Chapter 423: , Laws of 1917, the Secretary of State is directed to (4)

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 | By | By | Total
| State | County | Federal |
| | | Govt. |
----------------------+-----------+-----------+----------+-----------
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 | 5,650.28| 74,349.72| ... | 80,000.00
Macadam | | | |
Oakland-Yoncalla | 17,565.28| 83,530.84| ... | 101,096.12
Grading | | | |
Myrtle Creek-Dillard | 120,000.00| ... | ... | 120,000.00
Grading | | | |
Canyonville-Galesville| 94,000.00| 23,000.00| 94,000.00| 211,000.00
Grading | | | |
Umpqua River Bridges | 45,500.00| ... | ... | 45,500.00
+-----------+-----------+----------+-----------
Total |$299,927.95|$198,000.00|$94,000.00|$591,927.95
----------------------+-----------+-----------+----------+-----------

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

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.

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 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 | State | County |Government| Total
expenditures in 1919 | Funds | Funds | Funds |
-----------------------+----------+----------+----------+-----------
Hall Hill to Prairie |$19,493.95| ... |$19,493.95|$ 38,987.90
City | | | |
Wheeler County Line to | 93,871.20|$50,000.00| 93,871.19| 237,742.39
Valades Ranch | | | |
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.

Survey of John Day Highway From John Day to Prairie City

In 1918 a location survey was made from the town of John Day to Prairie City. The line follows the south limit of the valley east from John Day for eight and five-tenths miles and crosses the river to the north side of the valley at the bridge site on the present road. It continues thence along the north side of the valley to Prairie City. The length of this survey is twelve and seventy-four hundredths miles.

C. A. Harrington and R. H. Coppock were the locating engineers on this section. The office work for this survey is finished and plans are complete.

Sarvice Creek-Valades Ranch Port Road Project

(Same as for Wheeler county)

John Day-Fisk Creek Post Road Project

The State Highway Department has submitted to the Government for the purpose of securing Post Road aid, that section of the John Day Highway between John Day and Fisk Creek. This project is five and seventy-two hundredth miles in length and the total estimated cost is $145,051.50. The co-operation is to be on the basis of fifty per cent of the cost from each the State and Government.

Assurance has been received that the project will receive the support of the Government and it is expected that construction work will begin in the near future.

Hall Hill-Prairie City Post Road Project

The Office of Public Roads has approved the application for Post Road aid on the John Day Highway between Hall Hill and Prairie City. The length of this project is two and fourteen hundredths miles. The total estimated cost is approximately $39,000.00. The road is to be graded and surfaced with gravel macadam. This improvement involves also the construction of a fifty foot span bridge near Prairie City. The apportionment of the costs provide for the payment of $19,500.00 by each the State and Government.

Bids were received for this work on November 27 and a contract for the construction was later awarded Kern & Co. of Portland, Oregon. Work will begin in a short time and the bid price for this improvement was $38,987.90.

HARNEY COUNTY

Roads in Harney County are few in number, but the combined mileage of these few is enormous. Fortunately a large portion of the County roads are good most of the year, but during the winter season communication by the valley roads is usually extremely difficult.

Highways are of extreme importance in this County owing to the scarcity of railroads. The value of improved highways is fully appreciated by the people and a very creditable beginning has been made on the roads in the vicinity of Burns. However, County funds are entirely inadequate for the carrying out of a road building scheme of any magnitude.

The State Highway Commission extended aid in 1918 to the amount of $20,000 which appropriation calls for a like amount from the Federal Government. The County joins in the co-operative work to the amount of $8,000.00. This makes a total of $48,000.00 for a beginning. Present plans provide that work shall start early in 1919.

Additional support was secured from the State in the forms of surveys. Approximately nineteen miles of the Central Oregon Highway within Harney County was surveyed in 1918.

Survey of Central Oregon Highway--Burns-Experimental Farm Section

During 1918 the State Highway Commission surveyed a six mile section of the Central Oregon Highway leading east from Burns and past the Government experimental farm. This project begins one and one-half miles east of Burns and ends two miles east of the experimental farm. The plans for this survey are practically completed. This survey was made under the direction of H. B. Wright, locating engineer.

Sage Hen to Burns Section Survey

This is also a section of the Central Oregon Highway and is ten and thirty-nine hundredths miles in length. The line begins near Sage Hen Creek and parallels the present road into Burns, with a considerable saving in distance. This survey was made at the request of the County authorities in order that some improvements they have planned may be placed upon a permanent location. H. B. Wright was locating engineer on this survey.

Glass Butte Section Survey

This is a portion of the survey between Rolyat in Deschutes County and One Hundred Mile Road in Harney County. Fifteen and six-tenths miles are in Deschutes County and fifteen in Harney County. This survey was made at the request of the Counties in order that local funds may be expended on a permanent location. The present road through Glass Butte section between Rolyat and One Hundred Mile Road is in poor material and much longer than necessary. Local plans provide for the opening of the new road as soon as practicable. H. B. Wright, locating engineer for the State Department directed the surveying of this line.

Reconnaissance Survey Burns to Vale

In April, 1918, the State Highway Department made a reconnaissance survey over the route from Burns to Vale. All possible routes were covered in the survey and reported upon fully to the State Highway Engineer and the Commission. The investigation resulted in the establishing of the route from Burns direct to Crane and down the Malheur River through River Side, Juntura, Harper and Vale. This survey was made by M. O. Bennett, division engineer for the State Highway Department.

HOOD RIVER COUNTY

Grading--Cascade Locks to Hood River

That section of the Columbia River Highway from the Multnomah County Line to Hood River passes through the narrowest part of the Columbia River Gorge through the Cascade Range. The steep river banks rise directly up from the water's edge for a large part of the distance, so the space for both railroad and highway is necessarily restricted. At many points, the right of way of the railroad and highway is contiguous and construction under these conditions involved extremely heavy work which added materially to the cost.

Previous to 1915, there was no road through the County, but from the proceeds of a bond issue of $75,000, the County built on State standards a roadway to connect the uncompleted portions. In 1915, the State built about one mile, including the Mitchell Point Tunnel, one of the many scenic features of the Columbia River Highway. One mile of pavement adjoining the Multnomah County pavement was built in 1916 by Mr. S. Benson.

There remained about fourteen miles which require improvement, and on August 7, 1917, contracts were awarded to A. D. Kern for grading of these remaining sections to bring to standard grade and alignment. This improvement eliminated Ruthton Hill, with its narrow, steep grades, three railroad crossings, a narrow, steep grade near Wyeth and the improvement through the village of Cascade Locks to the end of the pavement. The work was divided as follows: Cascade Locks Section, 8.2 miles; Viento Section, 3.6 miles; Ruthton Hill Section, 4.2 miles. These contracts were completed in September, 1918. Due to the close proximity to the railroad tracks, the work required extreme care and watchfulness but was accomplished without accident and without delays to railroad traffic. The costs of construction for each of the three sections follows:

DETAILED EXPENDITURE STATEMENT--GRADING--CASCADE LOCKS SECTION

Engineering $ 8,744.41
Construction--General--
Common Excavation, 60,660 cu. yds. at 42c $25,477.20
Intermediate Excavation, 50,645 cu. yds. at
75c 37,983.75
Solid Rock Excavation, 44,500 cu. yds. at $1.15 51,175.00
Overhaul, per 100 lin. ft., 133,229 cu. yds. at
3c 3,996.87
12-inch Reinforced Concrete Pipe, 1,102 lin.
ft. at $1.75 1,928.50
18-inch Reinforced Concrete Pipe, 140 lin. ft.
at $2.25 315.00
24-inch Reinforced Concrete Pipe, 284 lin. ft.
at $3.00 852.00
30-inch Reinforced Concrete Pipe. 72 lin. ft.
at $4.25 306.00
Class A Concrete, 80.86 cu. yds. at $20.00 1,617.20
Class C Concrete, 32.43 cu. yds. at $14.00 454.02
Placing Reinforcing Steel, 3,197 lbs. at
.001/2 15.99
Catch Basins, 9 at $25.00 225.00
Extra Clearing and Grubbing, 5.79 acres at
$200.00 1,158.00
Extra Clearing, 4.13 acres at $100.00 413.00
Herman Creek Bridge--
Class A Concrete, 137.61 cu. yds.
at $20.00 $2,752.20
Class C Concrete, 3.57 cu. yds.
at $14.00 49.98
Reinforcing Steel (Placing) 23,000
lbs at .001/2 115.00
Reinforcing Steel furnished by State 1,394.32
Removing old bridge and constructing
temporary bridge 426.00
Wet excavation for piers 664.86
Concrete toe wall to protect fill 1,547.98
Railing 438.72
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Total cost of Herman Creek Bridge 7,389.06
Gorton Creek Bridge--
Excavation for piers $ 483.44
Class A Concrete, 90.85 cu. yds.
at $20.00 1,817.00
Placing Reinforcing Steel, 7,378
lbs. at .001/2 36.89
Reinforcing Steel furnished by State 447.27
Railing 224.29
Rip-rap 145.01
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Total cost of Gorton Creek Bridge 3,153.90
Force Account Work as Follows--
Construction and Removal of temporary bridge
over Dry Creek 15.78
Removing Slide from O.-W. R. R. & N. Tracks 95.59
Gravel Surfacing--End of Pavement to Cascade
Locks 2,418.55
Railing for Viento Creek Bridge 106.11
Excavating in water and placing Corrugated Iron
Pipe 57.92
Excavation and placing drain tile in wet cuts 150.63
Excavation and placing box drain for form
crossing 10.44
Riprap on slope to keep fill off O.-W. R. R. &
N. Right of Way 177.29
Water pipe and private road crossing 40.16
Sinking test holes in gravel pit at Cascade Locks 24.93
Road crossing for Herman Creek Ranger Station 167.38
Hauling dirt to cover boulders 264.40
Placing concrete pipe 59.03
Flagmen guarding track (Contractor's force) 1,234.83
Miscellaneous Construction Items Paid Direct by State--
Replacing Fence 18.75
Reinforcing Steel for Concrete Culverts 193.77
Concrete Pipe furnished by State 71.50
Moving Building in Cascade Locks 1,400.00
Guarding O.-W. R. R. & N. Tracks (Ry. Co. Force) 1,343.69
Guarding Western Union Telegraph Line 498.01
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Total Construction Cost $144,809.25
Grand Total Cost of Job 153,553.66
Deduction for Rental of State Cars and Track 648.81
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Total Cash Expenditure $152,904.85

DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918--GRADING AND BRIDGES--VIENTO SECTION

Engineering $ 4,513.24
Guarding O.-W. R. R. & N. Tracks 976.47
Guarding Western Union Telegraph Lines 184.64
Diverting Flume Lines 936.37
Reinforcing Steel Furnished by State 257.79
Contract Work as follows:
Common Excavation, 9,480.4 cu. yds. at 39c $ 3,697.35
Intermediate Excavation, 32,654.9 cu. yds.
at 70c 22,858.43
Solid Rock Excavation, 54,031.9 cu. yds. at
$1.10 59,435.09
Overhaul, per 100 lin. ft., 82,711 cu. yds. at
3c 2,481.33
12-inch Reinforced Concrete Pipe, 622 lin. ft.
at $1.75 1088.50
18-inch Reinforced Concrete Pipe, 304 lin. ft.
at $2.25 684.00
Class A Concrete, 62 cu. yds. at $20.00 1,240.00
Class C Concrete, 20.8 cu. yds. at $14.00 291.20
Placing Reinforcing Steel, 3,928 lbs. at .001/2 19.64
Rubble Masonry, 12 cu. yds. at $7.00 84.00
Catch Basins, one at $25.00 25.00
Gravel Backfill in Rock cut (Force Account) 181.77
Repairing Lindsay Creek Bridge (Force Account) 149.92
Private Road Approach (Force Account) 168.30
Clearing Rock from Mitchell Point Tunnel (Force
Acc't) 93.94
Viento Creek Bridge--
Class A Concrete, 62.7 cu. yds. at
$20.00 $1,254.00
Placing Reinforcing Steel, 3,800 lbs.
at .001/2 19.00
Excavation for Footings (Force Account) 128.27
Material furnished by State 249.70
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Total Cost of Viento Creek Bridge 1,650.97
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Total Cost to November 30, 1918 $101,017.95
15 per cent Retained of Total Amt. ($93,899.74) Earned
by Contractors 14,084.96
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Total Paid Amount to November 30, 1918 $ 86,932.99

DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918--GRADING RUTHTON HILL SECTION

Engineering $ 4,074.19
Material furnished by State for Concrete Half Viaduct 200.50
Guarding O.-W. R. R. & N. Tracks 804.57
Contract Construction Work as follows:
Common Excavation, 2,669.5 cu. yds. at 39c $ 1,041.10
Intermediate Excavation, 17,109.4 cu. yds.
at 70c 11,976.58
Solid Rock Excavation, 79,213.3 cu. yds. at
$1.05 83,173.96
Overhaul per 100 lin. ft., 19,500 cu. yds. at 3c 585.00
12-inch Reinforced Concrete Pipe, 536 lin. ft.
at $1.75 938.00
18-inch Reinforced Concrete Pipe, 140 lin. ft. at
$2.25 315.00
Class C Concrete, 15.4 cu. yds. at $14.00 215.60
Rubble Masonry, 30 cu. yds. at $7.00 210.00
Force Account--
Connecting road with Morton 285.50
Covering sharp rocks with clay 106.48
Reinforced Concrete Viaduct at Ruthton Hill 1,362.51
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$100,209.73
Less 15 per cent retained pending completion of
contract 15,031.46
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Total payments to contractor to Nov. 30, 1918 $ 85,178.27
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Total expended to November 30, 1918 $ 90,257.53

Macadamizing--Cascade Locks to Hood River

On July 4, 1918, a contract was awarded to A. D. Kern of eighteen miles of gravel surfacing between Hood River and the Multnomah County Line on the basis of cost plus fifteen per cent on labor and supplies and twelve and one-half per cent on equipment; provided, that no percentage should be paid on any cost over $50,000. This work also includes the building of shoulders on the one mile of pavement built by S. Benson in 1916 adjacent to the Multnomah County Line. The gravel for this work was taken from pits at Cascade Locks, Herman, Sonny and Hood River, was loaded by steam shovels, screened at two of the pits and hauled by auto trucks. As a result there is now a gravel surface between Hood River and Cascade Locks. A total of 23,396 cubic yards was placed upon the road at an average cost of $2.88 per cubic yard which represents total cost of excavating, screening, hauling, spreading and rolling.

Hood River Bridge

The largest concrete bridge so far designed and constructed by the State Highway Department is that spanning Hood River near the city of Hood River. It consists of three arch spans 95 feet, center to center of piers, 110 feet of reinforced concrete approach on the Hood River side and a short approach on the opposite side.

As in other arch work of similar magnitude studied by the Department, it was found economical to support the arch superstructures on ribs instead of using rings extending clear across the roadway, and the open spandrel idea was carried out.

The concrete viaduct approach on the west side crosses three railroad tracks which govern the height of the bridge. In order to minimize this height through concrete girders were used, the girders projecting above rather than below the roadway slab.

The total cost of the structure complete will be about $48,000.00, of which Hood River County will contribute $8,000.00. The bridge was built under contract by Parker & Banfield. Mr. C. E. Carter was resident engineer on the work.

Herman Creek Bridge

This is a ninety-foot reinforced concrete viaduct on the Columbia River Highway near Cascade Locks. This structure was built by A. D. Kern in connection with the grading contract on the Cascade Locks section. The cost complete was $7,389.06.

Gorton Creek Bridge

This is a 50-foot reinforced concrete bridge at Wyeth on the Columbia River Highway. It was built by A. D. Kern under the grading contract for the Cascade Locks Section. The total cost was $3,153.90.

Hood River-Mosier Surveys

Contemplating construction of the Columbia River Highway between Hood River and Mosier to eliminate the high summit, narrow road bed, and excessive grades between these points the Department made very thorough surveys for this important project.

A survey had previously been made developing distance up the Hood River Valley and reaching a summit of 1,107 feet with a corresponding additional length required on the Mosier end, making a total distance of 10.7 miles.

Because of its length and high summit a lower route was considered and a survey was made adjacent to the railroad, using a portion of the old abandoned railroad grade, but involving extremely heavy construction at certain points where the line skirts the high bluffs. The summit on this route was only 160 feet and its length 5.8 miles. However, the railroad company was contemplating a revision in the alignment of their tracks on this section, as well as the construction of a second track, which would still further lessen the space available for a highway. Also taking into consideration the difficult nature of the work and the uncertain cost due to track protection in blasting operations and the limited conditions under which the work must lie done to avoid interference with the railroad traffic, this route was revised in favor of a route further away from the tracks up on the side-hill. The summit reached is 522 feet and the length of this line is 6.3 miles, which includes a development of 5 per cent grade at each end and provides for a 24 foot roadbed.

This adopted route is very scenic and affords a splendid view of the Washington shore, as well as a view up and down the river. The construction is very heavy, being located on steep side-hill slopes and at one point involves a tunnel 200 feet long. This project is divided by the County line, making 4.0 miles in Hood River County and 2.2 miles in Wasco County. This project will be placed upon the 1919 program.

JACKSON COUNTY

The Highway Department expended in Jackson County during 1917 and 1918 the sum of $86,619.88. The work accomplished with this amount consists of six and five-tenths miles of 16-foot crushed rock macadam in the Siskiyou Mountains, an undergrade crossing with the Southern Pacific Railway just north of Ashland, and 4,200 lineal feet of grading and paving north of Ashland. A survey has also been started on the Ashland-Klamath Falls Road about fifteen miles of which was completed before weather conditions made it necessary to discontinue field work until spring.

Ashland Hill Grading and Undercrossing

On account of a contemplated undergrade crossing with the Southern Pacific Railway, a stretch of 4,200 feet on the Pacific Highway just north of Ashland was left unpaved between Ashland and Medford when the balance of the distance between those points was paved in 1914. In 1917 arrangement was made between the County and Railway Company for the construction of this undercrossing and the State Highway Commission set aside funds to cover the cost of the 4,200 feet of grading in connection therewith.

The Installation of the undercrossing structure was handled by the Southern Pacific Railway Company. The grading was handled by the County grading forces under the supervision of the Highway Department. Mr. F. H. Walker acted as resident engineer. The grading was commenced on January 7, 1918, and completed August 1, 1918. The total cost of the grading was $9,768.88, and was paid entirely from State funds.

COST STATEMENT ASHLAND HILL GRADING

Industrial insurance $ 156.27
Grading, labor, teams, material, etc. 8,928.19
Explosives 102.08
Concrete drainage structures 14.70
Pipe culverts 287.03
Irrigation flume diversions 5.40
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Total $ 9,493.67
Engineering 275.21
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Total cost $ 9,768.88

Ashland Hill Paving

Bids were called for on August 6, 1918, for the paving of the Ashland Hill Section, but as no satisfactory bids were received the work was undertaken by the Highway Department with State forces. This section of paving is 4,200 feet in length, and the type of pavement laid is a 16-foot concrete, 51/2 inches thick at the sides and 61/2 inches thick at the center. The mixture was a 1:2:31/2, and a ratio of 5.6 gallons of water per sack of cement was used.

The average haul on material was 1.2 miles and hauling was done by means of trucks. The cement was shipped to the job prior to the beginning of construction and stored at convenient locations near the work.

A sixteen cubic foot Koehring mixer equipped with boom and bucket was used for mixing the aggregate. The pavement, after being struck off, was finished by the roller and belt method. The pavement first being rolled from two to four times depending on the condition of the concrete and later belted with eight and ten inch belts. The eight inch belt being used first. A very satisfactory surface was obtained in this manner.

Continuous forms were used on this work and 1/4x4 inch elastite joints were placed at 30 foot intervals, leaving approximately two inches of concrete above the elastite and giving the pavement the appearance of monolithic construction. It was found that a better riding pavement could be produced in this way as the inequalities at joints were eliminated and we believe that the use of this pavement will justify the adoption of this type on future work.

Gravel and crushed rock shoulders two feet wide were built on this section and the pavement was not covered while curing as the weather was cool and damp. However, the pavement was kept wet by sprinkling when necessary.

The crusher and roller on this work were furnished by Jackson County free of charge.

Mr. J. M. Baker was superintendent of construction on this work.

COST STATEMENT ASHLAND HILL PAVEMENT

4,200 feet 16' Concrete Pavement Built in 1918

Unit
Quantity Item Total Cost Cost
7682 sq. yds.--1:2:31/2 Concrete Pavement
Average Thickness 6" $14,117.56 $1.84
400 cu. yds.--Crushed Gravel in Shoulders 1,000.00 2.50
1000 pounds--Reinf. Steel 70.00 .07
2240 lin. ft.--Expansion Joints 89.60 .04
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Total Cost of Construction $15,277.16
Engineering 630.87
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Grand Total Cost $15,908.03

Siskiyou Mountain Macadam

During the 1917 season, 61/2 miles of broken stone macadam was constructed on the Pacific Highway in the Siskiyou Mountains. This macadam is sixteen feet in width, and extends from the California State Line to Siskiyou. It was constructed with State forces under the supervision of L. L. Clarke, construction superintendent. A total of 17,780 cubic yards of rock were crushed and placed on the road. The cost of the work complete was $56,252.98.

Survey--Ashland to Klamath Falls

On August 25, 1918, a location survey was started between Ashland and Klamath Falls. After a careful reconnaissance of the low passes, the route via Green Springs Mountain was chosen, as against the Dead Indian Summit, 500 feet higher.

Surveys were continued until November 30, when they were discontinued for the winter months. The present road is in such poor condition, that maintaining a locating party at work during the winter would be very expensive.

During the short time the party was in the field, 15.6 miles of location were staked, a six per cent grade from the summit of Green Springs Mountain toward Ashland being obtained, whereas the present road has many stretches over 20 per cent. Also, over a section between the Green Springs Summit and Jenny Creek, 9 miles to the south, a location has been obtained that will give for the greater distance, very cheap construction and the lightest of grades. This will be appreciated by all who have traveled the present rocky road with its series of bad grades.

This road is a very vital one to the Rogue River and Klamath Valleys. At present it is only passable during summer months for auto traffic, while a road built on standard line and grades would soon make it an all year highway.

There will be an enormous exchange of commodities between the two valleys when the road is constructed. It will make a three hour auto trip between Ashland and Klamath Falls, which now takes 81/2 hours by train via Weed, California.

The location will be resumed in the spring, and continued to Klamath Falls. Surveys have been in charge of Mr. J. H. Scott, locating engineer.

JEFFERSON COUNTY

Jefferson is the only county in Eastern Oregon that has not applied for State aid in some form. This County has been included in the State's general Post Road scheme and doubtless will receive early attention from the State Highway Commission.

The State Highway Commission has ordered a reconnaissance survey made from Kingsley and Tygh Valley in Wasco County south through the Warm Springs Indian Reservation into Jefferson County along the west side of the Deschutes River. This investigation will be made during the coming spring.

The County is traversed by The Dalles-California Highway which will be a very important road. The Antelope-Mitchell Highway also passes through the northeast corner of the County.

JOSEPHINE COUNTY

During the two year period covered by this report, a very marked improvement has been made in the Pacific Highway across Josephine County. During this time 8.2 miles, or more than one-quarter of the total mileage of this highway in the County, were completed on standard grades and alignment, eliminating some of the heaviest and most dangerous grades between Portland and the California Line. The work done by the State consisted of the grading of a 4.9 mile section between Wolf Creek and Grave Creek in the northern part of the County, and the grading of a one mile section, known as the Locust Hill Section, about three miles south of Grants Pass. The work done by the County consisted of 2.3 miles of grading between Locust Hill and the Jackson County Line. This County work was contracted under State Highway Department specifications and was engineered by the Department engineers.