Chapter 423: , Laws of 1917, the Secretary of State is directed to (5)

In addition to this construction work, location surveys were made over 23.6 miles of the Pacific Highway, completing the location across the County. These surveys were made in three sections: One from Wolf Creek to Grave Creek; one from Grants Pass to Grave Creek; and one from Wolf Creek to Stage Road Pass.

The total amount of money expended by the State in Josephine County during the fiscal years 1917 and 1918 was $77,998.14, and the amount expended by Josephine County under State supervision was approximately $8,500.00. Some considerable amount of work was also done by the County in grading just south of Grants Pass. While this work was not under State supervision, it was on the State survey and is standard as regards grade, alignment, cross-section, etc.

Grading--Wolf Creek to Grave Creek

To eliminate four very heavy grades on the Pacific Highway between Wolf Creek and Grave Creek in Northern Josephine County, the Highway Commission appropriated funds for the grading of a 4.9 mile section between those points. The contract for the work was awarded to the American Exploration and Construction Company of Grants Pass on November 6, 1917. This construction was practically all on steep side-hills, and as only a small part of the material to be moved was hard rock, the job was an ideal one for steam shovel operation and over fifty per cent of the total yardage was moved by this method. The work was handled by the contractors in a very creditable manner, and an excellent roadbed was secured.

The grading was completed on October 20, 1918. The width of roadbed is 20 feet and the maximum grade is 5 per cent. Mr. J. E. Nelson was in charge of the work as resident engineer.

It is expected that this section will be macadamized during the 1919 season.

DETAILED EXPENDITURE STATEMENT--GRADING--WOLF CREEK TO GRAVE CREEK

Engineering $ 4,872.94
Culvert Pipe furnished by State 3,846.45
Payments to Contractor for Work as follows:
Clearing and Grubbing $ 3,500.00
Common Excavation, 29,426 cu. yds. at .45 13,241.70
Intermediate Excavation, 21,258 cu. yds. at
.45 9,566.10
Solid Rock Excavation, 21,558 cu. yds. at
$1.25 26,947.50
Overhaul, per 100 lin. ft., 6,767 cu. yds.
at .02 135.34
12" Concrete Pipe, 1,077 lin. ft. at .55 592.35
18" Corr. Galv. Iron Pipe, 581.5 lin. ft. at .40 232.60
24" Corr. Galv. Iron Pipe, 162.5 lin. ft. at .50 81.25
30" Corr. Galv. Iron Pipe, 127.5 lin. ft. at .60 76.50
36" Corr. Galv. Iron Pipe, 166.5 lin. ft. at .75 124.87
Class "A" Concrete, 44.67 cu. yds. at $22.50 1,005.07
Class "C" Concrete, 66.72 cu. yds. at $18.00 1,200.96
6" Porous Drain Tile, 400 lin. ft. at .40 160.00
Trestle Timber, 45,968 f. b. m., at $45.00 2,068.56
Metal Reinforcement, 2,506 lbs. at .15 375.90
Extra Clearing, 1.75 acres at $100.00 175.00
Painting Railings on Coyote Creek and Dry Gulch
Bridges (Force Account) 74.94
Gravel Backfilling for Drain Tile (Force Account) 23.50
Culvert Pipe furnished by State 3,846.45
---------
Total Paid to Contractors 59,582.14
----------
Total Cost of Work $68,301.53

Grading--Locust Hill Section

To complete the grading of the Pacific Highway between Grants Pass and Rogue River, the Highway Commission set aside funds for the construction of the Locust Hill Section, a section one mile in length located about three miles south of Grants Pass. The contract for this work was awarded to Albert Anderson & Co. of Grants Pass, and the construction was completed about June 1, 1918.

The necessary engineering supervision of this work was given by Mr. J. E. Nelson, resident engineer of the Wolf Creek-Grave Creek Section.

DETAILED EXPENDITURE STATEMENT--GRADING LOCUST HILL SECTION

Engineering $ 162.88
Construction:
Clearing and Grubbing $ 125.00
Common Excavation, 692 cu. yds. at .53 366.76
Intermediate Excavation, 2,552 cu. yds. at .63 1,607.76
Solid Rock Excavation, 1,954 cu. yds. at $1.20 2,344.80
Overhaul per 100 lin. ft., 3,159 cu. yds. at .03 94.77
12" Plain Conc. Pipe, 168 lin. ft. at $1.00 168.00
--------
4,707.09
--------
Total Cost $ 4,869.97

County Construction--Locust Hill to Jackson County Line

In the Spring of 1917, the County Court of Josephine County requested the Highway Department to engineer for them the construction of 2.3 miles of grading on the Pacific Highway between Locust Hill and the Jackson County Line. Plans and specifications were prepared for this work by the Highway Department and it was let by the County Court in two units: one to Albert Anderson & Co., of Grants Pass; the other to S. S. Schell of Oakland, Oregon.

The construction engineering was handled by the State Highway Department under resident engineer H. C. Compton. The work was completed in September, 1917, the total cost to the County being approximately $8,500.00.

The final estimate to Albert Anderson & Co., was as follows:

FINAL ESTIMATE TO ALBERT ANDERSON--GRADING BETWEEN LOCUST HILL AND JACKSON COUNTY LINE

Clearing, lump sum bid $ 800.00
Common Excavation, 3,887.1 cu. yds. at .43 1,671.45
Intermediate Excavation, 3,931.3 cu. yds. at .63 2,476.72
Solid Rock Excavation, 650.0 cu. yds. at $1.15 747.50
12" Plain Concrete Pipe, 320 lin. ft. at .90 288.00
18" Plain Concrete Pipe, 78 lin. ft. at $1.45 113.10
24" Plain Concrete Pipe, 56 lin. ft. at $2.10 117.60
Class "C" Concrete, 14.94 cu. yds. at $14.50 216.63
6" Drain Tile, 100 lin. ft. at .22 22.00
Run-of-bank Gravel, 6 cu. yds. at $1.35 8.10
Overhaul, per 100 lin. ft., 730 cu. yds. at .02 14.60
----------
Total $ 6,475.70

Survey--Wolf Creek to Grave Creek

The old county road between Wolf Creek and Grave Creek on the Pacific Highway in Northern Josephine County, passed over two summits about 250 feet above the valley levels of Grave and Wolf Creeks, giving four long, heavy grades, in some places the grade being as high as 25 per cent. These two summits were about one mile apart, and the nature of the ground was such that support could be had for a practically level grade between the two.

With a view to locating this level grade between the summits and developing five per cent grades down the sides, a preliminary survey was made in October and November, 1916, under the direction of Mr. S. H. Probert. This survey was worked up in the office during January and February, 1917, and in July, 1917, the projected location was staked on the ground by Mr. C. C. Kelley, locating engineer.

The length of the survey was 4.9 miles, the terminal points being about three-quarters of a mile east of Wolf Creek Post Office and about three-quarters of a mile west of the Grave Creek Bridge.

The construction of this section, which was undertaken in the fall of 1917, is described in another article in this report.

Survey--Wolf Creek to Stage Road Pass

This survey begins about three-quarters of a mile south of the Wolf Creek Post Office and follows, in a general way, the present county roads into the town of Wolf Creek and from Wolf Creek to a point about two miles south of Stage Road Pass. At this point it connects with a survey made by the Highway Department in 1915, and which is the location survey for a five per cent grade down from State Road Pass, which pass is on the line between Douglas and Josephine Counties.

The length of the survey from east of Wolf Creek to the connection with the previous survey is 2.5 miles. It was made in July, 1917, under the direction of Mr. C. C. Kelley, locating engineer.

Survey--Grants Pass to Grave Creek

To complete the location of the Pacific Highway across Josephine County, a survey was made in 1917 between Grants Pass and Grave Creek. This survey follows, in a general way, the present road between those points, deviating from it only where improvements in alignment or grade can be secured. The most important feature of this location is that it is on a five per cent grade over the Sexton Mountain Summit. The total length of the survey is 17.2 miles. Mr. C. C. Kelley was in charge of the work as locating engineer.

KLAMATH COUNTY

In Klamath County the work of the Highway Commission to date has been limited to surveys.

A careful reconnaissance has been made from Klamath Falls to Bend, Klamath Falls to Olene, and Klamath Falls to Ashland. Funds were limited for more extensive surveys during 1918, but the location from Ashland to Klamath Falls (see Jackson County report) was started and will be continued to Klamath Falls in 1919.

A short section between the Klamath Falls City Limits, through Pelican City to a connection with the existing road to Bend was located by the Highway Department in August, 1918, and stakes set for 7,500 feet of grading. This section has since been graded and covered with a cinder surface by the County.

State surveys in this section were in charge of J. H. Scott, locating engineer.

LAKE COUNTY

Grading and Macadamizing Between Lakeview and Paisley

In 1917 the State Highway Commission appropriated funds to assist the County with the grading and macadamizing of a section of the Lakeview-Paisley Road through Crooked Creek Canyon. This work was handled by the County, and the total amount of State funds expended was $15,391.67. The work done consisted of 6.4 miles of grading and 4.0 miles of rock surfacing.

LANE COUNTY

Macadam--Latham to Divide

In 1917 State aid was given to Lane County in the amount of $6,099.86. This money was used in macadamizing the Pacific Highway between Latham and Divide. The work was handled by County forces under the supervision of H. W. Libby, county roadmaster.

Divide Overcrossing

For the elimination of the dangerous grade crossing of the Pacific Highway with the Southern Pacific Railway at Divide, the Highway Department made surveys and prepared plans for an overhead crossing at that point. The Public Service Commission of Oregon ordered that this overhead crossing be built, forty per cent of the cost to be paid by the Railway Company, thirty per cent by the State and thirty per cent by the County.

Bids were received for the construction of the structure and approach fills on September 10, 1918, but before work was begun, the United States Highways Council ordered that construction be delayed until after the war on account of the shortage in steel and cement. Work will, therefore, not be undertaken until the 1919 season.

The structure designed for this overcrossing is a three span reinforced concrete viaduct, providing clearance for the double tracking of the railway. The cost of the structure and the approach fills is estimated to be $19,500.00. In connection with this, about 1.3 miles of new grade must be built to connect with the present road, no part of the cost of which will be shared by the Railway Company. This grading is estimated to cost $9,000.00. As soon as the grading is completed, it will be macadamized by the Highway Commission.

Survey--Goshen to Cottage Grove

In June, 1917, a survey was made from Goshen to a connection with the Pacific Highway south of Cottage Grove. This survey is on the east side of the Southern Pacific Railway from Goshen to Creswell, crosses the railway at grade at that point, and continues on the west side all the way to Cottage Grove, closely following the Southern Pacific alignment the entire distance. The total length of the survey was 18.2 miles. Mr. C. C. Kelley was the locating engineer in charge.

LINCOLN COUNTY

Pioneer Mountain Grading

In 1917, the State Highway Commission extended State aid to Lincoln County in the grading of a one mile section of the Corvallis-Newport Road. This section is in the vicinity of Pioneer Mountain, and is known as the Pioneer Mountain section. The grading was handled by County forces and the total amount of State funds expended was $2,054.05.

Bridge Surveys

In May, 1918, surveys were made by the Department for two large bridges in Lincoln County. One of these was for a bridge over Alsea River near Waldport and the other was for a bridge across the Yaquina River at Toledo. At the present time the only means of crossing the streams at these points is by ferry.

For the Alsea River Crossing a 264 foot bridge has been designed and is now under construction by Curtis Gardner, Bridge Contractor. This bridge consists of one 144 foot medium traffic wood span and 120 feet of wood trestle. The total cost of the structure will be approximately $10,000.00. The construction is under the supervision of the Highway Department, but is being paid for by Lincoln County.

The design has not yet been prepared for the bridge at Toledo, but the total length of the bridge will be about 3,000 feet.

Neskowin-Salmon River Survey

In June, 1918, a survey was made between Neskowin in Tillamook County and Salmon River in Lincoln County. This survey was of a preliminary nature and was made to determine the feasibility of a road between these points. It was found that a five per cent grade could be obtained, but that owing to the extremely rugged nature of the country, a road of standard width and on a standard alignment would be so expensive as to be impracticable at this time.

The total length of the survey was eight miles. Mr. J. H. Scott was in charge of the work as locating engineer.

LINN COUNTY

Albany-Jefferson Survey

A survey of the Pacific Highway between the Marion County Line (Santiam River) and Albany, was made in December, 1917, and a definite route between these two points adopted. In a general way the located route follows the present road. Near the Jefferson end, however, the new location cuts across the property of E. M. Miller, paralleling the Southern Pacific tracks with a net saving of 1,600 feet in distance over that of the present road. Near Miller Station the line again leaves the old road, eliminating four dangerous right angle turns by cutting diagonally across. The new location also provides for the elimination of the present grade crossing on the W. E. Fisher property by means of an overhead crossing just north of the grade crossing.

For the first one-half mile south of the Santiam River Bridge it will be necessary to materially raise the grade of the present road as it is considerably below high water, and therefore subject to overflow. It will also be necessary to construct a few low bridges on this section to provide waterways for flood waters.

It is expected that the Albany-Jefferson Section will be graded and paved during the 1919 season.

MALHEUR COUNTY

Malheur County is an important highway center. It is most favorably situated with respects to highways in Eastern Oregon, in that it serves as a common junction point for the Old Oregon Trail, John Day Highway and Central Oregon Highway. A fourth highway will enter the County from Nevada leading from Winnemucca north through Jordan Valley.

Malheur County is fairly well equipped for road work and has already made a most creditable showing. All the people are good roads boosters, having learned the value and necessity of improved roads. This was proven by their voting a $20,000.00 bond issue at the recent election. The purpose of this fund is to meet the State and Federal appropriation of $80,000.00.

In area, Malheur County is an empire in itself. The natural result is an extra large mileage of roads, and many of them run through mountainous districts. To improve only the main highways in Malheur County is a huge undertaking.

The State Highway Commission fully realizes the inability of most of the counties in Eastern Oregon to cope with the situation and has determined to extend aid in every manner possible. That State aid may be substantial and a benefit to all the counties, the Commission is making an urgent call for more State funds.

In Malheur County near Brogan a 9.85 mile section of the John Day Highway has been surveyed by the State Highway Department. The Commission has set aside $20,000.00 for the construction of this road and an equal amount is requested from the Government. The County has appropriated $13,958.00 for the purpose of co-operating in this construction.

State funds to the amount of $20,000.00 have been set aside for the improvement of a 6.76 mile section of the Central Oregon Highway. This section extends from Vale 6.76 miles west to Burrell's Ranch. The Government is requested to share in the cost in amount equal to the sum given by the State. The County's share in this project will be $14,420.00.

The following statement shows the amounts appropriated for expenditure in 1919:

State County Government
Section Funds Funds Funds Totals
Cow Valley-Brogan $20,000.00 $13,958.00 $20,000.00 $53,958.00
Section
Burrell-Vale Section 20,000.00 14,420.00 20,000.00 54,420.00

Both of the above mentioned sections are Post Road Projects. Negotiations with the U. S. Public Roads Office are under way for the grading of the Cow Valley-Brogan Road, and the Burrell-Vale Project will be submitted within a short time. It is hoped construction will begin early in 1919.

Survey of John Day Highway--Cow Valley-Brogan Section

During October and November, 1918, the State Highway Commission made a location survey of a 9.85 mile section of the John Day Highway between Cow Valley and Brogan. The line follows in the direction of the present road, but marked departures from the location were made in several places. Plans for this work are about fifty per cent complete. R. H. Coppock, locating engineer for the State Department, was in charge of this work.

Survey of the Central Oregon Highway--Burrell Ranch-Vale Section

A survey is in progress on the section of the Central Oregon Highway between Burrell's Ranch and Vale. This line will follow along near what is called the Post Hill road, and will be about seven miles in length. Immediately upon completion of the field work, the plans will be rushed in order that early action may be taken by the U. S. Office of Public Roads. The State Commission's 1919 construction program includes this section.

The survey is in charge of R. H. Coppock, locating engineer.

Reconnaissance Survey of Central Oregon Highway and Jordan Valley Road

During April, 1918, a reconnaissance survey was made by M. O. Bennett, division engineer, for the Department, over the routes between Burns and Vale for the purpose of establishing a definite route for the Central Oregon Highway. This investigation resulted in the choice of the river route by the State Highway Commission. The route as selected goes direct from Burns to Crane, thence down the Malheur River through Riverside, Juntura and Harper to Vale.

In November, 1918, a reconnaissance survey was made by the State Department for the purpose of establishing the most feasible route between Jordan Valley and Vale and Ontario. This report has not yet been submitted to the Commission, but the findings seem to favor the Sucker Creek Route. This survey was made by Manche O. Bennett, division engineer.

MARION COUNTY

Salem-Aurora Paving

One of the first paving projects to come up for consideration by the State Highway Commission was that of the Pacific Highway between Salem and Aurora in Marion County. Upon investigating this project, it was found that rural mail was carried over practically the entire distance between Salem and Aurora. This fact made the improvement of this road subject to Federal Aid, and as very few sections of State Roads west of the Cascade Mountains will qualify for Federal Aid, it was considered advisable to use some of the Federal money available to the State in the improvement of this section.

With a view to securing the approval of this project by the Federal Office of Public Roads, and to undertaking the construction during the 1918 season, the necessary surveys were made in January and February, 1918, and the plans submitted to the Office of Public Roads in March, 1918. The final approvement by the Government was received June 15, 1918, and on June 25 proposals for the construction were received and opened. The lowest bid received was from Warren Construction Company, Portland, Oregon, but as it was in excess of the State Highway Engineer's estimate, and in excess of the available funds, all bids were rejected.

The work would have then been started by the Highway Department with State forces, but it was just at this time that the shortage of labor, materials, transportation facilities, etc., became serious, and the Federal Government called for curtailment of road construction, and the Highway Commission was forced to order the discontinuance of preparation for this paving, as well as for all other proposed work in the State.

Now, that Peace is in sight, there is every reason to believe that the Highway Commission will order that construction begin on the Salem-Aurora Paving at the very earliest date, and its completion may be looked for during the 1919 season.

This paving is to be sixteen feet wide with a two-foot rock shoulder on each side. The type will depend upon the bids received. The paving will start about four miles north of the city limits of Salem and extend to the Marion-Clackamas County Line, just north of Aurora, the total length being eighteen miles. It is estimated that this work will cost $360,000.00.

The Salem Bridge

The new bridge over the Willamette River at Salem, designed and built under the supervision of the State Highway Department, is one of the largest strictly highway bridges erected in the United States in 1918. This structure has a total length of 2,220 feet, and consists of 352 feet of reinforced concrete approach on the Marion County end, six steel spans over the river aggregating 885 lineal feet, and 780 feet of high class pile trestle approach on the Polk County end.

To provide for the river navigation, the U. S. Engineers required a minimum horizontal clearance normal to the channel of 120 feet and a vertical clearance of at least sixty-six feet above low water, in case a high level type of bridge were adopted. After careful study it was decided to construct a high level bridge of the deck type, and to carry the pony channel span on cantilevers projecting from the adjoining spans, giving an arch effect over the channel. By this type of construction, a clear distance of about 145 feet between channel piers was obtained.

To minimize the cost of fabrication and erection of steel, four spans were made practically the same. The east span was necessarily shorter than the typical ones, since otherwise it would place the channel opening too far across the river. This span is not so deep as the adjoining one, and the difference in height is made up by means of a rocker under the small span, which, of course, also serves the purpose of movable shoes. The channel span rests on cast steel rockers on one end, which are carried by a shelf on the cantilever panel. The opposite end of the span was pin connected.

Previous to the design of the bridge, wash borings were made, which indicated in a general way that the bed of the stream was composed of a few feet of gravel, underlaid with sand for a considerable depth. It was accordingly decided to carry the foundations down below the probable point of future scour, and carry the loads entirely upon piling. The two channel piers were sunk about thirty-five feet below low water.

The west approach is carried on fir piling treated in an open vat with carbolineum to a temperature of about 220 degrees F.

Lumber being comparatively cheap, the entire roadway deck of the bridge and wooden approach is composed of fir, three by seven inches and twenty-six feet long on edge, spiked together, thus projecting a foot outside the curb on either side, the roadway being twenty-four feet between curbs. An asphaltic wearing surface three and one-half inches thick effectively waterproofs the wood, and the small interstices between the pieces will allow sufficient circulation of air to preclude any possibility of attack of dry rot. The ends of the floor members were painted with hot carbolineum, as were also the wooden members contiguous to openings in the floor occasioned by expansion joints between spans.

The two five-foot concrete sidewalks are carried on brackets beyond the trusses. The curbs serve as reinforced concrete beams to carry half the sidewalk load to the trusses, there being small concrete struts extending up from the top of the top chords at panel and midpanel points. Between the bottom of the curb and the top of the wooden floor is a three-quarter-inch cushion of "Sarco." Since the bridge is on a grade, it was necessary to precast this in sheets the width of the curb. When the material hardened, it was rolled up in convenient lengths and placed. It will thus be possible in the future to renew the wooden floor with comparatively little difficulty, although it is believed that the wood floor base, protected as it is now, should last at least fifty years.

On account of the rather extreme length for pony trusses of the channel span, 123 feet between end pins, it was decided to tie the trusses together, and this was accomplished by means of two arched lattice struts placed each twenty feet and six inches from the center of the span.

A final coat of battleship gray paint was applied to the steel work, and has evoked considerable favorable comment, being an innovation from the black paint commonly used in this part of the country.

The bridge was built by the Coast Bridge Company and Robert Wakefield of Portland. The cost of the structure complete was $250,000.00, of which Marion County paid approximately $200,000.00 and Polk County $50,000.00.

The engineering cost for the work is remarkably low. It includes surveys, borings, inspection of cement and steel fabrications, resident engineer's salary, cost of design, blue prints and supplies and stenographic work, and amounts to $4,600.00, or about one and eight-tenths per cent of the total cost.

Surrey--Salem to Jefferson

A reconnaissance between the city limits of Salem and the Linn County Line (Santiam River) just south of Jefferson, was made in the spring of 1918, and the following facts developed, as regards the comparison of three possible routes between these points:

Via Turner and Marion:
Length, 22.5 miles.
Railroad grade crossings, 5 with main line of Southern Pacific.
Bridges, 9.
Overflow, long stretches.
Light grades--very little rise and fall.

Via Liberty and Ankeny Hill:
Length, 18.6 miles.
No railroad crossings.
Bridges, small.
Undulating steep grades--heavy work to cut to 5 per cent or
extensive alignment changes involving added distance.
New right of way required through valuable orchard property.
Present road macadamized or graveled entire length.

Jackson Hill Route:
Length, 17 miles.
No railroad crossings.
Bridges, small.
Five per cent grades.
Good alignment. Low summit obtained by alignment change going
to the east of Jackson Hill, involving two miles of new
construction.
Right of way required--unimproved except in one instance.
Direct route.
Present road macadamized or graveled except for five miles.

A detailed survey was made over this so-called Jackson Hill route, and its advantages caused the Highway Commission to adopt it as the route of the Pacific Highway between these points. It is estimated the cost will be $109,000.00 to complete the subgrade, and it is expected this project will be commenced in 1919.

MORROW COUNTY

In Morrow County there are found all classes of conditions affecting roads and highway improvement. In some parts of the County there are good natural roads, while in other sections they are extremely poor. As in most other Eastern Oregon Counties, Morrow County has to wrestle with the problem of maintaining a large road mileage with a constant shortage of road funds. Highways are of extreme importance, as there are large agricultural communities that have no railway connections.

During the past two years the highway movement in Morrow County has experienced a wonderful growth. County authorities have broken the bonds of established custom, and have made a most creditable beginning in highway improvement. Although they have been supported by special road taxes, in most of the districts the available funds are far from adequate.

The State Highway Commission early realized the importance of good roads in this County, and took steps to extend the State aid through the Post Road Fund. The plans failed when the U. S. Office of Public Roads found it impossible to co-operate on the projects in question. This failure was due to nonfulfillment of post road requirements. Additional State aid was extended through the provisions of the $6,000,000.00 fund, but the execution of these plans were delayed by war conditions. This fund is still available, and the State Highway Commission will begin work as soon as conditions will permit.

Morrow County has received favorable consideration from the Highway Commission in the matter of surveys, it being the only county in Eastern Oregon in which the total mileage of State roads has been surveyed. Those surveys cover the Columbia River Highway in the north end of the County, and the Oregon-Washington Highway via Heppner, Ione and Lexington.

The Columbia River Highway was first surveyed under the direction of M. O. Bennett, and later additional work was done by Oscar Cutler. This survey was 13.85 miles in length. R. H. Baldock was locating engineer on the Oregon-Washington Highway survey, which has a total length of 66.1 miles.

Heppner Grading--Oregon-Washington Highway

During 1918 Morrow County graded 2.26 miles of standard road adjacent to the town of Heppner. A 1.82-mile section begins at the west city limits of Heppner and extends down Willow Creek on the State survey. Another section extends from the east city limits up Hinton Creek for a distance of .44 miles.

The County paid the total cost of this improvement which required $5,689.19. The State Department supplied the engineering supervision for this work through R. H. Baldock, resident engineer.

Following is a statement of construction quantities:

HEPPNER EAST

Common Excavation, 1,190 cu. yds. at. 43 $502.53
Culverts 216.35
-------
Total $ 718.88

HEPPNER WEST

Common Excavation, 850 cu. yds. at .48 $ 407.01
Intermediate Excavation, 2,150 cu. yds. at $1.11 2,385.30
Culverts 2,178.00
---------
Total $ 4,970.31

Jones Hill Grading

The 3.22-mile section of the Oregon-Washington Highway known as the Jones Hill Grade, lies about ten miles east of Heppner, and extends over the divide between Hinton and Butler Creeks. The State location involved the construction of an entirely new road. This improvement was paid for in full by the County, the total cost being $25,050.26.

R. H. Baldock, resident engineer for the State Highway Department, was the engineer in charge.

Construction quantities are shown in the following statement:

Rock Excavation, 6,200 cu. yds. at $3.98 $ 18,504.26
Common Excavation, 7,300 cu. yds. at .59 4,350.00
Culverts 2,200.00
----------
Total cost $ 25,054.26

Heppner Macadam

After grading the 1.82-mile section of the Oregon-Washington Highway west of Heppner, and .44 miles east, Morrow County proceeded to surface with a standard waterbound macadam. This work was done on a force account basis by the United Contracting Co. and Warren Construction Co. The work was completed and opened to traffic in July, 1918.

The 2.26 miles of macadam cost the County a total of $19,280.35. A total of 4,208 cubic yards of rock was placed, making the unit cost $4.56 per cubic yard. Crushed trap rock was secured from a quarry near the city limits, and suitable binder material was found near at hand. The engineer in charge was R. H. Baldock of the State Department.

MULTNOMAH COUNTY

Although the assessed valuation of Multnomah County is more than thirty-five per cent of the total assessed valuation of the entire State, this County has renounced all claim to any share of the State Funds available for road purposes, and will construct and maintain in a high state of improvement, at its own expense, all State Roads within its boundaries. This liberal attitude of the people of Multnomah County is to be commended, and it makes available for expenditure in counties outside of Multnomah County, a much greater amount of money than would otherwise be the case.

The roads of Multnomah County represent some of the heaviest grading construction, some of the best improved and some of the most scenic highways to be found anywhere in the world. The Upper Columbia River Highway is by many considered the most scenic highway in the United States, and attracts a multitude of tourists annually.

An interesting tabulation of the amounts expended by Multnomah County in the construction of the Columbia River Highway, both above and below Portland, is appended:

COLUMBIA RIVER HIGHWAY, EAST 82D STREET VIA SANDY ROAD TO HOOD RIVER COUNTY LINE

==============+=====+===========+===========+===========+=============
Section |Miles| Pavement | Grading | Bridges | Total
--------------+-----+-----------+-----------+-----------+-------------
Sandy Road to |10.29|$183,001.41|$ 5,000.00|$ 14,845.33|$ 202,846.74
Troutdale | | | | |
Sandy Cut-off | 2.47| 47,506.74| 94,389.04| ... | 141,895.78
to Auto Club| | | | |
Bridge | | | | |
Columbia River|26.68| 495,507.75| 601,012.13| 169,586.71| 1,266,106.59
Highway to | | | | |
County Line | | | | |
+-----+-----------+-----------+-----------+-------------
Totals |39.44|$726,015.90|$700,401.17|$184,432.04|$1,610,849.11
--------------+-----+-----------+-----------+-----------+-------------
Total Construction Cost $1,610,849.11
Engineering 72,004.95
-------------
Grand Total $1,682,854.06

VISTA HOUSE AT CROWN POINT

Building $68,314.36
Retaining Walls and Pavement 30,833.69
----------
Total $99,148.05

ST. HELENS ROAD, PORTLAND TO COLUMBIA COUNTY LINE LENGTH, 16 MILES

===============+==========+==========+===========+==========+===========
| 1915 | 1916 | 1917 | 1918 | Totals
---------------+----------+----------+-----------+----------+-----------
Regrade and | ... |$35,330.82| $16,444.10| ... | $51,774.92
Macadam | | | | |
Hard Surface |$80,944.11| 4,111.79| 200,047.81| 41,393.37| 326,497.08
Shoulders | ... | 5,081.80| ... | ... | 5,031.80
Drainage | ... | ... | 5,022.19| ... | 5,022.19
Bridges | ... | 28,591.39| 14,203.21| ... | 42,794.60
Right of Way | ... | ... | 2,538.06| ... | 2,538.06
and Miscel- | | | | |
laneous | | | | |
Engineering, | 3,500.00| 3,400.00| 16,667.87| 2,000.00| 25,567.87
Superinten- | | | | |
dence and | | | | |
Overhead | | | | |
+----------+----------+-----------+----------+-----------
Total |$84,444.11|$76,465.80|$254,933.24|$43,393.37|$459,226.52
---------------+----------+----------+-----------+----------+-----------

SUMMARY

Pavement $326,497.08
Bridges 42,794.60
Grading 64,366.97
Engineering and Overhead 25,567.87
-----------
Grand Total $459,226.52

POLK COUNTY

The work of the State Highway Department in Polk County during 1917 and 1918 has been confined chiefly to the design and the supervision of construction of bridges. In addition to the design and supervision of the Salem Bridge which is partly within Polk County, and which is described in detail in an article in the chapter devoted to Marion County, the Department has handled, at the request of the Polk County Court, the following bridge work, all of which has been paid for by the County.

Between Monmouth and Dallas a 37 foot reinforced concrete bridge was built over a slough on the Mulkey Cut-off. This bridge complete cost $1,898.17.

The Hollingshead Bridge over the Little Luckiamute River south of Dallas is a 72 foot covered wooden span on concrete piers. This bridge was built at a cost of $3,615.00.

A 160 foot suspension foot-bridge was built over the Big Luckiamute River at a cost of $500.00, to accommodate school children attending the Montgomery School.

The LaCreole Creek Bridge in Dallas is a reinforced concrete arch structure seventy feet long. This bridge was not designed by the Highway Department, but the Department supervised its construction. It is a very pretty structure with sidewalks and lighting fixtures. It was built at a cost of $10,755.68.

SHERMAN COUNTY

Sherman County is so situated with respect to the State Highway System, that its boundaries include a comparatively small mileage of State roads. This however, is no indication of the value improved roads will be in the County. The situation is of both state wide and local importance.

This County is found with many miles of good natural road. In addition they have graded a large mileage and in some localities unusual attention is given to road maintenance. The County is fairly well equipped for road work and have plans for quite an extensive program.

State aid in Sherman County thus far has been confined to highway surveying, but the State Highway Commission has definite plans for extending aid in the construction of the Deschutes and John Day River Bridges and the grading of the Columbia River Highway. It is expected this work will start early the coming season.

The Deschutes River Bridge.

Various attempts have been made by Sherman, Wasco County and the State to raise funds for the construction of the Deschutes River Bridge on the Columbia River Highway. Success crowned these efforts recently when a final agreement was reached between the three.

The total estimated cost of this bridge is between $70,000.00 and $75,000.00. The State Department plans call for a reinforced concrete structure about 600 feet in length.

Sherman County has pledged $25,000 towards defraying the cost of the bridge providing funds are raised for completing same. This condition has been met by the State Highway Commission and negotiations are already underway for securing right-of-way. In this connection it is pertinent to state that Wasco County also has appropriated $25,000.00 for co-operation in this work. The State's share of the cost will be approximately $25,000.00, according to the present estimate.

Columbia River Highway Survey

During 1918 the State Department made a location survey of the Columbia River Highway between the Deschutes and John Day Rivers. The line follows the river canyon through Sherman, Biggs and Rufus. The length of this survey is 14.66 miles. The field work only has been completed on this survey and construction plans will be made up soon. C. S. Noble was the locating engineer for the Department.

John Day Bridge

This inter-county bridge will be located on the Columbia River Highway across the John Day River, below McDonald, and will obviate the necessity for the toll ferry at McDonald.

As designed, the crossing calls for 2-123 foot wooden deck spans on concrete piers and about 120 feet of high class wooden approach and 100 feet of fill. The cost, which is estimated to be $20,000.00, will be borne by Sherman and Gilliam Counties, and the State, and it is probable that construction work will start next spring.

TILLAMOOK COUNTY

Paving--Tillamook South

A contract was awarded on August 7, 1917, to Oskar Huber of Portland for the grading and paving of a five mile section extending south from the end of the paving then in place about three miles south of Tillamook City.

The old road which this paving was to follow in a general way contained many sharp curves and had a roadbed not eighteen feet wide on the average. On this was a light surfacing of gravel and rock macadam about twelve feet in width. The roadbed was widened to a twenty-four foot width, all excessively sharp curves were eliminated, and all wooden culverts, trestles, and bridges were replaced with modern concrete structures, and the decking on two steel bridges renewed and paved.

As there is available in this vicinity no ledge rock, it was found necessary to haul and crush large boulders from the creek bed to provide the necessary rock for the base and mixture. Some sand was obtained locally, but most of it had to be shipped in from Portland and hauled to the work from Tillamook.

The job was completed by December 15th of this year, and on account of the unusually bad conditions faced by the contractor as regards labor and materials, Mr. Huber is to be commended for the prompt completion of the work as well as for the excellence of construction.

By an arrangement between the County and the Highway Commission the County pays for all grading in connection with this improvement and also for twenty-five per cent of the cost of the paving. The total cost of the grading and paving complete is $109,250.00 of which the County will pay $34,325.00 and the State $74,925.00.

Mr. C. W. Wanzer was in charge of this work as resident engineer.

DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918--GRADING AND PAVING--TILLAMOOK SECTION

Engineering $6,391.47
Contract Construction Work as follows--
Common Excavation, 10,835.3 Cu. Yds. at 60c $6,501.18
Intermediate Excavation, 1,959.5 Cu. Yds. at
90c 1,763.55
Overhaul, per 100 Lin. ft., 6,314.8 Cu. Yds.
at 2c 126.30
12-inch Reinf. Conc. Pipe (Placing only) 84
Lin. ft. at 48c 40.32
18-inch Reinf. Conc. Pipe (Placing only) 607
Lin. ft. at 78c 473.46
24-inch Reinf. Conc. Pipe (Placing only) 384
Lin. ft. at $1.16 445.44
36-inch Reinf. Conc. Pipe (Placing only) 64
Lin. ft. at $1.80 115.20
Clearing and Grubbing (Force Account) 543.75
Moving Fences (Force Account) 4.00
Standard Bitulithic Pavement, 47,555.5 Sq. Yds.
at $1.42 67,528.81
Broken Stone Loose measure, 8,840 Cu. Yds. at
$2.20 19,448.00
Crushed Stone Shoulders, 7,466 Lin. ft. at 6c 447.96
----------
Total Amount Earned by Contractors to Nov. 30,
1918 97,437.97
Less 15% retained pending completion 14,615.69
----------
Total Payments to Contractor to November 30, 1918 82,822.28
----------
Total Expenditure to November 30, 1918 89,213.75

Paid by State 63,203.90
Paid by County 26,009.85
----------
Total $89,213.75

Three Rivers Forest Project

A Federal Aid Forest Road Project is now under construction between Hebo and Dolph in Tillamook County. This project is 10.3 miles in length, includes grading and nine foot rock surfacing, and is estimated to cost $122,000.00 of which $21,500.00 will be paid by the County, $50,250.00 by the State, and $50,250.00 by the Federal Government.

This work is handled under the supervision of Federal Office of Public Roads. The contract was awarded to the Tillamook County Court, but the State's Attorney General ruled that the Court had no authority which would allow them to contract to do work of this nature. To facilitate matters the Highway Commission took the contract over from the County, and the work is now in progress, the Highway Department acting as contractors and being paid for the work at the unit prices originally bid by Tillamook County.

It was so late in the year when this work was taken over by the State that little work can be done until the 1919 season. Work is in progress, however, on camp construction, clearing, and such other portions of the work as can be done during the winter months.

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

Tillamook-Cloverdale Survey

On the Tillamook-Cloverdale road a preliminary survey has been completed from Tillamook to Hebo, a distance of 18 miles, and of this about nine miles have been located. This is a very important section as it is the most direct route from the Willamette Valley to the beaches of Tillamook County, and is not served with a railroad. The engineer in charge of this work was Mr. C. A. Dunn.

UMATILLA COUNTY

The highway problem of Umatilla County is of greater magnitude than it would seem to be at first consideration. The fact that the County is well supplied with rail transportation only renders the demand for highways more urgent. Soil conditions are generally unfavorable for good natural roads although gravel deposits suitable for highway construction are found in most localities.

The County has made constant efforts towards an improved system of roads, but with 3,000 miles of county roads to care for and with considerable bridge work in the program, the available funds are found to be entirely inadequate. The main roads or trunk highways through the County have had the benefit of a large percentage of local funds but owing to a large mileage and character of improvement necessary, there remains a great deal yet to be done.

When the State of Oregon voted to expend $6,000,000.00 in surfacing roads constructed by the counties, Umatilla County was among the first to take advantage of the State aid. The State Highway Commission extended additional aid through the Post Road Fund, but these plans were later cancelled owing to requirements of the U. S. Office of Public Roads.

The State Highway Department has surveyed the Old Oregon Trail for the entire distance across the County and 42.2 miles of the Oregon-Washington Highway have been surveyed. In addition a considerable mileage of reconnaissance surveys have been made preliminary to definite location.

In 1917 and 1918 the State Highway Department expended $162,625.56 in constructing eleven miles of pavement near Pendleton. The cost of maintenance on this road has been divided equally between the State and County.

Funds were set aside by the State Highway Commission in 1917 to macadamize the 40 mile section of Old Oregon Trail from Pendleton west to the Morrow County line. War conditions caused a postponement of this improvement. The funds are still intact and work will proceed as soon as conditions will permit. Following are statements showing amounts of State funds expended in Umatilla County and funds appropriated to be expended in 1919.

Expended in 1917 and 1918 for paving on Wild Horse Road and
Pendleton-Reith Section $162,626.56
Appropriated to be expended in 1919 on macadamizing Old
Oregon Trail from Pendleton to Morrow County line near
Umatilla 180,000.00

Wild Horse Paving

The State Highway Commission on June 29, 1917, let a contract to the Warren Construction Company for paving a ten mile section of the Wild Horse Road northeast of Pendleton and one mile of the Old Oregon Trail leading west from Pendleton. The pavement laid was bitulithic and the subgrade was an old macadam road built by the County. The macadam road was of insufficient width for supporting a 16 foot pavement, which condition required widening of the grade, re-ditching and the placing of extra crushed rock for base.

The widening of the road bed was done with County funds expended under the direction of the State Highway Department. The work of widening the grade cost the County, $9,975.00 for the 11 miles.

Paving work begun in July, 1917, and an excellent pavement of the standard two-inch bitulithic type was secured, with a six inch crushed rock base. The total cost of this work was $162,626.56 or $14,784.22 per mile. M. O. Bennett was the engineer in charge and Chas. Noble was the inspector on this work. Following is a detailed cost statement:

DETAILED COST STATEMENT--WILD HORSE PAVING

Standard Bitulithic Pavement, 103,543.79 sq. yds. at $1.29 $133,571.49
Broken Stone loose measure. 10,994.8 cu. yds. at $1.87 20,560.28
Crushed stone. 115,600 lin. ft. at 5c 5,780.00
Extra work on road approaches 104.91
------------
$160,016.68
Engineering and Inspection 2,609.88
------------
Total $162,626.56

Wild Horse Grading

When plans were made in 1917 for the Wild Horse paving. 16 feet was the width decided upon. Upon investigation it was found this would require widening of the old road bed from one foot to five feet, re-ditching for a large part of the 10 miles and the replacing of several culverts.

This work was done under the direction of the State Highway Department and the entire cost was defrayed from County funds. The total cost to the County was $9,975.00. Oscar Cutler of the State Highway Department was resident engineer in charge.

Pendleton-Pilot Rock Section--Grading and Macadamizing

Upon the completion of the survey by the State Highway Department of the section of the Oregon-Washington Highway between Pendleton and Pilot Rock, the Umatilla County Court started grading. Where the construction is light the road grader was used to great advantage. Through the aid of the Division Office of the State Department new right-of-way was secured in some places and the alignment of the road naturally improved.

During September and October, 1918, the section between Pendleton and the County Poor Farm was graded and macadamized on a six per cent development over Grave Yard Hill. This work, both grading and macadamizing is of excellent character and will soon be opened to traffic. W. C. Crews, engineer for the State Department made the relocation on this section and was resident engineer during construction. The following is a statement showing quantities and total and unit costs:

Item and quantity Total cost Unit cost
Excavation, 4,795 cu. yds $3,164.70 $ .66
Gravel, 2,000 cu. yds 2,600.00 1.30
Concrete Bridge 1,600.00
----------
Total cost $7,364.70

An additional four miles from the County Poor Farm south was graveled by the County with an expenditure of $2,000.00.

Survey of Columbia River Highway and Old Oregon Trail

During 1917 and 1918 the State Highway Department made a location survey over the entire east and west route across Umatilla County, excepting the six mile section between Pendleton and the Indian Agency. On this six miles a base line survey only was made.

The section of this road between the Morrow County Line and Pendleton is a part of the Columbia River Highway and has a total length of 40.5 miles. It passes through Umatilla, Hermiston, Stanfield, Echo and Reith. From Pendleton east the road is known as the Old Oregon Trail.

The survey in the east end of the County begins at the Umatilla Indian Agency, follows the general direction of the present road up Cabbage Hill, passes through Meacham and ends at the Union County Line near Kamela. A five per cent grade was secured on the Cabbage Hill climb. The total length of this section is 26.8 miles. R. H. Baldock and Oscar Cutler were the locating engineers on this work. The plans for this survey are practically complete.

Survey of Oregon-Washington Highway

The State survey of the Oregon and Washington Highway extends from the end of the pavement ten miles northeast of Pendleton, through Pendleton, and Pilot Rock to the Morrow County Line west of Butter Creek. This survey was made in 1917 and a section south of Pendleton was relocated in 1918. The total length of this line is 42.2 miles. R. H. Baldock and Oscar Cutler were the locating engineers on this work and the revision was made under the direction of W. C. Crews.

UNION COUNTY

In the matter of highway improvement Union County has shown considerable progress. Substantial road building machinery is owned by the County in units sufficient to allow work to proceed simultaneously in various sections of the County. It is noticeable however that most of their work has been done (and justifiably so) on local and feeder roads rather than on trunk highways. Local funds and equipment are inadequate to make all the improvements needed when the mountainous sections of the main roads are considered.

As in other counties the State Highway Commission easily recognized the necessity and importance of co-operation and accordingly in 1917 plans were laid and steps taken to extend State and Federal Aid.

During 1917 and 1918 a total of 83.54 miles of survey was made on the two principal roads of the County. 45.26 miles on the Old Oregon Trail and 38.28 miles on the La Grande-Joseph Highway.

Agreements were signed by the Secretary of Agriculture providing for co-operation with the State on equal basis, for the grading of a six mile section between Union and Telocaset and a 9.37 mile section between Elgin and Minam. The respective amounts expended on each of these projects to the date of this report, November 30, 1918, are: $16,642.29 and $3,838.44. State funds amounting to $5,000.00 have been expended for grading in cooperation with the County on the La Grande-Hot Lake Section. This road is 7.95 miles in length and involves the opening of a new road for the entire distance. The State Highway Commission has set aside funds for graveling this section preparatory to surfacing. The completion of these three projects will require approximately $66,737.06 from the State, $35,575.50 from the Federal Government, and $3,000 from the County.

The following summary shows for each project amounts expended to date and funds set aside to be expended during 1919:

EXPENDED IN 1917 AND 1918

===================+==========+=========+==========+==========
| State | County |Government| Total
| Funds | Funds | Funds |
-------------------+----------+---------+----------+----------
Union Telocaset |$16,642.29| ... | ... |$16,642.29
Elgin-Minam | 3,838.44| ... | ... | 3,838.44
La Grande-Hot Lake | 5,000.00| 3,000.00| ... | 8,000.00
-------------------+----------+---------+----------+----------
Total |$25,480.73|$3,000.00| ... |$28,480.73
-------------------+----------+---------+----------+----------

APPROPRIATED FOR EXPENDITURE IN 1919

===================+==========+=========+==========+==========
| State | County |Government| Total
| Funds | Funds | Funds |
-------------------+----------+---------+----------+-----------
Union Telocaset | ... | ... |$15,000.00| $15,000.00
Elgin-Minam |$16,737.06| ... | 20,575.50| 37,312.56
La Grande-Hot Lake | 50,000.00|$3,000.00| ... | 53,000.00
-------------------+----------+---------+----------+-----------
Total |$66,737.06|$3,000.00|$35,575.50|$105,312.56
-------------------+----------+---------+----------+-----------

The absence of figures in the column headed "County funds" in the above tabulation is explained by the fact that Union County, in the matter of co-operation, has agreed to expend certain sums on other roads than those mentioned in the table. The County's appropriation for the improvement of the La Grande-Kamela section of the Old Oregon Trail is $40,000.00 and $10,000.00 additional has been stipulated for use in improving the Elgin-Willow Creek Section of the La Grande-Joseph Highway. The County has also provided funds for the completion of the grading between La Grande and Hot Lake.

Union-Telocaset Section Grading

In August, 1918, the State Highway Commission called for bids on the grading of a six mile section between Union and Telocaset. The Union County Court was the successful bidder and the Commission awarded the contract but it later developed that the County could not legally hold the position of contractor in doing State work. As the other bids were unsatisfactory the situation resulted in the State taking over the work and doing it with the State forces, and by November 30, the project was about 60% complete. The total estimated cost of this work is $30,000.00 and $16,642.29 has been expended to date. Mr. R. A. Pratt is resident engineer in charge.

Elgin-Minam Section