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<br />. <br /> <br />7. "continued" <br /> <br />1.1.5. <br />C. V. I. <br /> <br />8. DeBeque <br /> <br />. <br /> <br />Nichols <br />C.V.I. <br /> <br />9. Chevron <br /> <br />. <br /> <br />-4- <br /> <br />C.V.I. tied into I.T.S.'s control pOint <br />DHY-13 as follows: <br /> <br />E <br />1,230,164.89 <br />1,229,693.45 <br />Ll.X= -471.44' <br /> <br />DHY-13 <br />N <br />553,341.57 <br />553,170.07 <br />Ll.y= -171. 50' <br /> <br />Z <br />5022.27 <br />5022. 36 <br />Ll.Z= +0.09 <br /> <br />C.V.I. accounts for the difference in the <br />coordinates in DHY-13 due to the fact that <br />I.T.S. used a modified horizontal grid system. <br />C.V.I. based its coordinates on sea level. <br /> <br />These maps were compiled by Nichols and Associ- <br />ates at a scale of 1" =50' with a one foot <br />contour interval. <br /> <br />Vertically we tied fairly well to the mapping. <br />ASI's differences in elevation were generally <br />zero to Dne foot lower then Nichol's elevations. <br /> <br />Horizontally we couldn't tell how the maps fit <br />together. Nichol's provided ASI with a reduced <br />mylar copy of their mapping. <br /> <br />When they did this, the values for the <br />Northings did not appear on the copy we received. <br />The Eastings had a t:.X of approximately -500'. <br />C.V.I. tied into control point SWZ as follows: <br /> <br />X Y Z <br />- - <br />556,842.66 1,234,781.78 4903.20 <br />556,671.58 1,234,311.63 4903.09 <br />b.X= -171.08' b.Y= -470.15' b. = -0.11 <br /> <br /> <br />The difference in horizontal is due to the fact <br />that Nichols modified their grid system to a <br />modified plane - C.V.I. based the grid system <br />on sea level. . <br /> <br />This mapping was compiled by Nichols and <br />Associates at a scale of 1"=200' with a 2 foot <br />contour interval. <br /> <br />Vertically we tied to within I one foot along <br />the railroad in this area. Along the river <br />bottom, ASI was reading Nichols spot heights <br /> <br />