This probably doesn't belong on the web site but this is one of those satisfy my curiosity questions. I've always been curious about surveying right of ways when a new line or a branch line was first started. Obviously a true north-south line or a true east-west line is a no brainer but how about a main line taking off an existing main? The case in point being the Memphis line from Ft. Scott. How was it determined what degrees would get the line to Springfield and on to Memphis? As a sidebar, how long would it take to survey said line? Thank you. Larry F.
Larry, I don't have any background on surveying railroad right of ways, however I do have a fair amount of background with new highway construction, probably the closest thing we would see this day and age. Obviously the most desirable route would be that of a straight line, however the topography in which the route is to pass through as well as the capabilities of your equipment as well as what the owner is willing to spend will have a big impact on how straight it can be. When the Santa Fe decided to build between Chicago and Kansas City they spared no expense and built one of the longer and level stretches of tangent track in the midwest. The builders of railroads at the turn of the century could not imagine the capabilities of earth moving equipment we take for granted today. Many times these routes would have vertical curves (hills) that became operating nightmares requiring pushers or other limitations, as technology and equipment improved these routes would be realigned, the Dixon Hill on the eastern division is one example of this. Often the surveyors would choose the path that required the least amount of grading, this is why it is not uncommon to find tracks running parallel with major rivers. When a surveyor begins working on a route, they have certain requirements that they have to work with, much as the same way we say our minimum acceptable radius is 30-32 or a minimum turnout is a #6. With these parameters they will look for a route that is within these requirements but with the least amount of construction, it is something of a balancing act. One issue that builders would not have had as much of a problem with then, but is a major issue today is the rights of landowners, today the procurement of real estate is a major expense. As a sideline note, surveying equipment is light years ahead of what the old timers had to work with. The old way required a sizable crew and physically measuring elevations and distances. Back when I was surveying you could shoot well over a mile and get elevations and distances .0001, and today this is done with one man via remote control. Keep in mind these are just some thoughts based on my experience with linear construction, sorry to bore everyone with dull details. Brad Slone
Brad, not boring at all. We can't emphasize enough that it was a major engineering accomplishment. The old surveyors were very good with their geometry and trigonometry as all the distances from point to point were calculated using right triangles to compensate for changes in elevation. Many of our topographic maps have their basis in the original surveying done by the railroad surveyors. For more, take a look at: http://www.surveyhistory.org/the_surveyor's_basic_tools.htm http://www-spof.gsfc.nasa.gov/stargaze/Strig1.htm
The struggle to find the best route through unmapped territory is barely documented in railroad literature. Behind the promoters and bond salesmen were the often self-educated fellows balancing grades and curvature with costs for bridges, tunneling versus daylighting, slope stability, flood potential. "The White River Route" tells a lot of the story of building that line across Arkansas and Missouri. It is a line connecting Memphis traffic to Nevada, MO, which is basically the twin of the route you mention. You might look for that book as an example of building in the 1890's and 1900's.
Always enjoyed Sam Clemen's description of the troublesome "Irish Brigade" in Roughing It, who were sent by the Nevada territorial governor to survey a railroad from Carson City "eastward to a certain point." On a more serious note, I think it's a strong testimonial to the job done by early railroad surveyors that Interstate 80 across Nebraska stays in sight of the UP transcontinental line for a good portion of the route.
