 36 poles at 40feach erwmnanwmnnne 14,40 Wire Stringing, onw-esa canes emma rwmmmnne = 10.00 Total cost per mi. $164.88 At this rate the 4,48 niles anounts to $738 .66. RIGHT OF WAY. The sorrect estimate of the right or way was a difficult problem owing to the uncertainty of tne amount of damage to the property through which the pro- 15. LO, posed line vas run, The property owners were not ianter- viowed With reenaré te this matter, but we estimated the averace Valve of the richt of way at 0100.CO rer acre, ror the total Lencth of Line (4.45 mi. with LOO ft. a8 rickt of way or 62.8 acrss) at $100.0° per acres this Would amount tc 7 5L39,00, prre?t, “3000.00 was allowed for a depot to be lscated et the Michigan Acricultural College and $2000.00 for r . = “ a _. ‘% A wf ° 7 re y mA. 4 oa a _~ ah oO 240 trecns ana evltenecs at isc aapot. GRADUATION. TAPELUTOL, ace enee we en ne a0 messes on ne eww oe ony nw oe we ees ow wo a Clearing and Orubbing \--seenne.nn ene BrIDGTMIG, CULVERTS, etc. IOLA GS mm mem eem ce mn ne menace ne en ew a ao eno on nw wae CULVEYtS qwmn meen nm Wo ae 0 oe on we ere mae art oe ne me Cattle CuerdS qqwe enw nnn wenn nee -— oe Road Cre cBineg wancemenmnmn owen ee nn TRACK, SALLASE wwe em ee — ee me en ae soe ne ee TAG crmrermren$ oe ce an a ne nan no te no nO a Oo OS Oe ew oa oe oe ene Rails (80f per yd.) onwenecen-n-n- nano opikes eee ee ee eee ee er ey JOLNCE woe nee- wen wn — es a we oes ee on oe ne oe as mn ne oe we rack Layine CO OR OF OP-ED OF AD Oh OD OO 98 Om wt wh oy me eat aD at cay eh ty ate ote ow Side Tracks ««--wmewee meena n evans snap aoe emae an MISCELLANNOUS , POTNIC LNG seem neem wn ence eee cone ere ce ve ee ww ae ee TELESLATH POLES macnn cree mown ew ee Wire and Wirins <--cssennnnn we pane ww nn ae oo on Right of Way -<<--en nna wn nem enn ewe De ~ot CD SD OR ah AD OR CFD Uh OE GHD ER G0 an Oh Oth A BE ED BO Om 4B OD a OD Oh <0 OR OD OF on Op OD Engineering 5% 812064 .88 2.50 17742 .0© 647 .85 360 .00 640 .00 12240 .00 12361 .60 $1539.20 1440 .00 1925.60 2016 .00 2000 .00 1720.82 £03 .20 335 .46 6280 .00 we 3000.00 $104808 .62 — E40 433 LZ, Total ccst “110,049.04, Coat per mi. “24. , 564.60 The prorpered relocation was found 425 feet shorter than the present location of the Grand Trunk between the game torminals, The total curveture in the relocation is 84° 19' whereas in the present location, the total curvature between terminals ts 24° 52", There were three cr curves on each line betreen tc minnis, this oxtra cus vature beinc due to tne fact that the relocation had to be started and finishod on tanrsents of the clad line, Since no record could be obtained regarding the cut, fill, and mrades of the Grand Tmmk between the terminalis of the reloeation, it was impossibls to make an accurate comparison of thesa items of the tvo Lines. By naking careful obserwation of the out and fill on the old line, we decided that the earthwork on the proposed route would not be rreater, and probably not nonrly so great, as that on the old line. ‘he maximum grado on the proposed route is .256% which does not exceed any rrade on the old line, in consideration of all of these items of compari- son, and also the hich oost of the risnt of way for the new route, if was considored iAnacvicablo to make th change from the old route to the new. If, hcwever, this. 13. a Lcecation hne been considered at the time of buildins of tho Grand Tronk, it would undowbtedaly neve been found equally as good and at no preater ecst, benldaa cseurlne thea covantaces cf a dopot ond the railresd traffic at a 7 , me ceolicse. Semple Page of Jepography WoFes | 19 i. =: = — a —— _— = Sample Page of Transit Mores for FR. Location. 435 O oO Sa mple P. age ro eatn 7 m Leve/ Was | o7es 7A cA FA. . FH. Sure | " —- : V6 PLACE IN RETURN BOX to remove this checkout from your record. TO AVOID FINES return on or before date due. MAY BE RECALLED with earlier due date if requested. DATE DUE DATE DUE DATE DUE AUG 0 & Shin 6/07 p:/CIRC/DateOue.indd-p.1 a cc RIES iii