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R ..,,C <br />K,E'UFFE,L & ES.,S,E E. <br />'WING <br />--MAtERJ1A,LS <br />AND <br />--SU,RVEYlNG,'_.lNSTkUMtNTS. <br />NEW`, UO . <br />P, F� I G A'd.o., SAN FRANCISCO. ST. LOUIS. <br />TABLES. FOR EXCAVATIONS -AND,,EMBANKMENTS. <br />DISTANCES' FROM' CENTER 'OF ROADWAY' FOR CROSS -SECTIONING <br />TZOAbWAY IS FEET iVIDZ. SIDE SLOPES I TO 1. <br />FOR SINGLE Tk.1CK EXCAVATION. <br />For Keith's Railroad Curve Tabels see and of book. <br />0. 1 <br />.1 <br />0 <br />9.0 <br />9.1 <br />9.2 <br />9.3 <br />9.4 <br />9.5 <br />- .9.6 9 - 7 <br />9.8 <br />9.9 <br />0 <br />.10,0. <br />10.1 <br />10.2 <br />10.3 <br />10.4 <br />10.5' <br />10.6 10.7 <br />.10.8 <br />10.9 <br />1 <br />11.0 <br />11.1 <br />.11.2 <br />11.3 <br />11.4 <br />11.5 <br />11-.6 -11.7 <br />11.8 <br />11.9 <br />2 <br />.3 <br />12.0 <br />12.1 <br />12.2 <br />12.3 <br />12.4 <br />12.5 <br />-12.6 12.7- <br />12.8. <br />12.9 <br />3 <br />4 <br />13.0 <br />13.1 <br />13.2 <br />13.3 <br />13.4 <br />13.5 <br />13.6 13.7 <br />'13.8 <br />13'()' <br />4 <br />5 <br />14.0 <br />14.1 <br />14.2 <br />14.3 <br />14.4 <br />14.5 <br />14.6 14.7 <br />14.8 <br />14.9 <br />5 <br />6 <br />15.0 <br />15.1 <br />15.2 <br />.15.3 <br />15.4 <br />15,5 <br />15.6 15.7 <br />15.8 <br />15.9 <br />6 <br />7 <br />16.0 <br />16.1 <br />16.2 <br />16.3 <br />16.4 <br />16.5 <br />16.6 16.7 <br />16.8 <br />16.9 <br />7 <br />8 <br />17.0 <br />17.1 <br />17.2 <br />17.3 <br />17.4 <br />17.5 <br />17.6 17.7 <br />17.8 <br />179 <br />8 <br />9 <br />18.0 <br />18.1 <br />'18.2 <br />1.8.3 <br />18.4 <br />18.5 <br />18.6 18.7 • <br />18.8 <br />18.9 <br />9, <br />-10 <br />19.0 <br />19.1 <br />19.2 <br />191 <br />19.4 <br />19.5 <br />19.6 19.7 <br />19.8, <br />19.9 <br />10 <br />11 <br />20.0 <br />20.1 <br />20.2 <br />20.3 <br />20.4 <br />20.5 <br />'90.6 .20.7 <br />-20.8 <br />20.9 <br />.11 <br />12 <br />21.0 <br />21,1 <br />'212 <br />21,3 <br />21.4 <br />21,5 <br />21.6 21.7 <br />"_1.8 <br />21.9 <br />12 <br />13 <br />22.0 <br />22.1 <br />22.2 <br />22.3 <br />22.4 <br />22.5 <br />22.6 22.7 <br />22.8 <br />22.9 <br />13 <br />,14 <br />23.0 <br />23.1 <br />232 <br />2,3.3 <br />23.4 <br />23.5 <br />23 6 23,7 <br />238 <br />23.9 <br />14 <br />15 <br />1 24.0 <br />24.1 <br />24.2 <br />.24.3 <br />'24.4 <br />24.5 <br />24.6 24.7 <br />24.8 <br />24.9 <br />1.5 <br />'f6 <br />16 <br />25.0 <br />25.1 <br />25.2 <br />25.3 <br />'25.4 <br />20.15 <br />, 2.5.6 25.7 <br />25.8 <br />25.9 <br />17 <br />26.0 <br />26.1 <br />26.2 <br />26.3 <br />26.4 <br />26.5 <br />26.6.7 <br />26.8 <br />26.9 <br />.17 <br />18 <br />27.0 <br />27.1 <br />27.2 <br />27.3' <br />27.4 <br />27.5 <br />27.6 27.7 <br />27.8 <br />27.9 <br />18. <br />19 <br />. 28.0 <br />28.1 <br />28.2 <br />28.3 <br />28.4 <br />28.5 <br />28.6 28.7- <br />28.8 <br />28,9 <br />19 <br />20 <br />29.0 <br />29.1 <br />29.2 <br />29.3 <br />29.4 <br />29.5- <br />29.6 29.7 <br />29.8 <br />29,4 <br />20 <br />21 <br />30.0 <br />30,1 <br />30.2 <br />30.8 <br />30.4 <br />30.5 <br />30.6 30.7 <br />30.8 <br />30.0. <br />21 <br />22 <br />31.0 <br />31.1. <br />31.2 <br />:31.3 <br />31.4 <br />31.5 <br />31.6 31.7 <br />31.8 <br />31.9 <br />22 <br />23 <br />32.0 <br />32.1 <br />32.2 <br />32.3 <br />32.4 <br />32.5 <br />3 2. 6 32.7 <br />32.8 <br />.32.9 <br />23 <br />24 <br />33.0 <br />33.1 <br />38.2 <br />33.3 <br />33.4 <br />33.5 <br />33.6 33.7 <br />33.8 - <br />33.9 <br />24 <br />25 <br />34.0 <br />34.1 <br />342 <br />343 <br />34.4 <br />34.5 <br />31.6 34,7 <br />34.8_ <br />34.9 <br />23 <br />26 <br />35.0 <br />35,1 <br />.95.2 <br />35.3 <br />35.4 <br />3.5.5 <br />35.6 WU <br />35.8 <br />35; 9 <br />296 <br />27 <br />36.0 <br />36.1 <br />36.2 <br />36.3 <br />36.4 <br />36.5 <br />36.6 36.7. <br />36.8. <br />.16.9 <br />27 <br />28 <br />3 7. 0 <br />37.1 <br />37.2 <br />37.3 <br />37.4 <br />37.5 <br />37.6 37.7 <br />37.8 <br />17.9 <br />29 <br />29 <br />38.0 <br />.18.1 <br />38.2 <br />38.3 <br />38.4 <br />38.5 <br />38.6 38.7 <br />38.8 <br />.38.9 <br />29 <br />30 <br />39.0 <br />39.1 <br />391 <br />39.3 <br />39.4 <br />39.5 <br />39.6 139.7 <br />39.8' <br />349 <br />30 <br />31 <br />40.0 <br />40.1 <br />'40.2 <br />40.4 <br />40.6 <br />10. 40.7 <br />40.640.3 <br />40.8 <br />i6* .131 <br />3? <br />41.0 <br />41.1 <br />M.2 <br />41.3 <br />41.4 <br />41.5 <br />41.6 41.7 <br />41.8 <br />41.9 <br />32 <br />33 <br />42.0� <br />42.1 <br />42.3 <br />42.4 <br />42.5 <br />42-(l 42.7 <br />42.8 <br />42.9 <br />' <br />34 <br />43.0 <br />43.1 <br />.42.2 <br />43.2 <br />43.3 <br />43.4 <br />43.5 <br />43.6 43.7 <br />43.8 <br />43.9 <br />34 <br />3h <br />44.0 <br />44.1 <br />44.2 <br />44.3 <br />44.4 <br />44.5 <br />44.6 44.7 <br />44.8 <br />-14.zl <br />35 <br />06-0 <br />0.1 <br />45.2 <br />45.3 <br />4.5.4 <br />45.5 <br />45.6 45.7 <br />45.8 <br />45.9 <br />36 <br />Calculated by Julien A. HaLi, M. Ani. Soc. C. M <br />For Keith's Railroad Curve Tabels see and of book. <br />