2d. All data that may be found useful in respect to land titles or right of way, or that may relate to claims for damages, such as section corners, boundaries, fences, buildings, streets, roads, lanes, farm roads, cultivated and uncultivated land, as well as such as may be cultivated, public and private grounds, orchards, forests, together with the value of the forest timber, mineral lands, stone quarries, proximity to villages, etc. Since the bearings and position of all boundary-lines are of great importance in the matter of right of way, every such boundary should have at least two readings upon it in the field; and these should be as far apart as possible.

221. The Maps.-Before any plotting is done, two questions of importance must be decided. They are-first, whether one set of maps is to serve for both the location and for the further use of the company, or whether a set of contour maps, worked up in pencil, shall serve for the location, and another set for the continuous use of the company; second, what shall be the scale of the maps? These will be argued separately.

Whether one or two sets of maps will be decided on, will depend largely on the care that is exercised with the locating. sheets. If these are carefully worked up for the location, and kept clean, they can be utilized for the final maps. If they become too badly soiled by field use, new sheets would probably be substituted for the uses of the company.

If it is expected, at the start, to have a different set of sheets for the final maps, then "protractor sheets" should be used for the location. In this case, plot on these sheets only such of the field-notes as will contribute to the location; and these need only be plotted in pencil. When the location has been made, such features may be transferred from the locatingsheets to the final maps, as may be desired. These would consist mainly in the stadia stations, the contours, and the located line. The rest of the field-notes may then be plotted on the final sheets, and the whole worked up in ink.

If, on the other hand, one set of maps is to serve both purposes, then it would, perhaps, be best to use plain sheets, as the protractor circle would somewhat disfigure the final maps. The protractor sheets would, however, furnish a ready means of taking off the bearings of lines from the final charts, which might be thought to compensate for the slight marring of the map's appearance. If plain sheets are chosen, then they should be divided into squares by lines drawn in ink parallel to the sides of the paper, in the direction of the cardinal points of the compass. Both the stadia stations and the side-readings may then be plotted by means of the auxiliary protractor, this being oriented by the meridian lines on the sheet. Even here, only those readings would at first be plotted that will contrib ute to the location, and these marked in pencil. After the location has been decided on, and the location notes taken off, as described below, then the stadia stations, contour lines, the located line of road, and such other features as should be preserved on the final map, are inked in, and the map thoroughly cleaned. The rest of the field-notes may now be plotted, and the map finished up.

If the road runs through a settled region, the questions of right of way are among the first things to be settled; so that preliminary maps showing the relation of the road belt to the property lines are essential to the settlement of damages, and to obtaining the right of way from the property-holders. Coincident, therefore, with the making of maps to determine the location must come the construction of preliminary rightof-way maps or tracings. On these latter need be plotted only the boundary-lines, fences, more important buildings, roads, etc., or just sufficient to enable the right-of-way agent to negotiate intelligibly with the property-owners.* Neither the lo

*For an excellent article on the subject of right of way maps and permanent railway-property records, by Charles Paine, see The Railroad Gazette of Nov. 14, 1884. Reprinted in book form in "Elements of Railroading."

cating nor the final map should be on a continuous roll. The roll requires more room for storage, is more apt to get dusty, and is much more inconvenient for reference. When sheets are used, the survey plot covers a more or less narrow belt across the map. One of the edges of the sheet, either where. the plot enters upon it or disappears from it, should be trimmed. straight, and the plot extended quite to this edge. This edge is then made to coincide with one of the parallel or meridian lines of the next sheet; so that when the line is plotted, the sheets may be tacked down in such a way as to show the continuous plot of the survey.

The scale of the map will depend on whether or not separate sets of charts are to serve the purposes of location and of the continuous use of the company. For the purpose of location, a scale of 400 feet to one inch does very well; but for the final detail sheets the scale should be larger. If both purposes are to be served by one set of maps, then the scale should be about 200 feet to one inch,* with 5- or 10-foot contours. The sheets should be about twenty by twenty-four inches.

222. Plotting the Survey.-In case the map is plotted on a protractor sheet, the methods of plotting will be identical with those for general topographical work, except that here there will be no checks, either for distance, azimuth, or elevation, except such as are carried along or independently determined. For distance, there is no check, except the duplicate readings between instrument stations, unless the survey is through a region which has already been surveyed. In this case the section lines may serve as a check on the distances.

The azimuth should be checked at every station by reading the needle, as described on p. 264, and also by independently determining the meridian frequently, either by a solar attachment or by a stellar observation. If the line is not nearly

* Some engineers prefer a scale of 100 feet to one inch for the final charts of the company.

north and south, or, in other words, if it is extended materially in longitude, then the azimuth must be constantly corrected for convergence of meridians, as is shown in Chap. XIV.

The elevations can only be checked by the duplicate readings between instrument stations.* All the greater care

should be used, therefore, on readings between stations.

The first plotting, whether there are to be two sets of maps or one, will consist in representing on the sheet only such data. as will assist in deciding on the location. These will be mainly contour points, streams, important buildings near the line, principal highways, other lines of railway, villages with their streets and alleys near the proposed location, the lines of demarkation between cultivated and timbered or wild land, etc. From the plotted elevations, aided by the sketches in the notebook, the contour lines are drawn in; if necessary, this may be done on the ground. This is sufficient for determining upon a location.

When this has been done, then the natural features, the contour lines, the stadia stations, and the located line, may be inked in (or transferred by means of tracing-paper, in case the final maps are to be on separate sheets), and the remainder of the notes plotted.

In drawing the contour lines in ink, make those upon barren or rocky land in black, and those on arable land in brown. If they are ten feet apart, make every tenth one very heavy, and every fifth one somewhat heavier than the others. If this be done, only the 50- and 100-foot contours need be numbered. In case a map does not contain at least two of these numbered contours, then every contour which does appear on the map should be numbered, giving its elevation above the datum of the survey.

*It may be observed that the same lack of sufficient checks on the distance, azimuth, and elevation obtains with the ordinary preliminary survey with transit, level, and chain. If preferred, all bearings may be taken from the needle, and then each alternate station only need be occupied by the instrument. See series of articles on this subject by the author in "The Railroad Gazette" for Feb. 3d, Mar, 2d, 9th, and 30th, 1888,

The streams should be water-lined in blue, and an arrow should tell the direction of its flow. The name should also be given when possible.

All fences should be shown, and especial pains taken to represent division fences in their true position; for it is from this map that the deeds for the right of way are to be drawn.

Outhouses may be distinguished from dwellings by diago nal lines intersecting, and extending slightly beyond the outline. The character of the buildings may be shown by colors, as red for brick, yellow for frame, pale sepia for stone; the outlines always being in black.

The stadia stations should be left on the finished sheets; as, in case of a disputed boundary, or for other cause, the map may be replotted if the positions of the instrument stations are left on it. The numbers of the stations should, of course, be appended.

The magnetic bearings of boundary-lines may be given on the map, or they may be determined, as occasion requires, by means of the auxiliary protractor and the true meridian lines when the variation of the needle is known. For this purpose, the magnetic meridian should be drawn on each map, diverging from one of the meridian lines, and the amount of the variation marked in degrees and minutes.

223. Making the Location.-When a preliminary survey is made, as above described, for the purpose of making what is called a "paper location," the location is first made on the map, and then staked out in the field.

Every railroad line is a combination of curves, tangents, and grades; and it is the proper combination of these which makes a good location. If it be assumed that the line is to be included in the belt of country surveyed, then the map contains all the data necessary to enable the engineer to select the best arrangements of curves, tangents, and grades it is possible for him to obtain on this ground. This selection can be made.