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Les diagrammes suivants lllustrent la m6thode. 1 2 3 4 5 6 MICROCOPY RESOLUTION TEST CHART (ANSI and ISO -^EST CHART No. 2) 1.0 I.I ■ 50 IK 2.8 3.: ■ 4.0 2..5 2.2 2.0 1.8 1.25 1.4 1.6 ^ ^IPPLIED IN/HGE Inc ^^^ 1653 East Main Street S'.iS Roctiesler. New Yark 14609 USA •-as (716) 4b2 -0300- Phane ^= (716) 288- 5989 -Fox I 'tiiA A RE P O R T J\ UPON I^OAD MAKING, J AND TUNNELING, ACCOMPANYING SECTIONS. BY JAMES CAN E CIVIL ENOINEEB. JWontrefll : TRINTED BY LOVELL & GIBSON, ST. NICHOLAS STREET. 1845. i [-J— ■js / • • • ' » ' .» • • - • • • "* * * ' • . . • • • 57: MfcC55 127350 ♦■'" PREFACE. Tt is my intention to submit to the public, the last clay of each month, a short treatise on the different branches of my profession, and I am induced to submit my first upon Road-making and Tunneling to the notice of the Corpo- ration of Montreal, accompanied with a Section of a Road and Culverts. It is the system upon which several Roads and Tunnels have been constructed, upon which I have been employed as Surveyor, and which has fully turned out to the satisfaction of the Commissioners and Trustees, and the mode is that adopted by the late eminent Mr. Telford. As it is in contemplation by the Corporation to extend the roads as far as the limits of the City will allow, I hope the following few general remarks may not be thought unworthy of the notice of the Committee of Roads and Improvements, . < ^vhom I beo- to subscribe myself. Their very obedient servant, JAMES CANE, Civil Engineer, 52855 n •lEir— R E P R T. Shape or Transverse Section. The Roadway should he thirty six feet broad ; tho centre should be six inches higher than the level of the sides, where the junction of the surface with the sloping edge of the footpaths, or other defining bounds of the roadway, from the side channels, at four feet from the centre (on each side.) The surface should be half an inch lower ; at nine feet, it should be two inches lower ; and at fifteen feet, its extreme edge, it should be six inches lower ; this will give the form of a flat ellipse, which IS well adapted for carrying off" the water to the side channels, without making the cross section of the road too round, and allows the sun and wind to have a greater eff"ect in evaporation and keeping the road dry. The footpaths should be eight feet broad, and should have an inclined surface of one inch in a yard towards the road ; its surface should not be lower than the centre of the road, and the edge should be sloped down, to meet the roadway, and form the side channel, to carry off" the water from thi surface. Drainage, All open main drains should be cut on the field side of the road fences, and should lead to some natural water course; in general they should be three feet deep below the bed of the road, one foot wide at bottom, and from ' ■ lll rf L three I., lorn- leet wide at U,p;s:o.u. dniins a.ul culverts should also be nuicle under the road, and co.Uinued to thc^ open side .Irains, or .litches ; side channels must be nuide on the road side, with openinj^s of masonry into the cross drains, to prevent any water lyi.ig on the road ; .t UnuiT necessary, in order to preserve the surface ol a road perfect, that it be completely dry; all land spniif^s ouiTht to be carried from the .ide of the road by under draining. Fences. All road fences should be kept as low as possible, never being allowed to exceed five feet in height, m or- der not to intercept the sun and wind, and dimmish then- effects in producing evaporation, and for the same reason no trees, if possible, should be allowed to grow by the side of the road, for by keeping the roads wet, they occasion the rapid wear of the materials of which they are formed. .■* " 'f >j- »• f ■■4, "t Road Materials. The hardest description of stone should always be pre- ferred; when the material is stone they should be broken to a size, of a cubical form ; not exceeding 2i inches in their larc^est dimensions, and should be capable of passing through a ring of that diameter ; when it consists of gravel the pebbles which are from 1 to 1^ inches in size only, should be used for the middle part of the road, all larger pebbles should be broken; the smaller stones should be used for the sides of the roads and the footpaths. L ins and culvi-its lontinued to the annels must be msonry into the on the road ; it iirface of a road II land sprinj^s i road by under ow as possil)le, in hoigiit, in or- ul diminish their the same reason grow by the side 3t, they occasion 1 they are formed. lid always be pre- lould be broken to 2| inches in their pable of passing ; consists of gravel iches in size only, he road, all larger stones should be ; footpaths. The Fonndat'wn and DisposHhn of Mntcriafs. Before the foundation is laid, ihc surface on which if is to rest must he pn-parod, by making it level from side to side, and, if necessary, raising it so that the /inished surface of the road may not be below th(> level of the adjoining Heids. If (he subsoil he wet and elastic, it must be rendered non-elastic, by whatever means is Ih-sI adapted to overcome the cause, as drainage, &,c. The foundation should consist of a rough close-sot pavement, of any kind of stones that can be most readily procured ; those set in the middle of the road should be 7 inches in depth ; at 9 feet from the centre, 5 inches ; at 12 feet fnmi the centre, 4 inches ; and at 1.5 feet, 3 inches. They should be set with the broadest faces downwards, and lengthwise across the road; and no stone should oemore than 5 inches broad on its face. The irregularities of the upper part of the pavement should be broken off with the hammc., and all the inter- stices should be filled with stone chips, firmly wedged, or packed by hand with a light hammer ; so that, when the pavement is finished, there may be a convexity of 4 inches in the breadth of 15 feet from the centre. The middle 18 feet of pavement should be coated with hard broken stones, of the form and size described under the head of" Road Materials," to the depth of six inches. Four of these 6 inches to be first put on, and worked in by carriages and horses ; care being taken to rake in the ruts until the surface becomes firm and con- solidated, after which the remaining 2 inches are to be put on. *^-.*-a»« L 8 The paved spaces on each side of the 18 middle feel should be coated with broken stones, or well cleansed strong gravel, up to the foot-path, or boundary of the road, so as to make the whole convexity of the road 6 inches from the centre to the sides of it, and the whole of the materials should be covered with a binding of an inch and a half in depth of good gravel, free from clay or earth. The footpaths should be made with a coating of strong gravel or small broken stones, at least six inches deep. But should the footpaths be formed of wood, I should re- commend the mode usually adopted by the present City Surveyor, Mr. Ostell. TUNNELS. Faundaiions. There is no portion of the work, in the formation of a tunnel, that requires so much attention as that of the foun- dation; where the Engineer has to bore or excavate through sand or other light strata, where this occurs I would strongly recommend the use of Concrete. J\ature of Concrete, In forming this Concrete, a mortar is made by mixing three parts of sand with one of hydraulic lime, and then mixing about three parts of stone, broken to a size al- lowing them to pass through a ring an inch and a half m diameter; having thoroughly mingled the broken stone and mortar, the Concrete is placed in its proper position and form, and brought into a compact state by using a ,?l ■*, I e 18 middle feet ' well cleansed )oundary of the y of the road 6 t, and the whole a binding of an I, free from clay coating of strong six inches deep, vood, I should re- ' the present City the formation of a asthatofthefoun- bore or excavate lere this occurs I Concrete. • is made by mixing ulic lime, and then roken to a size al- 1 inch and a half in i the broken stone L its proper position ict state by using a ^■ ^ i ' I ■11 •m^Ht^m—^tm 9 pounder; and is then suffered to remain until it set, or becomes indurated, before any work is commenced upon it. The object should be to mix as many stones or pebbles as will thoroughly bed in the mortar ; this forms a body which becomes indurated, and makes a foundation under the whole length of the tunnel, like one continuous stone. It attains a degree of hardness which gives it the ap- pearance of the conglomorate, bearing the name of Pud- ding Stone. This description of foundation supersedes in many instances, where the soil is soft, the use of Piles or other timber foundation. Quality of Brick. The Bricks which should be used in this description of work, ought to be of a different character from those used in ordinp-v House Building; being harder burnt and of a superioi quality of material. They are requirod to be burnt to such a degree of hardness that they present a cherry red or brownish color, and give a clear ringing sound when struck ; and when broken must present a compact and uniform tex- ture ; all bricks which are soft and of a pale color, which are usually denominated Salmon Brick, ought to be rejected ; those which should be used possess nearly the hardness and durability of ordinary building stone, and are calculated to resist the action of the water, to which they will be exposed. Proportion of Mortar. The proportion of the mortar for the brick work, ought to be two parts of sand to one of hydraulic lime. \ ."• ', » • • • • • • .' ' • . • . • . „ • ;'..••■•••>.*• 1 • • • . •.•►•= - * ■;"^.5-*-^.^ ,f ,1., -.^« -^- :::ss:;isa^i*»f* ■aiSS^aWBiwfVi**" ■ x-l ■«: '■^iS-^^^ /^ ^ ■r '^ r MAT'JUAi. ^t/mf/ice ^ .» , A T Si^m Dfif*t»i CUL ve/tr .1^ ,- -a x.-y^/rr^: i.yj p- >#.»JHi I . ; ' »njint^ W i 'i>> ^,^y»/^>.j, f ;j^ /^£Af.O£ «■ -> J ;s6. o *. 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