Third Biennial Report of the Oregon State Highway Commission Part 19

at $1.75 938.00 18-inch Reinforced Concrete Pipe, 140 lin. ft. at $2.25 315.00 Cla.s.s 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 ----------- $100,209.73 Less 15 per cent retained pending completion of contract 15,031.46 ----------- Total payments to contractor to Nov. 30, 1918 $ 85,178.27 ----------- Total expended to November 30, 1918 $ 90,257.53

[Ill.u.s.tration: ON THE COLUMBIA RIVER HIGHWAY IN HOOD RIVER COUNTY TWO MILES EAST OF CASCADE LOCKS. GRADED AND GRAVELED IN 1917 AND 1918]

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 s.p.a.ce 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 Was.h.i.+ngton sh.o.r.e, 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

[Ill.u.s.tration: HEAVY GRADING ON RUTHTON HILL IN HOOD RIVER COUNTY.

CONSTRUCTED IN 1917 AND 1918]

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 --------- Total $ 9,493.67 Engineering 275.21 --------- 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, 5 inches thick at the sides and 6 inches thick at the center. The mixture was a 1:2:3, 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 s.h.i.+pped 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.

[Ill.u.s.tration: CONCRETE PAVEMENT ON ASHLAND HILL IN JACKSON COUNTY, ON THE PACIFIC HIGHWAY NORTH OF ASHLAND. GRADED AND PAVED IN 1918]

Continuous forms were used on this work and x4 inch elast.i.te joints were placed at 30 foot intervals, leaving approximately two inches of concrete above the elast.i.te 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 Quant.i.ty Item Total Cost Cost 7682 sq. yds.--1:2:3 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 ---------- Total Cost of Construction $15,277.16 Engineering 630.87 ---------- Grand Total Cost $15,908.03

Siskiyou Mountain Macadam

During the 1917 season, 6 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 pa.s.ses, 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.