LETTER OF TRANSMITTAL (continued 2)
Reading edition
20 Comstock-Leona Hall & Soleim 4.6 Grading & Macadam 2,247.00 .371⁄2 .61 1.12 .021⁄2 18.00 16.05 ... 14.80 .12 .67 1.55 ... ... 2.90 ... 5.50 1.55 2.00 3.00 ... ... ... ... 32.00 ... 4.89 ... ... ... $ 1.70 ... .62 ...
21 Divide-Comstock S. S. Schell 2.4 Grading 2,400.00 .45 .60 1.15 .03 24.00 16.00 ... 8.00 .08 1.00 ... ... ... 2.50 ... ... ... ... 3.25 ... ... .20 ... 20.00 ... ... ... ... ... ... ... ... ...
25 Locust Hill A. Anderson 1.0 Grading 125.00 .53 .63 1.20 .03 ... ... 20.00 ... ... 1.00 1.50 ... ... ... ... ... ... ... ... ... ... .25 ... ... ... ... ... ... ... ... ... ... ...
28 Wolf Creek-Grave Creek American Express Co. 4.9 Grading 3,500.00 .45 .45 1.25 .02 22.50 ... 18.00 ... .15 [4].55 [4] .80 ... ... [4]1.10 [4]1.50 [4]2.00 [4].30 [4].40 [4].50 [4].60 [4]$ .75 .40 .50 45.00 ... ... ... ... ... ... ... ... ...
29 Myrtle Creek-Dillard Calvert & Wolke 12.8 Grading 3,500.00 .35 .56 1.14 .02 22.00 ... 20.50 ... .10 [4].35 ... ... [4] .60 [4]1.05 [4]2.00 [4]3.00 [4].20 [4].30 [4].40 [4].60 [4].75 .25 .55 45.00 ... ... ... ... ... ... ... ... 5.00
32 Bridge Creek United Construction Co. 0.9 Grading ... .60 .75 1.40 .03 34.00 ... 31.00 12.50 ... ... ... ... ... ... ... ... [4].73 [4].90 ... ... ... ... .85 ... ... ... ... ... ... ... ... ... ...
36 Canemah-new Era Clackamas County Court 1.8 Grading 500.00 .60 .80 1.25 .02 15.00 ... 12.00 1.25 ... ... ... ... 1.25 ... ... ... 4.00 ... ... ... ... .10 .35 ... ... ... ... ... ... ... ... ... ...
64 Divide-Comstock Macadam S. S. Schell 2.4 Macadam ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3.35 ... ... ... ... ... .75 ...
65 Union-Telocaset State 6.0 Grading ... .40 .75 1.35 .03 25.00 ... 20.00 ... .08 1.25 ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...
66 Elgin-Minam State 9.3 Grading ... .40 .70 1.25 .03 22.00 20.00 ... 10.00 .07 ... ... ... ... ... ... ... ... 1.50 2.50 4.00 ... ... ... ... ... ... ... ... ... ... ... ... ...
71 Hall Hill-Prairie City A. D. Kern 2.2 Grading & Macadam ... .72 ... 1.60 .05 31.00 30.00 28.00 ... .10 ... ... ... ... ... ... ... ... 1.80 2.70 ... ... ... ... ... ... ... $ 3.30 $ 3.70 ... ... ... .75 ...
Lowest Unit Price .30 .45 1.05 .01 15.00 16.05 8.50 1.25 .07 .67 1.50 1.35 1.75 2.45 [4]1.50 4.00 1.00 2.00 3.00 [4].60 [4].75 .10 .35 20.00 1.17 2.18 3.30 3.70 1.87 1.70 .05 .62 2.35
Highest Unit Price .72 .90 1.60 .05 34.00 30.00 31.00 14.80 .15 1.25 2.02 1.75 2.25 3.30 [4]2.00 5.50 2.07 2.75 4.00 [4].60 [4].75 .40 1.50 50.00 1.42 4.89 3.30 3.70 2.40 1.70 .06 1.00 5.00
TABLE H YEARLY EXPENDITURES OF STATE FUNDS IN COUNTIES 1914, 1915. 1916, 1917, 1918
Counties 1914 1915 1916 1917 1918 Total
Baker ... ... $ 802.74 $ 1,214.01 $ 6,364.67 $ 8,381.42
Benton ... $ 181.50 727.14 47.56 ... 956.20
Clackamas $ 587.74 ... 1,013.37 12,519.70 143,341.40 157,462.21
Clatsop 64,587.44 35,110.03 20,823.44 54,294.83 290,092.40 464,908.14
Columbia 13,384.87 92,069.72 11,143.48 76,424.91 411,877.24 604,900.22
Coos ... ... 375.81 16,703.28 264.40 17,343.49
Crook ... 57.17 12,052.32 ... 3,053.72 15,163.21
Curry ... ... ... 79.91 5,549.33 5,629.24
Deschutes ... ... ... 7,244.37 13,472.00 20,716.37
Douglas ... 15,701.12 25,188.08 8,803.50 150,966.08 200,658.78
Gilliam ... ... 7.42 4,443.52 31,555.96 36,006.90
Grant ... ... 26.95 2,980.16 4,488.62 7,495.73
Harney ... ... ... ... 1,873.45 1,873.45
Hood River 1,077.24 47,927.84 4,317.17 61,326.69 372,601.53 487,250.47
Jackson 59,569.82 31,954.91 25,774.49 54,476.20 32,143.68 203,919.10
Jefferson ... ... ... ... ... ...
Josephine ... 2,230.81 5,590.03 5,297.73 72,700.41 85,818.98
Klamath ... ... ... 27.75 791.48 819.23
Lake ... ... ... 15,215.57 176.10 15,391.67
Lane ... 61.11 4,639.07 12,247.61 2,281.91 19,229.70
Lincoln ... 11.95 12.88 2,054.05 943.42 3,022.30
Linn ... 208.81 37.32 287.67 503.40 1,037.20
Malheur ... ... 189.61 93.02 773.63 1,056.26
Marion 414.76 79.79 712.55 479.41 4,604.18 6,290.69
Morrow ... ... 105.18 4,200.72 6,662.38 10,968.28
Multnomah 1,068.08 107.03 ... ... ... 1,175.11
Polk 414.15 74.54 6,614.53 137.78 665.14 7,906.14
Sherman 44,523.20 993.26 188.87 48.87 3,003.27 48,757.47
Tillamook ... 116.59 1,735.01 5,213.34 63,060.95 70,125.89
Umatilla ... ... 13.49 100,608.75 73,333.75 173,955.99
Union ... ... 42.20 5,975.15 26,213.02 32,230.37
Wallowa ... ... ... ... 765.07 765.07
Wasco ... 134.91 10.34 286.02 4,027.77 4,449.04
Washington 4,998.14 14,321.44 4,975.48 70,139.95 176,629.10 271,064.11
Wheeler ... ... 5.64 13,084.26 56,130.52 69,220.42
Yamhill 408.34 108.37 2,106.03 38,714.45 86,244.39 127,581.58
Totals $ 191,033.78 $ 241,450.90 $ 129,230.64 $ 574,670.74 $ 2,047,154.37 $ 3,183,540.43
TABLE I MILEAGE TABLE Main Traveled Roads
Showing distances between some of the important towns; for convenience in obtaining mileage for long trips; to be used in connection with the official automobile road map on opposite page.
All distances between points west of the Cascade Range and Eastern Oregon points are via Portland and the Columbia River Highway, unless otherwise noted.
Portland
Salem
Albany
Eugene
Roseburg
Medford
Pendleton
Baker
Bend
Portland ... 53 78 126 203 318 240 345 253
Salem 53 ... 25 73 150 265 293 398 [5]195
Albany 78 25 ... 48 125 240 318 423 [5]170
Corvallis 89 36 11 40 117 232 329 434 [5]162
Ore.-Cal. State Line 354 301 276 228 151 36 ... ... ...
Crater Lake 401 348 323 275 198 83 372 378 120
Klamath Falls 395 342 317 269 192 77 407 413 155
Astoria 107 160 185 233 310 425 347 452 360
Tillamook 107 91 116 150 227 342 347 452 360
The Dalles 91 144 169 217 294 409 149 254 162
Pendleton 240 293 318 366 443 558 ... 105 252
Walla Walla 285 338 363 411 488 603 45 150 297
La Grande 293 346 371 419 496 [6]542 53 52 305
AUTOMOBILE ROAD MAP, SHOWING THE MAIN TRAVELED ROADS OF OREGON WITH MILEAGES Prepared by the Oregon State Highway Department
See large-size map (1.1 MB.)
This Is Not a Map of the System of State Highways. This map is intended as a guide to the main traveled, existing, through highways and roads connecting important centers of population. The heavier weight lines are intended to designate the most generally traveled, through routes, rather than their relative condition or importance.
TABLE J OFFICIAL DESIGNATION OF STATE HIGHWAYS
No. 1. Pacific Highway— From Portland south via Oregon City, Salem, Albany, Eugene, Roseburg, Grants Pass, Medford and Ashland to the Oregon-California State Line.
No. 2. Columbia River Highway— From Astoria east via Rainier, Portland, Hood River, The Dalles, Arlington and Umatilla, to Pendleton.
No. 3. Coast Highway— From Astoria south via Tillamook, Toledo, Florence, Marshfield, Coquille and Gold Beach to Oregon-California State Line.
No. 4. The Dalles-California Highway— From a point on Highway No. 2, at or near The Dalles, south via Shaniko, Redmond, Bend, LaPine and Klamath Falls to the Oregon-California State Line.
No. 5. The John Day River Highway— From a point on Highway No. 2, at or near Biggs, southeasterly through Wasco, Condon, Fossil, Dayville, Prairie City and Vale to the Oregon-Idaho State Line at Ontario.
No. 6. The Old Oregon Trail— From a junction with Highway No. 2, at Pendleton, southeasterly through La Grande, Baker and Huntington to a junction with Highway No. 5 at or near Ontario.
No. 7. Central Oregon Highway— From a point on Highway No. 4, at or near Bend, easterly through Millican, Riley, Burns, Crane and Juntura to a junction with Highway No. 5, at or near Vale.
No. 8. Oregon-Washington Highway— From a point on Highway No. 2, at or near Willows, through Ione, Heppner, Pendleton and Freewater to the Oregon-Washington State Line.
No. 9. Pendleton-John Day Highway— From a point on Highway No. 8, at or near Pilot Rock south to a junction with Highway No. 5, at or near John Day.
No. 10. La Grande-Enterprise Highway— From a point on Highway No. 6, at or near La Grande, through Elgin and Enterprise to Joseph.
No. 11. Enterprise-Flora Highway— From a point on Highway No. 10, at or near Enterprise, north to Flora.
No. 12. Baker-Cornucopia Highway— From a point on Highway No. 6, at or near Baker, east through Middle Bridge and Halfway to Cornucopia.
No. 13. Baker-Unity Highway— From a point on Highway No. 6, at or near Baker, southwest to a junction with Highway No. 5, at or near Unity.
No. 14. Antelope-Mitchell Highway— From a point on Highway No. 4, at or near Antelope to a junction with Highway No. 15, at or near Mitchell.
No. 15. McKenzie River Highway— From a point on Highway No. 1, at or near Eugene, easterly through the McKenzie Valley and through Sisters, Redmond, Prineville and Mitchell to a junction with Highway No. 5, at or near Dayville.
No. 16. Albany-Sisters Highway— From a point on Highway No. 4, at or near Albany, southeasterly to a junction with Highway No. 15 near Sisters.
No. 17. Bend-Sisters Highway— From a point on Highway No. 4, at or near Bend, northwesterly to a junction with Highway No. 15, at or near Sisters.
No. 18. Lakeview-Burns Highway— From a point on Highway No. 19, near Lakeview, northeasterly to a junction with Highway No. 7, at or near Burns.
No. 19. LaPine-Lakeview Highway— From a point on Highway No. 4, at or near LaPine southeasterly through Fort Rock, Silver Lake, Paisley and Lakeview to the Oregon-California State Line.
No. 20. Klamath Falls-Lakeview Highway— From a point on Highway No. 4, at or near Klamath Falls, east to a junction with Highway No. 19, at or near Lakeview.
No. 21. Ashland-Klamath Falls Highway— From a point on Highway No. 1 near Ashland, east to a junction with Highway No. 4, at or near Klamath Falls.
No.22. Medford-Crater Lake Highway— From a point on Highway No. 1 at Medford, northeasterly, through Trail and the Rogue River Valley to a junction with Highway No. 24 near Crater Lake.
No. 23. Klamath-Crater Lake Highway— From a junction with Highway No. 22 near Crater Lake, southeasterly to a junction with Highway No. 4, at or near Chiloquin.
No. 24. The Rim Highway— From a point on Highway No. 22 near Crater Lake, thence around Crater Lake to the point of beginning.
No. 25. Grants Pass-Crescent City Highway— From a point on Highway No. 1 at Grants Pass, southwesterly through Kerby and Waldo to the Oregon-California State Line.
No. 26. Mt. Hood Highway— From Portland through Gresham and Bull Run around the south and east sides of Mt. Hood and to a junction with Highway No. 2, at or near Hood River.
No. 27. Clackamas Highway— From a point on Highway No. 1, at or near Oregon City, northeasterly to a junction with Highway No. 26, at or near Pleasant Home.
No. 28. The West Side Highway— From a point on Highway No. 1, at or near Portland, thence south on the west side of the Willamette River through Newberg, McMinnville, Dallas, Independence and Corvallis to a junction with Highway No. 1, at or near Eugene.
No. 29. Forest Grove-McMinnville Highway— From Portland through Hillsboro, Forest Grove and Carlton to a junction with Highway No. 28, at or near McMinnville.
No. 30. Salem-Independence Highway— From a point on Highway No. 1, at Salem, southwesterly to a junction with Highway No. 28 at Independence.
No. 31. Albany-Corvallis Highway— From a point on Highway No. 1, at Albany to a junction with Highway No. 28, at or near Corvallis.
No. 32. Yamhill-Nestucca Highway— From a point on Highway No. 28, at or near McMinnville, through Sheridan, Willamina, and Dolph to a junction with Highway No. 3, at or near Hebo.
No. 33. Corvallis-Newport Highway— From a point on Highway No. 28, at Corvallis westerly to a junction with Highway No. 3, at or near Toledo.
No. 34. Eugene-Florence Highway— From a point on Highway No. 1, near Eugene, westerly through Goldson and Deadwood to a junction with Highway No. 3, near Florence.
No. 35. Coos Bay-Roseburg Highway— From a point on Highway No. 3, at or near Coquille, easterly up the Middle Fork of the Coquille River, through Camas Valley and Brockway to a junction with Highway No. 1, near Dillard.
No. 36. Pendleton-Cold Springs Highway— From a point on Highway No. 2, at or near Pendleton, northwest to Cold Springs.
TABLE K EMPLOYES OF THE OREGON STATE HIGHWAY COMMISSION
November 30, 1918 Herbert Nunn, State Highway Engineer
R. A. Klein, Assistant Engineer J. E. Nelson, Resident Engineer
C. A. Dunn, Assistant Engineer J. E. Peck, Resident Engineer
M. O. Bennett, Division Engineer R. A. Pratt, Resident Engineer
C. H. Whitmore, Division Engineer W. P. Smith, Resident Engineer
J. C. McLeod, Division Engineer C. E. Carter, Resident Bridge Engineer
C. W. Wanzer, District Engineer J. M. Baker, Supt. of Construction
P. M. Hall-Lewis, Asst. Div. Eng’r C. L. Grutze, Supt. of Construction
S. H. Probert, Office Engineer W. H. Burtis, Foreman of Repair Shop
L. W. Metzger, Designing Engineer W. S. Hodge, Transitman
E. A. Skelley, Chief Draftsman Tom Opedal, Transitman
L. C. Elwell, Voucher Clerk Wm. T. Nelson, Field Draftsman
C. L. Turner, Cost Clerk H. R. Wessell, Field Draftsman
M. S. Farwell, Bridge Draftsman Chas. E. Lytle, Timekeeper
C. E. Farnsworth, Office Draftsman L. N. Russell, Timekeeper
Theo. Rowland, Office Draftsman F. A. Keith, Levelman
James Moberg, Office Draftsman H. W. Lange, Levelman
W. C. Crews, Office Draftsman M. M. Brown, Field Computer
R. E. Raley, Office Computer L. D. Coppock, Field Computer
J. C. Tibbits, Clerk Jack Slavens, Head Chainman
L. N. Myers, Clerk Chas. Collier, Rodman
H. M. McDaniel, Clerk Clyde Leghorn, Rodman
C. F. Smith, Clerk Ora L. Nochols, Rodman
Helen Ingrey, Stenographer M. S. Parker, Rodman
Margaret H. Hodge, Stenographer Katherine Riddle, Rodman
Grace Fugate, Stenographer Orville Widdows, Rodman
Gertie Witzel, Stenographer Fred Busch, Chainman
Delia Ferguson, Stenographer Claire Hopper, Chainman
R. H. Baldock, Locating Engineer J. F. Jones, Chainman
R. H. Coppock, Locating Engineer J. A. Matott, Chainman
C. A. Harrington, Locating Engineer Warren Pearson, Chainman
B. H. McNamee, Locating Engineer Boyd Potter, Chainman
J. H. Scott, Locating Engineer A. H. Rudd, Chainman
E. B. Bishop, Resident Engineer J. J. Sturgill, Chainman
H. C. Compton, Resident Engineer D. E. Tompkins, Chainman
M. E. DeWitt, Resident Engineer E. Wiggins, Chainman
F. N. Drinkhall, Resident Engineer Frank Galdabini, Rock Checker
H. B. Fletcher, Resident Engineer Pete Knudson, Rock Checker
H. N. Hackett, Resident Engineer L. Parker, Rock Checker
A. S. Kennedy, Resident Engineer C. S. Peck, Rock Checker
TABLE L STATE HIGHWAYS Names, Numbers, Mileages.
Highways Miles
No. 1 Pacific Highway 352
No. 2 Columbia River Highway 360
No. 3 Coast Highway 430
No. 4 The Dalles-California Highway 342
No. 5 The John Day River Highway 285
No. 6 The Old Oregon Trail 190
No. 7 Central Oregon Highway 270
No. 8 Oregon-Washington Highway 148
No. 9 Pendleton-John Day Highway 105
No. 10 La Grande-Enterprise Highway 68
No. 11 Enterprise-Flora Highway 35
No. 12 Baker-Cornucopia Highway 76
No. 13 Baker-Unity Highway 42
No. 14 Antelope-Mitchell Highway 43
No. 15 McKenzie River Highway 229
No. 16 Albany-Sisters Highway 100
No. 17 Bend-Sisters Highway 27
No. 18 Lakeview-Burns Highway 159
No. 19 LaPine-Lakeview Highway 151
No. 20 Klamath Falls-Lakeview Highway 100
No. 21 Ashland-Klamath Falls Highway 51
No. 22 Medford-Crater Lake Highway 78
No. 23 Klamath-Crater Lake Highway 14
No. 24 The Rim Highway 39
No. 25 Grants Pass-Crescent City Highway 46
No. 26 Mt. Hood Highway 105
No. 27 Clackamas Highway 18
No. 28 The West Side Highway 120
No. 29 Forest Grove-McMinnville Highway 25
No. 30 Salem-Independence Highway 12
No. 31 Albany-Corvallis Highway 11
No. 32 Yamhill-Nestucca Highway 39
No. 33 Corvallis-Newport Highway 60
No. 34 Eugene-Florence Highway 76
No. 35 Coos Bay-Roseburg Highway 81
No. 36 Pendleton-Cold Springs Highway 30
Total mileage State Highways 4,317
See large-size map (1.4 MB.)
THE PACIFIC HIGHWAY IN PASS CREEK CANYON, DOUGLAS COUNTY. GRADED AND MACADAMIZED IN 1917 AND 1918
Description of Work of the State Highway Department In the Counties of the State 1917-1918
BAKER COUNTY
Although Baker County is generally well supplied with railroads there are sections still isolated and much in need of improved transportation facilities. Some of the most fertile and productive areas of the County are not served by rail transportation and depend upon roads for communication with railway points. This situation with the character of the winter season and soil conditions found here render improved highways of extreme importance.
Since State and Federal aid have been made available the people of Baker County are fast coming to a realization of the situation and are making strenuous efforts to co-operate in highway improvement. No bond issues have been voted in this County but an example of their enthusiasm is supplied by the fact that private donations for co-operative improvement of one road amount to $15,000.00.
State and Federal aid were extended in 1918 and the co-operation has resulted in plans for improving three sections of the Baker-Cornucopia Highway. Other roads in the County will receive the consideration of the Highway Commission during the coming season.
Four sections of the Baker-Cornucopia Highway have been surveyed, and plans for three of these are nearly complete. Together the four sections make about thirty-eight miles of location survey. Construction work will begin on this road early in the coming season.
Survey of the Baker-Cornucopia Highway
During 1917 and 1918 the State Highway Department surveyed a greater part of the Baker-Cornucopia Highway. The policy of giving first attention to those portions of the road most in need of improvement resulted in the surveying of four separate sections. These sections are designated as follows: Baker-Middle Bridge; Love Bridge-Black Bridge; Canyon and Sag Sections. These surveys were made under the direction of J. O. Kingsley and W. C. Crews, locating engineers for the State Highway Department.
The Baker-Middle Bridge section extends from Baker to a point near Middle Bridge on Lower Powder River. Beginning at Baker the line follows closely the present main traveled road east for about six miles, thence along the Palmer road to the present crossing at Ruckles Creek, thence down Ruckles Creek to a point about two miles south of Keating, thence easterly, leaving Ruckles Creek, and entering the lower Powder River Valley near Middle Bridge. This survey is 18.64 miles in length. The plans for this work are completed.
The Love Bridge-Black Bridge section covers that portion of the route through the canyon between the Keating and Richland districts. At present all traffic passes through Sparta and over the mountains to the north of the Powder River there being no road through the canyon. This survey is about ten miles long and involves heavy and expensive construction. This project begins at a point about seven miles east of Keating and ends about five miles west of Richland. There is a four-mile section of the Baker-Cornucopia Highway lying between Middle and Love Bridges that has not been definitely located. No office work has been done for this survey.
What is known as the Canyon Section extends through the canyon east of Richland. This survey begins at a point 1.5 miles east of Richland and parallels the Powder River along the north bank for a distance of 4.64 miles. The project ends at the point where the proposed route leaves the Powder River and leads over the mountains toward Pine Valley. Plans are almost completed for this project.
The Sag Section is that part of the road leading north from the divide between Powder River and Pine Valley. This survey which is 4.69 miles long begins at the divide and ends at a point in the edge of Pine Valley two miles south of Halfway. The location follows very near the route of the present road. The office work in connection with this survey is nearing completion.
Baker-Cornucopia Post Road Project
The State Highway Commission requested Government aid in the construction of the Baker-Cornucopia Highway and this request has resulted in the approval by the Federal Office of Public Roads of three projects on this highway. These three projects, namely, Baker-Middle Bridge, Canyon Section and Sag Section have a combined length of 27.97 miles, and the total estimated cost of these constructions is $94,731.00. Baker County will co-operate with the State and Government in defraying the cost of this construction. The following tabulation indicates the amounts and segregations of funds for each project.
Appropriated for expenditure in 1919 State Funds County Funds Government Funds
Baker-Middle Bridge Section $ 13,978.00 $ 15,000.00 $ 13,978.00
Canyon Section 8,249.00 6,000.00 8,249.00
Sag Section 11,639.00 6,000.00 11,639.00
Totals $ 33,866.00 $ 27,000.00 $ 33,866.00
No plans have been made for financing the Love Bridge-Black Bridge Section which was surveyed in 1917. This is an important section of the road and will probably receive early attention from the State Highway Commission.
BENTON COUNTY
During 1917 and 1918, very little work was done by the Highway Department in Benton County. At the request of the County Court a short section of the West Side Highway north of Corvallis was staked for grading to be done by the County, and designs were prepared for three concrete structures. Two of these were for box culverts for the Pacific Highway about five miles north of Corvallis. The other was for an 85 foot reinforced concrete bridge over a mill race south of Corvallis. A short reconnaissance was made of the Corvallis-Newport road between Blodgett and Eddyville.
For work to be done in Benton County in 1919, the Highway Commission has set aside $129,500.00. With this amount it is planned to pave the West Side Highway from Corvallis north to the Polk County Line, approximately seven miles.
CLACKAMAS COUNTY
The work under the supervision of the Highway Department in Clackamas County during 1917 and 1918 has consisted of 4.5 miles of grading between New Era and Oregon City, 7.5 miles of paving between Oregon City and Canby, and 0.2 miles of grading between Oswego and the Multnomah County Line. The first of these jobs was done by the State and County in co-operation; the second was a strictly State job; and the third was a County job supervised by the State.
The total expenditure on the work done in Clackamas County was $198,952.24, of which Clackamas County paid $43,091.14 and the State $155,861.10.
Between New Era and Oregon City, the Pacific Highway has been graded on an entirely new location, paralleling the Southern Pacific Railway along the bank of the Willamette River instead of following the location of the old road farther back from the river, where the grading is not so heavy, but where a number of heavy grades are required. In addition to eliminating these heavy grades, a considerable saving in distance is effected, and the dangerous crossing under the Southern Pacific tracks at Oregon City is avoided.
Grading—Vicinity of New Era
On August 20, 1917, bids were considered by the State Highway Commission for the grading of two and one-half miles on the Pacific Highway near New Era. The most satisfactory proposal received was a cost plus ten per cent proposal submitted by the Warren Construction Company, and a contract was entered into with that firm on the cost plus ten per cent basis.
This work involved the grading of New Era Hill, just south of New Era, and some heavy rock excavation from New Era north. After the work had started, it was decided to pave between Oregon City and Canby, and the contract for this paving let to the Oregon Hassam Paving Company. The most feasible place to secure the crushed rock necessary for this paving was from the rock being excavated under the grading contract with the Warren Construction Company, and the Highway Department entered into an agreement with the paving company, whereby the state would crush the rock from a big cut at New Era, and furnish the crushed rock for the paving upon certain agreed terms, the crushing to be done under the cost plus contract with the Warren Construction Company.
On this basis the work was carried on by the Warren Construction Company until March 1, 1918, at which time it was deemed advisable by the Highway Commission to take the work over and complete it with State forces.
The total cost of the grading and rock crushing was $66,000.00, and the amount received for the crushed rock furnished for the paving was $19,850.00. Clackamas County co-operated with the State on this work, the total amount paid out of County funds being $15,009.91.
AT THE TOP OF CANEMAH HILL ON THE PACIFIC HIGHWAY IN CLACKAMAS COUNTY. GRADED AND PAVED IN 1918
Grading—Canemah Hill Section
To complete the grading of the Pacific Highway between Oregon City and Canby preparatory to the paving of this section, Clackamas County agreed to appropriate $25,000.00 toward the grading between Fly Creek and Oregon City, known as the Canemah Hill Section. On December 10, 1917, the Highway Commission received bids for this grading and the lowest bid having been submitted by Clackamas County, the contract was awarded to the County. This piece of work was about one and one-half miles in length and involved some very heavy rock excavation.
There has been expended on this work to date the sum of $24,037.20, of which amount Clackamas County has paid $22,092.53. The work complete will cost approximately $27,500.00. Mr. M. E. DeWitt was the resident engineer in charge.
DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918 GRADING—CANEMAH HILL (Work in progress)
Engineering $ 1,944.67
Construction—
Clearing and grubbing $ 500.00
Common excavation, 10,231 cu. yds. at 60c 6,138.60
Intermediate excavation, 8,689.4 cu. yds. at 80c 6,951.52
Solid rock excavation, 7,722.2 cu. yds. at $1.25 9,652.75
12-inch reinforced concrete pipe, 391 lin. ft. at $1.25 488.75
36-inch reinforced concrete pipe, 56 lin. ft. at $4.00 224.00
6-inch porous drain tile, 585 lin. ft. at 10c 58.50
Class A concrete, 48 cu. yds. at $15.00 720.00
Class C concrete, 2 cu. yds. at $12.00 24.00
Rubble masonry, 2 cu. yds. at $1.25 2.50
Overhaul per 100 lin. ft., 54,862 cu. yds. at 2c 1,097.24
Crushed rock for drain tile, 30 cu. yds. 46.20
18-inch concrete pipe in place, 45 lin. ft. 87.15
$ 25,991.21
Less 15 per cent retained pending completion 3,898.68
22,092.53
Total expended to November 30, 1918 $ 24,037.20
Paid by State—engineering 1,944.67
Paid by County—construction 22,092.53
Total $ 24,037.20
This work is estimated to cost complete $ 27,500.00
BITUMINOUS PAVEMENT ON THE PACIFIC HIGHWAY SOUTH OF OREGON CITY IN CLACKAMAS COUNTY. GRADED AND PAVED IN 1918
Paving—Oregon City to Canby
A contract was awarded on September 4, 1917, to the Oregon Hassam Paving Company of Portland, for a sixteen-foot bituminous pavement between Oregon City and Canby, a distance of 7.5 miles.
A considerable part of the crushed rock used in this pavement was furnished by the Highway Department from a rock point which it was necessary to remove in connection with the grading just north of New Era.
The paving of this section is practically complete at this date and the contracting company is to be complimented upon the excellence of its work. The cost of the work completed will be about $135,000.00 of which amount $102,114.85 has been paid.
Mr. M. E. DeWitt acted as resident engineer for the Highway Department on this work.
DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918 PAVING OREGON CITY TO CANBY
Engineering $ 2,444.57
Construction—
Standard Bitulithic pavement, 70,170 sq. yds. at $1.26 $ 88,414.20
Stone Shoulders, 68,208 lin. ft. at .051⁄2 3,751.44
Hauling and placing broken stone furnished by State, 6,1681⁄4 cu. yds., at $1.18 7,278.54
Broken stone, loose measure, 12,8721⁄4 cu. yds., at $2.37 30,507.23
Installing wooden headers at railroad crossing 24.06
Filling low places after rolling, clearing debris after forest fire 59.53
Excavating spongy place in subgrade and refilling 67.10
Loading and hauling to bring outside 2 ft. of roadbed to grade; no material nearby 154.14
Grading 800 feet north from New Era, and dismantling and loading crusher 1,726.40
Total due contractor for work done to November 30, 1918 $ 131,982.64
Less 15 per cent retained pending completion 19,797.40
$ 112,185.24
Less plant rock and miscellaneous items furnished by State 12,514.96
$ 99,670.28
Total expended to November 30, 1918 $ 102,114.85
This work is estimated to cost complete $ 135,000.00
Oswego to the Multnomah County Line
On April 19, 1918, a contract was awarded by Clackamas County to the Glemorrie Quarry Company of Oswego for the regrading of a 0.2 mile section of the West Side Pacific Highway between Oswego and the Multnomah County Line. At the request of the Clackamas County Court the engineering supervision of this work was handled by the Highway Department, Mr. M. E. DeWitt, resident engineer, on work between Oregon City and Canby, being in charge.
This piece of work eliminated some very bad curves on the old road and greatly improved the grade. The work was completed on September 4, 1918, at a total cost of $5,746.68. Of this amount $507.98 was expended by the State for the engineering. The construction cost of $5,238.70 was paid by the County.
DETAILED EXPENDITURE STATEMENT Grading—Multnomah County Line to Oswego
Engineering $ 507.98
Construction—
Clearing and grubbing $ 200.00
Common excavation, 1,167.3 cu. yds. at 75c 875.47
Intermediate excavation, 2,127.6 cu. yds. at $1.00 2,127.60
Solid rock excavation, 829.5 cu. yds. at $1.85 1,534.58
12-inch plain concrete pipe, 26 lin. ft. at $1.50 39.00
15-inch plain concrete pipe, 76 lin. ft. at $1.80 136.80
18-inch reinforced concrete pipe, 84 lin. ft. at $2.00 168.00
Class C concrete, 5 cu. yds. at $15.00 75.00
Drainage structures under roadbed to protect embankment and private water supply 82.25
5,238.70
Total cost $ 5,746.68
Paid by State $ 507.98
Paid by County 5,238.70
Total $5,746.68
Oregon City Bridge
The State Highway Department has been requested by the County Court of Clackamas County to prepare plans and estimates for a bridge over the Willamette River at Oregon City. This will replace the old suspension bridge at that place which is too light for the modern traffic conditions in that vicinity.
Surveys and studies of the site are being conducted at this time. In this case, as is customary, the State Highway Department will furnish plans free of cost to the County.
CLATSOP COUNTY
During the period from December 1, 1916, to November 30, 1918, the State Highway Department expended in Clatsop County the sum of $344,387.23. The work accomplished consists of 3.5 miles of bituminous paving, 22.7 miles of broken stone macadam, 1.7 miles of gravel macadam, 1.2 miles of new grading, one covered wood draw bridge, two reinforced concrete bridges, and 1-6x12 ft. reinforced concrete box culvert, all of these improvements being on the Columbia River Highway between Astoria and the Columbia County Line.
Astoria-Svensen Paving
On July 20, 1917, the State Highway Department contracted with the Warren Construction Company for nine miles of paving between Astoria and Svensen. This contract called for a 16-foot bituminous pavement on a crushed rock base and with two-foot macadam shoulders. The contract also included the grading of a section 1.2 miles in length about midway between Astoria and Svensen, this section being known as the John Day Cut-off.
Work was started on the grading of the cut-off on August 6, 1917, and on the erection of the paving plant on August 15. On September 20, the first batch of hot stuff was placed on the road at the Svensen end. The work was just nicely started, however, when the rainy season which came on unusually early, started in and the work had to be discontinued. At this time the work on the grading of the cut-off was but fifty or sixty per cent complete, and only one mile of paving had been laid.
BITUMINOUS PAVING NEAR SVENSON IN CLATSOP COUNTY ON THE COLUMBIA RIVER HIGHWAY. PAVED IN 1917
The following season, the roadbed did not become sufficiently dry to permit of resumption of work until about the 15th of June, but even at that late date the contractors were not able to start work on account of the shortage in materials and labor resulting from the participation of the United States in the war, and it was not until July 23 the work was resumed. Continued shortage of labor and material made progress very slow particularly on the placing of rock base, and when the 1918 rainy season came on a total of only 3.5 miles of paving had been completed. The grading of the John Day Cut-off had been finished, however, and considerable progress made on the removal of slides and regrading of roadbed.
The paving was discontinued on October 2 but in order to provide a passable roadbed at as early a date as possible, it was decided to continue the placing of rock base during the winter months. This work is now in progress, and it is expected that a rocked surface over the remaining unpaved distance of 5.5 miles will be secured by about January 1, 1919.
The paving work will be continued again next season, and will undoubtedly be completed early in the season.
It is estimated that the grading and paving of this section will cost completed $236,000.00. The total expenditures to November 30, 1918, amounted to $96,955.97 and there remained unpaid to the contractor for work done to that date the sum of $15,225.64.
The engineering work was in charge of Mr. J. E. Nelson, during the 1917 season, and in charge of Mr. H. N. Hackett during the 1918 season.
Svensen-Westport Macadam
From Westport to Svensen in Clatsop County, 13.55 miles of 16-foot waterbound macadam, 3.6 miles of 9-foot waterbound macadam and 1.76 miles of gravel was laid. This work was handled by the Warren Construction Company prior to December 26, 1917, at which time the State Highway Department took the work over and proceeded with State forces.
On this section the unit costs show a slight advantage in favor of doing the work with State forces. Conditions were practically the same as on the Clatskanie-Westport Section in Columbia County—the State paying higher wages than the contractor, but the contractor having the disadvantage of more unfavorable weather conditions. The main advantage in the State doing this work was gained by having better control of the organization and more direct supervision of the work.
The original intention was to complete all macadam 16-feet wide but the increased cost of labor, supplies, etc., made it necessary to reduce the width of the macadam to nine feet so as to complete the full distance with the money available.
COST STATEMENT—SVENSEN-WESTPORT MACADAM
Item Unit Quantity Cost Unit Cost
By Warren Construction Co., on cost plus contract—
Clearing and grubbing Acres 1 $ 112.18 $ 112.18
Excavation Cu. Yd. 9,069 6,468.95 .71
6-inch by 12-inch pipe Foot 1,519 4,472.69 2.90
Waterbound macadam [8]Cu. Yd. 13,409 53,010.60 3.95
Engineering ... ... 971.84 ...
By State Forces—
Excavation Cu. Yd. 11,512 7,540.71 .64
6-inch by 12-inch pipe, laying only Foot 1,760 328.80 .19
Waterbound macadam Cu. Yd. 34,722 134,022.23 3.86
Engineering ... ... 1,651.69 ...
Total ... ... $ 208,579.69 ...
COVERED WOOD DRAWBRIDGE ON THE COLUMBIA RIVER HIGHWAY IN CLATSOP COUNTY,OVER THE JOHN DAY RIVER EAST OF ASTORIA. BUILT IN 1918. LIFT SPAN—40 FEET
John Day River Bridge
As a part of the improvement of the Columbia River Highway between Astoria and Svensen, a bridge was constructed over the John Day River about four miles east of Astoria.
The John Day River is a stream navigable to small boats, so it was necessary to provide a movable span of 40-foot clear opening. Owing to the unusually high price of steel it was decided to construct this bridge of wood. The movable span is of the single leaf bascule type operated by a windlass. Counter weights are employed to assist the movement of the span and in order to compensate for the variable pull required to lift the span at different phases of its movement, the counter weight cables operate over spiral drums in such manner that their pull is a maximum when the span is down, and is least when the span is raised, gradually changing between the two extremes. In order to guard against failure of the operator to close the gate on the side of the stream opposite the machinery, an automatic gate was constructed. It closes when the bridge starts to open and when the bridge closes it swings back out of the way automatically.
The bridge rests on concrete piers carried on piling, and besides the lift span there are two 90-foot covered wooden spans. The operating machinery is completely housed in by means of a tower.
The crossing was designed to carry 20-ton trucks and the covered spans have laminated wood floors with asphaltic wearing surface.
One of the most serious objections raised against covered wooden bridges is the lack of light. This was overcome in this case, as in other wooden bridges on primary roads designed by this Department, by whitewashing the interior and the addition of open windows at panel points. These are provided with returns, and with the asphaltic wearing surface on the floors of such bridges prevent moisture coming in contact with the structural timbers of the bridge.
This bridge was built by the Portland Bridge Company and the total cost will be about $25,000.00. The payments on the bridge to November 30, 1918, amounted to $21,051.52. Mr. Leigh M. Huggins was resident engineer in charge of construction.
Big Creek Bridge
This bridge is located on the Columbia River Highway near Knappa. It consists of two forty-five-foot reinforced concrete spans, and was built by the State Highway Department with State forces at a cost of $8,446.70.
Plympton Creek Bridge
The Plympton Creek Bridge is located on the Columbia River Highway in the town of Westport. It is a two thirty-foot span structure and was built by the State Highway Department with State forces at a cost of $6,413.19.
Little Creek Culvert
This is a 6 by 12 reinforced concrete structure and is located on the Columbia River Highway near Knappa. It was built by the Highway Department with State forces at a cost of $929.69.
COLUMBIA COUNTY
The State Highway Department expended in Columbia County during 1917 and 1918, the sum of $488,302.15, which is the largest amount expended in any one county in the state. With this amount the following work was completed:
2.5 miles of bituminous paving.
27.2 miles of broken stone macadam.
8.2 miles of grading.
11 reinforced concrete bridges.
2 reinforced concrete box culverts.
All of this work is on the Columbia River, and all but the 2.5 miles of paving is between the Clatsop County Line and a point about two miles east of Goble.
Multnomah County Line-Scappoose Paving
A contract was awarded to the Warren Construction Company, August 22, 1917, for 2.5 miles of bitulithic pavement sixteen feet wide on crushed rock base, with two foot macadam shoulders. The old road bed on this section was in excellent condition for base for pavement being old macadam about sixteen feet in width. The grade was followed closely, scarified, and clean crushed rock spread over the entire surface and rolled. Material was borrowed along each side to obtain the required twenty-four foot of roadbed.
A sixteen foot span wooden bridge was replaced by an 8x10 feet reinforced concrete culvert built by Lindstrom Bros. on the basis of cost plus ten per cent.
CONSTRUCTION COST OF CULVERT
Class A concrete, 64 cu. yds. at $22.43 $ 1,435.64
Reinforcing steel, 2,900 lbs. at 8c 232.00
$ 1,667.64
Contractors percentage 166.96
Total Cost $ 1,834.60
Paving work was started November 5, 1917, and completed December 20, with the exception of about 200 feet of new fill made at the culvert which was completed in June, 1918.
Engineering work was done by P. W. Marx, under the supervision of Chas. H. Whitmore, assistant engineer.
DETAILED EXPENDITURE STATEMENT—PAVING—MULTNOMAH COUNTY LINE TO SCAPPOOSE
Engineering $ 1,364.28
Right-of-way attorney fees 35.00
Contract Construction Work as follows:
Common excavation, 800 cu. yds. at 45c $ 360.00
Standard Bith. pavement, 24,248.2 sq. yds. at $1.17 28,370.39
Broken stone, loose measure, 3,115.5 cu. yds. at $1.90 5,919.45
Broken stone shoulders, 26,974 lin. ft. at 5c 1,348.70
Force account:
34 feet of 12-inch corrugated iron pipe and 120 feet of 6-inch porous drain tile 254.77
Total paid to contractor $ 36,253.31
Total cost $ 37,652.59
Westport-Clatskanie Macadam
On the Clatskanie-Westport Section, which extended from Clatskanie to the Clatsop County Line, the work was handled originally by the Warren Construction Company, on a cost plus ten per cent. basis. The State Highway Department took this work over December 26, 1917, and from that time on the work was handled by this Department. This work consisted of 8.62 miles of sixteen-foot waterbound macadam.
On this section the costs show that the Warren Construction Company laid crushed rock slightly cheaper than the State. However, the State did all the finishing on this section, which is more expensive than laying the base rock and it was necessary to raise the wages twenty-five per cent. after the work was taken over by the Department. C. L. Grutze was resident engineer on this work.
COST STATEMENT—WESTPORT-CLATSKANIE MACADAM
Item Unit Quantity Total cost Unit cost
By Warren Construction Co. on cost plus contract—
Clearing and grubbing Acres 1⁄2 $ 49.87 $ 99.74
Excavation Cu. yd. 6,200 6,820.70 1.10
6-ft. by 12-in. drain pipe Foot 1,085 2,752.38 2.80
Water-bound macadam [9]Cu. yd. 7,742 27,698.87 3.59
Engineering 497.03
By State Forces—
Excavation Cu. yd. 8,299 5,594.75 .67
6-ft. by 12-in. drain pipe (laying) Foot 298 21.05 .07
Water-bound macadam Cu. yd. 17,977 68,168.50 3.79
Engineering 25.09
Total cost ... ... $ 111,628.24 ...
Clatskanie-Delena Macadam
The section extending from a point three miles east of Clatskanie to a point two and one-half miles east of Delena, known as the Clatskanie-Delena Section, was completed by L. O. Herrold on a basis of cost plus ten per cent. This work consisted of eleven miles of sixteen foot waterbound macadam, one and one-tenth miles of nine foot waterbound macadam and all necessary grading, drainage, etc. The foundation on part of this section was very poor and 10,233 cubic yards of rubble base was used in order to make satisfactory foundation for macadam. While this increased the cost of the macadam, it was the only way in which a permanent foundation could be secured on this section. P. M. Hall-Lewis was resident engineer on this work.
COST STATEMENT—CLATSKANIE-DELENA MACADAM (COST PLUS 10 PER CENT)
Item Cost
Engineering $ 5,998.96
General construction 11,759.14
Clearing and grubbing 892.37
Excavation and embankment 22,529.95
Drainage structures 3,596.27
Miscellaneous structures 1,454.76
Quarrying and crushing 43,714.47
Placing, rolling, sprinkling, etc. 46,502.97
Camp construction and operation 111.51
Total $ 136,560.40
This work includes 25,405 cubic yards of excavation, 22,170 cubic yards of crushed rock macadam and 10,298 cubic yards of rubble base, besides numerous small structures, drains, etc.
Delena-Goble Macadam
Clark & Dibble of Rainier contracted with the Highway Department to construct five and seven-tenths miles of broken stone macadam between Delena and Goble. The prices at which this work was taken by the contractors was very low, and the result was that almost from the first the work was handicapped by lack of proper finances. It became evident to the Department that the contractor would be unable to complete all of this work before the winter rains set in, so to facilitate matters and to provide a passable road for the winter, the Department took over the part of the work between Rainier and Goble after about $10,000.00 worth of work had been done on this part by Clark & Dibble. The work of the Highway Department on this section is described in the article on the Rainier-Goble macadam.
Clark & Dibble successfully carried to completion the two and one-tenths miles of macadam west of Rainier. A complete statement of the costs of the work handled by the contractors is given below.
DETAILED EXPENDITURE STATEMENT— MACADAM—DELENA TO GOBLE
Engineering $ 2,519.50
Construction—
Common excavation, 938 cu. yds. at 40c $ 375.20
Intermediate excavation, 75 cu. yds. at 60c 45.00
Solid rock excavation, 25 cu. yds. at $ 1.15 28.75
Broken stone macadam, 12,911.5 cu. yds. at $ 2.18 28,147.07
12-inch corrugated iron pipe, 420 lin. ft. at $ 1.30 546.00
Clay filler, 1,403 cu. yds. at $ 1.00 1,403.00
Force Account—
Lowering 18-inch corrugated iron culverts 55.78
Lengthening existing culverts and opening ditches 15.62
18-inch corrugated iron pipe, 80 lin. ft. 235.43
Clearing slides and ditching near Prescott 2,201.47
Removal of slides 1,377.22
Side ditches for macadam work 336.97
Preparation of subgrade for macadam 330.65
Spreading, sprinkling, and rolling macadam 27.07
35,125.23
Less credit for 24 days use of State roller at $ 5.00 120.00
Total amount paid to contractor 35,005.23
Total cost $ 37,524.73
Rainier-Goble Macadam
In Columbia County the State Highway Department laid twenty-four and one-tenth miles of sixteen foot waterbound macadam and four and two-tenths miles of nine foot waterbound macadam between Goble and the Clatsop County Line. Of this the Rainier-Goble Section was taken over from the contractors, Clark & Dibble, after being partly completed. This was done in order to facilitate the work and get the road open for traffic before the rainy season.
While the work done by the State on this section cost more per cubic yard than the contractor was originally receiving, the actual difference in cost for the job was not sufficient to justify the Department in allowing the contractor to proceed with the work which would have entailed leaving the road closed to traffic for another winter.
COST STATEMENT—RAINIER-GOBLE MACADAM (STATE FORCES)
Item Unit Amount Cost Unit Cost
Engineering $ 382.85
Intermediate Excavation Cu. yds. 1,078.97 .72
Quarrying and crushing Cu. yds. 2,555 3,828.71 1.29
Hauling stone Cu. yds. 2,555 3,243.99 1.27
Placing and rolling Cu. yds. 2,555 2,979.22 1.17
Camp construction and operation 719.27
General construction 197.34
Total ... ... $ 12,430.35
Goble Macadam Work
A contract was awarded to Warren Construction Company September 4, 1917, for macadamizing the Goble Cut-off on a basis of cost plus ten per cent.
Columbia County has a quarry on the old road about three-fourths of a mile west of Goble, which was equipped with complete crushing outfit and arrangements were made by the contractor for the use of this equipment and all the rock for this job was crushed and hauled from this quarry.
Work was started March 1, 1918, and completed June 25, 1918.
Engineering work was done by H. C. Compton as resident engineer under the supervision of Chas. H. Whitmore.
COST STATEMENT
Construction engineering $ 548.12
Excavation and embankment 137.24
Drainage 21.11
Quarrying and crushing (6,504 cu. yds. crushed) 9,627.92
Spreading and rolling (6,504 cu. yds.) 5,913.53
Hauling (6,504 cu. yds) 4,371.62
Camp construction and operation 545.61
Corral construction and operation 313.82
Total cost $ 21,478.97
Goble Grading Section
A new location of the Columbia River Highway was made from a point two miles east of Goble to Goble Creek and a new concrete bridge built over Goble Creek, making a saving in distance of about one-half mile and doing away with several excessive grades, sharp curves and narrow roadbed, also a dangerous bridge and trestle across Goble Creek.
A rock cut between Goble and Goble Creek was taken out by the S. P. & S. Ry. Co. with steam shovels and the material used by them for riprap, thus making a considerable saving to the State Highway Commission. The material for the west approach to the new bridge was obtained by blasting and barring down rock from a dangerous perpendicular cliff about 1,000 feet west of the bridge, from which large rocks had fallen onto the highway. To make the highway safe it was necessary to remove this material and by using it in the bridge approach, did away with other borrow which would have been necessary. The cliff is about 200 feet high with the highway and S. P. & S. Ry. side by side at the foot, necessitating very light shots and careful work and was completed without accident to men or interruption of traffic on the railroad.
ON THE COLUMBIA RIVER HIGHWAY NEAR GOBLE IN COLUMBIA COUNTY. GRADED AND MACADAMIZED IN 1917 AND 1918
The material for the east approach was obtained by trimming up the cut left by the railroad company.
A contract for grading the cutoff was awarded to the Warren Construction Company, August 7, 1917, and work started in July, 1917. From the east end of the section to Ruben, about one mile in length, the material was handled by teams. Rock work at Ruben and at Goble was sub-let to station men. The fill across the flat between Ruben and Goble was made from side borrow, by using a steam hoisting engine, with boom and clam shell bucket. This work was done in the fall and winter and the material was light loam and sand and very wet, and did not pack very solid in the fill, therefore a strip of rock sixteen feet wide and one foot in thickness, taken from the rock cuts at either end, was placed on the fill and rolled thus making a solid base for the crushed rock macadam.
The engineering work was done by A. F. Pratt, resident engineer and W. E. Eddy, assistant state highway engineer, until October 1, 1917, when it was taken over by H. C. Compton, resident engineer, under the supervision of Chas. H. Whitmore, assistant engineer.
DETAILED EXPENDITURE STATEMENT—GRADING GOBLE SECTION
Engineering $ 2,925.64
Guarding S. P. & S. Ry. tracks 527.02
Right-of-way damages 73.56
Rental on State Industrial Ry. track furnished contractor 138.00
Payments to contractor for work as follows:
Clearing and grubbing $ 2,085.00
Common excavation, 20,106.5 cu. yds. at 45c 9,047.92
Intermediate excavation, 3,534.9 cu. yds. at 70c 2,474.43
Solid rock excavation, 11,947.2 cu. yds. at $1.15 13,739.28
12-inch reinforced concrete pipe, 560 lin. ft. at $1.50 840.00
24-inch reinforced concrete pipe, 92 lin. ft. at $3.30 303.60
36-inch reinforced concrete pipe, 80 lin. ft. at $5.30 424.00
Overhaul per 100 lin. ft., 18,032 cu. yds. at 2c 360.64
Force account—
Replacing trestle for Warren Packing Co.’s plant, Goble 256.00
Borrowing approximately 400 cu. yds. rock to cover dirt fill 506.08
Removal of overhanging rock near Goble Creek bridge 6,454.32
Widening grade and building fill from Goble postoffice to Goble Creek bridge 5,853.31
Cutting off rock point to give safe sight distance around curve 47.12
Removal of slide west of Goble Creek 18.66
Placing 400 feet drain tile in quicksand 137.01
Placing timber foundation for culvert 51.05
Total paid to contractor $ 42,598.42
Grand total cost $ 46,262.64
Rainier Hill Grading
On July 30, 1917, a contract was entered into with A. L. Clark of Rainier for the widening of the Rainier Hill Section, a section two and two-tenths miles in length, located just west of Rainier. This work was let under a unit price contract, but the nature of the work was such that a considerable part of it could not be fairly measured and paid for on a unit, and on this part the contractor was allowed cost plus ten per cent. The total cost of this improvement was $6,350.61. A detailed cost statement follows:
DETAILED EXPENDITURE STATEMENT—GRADING—RAINIER HILL SECTION
Engineering $ 468.38
Construction—
Common excavation, 1,925 cu. yds. at 30c $ 577.50
Intermediate excavation, 1,071.9 cu. yds. at 48c 514.51
Solid rock excavation, 1,039.7 cu. yds. at $1.25 1,299.62
Overhaul per 100 lin. ft., 905 cu. yds. at 3c 27.15
12-inch corrugated iron pipe, 228 lin. ft. at $1.00 228.00
Force account—
Excavation for cribbing and placing rip-rap 61.93
8-foot extension to 36-inch culvert 54.63
Widening old roadbed, removal of slides and general improvement work not subject to measurement 3,082.56
Culvert pipe furnished by State 36.33
5,882.23
Total cost $ 6,350.61
Beaver Valley Grading
Before the Columbia River Highway through Beaver Creek Canyon between Delena and Inglis was opened for traffic in July, 1918, in order to reach Clatskanie from Delena, it was necessary to travel over a narrow, dangerous, earth and corduroy road, either by way of Maygar and Quincy or through the hills about eight miles into Clatskanie. Both of these roads were passable for autos only about three months during the dry season.
The grading of this section was partly completed by the County under supervision of Mr. Bowlby, State Highway Engineer in 1914. This section being a very important link in the Columbia River Highway and no funds being available from County or State funds during 1915 or 1916, S. Benson decided to advance the necessary funds to make this section passable. About four miles of grading was completed between Inglis and Delena, leaving only the building of bridges to open this section. This work was later macadamized by the State.
The engineering work was done by A. K. Grondahl.
A bill was passed by the 1917 Legislature refunding to Mr. Benson $20,978.22 which is a large portion of the amount expended by him.
COST STATEMENT
Clearing and grubbing $ 1,265.80
Grading—labor and teams 17,124.07
Explosives 2,275.31
Pipe culverts 313.04
Total $ 20,978.22
Prescott Hill Section
This section of the highway was built along the steep hillside, several slides having occurred narrowing the roadbed in some places to about eight feet and making it very dangerous, it was necessary to build several retaining walls, half viaducts and guard fences.
This was done by Oscar Lindstrom on a basis of cost plus ten per cent.
A half-viaduct seventy-five feet in length was built containing fifty-three cubic yards of concrete and 4,100 pounds reinforcing steel, with standard bridge railing for guard fence.
Two hundred and fourteen linear feet of rubble masonry walls were built on a slope of three-fourths to one, and standard bridge railing placed on top for guard fence. These walls contain 438 cubic yards of rock.
A reinforced concrete crib forty-one feet long, fifteen feet high and seven feet wide was built and filled with large rock. The members were cast on the dock in Rainier and hauled to the location. A reinforced concrete slab on solid earth foundation was used for footing, on the required angle to give the crib a batter of one-fourth to one.
The total cost of the Prescott Hill improvement was $9,039.86.
Goble Creek Bridge
A ninety-foot reinforced concrete bridge was built over Goble Creek on the Columbia River Highway about one-half mile east of Goble. This bridge has a pile foundation which was put in by the Warren Construction Company on a cost plus basis for $1,583.32. The superstructure was built by Lindstrom and Fiegeson on a unit price basis. The cost of the structure complete was $5,907.14.
The engineering work in connection with this work was handled by H. C. Compton, resident engineer, on the Goble Section, and the inspection of the placement of steel and pouring of concrete was in charge of L. M. Huggins.
COST STATEMENT—GOBLE CREEK BRIDGE
Engineering $ 77.47
Construction—
Class A concrete, 135 cu. yds. at $18.40 $ 2,447.20
Reinforcing steel, 17,925 lbs. at 71⁄2c 1,344.38
Concrete hand rail, 186 lin. ft. at $1.75 325.50
Construction of cement shed and unloading cement 129.27
Pile foundation (force account) 1,583.32
Total construction cost 5,829.67
Grand total cost of bridge $ 5,907.14
Beaver Creek Bridges
For a considerable distance between Rainier and Clatskanie the Columbia River Highway follows Beaver Creek, crossing the creek in many places. To replace a number of temporary wooden structures and to provide bridges at every crossing, the highway department in 1917 and 1918 constructed nine reinforced concrete bridges across this stream. The spans of these structures vary from thirty to 105 feet, there being one thirty-foot, one fifty-foot, two sixty-foot, four seventy-foot and one 105-foot spans in all.
The thirty-foot span structure was built by L. O. Herrold of Salem, on a cost plus ten per cent basis and cost $3,600.00.
The other eight structures were built by L. O. Herrold of Salem, on a unit price basis, the cost of the eight being $32,000.00.
Graham Creek Culvert
A double 6x6 foot reinforced concrete box culvert was built on the Columbia River Highway to provide passage for Graham Creek near Marshland. This culvert was built with State forces. It contains fifty cubic yards of concrete and cost $804.49.
Survey—Columbia City to Scappoose
A survey was made between Scappoose and McBride a distance of eleven and two-tenths miles. This survey follows the S. P. & S. Ry. on the south side the entire distance and is shorter than the present traveled road by about one mile, and also does away with six grade crossings. While most of the roadbed will be entirely new work, it will not be of heavy construction, the country being comparatively flat. Between Scappoose and St. Helens the material is mostly earth. Between St. Helens and McBride the material is mostly rock.
ONE OF NINE REINFORCED CONCRETE BRIDGES IN THE BEAVER CREEK VALLEY, COLUMBIA COUNTY, ON THE COLUMBIA RIVER HIGHWAY BETWEEN RAINIER AND CLATSKANIE. ALL BUILT IN 1917 AND 1918
Two bridges of thirty foot spans or more are needed, also several box culverts and pipe culverts.
The survey from Scappoose to St. Helens was made by P. W. Marx; from St. Helens to McBride by H. C. Compton.
COOS COUNTY
The work of the Highway Department in Coos County consisted entirely in assistance given the County in the making of surveys and the engineering of construction work done under the County’s bond issue of $362,000.00. For this purpose $16,967.68 of State funds were expended, and the total amount of County expenditures audited and vouchered through the Highway department was $170,781.83. These expenditures were made on work on the Coast Highway between Marshfield and the Curry County Line, and on the Coos Bay-Roseburg Highway between Coquille and Myrtle Point. The engineering work was in charge of R. B. Murdock.
CROOK COUNTY
Crook County is one of the districts of Eastern Oregon where the road program is an expensive one. Prineville now has rail communication with outside points, and in sections of the County there is found some good natural roads, but much is wanting in the line of transportation facilities. Owing to a large portion of the County being mountainous in character, much of the roads are little else than trails.
Formerly the boundaries of Crook County encircled an area now comprising several counties. The paring process, caused by the forming of new counties left Crook County in a peculiar position. The local road map indicates that the County is divided into two communities with the dividing line following the rugged country a few miles east of Prineville. A single road that is a succession of heavy grades and poor alignment, is the sole medium of traffic communication between the two ends of the County.
The people of Crook County are fully aware of the importance of highways. Although local funds will not go far, a remarkable beginning has been made. A County bond issue of $95,000.00 has been voted for road construction. The general progressiveness and co-operative spirit existing throughout the County is shown by the fact that $85,000.00 of the bond issue is to be expended on one road. Reference is made to the proposed road up Crooked River from Prineville, connecting the east and west end of the County.
The State Highway Commission has ordered a location survey made of the Crooked River Highway between Prineville and the Shorty Davis Ranch. The length of this line will be about thirty miles, and practically a water grade can be secured. This work will start easily in 1918.
The immediate purpose of the survey is to gather definite data for the consideration of the State Highway Commission. The County authorities have made application for State aid and request early consideration of the matter.
The State Highway Commission is cooperating in the construction of the Ochoco Forest Road in Crook County.
Ochoco-Canyon Forest Road
The State Highway Commission extended aid to Crook County by helping to secure Federal aid and by appropriating State funds for the construction of a nine and seven-tenths mile section of the McKenzie River Highway between Prineville and Mitchell. This section is adjacent to the Wheeler County Line and connects up with proposed grading work in Wheeler County.
Construction work is in progress under the direction of the United States Office of Public Roads. The cost of this work will be defrayed by co-operative funds from the State, County and Government. The total estimated cost is $52,500.00. The following statement shows the appropriations made for this work:
Total estimated cost of work $ 52,500.00
Appropriated by State 17,500.00
Appropriated by Government 17,500.00
Appropriated by County 17,500.00
CURRY COUNTY
The most important highway in this County is, of course, the Coast Highway, which affords an outlet to California on the south and Coos Bay on the north. Between the Coos County Line and Port Orford the route of the Coast Highway lies along the foot of the mountains and on a comparatively level plain and, except in a few cases at river crossings, the grades of the present road are not excessive. The alignment could be improved but is satisfactory for the present. A gravel surfacing on this section makes it passable the whole year round.
South of Port Orford the topography of the County changes. The slopes are steep; in many cases reaching forty degrees, and are badly broken up. This section is also subject to slides of which there is abundant evidence of recent activity. The drainage being at right angles to the coast must be crossed by the highway requiring considerable rise and fall in the grade line.
A survey from Port Orford south was commenced in December of 1917. A line was located and staked ready for construction between Port Orford and Hubbard Creek, eliminating steep grades and sharp curves on the present road. A close preliminary line was run between Hubbard Creek and Mussel Creek (Arizona Inn), a thorough study made of the conditions and the following route recommended, which eliminates the excessive grades and high summit of 1,100 feet of the present road. The location lies between elevation 100 and 400, dropping into and crossing drainage as it is met, following close to the beach until Brush Creek is reached, then following up Brush Creek on the east side of Humbug Mountain until an intersection with the present road is reached, straightening out present road for about one mile, then following the coast between elevation 200 and 400, dropping into Mussel Creek.
The controlling points on this route are the slides which must be headed to secure a stable roadbed. A twelve-foot roadbed has been proposed for this project, with maximum six per cent grades and the construction even for this narrow width is heavy as it will be necessary to bench out the entire width of the roadbed on solid ground, the slopes being too steep for fill to catch. Considerable bridging is required and a gravel surface provided throughout the entire length to insure an all year road, so the cost of even this narrow roadbed will be high.
A beach route located about ten feet above high tide has been proposed, and, while this has the advantage of shorter distance and no rise and fall, this route is not believed to be feasible because the underlying rock is soft and disintegrates readily and is eroded by tidal action to a considerable extent. The numerous slides at this elevation would also make construction on this location inadvisable for a permanent road.
A reconnaissance was made between Mussel Creek and Gold Beach. After leaving Mussel Creek, considerable development work is required to attain standard grade, and but a small portion of the present road could be used. Passing Euchre Creek, there will be utilized along Cedar Creek a new section of road about eight miles in length which has been recently graded by the County. If widened and the alignment corrected in a few locations, this would afford a direct route to the Rogue River where a ferry runs regularly. Between the river crossing and Gold Beach there is a fair road requiring only straightening out and widening.
A large portion of the total area of Curry County is in the forest reserve making the taxable area relatively small. For this reason and in view of the heavy cost of construction, aid is asked by the County from State and Federal sources. The most needed improvement is the section between Port Orford and Brush Creek. In view of the increasing probability of the Coast Military Highway by the Federal Government, which would be a great benefit to this County as well as to the State in general, it is desired to construct such sections as are undertaken on the correct location and standard grades, so that future widening and surfacing only will be necessary to bring it to the high standards which will undoubtedly be maintained on this military highway.
It has been proposed by the Commission to co-operate with the Forest Service in a joint Forest Aid Project in Coos and Curry Counties, each contributing $50,000.00, the Forest money to be spent in northern Coos County and the State money, between Port Orford and Brush Creek. Curry County has offered to co-operate with County tax funds. It is hoped that this project can be carried out during the 1919 season.
DESCHUTES COUNTY
Bend-Lapine Cinder Macadam
During the year 1917, an appropriation was made by the Highway Commission for the construction of cinder macadam between Bend and Lapine. This work was advertised and, proposals were received on August 7, 1917. As the bids submitted at that time were not considered favorable, all were rejected, and the work was undertaken under the supervision of the County Court.
This section, which had been graded under a previous administration, passes through a flat, pine district, with a surface formation of volcanic ash, which is a very poor road material, roads without surfacing becoming practically impassable during the summer season.
As no rock or gravel was available for macadamizing, scoria or volcanic cinder was used, of which material there is an inexhaustible supply along the right-of-way. This scoria is very light, weighing about 1,700 pounds per cubic yard. It, however, has made an excellent macadam, and because of its lightness can be handled and placed cheaper than either rock or gravel. The results are as favorable as if the best pit-run gravel could have been had.
A total of 18,300 cubic yards of cinder macadam was placed on this section and twelve and five-tenths miles of completed surface was secured. The total cost was $20,183.60, giving a unit cost of approximately $1,600.00 per mile, which is proof of the economy of this type of construction where volcanic cinder is obtainable.
Survey—Rolyat to One Hundred Mile Road
In September and October, 1918, the State Highway Commission made a location survey on the section of the Bend-Burns Highway between Rolyat, in Deschutes County and the One Hundred Mile Road, in Harney County. The object of the survey at this time is to secure a more direct route and to avoid the bad section of the present road through the Glass Buttes district. The length of this survey is seventeen and one-tenth miles and it materially shortens the distance, as compared with the present road between the terminal points mentioned.
Fifteen and six-tenths miles of this line are in Deschutes County and one and five-tenths miles in Harney County. The northeast corner of Lake County is touched by the survey but only for a short distance. The definite limits are not shown as the County Lines could not be found and it was deemed not advisable to go to the cost of reestablishing the lines for the purpose of the survey. The new location leads in an easterly direction from Rolyat and continues to the north of the present road.
The plans for this survey will be made up in the near future. H. B. Wright was the locating engineer in charge.
DOUGLAS COUNTY
As a result of the liberal co-operation of Douglas County, a very large amount of work has been done during 1917 and 1918 on the Pacific Highway across that County. From a $500,000.00 bond issue the County set aside $200,000.00 for the improvement of the Pacific Highway north of Roseburg, with the understanding that the Highway Department would expend an equal amount on the same highway south of Roseburg. In accordance with this arrangement, it was agreed that the County would grade 10.4 miles between Yoncalla and Oakland, grade and macadamize 4.6 miles between Comstock and Leona, and grade 2.4 miles between Comstock and the Lane County Line; and that the State would grade 12.8 miles between Myrtle Creek and Dillard and macadamize 2.4 miles between Comstock and the Lane County Line. It was further agreed that if the County would cooperate with the State and Federal Government to the amount of $23,000.00 on the Canyonville-Galesville Forest Road Project, this amount would be considered a part of the $200,000.00 to be provided by the County in connection with the general scheme of improvement outlined.
All of the work contemplated in this co-operative agreement has been carried to completion, and when final payments have been made the total expenditure by the State will be approximately $205,000.00 and by the County $175,000.00.
The Canyonville-Galesville Forest Road Project referred to above involves the grading of a 9.7 mile section over Canyon Creek Pass, and it will eliminate one of the very worst stretches on the Pacific Highway between Portland and the California Line. This is estimated to cost $211,000.00, of which the County will pay $23,000.00, the State $94,000.00 and the Federal Government $94,000.00.
In summary, the improvement work on the Pacific Highway in Douglas County during 1917 and 1918, including the work now under way, consisted of 39.9 miles of grading and 7.0 miles of macadamizing.
The expenditures on the individual sections by the County, State and Federal Government when final payments are completed, will be approximately as follows:
Sections By State By County By Federal Govt. Total
Lane County Line-Comstock Grading $ 2,027.30 $ 17,119.44 ... $ 19,146.74
Lane County Line-Comstock Macadam 15,185.09 ... ... 15,185.09
Comstock-Leona Grading and Macadam 5,650.28 74,349.72 ... 80,000.00
Oakland-Yoncalla Grading 17,565.28 83,530.84 ... 101,096.12
Myrtle Creek-Dillard Grading 120,000.00 ... ... 120,000.00
Canyonville-Galesville Grading 94,000.00 23,000.00 94,000.00 211,000.00
Umpqua River Bridges 45,500.00 ... ... 45,500.00
Total $ 299,927.95 $ 198,000.00 $ 94,000.00 $ 591,927.95
BRIDGE ON PASS CREEK—20 FT. SPAN. ON PACIFIC HIGHWAY NEAR COMSTOCK IN DOUGLAS COUNTY
Grading—Comstock to the Lane County Line
This section runs through the northern portion of the Pass Creek Canyon, and has been the dread of tourists heretofore. It has always been a hard road to travel under summer conditions and absolutely impassable in winter, even for horse-drawn conveyances.
The contract for this improvement involved 2.4 miles of grading and was awarded to S. S. Schell of Oakland, Oregon on September 5, 1917. The bulk of the grading was done that fall and the job was completed in the spring of 1918. The road bed was graded to a width of 24 feet with 5 per cent maximum grades and easy curves. In addition to the grading, the contract included two drainage structures over Pass Creek, one a double 6x6 reinforced concrete box culvert and the other a 20-foot reinforced concrete bridge. All construction charges were paid by Douglas County. Engineering charges were paid by the State.
Mr. E. B. Bishop was the Resident Engineer in charge on this section.
DETAILED EXPENDITURE STATEMENT—GRADING COMSTOCK TO LANE COUNTY LINE
Engineering $ 2,029.80
Construction—
Clearing and Grubbing $2,400.00
Common Excavation, 11,688 cu. yds. at 45c. 5,259.60
Intermediate Excavation, 6,085 cu. yds. at 60c. 3,651.00
Solid Rock Excavation, 1,016 cu. yds. at $1.15 1,168.40
Overhaul per 100 ft., 7,220 cu. yds. at 3c. 216.60
12-inch Plain Concrete Pipe, 134 lin. ft. at $1.00 134.00
24-inch Reinforced Concrete pipe, 160 lin. ft. at $2.50 400.00
6-inch Porous Drain Tile, 591 lin. ft. at 20c. 118.20
Class A Concrete, 120.46 c. y. at $24.00 2,891.04
Class B Concrete, 11.62 c. y. at $16.00 185.92
Metal Reinforcement, 7,625 lbs. at 8c. 609.84
Repairing Timber Bridge 26.34
Laying 315.5 lin. ft. of Drain Tile and Backfilling 56.00
Total paid to Contractor 17,116.94
Total Cost $ 19,146.74
Paid by County 17,119.44
Paid by State $ 2,027.30
Total 19,146.74
Macadam—Comstock to Lane County Line
On August 6, 1918, a contract was awarded to S. S. Schell for macadamizing the above newly graded section in Pass Creek Canyon, by the State Highway Commission, same to be a standard three course broken stone, water bound surface. This work was carried through in a very able manner on the part of the Contractor and completed November 16, 1918. This surfacing makes an all year road, of one of the worst pieces of road in the State. The entire cost of this work was paid by the State.
DETAILED EXPENDITURE STATEMENT—MACADAMIZING—COMSTOCK TO LANE COUNTY LINE
Engineering $ 302.09
Advertisements for bids 66.90
Construction—
Broken Stone Macadam, 4,354 cu. yds. at $3.35 $ 14,585.90
Earth Filler, 150 cu. yds. at 75c. 112.50
Removing Slides 117.70
Total Paid to Contractor 14,816.10
Total Cost $ 15,185.09
Grading and Macadam—Comstock to Leona
This section is through the south end of Pass Creek Canyon, beginning approximately a mile and a half south of Comstock and extending to a point a half mile north of Leona, being 4.6 miles in length. The contract was a joint contract signed by the County Court and State Highway Commission and was awarded to Hall & Soleim of Eugene on September 5, 1917. Work covered by the contract was for grading and macadamizing, culverts and bridges.
Due to shortage of labor, poor shipments on macadam rock, and financial difficulties, the contractors were obliged to ask the State Highway Commission to take over the work. On August 20, 1918, after a conference with the County Court and the Contractor’s Surety Company, this was done. The work was completed November 30, 1918. The construction details under the State supervision were handled by a State construction engineer, representing the Contractors and Surety Company, and the engineering details by the resident engineer on the work—the latter rendering regular monthly estimates of work done on the unit contract prices, of the original contract.
This work complete will cost approximately $80,000.00 of which the County will pay $74,349.72 and the State $5,650.28.
The construction of this section was in charge of E. B. Bishop, resident engineer, and F. E. LaPointe, construction superintendent.
Grading—Oakland to Yoncalla
This work extends from the Calapooya River Bridge at Oakland to a point two miles south of Yoncalla, a total distance of 10.4 miles. A contract for clearing, grading and culverts was awarded the Warren Construction Company, September 5, 1917, being the last of three contracts signed jointly by the County Court and State Highway Commission.
This work was completed July 25, 1918, and is an excellent piece of standard construction 24 feet in width. It eliminates the old excessive grade over Rice Hill, and some bad sections just north of Oakland—there being now no grades over 5 per cent.
On the completion of the grading the State Highway Commission requested permission Of the Capital Issues Committee to sell bonds, part of which were to cover the rocking of this unit to make it passable for winter. This request was refused on the ground that it was not a necessary war measure. The road will therefore not be passable this winter, but it is expected that the section will be macadamized during the 1919 season.
Mr. Robert A. Pratt was resident engineer in charge of the construction.
DETAILED EXPENDITURE STATEMENT—GRADING—OAKLAND TO YONCALLA
Engineering $ 5,864.31
Construction—
Clearing and Grubbing $ 6,350.00
Common Excavation, 45,563 cu. yds. at 49c 22,325.87
Intermediate Excavation, 37,544 cu. yds. at 77c 28,908.88
Solid Rock Excavation, 17,976 cu. yds. at $1.30 23,368.80
Overhaul per 100 lin. ft., 61,580 cu. yds. at 2c 1,231.60
12-inch Plain Concrete Pipe, 2,463 lin. ft. at $1.10 2,709.30
18-inch Corrugated Galvanized Iron Pipe, 742 lin. ft. at $2.75 2,040.50
24-inch Corrugated Galvanized Iron Pipe, 108 lin. ft. at $3.44 371.52
6-inch Porous Drain Tile, 1,055 lin. ft. at 20c 211.00
Class A Concrete, 146.5 cu. yds. at $24.00 3,516.00
Class B Concrete, 102.2 cu. yds. at $22.00 2,248.40
Metal Reinforcement, 9,057 lbs. at 8c 724.56
Lumber, 3,545 F. B. M. at $45.00 159.52
Extra work on culverts, drain ditches, rock back filling 174.48
Hauling and Placing rip-rap for embankments, approximately 350 cu. yds. 203.97
Lowering water pipe crossing 13.64
Rebuilding right of way fence 170.50
Grubbing for borrow pit 21.12
Extra clearing and grubbing account of line change 74.82
Gasoline furnished State 9.19
32-ft. by 36-in. Corrugated Iron Pipe (Hauling and Placing) 28.09
68-ft. by 36-in. Corrugated Iron Pipe in place 370.04
Total paid to contractor $ 95,231.80
Total cost $ 101,096.11
Paid by State $ 19,015.09
Paid by County 82,081.02
Total $ 101,096.11
ALONG THE UMPQUA RIVER NORTH OF MYRTLE CREEK IN DOUGLAS COUNTY. GRADED IN 1917 AND 1918
Grading—Myrtle Creek to Dillard
On November 27, 1917, a contract was awarded to Calvert & Wolke of Grants Pass (now known as the Grants Pass Construction Company, James Logan, President), for the clearing, grading, culverts and concrete bridges on a section of 12.8 miles between Myrtle Creek and the junction of the Pacific Highway with the Roseburg-Coos Bay Highway, one mile and a half north of Dillard. This construction eliminates the well but unfavorably known Roberts Mountain grade just south of Roseburg, on which several lives have been lost and also, seven grade crossings of the Southern Pacific Railway. It will be a water grade highway along the beautiful Umpqua River.
The road will not be open to the public until the completion of two bridges over the Umpqua, which are now under construction and which are expected to be completed about January 1, 1919. It is expected that this entire section will be macadamized during the 1919 season.
Mr. F. N. Drinkhall is resident engineer in charge of the grading on this section.
DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918— GRADING—MYRTLE CREEK TO DILLARD
Engineering $ 7,499.22
Culvert Pipe furnished by State 4,109.70
Construction—
Clearing and Grubbing, 97% completed $ 3,395.00
Common Excavation, 49,146 cu. yds. at 35c 17,201.10
Intermediate Excavation, 42,951 cu. yds. at 56c 24,052.56
Solid Rock Excavation, 23,859 cu. yds. at $1.14 27,199.26
Overhaul, per 100 lin. ft., 6,614 cu. yds. at 2c 132.28
12-inch Plain Concrete Pipe, 1,798 lin. ft. at 35c 629.30
18-inch Corrugated Galvanized Iron Pipe, 556 lin. ft. at 30c 166.80
24-inch Corrugated Galvanized Iron Pipe, 284 lin. ft. at 40c 113.60
36-inch Corrugated Galvanized Iron Pipe, 246 lin. ft. at 75c 184.50
6-inch Porous Drain Tile, 5,054 lin. ft. at 25c 1,263.50
Class A Concrete, 471.92 cu. yds. at $22.00 10,382.24
Class C Concrete, 25 cu. yds. at $20.50 512.50
Metal Reinforcement, 37,747 lbs. at 10c 3,774.70
Lumber and Timber, 17,058 F. B. M. at $45.00 767.61
Rough Dry Walls (approx.) (Force Account) 122 cu. yds. 106.41
Clearing outside R. O. W. (Force Account) 112.96
Back-filling over drain tile with gravel 321.06
Total Amount Earned by Contractor to Nov. 30, 1918 90,315.38
15 per cent retained until completion of contract 13,547.31
Total paid contractor to Nov. 30, 1918 76,768.07
Total Amount expended to November 30, 1918 $ 88,376.99
Umpqua River Bridge One Mile North of Dillard
This bridge consists of 3-144 foot covered wooden Howe Truss spans on concrete piers. The spans are continuous, thus forming a roof over 430 feet long. Open windows are constructed at panel points to light the spans and make a more artistic appearance, lack of light and unsightly appearance having been the chief objections to covered wooden bridges. This bridge being on the Pacific Highway, was designed for heavy traffic loading. A laminated wood floor system is used and provision is made for an asphaltic wearing surface although a three inch wooden decking is used temporarily.
This type of bridge is regarded as being very durable, and under conditions of the past year or two, very economical. The structure complete will cost approximately $26,500.00. Mr. A. S. Kennedy was resident engineer for this bridge as well as the one two and one-half miles south of Dillard. The construction is being handled by the Portland Bridge Company.
VAN TYNE CREEK VIADUCT NORTH OF MYRTLE CREEK IN DOUGLAS COUNTY. BUILT IN 1918
Bridge Two and One-half Miles South of Dillard
This bridge is similar to the one described above, except that there are two 144-foot spans instead of three. The cost of construction will be approximately $19,000.00. It is being built under a contract with the Portland Bridge Company.
Van Tyne Creek Bridge
This is a 60-foot reinforced concrete viaduct on the Pacific Highway near Dole, north of Myrtle Creek. It was constructed by the Grants Pass Construction Company, under their grading contract for the section between Myrtle Creek and Dillard. The total cost of the structure was $3,575.70.
Half Viaducts North of Myrtle Creek
These structures, two in number, were constructed within a few hundred feet of each other on the Pacific Highway between Myrtle Creek and Dillard and span crevices in the face of a rock bluff. They are of reinforced concrete construction of the through girder type and of spans of 45 feet and 58 feet respectively. The 45 foot structure cost complete $2,415.28, and the 58 foot structure cost $2,648.54. Both were built by the Grants Pass Construction Company under their contract for grading between Myrtle Creek and Dillard.
Myrtle Creek Bridge
The bridge over the Umpqua River at Myrtle Creek being inadequate for modern traffic a survey has been made for a new structure. As contemplated, the new bridge will eliminate a grade crossing that now exists at one end of the present bridge.
Canyonville-Galesville Forest Road Project
Under a co-operative agreement between Douglas County, the State and the Federal Government, a 9.7 mile section of the Pacific Highway between Canyonville and Galesville is being constructed. This project will eliminate the heavy grades and dangerous curves through what has been erroneously called Cow Creek Canyon. This section has heretofore been one of the very worst on the entire highway, and its improvement is of great importance.
The work is under contract to John Hampshire & Co. of Grants Pass. The supervision of the work is in the hands of the Federal Office of Public Roads. It is estimated that the project complete will cost $211,000.00, of which the County will pay $23,000.00, the State $94,000.00 and the Federal Government $94,000.00.
Surrey—Coos County Line to Roseburg
During April and May 1917, a preliminary survey was made from the Coos-Douglas County Line eastward to a connection with the new Pacific Highway location between Roseburg and Dillard. Some construction on this line was contemplated in the spring of 1918, but was postponed until the close of the war. Location surveys were in charge of Mr. C. C. Kelley, locating engineer. The length of the survey is 28.7 miles.
Survey—Johns Ranch to Jacques Ranch
This survey was made in July 1917, and is on the Pacific Highway between Glendale and Canyonville. The survey was 7.2 miles in length and was made by Mr. C. C. Kelley, locating engineer.
Survey—Canyon Creek Pass to Johns Ranch
This survey consisted of the location of a 2.3 mile section of the Pacific Highway from Canyon Creek Pass to Johns Ranch in Cow Creek Valley. It was made by C. C. Kelley, locating engineer, in August, 1917, and the section is now being constructed as a part of the Canyonville-Galesville Forest Road Project.
GILLIAM COUNTY
Gilliam County presents an interesting situation from the viewpoint of highways. Besides the Columbia River Highway the County is traversed by the John Day Highway, one of the important routes of Eastern Oregon. This large mileage of State highways along with the fact that there are many large agricultural communities to be served, renders important and necessary an extensive road building program.
THE JOHN DAY RIVER HIGHWAY SOUTH OF CONDON IN GILLIAM COUNTY MACADAMIZED IN 1917
The people of Gilliam County have long realized the value of good roads. Although continuous effort has been put forth, expensive construction and limited funds have resulted in only a beginning. County authorities have always shown a keen interest in the plans for state co-operation, regardless of whether Gilliam County was to be benefitted directly or whether improvements were to be made in the neighboring counties.
The State Highway Commission has always recognized the urgency of building the Columbia River Highway, and in addition has from the beginning realized the necessity of an improved road leading inland from Condon.
During 1918 the State Highway Commission made a location survey of the Columbia River Highway between John Day River and Arlington, and a reconnaissance survey has been made from Arlington east to the Morrow County Line.
Since August 1917 the State Highway Commission has expended $28,673.43 for macadamizing the John Day Highway between Condon and Thirty Mile Creek. In addition $9,000.00 of State funds has been set aside for maintaining and resurfacing this section during the coming winter.
Gilliam County Court and the road district in the north end of the County through heroic efforts have raised $60,000.00 for grading the Columbia River Highway between Arlington and Blalock, a distance of eight and sixty-eight one-hundredths miles. This work is to be started at once and rushed during the winter season. The State Highway Department will supply engineering supervision.
Condon-Thirty Mile Creek—Macadam
In August 1917 a contract was let by the State Highway Department to Warren Construction Company of Portland for macadamizing a five and seven-tenths mile section of the John Day Highway between Condon and Thirty Mile Creek. The contractor was paid on the basis of cost plus ten per cent for labor and plus five per cent for materials.
Rock was quarried and crushed at two different points on the job and trucks and teams were used for hauling. The old road was scarified and re-dressed prior to laying the macadam. A dry macadam six inches thick was laid over the five and seven-tenths miles. The average width of the surface is about fourteen feet.
The State paid the entire cost of this work amounting to $28,673.43 and it is thought that about $1,500.00 per mile will be required for maintenance and re-dressing during the next few months.
C. A. Harrington was resident engineer and inspector for the Department on this work.
Mayville-Wheeler County Line—Grading and Macadam
At the completion of the state work on the Cummins Hill macadam, Gilliam County deemed it advisable to avail themselves of the opportunity to utilize the installed equipment and organization for macadamizing the John Day Highway between Mayville and Wheeler County Line, one mile south. Accordingly they graded and laid macadam for this distance thereby connecting Mayville up with the Wheeler County macadam. Gilliam County paid the full cost of this work amounting to about $6,500.00 for both grading and macadam.
The engineering and inspection was done by the State Department with George Hibbet in charge.
Columbia River Highway—Survey
A location survey of the Columbia River Highway was made by the State Highway Department during 1918. Beginning at the John Day River near its mouth the line follows up the Columbia River paralleling the O.-W. R. & N. Railway and ends at Arlington. The total length of the survey is twenty-three and ninety-six one-hundredths miles. The plans for the eight and sixty-eight one-hundredths miles section from Arlington to Blalock have been completed but there are revisions to be made in the remainder of the line owing to right-of-way encroachments upon the railroad property.
This survey was made under the direction of C. A. Harrington and B. H. McNamee, locating engineers for the State Department.
GRANT COUNTY
Grant County lies in the mountainous section of the State and its limits on three sides, north, east and south follow water sheds. The general slope of the lands and direction of the drainage is toward the west but even here the country is of such rugged character that no natural passageways are found to relieve the isolated condition. The roads in all directions are very rough and of little economic value to the County. The narrow gauge railway leading from Baker to Prairie City serves the whole County for both passenger and freight traffic.
It is readily seen that the call for improved roads for these settlements is an urgent one. To meet the demands for transportation facilities the County has made a very creditable showing towards financing highway improvements. In November 1916 a bond issue was voted providing $140,000.00. The mileage is so great however, and the construction so heavy and expensive, that County funds available for permanent work are altogether inadequate.
Grant County was among the first to apply for State and Federal aid and its call did not go unheeded. The State Highway Commission drew heavily upon its first apportionments of Post Road Funds in order to provide a connecting road between Spray and Dayville through the Big Basin and Picture Gorge. The co-operative plans provide also for the improvement of the John Day-Prairie City sections.
Two sections of the John Day Highway in this County aggregating thirty-one and thirty-one hundredths miles in length have been definitely established by location surveys, an additional location is to be made in the near future. In November the State Highway Commission received bids for the grading and macadamizing of that section of the John Day Highway between Hall Hill and Prairie City. The cost of this work is to be defrayed by State and Government funds in equal amounts.
Funds have been set aside by the Commission for the matching of Federal and County funds in the construction of the John Day Highway between the Grant-Wheeler County Line and Dayville. This is a portion of Post Road Project No. 6 extending from the mouth of Sarvice Creek, Wheeler County to Valades Ranch, Grant County. The project covers a total of forty-eight and ninety-five hundredths miles, twenty-three and forty-five hundredths miles of which are in Grant County. The appropriations for the improvement are apportioned as follows: Grant County, $50,000.00; State, $93,871.20; Government, $93,871.19. Total estimated cost, $237,742.39.
The Department has also appropriated funds for the grading and macadamizing of that section between the town of John Day and Fisk Creek, seven and four-tenths miles east of the town. The total estimated cost of the work is $145,051.50, which amount is to be supplied in equal amounts by the State and Government. The improvement from John Day to Prairie City is listed for early completion owing to an urgent request from the War Department to keep the road in condition for hauling chrome ore.
The following summary shows State and Federal aid to be extended Grant County during the next season.
Appropriated for expenditures in 1919 State Funds County Funds Govern- ment Funds Total
Hall Hill to Prairie City $ 19,493.95 ... $ 19,493.95 $ 38,987.90
Wheeler County Line to Valades Ranch 93,871.20 $ 50,000.00 93,871.19 237,742.39
John Day to Fisk Creek 72,525.75 ... 72,525.75 145,051.50
Hall Hill Section—Grading and Macadamizing
In July of this season the Grant County Court turned over to the State Departments funds for the improvement of certain sections between John Day and Prairie City. The Hall Hill Section, three and five-tenths miles in length, received first attention as it was much in need of repair. The grading is almost completed and gravel macadam is laid on two and twenty-four hundredths miles. There has been expended on this work up to November 30, $39,000.00, and approximately $11,000.00 will be required for completion of the same. County funds will be supplied to finish this section. State forces and local labor are being employed on this work under the direct supervision of C. A. Harrington, resident engineer for the Department. In addition to the grading and macadamizing this work involves the construction of a 100-foot span bridge over the John Day River.
SUMMARY OF CONSTRUCTION QUANTITIES
Excavation—5,300 cu. yds. solid rock; 4,100 cu. yds. intermediate; 10,300 cu. yds. common. Pipe—70 lin. ft. 18-inch; 150 lin. ft. 24-inch; 120 lin. ft. 9-inch.
Survey of Big Basin Section of John Day Highway
In 1917 a location survey was made from the Grant-Wheeler County Lines east of Spray to Valades Ranch, five miles west of Dayville. The line crosses the North Fork of the John Day River at Kimberly’s Ranch and follows up the Big Basin Valley along the east bank of the John Day River. A crossing is made near the upper end of Big Basin and the line follows the west bank of the river through Picture Gorge Canyon. On leaving Picture Gorge the line enters the John Day Valley, and continues on the west side of the river to Valades Ranch where the project ends. Valades Ranch is five miles west of Dayville. This is a portion of the Sarvice Creek-Valades Ranch Post Road Project and the Grant County section is twenty-three and forty-five hundredths miles in length. This survey was made under the direction of R. H. Coppock, locating engineer.