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diff --git a/.gitattributes b/.gitattributes new file mode 100644 index 0000000..6833f05 --- /dev/null +++ b/.gitattributes @@ -0,0 +1,3 @@ +* text=auto +*.txt text +*.md text diff --git a/35344-8.txt b/35344-8.txt new file mode 100644 index 0000000..d59392f --- /dev/null +++ b/35344-8.txt @@ -0,0 +1,9381 @@ +The Project Gutenberg EBook of Third Biennial Report of the Oregon State +Highway Commission, by S. Benson, W. L. Thompson, R. A. Booth, Herbert Nunn + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: Third Biennial Report of the Oregon State Highway Commission + Covering the Period December 1st, 1916 to November 30th, 1918 + +Author: S. Benson, W. L. Thompson, R. A. Booth, Herbert Nunn + +Release Date: February 21, 2011 [EBook #35344] + +Language: English + +Character set encoding: ISO-8859-1 + +*** START OF THIS PROJECT GUTENBERG EBOOK OREGON STATE HIGHWAY COMMISSION *** + + + + +Produced by Harry Lamé, Jason Isbell and the Online +Distributed Proofreading Team at http://www.pgdp.net + + + + + + + + + + +-----------------------------------------------------------------+ + | Transcriber's notes: | + | | + | * Words in italics are represented between underscores: _text_. | + | * Bold-faced words are represented between equal signs: =text=. | + | * Several obvious typographical and lay-out errors have been | + | corrected. | + | * Inconsistencies in the original have been left as they were: | + | geographical names in the tables are often spelled differently| + | from those in the text, table lay-out is often inconsistent, | + | several words are used spaced, hyphenated and/or non- | + | hyphenated, both per cent. and per cent are used, etc. | + | * In the Table of Contents, pages that have no page number in | + | the original have been listed as --. | + | * Several tables have been split and/or rearranged to fit the | + | available width. + | * Page 154, under table 'COST STATEMENT': '15 yds. of sand' | + | should probably be '15 cu. yds. of sand'; ditto for 'rock'. | + | * Table B, page 56: the (¶) symbol is not explained in the | + | original document. | + | * Table G: lowest price mentioned for riprap is $ 2.35 (last | + | row), lowest price in column riprap is $ 2.75. | + +-----------------------------------------------------------------+ + + + + +[Illustration: ON THE PACIFIC HIGHWAY IN THE SISKIYOU MOUNTAINS, JACKSON +COUNTY. MACADAMIZED IN 1917] + + + + + Third Biennial Report + of the + Oregon State Highway Commission + + Covering the Period December 1st, 1916 + to November 30th, 1918 + + + + + OREGON STATE HIGHWAY COMMISSION + + S. Benson, Chairman + W. L. Thompson, Commissioner; R. A. Booth, Commissioner + Herbert Nunn, State Highway Engineer + + + SALEM, OREGON: + STATE PRINTING DEPARTMENT + 1919 + + + + +LETTER OF TRANSMITTAL + + +Salem, Oregon, December 1, 1918. + +HONORABLE JAMES WITHYCOMBE, Governor of the State of Oregon, + +Dear Sir: In compliance with Section 5, Article II, Chapter 237, Laws of +1917, we have the honor to submit herewith the report of the State +Highway Commission for the period December 1, 1916 to November 30, 1918. + +The Commission desires at this time to express its appreciation of the +courtesies and assistance rendered to it by the various state officers +and county officials in the work of the past two years. + +Respectfully submitted, + +OREGON STATE HIGHWAY COMMISSION, +S. Benson, Chairman +W. L. Thompson, Commissioner +R. A. Booth, Commissioner + +Attest: + Roy A. Klein, Secretary + + + + +TABLE OF CONTENTS + + + Page + + Letter of Transmittal to the Governor 4 + + Table of Contents 5 + + Report of the State Highway Commission 7 + General Resume of the Work of the Biennium 7 + Proposals Received on Construction Jobs 9 + Bond Sales 10 + Financial Statement 11 + + State Highway Engineer's Report to the Highway Commission 13 + Letter of Transmittal 14 + Work Accomplished 17 + Moneys Available and Expended 17 + Paving 18 + Macadamizing 18 + Grading 19 + Bridges 19 + Elimination of Grade Crossings 21 + Federal Cooperation 22 + Post Road Projects 23 + Forest Road Projects 23 + The Pacific Highway 27 + The Columbia River Highway 28 + County Work Supervised by the Highway Department 29 + Construction Work by State Forces 29 + State Highway Funds 30 + Equipment 31 + Office Organization 32 + Cost Keeping 34 + Employes in the Army Service 35 + + Tabulated Statements of Expenditures and Costs 39 + Allotments to Various Highway Funds 40 + Summary of Fund Allotments and Fund Expenditures 40 + Expenditures Segregated by Counties 41 + Expenditures Segregated Under the Heads of General + Administrative, Surveys, Construction Engineering, + Construction, Equipment, Etc. 41 + Expenditures for Construction Detailed by Jobs 42 + Expenditures for Surveys Detailed by Jobs 45 + Expenditures for Equipment, Bond Interest and Overhead 47 + Summary of County Funds Expended by the Department 48 + + General Tabulated Information and Highway Maps 51 + Miles of Highway Construction by the Department During 1917 and + 1918 52 + Tabulation of Bridge Design and Construction 54 + Miles of Location Surveys Made by the Department during 1917 + and 1918 58 + Miles of Different Types of Roads in Each County 59 + Motor Vehicle Registration by Counties 60 + County Bond Issues 60 + Tabulation of Contract Prices -- + Yearly Expenditure of State Funds in Counties 61 + Mileage Table of Main Travelled Roads 62 + Map of Main Travelled Roads -- + Official Designation of State Highways 63 + Employes of the Highway Commission 65 + Numbers and Mileages of State Highways 66 + Map of State Highway System 67 + + General Description of Work in Various Counties 69 + Baker County 69 + Benton County 71 + Clackamas County 71 + Clatsop County 75 + Columbia County 80 + Coos County 89 + Crook County 89 + Curry County 90 + Deschutes County 91 + Douglas County 92 + Gilliam County 100 + Grant County 101 + Harney County 104 + Hood River County 106 + Jackson County 112 + Jefferson County 117 + Josephine County 117 + Klamath County 122 + Lake County 122 + Lane County 122 + Lincoln County 123 + Linn County 123 + Malheur County 124 + Marion County 125 + Morrow County 129 + Multnomah County 131 + Polk County 132 + Sherman County 132 + Tillamook County 133 + Umatilla County 135 + Union County 138 + Wallowa County 141 + Wasco County 142 + Washington County 143 + Wheeler County 146 + Yamhill County 150 + + + + + Third Biennial Report + of the + State Highway Commission + of the + State of Oregon + 1917-1918 + + +The law establishing this Commission was approved by Governor Withycombe +on February 19, 1917 and on March 1 the following appointments were +made: S. Benson, Portland, for the three-year period; W. L. Thompson, +Pendleton, two-year period; E. J. Adams, Eugene, one-year period. The +first meeting was held on March 6, 1917, when this Commission was +organized and S. Benson elected Chairman and G. Ed Ross, Secretary. + +The former Commission, consisting of James Withycombe, Governor, Ben W. +Olcott, Secretary of State, and Thos. B. Kay, State Treasurer, held +meetings on December 15, 1916 and January 15, 1917 and on the +qualification of the members of the new commission, as provided in +Section 14, Article II, Chapter 237, Laws of 1917, transferred all +records, maps, equipment and property in its possession. The former +Commission, in view of proposed legislation providing for a new highway +code, made no appropriations nor were policies outlined, so that when +the new Commission entered upon its duties, it was not embarrassed by +policies made by its predecessors. + +At a meeting on April 10, 1917, Herbert Nunn was appointed State Highway +Engineer. On April 1, 1918, Robert A. Booth, of Eugene, was appointed by +Governor Withycombe to succeed E. J. Adams. On August 6, 1918, Roy A. +Klein was appointed Secretary to succeed G. Ed Ross, resigned. + +The Commission has held fifty-one meetings for the transaction of its +business. The State highway system as outlined in the law has been +adopted and the work of the biennium confined to the various units of +this system. Specifications covering hard surface pavement have been +prepared by the State Highway Engineer and adopted by the Commission, as +well as specifications for grading and bridge construction which have +been acceptable to the United States Office of Public Roads and are used +on all Federal Aid Projects in the State. + +Surveys have been made on State highway routes to determine the best and +most economical location, at the request of the counties, and also +several important bridges have been designed and constructed under the +supervision of the Department. Engineers have been furnished at State +expense to supervise construction work being done by the counties on +State highways in several instances. + +The program for 1917 depending upon the passage of the $6,000,000.00 +Bonding Act, the working season remaining after ratification by the +voters was short, but engineering parties were sent out and the first +contract under this act was let on June 30, 1917. All except the smaller +contracts entered into were carried over into the 1918 working season. +No new paving or grading contracts of any magnitude have been awarded +this year due to the rising costs of material and scarcity of labor. + +There was early seen the necessity of conserving labor and capital in +the national emergency and for that reason the Commission has been +unable to give aid to many meritorious projects submitted by various +sections of the State. At a meeting held on June 25, the Commission went +on record, as a war measure, to devote its resources to the completion +of the two trunk line highways, the Columbia River Highway and the +Pacific Highway, completing projects under construction, temporary +surfacing to keep trunk highways open or roads to develop resources +which are an aid in the prosecution of the war. Notwithstanding the +mandatory nature of the State law which created the Commission and +provides funds for work under it, the Commission believes this course +was warranted and that its action will be supported. + +Due to the uncertainty of materials, supplies, labor conditions, etc., +contractors have been unable to make satisfactory bids and on several +occasions no satisfactory bids being received, the Commission undertook +to do the work by day labor, in each case effecting a saving under the +low bid. + +In a few cases, either no bids being received or the ones received being +considered excessive, work has been let on the cost plus basis with +definite cost limit set, beyond which no percentage would be paid. Three +of these force account jobs have later been taken over by the +Commission, as it was felt that the work could be handled more +economically with its own forces. + +To determine the legality of the State and Federal co-operative bonds +for co-operation on post and forest roads, a friendly suit was brought +in the Supreme Court which was decided favorable to the issue. + +The interpretation placed on the Federal Aid Road Law by the Secretary +of Agriculture requiring actual carriage of the mails or a reasonable +prospect before approving as eligible for Federal co-operation +eliminated from the classification practically all of the Columbia River +Highway and especially links in the Pacific Highway in Douglas county on +which it was desired to receive Federal aid. + +Under the post road law seventeen projects have been agreed upon, and to +date ten have been approved, three disapproved, two pending and two in +preparation. Construction work has been started on two of these +projects. Under the forest road law fourteen projects have been +approved. Construction has been started on four of these projects. +Several will carry over into the 1920 program. + +A railroad asphalt paving plant was purchased but not used during the +1918 season, since no bituminous pavements were constructed, under new +contracts, in that period. Three concrete pavers are owned by the +Commission, as well as three road rollers, four rock crushers, and six +auto trucks, besides considerable grading construction equipment. A +large part of this equipment has been in use this season and not only +has saved the cost of rented equipment but has been available at times +when it was impossible to get the same elsewhere. + +A total of seventy-one projects have been advertised as follows. It will +be noted that the number of proposals exceeds the number of bidders +which may be explained by the fact that on paving work bidders have made +proposals on more than one type of pavement. + + =============================+================+===========+=========== + Project | Date | Number of | Number of + | | Proposals | Bidders + -----------------------------+----------------+-----------+----------- + Sheridan Paving | May 29, 1917 | 2 | 2 + Sheridan Grading | May 29, 1917 | 8 | 2 + Cummings Hill Grading | June 19, 1917 | 1 | 1 + Pendleton Paving | June 29, 1917 | 8 | 4 + Rex-Tigard Grading | July 20, 1917 | 5 | 4 + Rex-Tigard Paving | July 20, 1917 | 9 | 4 + Clackamas-Marion Paving | July 20, 1917 | 9 | 5 + Siskiyou Grading | July 20, 1917 | 1 | 1 + Siskiyou Paving | July 20, 1917 | 1 | 1 + Astoria-Svenson Grading | July 20, 1917 | 4 | 4 + Astoria-Svenson Paving | July 20, 1917 | 7 | 4 + Goble Section Grading | July 30, 1917 | 2 | 2 + Rainier Hill Section Grading | July 30, 1917 | 4 | 4 + Cascade Locks Section Grading| July 30, 1917 | 3 | 3 + Viento Section Grading | July 30, 1917 | 4 | 4 + Ruthton Hill Section Grading | July 30, 1917 | 7 | 7 + Columbia County Bridges, Wood| Aug. 7, 1917 | 5 | 5 + Columbia County Bridges, | | | + Concrete | Aug. 7, 1917 | 5 | 5 + Wasco County, Macadam | Aug. 7, 1917 | 1 | 1 + Cummings Hill, Macadam | Aug. 7, 1917 | 1 | 1 + Condon-Thirty Mile Creek, | | | + Macadam | Aug. 7, 1917 | 1 | 1 + Mult. County Line-Scappoose, | | | + Paving | Aug. 7, 1917 | 3 | 2 + Bend-Lapine, Cindering | Aug. 7, 1917 | 2 | 2 + Clatsop County Line-Goble, | | | + Macadam | Aug. 7, 1917 | 2 | 2 + New Era Grading | Aug. 7, 1917 | 1 | 1 + Divide-Latham Macadam | Aug. 7, 1917 | - | - + Pioneer Mountain Section, | | | + Grading | Aug. 7, 1917 | - | - + Lakeview-Paisley Macadam | Aug. 7, 1917 | - | - + Svenson-Westport Macadam | Aug. 7, 1917 | 1 | 1 + Tillamook-Cloverdale Paving | Aug. 7, 1917 | 9 | 3 + Oregon City-Canby Paving | Sept. 4, 1917 | 1 | 1 + Lane County Line-Comstock | | | + Grading | Sept. 5, 1917 | 2 | 2 + Comstock-Leona Grading | Sept. 5, 1917 | 2 | 2 + Yoncalla-Oakland Grading | Sept. 5, 1917 | 3 | 3 + Locust Hill Section Grading | Sept. 25, 1917 | 4 | 4 + Wolf Creek-Grave Creek | | | + Grading | Nov. 6, 1917 | 9 | 9 + Myrtle Creek-Dillard Grading | Nov. 27, 1917 | 7 | 7 + Bridge Creek Section Grading | Nov. 27, 1917 | 2 | 2 + John Day Bridge | Nov. 27, 1917 | 4 | 4 + Goble Creek Bridge | Nov. 27, 1917 | 5 | 5 + Onion Flat Bridge | Nov. 27, 1917 | 3 | 3 + Canemah-New Era Grading | Dec. 10, 1917 | 4 | 4 + Tualatin Bridge | Jan. 1, 1918 | 3 | 3 + Umpqua Bridge 2½ miles south | | | + of Dillard | Jan. 9, 1918 | 4 | 4 + Umpqua Bridge 1 mile north | | | + of Dillard | Jan. 9, 1918 | 5 | 5 + Pendleton-Echo Grading and | | | + Macadam | Feb. 5, 1918 | 3 | 3 + Echo-Morrow County Line | | | + Grading and Macadam | Feb. 5, 1918 | 5 | 4 + Umpqua Bridge 2½ miles south | | | + Dillard | Feb. 5, 1918 | 4 | 4 + Hood River Bridge | Mar. 5, 1918 | 4 | 4 + Umpqua Bridge 2½ miles south | | | + Dillard | Mar. 5, 1918 | 3 | 3 + Beaver Creek Bridge No. 11 | Mar. 23, 1918 | 1 | 1 + Half Viaduct Little Jack | | | + Falls | Mar. 23, 1918 | 1 | 1 + Svenson-Columbia County Line | | | + Macadam | Mar. 23, 1918 | 1 | 1 + Sheridan-McMinnville Section | | | + Paving | Mar. 23, 1918 | 1 | 1 + Graham Creek Bridge | Mar. 23, 1918 | ... | ... + Plympton Creek Bridge | Mar. 23, 1918 | ... | ... + Little Creek Bridge | Mar. 23, 1918 | ... | ... + Big Creek Bridge | Mar. 23, 1918 | ... | ... + Clatsop County Line-Tide | | | + Creek Macadam | Mar. 23, 1918 | ... | ... + 2 half viaducts in Columbia | | | + County | Mar. 23, 1918 | ... | ... + Stone Wall Construction | | | + Columbia County | Mar. 23, 1918 | ... | ... + Cascade Locks Section Gravel | May 14, 1918 | 1 | 1 + Salem-Aurora Paving unit | | | + No. 1 | June 25, 1918 | 3 | 2 + Salem-Aurora Paving unit | | | + No. 2 | June 25, 1918 | 3 | 2 + Fanno Creek Bridge | July 9, 1918 | 6 | 6 + Elgin-Minam Section Grading | July 9, 1918 | 1 | 1 + Union-Telocaset Section | | | + Grading | July 9, 1918 | 4 | 4 + Elgin-Minam Section Grading | July 9, 1918 | 3 | 3 + Ashland Paving | July 9, 1918 | 3 | 2 + Divide-Comstock Macadam | July 9, 1918 | 1 | 1 + Divide Overhead Crossing | Sept. 10, 1918 | 1 | 1 + Divide Overhead Crossing | | | + Grading | Sept. 10, 1918 | 1 | 1 + Marshfield-Coquille Macadam | Oct. 8, 1918 | 2 | 2 + | +-----------+----------- + | | 216 | 182 + -----------------------------+----------------+-----------+----------- + +Under the provisions of the Six Million Dollar Bonding Act, bonds to the +amount of $2,190,000.00 par value have been sold. These bonds bear four +per cent interest and mature in from five to twenty-five years from date +of issue. An average of six proposals were made for each issue. + + ===========+==========+===========+===============+==========+========== + Date of | Date of | Numbers | Highest |Par Value |Price Paid + Sales | Bonds | | Bidder | | + -----------+----------+-----------+---------------+----------+---------- + Aug. 7, | Aug. 1, | 1- 520 | Lumbermen's | $ 500,000| $ 471,300 + 1917 | 1917 | | Trust | | + | | | Company | | + Sept. 12, | Sept. 1, | 521-1040 | E. H. Rollins | 500,000| 472,130 + 1917 | 1917 | | & Sons | | + Mar. 15, | April 1, | 1041-1560 | Henry Teal | 500,000| 455,850 + 1918 | 1918 | | | | + July 9, | July 1, | 1561-2280 | E. H. Rollins | 690,000| 643,770 + 1918 | 1918 | | & Sons and | | + | | | A. B. Leach | | + | | | +----------+---------- + Totals |$2,190,000|$2,043,050 + --------------------------------------------------+----------+---------- + +Under the provisions of Chapter 175 of the Laws of 1917, (Bean-Barrett) +bonds to meet Federal co-operation are authorized. Four hundred thousand +dollars par value of these bonds were sold August 18, 1918 by the Board +of Control to the highest bidder, Clark-Kendall & Co., whose proposal +was $381,160.00. These bonds are four per cent and mature in from four +to eight years. + +The work accomplished during the biennium may be summed up as follows: + + 50 miles of hard surface. + 111.8 miles of broken stone or gravel surface. + 134.5 miles of graded roadbed. + 40 bridges. + +With the close of the war and the prospect of declining prices of +material and a more plentiful supply of labor, the Commission looks +forward to 1919 as a year in which a great deal can be accomplished and +at this date a tentative program has been prepared providing for +improvement of the State Highways in every county of the State. + +The report of the State Highway Engineer to the Commission is hereto +appended, showing in detail the work accomplished and the expenditures +during the biennium. + + +FINANCIAL STATEMENT OREGON STATE HIGHWAY COMMISSION + +STATEMENT FOR THE BIENNIUM ENDING NOVEMBER 30, 1918 + + ONE-QUARTER MILL TAX FUND-- + Balance on hand December 1, + 1916 $ 94,418.14 + Turnover January 1, 1917 219,690.98 + Turnover January 1, 1918 232,151.39 + ----------- + Total receipts $ 546,260.51 + Expenditures from ¼ mill tax + fund to Nov. 30, 1918 528,789.99 + -------------- + Balance on hand December 1, + 1918 $ 17,470.52 + + AUTOMOBILE LICENSE FUND-- + Turnover October 1, 1917 $150,000.00 + Turnover April 1, 1918 300,000.00 + Turnover October 1, 1918 125,000.00 + ----------- + Total receipts $ 575,000.00 + Total expenditures to Nov. 30, + 1918 281,902.67 + ------------ + Balance, December 1, 1918 $293,097.33 + + SIX MILLION DOLLAR BOND FUND-- + August 7, 1917, $500,000.00 + bonds $471,300.08 + Accrued interest 2,333.33 + Sept. 12, 1917, $500,000.00 + bonds 472,130.00 + Accrued interest 1,833.33 + March 15, 1918, $500,000.00 + bonds 455,850.00 + Accrued interest 222.22 + July 9, 1918, $690,000.00 + bonds 643,770.00 + Accrued interest 2,606.54 + ----------- + Total receipts from bond sales $2,050,045.42 + Expenditures to November 30, 1918 2,049,025.47 + ------------ + ------------ + Balance on hand December 1, 1918 $ 1,019.95 + + STATE AND FEDERAL CO-OPERATIVE BONDS-- + August 18, 1917, sold + $400,000.00 $388,040.00 + Accrued interest 2,844.44 + ----------- + $390,884.44 + Expenditure of Board of + Control this issue 400.00 + ----------- + Turnover by Board of Control + to State Highway Commission $ 390,484.44 + Expenditures to Nov. 30, 1918 28,539.55 + ------------ + Balance on hand December 1, 1918 $361,944.89 + + +SUMMARY + + =======+===========+===========+=============+============+============= + | | | | Federal | + | | | |Co-operative| + | ¼-Mill | Auto | Six Million | Bonds |Bean-Barrett + | | | | State and | + -------+-----------+-----------+-------------+------------+------------- + Total |$546,260.51|$575,000.00|$2,050,045.42| $390,484.44|$3,561,790.37 + Funds | | | | | + Expend-| 528,789.99| 281,902.67| 2,049,025.47| 28,539.55| 2,888,257.68 + itures | | | | | + +-----------+-----------+-------------+------------+------------- + Balance| $17,470.52|$293,097.33|$ 1,019.95| $361,944.89|$ 673,532.69 + -------+-----------+-----------+-------------+------------+------------- + +[Illustration: LITTLE JACK FALLS ON THE COLUMBIA RIVER HIGHWAY BETWEEN +GOBLE AND RAINIER IN COLUMBIA COUNTY] + + + + + Report of the + State Highway Engineer + to the + State Highway Commission + of the + State of Oregon + 1917-1918 + + Herbert Nunn, State Highway Engineer + + +LETTER OF TRANSMITTAL + +Salem, Oregon, December 18, 1918. + +TO THE HONORABLE STATE HIGHWAY COMMISSION, S. BENSON, Chairman, W. L. +THOMPSON, Commissioner, R. A. BOOTH, Commissioner. + +Gentlemen: + +I have the honor to submit report covering the operations of the Highway +Department for the fiscal years ending November 30, 1917, and November +30, 1918. + +In view of the fact that the State Highway Department did not complete +its organization until late in the season of 1917 and due to the further +fact that practically all contracts were awarded after the first day of +July, 1917, it was impossible to place before the State Highway +Commission a report which would be of any particular value to the +general public at the end of the last fiscal year. Therefore, it has +been decided to submit the two fiscal years under one cover in order +that the public may have at its command a statement of public highway +expenditures and the accomplishments of the State Highway Department +under the supervision of the State Highway Commission. + +It was considered advisable by the Highway Commission to award contracts +and get work under way as early in 1917 as the necessarily late +organization of the Department would permit. The matter of preparing +estimates and calling for bids was therefore carried out as rapidly as +possible, using the data and surveys of the previous administration as a +basis for estimates. + +It is believed that by awarding the contracts during the year 1917, +approximately twenty per cent was saved on all construction for the +reason that the shortage in labor and material did not become serious in +the State of Oregon until late in that season. + +I wish to call the attention of the Commission to the law which requires +the State Highway Commission to make county surveys upon the State +highway system within the boundaries of any county making application. I +believe the law to be a good one, inasmuch as it furnishes free to +counties engineering skill which they cannot afford and places at their +command an organization which is in a position to carry out preliminary +location and estimates. The law states that this work shall be charged +to the counties under any future appropriation which may be made to +them. + +The law limiting the expenditures of the State Highway Department for +engineering and administrative purposes to ten per cent of the total +moneys appropriated for construction, is sufficient for all purposes of +the State Highway Department, as an examination of the tabulated report +will show. However, as there are no separate funds set aside for the +county work as above noted, it has been necessary for this Department to +charge in all such work against our own engineering forces, and when I +state to you that the total sum for strictly county work, as requested +by the county courts, amounts to $137,954.74 in two years, you will see +that the Department is carrying a rather heavy burden which in reality +does not belong to it. So far the Department has been able to carry the +burden and still live within the ten per cent, but at any time the +counties increase their construction and engineering work and request +our supervision, this might exceed the lawful limit which we are +allowed. I recommend that this law be made clearer and that certain +funds be set aside for engineering work handled by the State Highway +Department for counties. + +In order to anticipate the large amount of construction for 1919, the +State Highway Department has worked a rather large engineering force +throughout the summer of 1918 and will continue it through the winter of +1918 and 1919. This preliminary work is absolutely necessary in order to +award contracts early in the spring of 1919. The Federal Government +requires very carefully prepared plans and estimates for all future +Government work and this has been anticipated also, and practically +every project has been completed as to engineering features and +submitted to the Federal Government for approval. + +Respectfully submitted, + +HERBERT NUNN, State Highway Engineer. + + + + + Report of the + State Highway Engineer + To the + Oregon State Highway Commission + December 1, 1916, to November 30, 1918 + + +WORK ACCOMPLISHED + +During the two-year period covered by this report, conditions have been +unusually unfavorable for highway construction work. Labor and materials +of all kinds have been difficult to secure, wages and prices have been +very high, transportation facilities have been inadequate and many other +conditions have operated to interfere with highway construction. During +the last year public sentiment has been opposed to the prosecution of +construction work and the restrictions imposed by the Federal Government +have prevented the undertaking of any extensive program of road +improvement. For these reasons the Highway Department has not handled +nearly the amount of work that it would have handled under normal +conditions, but nevertheless a great stride has been made in the +development of Oregon's good roads system, and the Department feels that +a fairly good showing has been made. The actual construction work +undertaken and completed during the two years consists of fifty miles of +paving, one hundred and eleven and eight-tenths miles of macadamizing, +one hundred and thirty-four and five-tenths miles of grading and forty +bridges and large culverts. + +In addition to this actual construction work the Department has made +surveys of nine hundred and two miles of State roads and has prepared +designs for forty-two bridges for county authorities. + + +MONEYS AVAILABLE AND EXPENDED + +From December 1, 1916, to November 30, 1918, the State Highway +Department has had available for expenditure a total of $4,271,515.16 of +State and County funds. Of this amount $3,597,982.47 has been expended. +These amounts distributed over funds are as follows: + + =================================+===============+=============== + Funds | Amounts | Amounts + | Available | Expended + ---------------------------------+---------------+--------------- + State Funds: | | + One-quarter mill tax fund | $ 546,260.51 | $ 528,789.99 + Automobile license fund | 575,000.00 | 281,902.67 + Six million dollar bond fund | 2,050,045.42 | 2,049,025.47 + State and Federal Co-operative | 390,484.44 | 28,539.55 + bond fund | | + +---------------+--------------- + Total State funds | $3,561,790.37 | $2,888,257.68 + County funds | 709,724.79 | 709,724.79 + +---------------+--------------- + Grand total | $4,271,515.16 | $3,597,982.47 + ---------------------------------+---------------+--------------- + + +PAVING + +A total of fifty miles of pavement was completed by the Department +during the 1917 and 1918 seasons. Had it not been for the entrance of +the United States into the war, this mileage would have been more than +doubled, but with need of paving materials, labor and capital for war +uses, the Commission felt that it must curtail its paving program to the +greatest possible extent. To this end, only three miles of pavement was +started during the 1918 season, whereas under normal conditions the +mileage of new work would have been greatly in excess of the forty-seven +miles undertaken in 1917. + +The sections of pavement completed are as follows: + + Clackamas County-- Miles + Oregon City to Canby 7.5 + Clatsop County-- + Astoria to Svensen 3.5 + Columbia County-- + Scappoose to Multnomah County Line 2.5 + Jackson County-- + Ashland Hill Section 0.8 + Tillamook County-- + Tillamook-Cloverdale Section 5.0 + Umatilla County-- + Pendleton to Adams 10.0 + Pendleton to State Hospital 1.0 + Washington County-- + Multnomah County Line to Yamhill County Line 12.5 + Yamhill County-- + Newberg to Washington County Line 3.2 + Sheridan east 4.0 + ---- + Total miles paved 50.0 + +All of the above pavements are sixteen feet in width, and despite the +fact that the prices of material and labor increased greatly during the +period between the inauguration of the six million dollar paving program +and the actual commencement of work, the cost of these paved roads has +been only slightly in excess of $1,000.00 per mile per foot width +contemplated at the time the six million dollar bond issue was voted. +The actual cost of the fifty miles of completed pavement was +approximately $872,500.00 which gives a unit cost of $1,090.00 per mile +per foot width. + +Each of the sections paved is described in full in an article under the +heading of the particular county in which it is located. + + +MACADAMIZING + +One hundred and twelve miles of State roads have been surfaced with +broken stone and gravel macadam. Practically all of this surfacing is +sixteen feet wide; there are, however, a few short stretches of +nine-foot width necessitated by the coming on of wet weather before the +full sixteen-foot width could be completed. The total quantity of broken +stone and gravel placed in these 112 miles of surface was 247,925 cubic +yards, an average of 2,210 cubic yards per mile, which quantity of +material per mile gives an average loose thickness of eight and one-half +inches for macadam sixteen feet wide. The Department's specifications +call for a minimum thickness of six inches. In many places, however, +particularly on the lower Columbia River work it was found necessary to +place as much as eighteen and twenty-four inches of rock before a +satisfactory foundation could be secured. + +The sections upon which broken stone or gravel surfacing was placed are +as follows: + + Clatsop County-- Miles + Astoria to Columbia County Line 24.4 + Columbia County-- + Clatsop County Line to Goble 27.2 + Deschutes County-- + Bend-Lapine Section (cinder macadam) 12.5 + Douglas County-- + Divide to Leona 7.0 + Gilliam County-- + Condon to Thirty Mile Creek 6.7 + Hood River County-- + Cascade Locks to Hood River 18.0 + Jackson County-- + Siskiyou Mountain Section 6.5 + Lake County-- + Lakeview-Paisley Section 4.0 + Lane County-- + Divide-Cottage Grove Section 1.0 + Wheeler County-- + Cummins Hill Section 4.5 + ----- + Total miles of macadam surfacing 111.8 + +A complete description of each of the above sections will be found in +the chapter devoted to the county in which the work was performed. + + +GRADING + +The grading work of the Highway Department is confined to the building +of those sections of State roads which are so located that the counties +in which they occur are not directly interested in their construction or +which are so expensive that county funds are inadequate for their +construction. The total number of miles graded during the last two-year +period was 134.5 miles, most of which was on the Pacific and Columbia +River highways. + +While the grading work was greatly curtailed during 1918 on account of +war conditions, work was continued in those localities where resident +labor was available and where the work interfered in no way with more +essential war industries. + +A complete tabulation of the grading jobs is given elsewhere in this +report, and a detailed outline of each is given under the respective +county headings. A few of the more important grading jobs are as +follows: + + Miles + Grading between Cascade Locks and Hood River in Hood River County 14.2 + Elimination of Roberts Mountain grades in Douglas County 12.8 + Grading of Rice Hill section between Oakland and Yoncalla 10.4 + Elimination of Wolf Creek-Grave Creek grades in Josephine County 4.9 + Reduction of Cummins Hill grade in Wheeler County 3.5 + Grading between Oregon City and New Era in Clackamas county 4.5 + + +BRIDGES + +The State Highway Department has, during the period covered by this +report, prepared designs for ninety-six bridges and fourteen special +culverts. Of these structures sixty bridges and ten culverts have been +constructed at a total cost to State and Counties of $617,388.09. + +The structures paid for out of State funds consist of twenty-two +reinforced concrete bridges, ten wood bridges, and seven culverts. The +total expenditure of State funds for these bridges and culverts was +$239,044.85. + +[Illustration: REINFORCED CONCRETE BRIDGE OVER HOOD RIVER, NEARING +COMPLETION, ON THE COLUMBIA RIVER HIGHWAY AT HOOD RIVER CITY. BUILT IN +1918.] + +The structures paid for out of county funds consist of thirteen +reinforced concrete bridges, fourteen wood and steel bridges, and four +culverts; the total cost of these structures being $378,343.24. + +Of the structures paid for by the counties, the State Highway Department +supervised the construction for three reinforced concrete bridges, four +steel and wood bridges, and one culvert; the cost of which totaled +$288,743.24. + +A complete tabulation of the bridges designed and constructed is given +in another part of this report, and complete descriptions of the more +important structures will be found in the articles devoted to the +particular counties in which the structures are located. + +The $250,000.00 intercounty bridge across the Willamette River at Salem +was completed, and has attracted more than local attention. While the +cost of this structure was borne by Marion and Polk Counties the design +and construction engineering were handled by this Department. + +The reinforced concrete arch bridge at Hood River, the largest concrete +bridge yet constructed in this State was designed and built under State +supervision, although the County also contributed toward its cost. + +Among the proposed bridges of considerable magnitude for which county +officials have requested designs from this Department may be mentioned +the Deschutes and Oregon City. The former will be located between the +present toll bridge and the railroad bridge across the Deschutes River +and will thus obviate the necessity of toll payments. It will consist of +a series of reinforced concrete arches. The Oregon City bridge will +replace the old suspension bridge across the Willamette. Studies are +being made and comparisons of various types of bridges and locations of +site are being made. + +During the war period, both for patriotic and economic reasons the +employment of steel bridges was discontinued and wooden truss bridges +used instead. Now that the demand for steel for war purposes has +subsided, and there are indications of a decline in the price of +structural steel in the near future, the resumption of use of that +material in the construction of bridges will probably be more general. + + +ELIMINATION OF GRADE CROSSINGS + +The Department is working consistently for the elimination of dangerous +grade crossings. No less than ten grade crossings have been done away +with as far as through traffic on State Roads is concerned, during the +past two years. Most of these eliminations have been brought about by +holding roads on the same side of railway tracks instead of crossing +over and back. Two of the eliminations, however, were brought about by +grade separations; one near Rex in Washington County and another near +Ashland in Jackson County, both of these grade separations being +undercrossings. + +An agreement was also reached whereby a reinforced concrete overhead +crossing will be constructed to eliminate a very dangerous grade +crossing on the Pacific Highway near Divide, in Lane County. This +structure would have been built in 1918, but on account of the +requirements of material for war purposes, the United States Highway +Council ordered the construction delayed. It will undoubtedly be +constructed during the 1919 season. + + +FEDERAL CO-OPERATION + +In 1916, the United States Congress enacted a law making available +$85,000,000.00 of Federal Government moneys for co-operation with the +several States in the construction and improvement of roads. Of this +amount, $75,000,000.00 is appropriated for co-operation on "Post Roads," +roads over which either rural or star post routes are operated, and +$10,000,000.00 is appropriated for co-operation on "Forest Roads," roads +within or partly within National Forests. + +During the five year period prior to July 1, 1921, there will become +available to the State of Oregon from the Government Funds set aside by +this Act the following amounts: + + ===============================+================+================ + | For | For + | Post Roads | Forest Roads + -------------------------------+----------------+---------------- + July 1, 1916, to July 1, 1917 |$ 78,687.00 | $ 127,794.00 + July 1, 1917, to July 1, 1918 | 157,375.00 | 127,794.00 + July 1, 1918, to July 1, 1919 | 236,062.00 | 127,794.00 + July 1, 1919, to July 1, 1920 | 314,749.00 | 127 794.00 + July 1, 1920, to July 1, 1921 | 393,437.00 | 127,794.00 + +----------------+---------------- + Totals |$ 1,180,310.00 | $ 638,970.00 + -------------------------------+----------------+---------------- + +Total amount of government funds apportioned to the State of Oregon for +co-operative work. $1,819,280.00. + +With the funds thus apportioned to the State, the Government will +co-operate on approved road projects to not to exceed fifty per cent of +their cost. Therefore, the State, or the State co-operating with the +Counties, must provide amounts at least equal to the amounts set aside +by the Federal Government in order to avail itself of the funds +apportioned to it. + +In 1917, the State Legislature passed a bill accepting the terms of the +Federal Government's co-operative offer and authorizing the issue of +bonds to the amount of $1,819,280.00 to provide the funds necessary to +match the Government funds. There is thus available for expenditure on +post and forest roads in the State during the five years prior to July +1, 1921, the following amounts: + + For Post Road Projects: + Federal Government Funds $1,180,310.00 + State Funds 1,180,310.00 + -------------- $2,360,620.00 + For Forest Road Projects: + Federal Government Funds $ 638,970.00 + State Funds 638,970.00 + -------------- 1,277,940.00 + -------------- + Total $3,638,560.00 + +For Post Road Projects the plans are prepared, contracts let and work +supervised by the State Highway Department, subject, of course, to +approval and acceptance by the Secretary of Agriculture through the +Federal Office of Public Roads and Rural Engineering. For Forest Road +Projects, the plans are prepared, contracts let and work supervised by +the Federal Office of Public Roads and Rural Engineering acting for the +Secretary of Agriculture. The State Highway Department is, therefore, +directly responsible for the work done on Post Road Projects, whereas on +Forest Road Projects the responsibility rests with the Office of Public +Roads and Rural Engineering, the State Highway Department simply +approving the projects and auditing the claims presented by the Federal +Government against the State's share of the funds. + +It is the policy of the Highway Department to match the Government Funds +with equal amounts from State Funds only, any County Funds which may be +available being used to increase the total amounts available rather than +to reduce the amount of State co-operation. On projects approved to +November 30, 1918, the amount of these additional funds provided by +counties is approximately $325,000.00. + + +POST ROAD PROJECTS + +Up to November 30, 1918, fifteen Post Road Projects had been submitted +to the Office of Public Roads for approval. Of these fifteen projects +nine have received approval, three have been rejected as not complying +with the government requirements as regards rural and star route mail +service over them, and three are pending action by the Secretary of +Agriculture. The rejected projects were the Wolf Creek-Grave Creek +project in Josephine county, the Canyonville-Galesville project in +Douglas County, and the Myrtle Creek-Dillard project also in Douglas +County. The first and third of these projects have since been +constructed without government co-operation, and the second is under +construction as a "Forest Road." + +Construction is now under way on two Post Road Projects both of which +are in Union County. These are the Elgin-Minam project, estimated to +cost $41,151.00, and the Union-Telocaset project, estimated to cost +$30,000.00. The contracts for the construction of both jobs were let on +July 9, 1918, to Union County, represented by the County Court, the +lowest bidder. Subsequent to the letting, however, the Attorney General +gave the opinion that the County Court had no legal authority to enter +into a contract of this nature, and in order to facilitate matters and +prevent delay in construction the State Highway Commission on September +10, 1918, agreed to take the work over at the prices bid by the County, +the County agreeing to reimburse the State in case the cost of the work +exceeded the bid prices. + +The total estimated cost of all projects agreed upon to date is +$1,409,993.24 of which $627,496.62 is to be paid by the Federal +Government, $627,496.62 by the State, and $155,000.00 by the Counties +interested. On page 24 is given a tabulation of the Post Road Projects +approved, giving the estimated cost of each project with the respective +amounts to be paid by the State, the Federal Government and the +Counties. + + +FOREST ROAD PROJECTS + +The Federal authorities and the State Highway Commission have to date +agreed upon co-operation on fourteen Forest Road Projects. The total +estimated cost of these fourteen projects is $1,246,204.65; $538,231.78 +to be provided by the Government, $538,231.78 by the State, and +$169,741.09 by the Counties. + +Construction is already under way on three of the Forest Projects, +namely: the Canyonville-Galesville section of the Pacific Highway in +Douglas County, the Three Rivers Project in Tillamook County, and the +Ochoco Canyon Project in Crook County. + + +POST ROAD PROJECTS + +PROJECTS AGREED UPON TO NOVEMBER 30, 1918 + + =========+=======+========+=============+=================================== + |Project| Miles | | Funds Provided + Projects |Number | and | Estimated +-----------+-----------+----------- + +----+ | Kind | Total | By | By | By + | | of Work| Cost |Government | State | Counties + --------------+--+--------+-------------+-----------+-----------+----------- + Baker | | | | | | + County: | | | | | | + Baker-Middle |10|17.0 |$ 71,235.45|$ 28,117.73|$ 28,117.72|$ 15,000.00 + Bridge | |miles-- | | | | + section | |grading | | | | + Sag Section | 9|4.9 | 41,926.00| 17,963.00| 17,963.00| 6,000.00 + of Baker- | |miles-- | | | | + Baker- | |grading | | | | + Cornucopia | |and | | | | + Road | |gravel | | | | + Canyon |11|4.5 | 22,498.00| 8,249.00| 8,249.00| 6,000.00 + Section of | |miles-- | | | | + Baker- | |grading | | | | + Cornucopia | | | | | | + Road | | | | | | + | | | | | | + Grant County: | | | | | | + John Day to |13|7.2 | 143,817.14| 71,908.57| 71,908.57| ... + Fiske Creek | |miles-- | | | | + Section | |grading | | | | + | |and | | | | + | |gravel | | | | + Hall Hill to |14|2.2 | 43,282.47| 21,641.23| 21,641.24| ... + Prairie | |miles-- | | | | + City | |grading | | | | + Section | |and | | | | + | |gravel | | | | + | | | | | | + Harney County:| | | | | | + Burns-Crane |15|6.0 | 48,000.00| 20,000.00| 20,000.00| 8,000.00 + Project | |miles-- | | | | + | |grading | | | | + | |and | | | | + | |gravel | | | | + Malheur | | | | | | + County: | | | | | | + Project to be| | | 100,000.00| 40,000.00| 40,000.00| 20,000.00 + selected | | | | | | + | | | | | | + Marion | | | | | | + County: | | | | | | + Salem- | 7|18.0 | 347,232.60| 173,616.30| 173,616.30| ... + Aurora | |miles-- | | | | + Project | |grading | | | | + | | | | | | + Union County: | | | | | | + Elgin-Minam | 5|9.3 | 41,151.00| 20,575.50| 20,575.50| ... + Project | |miles-- | | | | + | |grading | | | | + Union- | 8|6.0 | 30,000.00| 15,000.00| 15,000.00| ... + Telocaset | |miles-- | | | | + Project | |grading | | | | + | | | | | | + Wasco County: | | | | | | + The Dalles- |..|2.0 | 44,000.00| 20,000.00| 20,000.00| 4,000.00 + Three Mile | |miles-- | | | | + Creek | |paving | | | | + Project | | | | | | + | | | | | | + Wheeler | | | | | | + County: | | | | | | + Fossil- | 4|9.5 | 36,733.40| 18,366.70| 18,366.70| ... + Sarvice | |miles-- | | | | + Creek | |grading | | | | + Project | | | | | | + | | | | | | + Wheeler and | | | | | | + Grant | | | | | | + Counties: | | | | | | + Sarvice | 6|48.5 | 400,433.80| 157,216.90| 157,216.90| 86,000.00 + Creek- | |miles-- | | | | + Valades | |grading | | | | + Ranch | | | | | | + Project | | | | | | + | | | | | | + Yamhill | | | | | | + County: | | | | | | + Grande |12|2.8 | 39,683.38| 14,841.69| 14,841.69| 10,000.00 + Ronde | |miles-- | | | | + Project | |grading | | | | + | |and | | | | + | |gravel | | | | + --------------+--+--------+-------------+-----------+-----------+----------- + Total estimated cost|$1,409,993.24| | | + of all Projects | | | | + Federal Government | |$627,496.62| | + Funds | | | | + State Funds | | |$627,496.62| + County Funds | | | |$155,000.00 + --------------------------+-------------+-----------+-----------+----------- + +The Canyonville-Galesville section is what is generally known as Cow +Creek Canyon, one of the worst stretches on the Pacific Highway. This +section is 9.7 miles in length, and is to be graded sixteen feet wide; +the estimated total cost being $211,000.00. The work is under contract +to John Hampshire & Co., of Grants Pass. + +The Three Rivers Project is 10.35 miles in length and lies between Hebo +and Dolph on the Portland-Tillamook Highway in Tillamook County. The +County of Tillamook, represented by its County Court was the low bidder +on this work, but before the contract was entered into, the Attorney +General ruled that the County Court had no authority to contract work of +this kind. The State Highway Department having available the necessary +equipment and desiring to get this important piece of road work under +way, agreed with the Federal Government to take the work over at the +prices bid by Tillamook County. + +A tabulation of Forest Road Projects approved to date and giving the +estimated cost and amounts of County, State and Government Funds is +given below. + + +FOREST ROAD PROJECTS + +PROJECTS APPROVED TO NOVEMBER 30, 1918 + + =====================+=============+=================================== + | | Funds Provided + | Estimated +-----------+-----------+----------- + Projects | Total | By | By | By + | Cost | Government| State | County + ---------------------+-------------+-----------+-----------+----------- + Clackamas County: | | | | + Zigzag Section of | | | | + Mt. Hood Road |$ 48,000.00|$ 24,000.00|$ 24,000.00| ... + | | | | + Crook County: | | | | + Ochoco Canyon | 52,500.00| 17,500.00| 17,500.00| 17,500.00 + Project | | | | + | | | | + Curry County: | | | | + Curry-Coos Project | 110,000.00| 55,000.00| 55,000.00| ... + | | | | + Deschutes-Lane | | | | + Counties: | | | | + McKenzie Pass | 190,455.00| 82,078.00| 82,078.00| 26,299.00 + Project | | | | + | | | | + Douglas County: | | | | + Canyonville- | 211,000.00| 94,000.00| 94,000.00| 23,000.00 + Galesville | | | | + Tiller Trail | 123,603.00| 48,439.00| 48,439.00| 26,725.00 + Project | | | | + | | | | + Lake County: | | | | + Lapine-Lakeview | 79,419.00| 39,709.50| 39,709.50| ... + Project | | | | + | | | | + Jackson County: | | | | + Medford-Crater | | | | + Lake Project | 72,372.00| 34,436.00| 34,436.00| 3,500.00 + | | | | + Josephine County: | | | | + Grants Pass- | | | | + Crescent City | 31,476.00| 15,738.00| 15,738.00| ... + Project | | | | + | | | | + Klamath County: | | | | + Anna Creek Section | | | | + of Crater Lake | 6,780.40| 3,390.20| 3,390.20| ... + Road | | | | + | | | | + Lane County: | | | | + Eugene-Florence | 123,951.25| 41,317.08| 41.317.08| 41,317.09 + Project | | | | + | | | | + Tillamook County: | | | | + Three Rivers | 122,000.00| 50,250.00| 50,250.00| 21,500.00 + Project | | | | + | | | | + Wallowa County: | | | | + Flora-Enterprise | 29,648.00| 12,324.00| 12,324.00| 5,000.00 + Project | | | | + | | | | + Wheeler County: | | | | + Ochoco Canyon | 45,000.00| 20,050.00| 20,050.00| 4,900.00 + Project | | | | + +-------------+-----------+-----------+----------- + Total estimated |$1,246,204.65| | | + cost of all | | | | + Projects | | | | + Federal Govt. Funds| |$538,231.78| | + State Funds | | |$538,231.78| + County Funds | | | |$169,741.09 + ---------------------+-------------+-----------+-----------+----------- + +[Illustration: MOUNT ASHLAND FROM THE PACIFIC HIGHWAY IN JACKSON COUNTY. +ELEVATION OF HIGHWAY 4,480 FEET] + + +THE PACIFIC HIGHWAY + +The Pacific Highway running from Portland, through Oregon City, Salem, +Albany, Eugene, Roseburg, Grants Pass, Medford and Ashland to the +California line, is probably the most important through highway in the +State. Along it are situated nine of the most important cities of the +State. It traverses the immensely productive valleys of the Willamette, +the Umpqua and the Rogue Rivers. It is the intercommunicating road for +nine of the thirty-five counties of the State, and passes through the +county seats of all but one of the nine. It is the only continuous and +direct road along the Pacific Coast west of the Cascade Mountains, and +connecting as it does the metropoli of the three Pacific Coast States it +is the most important interstate highway in the West. From the +standpoint of the tourist, Oregon would not be on the map if it had no +Pacific Highway. It is the road that makes Oregon accessible to tourists +from other states. + +Being the most important highway in the State, the Pacific Highway +should be the best highway in the State. To make it the best and at the +same time to bring it up to the standard of the same highway in the +adjacent states of Washington and California is one of the ends toward +which the Highway Commission has been working during the past two years. +During that time 53.3 miles of the very worst stretches of this highway +have been newly graded to trunk highway standards. This grading has +eliminated practically all of those heavy and dangerous grades which +have made Oregon notorious for bad roads and which have kept thousands +of auto tourists from visiting the State. In addition to grading 53.3 +miles on the Pacific Highway, the Highway Commission has put down 8.3 +miles of pavement and 14.5 miles of macadam, the total cost of all of +these improvements being $971,000.00. As a part of the 1919 program, the +Highway Commission has already appropriated for the improvement of the +Pacific Highway the sum of $1,147,000.00, with which it is planned to +build 46 miles of pavement and 38 miles of macadam surface. + +The particular sections of the Pacific Highway constructed during 1917 +and 1918, together with their mileages and total costs are given below. +All of these sections are completed with the exception of the +Canyonville-Galesville Forest Road Project which is well under way. + + ================================================+=====+=========== + Sections |Miles| Total Cost + ------------------------------------------------+-----+----------- + Grading (including bridges)-- | | + Oregon City to New Era | 4.0|$ 75,000.00 + Divide to Leona | 7.0| 50,000.00 + Yoncalla to Oakland | 10.8| 101,100.00 + Myrtle Creek to Dillard | 12.8| 165,500.00 + Canyonville to Galesville | 9.7| 211,000.00 + Wolf Creek to Grave Creek | 4.9| 68,300.00 + Grants Pass to Jackson County Line | 3.3| 13,000.00 + Ashland Undercrossing | .8| 9,800.00 + | | + Macadam-- | | + Cottage Grove to Divide | 1.0| 6,100.00 + Divide to Leona | 7.0| 64,000.00 + Siskiyou to California Line | 6.5| 56,300.00 + | | + Paving-- | | + Oregon City to Canby | 7.5| 135,000.00 + Ashland Hill Section | .8| 15,900.00 + +-----+----------- + Total cost of improvements completed and under| | + way on Pacific Highway, 1917-1918 | |$971,000.00 + ------------------------------------------------+-----+----------- + + +THE COLUMBIA RIVER HIGHWAY + +The Columbia River Highway is second only to the Pacific Highway as a +commercial necessity in the state of Oregon; furthermore, the Columbia +River Highway is the only connecting link between Eastern and Western +Oregon that can be kept open for vehicular traffic throughout the entire +year. + +From a scenic standpoint, the Columbia River Highway has now become +world famous, not only because of its wonderful natural advantages of +location, but because of the high standard of construction. A large part +of this combined commercial and scenic road is now open to traffic and +the coming year will see the elimination of the last almost impassable +barrier--the summit between Hood River and Mosier, a piece of +construction 5.8 miles in length which will cost approximately $350,000 +for the grading alone. + +The Columbia River Highway parallels the Columbia River from the Pacific +Ocean to Umatilla, a distance of 320 miles, thence southeast an +additional 40 miles to Pendleton, where it connects with the Old Oregon +Trail. The Old Oregon Trail continues southeast for a distance of 190 +miles, crossing the Idaho-Oregon line at Huntington; making a continuous +highway 550 miles in length. + +At this date, the grading of the Columbia River Highway is practically +complete from Astoria to Hood River, a total distance of 174 miles, and +the greater part of it is now either paved or macadamized. + +The cost of work completed on the Columbia River Highway between Astoria +and Portland during the period covered by this report, after all +payments are made will be approximately $866,000.00, of which amount +$832,078.35 has been expended to date. The work accomplished consists of +9.4 miles of grading, 51.6 miles of macadamizing, 6 miles of paving, 15 +reinforced concrete bridges and one covered wood draw bridge. + +On the upper Columbia River Highway between Hood River and Cascade +Locks, 14.2 miles have been graded, 18 miles gravelled, and a number of +reinforced concrete bridges built, among which is the Hood River bridge +at Hood River, costing $48,000.00. The total cost of the work completed +between Hood River and Cascade Locks will amount to $466,000.00. + +The sections improved during this period, with their mileages and costs +are as follows: + + ====================================+=====+============= + Sections |Miles| Total Cost + ------------------------------------+-----+------------- + Grading-- | | + Cascade Locks to Hood River | 14.2|$ 355,000.00 + Goble to Clatskanie | 8.2| 78,500.00 + Astoria to Svensen | 1.2| 15,000.00 + | | + Bridges-- | | + Hood River Bridge | | 48,000.00 + Beaver Valley Bridges | | 32,000.00 + John Day River Bridge | | 25,000.00 + Other Bridges | | 31,000.00 + | | + Paving-- | | + Astoria to Svensen | 3.5| 65,000.00 + Scappoose to Multnomah County Line| 2.5| 37,500.00 + | | + Macadamizing-- | | + Astoria to Svensen | 5.5| 30,000.00 + Svensen to Columbia County Line | 18.9| 215,000.00 + Clatsop County Line to Goble | 27.2| 335,000.00 + Cascade Locks to Hood River | 18.0| 65,000.00 + +-----+------------- + Total Expenditures 1917 and 1918| |$1,332,000.00 + ------------------------------------+-----+------------- + +During 1919, work will be undertaken on the Columbia River Highway to +the amount of $1,400,000.00, comprising 10 miles of pavement, 85 miles +of gravel macadam and 80 miles of grading. This work when completed will +provide a surfaced highway between Astoria and Pendleton. + + +COUNTY WORK SUPERVISED BY THE HIGHWAY DEPARTMENT + +That the Counties of the State have confidence in the Highway Department +and recognize the ability of the Department to get results is evidenced +by the fact that $709,724.79 of county funds have been voluntarily +turned over to the Department during 1917 and 1918 to be expended under +its supervision. + +This, $709,724.79, is the actual amount of money paid out by Counties on +vouchers audited and approved by the Department. In addition to this a +large amount of work has been done by Counties under the supervision of +the Department, for which payment was made direct by the Counties +without being audited by the Highway Department. No record of the total +amount thus expended is available, but it is estimated to be about +$200,000.00. No part of this amount is included in any of the +tabulations of expenditures given in this report. The cost of +engineering and supervision of work handled in this manner, has been +paid by the Highway Department and is included in Table VI of the +Financial Report as "Engineering County Construction." + +For co-operation on Post and Forest Road Projects, a total of +$325,000.00 of County Funds have already been pledged. Of this amount +$155,000.00 will be expended under State supervision, and $170,000.00 +under Federal Government supervision. + + +CONSTRUCTION WORK BY STATE FORCES + +While the major part of the work supervised by the State Highway +Department is handled under the contract system, it has been found to be +good business for the Department to go into competition with contractors +and where satisfactory bids are not received to proceed to handle the +work with State forces. + +During 1917 and 1918, the Department handled in this manner the +construction of 45.5 miles of macadam surfacing, 3.0 miles of concrete +paving, and 27.3 miles of grading. + +Although war conditions prevailed during the past year and every +possible obstacle had to be surmounted, the work done with State forces +made a creditable showing when compared with cost plus and contract +jobs. Especially is this true of paving work where a comparison of costs +with bid prices show a very substantial saving to the State, as +illustrated by the following table: + + ===================+======+==========+==========+===========+========== + |Length| Prelimi- |Cost Based|Actual Cost|Saving to + | in | nary | on Lowest| With State| State + | Miles| Estimate | Bid Price| Forces | + | | of Cost | | | + -------------------+------+----------+----------+-----------+---------- + Sheridan Paving | 2.2 |$42,535.50|$52,438.00|$40,065.61 |$12,372.39 + Ashland Hill Paving| .8 | 16,962.00| 19,858.66| 15,908.03 | 3,950.63 + +------+----------+----------+-----------+---------- + Total | 3.0 |$59,497.50|$72,296.66|$55,973.64 |$16,323.02 + -------------------+------+----------+----------+-----------+---------- + +Highway construction by the State Highway Department with its own forces +has its limitation, however, in spite of the fact that it is often +possible to do work at less cost than by contract. The Oregon State +Highway Department is by law and of necessity an engineering +organization and, in order to have the best success in handling +construction work, it is necessary to have a distinct organization. + +In the hiring of men for handling such construction, it is necessary for +the State to compete with contractors for the higher priced and more +experienced men, and the contractor is often in a position to offer more +salary than the State. Furthermore, it is necessary for the State to +carry large quantities of expensive equipment which is idle at least a +part of the year, and, in fact, the amount of equipment necessary to +handle all of the State work by force account would represent too large +a portion of the year's available money for road work. + +In handling its construction work direct, however, the Department has +the advantage of not being required to make a profit on the work, +neither has it to pay interest on the necessary moneys to carry payrolls +and other incidentals, neither is there any loss in retained percentage. +The State does not have to carry a construction bond and, in fact, there +are many reasons why a state should handle its construction direct, +cheaper than by contract. + +There is much to be said on both sides of the question, but the +Department at this time does not believe that it is justified in +attempting to handle all of the State work, believing that only under +certain conditions where the State does not receive reasonable bids the +work should be handled direct. + +The State Highway Department has many large construction jobs under +contract at one time, and it is obvious, even to the layman, that an +organization to handle all of this work with State forces is impossible +under the present laws of the State of Oregon, and the Department +recommends that force account be limited to such cases as are mentioned +above and work for which the quantities and cost can not be closely +estimated in advance of construction, such as maintenance work and light +grading. + + +STATE HIGHWAY FUNDS + +The funds at the disposal of the Highway Department are divided as +follows: + + * * * * * + +=The State Highway Fund= provides for one-quarter mill tax on the +assessed valuation of the State. This fund amounted to $219,690.98 in +1917; $232,151.39 in 1918 and in 1919 will equal $246,883.47. The money +available in this fund provides a sufficient sum for the salaries and +expenses of the State Highway Department, and the cost of maintaining +State highways which have been constructed or improved. It is provided +also, that with the proceeds of this fund, the Commission may enter into +co-operative agreements with any County for the survey, construction, +improvement or maintenance of any State highway upon such basis or +contribution as may be agreed upon. The Bridge Department is maintained +out of this fund and furnishes designs for structures desired by the +counties. + + * * * * * + +=The Automobile License Fund.= Under the provision of Section 12, +Chapter 423, Laws of 1917, the Secretary of State is directed to +transfer to an account under the jurisdiction of the State Highway +Commission, the receipts from the automobile license fees, less the cost +of administration. The law provides that these funds be transferred on +April 1 and October 1 of each year. The 1918 receipts from this fund +were $425,000.00 and with the rapid increase of the number of +automobiles, it is expected that this amount will be increased from year +to year. The fund provides for the payment of principal and interest, as +the same shall become due, on the bonded indebtedness of the State of +Oregon, contracted for road purposes under the provisions of the Six +Million Dollar Bonding Act and the State and Federal Road Bonding Act. +The unexpended balance may be expended on such State highway projects as +the Commission approves. + +This fund is also used for co-operative work in counties where the Six +Million Dollar Fund may not be used and on State Highways not eligible +for improvement under the Post and Forest Road Acts. + + * * * * * + +=The Six Million Dollar Road Bond Fund= provides for the issuance of six +million dollars in bonds during the next five years. It provides for the +sale of one million dollars in bonds in 1917; two million dollars in +1918, and the balance as the Commission may think advisable. The primary +purpose of this act was to provide paving on the main highways of the +State, contingent upon the counties preparing the road bed according to +the plans of the State Highway Engineer. + +It also provides funds for the grading of the road bed on the Columbia +River Highway in Clatsop, Columbia and Hood River Counties and on the +Pacific Highway in Jackson County. + +At this date a total of $2,190,000 par value of bonds have been sold. + + * * * * * + +=State and Federal Co-operative Road Bonds.= Under the Federal Aid Road +Act there is provided for expenditure by the Federal Government during +the next five years, $1,180,310.85 for the construction of Post Roads in +the State of Oregon and there is also available during the same period +the sum of $638,970.00 for the construction of highways within or partly +within the National Forests of the State. The purpose of this Act is to +meet Federal Aid in an equal amount and under this provision a total of +$1,819,280.85 in bonds is authorized to be issued by the Board of +Control and placed in a special fund to be used in carrying out the +provisions of this Act. A total of $400,000.00 par value of these bonds +have been sold. + + +EQUIPMENT + +The State Highway Department owns construction and hauling equipment to +the approximate value of $100,000.00. This equipment is too varied and +extensive to be shown in detail in this report. However, it includes six +heavy auto trucks, two light auto trucks, twenty-two touring cars, three +concrete mixers, two gasoline locomotives, three road rollers, one Brown +hoist, one asphalt paving plant, three rock crushers and an extensive +supply of camp equipment, small tools, drills, steel, pipe, etc. + +Most of this equipment is in fine working condition and adaptable to +general highway work and has been used during the past year. However, we +have on hand a certain amount of machinery which was bought for special +purposes in former years, and while it has no doubt made a saving +sufficient to justify its original cost, the Department has no more use +for it and it would be advantageous to the Department if this equipment +could be disposed of and the money invested in more necessary machinery. +Under present conditions, the State law makes it necessary to return any +money from the sale of materials, supplies or equipment into the General +Fund of the State, and it is impossible to get this money back into +highway funds without a special act of the Legislature. Despite this +fact, however, some equipment was disposed of during the past year and +the money turned into the General Fund. + +If the State Highway Department is to proceed with any considerable +amount of work with State forces, it will be necessary to purchase some +additional equipment so that the work may be prosecuted more +economically, especially is this true of concrete bridge work and +general maintenance work. These are special types of work and special +types of equipment are necessary to handle them properly. + +During the past year a great amount of equipment has been rented from +private contractors and in case of short jobs and on special types of +work, this is economical, but on long jobs, it is much more economical +to purchase the necessary machinery as the amount paid out in rentals +for a period of six or eight months is a considerable portion of the +purchase price. + +During the past season a warehouse was built by the Department for the +purpose of housing construction equipment. This warehouse is located on +State property near the Penitentiary. It is 40 by 80 feet in size and +has railroad facilities. + +All idle equipment and left over material is shipped to Salem, for +storage, at the close of the season. There the equipment is overhauled, +repaired, repainted, and placed in readiness for the next season's work. +The warehouse was built by the Department with day labor. + +It will probably be advisable during the coming year to erect two more +units to the warehouse to take care of a larger amount of equipment and +provide for repair shop and garage. + +A garage was rented at 660 North Capitol Street, Salem, and an efficient +automobile mechanic was placed in charge. By this means the automobiles +of the Department are kept in good repair, oiled and tires vulcanized. +Facilities are provided also for overhauling and repainting, which +effects a considerable saving. + + +OFFICE ORGANIZATION + +The work handled in the offices of the State Highway Department is of +four classes, each requiring specialized training, and, in a way, of +little or no relation to each other. For this reason, the office +organization consists of four different offices or departments: the +General Office, the Auditing Department, the Office Engineering +Department and the Bridge Department. The work of these departments is +outlined in the following paragraphs. + + * * * * * + +=General Office.=--All business of the Highway Commission and all +business of the Department with the public is transacted through the +General Office. Under the direction of the Secretary of the Commission +and the First Assistant Engineer, this office handles all +correspondence, the issuance of bonds, the execution of contracts, the +purchase of supplies and equipment, and all general office detail. + +The seal of the State Highway Commission and the minutes of the +Commission meetings are in the custody of the Secretary. All mail is +received and distributed through the Secretary's office, and in it filed +all correspondence, legal documents, etc. This office also keeps a +record of all State equipment and takes care of the charging out of +rental and depreciation on same. + +The purchase of office, engineering and construction supplies and +equipment is handled by this department and a considerable saving is +realized by buying in quantities. On all stock supplies, each job is +charged with the amount furnished and similarly rental on our own +engineering instruments and automobiles is charged, so that the cost of +each job may be determined. On construction projects which are furnished +with our own trucks, road rollers, etc., each piece of equipment is +rented out to the job in the same manner. A record is kept of the rental +charged on each piece of equipment so that its value can be determined +at any time. + + * * * * * + +=Auditing Department.=--This department, working under the supervision +of the Auditor, handles all claims against the Commission, verifies each +one, prepares the vouchers to cover, sends them out to claimants to be +certified, and mails out the warrants when received from the Secretary +of State. All vouchers drawn from the counties for co-operative work or +projects over which the Commission has supervision, are also audited in +this department. In 1917 there were 1,782 State vouchers passed, +aggregating a total of $682,321.98; in 1918, 3,371 were passed, +aggregating $2,205,935.70. In 1917 there were 544 County vouchers +totaling $270,162.37, and in 1918, 410 vouchers totaling $439,562.79. A +total of all such vouchers for the biennium aggregating $3,597,982.84. + +Employes of the Commission are paid by payroll warrants drawn in favor +of the State Highway Engineer and bank checks issued against the same. +The total number of paychecks issued in 1917 was 2,771, and in 1918 +there was a total of 7,350. + +It will be noted that in the past two years the Commission has done +considerable work by day labor and the above statement includes all +direct employes. It is desirable to expedite payment of labor claims, +especially to men who quit on short notice. The present law requires +that claims be prepared in voucher form, approved by the Commission for +payment and then sent to the Secretary of State for audit. The warrant +when received is deposited in a bank and a paycheck issued. It is +recommended that a revolving payroll fund be created on which pay checks +could be drawn and sent out immediately as requested. These could later +be listed and the payroll voucher prepared in the usual manner in favor +of the State Highway Engineer. The warrant when received, to be refunded +to the payroll fund which would be kept intact. The State Highway +Engineer should furnish a payroll bond to cover. This fund could also be +used for emergency claims to take advantage of trade discounts and +permit the payment of small claims which it is desired to pay promptly. + +In the numerous cases in which the Commission has taken over the work to +do with its own forces, the necessary bookkeeping and detail records for +handling material, supplies and labor payrolls have been carried by this +office. On several force account jobs each invoice and payroll of the +contractor has been carefully checked and verified before being paid. + +The record of both State and County funds have been audited by reputable +certified public accountants and found correct. + +Mr. G. Ed Ross served in the capacity of Auditor until his resignation +in July, 1918, when his duties were taken over by Roy A. Klein, +Assistant Engineer. + + * * * * * + +=Office Engineering Department.=--In the Office Engineering Department +are handled the numerous office details in connection with the +engineering work of the Department. The more important of these duties +are the working up of maps, profiles, specifications and estimates for +new projects; the checking of monthly and final estimates for payments +on contract work; the filing of engineering records of all kinds; the +keeping of cost distribution and the compilation of reports, statistics +and other data. + +During the past year this department, in addition to its other work, +prepared and had published a road map of the State of Oregon. This map +shows all of the main traveled roads of the State and is believed to be +the most authentic as well as the most complete road map of Oregon yet +published. A small reproduction of the map is contained in this report. +Single copies of a larger size, 13 by 22 inches will be supplied upon +application. + + * * * * * + +=Bridge Department.=--The Bridge Department prepares designs, plans, +specifications and estimates for all bridges and similar structures. The +inspection and the supervision of construction of bridges is also in +charge of this department. + +The laws of the State require that bridge designs be prepared for +counties by the Highway Department, upon the request of County Courts. +Twelve counties have taken advantage of this law during the past two +years and have called upon the Department for designs for a total of +thirty-four bridges and six culverts, and of these structures +twenty-seven bridges and four culverts have been built. + +A total of ninety-five bridges and fifteen culverts were designed by the +Bridge Department, of which fifty-nine bridges and eleven culverts have +been constructed. + + +COST KEEPING + +The keeping of an accurate segregation of expenditures and a detailed +distribution of costs for an organization handling the amount of work +and the character of work handled by the Highway Department is a matter +of the greatest importance. The Highway Department seldom has under way +less than eighty or ninety separate and distinct jobs. These jobs are +scattered all over the State, and few of them are of sufficient size to +warrant the employment of timekeepers on the jobs to keep exact records +of expenditures and costs. The records for all of these jobs must be +kept in the main office where it is impossible for those keeping the +records to be personally familiar with the details of the numerous +expenditures made on each of the many jobs. + +To secure proper records of expenditures, therefore, a system of cost +keeping must be used which requires little attention from the engineers +and superintendents in charge of the various jobs, and at the same time +gives sufficient information to those keeping the records in the main +office to enable them to segregate all expenditures so that detailed +information as regards total expenditures, monthly expenditures, +expenditures from different funds, expenditures for different purposes, +unit costs, etc., are readily available at any time, and in such form +that all jobs may be combined to give total expenditures of various +kinds, so that the Department is always Informed as to the financial +status of each job and of all jobs. + +The system of cost keeping now in use by the Department has been evolved +from a number of other systems in use on work of a similar nature, and +is a system specially devised to meet the requirements of the +Department. For every cent expended by the Highway Department or under +its supervision, there appears in the cost records, entries which give +at a glance the name of the County in which the expenditure is +incurred, the name of the particular job, whether it is an engineering +cost or a construction cost, the particular part of the work involved, +the fund from which it is paid, and a reference to the original invoice +or statement upon which the payment is made. These records are so +arranged and so summarized each month that almost any desired +combination of costs is available, such as the totals for each county, +for each job, for each fund, for engineering, for construction, for +surveys, for administration, for construction engineering, etc. + +The expenditure tabulations given in various parts of this report, and +especially those in the part devoted to the Financial Report, give a +good idea of the results being obtained with the system in use although +they do not give the detail which is readily available in the records +themselves. + + +EMPLOYES IN THE UNITED STATES ARMY SERVICE + +The State Highway Department is very proud of its representation in the +Army Service and in recognition of the patriotism of those employes who +have gone to the Front, the Department has maintained a Service Flag +upon which there are now sixty stars. The men represented by these stars +are listed on the following Roll of Honor: + + +HONOR ROLL + + Name and Company Former Position + with Department + + Abbott, Charles H., 23d Engineers Inspector + Brown, Merle, Batt. F, 5th Field Artillery Chainman + Chittick, Ernest Chainman + Chrisman, William Chainman + Coats, Solomon Chainman + Conway, M. A., Navy Timekeeper + Cook, Harold, Private, S. A. T. C., Willamette University Blueprinter + Cooley, Lorrin D., Company Mechanic, 11th Co., Coast Chainman + Artillery + Cowgill, W. C. Jr., 1st Provisional Co., 32d Resident Engineer + Engineers + Cutler, Oscar, 472d Engineer Reg. Locating Engineer + Glass, D. G., 2d Lieut., Co. D, 42d Engineers Locating Engineer + Grabenhorst, Eugene B., Private, Co. P, 5th Bn., Instrumentman + 22d Engineers + Green, E. R. Private, Co. A, 23d Engineers Resident Engineer + Greenwood, P. S. Transitman + Grey, Ulric R., Camp 4-C, Spruce Squadron Instrumentman + Hale, E. E. Chainman + Harris, Milton, 2d Lieut. Transitman + Hodgman, K. E., Captain, Spruce Division, Signal Resident Engineer + Corps + Hyatt, Waldron, 22d Co., 1st Regiment, U. S. Marine Corps Instrumentman + Ingels, Hollis G., H. Q. Co., 62d Inf. Levelman + Ingram, R. C., Corporal, Co. L, 23d Engineers Draftsman + Isakson, C. O., 1st Lieut., 12th Engineers Instrumentman + Jones, Melville S., Master Engineer, Co. C, 116th Engineers Computer + Judd, Henry C., 3d Co., Coast Artillery Chainman + Junken, Fred S., Navy Rodman + Kelley, C. C., 1st Lieut., Co. E, 2d Bn., 20th District Engineer + Engineers + Kinsey, Claude, Co. A, 20th Engineers Instrumentman + Lawrence, Perry, Amb. Co. No. 361 Topographer + Lytle, K. D., Co. C, 43d Engineers Transitman + McClintock, John, Hospital Unit, Coast Artillery Chainman + McClintock, Leon, Hospital Unit, Coast Artillery Rodman + May, Aloys H. Transit Rodman + Metzger, Floyd S., Co. C. Q. M. Unit No. 305 Timekeeper + Miller, E. V. Draftsman + Miller, Ralph W. E., Corporal, Co. I, 62d Infantry Costkeeper + Minton, Joseph, Co. M, 162d Infantry Rodman + Moe, Forrest L., 9th Co. Coast Artillery Chainman + Moore, Don H., Co. A, 116th Engineers Chainman + Moore, Merton, Co. A, 116th Engineers Chainman + Moore, Royal, Co. C, S. A. T. C., U. of California Chainman + Morgan, Silas B. Rodman + Murdock, R. B., 2d Lieut., Co. C, 42d Engineers District Engineer + Murphy, Thomas, Hospital Corps, 40th Division Chainman + Noble, Chas. S., Y. M. C. A. Locating Engineer + Nunn, Roy, Sergeant, H. Q. Co., 166th Depot Brig. Resident Engineer + Oerding, Chas., Engineers Chainman + Oerding, Harry, Co. A, 20th Engineers Chainman + Quine, Ralph, Hospital Unit, Coast Artillery Chainman + Reiter, C. G., 1st Lieut. Locating Engineer + Rynning, P. B., Co. H, 23d Engineers Resident Engineer + Schaffenberg, H. Chainman + Smith, Frederic W., Co. C, Q. M. Unit No. 305 Timekeeper + Smith, Thos. P. Stakeman + Stretchberry, Ray, 17th Co., 23d Engineers Rodman + Sutter, L. R., Co. F, 4th Engineers Chainman + Tilley, Walker B., Co. K, 18th Railway Engineers Instrumentman + Welborn, Forrest, Sergeant, 44th Machine Gun Company Clerk + Wilson, Otis E. Inspector + Withycombe, Earl, 20th Engineers Resident Engineer + Vester, Albert Chainman + + +SUMMARY + +The classification of employes lost to the Department through enlistment +in the Army is as follows: + + District engineers 2 + Locating engineers 4 + Resident engineers 6 + Transitmen 9 + Draftsmen 2 + Levelmen 1 + Computers 2 + Topographers 1 + Timekeepers 3 + Inspectors 2 + Office clerks 1 + Blue Printer 1 + Rodmen 6 + Chainmen 20 + -- + Total number 60 + +[Illustration: REINFORCED CONCRETE HALF VIADUCT ON THE COLUMBIA RIVER +HIGHWAY BETWEEN GOBLE AND RAINIER IN COLUMBIA COUNTY, CONSTRUCTED IN +1918] + + + + + Financial Report + + Fund Allotments and Expenditures + During the Fiscal Period + + December 1, 1916, to November 30, 1918 + + + Grand Total of Funds Allotted $4,271,515.16 + Grand Total of Expenditures 3,597,982.47 + ------------- + Balance on hand December 1st, 1918 $ 673,532.69 + +The details of fund allotments and expenditures are set forth in tables +as follows: + + Table I. Fund Allotments from all sources. + + Table II. Summary of Fund Allotments and Fund Expenditures. + + Table III. Expenditures Segregated by Counties. + + Table IV. Expenditures Segregated under the Headings of General + Administrative, Surveys, Construction Engineering, + Construction, Equipment and Unclassified. + + Table V. Expenditures for Construction Detailed by Jobs. + + Table VI. Expenditures for Surveys Detailed by Jobs. + + Table VII. Expenditures for Equipment, Bond Interest and Overhead. + + Table VIII. Summary of County Funds Expended by Department. + + +TABLE I + +FUND ALLOTMENTS FROM ALL SOURCES--DECEMBER 1ST, 1916, TO NOVEMBER 30TH, +1918 + + _One-Quarter Mill Tax Fund_-- + Balance on hand Dec. 1, 1916 $ 94,418.14 + Turnover January 1, 1917 219,690.98 + Turnover January 1, 1918 232,151.39 + ----------- + Total $ 546,260.51 + + _Automobile License Fund_-- + Turnover October 1, 1917 $150,000.00 + Turnover April 1, 1918 300,000.00 + Turnover October 1, 1918 125,000.00 + ----------- + Total $ 575,000.00 + + _Six Million Dollar Bond Fund_-- + Bond Sale, August 7, 1917 $471,300.00 + Accrued Interest 2,333.33 + Bond Sale, September 12, 1917 472,130.00 + Accrued Interest 1,833.33 + Bond Sale, March 15, 1918 455,850.00 + Accrued Interest 222.22 + Bond Sale, July 9, 1918 643,770.00 + Accrued Interest 2,606.54 + ----------- + Total $2,050,045.42 + + _State and Federal Co-operative Bond Fund_-- + Bond Sale, August 18, 1917 $388,040.00 + Accrued Interest 2,844.44 + Less expenditures by Board of Control 400.00 + ----------- + Total $ 390,484.44 + + _County Funds_-- + Payments on Vouchers drawn by Department 709,724.79 + ----------- + Grand Total Funds Allotted to Highway + Department, December 1, 1916 to November + 30, 1918 4,271,515.16 + +(For description of the several funds provided for the work of the +Highway Department see pages 30 and 31.) + + +TABLE II + +SUMMARY OF FUND ALLOTMENTS AND FUND EXPENDITURES--DECEMBER 1ST, 1916, TO +NOVEMBER 30TH, 1918 + + ==============================+=============+=============+=========== + | | | Balance + Funds | Allotments | Expenditures| December, + | | | 1, 1918 + ------------------------------+-------------+-------------+----------- + One Quarter Mill Tax Fund | $ 546,260.51| $ 528,789.99|$ 17,470.52 + Automobile License Fund | 575,000.00| 281,902.67| 293,097.33 + Six Million Dollar Bond Fund | 2,050,045.42| 2,049,025.47| 1,019.95 + State and Federal Co-operative| | | + Bond Fund | 390,484.44| 28,539.55| 361,944.89 + ------------------------------+-------------+-------------+----------- + Total State Funds |$3,561,790.37|$2,888,257.68|$673,532.69 + | | | + County Funds | 709,724.79| 709,724.79| ... + ------------------------------+-------------+-------------+----------- + Grand Total |$4,271,515.16|$3,597,982.47|$673,532.69 + ------------------------------+-------------+-------------+----------- + + +TABLE III + +EXPENDITURES SEGREGATED BY COUNTIES (INCLUDING COUNTY FUNDS EXPENDED +UNDER STATE SUPERVISION)--DECEMBER 1ST, 1916, TO NOVEMBER 30TH, 1918 + + ===========+===============+===============+=============== + County | State Funds | County Funds | Total + -----------+---------------+---------------+--------------- + Baker | $ 7,578.68 | ... | $ 7,578.68 + Benton | 47.56 | $ 479.20 | 526.76 + Clackamas | 155,861.10 | 43,091.14 | 198,952.24 + Clatsop | 344,387.23 | ... | 344,387.23 + Columbia | 488,302.15 | ... | 488,302.15 + Coos | 16,967.68 | 170,781.83 | 187,749.51 + Crook | 3,053.72 | ... | 3,053.72 + Curry | 5,629.24 | ... | 5,629.24 + Deschutes | 20,716.37 | ... | 20,716.37 + Douglas | 159,769.58 | 173,550.18 | 333,320.76 + Gilliam | 35,999.48 | ... | 35,999.48 + Grant | 7,468.78 | 291.10 | 7,759.88 + Harney | 1,873.45 | ... | 1,873.45 + Hood River | 433,928.22 | 3,968.49 | 437,896.71 + Jackson | 86,619.88 | ... | 86,619.88 + Josephine | 77,998.14 | ... | 77,998.14 + Klamath | 819.23 | ... | 819.23 + Lake | 15,391.67 | ... | 15,391.67 + Lane | 14,529.52 | ... | 14,529.52 + Lincoln | 2,997.47 | ... | 2,997.47 + Linn | 791.07 | 5.00 | 796.07 + Malheur | 866.65 | ... | 866.65 + Marion | 5,083.59 | 223,794.99 | 228,878.58 + Morrow | 10,863.10 | 1,009.44 | 11,872.54 + Polk | 802.92 | 17,200.70 | 18,008.62 + Sherman | 3,052.14 | ... | 3,052.14 + Tillamook | 68,274.29 | 26,009.84 | 94,284.13 + Umatilla | 173,942.50 | 3,542.75 | 177,485.25 + Union | 32,188.17 | 78.59 | 32,266.76 + Wallowa | 765.07 | ... | 765.07 + Wasco | 4,313.79 | 19.45 | 4,333.24 + Washington | 246,769.05 | 9,395.00 | 256,164.05 + Wheeler | 69,214.78 | 18,233.60 | 87,448.38 + Yamhill | 124,958.84 | 18,273.49 | 143,232.33 + +---------------+---------------+--------------- + Total | $2,621,825.11 | $709,724.79 | $3,331,549.90 + -----------+---------------+---------------+--------------- + + +TABLE IV + +EXPENDITURES SEGREGATED UNDER THE HEADINGS OF GENERAL ADMINISTRATION, +SURVEYS, CONSTRUCTION ENGINEERING, CONSTRUCTION, EQUIPMENT AND +UNCLASSIFIED. + + =========================+===============+===============+============ + Classification | Total | State | County + | | Funds | Funds + -------------------------+---------------+---------------+------------ + General Administration | | | + and Supervision | $ 97,621.82 | $ 97,621.82 | ... + Surveys and Engineering | | | + County Work | 144,086.67 | 137,954.74 | $ 6,131.93 + Construction Engineering | 127,805.58 | 127,803.08 | 2.50 + Construction | 3,059,657.65 | 2,356,067.29 | 703,590.36 + Equipment | 86,717.55 | 86,717.55 | ... + Unclassified (Interest | | | + on Bonds, etc.) | 82,093.20 | 82,093.20 | ... + +---------------+---------------+------------ + Grand Total Expenditures | $3,597,982.47 | $2,888,257.68 | $709,724.79 + -------------------------+---------------+---------------+------------ + + +TABLE V + +EXPENDITURES FOR CONSTRUCTION WORK DETAILED BY JOBS--DECEMBER 1ST, 1916, +TO NOVEMBER 30TH, 1918 + + ==================================+=============================+ + | TOTALS | + +--------------+--------------+ + | Estimated | Expended | + JOBS | total | to date | + | cost of job | | + ----------------------------------+--------------+--------------+ + Clackamas County: | | | + Paving--Oregon City to Canby | $135,000.00 | $102,114.85 | + Grading--Canemah Hill Section | 27,500.00 | 24,037.20 | + Grading and Rock Crushing--New | 66,000.00 | 63,047.79 | + Era | | | + Grading--Multnomah Co. Line to | 5,746.80 | 7,746.68 | + Oswego | | | + Clatsop County: | | | + Grading and Paving--Astoria to | 236,000.00 | 96,955.97 | + Svensen | | | + Macadamizing--Svensen to | 216,000.00 | 210,079.16 | + Columbia Co. Line | | | + John Day River Bridge east of | 25,000.00 | 21,051.52 | + Astoria | | | + Plympton Creek Bridge at | 6,413.19 | 6,413.19 | + Westport | | | + Big Creek Bridge near Knappa | 8,446.70 | 8,446.70 | + Little Creek Culvert near Knappa| 929.69 | 929.60 | + Miscellaneous charges on work | 247.94 | 247.94 | + prior to 1917 | | | + Columbia County: | | | + Paving--Multnomah Co. Line to | 37,652.59 | 37,652.59 | + Scappoose | | | + Macadam--Clatsop Co. Line to | 121,000.00 | 118,922.90 | + Clatskanie | | | + Macadam--Clatskanie to Delena | 142,000.00 | 136,560.40 | + Macadam--Delena to Goble | 49,955.08 | 49,955.08 | + Macadam--Goble Section | 23,000.00 | 21,478.97 | + Grading--Goble Section | 46,262.64 | 46,262.64 | + Grading--Rainier Hill Section | 6,350.61 | 6,350.61 | + Grading--Beaver Valley Section | 20,978.22 | 20,978.22 | + Grading--Deer Island Section | 2,398.10 | 2,398.10 | + Concrete Viaduct, Cribbing and | 9,039.86 | 9,039.86 | + Masonry Wall, near Prescott | | | + Beaver Valley Bridges | 32,000.00 | 29,808.58 | + Scappoose Culvert | 1,834.60 | 1,834.60 | + Goble Creek Bridge near Goble | 5,907.14 | 5,907.14 | + Graham Creek Culvert near | 804.49 | 804.49 | + Clatskanie | | | + Coos County: | | | + Coast Highway and Myrtle Point- | 180,235.18 | 180,235.18 | + Coquille Road | | | + Crook County: | | | + Ochoco Canyon Forest Road | 52,500.00 | 3,053.72 | + Project (Federal Government | | | + cooperates on this project to | | | + the amount of $17,500.00) | | | + Deschutes County: | | | + Cinder Macadam--Bend to LaPine | 20,183.60 | 20,183.60 | + Douglas County: | | | + Grading--Divide to Comstock | 19,146.74 | 19,146.74 | + Grading and Macadam--Comstock | 80,000.00 | 79,092.87 | + to Leona | | | + Grading--Oakland to Yoncalla | 101,096.12 | 101,096.12 | + Grading--Myrtle Creek to Dillard| 120,000.00 | 88,376.99 | + Macadamizing--Divide to Comstock| 15,185.09 | 15,185.09 | + Maintenance--Glendale to Stage | 74.65 | 74.65 | + Road Pass | | | + Umpqua River Bridges near | 45,500.00 | 24,802.85 | + Dillard | | | + Gilliam County: | | | + Macadam--Condon to Thirty Mile | 32,500.00 | 31,096.05 | + Creek | | | + Hood River County: | | | + Grading--Cascade Locks Section | 152,904.85 | 152,904.85 | + Grading--Viento Section | 102,750.00 | 86,933.00 | + Grading--Ruthton Hill Section | 107,000.00 | 90,257.53 | + Macadam--Cascade Locks to Hood | 68,000.00 | 62,895.48 | + River | | | + Hood River Bridge | 48,000.00 | 40,528.29 | + Jackson County: | | | + Macadam--Siskiyou to California | 56,252.98 | 56,252.98 | + Line | | | + Ashland Under-crossing | 9,768.88 | 9,768.88 | + Paving--Ashland Hill Section | 15,908.03 | 15,908.03 | + Maintenance--Siskiyou Section | 748.34 | 748.34 | + Josephine County: | | | + Grading--Wolf Creek to Grave | 68,301.53 | 68,301.53 | + Creek | | | + Grading--Locust Hill Section | 4,869.97 | 4,869.97 | + Miscellaneous charges on | 409.43 | 409.43 | + construction in 1916 | | | + Lake County: | | | + Grading and Macadam--Lakeview | 15,391.67 | 15,391.67 | + to Paisley | | | + Lane County: | | | + Macadam--Divide to Cottage Grove| 6,099.86 | 6,099.86 | + Construction prior to 1917 | 424.44 | 424.44 | + Lincoln County: | | | + Grading--Pioneer Mountain | 2,054.05 | 2,054.05 | + Section | | | + Marion County: | | | + Salem Bridge over Willamette | 223,902.99 | 223,902.99 | + River | | | + Polk County: | | | + Approach to Salem Bridge | 4,548.10 | 4,548.10 | + Reinforced Concrete Bridge at | 10,755.68 | 10,755.68 | + Dallas | | | + Reinforced Concrete Bridge | 1,898.17 | 1,898.17 | + between Monmouth and Dallas | | | + Charges on work prior to 1917 | 418.69 | 418.69 | + Tillamook County: | | | + Grading and Paving--Tillamook | 109,250.00 | 89,213.74 | + to Hebo | | | + Grading--Three Rivers Forest | 122,000.00 | 2,076.78 | + Road Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $50,250.00.) | | | + Umatilla County: | | | + Paving--Wild Horse Creek Section| 162,626.56 | 162,626.56 | + Union County: | | | + Grading--La Grande to Hot Lake | 5,000.16 | 5,000.16 | + Grading--Elgin-Minam Post Road | 41,151.00 | 3,838.44 | + Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $20,575.50) | | | + Grading--Union-Telocaset Post | 30,000.00 | 16,642.29 | + Road Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $15,000.00.) | | | + Washington County: | | | + Grading and Paving--Multnomah | 332,000.00 | 278,976.93 | + Co. Line to Newberg | | | + Onion Flat Trestle near Sherwood| 8,372.22 | 8,372.22 | + Tualatin River Bridge near | 12,968.60 | 12,968.60 | + Tigardville | | | + Fanno Creek Bridge near Tigard | 1,882.81 | 1,882.81 | + Wheeler County: | | | + Grading--Cummins Hill Section | 14,532.35 | 14,532.35 | + Macadam--Cummins Hill Section | 34,000.00 | 32,465 44 | + Grading--Bridge Creek Section | 24,235.45 | 24,235.45 | + Resurfacing between Fossil and | 15,000.00 | 444.88 | + Condon | | | + Yamhill County: | | | + Grading Rex to Newberg | 6,153.05 | 6,153.05 | + Sheridan Paving, 1917 | 38,216.04 | 38,216.04 | + Sheridan Paving, 1918 | 40,065.61 | 40,065.61 | + Completion of Sour Grass Cut-off| 5,111.19 | 5,111.19 | + +--------------+--------------+ + |$3,795,861.61 |$3,187,463.23 | + ----------------------------------+--------------+--------------+ + + ==================================+=============================+ + | STATE FUNDS | + +--------------+--------------+ + | State's | Expended | + JOBS | share of | from | + | estimated | State funds | + | cost | to date | + ----------------------------------+--------------+--------------+ + Clackamas County: | | | + Paving--Oregon City to Canby | $135,000.00 | $102,114.85 | + Grading--Canemah Hill Section | 2,500.00 | 1,944.67 | + Grading and Rock Crushing--New | 50,240.09 | 47,287.88 | + Era | | | + Grading--Multnomah Co. Line to | 507.98 | 507.98 | + Oswego | | | + Clatsop County: | | | + Grading and Paving--Astoria to | 236,000.00 | 96,955.97 | + Svensen | | | + Macadamizing--Svensen to | 216,000.00 | 210,079.16 | + Columbia Co. Line | | | + John Day River Bridge east of | 25,000.00 | 21,051.52 | + Astoria | | | + Plympton Creek Bridge at | 6,413.19 | 6,413.19 | + Westport | | | + Big Creek Bridge near Knappa | 8,446.70 | 8,446.70 | + Little Creek Culvert near Knappa| 929.69 | 929.69 | + Miscellaneous charges on work | 247.94 | 247.94 | + prior to 1917 | | | + Columbia County: | | | + Paving--Multnomah Co. Line to | 37,652.59 | 37,652.59 | + Scappoose | | | + Macadam--Clatsop Co. Line to | 121,000.00 | 118,922.90 | + Clatskanie | | | + Macadam--Clatskanie to Delena | 142,000.00 | 136,560.40 | + Macadam--Delena to Goble | 49,955.08 | 49,955.08 | + Macadam--Goble Section | 23,000.00 | 21,478.97 | + Grading--Goble Section | 46,262.64 | 46,262.64 | + Grading--Rainier Hill Section | 6,350.61 | 6,350.61 | + Grading--Beaver Valley Section | 20,978.22 | 20,978.22 | + Grading--Deer Island Section | 2,398.10 | 2,398.10 | + Concrete Viaduct, Cribbing and | 9,039.86 | 9,039.86 | + Masonry Wall, near Prescott | | | + Beaver Valley Bridges | 32,000.00 | 29,808.58 | + Scappoose Culvert | 1,834.60 | 1,834.60 | + Goble Creek Bridge near Goble | 5,907.14 | 5,907.14 | + Graham Creek Culvert near | 804.49 | 804.49 | + Clatskanie | | | + Coos County: | | | + Coast Highway and Myrtle Point- | 9,453.35 | 9,453.35 | + Coquille Road | | | + Crook County: | | | + Ochoco Canyon Forest Road | 17,500.00 | 3,053.72 | + Project (Federal Government | | | + cooperates on this project to | | | + the amount of $17,500.00) | | | + Deschutes County: | | | + Cinder Macadam--Bend to LaPine | 20,183.60 | 20,183.60 | + Douglas County: | | | + Grading--Divide to Comstock | 2,027.30 | 2,027.30 | + Grading and Macadam--Comstock | 5,650.28 | 4,743.15 | + to Leona | | | + Grading--Oakland to Yoncalla | 17,565.28 | 19,015.10 | + Grading--Myrtle Creek to Dillard| 120,000.00 | 88,376.99 | + Macadamizing--Divide to Comstock| 15,185.09 | 15,185.09 | + Maintenance--Glendale to Stage | 74.65 | 74.65 | + Road Pass | | | + Umpqua River Bridges near | 45,500.00 | 24,802.85 | + Dillard | | | + Gilliam County: | | | + Macadam--Condon to Thirty Mile | 32,500.00 | 31,096.05 | + Creek | | | + Hood River County: | | | + Grading--Cascade Locks Section | 152,904.85 | 152,904.85 | + Grading--Viento Section | 102,750.00 | 86,933.00 | + Grading--Ruthton Hill Section | 107,000.00 | 90,257.53 | + Macadam--Cascade Locks to Hood | 68,000.00 | 62,895.48 | + River | | | + Hood River Bridge | 43,968.49 | 36,559.80 | + Jackson County: | | | + Macadam--Siskiyou to California | 56,252.98 | 56,252.98 | + Line | | | + Ashland Under-crossing | 9,768.88 | 9,768.88 | + Paving--Ashland Hill Section | 15,908.03 | 15,908.03 | + Maintenance--Siskiyou Section | 748.34 | 748.34 | + Josephine County: | | | + Grading--Wolf Creek to Grave | 68,301.53 | 68,301.53 | + Creek | | | + Grading--Locust Hill Section | 4,869.97 | 4,869.97 | + Miscellaneous charges on | 409.43 | 409.43 | + construction in 1916 | | | + Lake County: | | | + Grading and Macadam--Lakeview | 15,391.67 | 15,391.67 | + to Paisley | | | + Lane County: | | | + Macadam--Divide to Cottage Grove| 6,099.86 | 6,099.86 | + Construction prior to 1917 | 424.44 | 424.44 | + Lincoln County: | | | + Grading--Pioneer Mountain | 2,054.05 | 2,054.05 | + Section | | | + Marion County: | | | + Salem Bridge over Willamette | 108.00 | 108.00 | + River | | | + Polk County: | | | + Approach to Salem Bridge | ... | ... | + Reinforced Concrete Bridge at | 1.25 | 1.25 | + Dallas | | | + Reinforced Concrete Bridge | ... | ... | + between Monmouth and Dallas | | | + Charges on work prior to 1917 | 418.69 | 418.69 | + Tillamook County: | | | + Grading and Paving--Tillamook | 74,925.00 | 63,203.90 | + to Hebo | | | + Grading--Three Rivers Forest | 50,250.00 | 2,076.78 | + Road Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $50,250.00.) | | | + Umatilla County: | | | + Paving--Wild Horse Creek Section| 162,626.56 | 162,626.56 | + Union County: | | | + Grading--La Grande to Hot Lake | 5,000.16 | 5,000.16 | + Grading--Elgin-Minam Post Road | 20,575.50 | 3,838.44 | + Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $20,575.50) | | | + Grading--Union-Telocaset Post | 15,000.00 | 16,642.29 | + Road Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $15,000.00.) | | | + Washington County: | | | + Grading and Paving--Multnomah | 322,605.00 | 269,581.93 | + Co. Line to Newberg | | | + Onion Flat Trestle near Sherwood| 8,372.22 | 8,372.22 | + Tualatin River Bridge near | 12,968.60 | 12,968.60 | + Tigardville | | | + Fanno Creek Bridge near Tigard | 1,882.81 | 1,882.81 | + Wheeler County: | | | + Grading--Cummins Hill Section | 7,005.15 | 7,005.15 | + Macadam--Cummins Hill Section | 34,000.00 | 32,465.44 | + Grading--Bridge Creek Section | 14,235.45 | 14,235.45 | + Resurfacing between Fossil and | 15,000.00 | 444.88 | + Condon | | | + Yamhill County: | | | + Grading Rex to Newberg | ... | ... | + Sheridan Paving, 1917 | 28,216.04 | 28,216.04 | + Sheridan Paving, 1918 | 37,945.17 | 37,945.17 | + Completion of Sour Grass cut-off| 5,111.19 | 5,111.19 | + +--------------+--------------+ + |$2,937,207.78 |$2,483,870.37 | + ----------------------------------+--------------+--------------+ + + + ==================================+=========================+============ + | COUNTY FUNDS |Construction + +------------+------------+ engineering + | County's | Expended | cost + JOBS | share of | from | Included in + | estimated |County funds| preceding + | cost | to date | columns + ----------------------------------+------------+------------+----------- + Clackamas County: | | | + Paving--Oregon City to Canby |$ ... |$ ... |$ 2,444.57 + Grading--Canemah Hill Section | 25,000.00 | 22,092.53 | 1,944.67 + Grading and Rock Crushing--New | 15,759.91 | 15,759.91 | 3,552.82 + Era | | | + Grading--Multnomah Co. Line to | 5,238.70 | 5,238.70 | 507.98 + Oswego | | | + Clatsop County: | | | + Grading and Paving--Astoria to | ... | ... | 5,906.19 + Svensen | | | + Macadamizing--Svensen to | ... | ... | 4,443.18 + Columbia Co. Line | | | + John Day River Bridge east of | ... | ... | 734.91 + Astoria | | | + Plympton Creek Bridge at | ... | ... | 255.08 + Westport | | | + Big Creek Bridge near Knappa | ... | ... | 140.99 + Little Creek Culvert near Knappa| ... | ... | 37.02 + Miscellaneous charges on work | ... | ... | 25.00 + prior to 1917 | | | + Columbia County: | | | + Paving--Multnomah Co. Line to | ... | ... | 1,364.28 + Scappoose | | | + Macadam--Clatsop Co. Line to | ... | ... | 554.62 + Clatskanie | | | + Macadam--Clatskanie to Delena | ... | ... | 5,998.96 + Macadam--Delena to Goble | ... | ... | 2,902.35 + Macadam--Goble Section | ... | ... | 548.12 + Grading--Goble Section | ... | ... | 2,925.64 + Grading--Rainier Hill Section | ... | ... | 468.88 + Grading--Beaver Valley Section | ... | ... | ... + Grading--Deer Island Section | ... | ... | 163.30 + Concrete Viaduct, Cribbing and | ... | ... | 580.53 + Masonry Wall, near Prescott | | | + Beaver Valley Bridges | ... | ... | 922.54 + Scappoose Culvert | ... | ... | ... + Goble Creek Bridge near Goble | ... | ... | 77.47 + Graham Creek Culvert near | ... | ... | 31.98 + Clatskanie | | | + Coos County: | | | + Coast Highway and Myrtle Point- | 170,781.83 | 170,781.83 | 14,612.33 + Coquille Road | | | + Crook County: | | | + Ochoco Canyon Forest Road | 17,500.00 | ... | ... + Project (Federal Government | | | + cooperates on this project to | | | + the amount of $17,500.00) | | | + Deschutes County: | | | + Cinder Macadam--Bend to LaPine | ... | ... | ... + Douglas County: | | | + Grading--Divide to Comstock | 17,119.44 | 17,119.44 | 2,029.80 + Grading and Macadam--Comstock | 74,349.72 | 74,349.72 | 4,766.13 + to Leona | | | + Grading--Oakland to Yoncalla | 83,530.84 | 82,081.02 | 5,864.31 + Grading--Myrtle Creek to Dillard| ... | ... | 7,499.22 + Macadamizing--Divide to Comstock| ... | ... | 302.09 + Maintenance--Glendale to Stage | ... | ... | ... + Road Pass | | | + Umpqua River Bridges near | ... | ... | 839.18 + Dillard | | | + Gilliam County: | | | + Macadam--Condon to Thirty Mile | ... | ... | 1,292.39 + Creek | | | + Hood River County: | | | + Grading--Cascade Locks Section | ... | ... | 8,744.41 + Grading--Viento Section | ... | ... | 4,513.24 + Grading--Ruthton Hill Section | ... | ... | 4,074.19 + Macadam--Cascade Locks to Hood | ... | ... | 826.18 + River | | | + Hood River Bridge | 4,031.51 | 3,968.49 | 1,410.63 + Jackson County: | | | + Macadam--Siskiyou to California | ... | ... | 962.27 + Line | | | + Ashland Under-crossing | ... | ... | 275.21 + Paving--Ashland Hill Section | ... | ... | 630.87 + Maintenance--Siskiyou Section | ... | ... | + Josephine County: | | | + Grading--Wolf Creek to Grave | ... | ... | 4,872.94 + Creek | | | + Grading--Locust Hill Section | ... | ... | 162.88 + Miscellaneous charges on | ... | ... | 219.23 + construction in 1916 | | | + Lake County: | | | + Grading and Macadam--Lakeview | ... | ... | ... + to Paisley | | | + Lane County: | | | + Macadam--Divide to Cottage Grove| ... | ... | 175.84 + Construction prior to 1917 | ... | ... | 30.64 + Lincoln County: | | | + Grading--Pioneer Mountain | ... | ... | ... + Section | | | + Marion County: | | | + Salem Bridge over Willamette | 223,794.99 | 223,794.99 | 265.26 + River | | | + Polk County: | | | + Approach to Salem Bridge | 4,548.10 | 4,548.10 | ... + Reinforced Concrete Bridge at | 10,754.43 | 10,754.43 | 55.10 + Dallas | | | + Reinforced Concrete Bridge | 1,898.17 | 1,898.17 | ... + between Monmouth and Dallas | | | + Charges on work prior to 1917 | ... | ... | 15.79 + Tillamook County: | | | + Grading and Paving--Tillamook | 34,325.00 | 26,009.84 | 6,391.47 + to Hebo | | | + Grading--Three Rivers Forest | 21,500.00 | ... | ... + Road Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $50,250.00.) | | | + Umatilla County: | | | + Paving--Wild Horse Creek Section| ... | ... | 2,609.88 + Union County: | | | + Grading--La Grande to Hot Lake | ... | ... | 821.68 + Grading--Elgin-Minam Post Road | ... | ... | 377.80 + Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $20,575.50) | | | + Grading--Union-Telocaset Post | ... | ... | 1,183.22 + Road Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $15,000.00.) | | | + Washington County: | | | + Grading and Paving--Multnomah | 9,395.00 | 9,395.00 | 9,445.56 + Co. Line to Newberg | | | + Onion Flat Trestle near Sherwood| ... | ... | 197.87 + Tualatin River Bridge near | ... | ... | ... + Tigardville | | | + Fanno Creek Bridge near Tigard | ... | ... | ... + Wheeler County: | | | + Grading--Cummins Hill Section | 7,527.20 | 7,527.20 | 1,402.73 + Macadam--Cummins Hill Section | ... | ... | 1,313.82 + Grading--Bridge Creek Section | 10,000.00 | 10,000.00 | 635.30 + Resurfacing between Fossil and | ... | ... | ... + Condon | | | + Yamhill County: | | | + Grading Rex to Newberg | 6,163.05 | 6,153.05 | ... + Sheridan Paving, 1917 | 10,000.00 | 10,000.00 | 1,131.35 + Sheridan Paving, 1918 | 2,120.44 | 2,120.44 | 1,166.85 + Completion of Sour Grass cut-off| ... | ... | 157.39 + +------------+------------+----------- + |$755,328.33 |$703,592.86 |$127,805.58 + ----------------------------------+------------+------------+----------- + + +SUMMARY + + Estimated total cost Expended to date + + State $2,937,207.78 $2,483,870.37 + County 755,328.33 703,592.86 + Federal Government 103,325.50 ... + ------------- ------------- + Totals $3,795,861.61 $3,187,463.23 + + +TABLE VI + +EXPENDITURES FOR SURVEYS AND ENGINEERING COUNTY CONSTRUCTION DETAILED BY +JOBS--DECEMBER 1, 1916, TO NOVEMBER 30, 1918 + + ==================================+============+===========+============ + | EXPENDITURES + JOBS +------------+-----------+------------ + | By State | By County | Total + ----------------------------------+------------+-----------+------------ + Baker County | | | + Survey, Baker-Middle Bridge |$ 2,806.77 | ... | $ 2,806.77 + Section | | | + Survey, Middle Bridge-Black | 2,422.54 | ... | 2,422.54 + Bridge Section | | | + Survey, Canyon Sec. of Baker- | 928.08 | ... | 928.08 + Cornucopia Road | | | + Survey, Sag Section of Baker- | 719.61 | ... | 719.61 + Cornucopia Road | | | + Survey Unity to Baker | 645.29 | ... | 645.29 + | | | + Benton County | | | + Reconnaissance | 47.56 | ... | 47.56 + Survey, Corvallis to Polk | ... | $ 479.20 | 479.20 + County Line | | | + | | | + Clackamas County | | | + Survey, Zig Zag Creek Forest | 427.30 | ... | 427.30 + Road Project | | | + Survey, Oswego to Oregon City | 972.85 | ... | 972.85 + Survey, Oregon City to New Era | 1,429.28 | ... | 1,429.28 + Survey, Canby to Aurora | 1,176.29 | ... | 1,176.29 + | | | + Clatsop County | | | + Reconnaissance, Coast & Col. | 471.05 | ... | 471.05 + River Highways | | | + | | | + Columbia County | | | + Reconnaissance, Columbia River | 170.93 | ... | 170.93 + Highway | | | + Survey, Columbia City to | 177.04 | ... | 177.04 + Scappoose | | | + | | | + Coos County | | | + Survey, Coast Hwy. & Myrtle | 5,737.58 | ... | 5,737.53 + Point-Coquille Road | | | + Survey, Myrtle Point to Douglas | 1,456.80 | ... | 1,456.80 + County Line | | | + | | | + Curry County | | | + Survey, Coast Highway | 5,629.24 | ... | 5,629.24 + | | | + Deschutes County | | | + Survey, Harney County Line West | 532.77 | ... | 532.77 + Seven Miles | | | + | | | + Douglas County | | | + Survey, Canyon Creek Pass to | 197.89 | ... | 197.89 + Johns Ranch | | | + Survey, Johns Ranch to Jacques | 829.03 | ... | 829.03 + Ranch | | | + Survey, Brockway to Round | 280.00 | ... | 280.00 + Prairie | | | + Survey, Roseburg to Coos County | 2,665.93 | ... | 2,665.93 + Line | | | + Survey, Canyonville-Galesville | 442.99 | ... | 442.99 + Forest Project | | | + Miscell. Surveys and | 808.61 | ... | 808.61 + Reconnaissance | | | + | | | + Gilliam County | | | + Survey, John Day River to | 3,865.66 | ... | 3,865.66 + Blalock | | | + Survey and Engineering County | 981.27 | ... | 981.27 + Const. John Day River to | | | + Arlington | | | + | | | + Grant County | | | + Survey, Big Basin Section of | 4,322.92 | 291.10 | 4,614.02 + John Day Highway | | | + Survey, & Engineering County | 1,596.28 | ... | 1,596.28 + Const. Fisk Creek to Hall Hill| | | + Survey, Hall Hill to Prairie | 384.19 | ... | 384.19 + City | | | + Survey, John Day to Fisk Creek | 1,165.39 | ... | 1,165.39 + | | | + Harney County | | | + Survey, Burns to Crane | 922.55 | ... | 922.55 + Survey, Sage Hen to Burns | 719.74 | ... | 719.74 + Survey, Deschutes Co. Line East | 231.16 | ... | 231.16 + Seven Miles | | | + | | | + Hood River County | | | + Survey, Hood River to Mosier | 6,877.56 | ... | 6,877.56 + (Two Routes) | | | + | | | + Jackson County | | | + Survey, Ashland to Klamath Falls| 2,789.87 | ... | 2,789.87 + Survey, Medford to Crater Lake | 1,151.78 | ... | 1,151.78 + | | | + Josephine County | | | + Survey, Wolf Creek to Grave | 1,110.70 | ... | 1,110.70 + Creek | | | + Survey, Grave Creek to Grants | 2,038.11 | ... | 2,038.11 + Pass | | | + Survey, Wolf Creek to Stage Road| 151.33 | ... | 153.33 + Pass | | | + Engineering County Const. Grants| 1,117.07 | ... | 1,117.07 + Pass to Jackson County Line | | | + | | | + Klamath County | | | + Reconnaissance, Klamath Falls | 124.58 | ... | 124.58 + to Olene | | | + Survey, Klamath Falls to | 377.21 | ... | 377.21 + Chiloquin | | | + Survey, Chiloquin to Sand Creek | 172.95 | ... | 172.95 + Survey, Anna Creek Forest Road | 144.49 | ... | 144.49 + Project | | | + | | | + Lane County | | | + Survey, Goshen to Cottage Grove | 1,051.48 | ... | 1,051.48 + Survey, Eugene to Florence | 6,555.84 | ... | 6,555.84 + Survey for Overhead Crossing at | 233.25 | ... | 233.25 + Divide | | | + | | | + Lincoln County | | | + Surveys for Bridge at Toledo and| 293.42 | ... | 293.42 + Waldport | | | + | | | + Linn County | | | + Survey, Albany to Jefferson | 791.07 | 5.00 | 796.07 + | | | + Malheur County | | | + Reconnaissance | 93.02 | ... | 93.02 + Survey, Cow Valley-Brogan | 773.63 | ... | 773.63 + Section | | | + | | | + Marion County | | | + Survey, Salem-Aurora | 2,463.75 | ... | 2,463.75 + Survey, Salem-Jefferson | 2,511.84 | ... | 2,511.84 + | | | + Morrow County | | | + Survey, Columbia River Highway | 2,546.77 | 1,009.44 | 3,556.01 + Survey, Oregon-Washington | 6,831.56 | ... | 6,831.56 + Highway | | | + Engineering County Const. | 1,428.47 | ... | 1,428.47 + Oregon-Washington Highway | | | + | | | + Polk County | | | + Survey Between Monmouth and | 115.30 | ... | 115.30 + Dallas | | | + Survey Near Eola | 67.43 | ... | 67.43 + Survey, Independence to Benton | 220.25 | ... | 220.25 + County Line | | | + | | | + Sherman County | | | + Survey, Columbia River Highway | 2,995.64 | ... | 2,995.64 + | | | + Tillamook County | | | + Survey, Tillamook to Hebo | 807.03 | ... | 807.03 + Survey, Neskowin to Salmon River| 2,628.59 | ... | 2,628.59 + | | | + Umatilla County | | | + Survey, Pendleton to Kamela | 5,624.73 | 1,575.29 | 7,200.02 + Survey, Pendleton to Umatilla | 3,759.87 | 1,684.76 | 5,444.63 + Survey, Pendleton to Gilliam | 1,793.58 | 282.70 | 2,076.28 + Co. Line via Pilot Rock | | | + Engineering County Const., | 81.26 | ... | 81.26 + Pendleton to Poor Farm | | | + | | | + Union County | | | + Survey, La Grande to Kamela | 2,737.34 | 78.59 | 2,815.93 + Survey, La Grande to Minam | 2,834.18 | ... | 2,834.18 + Survey, Union to Telocaset | 364.64 | ... | 364.64 + Survey, La Grande to Union | 714.62 | ... | 714.62 + | | | + Wallowa County | | | + Survey, Flora-Enterprise Forest | 765.07 | ... | 765.07 + Road Project | | | + | | | + Wasco County | | | + Survey, Seuferts to Deschutes | 1,757.29 | ... | 1,757.29 + River | | | + Design Culvert over Three Mile | | 19.45 | 19.45 + Creek | | | + | | | + Washington County | | | + Survey, Multnomah Co. Line to | $ 2,036.55 | ... | $ 2,036.55 + Newberg | | | + Survey and Engineering County | 2,326.94 | ... | 2,326.94 + Const. Beaverton to Gaston | | | + | | | + Wheeler County | | | + Survey, John Day River Highway | 7,492.22 | $706.40 | 8,198.62 + Survey, Mitchell to Dayville | 5,451.58 | ... | 5,451.58 + Survey, Fossil to Gilliam County| 791.47 | ... | 791.47 + Line | | | + Survey, Ochoco Canyon Forest | 242.26 | ... | 242.26 + Road Project | | | + Engineering County Const. | 550.51 | ... | 550.51 + Sarvice Creek Summit Section | | | + Engineering County Const. Fossil| 507.20 | ... | 507.20 + to Gilliam County Line | | | + Engineering County Const. | 28.62 | ... | 28.62 + Sigfrit Hill Section | | | + | | | + Yamhill County | | | + Survey, McMinnville to Dayton | 655.03 | ... | 655.03 + Survey, Grand Ronde Section | 2,631.41 | ... | 2,631.41 + | | | + Miscellaneous | | | + Reconnaissance Surveys in | 1,200.04 | ... | 1,200.04 + various Counties | | | + +------------+-----------+------------ + Total expenditure for Surveys and |$137,954.74 | $6,131.99 | $144,086.67 + Engineering County | | | + Construction Work | | | + ----------------------------------+------------+-----------+------------ + + +TABLE VII + +GENERAL EXPENDITURES--DECEMBER 1, 1916, TO NOVEMBER 30, 1918 + + Administrative and General Supervision: + General Administrative $ 14,706.67 + State Highway Commissioners 4,863.11 + Auditing Department 14,770.77 + Purchasing Department 531.17 + Office Engineering Department 9,636.90 + Bridge Department 15,054.48 + Pendleton Office 10,917.05 + Roseburg Office 819.59 + State Highway Engineer and Assistants 26,322.08 + ------------ + Total $ 97,621.82 + + Equipment and Stock: + Equipment (This item represents all expenditures + for purchase and maintenance of heavy equipment + less monthly rentals charged against jobs) $ 78,775.26 + Stock (This item represents all expenditures for + supplies and materials bought and held for + distribution, less deductions made as supplies + and materials are shipped out and charged to + jobs) 5,721.08 + Construction of New Warehouse at Salem 2,221.21 + ------------ + Total $ 86,717.55 + + Unclassified: + Interest and other costs on bonds $ 82,083.05 + Miscellaneous 10.15 + ------------ + Total $ 82,093.20 + + +TABLE VIII + +COUNTY FUNDS EXPENDED BY STATE HIGHWAY DEPARTMENT--DECEMBER 1, 1916 TO +NOVEMBER 30, 1918. + + County Amount on Totals for + Each Job Each County + + Benton County + Survey--Independence to Corvallis $ 479.20 $ 479.20 + + Clackamas County + Grading--New Era to Canemah 37,852.44 ... + Grading--Multnomah County Line to Oswego 5,238.70 43,091.14 + + Coos County + Grading--Coast Highway & Coquille-Myrtle 160,781.83 160,781.83 + Point Rd. + + Douglas County + Grading--Divide to Comstock 17,119.44 ... + Grading and Macadam--Comstock to Leona 74,349.72 ... + Grading--Oakland to Yoncalla 82,081.02 173,550.18 + + Grant County + Survey--John Day River Highway 291.10 291.10 + + Hood River County + Hood River Bridge 3,968.49 3,968.49 + + Linn County + Survey--Albany to Jefferson 5.00 5.00 + + Marion County + Salem Bridge 223,794.99 223,794.99 + + Morrow County + Survey of Columbia River Highway 1,009.44 1,009.44 + + Polk County + Approach to Salem Bridge 4,548.10 ... + Dallas Bridge 10,754.43 ... + Bridge between Monmouth and Dallas 1,898.17 17,200.70 + + Tillamook County + Grading & Paving--Tillamook to Cloverdale 26,009.84 26,009.84 + + Umatilla County + Surveys--Pendleton to Echo 1,684.76 ... + Surveys--Pendleton to Pilot Rock 282.70 ... + Surveys--Pendleton to Kamela 1,575.29 3,542.75 + + Union County + Surveys--La Grande to Kamela 78.59 78.59 + + Wasco County + Design for Three Mile Creek Bridge 19.45 19.45 + + Washington County + Grading--Multnomah Co. Line to Newberg 9,395.00 9,395.00 + + Wheeler County + Grading--Cummins Hill Section 7,527.20 ... + Grading--Bridge Creek Section 10,000.00 ... + Surveys--John Day River Highway 706.40 18,233.60 + + Yamhill County + Grading--Rex to Newberg 6,153.05 ... + Sheridan Paving, 1917 10,000.00 ... + Sheridan Paving, 1918 2,120.44 18,273.49 + ----------- + Total County Funds Expended by Department $709,724.79 + +The above tabulated amounts cover only those expenditures made on +vouchers drawn by the Highway Department. The Department has supervised +a very large amount of County construction upon which payment has been +made direct by the County, which payments are not included above. + +[Illustration: REINFORCED CONCRETE CRIBBING NEAR PRESCOTT ON THE +COLUMBIA RIVER HIGHWAY IN COLUMBIA COUNTY. BUILT IN 1918] + + + + + General Tabulated Information + and + Highway Maps + + +TABLES + + Table A--Miles of Highway Construction Completed by the Highway + Department during 1917 and 1918. + Table B--Tabulation of Bridge Design and Construction. + Table C--Miles of Location Surveys made by the Department during 1917 + and 1918. + Table D--Miles of Different Types of Roads in each County. + Table E--Motor Vehicle Registration by Counties. + Table F--County Bond Issues. + Table G--Tabulation of Contract Prices. + Table H--Yearly Expenditure of State Funds in Counties. + Table I--Mileage Table of Main Traveled Roads. + Table J--Official Designation of State Highways. + Table K--Employes of the State Highway Department. + Table L--Numbers and Mileages of State Highways. + + +MAPS + + Map I.--Main Traveled Roads of the State. + Map II.--State Highway System. + + +TABLE A + +MILES OF HIGHWAY CONSTRUCTED BY HIGHWAY DEPARTMENT 1917-1918 + + ========================+========+========+========+========+======== + | | Bitu- | Broken | | + Jobs |Concrete| minous | Stone | Gravel | Grading + |Pavement|Pavement| Macadam|Macadam | + ------------------------+--------+--------+--------+--------+-------- + Clackamas County-- | ... | ... | ... | ... | ... + Oregon City to Canby | ... | 7.5 | ... | ... | ... + New Era to Oregon City| ... | ... | ... | ... | 4.5 + Multnomah County Line | ... | ... | ... | ... | .2 + to Oswego | | | | | + | | | | | + Clatsop County-- | | | | | + Astoria to Svensen | ... | 3.5 | 5.5 | ... | 1.2 + Svensen to Westport | ... | ... | 17.2 | 1.7 | ... + | | | | | + Columbia County-- | | | | | + Multnomah County Line-| ... | 2.5 | ... | ... | ... + Scappoose | | | | | + Westport to Clatskanie| ... | ... | 8.6 | ... | ... + Clatskanie to Delena | ... | ... | 9.0 | ... | ... + Delena to Goble | ... | ... | 7.6 | ... | ... + Goble Section | ... | ... | 2.0 | ... | 2.0 + Beaver Valley Section | ... | ... | ... | ... | 4.0 + Rainier Hill Section | ... | ... | ... | ... | 2.2 + | | | | | + Coos County-- | | | | | + Marshfield to Curry | ... | ... | ... | ... | 20.0 + County Line | | | | | + Coquille to Myrtle | ... | ... | ... | ... | 3.0 + Point | | | | | + | | | | | + Deschutes County-- | ... | ... | ... | ... | ... + Bend to Lapine | ... | ... | ... | 12.5 | ... + (cinder macadam) | | | | | + | | | | | + Douglas County-- | | | | | + Myrtle Creek to | ... | ... | ... | ... | 12.8 + Dillard | | | | | + Oakland to Yoncalla | ... | ... | ... | ... | 10.4 + Divide to Comstock | ... | ... | 2.4 | ... | 2.4 + Comstock to Leona | ... | ... | 4.6 | ... | 4.6 + | | | | | + Gilliam County-- | | | | | + Mayville to Wheeler | ... | ... | 1.0 | ... | ... + County Line | | | | | + Condon to Thirty Mile | ... | ... | 5.7 | ... | ... + Creek | | | | | + | | | | | + Hood River County-- | | | | | + Cascade Locks Section | ... | ... | ... | ... | 8.2 + Viento Section | ... | ... | ... | ... | 3.6 + Ruthton Hill Section | ... | ... | ... | ... | 2.4 + Cascade Locks to Hood | ... | ... | ... | 18.0 | ... + River | | | | | + | | | | | + Jackson County-- | | | | | + Siskiyou Mountain | ... | ... | 6.5 | ... | ... + Section | | | | | + Ashland Undercrossing | ... | ... | ... | ... | .8 + Ashland Paving | .8 | ... | ... | ... | ... + | | | | | + Josephine County-- | ... | ... | ... | ... | ... + Wolf Creek to Grave | ... | ... | ... | ... | 4.9 + Creek | | | | | + Grants Pass-Jackson | ... | ... | ... | ... | 3.3 + County Line | | | | | + | | | | | + Lake County-- | | | | | + Lakeview to Paisley | ... | ... | 4.0 | ... | 6.4 + | | | | | + Lane County-- | | | | | + Divide to Cottage | ... | ... | 1.0 | ... | ... + Grove | | | | | + | | | | | + Lincoln County-- | | | | | + Pioneer Mountain | ... | ... | ... | ... | 1.0 + Section | | | | | + | | | | | + Tillamook County-- | | | | | + Tillamook-Cloverdale | ... | 5.0 | ... | ... | 5.0 + Paving | | | | | + | | | | | + Umatilla County-- | | | | | + Pendleton-Adams | ... | 10.0 | ... | ... | ... + Section | | | | | + Pendleton-West | ... | 1.0 | ... | ... | ... + | | | | | + Union County-- | | | | | + Elgin to Minam | ... | ... | ... | ... | .8 + Union to Telocaset | ... | ... | ... | ... | 3.0 + La Grande to Hot Lake | ... | ... | ... | ... | 3.7 + | | | | | + Washington County-- | | | | | + Multnomah County Line | ... | 12.5 | ... | ... | 12.5 + to Newberg | | | | | + | | | | | + Wheeler County | | | | | + Cummins Hill Section | ... | ... | 3.5 | ... | 3.5 + Fossil-Cummins Hill | ... | ... | 1.0 | ... | ... + Section | | | | | + Bridge Creek Section | ... | ... | ... | ... | .9 + | | | | | + Yamhill County-- | | | | | + Sheridan Paving | 4.0 | ... | ... | ... | 4.0 + Multnomah County Line,| ... | 3.2 | ... | ... | 3.2 + Newberg Paving | | | | | + ------------------------+--------+--------+--------+--------+-------- + Totals | 4.8 | 45.2 | 79.6 | 32.2 | 134.5 + ------------------------+--------+--------+--------+--------+-------- + + +TABLE B + +BRIDGE AND CULVERT DESIGN AND CONSTRUCTION DECEMBER 1ST, 1916, TO +NOVEMBER 30TH, 1918 + + ====================+===================+=============================== + | |Total Length of Bridge + | |and Approaches (Feet) + | | +-------------------------- + | | |Width of Roadway (Feet) + | | | +---------------------- + | | | |Loading (See Footnote) + | | | | +--------------- + |Structure No. | | | | TOTAL COST + | +---------------+ | | | Actual Cost + Name of Structure | | Type of | | | | if Complete; + | | Structure | | | | Estimated + | | | | | |if Uncompleted + --------------------+---+---------------+----+---+------+-------------- + Benton: | | | | | | + Culvert on West |207|Double 5'x5' | 12| 24|Heavy |[1]$ 800.00 + Side Highway, | |R. C. Culvert | | | | + 4½ Mi. No. of | | | | | | + Corvallis | | | | | | + Culvert on West |208|Double 6'x8' | 14| 24|Heavy |[1] 1,300.00 + Side Highway, 5 | |R. C. Culvert | | | | + Mi. No. of | | | | | | + Corvallis | | | | | | + Bridge over Mill |230|Reinforced | 85| 20|Heavy |[1] 7,000.00 + Race South of | |concrete bridge| | | | + Corvallis | | | | | | + | | | | | | + Clatsop: | | | | | | + Drawbridge over |148|2-108' Wood | 296| 18|Heavy |[2] 25,000.00 + John Day River | |Spans | | | | + | |1-40' Lift Span| | | | + Plympton Creek |185|R. C. Thru Span| 60| 20|Heavy |[2] 6,413.19 + Bridge at | | | | | | + Westport | | | | | | + Big Creek Bridge |186|R. C. Bridge | 90| 20|Heavy |[2] 8,446.70 + near Knappa | |6'x12' R. C. | | | | + Little Creek |198| Culvert | 14| 24|Heavy |[2] 929.69 + Culvert near | | | | | | + Knappa | | | | | | + Bridge over |214|20' R. C. | 20| 20|Heavy |[1] 1,600.00 + McDonald's Log | |Bridge | | | | + Chute on Colum- | | | | | | + bia River Hwy. | | | | | | + | | | | | | + Columbia: | | | | | | + Beaver Creek |132|90' R. C. | 90| 20|Heavy |[1] 5,000.00 + Bridge No. 1 | |Bridge | | | | + Beaver Creek |134|70' R. C. | 70| 20|Heavy |[1] 4,300.00 + Bridge No. 2 | |Bridge | | | | + Beaver Creek |136|70' R. C. | 70|} | | + Bridge No. 3 | |Bridge | |} | | + Beaver Creek |138|70' R. C. | 70|} | | + Bridge No. 4 | |Bridge | |} | | + Beaver Creek |140|60' R. C. | 60|} | | + Bridge No. 5 | |Bridge | |} | | + Beaver Creek |142|70' R. C. | 70|} | | + Bridge No. 6 | |Bridge | |}20|Heavy |[2] 32,000.00 + Beaver Creek |144|60' R. C. | 60|} | | + Bridge No. 7 | |Bridge | |} | | + Beaver Creek |146|50' R. C. | 50|} | | + Bridge No. 8 | |Bridge | |} | | + Beaver Creek |157|70' R. C. | 70|} | | + Bridge No. "A" | |Bridge | |} | | + Beaver Creek |155|105' R. C. | 105|} | | + Bridge No. "B" | |Bridge | |} | | + Beaver Creek |150|30' R. C. | 30| 20|Heavy |[1] 3,600.00 + Bridge No. 10 | |Bridge | | | | + Beaver Creek |152|30' R. C. | 30| 20|Heavy |[2] 3,600.00 + Bridge No. 11 | | | | | | + Culvert near |188|8'x10' | 12| 24|Heavy |[2] 1,834.60 + Scappoose on | |R. C. Culvert | | | | + Columbia River | | | | | | + Highway | | | | | | + Graham Creek |184|Double 6'x6' | 14| 24|Heavy |[2] 804.49 + Culvert near | |R. C. Box | | | | + Clatskanie | | | | | | + Goble Creek Bridge|191|90' R. C. | 90| 20|Heavy |[2] 5,907.14 + at Goble | |Bridge | | | | + Half viaduct near |236|R. C. | 75| 20|Heavy |[2] 2,000.00 + Little Jack | |Half Viaduct | | | | + Falls | | | | | | + | | | | | | + Coos: | | | | | | + Overhead Railway |110|R. C. Viaduct | 114| 18|Heavy |[3] 10,000.00 + Crossing at | | | | | | + Overland | | | | | | + 45' Wooden Truss |111|Wooden truss | 45| 24|Medium|[3] 500.00 + Haynes Slough |113|40' Lift (Wood)| 60| 16|Medium|[3] 4,000.00 + Bridge | | | | | | + North Slough |114|40' Lift (Wood)| 60| 16|Medium|[3] 4,000.00 + Bridge | | | | | | + Isthmus Slough |115|80' Draw Span | 180| 16|Medium|[3] 12,500.00 + Bridge | | | | | | + Larson Slough |116|40' Wood Lift | 60| 16|Medium|[3] 4,500.00 + Bridge | |and Trestle | | | | + Powers Bridge |252|2-126' Wood | 520| 18|Medium|[1] 12,000.00 + | |Spans | | | | + Bridge at Gravel |125|126' Wood Span | 790| 16|Medium|[3] 8,000.00 + Ford--No. Fork | | | | | | + of Coquille | | | | | | + River | | | | | | + | | | | | | + Douglas: | | | | | | + Pheasant Creek |187|8'x8' R. C. | 10| 24|Heavy |[2] 1,804.69 + Culvert near | |Culvert | | | | + Curtin | | | | | | + Pass Creek |194|20' R. C. | 20| 20|Heavy |[2] 2,184.00 + Culvert, 1 mi. | |Bridge | | | | + North of | | | | | | + Comstock | | | | | | + Umpqua River |195|2-144' Wood | 330| 18|Heavy |[2] 19,000.00 + Bridge South of | |Spans | | | | + Dillard | | | | | | + Rock Creek Bridge |196|30' R. C. | 30| 20|Heavy |[2] 2,169.70 + near Anlauf | |Bridge | | | | + Umpqua River |202|3-144' Wood | 480| 18|Heavy |[2] 26,500.00 + Bridge north of | |Spans | | | | + Dillard | | | | | | + 20' R. C. Bridge |216|20' R. C. | 20| 20|Heavy |[1] 1,200.00 + | |Bridge | | | | + Van Tyne Creek |234|60' R. C. | 60| 20|Heavy |[2] 3,575.70 + Bridge between | |Bridge | | | | + Myrtle Creek | | | | | | + and Dillard | | | | | | + Viaduct 1 mile |245|58' R. C. | 58| 20|Heavy |[2] 2,648.54 + North of Myrtle | |Viaduct | | | | + Creek | | | | | | + Viaduct 1 mile |246|45' R. C. | 45| 20|Heavy |[2] 2,415.28 + North of Myrtle | |Viaduct | | | | + Creek | | | | | | + Pass Creek Culvert|190|Double 6'x7' | 14| 24|Heavy |[2] 1,380.03 + 1½ miles North | |R. C. Culvert | | | | + of Comstock | | | | | | + | | | | | | + Grant: | | | | | | + John Day River |124|180' Wood Span | 450| 16|Medium|[1] 11,000.00 + Bridge at | | | | | | + Monument | | | | | | + Gulch |239|40' Wood Span | 40| 18|Medium|[1] 600.00 + Gulch |240|40' Wood Span | 52| 18|Medium|[1] 700.00 + Gulch |241|40' Wood Span | 52| 18|Medium|[1] 700.00 + Rock Creek |242|40' Wood Span | 86| 18|Medium|[1] 1,700.00 + John Day River at |243|108' Wood Span | 150| 18|Medium|[1] 8,800.00 + Goose Rock | | | | | | + North Fork John |244|144' Wood Span | 184| 18|Medium|[1] 11,500.00 + Day River | | | | | | + Holmes Creek |255|40' Wood Span | 78| 18|Medium|[1] 1,500.00 + Rattlesnake Creek |256|40' Wood Span | 52| 18|Medium|[1] 1,000.00 + Dixie Creek Bridge|282|50' Wood Span | 50| 18|Medium|[2] 6,000,00 + at Prairie City | | | | | | + | | | | | | + Hood River: | | | | | | + East Fork of Hood |119|140' R. C. | 140| 16|Heavy |[1] 8,400.00 + River | |Viaduct | | | | + Neal Creek Bridge |120|25' Bridge, | 25| 16|Heavy |[3] 1,000.00 + | |R. C. | | | | + Bridge over Hood |121|126' Wooden | 126| 16|Medium|[3] 3,500.00 + River at Dee | |Span | | | | + Odell Creek Bridge|122|15' R. C. | 15| 18|Heavy |[3] 600.00 + | |Bridge | | | | + Herman Creek |159|100' R. C. | 100| 20|Heavy |[2] 7,389.06 + Bridge | |Bridge | | | | + Culvert for Flume |162|R. C. Culvert | ...| 24|Heavy |[2] 378.44 + Line at Mitchell| | | | | | + Point | | | | | | + Culvert for Pipe |171|3'x6½' R. C. | 8| 24|Heavy |[2] 642.41 + Line at Cascade | |Culvert | | | | + Locks | | | | | | + Viento Creek |172|20' R. C. | 20| 20|Heavy |[2] 1,650.97 + Bridge at Viento| |Bridge | | | | + Gorton Creek |173|50' R. C. | 50| 20|Heavy |[2] 3,153.90 + Bridge | |Bridge | | | | + Parham Creek |182|4'x10' R. C. | 12| 24|Heavy |[2] 965.85 + Culvert near | |Culvert | | | | + Viento | | | | | | + Indian Creek |197|Culvert | 10|...|... |[3] 1,500.00 + Hood River Bridge |200|420' R. C. Arch| 420| 20|Heavy |[2] 48,000.00 + at Hood River | |and Viaduct | | | | + Half Viaduct on |273|54' Half | 74|...|Heavy |[2] 1,563.01 + Ruthton Hill | |Viaduct | | | | + | | | | | | + Jackson: | | | | | | + Big Applegate near|147|126' Wood Span,| 226| 16|Medium|[1] 4,000.00 + Jacksonville | |100' approach | | | | + | | | | | | + Josephine: | | | | | | + Trestle over Dry |210|120' Wood | 120| 18|Medium|[3] 1,852.78 + Gulch East of | |Trestle | | | | + Wolf Creek | | | | | | + Coyote Creek |211|58' Wood | 58| 18|Medium|[3] 811.28 + Bridge East of | |Trestle | | | | + Wolf Creek | | | | | | + | | | | | | + Lane: | | | | | | + Overhead Railway |163|92' R. C. | 92| 20|Heavy |[1] 6,500.00 + Crossing at | |Viaduct | | | | + Divide | | | | | | + | | | | | | + Lincoln: | | | | | | + Alsea River, 7 |260|144' Wood Span | 258| 18|Medium|[3] 10,000.00 + miles above | | | | | | + Waldport | | | | | | + | | | | | | + Linn: | | | | | | + Bridge over Mill |274|40' R. C. | 40| 24|Heavy |[1] 2,000.00 + Race in Lebanon | |Bridge | | | | + | | | | | | + Marion: | | | | | | + Willamette River |123|Steel Bridge |2220| 24| (¶) |[3] 250,000.00 + Bridge at Salem | | | | | | + Slough |253|6'x7' R. C. | ...|...|Heavy |[1] 1,200.00 + | |Culvert | | | | + Slough |254|Double 2½'x3' | ...|...|Heavy |[1] 500.00 + | |R. C. Culvert | | | | + | | | | | | + Multnomah: | | | | | | + Overhead Crossing |169|106' Wooden | 106| 20|Heavy |[2] 800.00 + --Ore. Elec. Ry.| |Overcrossing | | | | + at Capital Hill | | | | | | + Slough |258|60' Wooden Span| 60| 16|Medium|[2] 1,000.00 + | | | | | | + Polk: | | | | | | + Mulkey Cut-off |201|40' Wood | 40| 18|Medium|[1] 600.00 + near Monmouth | |trestle | | | | + LaCreole Creek in |231|70' R. C. Arch | 70| 22|Heavy |[3] 10,755.68 + Dallas (not | | | | | | + designed by | | | | | | + State) | | | | | | + R. C. Bridge |233|36' Wood Bridge| 36| 20|Heavy |[3] 1,898.17 + between Dallas | | | | | | + and Monmouth | | | | | | + Little Luckiamute |238|72' Wood Span | 130| 18|Medium|[3] 3,615.00 + Big Luckiamute, |283|160' Suspension| 160| 4| ... |[3] 500.00 + at Montgomery | |Foot Bridge | | | | + School (See also| | | | | | + Marion County | | | | | | + for Salem | | | | | | + Bridge) | | | | | | + | | | | | | + Sherman: | | | | | | + John Day River |108|2-126' Wood | 372| 18|Heavy |[1] 20,000.00 + Bridge on | |Deck Spans | | | | + Columbia River | | | | | | + Highway | | | | | | + | | | | | | + Tillamook: | | | | | | + Bridge over North |127|40' Lift and | 750| 16|Medium|[2] 11,000.00 + Fork of Nehalem | |90' Span | | | | + River | | | | | | + Bridge over Beaver|153|172' R. C. | 172| 20|Heavy |[1] 8,000.00 + Creek, North of | |Bridge | | | | + Beaver | | | | | | + Bridge over Beaver|154|120' R. C. | 120| 20|Heavy |[2] 6,000.00 + Creek in Beaver | |Bridge | | | | + Munson Creek |160|16' R. C. | 16| 20|Heavy |[2] 500.00 + Bridge | |Bridge | | | | + | | | | | | + Umatilla: | | | | | | + Bridge over Wash- |229|54' Wood Span | 54| 18|Medium|[1] 1,500.00 + out Gulch near | | | | | | + Reith | | | | | | + | | | | | | + Union: | | | | | | + Grand Ronde River |174|2-126' Wooden | 270| 16|Medium|[1] 8,000.00 + Bridge | |Spans | | | | + Grand Ronde River |175|1-162' Wooden | 200| 16|Medium|[1] 8,000.00 + Bridge | |Spans | | | | + Bridge between La |275|12' R. C. | 12| 24|Heavy |[1] 1,000.00 + Grande and Hot | |Bridge | | | | + Lake | | | | | | + Bridge between La |276|10' R. C. | 10| 24|Heavy |[1] 900.00 + Grande and Hot | |Bridge | | | | + Lake | | | | | | + Bridge between La |277|26' R. C. | 26| 20|Heavy |[1] 2,000.00 + Grande and Hot | |Bridge | | | | + Lake | | | | | | + Bridge between La |278|18' R. C. | 18| 20|Heavy |[1] 1,500.00 + Grande and Hot | |Bridge | | | | + Lake | | | | | | + Bridge between La |279|14' R. C. | 14| 20|Heavy |[2] 1,400.00 + Grande and Hot | |Bridge | | | | + Lake | | | | | | + Box Culvert near |215|7'x8' R. C. | 10| 24|Heavy |[2] 800.00 + Hot Lake | |Box Culvert | | | | + | | | | | | + Wasco: | | | | | | + Eight Mile Creek |106|60' R. C. Box | 60| 20|Heavy |[2] 3,000.00 + Bridge East of | |Culvert | | | | + the Dalles | | | | | | + Three Mile Creek |109|6'x6' R. C. | ...| 20|Heavy |[2] 700.00 + Bridge--East of | |Culvert | | | | + the Dalles | | | | | | + Mosier Creek |118|175' R. C. | 175| 20|Heavy |[2] 7,000.00 + Bridge at Mosier| |Viaduct | | | | + Butler Creek |128|36' R. C. | 36| 20|Heavy |[2] 1,800.00 + Bridge | |Bridge | | | | + Tygh Creek Bridge |129|78' R. C. | 78| 20|Heavy |[2] 5,500.00 + near Tygh Valley| |Bridge | | | | + Rock Creek Bridge |203|45' R. C. | 45| 20|Heavy |[1] 2,700.00 + | |Bridge | | | | + | | | | | | + Washington: | | | | | | + Onion Flat Trestle|199|599' Wood | 599| 18|Heavy |[3] 8,372.22 + between Rex and | |Trestle | | | | + Tigardville | | | | | | + Tualatin River |204|144' Wood Span | 310| 18|Heavy |[3] 12,968.60 + Bridge, 2 mi. | | | | | | + So. of | | | | | | + Tigardville | | | | | | + Fanno Creek Bridge|264|70' Wood | 70| 18|Heavy |[3] 1,882.81 + at Tigard | |Trestle | | | | + | | | | | | + Wheeler: | | | | | | + Bridge over Bridge|176|162' Wooden | 333| 16|Medium|[1] 10,000.00 + Creek, near | |Span | | | | + Mitchell | | | | | | + Bridge over Bridge|177|90' Wooden Span| 105| 16|Medium|[3] 6,774.15 + Creek, 4 mi. | | | | | | + West of Mitchell| | | | | | + Bridge over West |178|30' Wooden Span| 30| 16|Medium|[1] 500.00 + Branch Creek, | | | | | | + near Mitchell | | | | | | + Bridge at Mitchell|179|162' Wooden | 200| 16|Medium|[1] 8,000.00 + | |Span | | | | + | | | | | | + Yamhill: | | | | | | + Bridge over |262|40' Wooden Span| 97| 18|Medium|[1] 1,000.00 + Yamhill River--6| | | | | | + mi. West of | | | | | | + Grande Ronde | | | | | | + Bridge over Cedar |263|30' Wooden Span| 68| 18|Medium|[1] 800.00 + Creek--4 mi. | | | | | | + West of Grande | | | | | | + Ronde | | | | | | + --------------------+---+---------------+----+---+------+-------------- + Total | $788,788.09 + --------------------------------------------------------+-------------- + +[1] Designed by Highway Department but not yet constructed. + +[2] Designed by Highway Department and construction supervised by +Counties. + +[3] Designed and construction supervised by Highway Department. + +Where loading is referred to as "Heavy," the structure is designed for a +twenty-ton roller and for 100 lbs. per sq. ft. Where loading is referred +to as "Medium," the structure is designed for a fifteen-ton roller and +for 75 lbs. per sq. ft. + + +SUMMARY OF BRIDGE AND CULVERT DESIGN AND CONSTRUCTION + + Designed and Construction Supervised by Highway Department $527,788.09 + Designed by Highway Department and Construction supervised + by Counties 89,600.00 + Designed by Highway Department but not yet constructed 171,400.00 + ----------- + Total $788,788.09 + + +TABLE C + +MILES OF LOCATION SURVEYS MADE BY HIGHWAY DEPARTMENT 1917-1918 + + Jobs Miles + + Baker County-- + Baker to Middle Bridge 17.0 + Canyon Section of Baker-Cornucopia Road 4.5 + Sag Section of Baker-Cornucopia Road 4.9 + Middle Bridge to Black Bridge 13.0 + + Clackamas County-- + Canby to Oregon City 7.5 + Oregon City to Multnomah County Line 6.5 + Aurora to Canby 5.0 + + Columbia County-- + Columbia City to Scappoose 11.2 + + Coos County-- + Myrtle Point to Douglas County Line 24.4 + Marshfield to Curry County Line 39.2 + Coquille to Myrtle Point 9.0 + + Curry County-- + Coast Highway 20.0 + + Douglas County-- + Johns Ranch to Jacques Ranch 7.2 + Canyon Creek Pass to Johns Place 2.3 + Coos County Line to Roseburg 28.7 + + Gilliam County-- + Columbia River Highway 34.0 + + Grant County-- + Big Basin Section of John Day River Highway 23.5 + John Day to Fisk Creek 7.4 + Fisk Creek to Hall Hill 3.5 + Hall Hill to Prairie City 2.2 + + Harney County-- + Burns to Crane 6.0 + + Hood River County-- + Hood River to Mosier 7.0 + + Jackson County-- + Ashland to Klamath Falls 15.6 + + Josephine County-- + Wolf Creek to Grave Creek 4.0 + Grants Pass to Grave Creek 17.2 + Wolf Creek to Stage Road Pass 2.4 + + Klamath County-- + Klamath Falls-Chiloquin 3.3 + + Lane County-- + Goshen to Cottage Grove 18.2 + Eugene to Florence 37.5 + Divide to Overhead 1.3 + + Linn County-- + Albany to Jefferson 7.8 + + Marion County-- + Salem to Aurora 22.2 + Salem to Jefferson 15.5 + + Morrow County-- + Columbia River Highway 28.6 + Heppner to Willows 43.0 + Heppner to Umatilla County Line 28.4 + + Polk County-- + Between Monmouth and Dallas .7 + Between Salem and Dallas .8 + + Sherman County-- + Columbia River Highway 14.0 + + Tillamook County-- + Tillamook to Cloverdale 15.0 + Neskowin to Salmon River 8.0 + + Umatilla County-- + Pendleton to Umatilla 40.6 + Pendleton to Pilot Rock 13.9 + Pilot Rock to Morrow County Line 18.3 + Pendleton to Kamela 26.8 + Union County-- + Elgin to Minam 9.4 + Union to Telocaset 7.2 + La Grande to Elgin 29.1 + La Grande to Union 9.4 + La Grande to Kamela 22.4 + + Wasco County-- + Seuffert to Deschutes River 12.5 + + Washington County-- + Multnomah County Line to Newberg 15.7 + Beaverton to Hillsboro 7.6 + Forest Grove to Gaston 6.7 + + Wheeler County-- + Sarvice Creek to Grant County Line 25.5 + Ochoco Forest to Grant County Line 50.5 + Fossil to Gilliam County Line 4.5 + Fossil to mouth of Sarvice Creek 21.0 + + Yamhill County-- + McMinnville to Dayton 6.7 + Grande Ronde Section 6.8 + ----- + Total miles of surveys 902.1 + + +TABLE D + +MILES OF DIFFERENT TYPES OF ROAD IN EACH COUNTY + +(These mileages are only roughly approximate as accurate data is +obtainable in very few counties) + + ==========+========================================================== + | Public Roads + | |Concrete Pavements + | | |Asphaltic Concrete + COUNTIES | | | |Plank Roads + | | | | |Broken Stone + | | | | | |Gravel Roads + | | | | | | | Earth Roads + | | | | | | |Improved + | | | | | | | |Un- + | | | | | | | |improved + ----------+--------+----+-----+-----+-------+-------+-------+-------- + Baker | 3,500.0| ...| ...| ...| ...| 30.0| 470.0| 3,000.0 + Benton | 550.0| ...| ...| ...| 10.0| 200.0| 200.0| 140.0 + Clackamas | 1,220.0| 2.0| 24.0| 99.0| 177.0| 221.0| 441.0| 256.0 + Clatsop | 310.0| 4.5| 25.0| 26.0| 94.0| 19.0| 141.0| ... + Columbia | 575.0| ...| 4.5| 19.0| 116.5| 42.0| 17.0| 376.0 + Coos | 675.0| .5| 1.5| 51.0| 16.0| 86.0| 86.0| 434.0 + Crook | 1,450.0| ...| ...| ...| 2.0| 50.0| 300.0| 1,098.0 + Curry | 140.0| ...| ...| ...| 2.0| 52.0| 53.0| 33.0 + Deschutes | 1,500.0| ...| ...| ...| ...| 25.0| 300.0| 1,175.0 + Douglas | 2,000.0| 1.0| 1.0| 8.0| 150.0| 340.0| 500.0| 1,000.0 + Gilliam | 600.0| ...| ...| ...| 10.0| 5.0| 50.0| 535.0 + Grant | 850.0| ...| ...| ...| ...| 12.0| 15.0| 823.0 + Harney | 1,000.0| ...| ...| ...| ...| 8.0| 192.0| 800.0 + Hood River| 250.0| ...| 1.0| ...| 7.0| 32.0| 110.0| 100.0 + Jackson | 750.0| 8.0| 10.0| ...| 12.0| 20.0| 300.0| 400.0 + Jefferson | 1,500.0| ...| ...| ...| 30.0| 25.0| 500.0| 945.0 + Josephine | 700.0| ...| ...| ...| 4.0| 52.0| 400.0| 244.0 + Klamath | 1,200.0| ...| 2.0| ...| 4.0| 14.0| 300.0| 880.0 + Lake | 1,400.0| ...| ...| ...| 5.0| 20.0| 200.0| 1,175.0 + Lane | 1,450.0| ...| ...| 26.0| 137.0| 425.0| 78.0| 784.0 + Lincoln | 385.0| ...| ...| 5.0| 20.0| 10.0| 250.0| 100.0 + Linn | 1,900.0| ...| ...| ...| 70.0| 530.0| 500.0| 800.0 + Malheur | 1,800.0| ...| ...| ...| ...| 25.0| 200.0| 1575.0 + Marion | 1,300.0| ...| 8.0| ...| 123.0| 272.0| 300.0| 597.0 + Morrow | 900.0| ...| ...| ...| 4.0| ...| 33.0| 863.0 + Multnomah | 500.0|12.0| 77.0| 3.0| 125.0| 136.0| 120.0| 27.0 + Polk | 1,100.0| ...| 1.0| ...| 40.0| 300.0| 300.0| 459.0 + Sherman | 500.0| ...| ...| ...| ...| 4.0| 90.0| 406.0 + Tillamook | 350.0| 6.0| 5.0| 11.0| ...| 228.0| 50.0| 50.0 + Umatilla | 3,000.0| ...| 11.0| ...| 30.0| 30.0| 644.0| 2,285.0 + Union | 800.0| ...| ...| ...| 3.0| 10.0| 187.0| 600.0 + Wallowa | 1,500.0| ...| ...| ...| ...| ...| 300.0| 1,200.0 + Wasco | 1,100.0| ...| ...| ...| 25.0| 100.0| 475.0| 500.0 + Washington| 975.0| ...| 16.0| 25.0| 171.0| 33.0| 300.0| 430.0 + Wheeler | 950.0| ...| ...| ...| 5.0| ...| 5.0| 940.0 + Yamhill | 1,300.0| 4.0| ...| ...| 125.0| 171.0| 500.0| 500.0 + +--------+----+-----+-----+-------+-------+-------+-------- + Total |39,980.0|38.0|187.0|273.0|1,518.0|3,527.0|8,907.0|25,530.0 + ----------+--------+----+-----+-----+-------+-------+-------+-------- + + +TABLE E + +1918 MOTOR VEHICLE REGISTRATION BY COUNTIES + + ===========+===========+========= + County | Total | Number + | Number of | Persons + | Motor | Per Auto + | Vehicles | + -----------+-----------+--------- + Baker | 1,409 | 12.8 + Benton | 1,080 | 9.9 + Clackamas | 2,299 | 13.0 + Clatsop | 1,409 | 11.4 + Columbia | 632 | 16.8 + Coos | 1,128 | 15.9 + Crook | 533 | 5.6 + Curry | 135 | 15.1 + Deschutes | 829 | 5.6 + Douglas | 1,428 | 13.8 + Gilliam | 520 | 7.1 + Grant | 436 | 12.9 + Harney | 488 | 8.3 + Hood River | 682 | 11.8 + Jackson | 2,431 | 10.6 + Jefferson | 305 | 5.6 + Josephine | 743 | 12.9 + Klamath | 1,151 | 7.4 + Lake | 463 | 10.0 + Lane | 2,618 | 12.9 + Lincoln | 170 | 34.6 + Linn | 2,184 | 10.4 + Malheur | 1,138 | 7.6 + Marion | 3,982 | 10.0 + Morrow | 670 | 6.5 + Multnomah | 20,456 | 11.1 + Polk | 1,298 | 10.4 + Sherman | 737 | 5.8 + Tillamook | 843 | 7.4 + Umatilla | 3,231 | 6.3 + Union | 1,609 | 10.1 + Wallowa | 811 | 10.3 + Wasco | 1,324 | 12.3 + Washington | 2,041 | 10.5 + Wheeler | 243 | 10.2 + Yamhill | 1,862 | 9.3 + -----------+-----------+-------- + Total | 63,318 | 10.6 + -----------+-----------+-------- + + +STATE REGISTRATION + + Total number of passenger vehicles 58,000 + Total number of Ford trucks 2,266 + Total number of trucks of other makes 3,052 + ----- + Total number of trucks, all makes 5,318 + ------ + Total number of motor vehicles of all types and all makes 63,318 + + +TABLE F + +COUNTY BOND ISSUES + +As proof that the people of Oregon are awake to the value of good roads, +the following list is given of Counties which have voted bond issues for +the development of their road systems: + + ===========+=================+=============== + County | Amount of bonds | Date voted + -----------+-----------------+--------------- + Coos | $ 362,000.00 | June 1916 + Columbia | 360,000.00 | Feb. 1914 + Clatsop | 400,000.00 | Nov. 4, 1913 + Crook | 90,000.00 | 1918 + Douglas | 500,000.00 | Aug. 1917 + Grant | 140,000.00 | June 4, 1917 + Hood River | 75,000.00 | July 15, 1914 + Jackson | 500,000.00 | Sept. 9, 1913 + Multnomah | 1,250,000.00 | Mar. 1915 + Wasco | 260,000.00 | Nov. 1916 + Wheeler | 80,000.00 | Nov. 1916 + +-----------------+--------------- + Total | $4,017,000.00 | + -----------+-----------------+--------------- + + +TABLE G--TABULATION OF CONTRACT PRICES + +GIVING UNIT PRICES OF ALL UNIT PRICE CONTRACTS FOR PAVING AND GRADING +WORK, 1917-1918 + + ========+============+====================+======+=================== + Contract| | | N m | + No+-----+ | | u i | + | Job | CONTRACTOR | m l | Kind of Work + | | | b e | + | | | e s | + | | | r | + --+------------------+--------------------+------+------------------- + 1|Cummins Hill |Elliot Construction | 3.5 |Grading + | | Co. | | + 2|Wild Horse Paving |Warren Construction | 11.0 |Paving + | | Co. | | + 3|Multnomah County |Oskar Huber | 15.7 |Grading and Paving + | Line-Newberg | | | + 5|Astoria-Svenson |Warren Construction | 9.0 |Grading and Paving + | | Co. | | + 6|Goble Section |Warren Construction | 2.0 |Grading + | | Co. | | + 7|Rainier Hill |A. L. Clark | 2.2 |Grading + 8|Cascade Locks |A. D. Kern | 8.2 |Grading + 9|Viento Section |A. D. Kern | 3.6 |Grading + 10|Ruthton Hill |A. D. Kern | 2.4 |Grading + 11|Delena-Goble |Clark & Dibble | 7.6 |Macadam + | | | | + 12|Tillamook Paving |Oskar Huber | 5.0 |Grading and Paving + 13|Multnomah County |Warren Construction | 2.5 |Paving + | Line-Scappoose | Co. | | + 18|Oregon City-Canby |Ore. Hassam Paving | 7.5 |Paving + | | Co. | | + 19|Yoncalla-Oakland |Warren Construction | 10.4 |Grading + | | Co. | | + 20|Comstock-Leona |Hall & Soleim | 4.6 |Grading & Macadam + | | | | + 21|Divide-Comstock |S. S. Schell | 2.4 |Grading + 25|Locust Hill |A. Anderson | 1.0 |Grading + 28|Wolf Creek-Grave |American Express | 4.9 |Grading + | Creek | Co. | | + 29|Myrtle Creek- |Calvert & Wolke | 12.8 |Grading + | Dillard | | | + 32|Bridge Creek |United Construction | 0.9 |Grading + | | Co. | | + 36|Canemah-new Era |Clackamas County | 1.8 |Grading + | | Court | | + 64|Divide-Comstock |S. S. Schell | 2.4 |Macadam + | Macadam | | | + 65|Union-Telocaset |State | 6.0 |Grading + 66|Elgin-Minam |State | 9.3 |Grading + 71|Hall Hill-Prairie |A. D. Kern | 2.2 |Grading & Macadam + | City | | | + | | | | + LP|Lowest Unit Price | | | + HP|Highest Unit Price| | | + ---------------------+--------------------+------+------------------- + + ==+==========+=====================+======+=================+========= + Ct|Clearing | EXCAVATION | Over-| CONCRETE |Rubble + No| and | Cubic Yards | haul,| Cubic Yards |Masonry + |Grubbing +--------+------+-----+ Cu. +-----+-----+-----+ Cu. + |Lump Sum | Common |Inter-|Solid| Yds. |Class|Class|Class| Yds. + | | | me- |Rock | Per | A | B | C | + | | |diate | | 100' | | | | + --+----------+--------+------+-----+------+-----+-----+-----+--------- + 1| ... |$ .40 |$ .70 |$1.35| ... | ...| ...| ...|$ 10.00 + 2| | ... | ... | ...|$.01 | ...| ...| ...| ... + 3|$1,250.00 | .34 | .62 | 1.15| ... | ...| ...|$8.50| + 5| 5,610.00 | .49 | .75 | 1.20| .01 | ...| ...| 8.50| + 6| 2,085.00 | .45 | .70 | 1.15| .02 | ...| ...|15.00| 9.00 + | | | | | | | | | + 7| ... | .30 | .48 | 1.25| .03 | ...| ...|12.00| ... + 8| Free | .42 | .75 | 1.15| .03 |20.00| ...|14.00| 7.00 + 9| Free | .39 | .70 | 1.10| .03 |20.00| ...|14.00| 7.00 + 10| Free | .39 | .70 | 1.05| .03 | ...| ...|14.00| 7.00 + 11| ... | .40 | .60 | 1.15| .02 |20.00| ...|18.00| ... + | | | | | | | | | + 12| ... | .60 | .90 | ...| .02 | ...| ...|17.70| ... + 13| ... | .45 | .65 | ...| .02 | ...| ...| ...| ... + 18| ... | ... | ... | ...| ... | ...| ...| ...| ... + 19|$6,350.00 | .49 | .77 | 1.30| .02 |24.00|22.00| ...| 9.00 + 20| 2,247.00 | .37½ | .61 | 1.12| .02½ |18.00|16.05| ...| 14.80 + | | | | | | | | | + 21| 2,400.00 | .45 | .60 | 1.15| .03 |24.00|16.00| ...| 8.00 + 25| 125.00 | .53 | .63 | 1.20| .03 | ...| ...|20.00| ... + 28| 3,500.00 | .45 | .45 | 1.25| .02 |22.50| ...|18.00| ... + 29| 3,500.00 | .35 | .56 | 1.14| .02 |22.00| ...|20.50| ... + 32| ... | .60 | .75 | 1.40| .03 |34.00| ...|31.00| 12.50 + | | | | | | | | | + 36| 500.00 | .60 | .80 | 1.25| .02 |15.00| ...|12.00| 1.25 + 64| ... | ... | ... | ...| ... | ...| ...| ...| ... + 65| ... | .40 | .75 | 1.35| .03 |25.00| ...|20.00| ... + 66| ... | .40 | .70 | 1.25| .03 |22.00|20.00| ...| 10.00 + 71| ... | .72 | ... | 1.60| .05 |31.00|30.00|28.00| ... + | | | | | | | | | + LP| | .30 | .45 | 1.05| .01 |15.00|16.05| 8.50| 1.25 + HP| | .72 | .90 | 1.60| .05 |34.00|30.00|31.00| 14.80 + --+----------+--------+------+-----+------+-----+-----+-----+-------- + + ==+======+=================+========================================== + Ct| Metal| Plain | REINFORCED CONCRETE PIPE + No| Rein-| Concrete | Lineal Feet + |force-| Pipe | + | ment | Lineal Feet | + |Pounds+--------+--------+-------+-------+--------+--------+-------- + | | 12-in. | 18-in. |12-in. |18-in. | 24-in. | 30-in. | 36-in. + --+------+--------+--------+-------+-------+--------+--------+-------- + 1| ... | ... | ... | ... | ... | ... | ... | ... + 2| ... | ... | ... | ... | ... | ... | ... | ... + 3| ... | ... | ... |$ 1.25 | $1.75 | $ 2.45 | ... | $ 4.25 + 5| ... | ... | ... | 1.40 | 2.00 | 2.75 | ... | 4.60 + 6| ... | ... | ... | 1.50 | ... | 3.30 | ... | 5.30 + | | | | | | | | + 7| ... | ... | ... | ... | ... | ... | ... | ... + 8| ... | ... | ... | 1.75 | 2.25 | 3.00 | ... | 4.75 + 9| ... | ... | ... | 1.75 | 2.25 | 3.00 | ... | ... + 10| ... | ... | ... | 1.75 | 2.25 | 3.00 | ... | ... + 11| ... | ... | ... | ... | ... | ... | ... | ... + | | | | | | | | + 12| ... | ... | ... |[4].48 |[4].78 |[4]1.16 | ... |[4]1.80 + 13| ... | ... | ... | ... | ... | ... | ... | ... + 18| ... | ... | ... | ... | ... | ... | ... | ... + 19|$ .08 |$ 1.10 |$ 2.02 | ... | ... | 3.27 | ... | 5.50 + 20| .12 | .67 | 1.55 | ... | ... | 2.90 | ... | 5.50 + | | | | | | | | + 21| .08 | 1.00 | ... | ... | ... | 2.50 | ... | ... + 25| ... | 1.00 | 1.50 | ... | ... | ... | ... | ... + 28| .15 |[4].55 |[4].80 | ... | ... |[4]1.10 |[4]1.50 |[4]2.00 + 29| .10 |[4].35 | ... | ... |[4].60 |[4]1.05 |[4]2.00 |[4]3.00 + 32| ... | ... | ... | ... | ... | ... | ... | ... + | | | | | | | | + 36| ... | ... | ... | ... | 1.25 | ... | ... | ... + 64| ... | ... | ... | ... | ... | ... | ... | ... + 65| .08 | 1.25 | ... | ... | ... | ... | ... | ... + 66| .07 | ... | ... | ... | ... | ... | ... | ... + 71| .10 | ... | ... | ... | ... | ... | ... | ... + | | | | | | | | + LP| .07 | .67 | 1.50 | 1.35 | 1.75 | 2.45 |[4]1.50 | 4.00 + HP| .15 | 1.25 | 2.02 | 1.75 | 2.25 | 3.30 |[4]2.00 | 5.50 + --+------+--------+--------+-------+-------+--------+--------+-------- + + ==+=====================================+======+=====+======+========= + Ct| CORRUGATED GALVANIZED IRON PIPE |6-Inch|Guard|Lumber|Asphaltic + No| Lineal Feet |Porous|Fence| and |Concrete + | |Drain | Lin.|Timber|2 inches + | | Tile | Ft. |1,000 |on Rock + |-------+------+--------+------+------+ Lin. | | Ft. | Base + | 12-in.|18-in.| 24-in. |30-in.|36-in.| Ft. | |B. M. |Sq. Yd. + --+-------+------+--------+------+------+------+-----+------+--------- + 1|[4]$.40| ...|[4]$1.00| ...| ...| ... | ...| ...| ... + 2| ...| ...| ...| ...| ...| ... | ...| ...| $ 1.29 + 3| ...| ...| ...| ...| ...| $.15 | $.45| 50.00| 1.28 + 5| ...| ...| ...| ...| ...| ... | ...| ...| 1.24 + 6| ...| ...| ...| ...| ...| ... | .57| ...| ... + | | | | | | | | | + 7| 1.00| ...| ...| ...| ...| ... | 1.50| ...| ... + 8| ...| ...| ...| ...| ...| ... | .50| ...| ... + 9| ...| ...| ...| ...| ...| ... | .50| ...| ... + 10| ...| ...| ...| ...| ...| ... | .50| ...| ... + 11| ...| ...| ...| ...| 1.30| ... | .60| ...| ... + | | | | | | | | | + 12| ...| ...| ...| ...| ...| .14 | ...| ...| 1.42 + 13| ...| ...| ...| ...| ...| ... | ...| ...| 1.17 + 18| ...| ...| ...| ...| ...| ... | ...| ...| 1.26 + 19| 2.07| 2.75| 3.44| ...| ...| .20 | ...| 45.00| ... + 20| 1.55| 2.00| 3.00| ...| ...| ... | ...| 32.00| ... + | | | | | | | | | + 21| ...| ...| 3.25| ...| ...| .20 | ...| 20.00| ... + 25| ...| ...| ...| ...| ...| .25 | ...| ...| ... + 28| [4].30|[4].40| [4].50|[4].60|[4].75| .40 | .50| 45.00| ... + 29| [4].20|[4].30| [4].40|[4].60|[4].75| .25 | .55| 45.00| ... + 32| [4].73|[4].90| ...| ...| ...| ... | .85| ...| ... + | | | | | | | | | + 36| 4.00| ...| ...| ...| ...| .10 | .35| ...| ... + 64| ...| ...| ...| ...| ...| ... | ...| ...| ... + 65| ...| ...| ...| ...| ...| ... | ...| ...| ... + 66| ...| 1.50| 2.50| 4.00| ...| ... | ...| ...| ... + 71| ...| 1.80| 2.70| ...| ...| ... | ...| ...| ... + | | | | | | | | | + LP| 1.00| 2.00| 3.00|[4].60|[4].75| .10 | .35| 20.00| 1.17 + HP| 2.07| 2.75| 4.00|[4].60|[4].75| .40 | 1.50| 50.00| 1.42 + --+-------+------+--------+------+------+------+-----+------+--------- + + ==+=====================+=======+=======+========+=======+======== + Ct| MACADAM |Broken | Sand |Broken | Clay | Rip- + No| Cubic Yards, | Stone |Cu. Yd.|Stones | Fil- | rap + | (Loose Measure) |Cu. Yd.|(Loose |Shoul- | ler | Cu. + +------+------+-------+(Loose |Meas.) | ders | Cu. | Yd. + |Broken|Gravel|Crushed|Meas.) | | Li. | Yd. | + |Stone | |Gravel | | | Ft. | | + --+------+------+-------+-------+-------+-------+-------+-------- + 1| ... | ... | ... | ... | ... | ... | ... | ... + 2| ... | ... | ... |$ 1.87 | ... | .05 |$ 1.00 | ... + 3| ... | ... | ... | 2.40 | ... | .06 | .85 |$ 2.75 + 5| ... | ... | ... | 2.30 | ... | .05 | .88 | ... + 6| ... | ... | ... | ... | ... | ... | ... | ... + | | | | | | | | + 7| ... | ... | ... | ... | ... | ... | ... | ... + 8| ... | ... | ... | ... | ... | ... | ... | ... + 9| ... | ... | ... | ... | ... | ... | ... | ... + 10| ... | ... | ... | ... | ... | ... | ... | ... + 11| 2.18 | ... | ... | ... | ... | ... | 1.00 | ... + | | | | | | | | + 12| ... | ... | ... | 2.20 | ... | .06 | 1.00 | ... + 13| ... | ... | ... | 1.90 | ... | .05 | .90 | ... + 18| ... | ... | ... | 2.37 | ... | .05½ | .90 | ... + 19| ... | ... | ... | ... | ... | ... | ... | ... + 20| 4.89 | ... | ... | ... | 1.70 | ... | .62 | ... + | | | | | | | | + 21| ... | ... | ... | ... | ... | ... | ... | ... + 25| ... | ... | ... | ... | ... | ... | ... | ... + 28| ... | ... | ... | ... | ... | ... | ... | ... + 29| ... | ... | ... | ... | ... | ... | ... | 5.00 + 32| ... | ... | ... | ... | ... | ... | ... | ... + | | | | | | | | + 36| ... | ... | ... | ... | ... | ... | ... | ... + 64| 3.35 | ... | ... | ... | ... | ... | .75 | ... + 65| ... | ... | ... | ... | ... | ... | ... | ... + 66| ... | ... | ... | ... | ... | ... | ... | ... + 71| ... | 3.30 | 3.70 | ... | ... | ... | .75 | ... + | | | | | | | | + LP| 2.18 | 3.30 | 3.70 | 1.87 | 1.70 | .05 | .62 | 2.35 + HP| 4.89 | 3.30 | 3.70 | 2.40 | 1.70 | .06 | 1.00 | 5.00 + --+------+------+-------+-------+-------+-------+-------+-------- + +[4] Indicates that contract price on culvert pipe is for hauling and +placing only, the pipe to be furnished to the contractor. + + +TABLE H + +YEARLY EXPENDITURES OF STATE FUNDS IN COUNTIES + +1914, 1915, 1916, 1917, 1918 + + ==========+=========+=========+=========+==========+==========+========== + Counties | 1914 | 1915 | 1916 | 1917 | 1918 | Total + ----------+---------+---------+---------+----------+----------+---------- + Baker | | |$ 802.74|$ 1,214.01|$ 6,364.67|$ 8,381.42 + Benton | |$ 181.50| 727.14| 47.56| | 956.20 + Clackamas |$ 587.74| | 1,013.37| 12,519.70|143,341.40|157,462.21 + Clatsop |64,587.44|35,110.03|20,823.44| 54,294.83|290,092.40|464,908.14 + Columbia |13,384.87|92,069.72|11,143.48| 76,424.91|411,877.24|604,900.22 + Coos | | | 375.81| 16,703.28| 264.40| 17,343.49 + Crook | | 57.17|12,052.32| | 3,053.72| 15,163.21 + Curry | | | | 79.91| 5,549.33| 5,629.24 + Deschutes | | | | 7,244.37| 13,472.00| 20,716.37 + Douglas | |15,701.12|25,188.08| 8,803.50|150,966.08|200,658.78 + Gilliam | | | 7.42| 4,443.52| 31,555.96| 36,006.90 + Grant | | | 26.95| 2,980.16| 4,488.62| 7,495.73 + Harney | | | | | 1,873.45| 1,873.45 + Hood River| 1,077.24|47,927.84| 4,317.17| 61,326.69|372,601.53|487,250.47 + Jackson |59,569.82|31,954.91|25,774.49| 54,476.20| 32,143.68|203,919.10 + Jefferson | | | | | | + Josephine | | 2,230.81| 5,590.03| 5,297.73| 72,700.41| 85,818.98 + Klamath | | | | 27.75| 791.48| 819.23 + Lake | | | | 15,215.57| 176.10| 15,391.67 + Lane | | 61.11| 4,639.07| 12,247.61| 2,281.91| 19,229.70 + Lincoln | | 11.95| 12.88| 2,054.05| 943.42| 3,022.30 + Linn | | 208.81| 37.32| 287.67| 503.40| 1,037.20 + Malheur | | | 189.61| 93.02| 773.63| 1,056.26 + Marion | 414.76| 79.79| 712.55| 479.41| 4,604.18| 6,290.69 + Morrow | | | 105.18| 4,200.72| 6,662.38| 10,968.28 + Multnomah | 1,068.08| 107.03| | | | 1,175.11 + Polk | 414.15| 74.54| 6,614.53| 137.78| 665.14| 7,906.14 + Sherman |44,523.20| 993.26| 188.87| 48.87| 3,003.27| 48,757.47 + Tillamook | | 116.59| 1,735.01| 5,213.34| 63,060.95| 70,125.89 + Umatilla | | | 13.49|100,608.75| 73,333.75|173,955.99 + Union | | | 42.20| 5,975.15| 26,213.02| 32,230.37 + Wallowa | | | | | 765.07| 765.07 + Wasco | | 134.91| 10.34| 286.02| 4,027.77| 4,449.04 + Washington| 4,998.14|14,321.44| 4,975.48| 70,139.95|176,629.10|271,064.11 + Wheeler | | | 5.64| 13,084.26| 56,130.52| 69,220.42 + Yamhill | 408.34| 108.37| 2,106.03| 38,714.45| 86,244.39|127,581.58 + +---------+---------+---------+----------+----------+---------- + Totals $191,033.78| | | | | + $241,450.90| | | | + $129,230.64| | | + $574,670.74| | + $2,047,154.37| + $3,183,540.43 + ------------------------------------------------------------------------- + + +TABLE I + +MILEAGE TABLE + +Main Traveled Roads + +Showing distances between some of the important towns; for convenience +in obtaining mileage for long trips; to be used in connection with the +official automobile road map on opposite page. + +All distances between points west of the Cascade Range and Eastern +Oregon points are via Portland and the Columbia River Highway, unless +otherwise noted. + + =============+======+======+======+======+======+======+===+======+====== + | P | S | A | E | R | M | P | B | B + | o | a | l | u | o | e | e | a | e + | r | l | b | g | s | d | n | k | n + | t | e | a | e | e | f | d | e | d + | l | m | n | n | b | o | l | r | + | a | | y | e | u | r | e | | + | n | | | | r | d | t | | + | d | | | | g | | o | | + | | | | | | | n | | + -------------+------+------+------+------+------+------+---+------+------ + Portland | ...| 53| 78| 126| 203| 318|240| 345| 253 + Salem | 53| ...| 25| 73| 150| 265|293| 398|[5]195 + Albany | 78| 25| ...| 48| 125| 240|318| 423|[5]170 + Corvallis | 89| 36| 11| 40| 117| 232|329| 434|[5]162 + Eugene | 126| 73| 48| ...| 77| 192|366|[5]356|[5]122 + Roseburg | 203| 150| 125| 77| ...| 115|443|[5]433|[5]199 + Grants Pass | 285| 232| 207| 159| 82| 33|525|[5]515|[6]265 + Medford | 318| 265| 240| 192| 115| ...|484|[6]490|[6]232 + Ashland | 331| 278| 253| 205| 128| 13|471|[6]477|[6]219 + Ore.-Cal. | | | | | | | | | + State Line | 354| 301| 276| 228| 151| 36| | | + Crater Lake | 401| 348| 323| 275| 198| 83|372| 378| 120 + Klamath Falls| 395| 342| 317| 269| 192| 77|407| 413| 155 + Astoria | 107| 160| 185| 233| 310| 425|347| 452| 360 + Tillamook | 107| 91| 116| 150| 227| 342|347| 452| 360 + Marshfield |[7]253|[7]200|[7]175|[7]127| 88| 190|493|[5]483|[5]249 + The Dalles | 91| 144| 169| 217| 294| 409|149| 254| 162 + Pendleton | 240| 293| 318| 366| 443| 558|...| 105| 252 + Walla Walla | 285| 338| 363| 411| 488| 603| 45| 150| 297 + La Grande | 293| 346| 371| 419| 496|[6]542| 53| 52| 305 + Baker | 345| 398| 423|[5]356|[5]433|[6]490|105| ...| 258 + Huntington | 395| 448| 473|[5]406|[5]483|[6]540|155| 50| 298 + Prineville | 244|[5]208|[5]183|[5]135|[5]212|[6]269|226| 221| 37 + Bend | 253|[5]195|[5]170|[5]122|[5]199|[6]232|252| 258| ... + Burns | 396|[5]338|[5]313|[5]265|[5]342|[6]340|195| 169| 143 + Lakeview | 426|[5]368|[5]343|[5]295|[6]292|[6]177|358| 332| 173 + Canyon City | 317|[5]337|[5]312|[5]264|[5]341|[6]398|122| 96| 166 + -------------+------+------+------+------+------+------+---+------+------ + +[5] Via Eugene and McKenzie River Highway. + +[6] Via Klamath Falls. + +[7] Via Scottsburg. + +[Illustration: AUTOMOBILE ROAD MAP, SHOWING THE MAIN TRAVELED ROADS OF +OREGON WITH MILEAGES + +Prepared by the Oregon State Highway Department] + +=This Is Not a Map of the System of State Highways.= This map is +intended as a guide to the main traveled, existing, through highways and +roads connecting important centers of population. The heavier weight +lines are intended to designate the most generally traveled, through +routes, rather than their relative condition or importance. + + +TABLE J + +OFFICIAL DESIGNATION OF STATE HIGHWAYS + + =No. 1. Pacific Highway--= + From Portland south via Oregon City, Salem, Albany, Eugene, Roseburg, + Grants Pass, Medford and Ashland to the Oregon-California State Line. + + =No. 2. Columbia River Highway--= + From Astoria east via Rainier, Portland, Hood River, The Dalles, + Arlington and Umatilla, to Pendleton. + + =No. 3. Coast Highway--= + From Astoria south via Tillamook, Toledo, Florence, Marshfield, + Coquille and Gold Beach to Oregon-California State Line. + + =No. 4. The Dalles-California Highway--= + From a point on Highway No. 2, at or near The Dalles, south via + Shaniko, Redmond, Bend, LaPine and Klamath Falls to the Oregon- + California State Line. + + =No. 5. The John Day River Highway--= + From a point on Highway No. 2, at or near Biggs, southeasterly through + Wasco, Condon, Fossil, Dayville, Prairie City and Vale to the Oregon- + Idaho State Line at Ontario. + + =No. 6. The Old Oregon Trail--= + From a junction with Highway No. 2, at Pendleton, southeasterly + through La Grande, Baker and Huntington to a junction with Highway + No. 5 at or near Ontario. + + =No. 7. Central Oregon Highway--= + From a point on Highway No. 4, at or near Bend, easterly through + Millican, Riley, Burns, Crane and Juntura to a junction with Highway + No. 5, at or near Vale. + + =No. 8. Oregon-Washington Highway--= + From a point on Highway No. 2, at or near Willows, through Ione, + Heppner, Pendleton and Freewater to the Oregon-Washington State Line. + + =No. 9. Pendleton-John Day Highway--= + From a point on Highway No. 8, at or near Pilot Rock south to a + junction with Highway No. 5, at or near John Day. + + =No. 10. La Grande-Enterprise Highway--= + From a point on Highway No. 6, at or near La Grande, through Elgin and + Enterprise to Joseph. + + =No. 11. Enterprise-Flora Highway--= + From a point on Highway No. 10, at or near Enterprise, north to Flora. + + =No. 12. Baker-Cornucopia Highway--= + From a point on Highway No. 6, at or near Baker, east through Middle + Bridge and Halfway to Cornucopia. + + =No. 13. Baker-Unity Highway--= + From a point on Highway No. 6, at or near Baker, southwest to a + junction with Highway No. 5, at or near Unity. + + =No. 14. Antelope-Mitchell Highway--= + From a point on Highway No. 4, at or near Antelope to a junction with + Highway No. 15, at or near Mitchell. + + =No. 15. McKenzie River Highway--= + From a point on Highway No. 1, at or near Eugene, easterly through the + McKenzie Valley and through Sisters, Redmond, Prineville and Mitchell + to a junction with Highway No. 5, at or near Dayville. + + =No. 16. Albany-Sisters Highway--= + From a point on Highway No. 4, at or near Albany, southeasterly to a + junction with Highway No. 15 near Sisters. + + =No. 17. Bend-Sisters Highway--= + From a point on Highway No. 4, at or near Bend, northwesterly to a + junction with Highway No. 15, at or near Sisters. + + =No. 18. Lakeview-Burns Highway--= + From a point on Highway No. 19, near Lakeview, northeasterly to a + junction with Highway No. 7, at or near Burns. + + =No. 19. LaPine-Lakeview Highway--= + From a point on Highway No. 4, at or near LaPine southeasterly through + Fort Rock, Silver Lake, Paisley and Lakeview to the Oregon-California + State Line. + + =No. 20. Klamath Falls-Lakeview Highway--= + From a point on Highway No. 4, at or near Klamath Falls, east to a + junction with Highway No. 19, at or near Lakeview. + + =No. 21. Ashland-Klamath Falls Highway--= + From a point on Highway No. 1 near Ashland, east to a junction with + Highway No. 4, at or near Klamath Falls. + + =No. 22. Medford-Crater Lake Highway--= + From a point on Highway No. 1 at Medford, northeasterly, through Trail + and the Rogue River Valley to a junction with Highway No. 24 near + Crater Lake. + + =No. 23. Klamath-Crater Lake Highway--= + From a junction with Highway No. 22 near Crater Lake, southeasterly + to a junction with Highway No. 4, at or near Chiloquin. + + =No. 24. The Rim Highway--= + From a point on Highway No. 22 near Crater Lake, thence around Crater + Lake to the point of beginning. + + =No. 25. Grants Pass-Crescent City Highway--= + From a point on Highway No. 1 at Grants Pass, southwesterly through + Kerby and Waldo to the Oregon-California State Line. + + =No. 26. Mt. Hood Highway--= + From Portland through Gresham and Bull Run around the south and east + sides of Mt. Hood and to a junction with Highway No. 2, at or near + Hood River. + + =No. 27. Clackamas Highway--= + From a point on Highway No. 1, at or near Oregon City, northeasterly + to a junction with Highway No. 26, at or near Pleasant Home. + + =No. 28. The West Side Highway--= + From a point on Highway No. 1, at or near Portland, thence south on + the west side of the Willamette River through Newberg, McMinnville, + Dallas, Independence and Corvallis to a junction with Highway No. 1, + at or near Eugene. + + =No. 29. Forest Grove-McMinnville Highway--= + From Portland through Hillsboro, Forest Grove and Carlton to a + junction with Highway No. 28, at or near McMinnville. + + =No. 30. Salem-Independence Highway--= + From a point on Highway No. 1, at Salem, southwesterly to a junction + with Highway No. 28 at Independence. + + =No. 31. Albany-Corvallis Highway--= + From a point on Highway No. 1, at Albany to a junction with Highway + No. 28, at or near Corvallis. + + =No. 32. Yamhill-Nestucca Highway--= + From a point on Highway No. 28, at or near McMinnville, through + Sheridan, Willamina, and Dolph to a junction with Highway No. 3, at + or near Hebo. + + =No. 33. Corvallis-Newport Highway--= + From a point on Highway No. 28, at Corvallis westerly to a junction + with Highway No. 3, at or near Toledo. + + =No. 34. Eugene-Florence Highway--= + From a point on Highway No. 1, near Eugene, westerly through Goldson + and Deadwood to a junction with Highway No. 3, near Florence. + + =No. 35. Coos Bay-Roseburg Highway--= + From a point on Highway No. 3, at or near Coquille, easterly up the + Middle Fork of the Coquille River, through Camas Valley and Brockway + to a junction with Highway No. 1, near Dillard. + + =No. 36. Pendleton-Cold Springs Highway--= + From a point on Highway No. 2, at or near Pendleton, northwest to Cold + Springs. + + +TABLE K + +EMPLOYES OF THE OREGON STATE HIGHWAY COMMISSION + +November 30, 1918 + +Herbert Nunn, State Highway Engineer + + R. A. Klein, Assistant Engineer + C. A. Dunn, Assistant Engineer + M. O. Bennett, Division Engineer + C. H. Whitmore, Division Engineer + J. C. McLeod, Division Engineer + C. W. Wanzer, District Engineer + P. M. Hall-Lewis, Asst. Div. Eng'r + S. H. Probert, Office Engineer + L. W. Metzger, Designing Engineer + E. A. Skelley, Chief Draftsman + L. C. Elwell, Voucher Clerk + C. L. Turner, Cost Clerk + M. S. Farwell, Bridge Draftsman + C. E. Farnsworth, Office Draftsman + Theo. Rowland, Office Draftsman + James Moberg, Office Draftsman + W. C. Crews, Office Draftsman + R. E. Raley, Office Computer + J. C. Tibbits, Clerk + L. N. Myers, Clerk + H. M. McDaniel, Clerk + C. F. Smith, Clerk + Helen Ingrey, Stenographer + Margaret H. Hodge, Stenographer + Grace Fugate, Stenographer + Gertie Witzel, Stenographer + Delia Ferguson, Stenographer + R. H. Baldock, Locating Engineer + R. H. Coppock, Locating Engineer + C. A. Harrington, Locating Engineer + B. H. McNamee, Locating Engineer + J. H. Scott, Locating Engineer + E. B. Bishop, Resident Engineer + H. C. Compton, Resident Engineer + M. E. DeWitt, Resident Engineer + F. N. Drinkhall, Resident Engineer + H. B. Fletcher, Resident Engineer + H. N. Hackett, Resident Engineer + A. S. Kennedy, Resident Engineer + J. E. Nelson, Resident Engineer + J. E. Peck, Resident Engineer + R. A. Pratt, Resident Engineer + W. P. Smith, Resident Engineer + C. E. Carter, Resident Bridge Engineer + J. M. Baker, Supt. of Construction + C. L. Grutze, Supt. of Construction + W. H. Burtis, Foreman of Repair Shop + W. S. Hodge, Transitman + Tom Opedal, Transitman + Wm. T. Nelson, Field Draftsman + H. R. Wessell, Field Draftsman + Chas. E. Lytle, Timekeeper + L. N. Russell, Timekeeper + F. A. Keith, Levelman + H. W. Lange, Levelman + M. M. Brown, Field Computer + L. D. Coppock, Field Computer + Jack Slavens, Head Chainman + Chas. Collier, Rodman + Clyde Leghorn, Rodman + Ora L. Nochols, Rodman + M. S. Parker, Rodman + Katherine Riddle, Rodman + Orville Widdows, Rodman + Fred Busch, Chainman + Claire Hopper, Chainman + J. F. Jones, Chainman + J. A. Matott, Chainman + Warren Pearson, Chainman + Boyd Potter, Chainman + A. H. Rudd, Chainman + J. J. Sturgill, Chainman + D. E. Tompkins, Chainman + E. Wiggins, Chainman + Frank Galdabini, Rock Checker + Pete Knudson, Rock Checker + L. Parker, Rock Checker + C. S. Peck, Rock Checker + + +TABLE L + +STATE HIGHWAYS + +Names, Numbers, Mileages. + + Highways Miles + + No. 1 Pacific Highway 352 + No. 2 Columbia River Highway 360 + No. 3 Coast Highway 430 + No. 4 The Dalles-California Highway 342 + No. 5 The John Day River Highway 285 + No. 6 The Old Oregon Trail 190 + No. 7 Central Oregon Highway 270 + No. 8 Oregon-Washington Highway 148 + No. 9 Pendleton-John Day Highway 105 + No. 10 La Grande-Enterprise Highway 68 + No. 11 Enterprise-Flora Highway 35 + No. 12 Baker-Cornucopia Highway 76 + No. 13 Baker-Unity Highway 42 + No. 14 Antelope-Mitchell Highway 43 + No. 15 McKenzie River Highway 229 + No. 16 Albany-Sisters Highway 100 + No. 17 Bend-Sisters Highway 27 + No. 18 Lakeview-Burns Highway 159 + No. 19 LaPine-Lakeview Highway 151 + No. 20 Klamath Falls-Lakeview Highway 100 + No. 21 Ashland-Klamath Falls Highway 51 + No. 22 Medford-Crater Lake Highway 78 + No. 23 Klamath-Crater Lake Highway 14 + No. 24 The Rim Highway 39 + No. 25 Grants Pass-Crescent City Highway 46 + No. 26 Mt. Hood Highway 105 + No. 27 Clackamas Highway 18 + No. 28 The West Side Highway 120 + No. 29 Forest Grove-McMinnville Highway 25 + No. 30 Salem-Independence Highway 12 + No. 31 Albany-Corvallis Highway 11 + No. 32 Yamhill-Nestucca Highway 39 + No. 33 Corvallis-Newport Highway 60 + No. 34 Eugene-Florence Highway 76 + No. 35 Coos Bay-Roseburg Highway 81 + No. 36 Pendleton-Cold Springs Highway 30 + ----- + Total mileage State Highways 4,317 + +[Illustration] + +[Illustration: THE PACIFIC HIGHWAY IN PASS CREEK CANYON, DOUGLAS COUNTY. +GRADED AND MACADAMIZED IN 1917 AND 1918] + + + + + Description of Work of the + State Highway Department + In the + Counties of the State + 1917-1918 + + +BAKER COUNTY + +Although Baker County is generally well supplied with railroads there +are sections still isolated and much in need of improved transportation +facilities. Some of the most fertile and productive areas of the County +are not served by rail transportation and depend upon roads for +communication with railway points. This situation with the character of +the winter season and soil conditions found here render improved +highways of extreme importance. + +Since State and Federal aid have been made available the people of Baker +County are fast coming to a realization of the situation and are making +strenuous efforts to co-operate in highway improvement. No bond issues +have been voted in this County but an example of their enthusiasm is +supplied by the fact that private donations for co-operative improvement +of one road amount to $15,000.00. + +State and Federal aid were extended in 1918 and the co-operation has +resulted in plans for improving three sections of the Baker-Cornucopia +Highway. Other roads in the County will receive the consideration of the +Highway Commission during the coming season. + +Four sections of the Baker-Cornucopia Highway have been surveyed, and +plans for three of these are nearly complete. Together the four sections +make about thirty-eight miles of location survey. Construction work will +begin on this road early in the coming season. + + +Survey of the Baker-Cornucopia Highway + +During 1917 and 1918 the State Highway Department surveyed a greater +part of the Baker-Cornucopia Highway. The policy of giving first +attention to those portions of the road most in need of improvement +resulted in the surveying of four separate sections. These sections are +designated as follows: Baker-Middle Bridge; Love Bridge-Black Bridge; +Canyon and Sag Sections. These surveys were made under the direction of +J. O. Kingsley and W. C. Crews, locating engineers for the State Highway +Department. + +The Baker-Middle Bridge section extends from Baker to a point near +Middle Bridge on Lower Powder River. Beginning at Baker the line follows +closely the present main traveled road east for about six miles, thence +along the Palmer road to the present crossing at Ruckles Creek, thence +down Ruckles Creek to a point about two miles south of Keating, thence +easterly, leaving Ruckles Creek, and entering the lower Powder River +Valley near Middle Bridge. This survey is 18.64 miles in length. The +plans for this work are completed. + +The Love Bridge-Black Bridge section covers that portion of the route +through the canyon between the Keating and Richland districts. At +present all traffic passes through Sparta and over the mountains to the +north of the Powder River there being no road through the canyon. This +survey is about ten miles long and involves heavy and expensive +construction. This project begins at a point about seven miles east of +Keating and ends about five miles west of Richland. There is a four-mile +section of the Baker-Cornucopia Highway lying between Middle and Love +Bridges that has not been definitely located. No office work has been +done for this survey. + +What is known as the Canyon Section extends through the canyon east of +Richland. This survey begins at a point 1.5 miles east of Richland and +parallels the Powder River along the north bank for a distance of 4.64 +miles. The project ends at the point where the proposed route leaves the +Powder River and leads over the mountains toward Pine Valley. Plans are +almost completed for this project. + +The Sag Section is that part of the road leading north from the divide +between Powder River and Pine Valley. This survey which is 4.69 miles +long begins at the divide and ends at a point in the edge of Pine Valley +two miles south of Halfway. The location follows very near the route of +the present road. The office work in connection with this survey is +nearing completion. + + +Baker-Cornucopia Post Road Project + +The State Highway Commission requested Government aid in the +construction of the Baker-Cornucopia Highway and this request has +resulted in the approval by the Federal Office of Public Roads of three +projects on this highway. These three projects, namely, Baker-Middle +Bridge, Canyon Section and Sag Section have a combined length of 27.97 +miles, and the total estimated cost of these constructions is +$94,731.00. Baker County will co-operate with the State and Government +in defraying the cost of this construction. The following tabulation +indicates the amounts and segregations of funds for each project. + + ================================+============+============+============ + Appropriated for expenditure in | State | County | Government + 1919 | Funds | Funds | Funds + --------------------------------+------------+------------+------------ + Baker-Middle Bridge Section | $13,978.00 | $15,000.00 | $13,978.00 + Canyon Section | 8,249.00 | 6,000.00 | 8,249.00 + Sag Section | 11,639.00 | 6,000.00 | 11,639.00 + +------------+------------+------------ + Totals | $33,866.00 | $27,000.00 | $33,866.00 + --------------------------------+------------+------------+------------ + +No plans have been made for financing the Love Bridge-Black Bridge +Section which was surveyed in 1917. This is an important section of the +road and will probably receive early attention from the State Highway +Commission. + + +BENTON COUNTY + +During 1917 and 1918, very little work was done by the Highway +Department in Benton County. At the request of the County Court a short +section of the West Side Highway north of Corvallis was staked for +grading to be done by the County, and designs were prepared for three +concrete structures. Two of these were for box culverts for the Pacific +Highway about five miles north of Corvallis. The other was for an 85 +foot reinforced concrete bridge over a mill race south of Corvallis. A +short reconnaissance was made of the Corvallis-Newport road between +Blodgett and Eddyville. + +For work to be done in Benton County in 1919, the Highway Commission has +set aside $129,500.00. With this amount it is planned to pave the West +Side Highway from Corvallis north to the Polk County Line, approximately +seven miles. + + +CLACKAMAS COUNTY + +The work under the supervision of the Highway Department in Clackamas +County during 1917 and 1918 has consisted of 4.5 miles of grading +between New Era and Oregon City, 7.5 miles of paving between Oregon City +and Canby, and 0.2 miles of grading between Oswego and the Multnomah +County Line. The first of these jobs was done by the State and County in +co-operation; the second was a strictly State job; and the third was a +County job supervised by the State. + +The total expenditure on the work done in Clackamas County was +$198,952.24, of which Clackamas County paid $43,091.14 and the State +$155,861.10. + +Between New Era and Oregon City, the Pacific Highway has been graded on +an entirely new location, paralleling the Southern Pacific Railway along +the bank of the Willamette River instead of following the location of +the old road farther back from the river, where the grading is not so +heavy, but where a number of heavy grades are required. In addition to +eliminating these heavy grades, a considerable saving in distance is +effected, and the dangerous crossing under the Southern Pacific tracks +at Oregon City is avoided. + + +Grading--Vicinity of New Era + +On August 20, 1917, bids were considered by the State Highway Commission +for the grading of two and one-half miles on the Pacific Highway near +New Era. The most satisfactory proposal received was a cost plus ten per +cent proposal submitted by the Warren Construction Company, and a +contract was entered into with that firm on the cost plus ten per cent +basis. + +This work involved the grading of New Era Hill, just south of New Era, +and some heavy rock excavation from New Era north. After the work had +started, it was decided to pave between Oregon City and Canby, and the +contract for this paving let to the Oregon Hassam Paving Company. The +most feasible place to secure the crushed rock necessary for this paving +was from the rock being excavated under the grading contract with the +Warren Construction Company, and the Highway Department entered into an +agreement with the paving company, whereby the state would crush the +rock from a big cut at New Era, and furnish the crushed rock for the +paving upon certain agreed terms, the crushing to be done under the cost +plus contract with the Warren Construction Company. + +On this basis the work was carried on by the Warren Construction Company +until March 1, 1918, at which time it was deemed advisable by the +Highway Commission to take the work over and complete it with State +forces. + +The total cost of the grading and rock crushing was $66,000.00, and the +amount received for the crushed rock furnished for the paving was +$19,850.00. Clackamas County co-operated with the State on this work, +the total amount paid out of County funds being $15,009.91. + +[Illustration: AT THE TOP OF CANEMAH HILL ON THE PACIFIC HIGHWAY IN +CLACKAMAS COUNTY. GRADED AND PAVED IN 1918] + + +Grading--Canemah Hill Section + +To complete the grading of the Pacific Highway between Oregon City and +Canby preparatory to the paving of this section, Clackamas County agreed +to appropriate $25,000.00 toward the grading between Fly Creek and +Oregon City, known as the Canemah Hill Section. On December 10, 1917, +the Highway Commission received bids for this grading and the lowest bid +having been submitted by Clackamas County, the contract was awarded to +the County. This piece of work was about one and one-half miles in +length and involved some very heavy rock excavation. + +There has been expended on this work to date the sum of $24,037.20, of +which amount Clackamas County has paid $22,092.53. The work complete +will cost approximately $27,500.00. Mr. M. E. DeWitt was the resident +engineer in charge. + + +DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918 + +GRADING--CANEMAH HILL (Work in progress) + + Engineering $ 1,944.67 + + Construction-- + Clearing and grubbing $ 500.00 + Common excavation, 10,231 cu. yds. at 60c 6,138.60 + Intermediate excavation, 8,689.4 cu. yds. + at 80c 6,951.52 + Solid rock excavation, 7,722.2 cu. yds. + at $1.25 9,652.75 + 12-inch reinforced concrete pipe, 391 lin. ft. + at $1.25 488.75 + 36-inch reinforced concrete pipe, 56 lin. ft. + at $4.00 224.00 + 6-inch porous drain tile, 585 lin. ft. at 10c 58.50 + Class A concrete, 48 cu. yds. at $15.00 720.00 + Class C concrete, 2 cu. yds. at $12.00 24.00 + Rubble masonry, 2 cu. yds. at $1.25 2.50 + Overhaul per 100 lin. ft., 54,862 cu. yds. + at 2c 1,097.24 + Crushed rock for drain tile, 30 cu. yds. 46.20 + 18-inch concrete pipe in place, 45 lin. ft. 87.15 + ----------- + $ 25,991.21 + Less 15 per cent retained pending completion 3,898.68 + ----------- + 22,092.53 + ----------- + Total expended to November 30, 1918 $ 24,037.20 + Paid by State--engineering 1,944.67 + Paid by County--construction 22,092.53 + ----------- + Total $ 24,037.20 + This work is estimated to cost complete $ 27,500.00 + +[Illustration: BITUMINOUS PAVEMENT ON THE PACIFIC HIGHWAY SOUTH OF +OREGON CITY IN CLACKAMAS COUNTY. GRADED AND PAVED IN 1918] + + +Paving--Oregon City to Canby + +A contract was awarded on September 4, 1917, to the Oregon Hassam Paving +Company of Portland, for a sixteen-foot bituminous pavement between +Oregon City and Canby, a distance of 7.5 miles. + +A considerable part of the crushed rock used in this pavement was +furnished by the Highway Department from a rock point which it was +necessary to remove in connection with the grading just north of New +Era. + +The paving of this section is practically complete at this date and the +contracting company is to be complimented upon the excellence of its +work. The cost of the work completed will be about $135,000.00 of which +amount $102,114.85 has been paid. + +Mr. M. E. DeWitt acted as resident engineer for the Highway Department +on this work. + + +DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918 + +PAVING OREGON CITY TO CANBY + + Engineering $ 2,444.57 + + Construction-- + Standard Bitulithic pavement, 70,170 sq. + yds. at $1.26 $ 88,414.20 + Stone Shoulders, 68,208 lin. ft. at .05½ 3,751.44 + Hauling and placing broken stone furnished by + State, 6,168¼ cu. yds., at $1.18 7,278.54 + Broken stone, loose measure, 12,872¼ cu. + yds., at $2.37 30,507.23 + Installing wooden headers at railroad crossing 24.06 + Filling low places after rolling, clearing + debris after forest fire 59.53 + Excavating spongy place in subgrade and + refilling 67.10 + Loading and hauling to bring outside 2 ft. of + roadbed to grade; no material nearby 154.14 + Grading 800 feet north from New Era, and + dismantling and loading crusher 1,726.40 + ----------- + Total due contractor for work done to + November 30, 1918 $131,982.64 + Less 15 per cent retained pending completion 19,797.40 + ----------- + $112,185.24 + Less plant rock and miscellaneous items + furnished by State 12,514.96 + ----------- + $99,670.28 + ---------- + Total expended to November 30, 1918 $102,114.85 + This work is estimated to cost complete $135,000.00 + + +Oswego to the Multnomah County Line + +On April 19, 1918, a contract was awarded by Clackamas County to the +Glemorrie Quarry Company of Oswego for the regrading of a 0.2 mile +section of the West Side Pacific Highway between Oswego and the +Multnomah County Line. At the request of the Clackamas County Court the +engineering supervision of this work was handled by the Highway +Department, Mr. M. E. DeWitt, resident engineer, on work between Oregon +City and Canby, being in charge. + +This piece of work eliminated some very bad curves on the old road and +greatly improved the grade. The work was completed on September 4, 1918, +at a total cost of $5,746.68. Of this amount $507.98 was expended by the +State for the engineering. The construction cost of $5,238.70 was paid +by the County. + + +DETAILED EXPENDITURE STATEMENT + +Grading--Multnomah County Line to Oswego + + Engineering $ 507.98 + + Construction-- + Clearing and grubbing $ 200.00 + Common excavation, 1,167.3 cu. yds. at 75c 875.47 + Intermediate excavation, 2,127.6 cu. yds. + at $1.00 2,127.60 + Solid rock excavation, 829.5 cu. yds. at + $1.85 1,534.58 + 12-inch plain concrete pipe, 26 lin. ft. + at $1.50 39.00 + 15-inch plain concrete pipe, 76 lin. ft. at + $1.80 136.80 + 18-inch reinforced concrete pipe, 84 lin. ft. + at $2.00 168.00 + Class C concrete, 5 cu. yds. at $15.00 75.00 + Drainage structures under roadbed to protect + embankment and private water supply 82.25 + --------- + 5,238.70 + --------- + Total cost $5,746.68 + Paid by State $ 507.98 + Paid by County 5,238.70 + --------- + Total $5,746.68 + + +Oregon City Bridge + +The State Highway Department has been requested by the County Court of +Clackamas County to prepare plans and estimates for a bridge over the +Willamette River at Oregon City. This will replace the old suspension +bridge at that place which is too light for the modern traffic +conditions in that vicinity. + +Surveys and studies of the site are being conducted at this time. In +this case, as is customary, the State Highway Department will furnish +plans free of cost to the County. + + +CLATSOP COUNTY + +During the period from December 1, 1916, to November 30, 1918, the State +Highway Department expended in Clatsop County the sum of $344,387.23. +The work accomplished consists of 3.5 miles of bituminous paving, 22.7 +miles of broken stone macadam, 1.7 miles of gravel macadam, 1.2 miles of +new grading, one covered wood draw bridge, two reinforced concrete +bridges, and 1-6x12 ft. reinforced concrete box culvert, all of these +improvements being on the Columbia River Highway between Astoria and the +Columbia County Line. + + +Astoria-Svensen Paving + +On July 20, 1917, the State Highway Department contracted with the +Warren Construction Company for nine miles of paving between Astoria and +Svensen. This contract called for a 16-foot bituminous pavement on a +crushed rock base and with two-foot macadam shoulders. The contract also +included the grading of a section 1.2 miles in length about midway +between Astoria and Svensen, this section being known as the John Day +Cut-off. + +Work was started on the grading of the cut-off on August 6, 1917, and on +the erection of the paving plant on August 15. On September 20, the +first batch of hot stuff was placed on the road at the Svensen end. The +work was just nicely started, however, when the rainy season which came +on unusually early, started in and the work had to be discontinued. At +this time the work on the grading of the cut-off was but fifty or sixty +per cent complete, and only one mile of paving had been laid. + +The following season, the roadbed did not become sufficiently dry to +permit of resumption of work until about the 15th of June, but even at +that late date the contractors were not able to start work on account +of the shortage in materials and labor resulting from the participation +of the United States in the war, and it was not until July 23 the work +was resumed. Continued shortage of labor and material made progress very +slow particularly on the placing of rock base, and when the 1918 rainy +season came on a total of only 3.5 miles of paving had been completed. +The grading of the John Day Cut-off had been finished, however, and +considerable progress made on the removal of slides and regrading of +roadbed. + +[Illustration: BITUMINOUS PAVING NEAR SVENSON IN CLATSOP COUNTY ON THE +COLUMBIA RIVER HIGHWAY. PAVED IN 1917] + +The paving was discontinued on October 2 but in order to provide a +passable roadbed at as early a date as possible, it was decided to +continue the placing of rock base during the winter months. This work is +now in progress, and it is expected that a rocked surface over the +remaining unpaved distance of 5.5 miles will be secured by about January +1, 1919. + +The paving work will be continued again next season, and will +undoubtedly be completed early in the season. + +It is estimated that the grading and paving of this section will cost +completed $236,000.00. The total expenditures to November 30, 1918, +amounted to $96,955.97 and there remained unpaid to the contractor for +work done to that date the sum of $15,225.64. + +The engineering work was in charge of Mr. J. E. Nelson, during the 1917 +season, and in charge of Mr. H. N. Hackett during the 1918 season. + + +Svensen-Westport Macadam + +From Westport to Svensen in Clatsop County, 13.55 miles of 16-foot +waterbound macadam, 3.6 miles of 9-foot waterbound macadam and 1.76 +miles of gravel was laid. This work was handled by the Warren +Construction Company prior to December 26, 1917, at which time the State +Highway Department took the work over and proceeded with State forces. + +On this section the unit costs show a slight advantage in favor of doing +the work with State forces. Conditions were practically the same as on +the Clatskanie-Westport Section in Columbia County--the State paying +higher wages than the contractor, but the contractor having the +disadvantage of more unfavorable weather conditions. The main advantage +in the State doing this work was gained by having better control of the +organization and more direct supervision of the work. + +The original intention was to complete all macadam 16-feet wide but the +increased cost of labor, supplies, etc., made it necessary to reduce the +width of the macadam to nine feet so as to complete the full distance +with the money available. + + +COST STATEMENT--SVENSEN-WESTPORT MACADAM + + ===========================+==========+=========+============+======= + Item | Unit | Quan- | Cost | Unit + | | tity | | Cost + ---------------------------+----------+---------+------------+------- + By Warren Construction Co.,| | | | + on cost plus contract-- | | | | + Clearing and grubbing | Acres | 1 |$ 112.18 |$112.18 + Excavation | Cu. Yd. | 9,069 | 6,468.95 | .71 + 6-inch by 12-inch pipe | Foot | 1,519 | 4,472.69 | 2.90 + Waterbound macadam |[8]Cu. Yd.| 13,409 | 53,010.60 | 3.95 + Engineering | ... | ... | 971.84 | ... + By State Forces-- | | | | + Excavation | Cu. Yd. | 11,512 | 7,540.71 | .64 + 6-inch by 12-inch pipe, | Foot | 1,760 | 328.80 | .19 + laying only | | | | + Waterbound macadam | Cu. Yd. | 34,722 | 134,022.23 | 3.86 + Engineering | | | 1,651.69 | ... + | | +------------+ + Total | ... | ... |$208,579.69 | ... + ---------------------------+----------+---------+------------+------- + +[8] Including 1,839 cubic yards of gravel purchased at a cost of +$1,839.00 and 5,278 cubic yards crushed rock purchased at a cost of +$6,333.60. All other rock was crushed and cost of crushing is included +in the cost of the macadam. + +[Illustration: COVERED WOOD DRAWBRIDGE ON THE COLUMBIA RIVER HIGHWAY IN +CLATSOP COUNTY, OVER THE JOHN DAY RIVER EAST OF ASTORIA. BUILT IN 1918. +LIFT SPAN--40 FEET] + + +John Day River Bridge + +As a part of the improvement of the Columbia River Highway between +Astoria and Svensen, a bridge was constructed over the John Day River +about four miles east of Astoria. + +The John Day River is a stream navigable to small boats, so it was +necessary to provide a movable span of 40-foot clear opening. Owing to +the unusually high price of steel it was decided to construct this +bridge of wood. The movable span is of the single leaf bascule type +operated by a windlass. Counter weights are employed to assist the +movement of the span and in order to compensate for the variable pull +required to lift the span at different phases of its movement, the +counter weight cables operate over spiral drums in such manner that +their pull is a maximum when the span is down, and is least when the +span is raised, gradually changing between the two extremes. In order to +guard against failure of the operator to close the gate on the side of +the stream opposite the machinery, an automatic gate was constructed. It +closes when the bridge starts to open and when the bridge closes it +swings back out of the way automatically. + +The bridge rests on concrete piers carried on piling, and besides the +lift span there are two 90-foot covered wooden spans. The operating +machinery is completely housed in by means of a tower. + +The crossing was designed to carry 20-ton trucks and the covered spans +have laminated wood floors with asphaltic wearing surface. + +One of the most serious objections raised against covered wooden bridges +is the lack of light. This was overcome in this case, as in other wooden +bridges on primary roads designed by this Department, by whitewashing +the interior and the addition of open windows at panel points. These are +provided with returns, and with the asphaltic wearing surface on the +floors of such bridges prevent moisture coming in contact with the +structural timbers of the bridge. + +This bridge was built by the Portland Bridge Company and the total cost +will be about $25,000.00. The payments on the bridge to November 30, +1918, amounted to $21,051.52. Mr. Leigh M. Huggins was resident engineer +in charge of construction. + + +Big Creek Bridge + +This bridge is located on the Columbia River Highway near Knappa. It +consists of two forty-five-foot reinforced concrete spans, and was built +by the State Highway Department with State forces at a cost of +$8,446.70. + + +Plympton Creek Bridge + +The Plympton Creek Bridge is located on the Columbia River Highway in +the town of Westport. It is a two thirty-foot span structure and was +built by the State Highway Department with State forces at a cost of +$6,413.19. + + +Little Creek Culvert + +This is a 6 by 12 reinforced concrete structure and is located on the +Columbia River Highway near Knappa. It was built by the Highway +Department with State forces at a cost of $929.69. + + +COLUMBIA COUNTY + +The State Highway Department expended in Columbia County during 1917 and +1918, the sum of $488,302.15, which is the largest amount expended in +any one county in the state. With this amount the following work was +completed: + + 2.5 miles of bituminous paving. + 27.2 miles of broken stone macadam. + 8.2 miles of grading. + 11 reinforced concrete bridges. + 2 reinforced concrete box culverts. + +All of this work is on the Columbia River, and all but the 2.5 miles of +paving is between the Clatsop County Line and a point about two miles +east of Goble. + + +Multnomah County Line-Scappoose Paving + +A contract was awarded to the Warren Construction Company, August 22, +1917, for 2.5 miles of bitulithic pavement sixteen feet wide on crushed +rock base, with two foot macadam shoulders. The old road bed on this +section was in excellent condition for base for pavement being old +macadam about sixteen feet in width. The grade was followed closely, +scarified, and clean crushed rock spread over the entire surface and +rolled. Material was borrowed along each side to obtain the required +twenty-four foot of roadbed. + +A sixteen foot span wooden bridge was replaced by an 8x10 feet +reinforced concrete culvert built by Lindstrom Bros. on the basis of +cost plus ten per cent. + + +CONSTRUCTION COST OF CULVERT + + Class A concrete, 64 cu. yds. at $22.43 $1,435.64 + Reinforcing steel, 2,900 lbs. at 8c 232.00 + --------- + $1,667.64 + Contractors percentage 166.96 + --------- + Total Cost $1,834.60 + +Paving work was started November 5, 1917, and completed December 20, +with the exception of about 200 feet of new fill made at the culvert +which was completed in June, 1918. + +Engineering work was done by P. W. Marx, under the supervision of Chas. +H. Whitmore, assistant engineer. + + +DETAILED EXPENDITURE STATEMENT--PAVING--MULTNOMAH COUNTY LINE TO +SCAPPOOSE + + Engineering $ 1,364.28 + Right-of-way attorney fees 35.00 + Contract Construction Work as follows: + Common excavation, 800 cu. yds. at 45c $ 360.00 + Standard Bith. pavement, 24,248.2 sq. yds. + at $1.17 28,370.39 + Broken stone, loose measure, 3,115.5 cu. yds. + at $1.90 5,919.45 + Broken stone shoulders, 26,974 lin. ft. at 5c 1,348.70 + Force account: + 34 feet of 12-inch corrugated iron pipe and + 120 feet of 6-inch porous drain tile 254.77 + Total paid to contractor $ 36,253.31 + ----------- + Total cost $ 37,652.59 + + +Westport-Clatskanie Macadam + +On the Clatskanie-Westport Section, which extended from Clatskanie to +the Clatsop County Line, the work was handled originally by the Warren +Construction Company, on a cost plus ten per cent. basis. The State +Highway Department took this work over December 26, 1917, and from that +time on the work was handled by this Department. This work consisted of +8.62 miles of sixteen-foot waterbound macadam. + +On this section the costs show that the Warren Construction Company laid +crushed rock slightly cheaper than the State. However, the State did all +the finishing on this section, which is more expensive than laying the +base rock and it was necessary to raise the wages twenty-five per cent. +after the work was taken over by the Department. C. L. Grutze was +resident engineer on this work. + + +COST STATEMENT--WESTPORT-CLATSKANIE MACADAM + + ===========================+==========+========+==============+======== + Item | Unit | Quan- | Total cost | Unit + | | tity | | cost + ---------------------------+----------+--------+--------------+-------- + By Warren Construction Co. | | | | + on cost plus contract-- | | | | + Clearing and grubbing | Acres | ½ | $ 49.87 | $ 99.74 + Excavation | Cu. yd. | 6,200 | 6,820.70 | 1.10 + 6-ft. by 12-in. drain pipe | Foot | 1,085 | 2,752.38 | 2.80 + Water-bound macadam |[9]Cu. yd.| 7,742 | 27,698.87 | 3.59 + Engineering | | | 497.03 | + By State Forces-- | | | | + Excavation | Cu. yd. | 8,299 | 5,594.75 | .67 + 6-ft. by 12-in. drain pipe | Foot | 298 | 21.05 | .07 + (laying) | | | | + Water-bound macadam | Cu. yd. | 17,977 | 68,168.50 | 3.79 + Engineering | | | 25.09 | + | | +--------------+ + Total cost | | | $ 111,628.24 | + ---------------------------+----------+--------+--------------+-------- + +[9] 4,972 cu. yds. purchased at cost of $5,966.40, all other rock +crushed on this job. + + +Clatskanie-Delena Macadam + +The section extending from a point three miles east of Clatskanie to a +point two and one-half miles east of Delena, known as the +Clatskanie-Delena Section, was completed by L. O. Herrold on a basis of +cost plus ten per cent. This work consisted of eleven miles of sixteen +foot waterbound macadam, one and one-tenth miles of nine foot waterbound +macadam and all necessary grading, drainage, etc. The foundation on part +of this section was very poor and 10,233 cubic yards of rubble base was +used in order to make satisfactory foundation for macadam. While this +increased the cost of the macadam, it was the only way in which a +permanent foundation could be secured on this section. P. M. Hall-Lewis +was resident engineer on this work. + + +COST STATEMENT--CLATSKANIE-DELENA MACADAM (COST PLUS 10 PER CENT) + + Item Cost + + Engineering $ 5,998.96 + General construction 11,759.14 + Clearing and grubbing 892.37 + Excavation and embankment 22,529.95 + Drainage structures 3,596.27 + Miscellaneous structures 1,454.76 + Quarrying and crushing 43,714.47 + Placing, rolling, sprinkling, etc. 46,502.97 + Camp construction and operation 111.51 + ----------- + Total $136,560.40 + +This work includes 25,405 cubic yards of excavation, 22,170 cubic yards +of crushed rock macadam and 10,298 cubic yards of rubble base, besides +numerous small structures, drains, etc. + + +Delena-Goble Macadam + +Clark & Dibble of Rainier contracted with the Highway Department to +construct five and seven-tenths miles of broken stone macadam between +Delena and Goble. The prices at which this work was taken by the +contractors was very low, and the result was that almost from the first +the work was handicapped by lack of proper finances. It became evident +to the Department that the contractor would be unable to complete all of +this work before the winter rains set in, so to facilitate matters and +to provide a passable road for the winter, the Department took over the +part of the work between Rainier and Goble after about $10,000.00 worth +of work had been done on this part by Clark & Dibble. The work of the +Highway Department on this section is described in the article on the +Rainier-Goble macadam. + +Clark & Dibble successfully carried to completion the two and one-tenths +miles of macadam west of Rainier. A complete statement of the costs of +the work handled by the contractors is given below. + + +DETAILED EXPENDITURE STATEMENT--MACADAM--DELENA TO GOBLE + + Engineering $ 2,519.50 + Construction-- + Common excavation, 938 cu. yds. at 40c $ 375.20 + Intermediate excavation, 75 cu. yds. at 60c 45.00 + Solid rock excavation, 25 cu. yds. at $1.15 28.75 + Broken stone macadam, 12,911.5 cu. yds. at + $2.18 28,147.07 + 12-inch corrugated iron pipe, 420 lin. ft. + at $1.30 546.00 + Clay filler, 1,403 cu. yds. at $1.00 1,403.00 + Force Account-- + Lowering 18-inch corrugated iron culverts 55.78 + Lengthening existing culverts and opening + ditches 15.62 + 18-inch corrugated iron pipe, 80 lin. ft. 235.43 + Clearing slides and ditching near Prescott 2,201.47 + Removal of slides 1,377.22 + Side ditches for macadam work 336.97 + Preparation of subgrade for macadam 330.65 + Spreading, sprinkling, and rolling macadam 27.07 + --------- + 35,125.23 + Less credit for 24 days use of State roller + at $5.00 120.00 + --------- + Total amount paid to contractor 35,005.23 + ----------- + Total cost $ 37,524.73 + + +Rainier-Goble Macadam + +In Columbia County the State Highway Department laid twenty-four and +one-tenth miles of sixteen foot waterbound macadam and four and +two-tenths miles of nine foot waterbound macadam between Goble and the +Clatsop County Line. Of this the Rainier-Goble Section was taken over +from the contractors, Clark & Dibble, after being partly completed. This +was done in order to facilitate the work and get the road open for +traffic before the rainy season. + +While the work done by the State on this section cost more per cubic +yard than the contractor was originally receiving, the actual difference +in cost for the job was not sufficient to justify the Department in +allowing the contractor to proceed with the work which would have +entailed leaving the road closed to traffic for another winter. + + +COST STATEMENT--RAINIER-GOBLE MACADAM (STATE FORCES) + + ===============================+========+========+============+===== + Item | Unit | Amount | Cost | Unit + | | | | Cost + -------------------------------+--------+--------+------------+----- + Engineering | | | $ 382.85 | + Intermediate Excavation |Cu. yds.| | 1,078.97 | .72 + Quarrying and crushing |Cu. yds.| 2,555 | 3,828.71 | 1.29 + Hauling stone |Cu. yds.| 2,555 | 3,243.99 | 1.27 + Placing and rolling |Cu. yds.| 2,555 | 2,979.22 | 1.17 + Camp construction and operation| | | 719.27 | + General construction | | | 197.34 | + | | | ---------- | + Total | | | $12,430.35 | + -------------------------------+--------+--------+------------+----- + + +Goble Macadam Work + +A contract was awarded to Warren Construction Company September 4, 1917, +for macadamizing the Goble Cut-off on a basis of cost plus ten per cent. + +Columbia County has a quarry on the old road about three-fourths of a +mile west of Goble, which was equipped with complete crushing outfit and +arrangements were made by the contractor for the use of this equipment +and all the rock for this job was crushed and hauled from this quarry. + +Work was started March 1, 1918, and completed June 25, 1918. + +Engineering work was done by H. C. Compton as resident engineer under +the supervision of Chas. H. Whitmore. + + +COST STATEMENT + + Construction engineering $548.12 + Excavation and embankment 137.24 + Drainage 21.11 + Quarrying and crushing (6,504 cu. yds. crushed) 9,627.92 + Spreading and rolling (6,504 cu. yds.) 5,913.53 + Hauling (6,504 cu. yds) 4,371.62 + Camp construction and operation 545.61 + Corral construction and operation 313.82 + ---------- + Total cost $21,478.97 + + +Goble Grading Section + +A new location of the Columbia River Highway was made from a point two +miles east of Goble to Goble Creek and a new concrete bridge built over +Goble Creek, making a saving in distance of about one-half mile and +doing away with several excessive grades, sharp curves and narrow +roadbed, also a dangerous bridge and trestle across Goble Creek. + +A rock cut between Goble and Goble Creek was taken out by the S. P. & S. +Ry. Co. with steam shovels and the material used by them for riprap, +thus making a considerable saving to the State Highway Commission. The +material for the west approach to the new bridge was obtained by +blasting and barring down rock from a dangerous perpendicular cliff +about 1,000 feet west of the bridge, from which large rocks had fallen +onto the highway. To make the highway safe it was necessary to remove +this material and by using it in the bridge approach, did away with +other borrow which would have been necessary. The cliff is about 200 +feet high with the highway and S. P. & S. Ry. side by side at the foot, +necessitating very light shots and careful work and was completed +without accident to men or interruption of traffic on the railroad. + +[Illustration: ON THE COLUMBIA RIVER HIGHWAY NEAR GOBLE IN COLUMBIA +COUNTY. GRADED AND MACADAMIZED IN 1917 AND 1918] + +The material for the east approach was obtained by trimming up the cut +left by the railroad company. + +A contract for grading the cutoff was awarded to the Warren Construction +Company, August 7, 1917, and work started in July, 1917. From the east +end of the section to Ruben, about one mile in length, the material was +handled by teams. Rock work at Ruben and at Goble was sub-let to station +men. The fill across the flat between Ruben and Goble was made from side +borrow, by using a steam hoisting engine, with boom and clam shell +bucket. This work was done in the fall and winter and the material was +light loam and sand and very wet, and did not pack very solid in the +fill, therefore a strip of rock sixteen feet wide and one foot in +thickness, taken from the rock cuts at either end, was placed on the +fill and rolled thus making a solid base for the crushed rock macadam. + +The engineering work was done by A. F. Pratt, resident engineer and W. +E. Eddy, assistant state highway engineer, until October 1, 1917, when +it was taken over by H. C. Compton, resident engineer, under the +supervision of Chas. H. Whitmore, assistant engineer. + + +DETAILED EXPENDITURE STATEMENT--GRADING GOBLE SECTION + + Engineering $ 2,925.64 + Guarding S. P. & S. Ry. tracks 527.02 + Right-of-way damages 73.56 + Rental on State Industrial Ry. track furnished + contractor 138.00 + Payments to contractor for work as follows: + Clearing and grubbing $ 2,085.00 + Common excavation, 20,106.5 cu. yds. at 45c 9,047.92 + Intermediate excavation, 3,534.9 cu. yds. + at 70c 2,474.43 + Solid rock excavation, 11,947.2 cu. yds. + at $1.15 13,739.28 + 12-inch reinforced concrete pipe, 560 lin. + ft. at $1.50 840.00 + 24-inch reinforced concrete pipe, 92 lin. ft. + at $3.30 303.60 + 36-inch reinforced concrete pipe, 80 lin. ft. + at $5.30 424.00 + Overhaul per 100 lin. ft., 18,032 cu. yds. at + 2c 360.64 + Force account-- + Replacing trestle for Warren Packing Co.'s + plant, Goble 256.00 + Borrowing approximately 400 cu. yds. rock to + cover dirt fill 506.08 + Removal of overhanging rock near Goble Creek + bridge 6,454.32 + Widening grade and building fill from Goble + postoffice to Goble Creek bridge 5,853.31 + Cutting off rock point to give safe sight + distance around curve 47.12 + Removal of slide west of Goble Creek 18.66 + Placing 400 feet drain tile in quicksand 137.01 + Placing timber foundation for culvert 51.05 + -------- + Total paid to contractor $ 42,598.42 + ----------- + Grand total cost $ 46,262.64 + + +Rainier Hill Grading + +On July 30, 1917, a contract was entered into with A. L. Clark of +Rainier for the widening of the Rainier Hill Section, a section two and +two-tenths miles in length, located just west of Rainier. This work was +let under a unit price contract, but the nature of the work was such +that a considerable part of it could not be fairly measured and paid for +on a unit, and on this part the contractor was allowed cost plus ten per +cent. The total cost of this improvement was $6,350.61. A detailed cost +statement follows: + + +DETAILED EXPENDITURE STATEMENT--GRADING--RAINIER HILL SECTION + + Engineering $ 468.38 + Construction-- + Common excavation, 1,925 cu. yds. at 30c $ 577.50 + Intermediate excavation, 1,071.9 cu. yds. at + 48c 514.51 + Solid rock excavation, 1,039.7 cu. yds. at + $1.25 1,299.62 + Overhaul per 100 lin. ft., 905 cu. yds. at 3c 27.15 + 12-inch corrugated iron pipe, 228 lin. ft. at + $1.00 228.00 + Force account-- + Excavation for cribbing and placing rip-rap 61.93 + 8-foot extension to 36-inch culvert 54.63 + Widening old roadbed, removal of slides and + general improvement work not subject to + measurement 3,082.56 + Culvert pipe furnished by State 36.33 + --------- + 5,882.23 + ---------- + Total cost $6,350.61 + + +Beaver Valley Grading + +Before the Columbia River Highway through Beaver Creek Canyon between +Delena and Inglis was opened for traffic in July, 1918, in order to +reach Clatskanie from Delena, it was necessary to travel over a narrow, +dangerous, earth and corduroy road, either by way of Maygar and Quincy +or through the hills about eight miles into Clatskanie. Both of these +roads were passable for autos only about three months during the dry +season. + +The grading of this section was partly completed by the County under +supervision of Mr. Bowlby, State Highway Engineer in 1914. This section +being a very important link in the Columbia River Highway and no funds +being available from County or State funds during 1915 or 1916, S. +Benson decided to advance the necessary funds to make this section +passable. About four miles of grading was completed between Inglis and +Delena, leaving only the building of bridges to open this section. This +work was later macadamized by the State. + +The engineering work was done by A. K. Grondahl. + +A bill was passed by the 1917 Legislature refunding to Mr. Benson +$20,978.22 which is a large portion of the amount expended by him. + + +COST STATEMENT + + Clearing and grubbing $ 1,265.80 + Grading--labor and teams 17,124.07 + Explosives 2,275.31 + Pipe culverts 313.04 + ---------- + Total $20,978.22 + + +Prescott Hill Section + +This section of the highway was built along the steep hillside, several +slides having occurred narrowing the roadbed in some places to about +eight feet and making it very dangerous, it was necessary to build +several retaining walls, half viaducts and guard fences. + +This was done by Oscar Lindstrom on a basis of cost plus ten per cent. + +A half-viaduct seventy-five feet in length was built containing +fifty-three cubic yards of concrete and 4,100 pounds reinforcing steel, +with standard bridge railing for guard fence. + +Two hundred and fourteen linear feet of rubble masonry walls were built +on a slope of three-fourths to one, and standard bridge railing placed +on top for guard fence. These walls contain 438 cubic yards of rock. + +A reinforced concrete crib forty-one feet long, fifteen feet high and +seven feet wide was built and filled with large rock. The members were +cast on the dock in Rainier and hauled to the location. A reinforced +concrete slab on solid earth foundation was used for footing, on the +required angle to give the crib a batter of one-fourth to one. + +The total cost of the Prescott Hill improvement was $9,039.86. + + +Goble Creek Bridge + +A ninety-foot reinforced concrete bridge was built over Goble Creek on +the Columbia River Highway about one-half mile east of Goble. This +bridge has a pile foundation which was put in by the Warren Construction +Company on a cost plus basis for $1,583.32. The superstructure was built +by Lindstrom and Fiegeson on a unit price basis. The cost of the +structure complete was $5,907.14. + +The engineering work in connection with this work was handled by H. C. +Compton, resident engineer, on the Goble Section, and the inspection of +the placement of steel and pouring of concrete was in charge of L. M. +Huggins. + + +COST STATEMENT--GOBLE CREEK BRIDGE + + Engineering $ 77.47 + Construction-- + Class A concrete, 135 cu. yds. at $18.40 $2,447.20 + Reinforcing steel, 17,925 lbs. at 7½c 1,344.38 + Concrete hand rail, 186 lin. ft. at $1.75 325.50 + Construction of cement shed and unloading cement 129.27 + Pile foundation (force account) 1,583.32 + --------- + Total construction cost 5,829.67 + --------- + Grand total cost of bridge $5,907.14 + + +Beaver Creek Bridges + +For a considerable distance between Rainier and Clatskanie the Columbia +River Highway follows Beaver Creek, crossing the creek in many places. +To replace a number of temporary wooden structures and to provide +bridges at every crossing, the highway department in 1917 and 1918 +constructed nine reinforced concrete bridges across this stream. The +spans of these structures vary from thirty to 105 feet, there being one +thirty-foot, one fifty-foot, two sixty-foot, four seventy-foot and one +105-foot spans in all. + +The thirty-foot span structure was built by L. O. Herrold of Salem, on a +cost plus ten per cent basis and cost $3,600.00. + +The other eight structures were built by L. O. Herrold of Salem, on a +unit price basis, the cost of the eight being $32,000.00. + + +Graham Creek Culvert + +A double 6x6 foot reinforced concrete box culvert was built on the +Columbia River Highway to provide passage for Graham Creek near +Marshland. This culvert was built with State forces. It contains fifty +cubic yards of concrete and cost $804.49. + + +Survey--Columbia City to Scappoose + +A survey was made between Scappoose and McBride a distance of eleven and +two-tenths miles. This survey follows the S. P. & S. Ry. on the south +side the entire distance and is shorter than the present traveled road +by about one mile, and also does away with six grade crossings. While +most of the roadbed will be entirely new work, it will not be of heavy +construction, the country being comparatively flat. Between Scappoose +and St. Helens the material is mostly earth. Between St. Helens and +McBride the material is mostly rock. + +[Illustration: ONE OF NINE REINFORCED CONCRETE BRIDGES IN THE BEAVER +CREEK VALLEY, COLUMBIA COUNTY, ON THE COLUMBIA RIVER HIGHWAY BETWEEN +RAINIER AND CLATSKANIE. ALL BUILT IN 1917 AND 1918] + +Two bridges of thirty foot spans or more are needed, also several box +culverts and pipe culverts. + +The survey from Scappoose to St. Helens was made by P. W. Marx; from St. +Helens to McBride by H. C. Compton. + + +COOS COUNTY + +The work of the Highway Department in Coos County consisted entirely in +assistance given the County in the making of surveys and the engineering +of construction work done under the County's bond issue of $362,000.00. +For this purpose $16,967.68 of State funds were expended, and the total +amount of County expenditures audited and vouchered through the Highway +department was $170,781.83. These expenditures were made on work on the +Coast Highway between Marshfield and the Curry County Line, and on the +Coos Bay-Roseburg Highway between Coquille and Myrtle Point. The +engineering work was in charge of R. B. Murdock. + + +CROOK COUNTY + +Crook County is one of the districts of Eastern Oregon where the road +program is an expensive one. Prineville now has rail communication with +outside points, and in sections of the County there is found some good +natural roads, but much is wanting in the line of transportation +facilities. Owing to a large portion of the County being mountainous in +character, much of the roads are little else than trails. + +Formerly the boundaries of Crook County encircled an area now comprising +several counties. The paring process, caused by the forming of new +counties left Crook County in a peculiar position. The local road map +indicates that the County is divided into two communities with the +dividing line following the rugged country a few miles east of +Prineville. A single road that is a succession of heavy grades and poor +alignment, is the sole medium of traffic communication between the two +ends of the County. + +The people of Crook County are fully aware of the importance of +highways. Although local funds will not go far, a remarkable beginning +has been made. A County bond issue of $95,000.00 has been voted for road +construction. The general progressiveness and co-operative spirit +existing throughout the County is shown by the fact that $85,000.00 of +the bond issue is to be expended on one road. Reference is made to the +proposed road up Crooked River from Prineville, connecting the east and +west end of the County. + +The State Highway Commission has ordered a location survey made of the +Crooked River Highway between Prineville and the Shorty Davis Ranch. The +length of this line will be about thirty miles, and practically a water +grade can be secured. This work will start easily in 1918. + +The immediate purpose of the survey is to gather definite data for the +consideration of the State Highway Commission. The County authorities +have made application for State aid and request early consideration of +the matter. + +The State Highway Commission is cooperating in the construction of the +Ochoco Forest Road in Crook County. + + +Ochoco-Canyon Forest Road + +The State Highway Commission extended aid to Crook County by helping to +secure Federal aid and by appropriating State funds for the construction +of a nine and seven-tenths mile section of the McKenzie River Highway +between Prineville and Mitchell. This section is adjacent to the Wheeler +County Line and connects up with proposed grading work in Wheeler +County. + +Construction work is in progress under the direction of the United +States Office of Public Roads. The cost of this work will be defrayed by +co-operative funds from the State, County and Government. The total +estimated cost is $52,500.00. The following statement shows the +appropriations made for this work: + + Total estimated cost of work $52,500.00 + Appropriated by State 17,500.00 + Appropriated by Government 17,500.00 + Appropriated by County 17,500.00 + + +CURRY COUNTY + +The most important highway in this County is, of course, the Coast +Highway, which affords an outlet to California on the south and Coos Bay +on the north. Between the Coos County Line and Port Orford the route of +the Coast Highway lies along the foot of the mountains and on a +comparatively level plain and, except in a few cases at river crossings, +the grades of the present road are not excessive. The alignment could be +improved but is satisfactory for the present. A gravel surfacing on this +section makes it passable the whole year round. + +South of Port Orford the topography of the County changes. The slopes +are steep; in many cases reaching forty degrees, and are badly broken +up. This section is also subject to slides of which there is abundant +evidence of recent activity. The drainage being at right angles to the +coast must be crossed by the highway requiring considerable rise and +fall in the grade line. + +A survey from Port Orford south was commenced in December of 1917. A +line was located and staked ready for construction between Port Orford +and Hubbard Creek, eliminating steep grades and sharp curves on the +present road. A close preliminary line was run between Hubbard Creek and +Mussel Creek (Arizona Inn), a thorough study made of the conditions and +the following route recommended, which eliminates the excessive grades +and high summit of 1,100 feet of the present road. The location lies +between elevation 100 and 400, dropping into and crossing drainage as it +is met, following close to the beach until Brush Creek is reached, then +following up Brush Creek on the east side of Humbug Mountain until an +intersection with the present road is reached, straightening out present +road for about one mile, then following the coast between elevation 200 +and 400, dropping into Mussel Creek. + +The controlling points on this route are the slides which must be headed +to secure a stable roadbed. A twelve-foot roadbed has been proposed for +this project, with maximum six per cent grades and the construction even +for this narrow width is heavy as it will be necessary to bench out the +entire width of the roadbed on solid ground, the slopes being too steep +for fill to catch. Considerable bridging is required and a gravel +surface provided throughout the entire length to insure an all year +road, so the cost of even this narrow roadbed will be high. + +A beach route located about ten feet above high tide has been proposed, +and, while this has the advantage of shorter distance and no rise and +fall, this route is not believed to be feasible because the underlying +rock is soft and disintegrates readily and is eroded by tidal action to +a considerable extent. The numerous slides at this elevation would also +make construction on this location inadvisable for a permanent road. + +A reconnaissance was made between Mussel Creek and Gold Beach. After +leaving Mussel Creek, considerable development work is required to +attain standard grade, and but a small portion of the present road could +be used. Passing Euchre Creek, there will be utilized along Cedar Creek +a new section of road about eight miles in length which has been +recently graded by the County. If widened and the alignment corrected in +a few locations, this would afford a direct route to the Rogue River +where a ferry runs regularly. Between the river crossing and Gold Beach +there is a fair road requiring only straightening out and widening. + +A large portion of the total area of Curry County is in the forest +reserve making the taxable area relatively small. For this reason and in +view of the heavy cost of construction, aid is asked by the County from +State and Federal sources. The most needed improvement is the section +between Port Orford and Brush Creek. In view of the increasing +probability of the Coast Military Highway by the Federal Government, +which would be a great benefit to this County as well as to the State in +general, it is desired to construct such sections as are undertaken on +the correct location and standard grades, so that future widening and +surfacing only will be necessary to bring it to the high standards which +will undoubtedly be maintained on this military highway. + +It has been proposed by the Commission to co-operate with the Forest +Service in a joint Forest Aid Project in Coos and Curry Counties, each +contributing $50,000.00, the Forest money to be spent in northern Coos +County and the State money, between Port Orford and Brush Creek. Curry +County has offered to co-operate with County tax funds. It is hoped that +this project can be carried out during the 1919 season. + + +DESCHUTES COUNTY + + +Bend-Lapine Cinder Macadam + +During the year 1917, an appropriation was made by the Highway +Commission for the construction of cinder macadam between Bend and +Lapine. This work was advertised and, proposals were received on August +7, 1917. As the bids submitted at that time were not considered +favorable, all were rejected, and the work was undertaken under the +supervision of the County Court. + +This section, which had been graded under a previous administration, +passes through a flat, pine district, with a surface formation of +volcanic ash, which is a very poor road material, roads without +surfacing becoming practically impassable during the summer season. + +As no rock or gravel was available for macadamizing, scoria or volcanic +cinder was used, of which material there is an inexhaustible supply +along the right-of-way. This scoria is very light, weighing about 1,700 +pounds per cubic yard. It, however, has made an excellent macadam, and +because of its lightness can be handled and placed cheaper than either +rock or gravel. The results are as favorable as if the best pit-run +gravel could have been had. + +A total of 18,300 cubic yards of cinder macadam was placed on this +section and twelve and five-tenths miles of completed surface was +secured. The total cost was $20,183.60, giving a unit cost of +approximately $1,600.00 per mile, which is proof of the economy of this +type of construction where volcanic cinder is obtainable. + + +Survey--Rolyat to One Hundred Mile Road + +In September and October, 1918, the State Highway Commission made a +location survey on the section of the Bend-Burns Highway between Rolyat, +in Deschutes County and the One Hundred Mile Road, in Harney County. The +object of the survey at this time is to secure a more direct route and +to avoid the bad section of the present road through the Glass Buttes +district. The length of this survey is seventeen and one-tenth miles and +it materially shortens the distance, as compared with the present road +between the terminal points mentioned. + +Fifteen and six-tenths miles of this line are in Deschutes County and +one and five-tenths miles in Harney County. The northeast corner of Lake +County is touched by the survey but only for a short distance. The +definite limits are not shown as the County Lines could not be found and +it was deemed not advisable to go to the cost of reestablishing the +lines for the purpose of the survey. The new location leads in an +easterly direction from Rolyat and continues to the north of the present +road. + +The plans for this survey will be made up in the near future. H. B. +Wright was the locating engineer in charge. + + +DOUGLAS COUNTY + +As a result of the liberal co-operation of Douglas County, a very large +amount of work has been done during 1917 and 1918 on the Pacific Highway +across that County. From a $500,000.00 bond issue the County set aside +$200,000.00 for the improvement of the Pacific Highway north of +Roseburg, with the understanding that the Highway Department would +expend an equal amount on the same highway south of Roseburg. In +accordance with this arrangement, it was agreed that the County would +grade 10.4 miles between Yoncalla and Oakland, grade and macadamize 4.6 +miles between Comstock and Leona, and grade 2.4 miles between Comstock +and the Lane County Line; and that the State would grade 12.8 miles +between Myrtle Creek and Dillard and macadamize 2.4 miles between +Comstock and the Lane County Line. It was further agreed that if the +County would cooperate with the State and Federal Government to the +amount of $23,000.00 on the Canyonville-Galesville Forest Road Project, +this amount would be considered a part of the $200,000.00 to be provided +by the County in connection with the general scheme of improvement +outlined. + +All of the work contemplated in this co-operative agreement has been +carried to completion, and when final payments have been made the total +expenditure by the State will be approximately $205,000.00 and by the +County $175,000.00. + +The Canyonville-Galesville Forest Road Project referred to above +involves the grading of a 9.7 mile section over Canyon Creek Pass, and +it will eliminate one of the very worst stretches on the Pacific Highway +between Portland and the California Line. This is estimated to cost +$211,000.00, of which the County will pay $23,000.00, the State +$94,000.00 and the Federal Government $94,000.00. + +In summary, the improvement work on the Pacific Highway in Douglas +County during 1917 and 1918, including the work now under way, consisted +of 39.9 miles of grading and 7.0 miles of macadamizing. + +The expenditures on the individual sections by the County, State and +Federal Government when final payments are completed, will be +approximately as follows: + + ======================+===========+===========+==========+=========== + Sections | By | By | By | Total + | State | County | Federal | + | | | Govt. | + ----------------------+-----------+-----------+----------+----------- + Lane County Line- | | | | + Comstock Grading |$ 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 + ----------------------+-----------+-----------+----------+----------- + +[Illustration: BRIDGE ON PASS CREEK--20 FT. SPAN. ON PACIFIC HIGHWAY +NEAR COMSTOCK IN DOUGLAS COUNTY] + + +Grading--Comstock to the Lane County Line + +This section runs through the northern portion of the Pass Creek Canyon, +and has been the dread of tourists heretofore. It has always been a hard +road to travel under summer conditions and absolutely impassable in +winter, even for horse-drawn conveyances. + +The contract for this improvement involved 2.4 miles of grading and was +awarded to S. S. Schell of Oakland, Oregon on September 5, 1917. The +bulk of the grading was done that fall and the job was completed in the +spring of 1918. The road bed was graded to a width of 24 feet with 5 per +cent maximum grades and easy curves. In addition to the grading, the +contract included two drainage structures over Pass Creek, one a double +6x6 reinforced concrete box culvert and the other a 20-foot reinforced +concrete bridge. All construction charges were paid by Douglas County. +Engineering charges were paid by the State. + +Mr. E. B. Bishop was the Resident Engineer in charge on this section. + + +DETAILED EXPENDITURE STATEMENT--GRADING COMSTOCK TO LANE COUNTY LINE + + Engineering $ 2,029.80 + Construction-- + Clearing and Grubbing $2,400.00 + Common Excavation, 11,688 cu. yds. at 45c. 5,259.60 + Intermediate Excavation, 6,085 cu. yds. at 60c. 3,651.00 + Solid Rock Excavation, 1,016 cu. yds. at $1.15 1,168.40 + Overhaul per 100 ft., 7,220 cu. yds. at 3c. 216.60 + 12-inch Plain Concrete Pipe, 134 lin. ft. at + $1.00 134.00 + 24-inch Reinforced Concrete pipe, 160 lin. ft. + at $2.50 400.00 + 6-inch Porous Drain Tile, 591 lin. ft. at 20c. 118.20 + Class A Concrete, 120.46 c. y. at $24.00 2,891.04 + Class B Concrete, 11.62 c. y. at $16.00 185.92 + Metal Reinforcement, 7,625 lbs. at 8c. 609.84 + Repairing Timber Bridge 26.34 + Laying 315.5 lin. ft. of Drain Tile and + Backfilling 56.00 + Total paid to Contractor 17,116.94 + ---------- + Total Cost $19,146.74 + Paid by County 17,119.44 + Paid by State $2,027.30 + ---------- + Total $19,146.74 + + +Macadam--Comstock to Lane County Line + +On August 6, 1918, a contract was awarded to S. S. Schell for +macadamizing the above newly graded section in Pass Creek Canyon, by the +State Highway Commission, same to be a standard three course broken +stone, water bound surface. This work was carried through in a very able +manner on the part of the Contractor and completed November 16, 1918. +This surfacing makes an all year road, of one of the worst pieces of +road in the State. The entire cost of this work was paid by the State. + + +DETAILED EXPENDITURE STATEMENT--MACADAMIZING--COMSTOCK TO LANE COUNTY +LINE + + Engineering $ 302.09 + Advertisements for bids 66.90 + Construction-- + Broken Stone Macadam, 4,354 cu. yds. at + $3.35 $14,585.90 + Earth Filler, 150 cu. yds. at 75c. 112.50 + Removing Slides 117.70 + ---------- + Total Paid to Contractor 14,816.10 + ---------- + Total Cost $15,185.09 + + +Grading and Macadam--Comstock to Leona + +This section is through the south end of Pass Creek Canyon, beginning +approximately a mile and a half south of Comstock and extending to a +point a half mile north of Leona, being 4.6 miles in length. The +contract was a joint contract signed by the County Court and State +Highway Commission and was awarded to Hall & Soleim of Eugene on +September 5, 1917. Work covered by the contract was for grading and +macadamizing, culverts and bridges. + +Due to shortage of labor, poor shipments on macadam rock, and financial +difficulties, the contractors were obliged to ask the State Highway +Commission to take over the work. On August 20, 1918, after a conference +with the County Court and the Contractor's Surety Company, this was +done. The work was completed November 30, 1918. The construction details +under the State supervision were handled by a State construction +engineer, representing the Contractors and Surety Company, and the +engineering details by the resident engineer on the work--the latter +rendering regular monthly estimates of work done on the unit contract +prices, of the original contract. + +This work complete will cost approximately $80,000.00 of which the +County will pay $74,349.72 and the State $5,650.28. + +The construction of this section was in charge of E. B. Bishop, resident +engineer, and F. E. LaPointe, construction superintendent. + + +Grading--Oakland to Yoncalla + +This work extends from the Calapooya River Bridge at Oakland to a point +two miles south of Yoncalla, a total distance of 10.4 miles. A contract +for clearing, grading and culverts was awarded the Warren Construction +Company, September 5, 1917, being the last of three contracts signed +jointly by the County Court and State Highway Commission. + +This work was completed July 25, 1918, and is an excellent piece of +standard construction 24 feet in width. It eliminates the old excessive +grade over Rice Hill, and some bad sections just north of Oakland--there +being now no grades over 5 per cent. + +On the completion of the grading the State Highway Commission requested +permission Of the Capital Issues Committee to sell bonds, part of which +were to cover the rocking of this unit to make it passable for winter. +This request was refused on the ground that it was not a necessary war +measure. The road will therefore not be passable this winter, but it is +expected that the section will be macadamized during the 1919 season. + +Mr. Robert A. Pratt was resident engineer in charge of the construction. + + +DETAILED EXPENDITURE STATEMENT--GRADING--OAKLAND TO YONCALLA + + Engineering $ 5,864.31 + Construction-- + Clearing and Grubbing $ 6,350.00 + Common Excavation, 45,563 cu. yds. at 49c 22,325.87 + Intermediate Excavation, 37,544 cu. yds. + at 77c 28,908.88 + Solid Rock Excavation, 17,976 cu. yds. at + $1.30 23,368.80 + Overhaul per 100 lin. ft., 61,580 cu. yds. + at 2c 1,231.60 + 12-inch Plain Concrete Pipe, 2,463 lin. ft. + at $1.10 2,709.30 + 18-inch Corrugated Galvanized Iron Pipe, 742 + lin. ft. at $2.75 2,040.50 + 24-inch Corrugated Galvanized Iron Pipe, 108 + lin. ft. at $3.44 371.52 + 6-inch Porous Drain Tile, 1,055 lin. ft. at 20c 211.00 + Class A Concrete, 146.5 cu. yds. at $24.00 3,516.00 + Class B Concrete, 102.2 cu. yds. at $22.00 2,248.40 + Metal Reinforcement, 9,057 lbs. at 8c 724.56 + Lumber, 3,545 F. B. M. at $45.00 159.52 + Extra work on culverts, drain ditches, rock back + filling 174.48 + Hauling and Placing rip-rap for embankments, + approximately 350 cu. yds. 203.97 + Lowering water pipe crossing 13.64 + Rebuilding right of way fence 170.50 + Grubbing for borrow pit 21.12 + Extra clearing and grubbing account of line + change 74.82 + Gasoline furnished State 9.19 + 32-ft. by 36-in. Corrugated Iron Pipe (Hauling and + Placing) 28.09 + 68-ft. by 36-in. Corrugated Iron Pipe in place 370.04 + Total paid to contractor $ 95,231.80 + ----------- + Total cost $101,096.11 + + Paid by State $ 19,015.09 + Paid by County 82,081.02 + ----------- + Total $101,096.11 + +[Illustration: ALONG THE UMPQUA RIVER NORTH OF MYRTLE CREEK IN DOUGLAS +COUNTY. GRADED IN 1917 AND 1918] + + +Grading--Myrtle Creek to Dillard + +On November 27, 1917, a contract was awarded to Calvert & Wolke of +Grants Pass (now known as the Grants Pass Construction Company, James +Logan, President), for the clearing, grading, culverts and concrete +bridges on a section of 12.8 miles between Myrtle Creek and the junction +of the Pacific Highway with the Roseburg-Coos Bay Highway, one mile and +a half north of Dillard. This construction eliminates the well but +unfavorably known Roberts Mountain grade just south of Roseburg, on +which several lives have been lost and also, seven grade crossings of +the Southern Pacific Railway. It will be a water grade highway along the +beautiful Umpqua River. + +The road will not be open to the public until the completion of two +bridges over the Umpqua, which are now under construction and which are +expected to be completed about January 1, 1919. It is expected that this +entire section will be macadamized during the 1919 season. + +Mr. F. N. Drinkhall is resident engineer in charge of the grading on +this section. + + +DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918--GRADING--MYRTLE +CREEK TO DILLARD + + Engineering $ 7,499.22 + Culvert Pipe furnished by State 4,109.70 + Construction-- + Clearing and Grubbing, 97% completed $ 3,395.00 + Common Excavation, 49,146 cu. yds. at 35c 17,201.10 + Intermediate Excavation, 42,951 cu. yds. at + 56c 24,052.56 + Solid Rock Excavation, 23,859 cu. yds. at + $1.14 27,199.26 + Overhaul, per 100 lin. ft., 6,614 cu. yds. at + 2c 132.28 + 12-inch Plain Concrete Pipe, 1,798 lin. ft. at + 35c 629.30 + 18-inch Corrugated Galvanized Iron Pipe, 556 + lin. ft. at 30c 166.80 + 24-inch Corrugated Galvanized Iron Pipe, 284 + lin. ft. at 40c 113.60 + 36-inch Corrugated Galvanized Iron Pipe, 246 + lin. ft. at 75c 184.50 + 6-inch Porous Drain Tile, 5,054 lin. ft. at 25c 1,263.50 + Class A Concrete, 471.92 cu. yds. at $22.00 10,382.24 + Class C Concrete, 25 cu. yds. at $20.50 512.50 + Metal Reinforcement, 37,747 lbs. at 10c 3,774.70 + Lumber and Timber, 17,058 F. B. M. at $45.00 767.61 + Rough Dry Walls (approx.) (Force Account) 122 + cu. yds. 106.41 + Clearing outside R. O. W. (Force Account) 112.96 + Back-filling over drain tile with gravel 321.06 + --------- + Total Amount Earned by Contractor to Nov. 30, + 1918 90,315.38 + 15 per cent retained until completion of + contract 13,547.31 + --------- + Total paid contractor to Nov. 30, 1918 76,768.07 + ---------- + Total Amount expended to November 30, 1918 $88,376.99 + + +Umpqua River Bridge One Mile North of Dillard + +This bridge consists of 3-144 foot covered wooden Howe Truss spans on +concrete piers. The spans are continuous, thus forming a roof over 430 +feet long. Open windows are constructed at panel points to light the +spans and make a more artistic appearance, lack of light and unsightly +appearance having been the chief objections to covered wooden bridges. +This bridge being on the Pacific Highway, was designed for heavy traffic +loading. A laminated wood floor system is used and provision is made for +an asphaltic wearing surface although a three inch wooden decking is +used temporarily. + +This type of bridge is regarded as being very durable, and under +conditions of the past year or two, very economical. The structure +complete will cost approximately $26,500.00. Mr. A. S. Kennedy was +resident engineer for this bridge as well as the one two and one-half +miles south of Dillard. The construction is being handled by the +Portland Bridge Company. + +[Illustration: VAN TYNE CREEK VIADUCT NORTH OF MYRTLE CREEK IN DOUGLAS +COUNTY. BUILT IN 1918] + + +Bridge Two and One-half Miles South of Dillard + +This bridge is similar to the one described above, except that there are +two 144-foot spans instead of three. The cost of construction will be +approximately $19,000.00. It is being built under a contract with the +Portland Bridge Company. + + +Van Tyne Creek Bridge + +This is a 60-foot reinforced concrete viaduct on the Pacific Highway +near Dole, north of Myrtle Creek. It was constructed by the Grants Pass +Construction Company, under their grading contract for the section +between Myrtle Creek and Dillard. The total cost of the structure was +$3,575.70. + + +Half Viaducts North of Myrtle Creek + +These structures, two in number, were constructed within a few hundred +feet of each other on the Pacific Highway between Myrtle Creek and +Dillard and span crevices in the face of a rock bluff. They are of +reinforced concrete construction of the through girder type and of spans +of 45 feet and 58 feet respectively. The 45 foot structure cost complete +$2,415.28, and the 58 foot structure cost $2,648.54. Both were built by +the Grants Pass Construction Company under their contract for grading +between Myrtle Creek and Dillard. + + +Myrtle Creek Bridge + +The bridge over the Umpqua River at Myrtle Creek being inadequate for +modern traffic a survey has been made for a new structure. As +contemplated, the new bridge will eliminate a grade crossing that now +exists at one end of the present bridge. + + +Canyonville-Galesville Forest Road Project + +Under a co-operative agreement between Douglas County, the State and the +Federal Government, a 9.7 mile section of the Pacific Highway between +Canyonville and Galesville is being constructed. This project will +eliminate the heavy grades and dangerous curves through what has been +erroneously called Cow Creek Canyon. This section has heretofore been +one of the very worst on the entire highway, and its improvement is of +great importance. + +The work is under contract to John Hampshire & Co. of Grants Pass. The +supervision of the work is in the hands of the Federal Office of Public +Roads. It is estimated that the project complete will cost $211,000.00, +of which the County will pay $23,000.00, the State $94,000.00 and the +Federal Government $94,000.00. + + +Surrey--Coos County Line to Roseburg + +During April and May 1917, a preliminary survey was made from the +Coos-Douglas County Line eastward to a connection with the new Pacific +Highway location between Roseburg and Dillard. Some construction on this +line was contemplated in the spring of 1918, but was postponed until the +close of the war. Location surveys were in charge of Mr. C. C. Kelley, +locating engineer. The length of the survey is 28.7 miles. + + +Survey--Johns Ranch to Jacques Ranch + +This survey was made in July 1917, and is on the Pacific Highway between +Glendale and Canyonville. The survey was 7.2 miles in length and was +made by Mr. C. C. Kelley, locating engineer. + + +Survey--Canyon Creek Pass to Johns Ranch + +This survey consisted of the location of a 2.3 mile section of the +Pacific Highway from Canyon Creek Pass to Johns Ranch in Cow Creek +Valley. It was made by C. C. Kelley, locating engineer, in August, 1917, +and the section is now being constructed as a part of the +Canyonville-Galesville Forest Road Project. + + +GILLIAM COUNTY + +Gilliam County presents an interesting situation from the viewpoint of +highways. Besides the Columbia River Highway the County is traversed by +the John Day Highway, one of the important routes of Eastern Oregon. +This large mileage of State highways along with the fact that there are +many large agricultural communities to be served, renders important and +necessary an extensive road building program. + +[Illustration: THE JOHN DAY RIVER HIGHWAY SOUTH OF CONDON IN GILLIAM +COUNTY MACADAMIZED IN 1917] + +The people of Gilliam County have long realized the value of good roads. +Although continuous effort has been put forth, expensive construction +and limited funds have resulted in only a beginning. County authorities +have always shown a keen interest in the plans for state co-operation, +regardless of whether Gilliam County was to be benefitted directly or +whether improvements were to be made in the neighboring counties. + +The State Highway Commission has always recognized the urgency of +building the Columbia River Highway, and in addition has from the +beginning realized the necessity of an improved road leading inland from +Condon. + +During 1918 the State Highway Commission made a location survey of the +Columbia River Highway between John Day River and Arlington, and a +reconnaissance survey has been made from Arlington east to the Morrow +County Line. + +Since August 1917 the State Highway Commission has expended $28,673.43 +for macadamizing the John Day Highway between Condon and Thirty Mile +Creek. In addition $9,000.00 of State funds has been set aside for +maintaining and resurfacing this section during the coming winter. + +Gilliam County Court and the road district in the north end of the +County through heroic efforts have raised $60,000.00 for grading the +Columbia River Highway between Arlington and Blalock, a distance of +eight and sixty-eight one-hundredths miles. This work is to be started +at once and rushed during the winter season. The State Highway +Department will supply engineering supervision. + + +Condon-Thirty Mile Creek--Macadam + +In August 1917 a contract was let by the State Highway Department to +Warren Construction Company of Portland for macadamizing a five and +seven-tenths mile section of the John Day Highway between Condon and +Thirty Mile Creek. The contractor was paid on the basis of cost plus ten +per cent for labor and plus five per cent for materials. + +Rock was quarried and crushed at two different points on the job and +trucks and teams were used for hauling. The old road was scarified and +re-dressed prior to laying the macadam. A dry macadam six inches thick +was laid over the five and seven-tenths miles. The average width of the +surface is about fourteen feet. + +The State paid the entire cost of this work amounting to $28,673.43 and +it is thought that about $1,500.00 per mile will be required for +maintenance and re-dressing during the next few months. + +C. A. Harrington was resident engineer and inspector for the Department +on this work. + + +Mayville-Wheeler County Line--Grading and Macadam + +At the completion of the state work on the Cummins Hill macadam, Gilliam +County deemed it advisable to avail themselves of the opportunity to +utilize the installed equipment and organization for macadamizing the +John Day Highway between Mayville and Wheeler County Line, one mile +south. Accordingly they graded and laid macadam for this distance +thereby connecting Mayville up with the Wheeler County macadam. Gilliam +County paid the full cost of this work amounting to about $6,500.00 for +both grading and macadam. + +The engineering and inspection was done by the State Department with +George Hibbet in charge. + + +Columbia River Highway--Survey + +A location survey of the Columbia River Highway was made by the State +Highway Department during 1918. Beginning at the John Day River near its +mouth the line follows up the Columbia River paralleling the O.-W. R. & +N. Railway and ends at Arlington. The total length of the survey is +twenty-three and ninety-six one-hundredths miles. The plans for the +eight and sixty-eight one-hundredths miles section from Arlington to +Blalock have been completed but there are revisions to be made in the +remainder of the line owing to right-of-way encroachments upon the +railroad property. + +This survey was made under the direction of C. A. Harrington and B. H. +McNamee, locating engineers for the State Department. + + +GRANT COUNTY + +Grant County lies in the mountainous section of the State and its limits +on three sides, north, east and south follow water sheds. The general +slope of the lands and direction of the drainage is toward the west but +even here the country is of such rugged character that no natural +passageways are found to relieve the isolated condition. The roads in +all directions are very rough and of little economic value to the +County. The narrow gauge railway leading from Baker to Prairie City +serves the whole County for both passenger and freight traffic. + +It is readily seen that the call for improved roads for these +settlements is an urgent one. To meet the demands for transportation +facilities the County has made a very creditable showing towards +financing highway improvements. In November 1916 a bond issue was voted +providing $140,000.00. The mileage is so great however, and the +construction so heavy and expensive, that County funds available for +permanent work are altogether inadequate. + +Grant County was among the first to apply for State and Federal aid and +its call did not go unheeded. The State Highway Commission drew heavily +upon its first apportionments of Post Road Funds in order to provide a +connecting road between Spray and Dayville through the Big Basin and +Picture Gorge. The co-operative plans provide also for the improvement +of the John Day-Prairie City sections. + +Two sections of the John Day Highway in this County aggregating +thirty-one and thirty-one hundredths miles in length have been +definitely established by location surveys, an additional location is to +be made in the near future. In November the State Highway Commission +received bids for the grading and macadamizing of that section of the +John Day Highway between Hall Hill and Prairie City. The cost of this +work is to be defrayed by State and Government funds in equal amounts. + +Funds have been set aside by the Commission for the matching of Federal +and County funds in the construction of the John Day Highway between the +Grant-Wheeler County Line and Dayville. This is a portion of Post Road +Project No. 6 extending from the mouth of Sarvice Creek, Wheeler County +to Valades Ranch, Grant County. The project covers a total of +forty-eight and ninety-five hundredths miles, twenty-three and +forty-five hundredths miles of which are in Grant County. The +appropriations for the improvement are apportioned as follows: Grant +County, $50,000.00; State, $93,871.20; Government, $93,871.19. Total +estimated cost, $237,742.39. + +The Department has also appropriated funds for the grading and +macadamizing of that section between the town of John Day and Fisk +Creek, seven and four-tenths miles east of the town. The total estimated +cost of the work is $145,051.50, which amount is to be supplied in equal +amounts by the State and Government. The improvement from John Day to +Prairie City is listed for early completion owing to an urgent request +from the War Department to keep the road in condition for hauling chrome +ore. + +The following summary shows State and Federal aid to be extended Grant +County during the next season. + + =======================+==========+==========+==========+=========== + Appropriated for | 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. + +[Illustration: THE COLUMBIA RIVER HIGHWAY WEST OF LINDSAY IN HOOD RIVER +COUNTY] + +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 + .00½ 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 .00½ 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 + -------- + 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 .00½ 36.89 + Reinforcing Steel furnished by State 447.27 + Railing 224.29 + Rip-rap 145.01 + -------- + 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 + ----------- + Total Construction Cost $144,809.25 + Grand Total Cost of Job 153,553.66 + Deduction for Rental of State Cars and Track 648.81 + ----------- + Total Cash Expenditure $152,904.85 + +[Illustration: THE COLUMBIA RIVER HIGHWAY NEAR VIENTO IN HOOD RIVER +COUNTY. GRADED AND GRAVELED IN 1917 AND 1918] + + +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 .00½ 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 .00½ 19.00 + Excavation for Footings (Force Account) 128.27 + Material furnished by State 249.70 + --------- + Total Cost of Viento Creek Bridge 1,650.97 + -------- + 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 + ----------- + 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 + ----------- + $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 + +[Illustration: 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 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 + +[Illustration: 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, 5½ inches thick at the sides and 6½ inches thick at +the center. The mixture was a 1:2:3½, 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. + +[Illustration: 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 ¼x4 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.--1:2:3½ 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, 6½ 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. + +[Illustration: ON THE PACIFIC HIGHWAY SOUTH OF WOLF CREEK IN JOSEPHINE +COUNTY. CONSTRUCTED IN 1917 AND 1918] + +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 8½ 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. + +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. + +[Illustration: ON THE WOLF CREEK-GRAVE CREEK SECTION OF THE PACIFIC +HIGHWAY IN JOSEPHINE COUNTY. GRADED IN 1918] + + +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 + +[Illustration: ON THE WOLF CREEK-GRAVE CREEK SECTION OF THE PACIFIC +HIGHWAY IN JOSEPHINE COUNTY. GRADED IN 1918] + +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. + +[Illustration: INTERCOUNTY BRIDGE OVER THE WILLAMETTE AT SALEM. BUILT BY +MARION AND POLK COUNTIES IN 1917 AND 1918. COST $250,000.00. TOTAL +LENGTH 2,220 FEET.] + +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. + +[Illustration: ON THE PAVED ROAD BETWEEN PENDLETON AND ADAMS IN UMATILLA +COUNTY. PAVED IN 1917] + +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 + +The State Highway Commission opened bids on the grading of a 9.37 mile +section between Elgin and Minam Hill. In the letting of this work they +experienced the same difficulty as with the Union-Telocaset work. (See +report on the Union-Telocaset grading). The subsequent action of the +State Highway Commission in taking the contract over to be done by State +forces resulted in work starting in August, 1918. Owing to weather and +soil conditions work on this section has closed down for the winter. The +amount expended is $3,838.44 and the total estimated cost is $41,151.00. +Mr. R. A. Pratt, resident engineer for the State Highway Department was +in charge of this work and Mr. C. A. Dunn was superintendent. + + +La Grande-Hot Lake Grading + +In November, 1917, the State Highway Department appropriated $5,000.00 +to co-operate on the grading of that section of the Old Oregon Trail +between Hot Lake and La Grande. Grading work started within the month +and two miles were graded when work was closed for the winter. + +This work was continued during the present season and up to November 30, +about five miles of grade had been completed. In addition to the +$5,000.00 of State money the County has expended about $3,000.00. It +will require about $3,000.00 to complete the grading and an additional +$5,500.00 for bridges. The bridge plans call for concrete structures. + + +Survey of the Old Oregon Trail, Union County + +The State Highway Department has made a location survey of 45.26 miles +of the Old Oregon Trail in Union County. The survey begins at the +Union-Umatilla County Line near Kamela and continues through La Grande, +Hot Lake and Union and ends at Telocaset. Office plans are complete for +most of this work. Locating engineer D. D. Glass made the survey from La +Grande to Telocaset and R. H. Baldock, locating engineer, was in charge +of the work between Kamela and La Grande. + + +Survey of La Grande-Joseph Highway, Union County + +In 1917 a final location survey was made from La Grande to Minam, a +distance of 38.28 miles. D. G. Glass, locating engineer for the State +Department, was in charge of the crews. Beginning at La Grande the line +runs through Island City, and Elgin and ends at Minam at the confluence +of the Minam and Wallowa Rivers. Plans for this work are practically +complete. The location from Island City to Elgin is to be reconsidered +with the view of making some changes in the route. + +[Illustration: A SURVEY CAMP IN EASTERN OREGON] + + +Union-Telocaset Post Road Project + +A co-operative agreement between the State and Government provides for +the construction of a portion of the Old Oregon Trail between Union and +Telocaset. This section, six miles in length, begins at Union and +follows up Pyles Canyon near the location of the present road to a point +1.5 miles north of Telocaset. + +The total estimated cost of this project is $30,000.00 making $15,000.00 +to be paid by each the State and Government. Union County joins in the +co-operation of the work, in case the total cost exceeds the amount +stipulated in the Federal agreement. If the total cost should exceed the +estimate given in the project agreement, the County agrees to pay the +full amount of such cost. + +Work was started on this section August, 1918, and $20,575.50 had been +expended to November 30. R. A. Pratt is resident engineer for the +Department. The work is being done by the State forces under the +supervision of C. A. Dunn, assistant engineer. + + +Elgin-Minam Post Road Project + +The State Highway Commission secured an agreement with the U. S. Office +of Public Roads providing for the construction of a 9.37 mile section of +the La Grande-Joseph Highway. The survey for this improvement begins at +Elgin and follows east in the direction of the present road to the top +of Minam Hill. + +It is estimated that this work will cost $41,151.00 or $20,575.50 for +each the State and Government. In case the cost of this work exceeds the +estimate shown in the project agreement, the County agrees to pay such +cost. In this manner Union County is co-operating in this improvement. + +Work opened up here in August under the supervision of C. A. Dunn, +assistant engineer, for the Department. State forces are employed on +force account basis. The expenditures to November 30 amount to +$3,838.44, and the project is about 10% completed. R. A. Pratt is +resident engineer for the State Department. + + +WALLOWA COUNTY + +Wallowa County's road problem is entirely local in character as this +district is not touched by a trunk road of the State system. Some very +good natural roads are found in this district, while others are very +bad. The latter designation applies more especially to some of the +mountain roads, which are extremely narrow and very dangerous. + +The La Grande-Joseph Highway is very important locally, since it is the +only road connecting the valley with outside points. The people in +general are very much interested in highway possibilities, but the +County funds have proven inadequate to make much of a showing towards +permanent work. Most of the available County funds are required for +maintenance of the existing roads, many of which extend through +mountainous areas. Additional State aid is much needed if any +substantial improvements are hoped for. + +A general reconnaissance survey was made in October, 1918, by the State +Highway Department from Elgin to Joseph. The purpose was to gather +general information for the use of the State Highway Commission. This +survey was made by M. O. Bennett, division engineer for Eastern Oregon. + +During this visit the matter of Post Road Aid was taken up with the +County authorities. It was understood that the County would make +application at once, but it appears that no further action was taken. + +The State Highway Commission has extended aid to Wallowa County by +co-operating on the Flora-Enterprise Forest Road and also helped to +secure Government aid on the same project. The County made an +appropriation to help in the construction of this road. Work is in +progress on this road under the direction of the U. S. Office of Public +Roads. The following statement shows the estimate cost and segregation +of funds: + + State appropriation $12,324.00 + Federal appropriation 12,324.00 + County appropriation 5,000.00 + ---------- + Total estimated cost $29,648.00 + + +WASCO COUNTY + + +The Dalles-Three Mile Post Road Project + +An appropriation has been made, by the State Highway Department, from +the Post Road Fund for co-operation in the paving of a two mile section +of The Dalles-California Highway between the east city limits of The +Dalles and Three Mile Creek. + +A project statement has been prepared, requesting $14,830.00 from the U. +S. Office of Public Roads. The State will supply a like amount and Wasco +County $4,000.00. This makes a total of $33,660.00 which is the +estimated cost of the project. + +The present gravel road will serve as a base for the pavement which is +to be 16 feet wide. The improvement will include re-ditching of the road +bed and the installation of culvert pipe in several places. + +It is planned that work will start early in 1910. + + +The Pine Hollow-Kingsley Post Road Project + +The section of The Dalles-California Highway in Wasco County between +Pine Hollow, near Dufur, and Kingsley is designated by the State Highway +Commission as a Post Road. This section is 4.0 miles long and follows +near the line of the present road. The project begins at the road forks +2¼ miles south of Dufur and ends at a point on the present road 1½ miles +north of Kingsley. + +The plans provide for the grading of the road bed, the estimated cost of +which is $14,500. The State and Government are each requested to +appropriate $2,500.00 and the County will expend $9,500.00. It is +expected this work will be done in 1919. + + +Antelope Grade Post Road Project + +The State Highway Commission has designated as a Post Road a three mile +section of The Dalles-California Highway immediately north of Antelope. +This is known as the Antelope Grade Section. The new road will be a 6% +grade along near the present road. + +The total estimated cost of grading to standard width and properly +draining is $30,000.00; and the funds are to be provided as follows: +State $2,500.00; Government, $2,500.00; and Wasco County, $25,000.00. + +It is hoped this work will start early in 1919. + + +Survey--Seufert to the Deschutes River + +A survey was made in April, 1918, for the Columbia River Highway between +Seufert and the Deschutes River, along the river for the purpose of +comparison with a previous survey over the hill, conforming closely to +the present road. + +This route, which was subsequently adopted, has a summit of 210 feet +against 780 feet on the hill route, and a length of 12.8 miles, a saving +of 2.7 miles in distance. Between The Dalles and Seufert about two miles +was graded to standard width and grade in 1917. The proposed route +follows close to the railroad, which is crossed near Big Eddy on a +proposed overhead bridge and utilizes the old State Portage Railroad +roadbed, as well as the already graded bank of the Government canal. +Near Celilo, another overhead crossing of the O.-W. R. R. & N. Co. +tracks is proposed, and from this point to the Deschutes River the +highway is located between the Oregon Trunk Railroad and the O.-W. R. R. +& N. Co., using about two miles of abandoned railroad roadbed. + +This improvement requires only very light construction, except for short +distances, and it is believed it can be kept free from drifting blow +sand by the use of sand fences, as the Portage Railroad is used where +the sand is the worst, and this was kept open with very little +maintenance. With a smooth roadbed, and with nothing to cause drifting, +it is thought that the maintenance on this account will be negligible. + +The route is attractive, as it makes available at close range the Locks +at Big Eddy, the Celilo Canal, and the magnificent Celilo Falls. The +estimated cost of this project is $142,500.00. It is proposed to include +this project in the 1919 program. + + +Deschutes River Bridge. + +Among the bridges expected to be built in the near future is the +proposed reinforced concrete arch bridge over the Deschutes river at +Miller, about a mile above the river's mouth. This will be a State and +Inter-county structure, and will connect Sherman and Gilliam Counties on +the Columbia River Highway, and will be located a few hundred feet below +the present old wooden toll bridge which it will replace. + +The design, which is practically completed, contemplates seven arch +spans aggregating 580 feet in length with a filled approach at either +end. The estimated cost of the bridge is $75,000.00. + + +WASHINGTON COUNTY + +During 1917 and 1918, the State Highway Department in co-operation with +Washington County has completed the grading, bridging and paving of the +West Side Highway across that County. This work has involved the grading +and paving of 12.5 miles and the construction of three bridges and one +undergrade railway crossing. On this work, when final payments are +complete, the State will have expended $292,000.00 and the County will +have expended $10,000.00. + +In addition to this construction, the Department has made surveys +between Beaverton and Hillsboro and between Forest Grove and Gaston, and +has furnished the County engineering services in connection with the +grading of these two sections. + + +Paving--Multnomah County Line to Newberg + +The pavement on the West Side State Highway between the Multnomah County +Line and Newberg is 15.7 miles in length, of which 12.5 miles is in +Washington County and 3.2 miles in Yamhill County. This pavement is a +two-inch standard bitulithic surface on a crushed rock base. It is +sixteen feet wide with a two-foot macadam shoulder on each side. The +grading in Washington County and the paving in both Washington and +Yamhill Counties was done by Oskar Huber of Portland under a contract +awarded him on July 30, 1917. The work was started in August, 1917, and +was completed in October, 1918. + +[Illustration: COVERED WOOD BRIDGE OVER THE TUALATIN RIVER ON THE WEST +SIDE HIGHWAY IN WASHINGTON COUNTY. BUILT IN 1918] + +The grading in Washington County will cost complete approximately +$39,699.85 of which Washington County has paid $9,395.00. The part of +the paving within Washington County will cost complete $234,750.00 all +of which is paid for from State Funds. + + +DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918 GRADING AND +PAVING MULTNOMAH COUNTY LINE TO NEWBERG + + Engineering $ 9,445.56 + Right-of-Way Costs 49.98 + Construction: + Crushed Stone Shoulders, 163,663.4 lin. ft. + @ .06 $ 9,819.80 + Standard Bitulithic Pavement, 149,764.4 Sq. + Yds. @ $1.28 191,698.43 + Broken Stone, Loose Measure, 34,885.75 Cu. + Yds. at $2.40 83,725.80 + Clearing and Grubbing 1,250.00 + Common Excavation, 46,773.9 Cu. Yds. @ .34 15,903.13 + Intermediate Excavation, 9,224.4 Cu. Yds. @ .62 5,719.13 + Solid Rock Excavation, 385 Cu. Yds. @ $1.15 442.75 + Overhaul per 100 Lin. Ft., 172,279.2 Cu. Yds. + @ .01 1,722.79 + 12-inch Reinf. Conc. Pipe, 1,568 Lin. Ft. + @ $1.25 1,960.00 + 24-inch Reinf. Conc. Pipe, 52 Lin. Ft. @ $2.45 127.40 + 36-inch Reinf. Conc. Pipe, 96 Lin. Ft. @ $4.25 408.00 + 6-inch Porous Drain Tile, 7,191 Lin. Ft. @ .15 1,078.65 + Rip-Rap, 32 Cu. Yds @ $2.75 88.00 + Force Account: + Lowering and lengthening existing culverts 1,081.67 + Replacing bridge approach at Tualatin River 50.27 + Special wide ditches alongside road near Four + Corners 814.50 + Back-fill and planking at Onion Flat Trestle 405.94 + Tearing down old trestles at Onion Flat 55.33 + Replacing private water supply crossing 13.31 + Rebuilding Right of Way Fences 70.85 + Grading at Middleton R. R. Crossing 1,970.47 + Blind Drains 189.68 + New 30-foot Culvert 223.60 + New 42-foot Culvert and special fill over it 468.26 + Drain Tiling, back-filled with rock 582.09 + ----------- + Total amount earned by Contractor to Nov. + 30, 1918 $319,869.85 + Less amount retained pending completion of + contract 50,388.46 + ----------- + Total paid contractor to November 30, 1918 269,481.39 + ----------- + Total expended to November 30, 1918 $278,976.93 + + +Onion Flat Bridge + +This crossing consists of a laminated wood deck on heavy stringers +supported by a series of creosoted pile bents. It is on the West Side +Highway about four miles southwest of Tigard and is designed for heavy +traffic loading. + +An asphaltic wearing surface prevents moisture coming in contact with +the wooden floor and with the treated piling tends to give the maximum +length of life to the main members of the structure. This bridge is 600 +feet long and cost complete $8,372.22. + + +Fanno Creek Bridge + +The Fanno Creek bridge at Tigard on the West Side Highway consists of a +superstructure similar to the Onion Flat bridge, carried on wood bents +on concrete foundations. A sidewalk was built on one side to accommodate +pedestrians. The bridge is 70 feet long and cost $1,882.81. + + +Tualatin River Bridge + +The bridge consists of a covered Howe truss wooden bridge of 144 foot +span and 166 lineal feet of pile trestle approach. + +Like the others constructed by the State on main highways, this bridge +is of heavy traffic design, and the bridge and approaches have laminated +wood floors with asphaltic wearing surfaces. Windows are provided at +panel points to provide light and to add to the appearance of the +structure. Cost $12,968.60. + + +Votaw Undercrossing + +A grade separation was made on the West Side Highway near Votaw, wherein +a wooden trestle was constructed to carry the Southern Pacific line +above the roadway. The structure was designed and built under the +supervision of the railroad's engineering department. + +Final settlement has not yet been made with the Railway Company, but it +is estimated that the State's share of the cost of this structure will +be $4,000.00. The balance of the cost will be paid by the Railway +Company, no share of the cost being borne by the County. + + +Survey--Beaverton to Hillsboro + +A location survey was started January 1, 1918, from the West City limits +of Beaverton and completed to the city limits of Hillsboro, a distance +of 7.7 miles. The alignment parallels the Southern Pacific Railway on +the north side of the tracks and eliminates four grade crossings. The +entire section was graded by Washington County during the 1918 season. + + +Survey--Forest Grove to Gaston + +A survey was made from Forest Grove to Gaston, a distance of +approximately 6 miles. The alignment follows the existing road with the +exception of a change at Dilley to eliminate two railroad crossings. + +Considerable grading was done between Dilley and Gaston, reducing the +grade to five per cent. + +Mr. C. G. Reiter, County Surveyor of Washington County, was employed as +locating engineer for the State, and also supervised the grading in both +of the above sections. + + +WHEELER COUNTY + +Wheeler County, being without either rail or water transportation +facilities, is entirely dependent upon its roads for communication with +outside points, as well as between points within the County. All of the +large amount of agricultural products of the county must be transported +for long distances over roads and highways, and likewise, all +manufactured articles and other supplies from points without the County +must be brought in over them. For that reason, good roads are of the +utmost importance to all of Wheeler County, which fact is fully +recognized by the Wheeler County people. + +Every effort is being made by the County to build up and improve its +road system, but the funds available within the County are entirely +inadequate. In November, 1916, bonds were voted to the amount of +$80,000.00, the maximum allowed the County under the State laws, but +this amount is hardly enough to make a beginning on the necessary road +construction in the county, as Wheeler County is rough and mountainous, +and road construction is therefore heavy and expensive. + +The State Highway Commission realizing the importance of the +construction of roads in this County, and the impossibility of the +financing of their construction by the County alone, early determined to +assist to the greatest possible extent. + +Surveys have been made by the Department over all but two miles of the +two most important cross-county roads, the John Day River Highway and +the McKenzie River Highway. During 1917 and 1918 the State Highway +Department expended the sum of $46,997.79, cooperating with the County +in the construction of 4.2 miles of grading and macadamizing between +Fossil and the Gilliam County Line. State aid was also granted the +County to the amount of $14,235.45 for the construction of nine-tenths +of a mile, known as the Bridge Creek Section, on the McKenzie River +Highway just west of Mitchell, the total cost of which was $24,235.45. + +For the construction of 25.5 miles on the John Day River Highway between +the mouth of Sarvice Creek and the Grant County Line, the Highway +Department has set aside the sum of $63,345.70 to be added to 63,345.70 +of Federal Post Road Funds and $36,000.00 of county funds to provide the +total amount of $162,691.40 which the project is estimated to cost. + +The Department has further been instrumental in securing Federal Aid for +the construction of a Forest Road Project 5.5 miles in length between +Mitchell and the Crook County Line, known as the Ochoco Canyon Project. +On this project the State will expend $20,050.00, the Federal +Government, $20,050.00 and the County, $4,900.00, $45,000.00 in all. + +In summary, State Aid and Federal Government Aid extended to Wheeler +County during 1917 and 1918 and set aside to be expended in 1919 and +1920, are as follows: + + =========================+==========+===========+==========+=========== + | | | Federal | + | State | County | Govt. | Total + | Funds | Funds | Funds | + -------------------------+----------+-----------+----------+----------- + Expended in 1917 and | | | | + 1918-- | | | | + On grading Cummings Hill |$ 7,004.85|$ 7,527.50| ... |$ 14,532.35 + Sec. | | | | + On macadamizing Cummings | 32,465.44| ... | ... | 32,465.44 + Hill Section | | | | + On grading Bridge Creek | 14,235.45| 10,000.00| ... | 24,235.45 + Sec. | | | | + -------------------------+----------+-----------+----------+----------- + Total |$53,705.74| $17,527.50| ... |$ 71,233.24 + | | | | + Appropriated for Expen- | | | | + diture in 1919 and | | | | + 1920-- | | | | + On Sarvis Creek-Grant |$63,345.70| $36,000.00|$63,345.70|$162,691.40 + County Line Section | | | | + On Ochoco Canyon Section | 20,050.00| 4,900.00| 20,050.00| 45,000.00 + -------------------------+----------+-----------+----------+----------- + Total |$83,395.70| $40,900.00|$83,395.70|$207,691.40 + -------------------------+----------+-----------+----------+---------- + + +Cummings Hill Grading + +On June 19th 1917, a contract was let to the Elliott Contracting Co. of +Portland, Oregon, for the construction of 3.5 miles of grade between the +foot of Cummings Hill, north of Fossil, and the Gilliam County line. +This construction was a five per cent development to eliminate the heavy +grades and narrow roadbed of the former road. Work was commenced on +July 6th, 1917, and completed on October 5th, 1917. The work of the +contracting firm was very satisfactory, and an excellent piece of +grading was secured. The Engineer in charge for the Highway Department +was Mr. B. H. McNamee. + +The total cost of the work was $14,532.35, of which the State paid +$7,004.85 and Wheeler County $7,527.50. The detailed cost statement +follows: + + +DETAILED EXPENDITURE STATEMENT--GRADING CUMMINGS HILL, SECTION + + Engineering $ 1,423.30 + Construction: + Common Excavation, 11,397 cu. yds. @ .40 $ 4,558.80 + Intermediate Excavation, 6,017.4 cu. yds. @ .70 4,212.18 + Solid Rock Excavation, 2,816.5 cu. yds. @ 1.35 3,802.27 + 12-inch Corr. Iron Pipe, 682 Lin. ft. @ .40 272.80 + 24-inch Corr. Iron Pipe, 40 Lin. ft. @ 1.00 40.00 + Rubble Masonry, 22.3 cu. yds @ 10.00 223.00 + ---------- + 13,109.05 + ---------- + $14,532.35 + + +Bridge Creek Grading + +The grading of a nine-tenth mile section in Bridge Creek Canyon was +contracted to the United Contracting Co. of Portland, Oregon, on +November 27th, 1917. This section is on the McKenzie River Highway about +four miles west of Mitchell. In addition to the grading, the contract +involved the construction of a ninety foot bridge over Bridge Creek. + +The work was started on February 15th, 1918 and completed on June 20th, +1918. The engineering was in charge of Mr. R. H. Coppock. + +The total cost of the work was $24,235.45 of which the State paid +$14,235.45 and Wheeler County $10,000. The detailed cost statement +follows: + + +DETAILED EXPENDITURE STATEMENT--GRADING BRIDGE CREEK SECTION + + Engineering $ 635.30 + Construction: + Common Excavation, 3935.6 cu. yds. @ .60 $ 2,361.42 + Intermediate Excavation, 549.4 cu. yds. @ .75 412.05 + Solid Rock Excavation, 9837.6 cu. yds. @ 1.40 13,772.64 + Overhaul per 100 lin. ft., 363 cu. yds. @ .03 10.89 + 12-inch Corr. Iron Pipe, 20 lin. ft. @ .73 14.60 + 15-inch Corr. Iron Pipe, 108 lin. ft. @ .83 89.64 + 21-inch Corr. Iron Pipe, 60 lin. ft. @ 1.00 60.00 + Rubble Masonry, 1.58 cu. yd. @ 12.50 19.75 + Guard fence, 100 lin. ft. @ .85 85.00 + 1 90-foot Bridge & approaches: + Superstructure and trestle (Lump + sum) $ 5,100.00 + Class "A" Concrete in piers, 49.24 + cu. yds. @ $34.00 1,674.16 + ---------- + $ 6,774.16 + ---------- + $ 23,600.15 + ----------- + $ 24,235.45 + + +Macadamizing on Cummins Hill Section + +On August 7th, 1917, no satisfactory unit price bid having been +received, the State Highway Department entered into a "cost plus" +contract with the Warren Construction Company of Portland, Oregon, to +macadamize with broken stone the Cummins Hill Section between Fossil and +the Gilliam County line, on the John Day River Highway. The rock for +this work was crushed on the job, and the macadam surface was +constructed sixteen feet wide with a compacted thickness of six inches. + +Payment to contractor was made on the basis of actual cost plus a +percentage of 10 per cent on labor and five per cent on materials. + +To November 30th, 1918, the State had expended $32,465.44 on this work, +and it is estimated that there are bills outstanding against it to the +amount of $1,500.00. + +In addition to the 3.4 miles of grading done by the State on Cummins +Hill the County continued the grading at the foot of the hill for a +distance of 0.7 miles, making a total of 4.2 miles. The full section has +been macadamized, giving Wheeler County 4.2 miles of standard macadam +road. + + +Butte Creek Summit Grading + +During the 1918 season, the County has graded under State supervision, a +one and seven tenths mile section about nine miles southeast of Fossil +on the John Day River Highway. This section is known as the Butte Creek +Summit Section. The construction was paid for entirely by the County. +Engineering supervision was furnished by the State Highway Department, +the engineer in charge of the work being Mr. B. H. McNamee. + +The total amount expended by the County, prior to November 30th, on this +work was approximately $30,000.00, and the quantities of construction +completed to this date were as follows: + + Common Excavation 8,000 cu. yds + Rock Excavation 12,000 cu. yds. + Pipe, 12-inch 234 lin. ft. + Pipe, 20-inch 72 lin. ft. + Pipe, 16-inch 100 lin. ft. + Clearing 8 acres + + +Grading between Cummins Hill and Fossil + +During April and May, 1918, Wheeler County graded, under the direction +of the State Highway Department, a section of the John Day Highway +between Cummins Hill and Fossil. This grade was .7 of a mile in length +and joined up with the Cummins Hill grading. This improvement cost the +County approximately $4,000.00. Geo. Hibbert was inspector and +transitman in charge for the State Department. + + +Survey of the John Day River Highway + +With the exception of a two mile section immediately West of Fossil, the +entire John Day River Highway through Wheeler County is covered by +location survey made during the past two years. The total length of +survey on this highway is 41.5 miles. For all but about twelve miles, of +this total, the detailed plans are practically complete. The survey of +this highway has been in charge of B. H. McNamee. + + +Survey of the McKenzie River Highway + +The State Highway Department has completed a survey of the McKenzie +River Highway in Wheeler County from the boundary of the Ochoco National +Forest west of Mitchell to the Grant County Line near Dayville, a total +distance of 48 miles. This survey was made by Locating Engineer R. H. +Coppock. The plans are complete except for the eight miles west from the +Grant County line. + +From the west end of this survey at Ochoco Forest boundary, the Federal +Office of Public Roads has made a survey to the Crook County line, so +the survey of the McKenzie River Highway is complete all of the way +through Wheeler County. + + +Survey of Highway No. 14 + +In 1917, pursuant to a request from the County Court, a section of +Highway No. 14 between Mitchell and Antelope was surveyed. This survey +begins at the point on the Mitchell-Prineville survey about four miles +west of Mitchell and extends 1.4 miles down Bridge Creek to where +connection is made with the present road. This survey was made by R. H. +Coppock, locating engineer. + + +Sarvice Creek-Valades Ranch Post Road Project + +Application has been made to, and approved, by the Federal Office of +Public Roads for Post Road co-operation on a 48.5 miles section of the +John Day River Highway in Wheeler and Grant Counties. 25.5 miles of this +project are in Wheeler County and 23 miles in Grant County. The total +estimated cost of the project is $400,433.79, and the funds are to be +provided as follows: State $157,216.90, Government $157,216.89; Wheeler +County $36,000.00 and Grant County $50,000.00. + +The survey for this project parallels the John Day River on the north +bank, through Wheeler County and extends from the mouth of Sarvice Creek +in Wheeler County to Valades Ranch about four miles West of Dayville in +Grant County. In Grant County a crossing is made to the west bank near +the upper end of the Big Basin. + +It is expected that construction will be commenced on the Sarvice +Creek-Valades Ranch Project early in 1919. + + +Ochoco Canyon Forest Project + +A Federal Aid Co-operative Agreement has been entered into between the +State, the Federal Government, and Wheeler County for the grading of a +5.5 mile section on the McKenzie River Highway. This section is known as +the Ochoco Canyon Section and extends from the Crook County line to a +point about 16 miles west of Mitchell. + +This work is estimated to cost $45,000.00 of which the State will pay +$20,050.00, Wheeler County $4,900.00, and the Federal Government +$20,050.00. It is expected that this section will be built during the +1919 season. + + +YAMHILL COUNTY + +In Yamhill County the State Highway Department has co-operated with the +County in the grading and paving of 3.2 miles between Rex and Newberg +and of 4 miles between Sheridan and McMinnville. The total expenditure +on this work amounts to $147,000.00 of which the County has paid +$18,273.49. + +An effort has been made to secure Federal Aid in the construction of a +section of the Portland-Tillamook Highway from Grande Ronde west. With +this in view, the necessary surveys have been made, and it is expected +that Federal Aid will be secured so that the construction may be +undertaken during the 1919 season. + + +Sheridan Paving--1917 + +In 1917 the Highway Department constructed with its own forces and +equipment 1.8 miles of concrete pavement from Sheridan east on the +Sheridan-McMinnville Road. This pavement was 16 feet wide, 6½ inches +thick at the center and 5½ inches thick at the edges. The mix used was a +1:1½:3. + +In connection with the paving there was a considerable amount of +grading, the total expenditure for grading, culverts, etc., being +$5,651.70. The cost of the 1.8 miles of paving was $31,432.99, the unit +cost being $1.82 per cubic yard. + +Yamhill County co-operated in the payment for this work to the amount of +$10,000.00. A complete statement of the costs on this work is given +below. + + +COST STATEMENT--SHERIDAN PAVING--1917 + + Quantity Item Cost Unit Cost + + 2498 cu. yds. Common Excavation } + 652 cu. yds. Intermediate Excavation } $ 4,442.85 $ .906 + 1750 cu. yds. Solid Rock Excavation } + 182 lin. ft. 12-inch Culvert Pipe 283.90 1.56 + 118 lin. ft. 18-inch Culvert Pipe 276.00 2.34 + 44 lin. ft. 24-inch Culvert Pipe 134.20 3.05 + 290 lin. ft. 6-inch Porous Drain Tile 52.25 .18 + 25 cu. yds. Class "C" Concrete 462.50 18.50 + 17,150 sq. yds. Concrete Pavement 31,198.87 1.82 + 5050 lin. ft. Expansion Joints 234.12 .046 + ----------- + Total Construction Cost $ 37,084.69 + Engineering 1,131.35 + ----------- + Grand Total Cost $ 38,216.04 + + Paid by State $ 28,216.04 + Paid by County 10,000.00 + ----------- + Total $ 38,216.04 + + +Sheridan Paving--1918 + +Early in 1918, Yamhill County requested that the concrete pavement laid +in 1917 be continued to a total length of four miles, and offered to pay +for all grading necessary in connection therewith. This request was +granted by the Highway Commission and in the early spring, construction +was started on the additional 2.2 miles. + +The type of pavement laid on this section was the same as that laid in +1917, except that crushed rock aggregate was used instead of gravel, and +the mix was reduced to 1:2:3½. + +[Illustration: STATE OWNED PAVING PLANT IN OPERATION NEAR SHERIDAN IN +YAMHILL COUNTY. ON THE YAMHILL NESTUCCA HIGHWAY] + +The coarse aggregate consisted of crushed stone ranging from ¼ inch to +2½ inches. For the fine aggregate, both Columbia River and Willamette +River sand was used. The stone was crushed from a quarry operated by the +State on Deer Creek which was near the center of the job and consisted +of an altered basalt of rather coarse texture. The quality of this +stone is not equal to the true basalt; but tests made by the Oregon +Agricultural College showed that it was of good quality. The average +haul on this material was .6 of a mile. + +Crushing was begun early in March and 1200 cubic yards of material +stored in a stock pile which was rehandled later by means of an +automatic loader purchased by the State Highway Department for this +class of work. The output of the crusher was insufficient to keep the +mixer running and by means of this stock pile it was possible to keep +the material coming on to the road steadily and finish the job in a +minimum length of time and with the least inconvenience to traffic. + +In this connection the experience on this job shows the advisability of +using a stock pile of material to draw from in case of emergencies. When +this is done the work is allowed to go ahead steadily, although a +breakdown at the crusher may occur. The saving made by a steady run more +than offsets the cost of rehandling the material, which is done very +reasonably by the use of machinery. + +The sand was shipped to Ballston and Sheridan by railroad, approximately +equal amounts being shipped to both places and was so divided as to get +a minimum length of haul on this material. The average haul was 3.5 +miles. At Ballston the sand was unloaded from the cars into bunkers, +which dumped directly into trucks, while at Sheridan no bunkers were +available and the material was unloaded on the ground and rehandled by +means of an automatic loader. No delay was caused by car shortage as we +used our stock pile at Sheridan in emergencies. All the material was +hauled and handled by means of trucks, two of which belonged to the +State Highway Department, others working on a yardage basis. + +The pavement, after being struck off, was finished by the roller and +belt method; being rolled from two to four times, according to the +condition of the concrete and later belted with eight and ten inch +belts. The eight inch belt being used first. By using this method of +finishing, we were able to eliminate the use of skilled labor, which +showed a material saving in the finishing item, and at the same time +secured a very satisfactory surface. + +As soon as sufficiently hardened, the pavement was covered with earth +from the roadside and kept moist for at least one week while curing. The +earth covering was later removed by means of an ordinary road grader, +when ready to be opened for traffic, the elastite joints being trimmed +at the same operation. + +A short stretch of pavement was left out at Deer Creek to allow a fill +to settle during the winter rains. In conformity with our general +practice, sufficient crushed rock was left on the job to complete this +stretch and make repairs. + +Elastite joints were placed every thirty feet and extended the entire +width and depth of the pavement. Continuous forms were used on a portion +of this pavement and were found to be much superior to the ordinary +type, and the Department has adopted the continuous form for future +work. These forms are made by using two pieces of form lumber 1½ inches +by 5½ inches nailed together. The joints are lapped one-half the length +of the stick. The finished form is 3x5½ inches and is easily placed on +either tangents or sharp curves. + +The concrete was mixed with a sixteen cubic foot Koehring Mixer equipped +with bucket and boom. The plant is owned by the Department. + +The grading was paid for by Yamhill County and the crusher, roller, +grader, and scarifier were also furnished by them free of charge. Earth +shoulders were built along the pavement by means of road grader. + +Mr. J. M. Baker was Superintendent of Construction on this work. + + +COST STATEMENT--2.2 MILES, 16-FOOT CONCRETE PAVEMENT, EAST OF +SHERIDAN--BUILT IN 1918 + + Quantity and Item Total Cost Unit Cost + + Grading $ 1,853.07 + 19,566 sq. yds., 1:2:3½ concrete pavement + Average thickness 6 inches 36,378.01 $ 1.86 + 6,192 lin. ft., Expansion Joints 247.68 .04 + 140 cu. yds., Broken Stone Macadam 420.00 3.00 + ---------- + Total Cost of Construction $ 38,898.76 + Engineering 1,166.85 + ---------- + Grand Total Cost $ 40,065.61 + +5099 bbls. Cement used on this work at a cost of $13,299.00 F. O. B. +Work. 15 yds. of Sand and 120 yds. broken stone left stored on job. + + +Paving--Multnomah County Line to Newberg + +A complete description of the paving of the 15.7 mile section of the +West Side Highway between the Multnomah County Line and Newberg is given +in the Chapter devoted to Washington County. It should be mentioned +here, however, that 3.2 miles of this pavement is within Yamhill County, +and was built by the State at a cost of $57,500.00. The construction of +the subgrade was paid for by Yamhill County, part of it having been done +by County forces and the balance of it by the paving contractor under a +cost plus 10 per cent agreement with the County. For the work done under +this agreement, the contractor was paid $6,153.05. + + +Survey--Grande Ronde Section + +A survey was made in the spring of 1918 between Grande Ronde and the Bee +Ranch at the east end of the Sour Grass road improved in 1916. This is +an important link about 6½ miles in length on the Yamhill-Nestucca +Highway, connecting as it does the cities of McMinnville, Willamina, +Sheridan and Tillamook. In addition it will afford a short and direct +route between the hay and grain fields of the Willamette Valley and the +dairy ranches of the coast. Further, this highway is used by hundreds of +autoists in summer enroute to the Tillamook beaches. + +From the fact that only 2½ miles of this section are in service as a +postal route, Federal Aid could be applied for only on that section and +cooperation has been requested as follows: United States Government +$15,000; State of Oregon $15,000; Yamhill County $10,000. For the +remaining four miles, Yamhill County has appropriated $5,000 from the +1919 funds. + +It is estimated that the total cost of the remaining section will be +$50,000 and it is expected that the work will be done in 1919. The +entire project as proposed will be graded 24 feet wide, conforming to +the State standards as to alignment and grade and surfaced with macadam +12 feet in width, thus closing the gap and affording a road between +Portland and Tillamook which will be open the entire year. + + + + + +End of the Project Gutenberg EBook of Third Biennial Report of the Oregon +State Highway Commission, by S. Benson, W. L. Thompson, R. A. Booth, Herbert Nunn + +*** END OF THIS PROJECT GUTENBERG EBOOK OREGON STATE HIGHWAY COMMISSION *** + +***** This file should be named 35344-8.txt or 35344-8.zip ***** +This and all associated files of various formats will be found in: + http://www.gutenberg.org/3/5/3/4/35344/ + +Produced by Harry Lamé, Jason Isbell and the Online +Distributed Proofreading Team at http://www.pgdp.net + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. Special rules, +set forth in the General Terms of Use part of this license, apply to +copying and distributing Project Gutenberg-tm electronic works to +protect the PROJECT GUTENBERG-tm concept and trademark. 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Benson, W. L. Thompson, R. A. Booth, Herbert Nunn + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: Third Biennial Report of the Oregon State Highway Commission + Covering the Period December 1st, 1916 to November 30th, 1918 + +Author: S. Benson, W. L. Thompson, R. A. Booth, Herbert Nunn + +Release Date: February 21, 2011 [EBook #35344] + +Language: English + +Character set encoding: ISO-8859-1 + +*** START OF THIS PROJECT GUTENBERG EBOOK OREGON STATE HIGHWAY COMMISSION *** + + + + +Produced by Harry Lamé, Jason Isbell and the Online +Distributed Proofreading Team at http://www.pgdp.net + + + + + + +</pre> + + +<p class='pagenum'><a name="Page_2" id="Page_2">[2]</a></p> + +<div class="figcenter"><a name="Fig00" id="Fig00"></a><img src="images/illo000.jpg" alt="ON THE PACIFIC +HIGHWAY IN THE SISKIYOU MOUNTAINS, JACKSON COUNTY. MACADAMIZED IN 1917" /> +<p class="caption">ON THE PACIFIC HIGHWAY IN THE SISKIYOU MOUNTAINS, JACKSON COUNTY.<br />MACADAMIZED IN 1917</p></div> + +<hr class="c25" /> +<p class='pagenum'><a name="Page_3" id="Page_3">[3]</a></p> + +<p class="title"> +<span class="fsize125">Third Biennial Report<br /></span> +of the<br /> +<span class="fsize150">Oregon State Highway Commission<br /></span> +<span class="fsize125">Covering the Period December 1st, 1916<br /> +to November 30th, 1918</span></p> + +<p class="title">OREGON STATE HIGHWAY COMMISSION</p> +<p class="center">S. Benson, Chairman<br /> +W. L. Thompson, Commissioner; R. A. Booth, Commissioner<br /> +Herbert Nunn, State Highway Engineer</p> +<p> </p> + +<p class="smcap center">Salem, Oregon:<br /> +State Printing Department<br /> +1919</p> + +<hr class="c25" /> +<p class='pagenum'><a name="Page_4" id="Page_4">[4]</a></p> + +<h2>LETTER OF TRANSMITTAL</h2> + + +<p class="ind70">Salem, Oregon, December 1, 1918.</p> + +<p>HONORABLE JAMES WITHYCOMBE,</p> +<p class="center">Governor of the State of Oregon,</p> + +<p>Dear Sir: In compliance with Section 5, Article II, Chapter 237, Laws of +1917, we have the honor to submit herewith the report of the State +Highway Commission for the period December 1, 1916 to November 30, 1918.</p> + +<p>The Commission desires at this time to express its appreciation of the +courtesies and assistance rendered to it by the various state officers and +county officials in the work of the past two years.</p> + +<p class="ind50">Respectfully submitted,<br /> + +OREGON STATE HIGHWAY COMMISSION,</p> + +<p class="ind70">S. Benson, Chairman<br /> +W. L. Thompson, Commissioner<br /> +R. A. Booth, Commissioner</p> + +<p>Attest:</p> +<p style="margin-left: 1%;">Roy A. Klein, Secretary</p> + +<p class='pagenum'><a name="Page_5" id="Page_5">[5]</a></p> + + +<hr class="c25" /> +<h2><a name="TABLE_OF_CONTENTS" id="TABLE_OF_CONTENTS"></a>TABLE OF CONTENTS</h2> + +<table class="tab50" summary="ToC"> + +<tr> +<td style="width: 5%;"> </td> +<td style="width: 85%;"> </td> +<td style="width: 10%;" class="right bot">Page</td> +</tr> + +<tr> +<td class="left top" colspan="2">Letter of Transmittal to the Governor</td> +<td class="right bot"><a href="#Page_4">4</a></td> +</tr> + +<tr> +<td class="left top" colspan="2">Table of Contents</td> +<td class="right bot"><a href="#Page_5">5</a></td> +</tr> + +<tr> +<td class="left top" colspan="2">Report of the State Highway Commission</td> +<td class="right bot"><a href="#Page_7">7</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">General Resume of the Work of the Biennium</td> +<td class="right bot"><a href="#Page_7">7</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Proposals Received on Construction Jobs</td> +<td class="right bot"><a href="#Page_9">9</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Bond Sales</td> +<td class="right bot"><a href="#Page_10">10</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Financial Statement</td> +<td class="right bot"><a href="#Page_11">11</a></td> +</tr> + +<tr> +<td class="left top" colspan="2">State Highway Engineer’s Report to the Highway Commission</td> +<td class="right bot"><a href="#Page_13">13</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Letter of Transmittal</td> +<td class="right bot"><a href="#Page_14">14</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Work Accomplished</td> +<td class="right bot"><a href="#Page_17">17</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Moneys Available and Expended</td> +<td class="right bot"><a href="#Page_17">17</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Paving</td> +<td class="right bot"><a href="#Page_18">18</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Macadamizing</td> +<td class="right bot"><a href="#Page_18">18</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Grading</td> +<td class="right bot"><a href="#Page_19">19</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Bridges</td> +<td class="right bot"><a href="#Page_19">19</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Elimination of Grade Crossings</td> +<td class="right bot"><a href="#Page_21">21</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Federal Cooperation</td> +<td class="right bot"><a href="#Page_22">22</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Post Road Projects</td> +<td class="right bot"><a href="#Page_23">23</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Forest Road Projects</td> +<td class="right bot"><a href="#Page_23">23</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">The Pacific Highway</td> +<td class="right bot"><a href="#Page_27">27</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">The Columbia River Highway</td> +<td class="right bot"><a href="#Page_28">28</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">County Work Supervised by the Highway Department</td> +<td class="right bot"><a href="#Page_29">29</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Construction Work by State Forces</td> +<td class="right bot"><a href="#Page_29">29</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">State Highway Funds</td> +<td class="right bot"><a href="#Page_30">30</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Equipment</td> +<td class="right bot"><a href="#Page_31">31</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Office Organization</td> +<td class="right bot"><a href="#Page_32">32</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Cost Keeping</td> +<td class="right bot"><a href="#Page_34">34</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Employes in the Army Service</td> +<td class="right bot"><a href="#Page_35">35</a></td> +</tr> + +<tr> +<td colspan="2" class="left top">Tabulated Statements of Expenditures and Costs</td> +<td class="right bot"><a href="#Page_39">39</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Allotments to Various Highway Funds</td> +<td class="right bot"><a href="#Page_40">40</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Summary of Fund Allotments and Fund Expenditures</td> +<td class="right bot"><a href="#Page_40">40</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Expenditures Segregated by Counties</td> +<td class="right bot"><a href="#Page_41">41</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Expenditures Segregated Under the Heads of General Administrative, Surveys, +Construction Engineering, Construction, Equipment, Etc.</td> +<td class="right bot"><a href="#Page_41">41</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Expenditures for Construction Detailed by Jobs</td> +<td class="right bot"><a href="#Page_42">42</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Expenditures for Surveys Detailed by Jobs</td> +<td class="right bot"><a href="#Page_45">45</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Expenditures for Equipment, Bond Interest and Overhead</td> +<td class="right bot"><a href="#Page_47">47</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Summary of County Funds Expended by the Department</td> +<td class="right bot"><a href="#Page_48">48</a></td> +</tr> + +<tr> +<td colspan="2" class="left top">General Tabulated Information and Highway Maps</td> +<td class="right bot"><a href="#Page_51">51</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Miles of Highway Construction by the Department During 1917 and 1918</td> +<td class="right bot"><a href="#Page_52">52</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Tabulation of Bridge Design and Construction</td> +<td class="right bot"><a href="#Page_54">54</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Miles of Location Surveys Made by the Department during 1917 and 1918</td> +<td class="right bot"><a href="#Page_58">58</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Miles of Different Types of Roads in Each County</td> +<td class="right bot"><a href="#Page_59">59</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Motor Vehicle Registration by Counties</td> +<td class="right bot"><a href="#Page_60">60</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">County Bond Issues</td> +<td class="right bot"><a href="#Page_60">60</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Tabulation of Contract Prices</td> +<td class="right bot"><a href="#Page_60a">—</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Yearly Expenditure of State Funds in Counties</td> +<td class="right bot"><a href="#Page_61">61</a></td> +</tr> + +<tr> +<td class="left"> <span class='pagenum'><a name="Page_6" id="Page_6">[6]</a></span></td> +<td class="left top">Mileage Table of Main Travelled Roads</td> +<td class="right bot"><a href="#Page_62">62</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Map of Main Travelled Roads</td> +<td class="right bot"><a href="#Page_62a">—</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Official Designation of State Highways</td> +<td class="right bot"><a href="#Page_63">63</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Employes of the Highway Commission</td> +<td class="right bot"><a href="#Page_65">65</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Numbers and Mileages of State Highways</td> +<td class="right bot"><a href="#Page_66">66</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Map of State Highway System</td> +<td class="right bot"><a href="#Page_67">67</a></td> +</tr> + +<tr> +<td colspan="2" class="left top">General Description of Work in Various Counties</td> +<td class="right bot"><a href="#Page_69">69</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Baker County</td> +<td class="right bot"><a href="#Page_69">69</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Benton County</td> +<td class="right bot"><a href="#Page_71">71</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Clackamas County</td> +<td class="right bot"><a href="#Page_71">71</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Clatsop County</td> +<td class="right bot"><a href="#Page_75">75</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Columbia County</td> +<td class="right bot"><a href="#Page_80">80</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Coos County</td> +<td class="right bot"><a href="#Page_89">89</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Crook County</td> +<td class="right bot"><a href="#Page_89">89</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Curry County</td> +<td class="right bot"><a href="#Page_90">90</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Deschutes County</td> +<td class="right bot"><a href="#Page_91">91</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Douglas County</td> +<td class="right bot"><a href="#Page_92">92</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Gilliam County</td> +<td class="right bot"><a href="#Page_100">100</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Grant County</td> +<td class="right bot"><a href="#Page_101">101</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Harney County</td> +<td class="right bot"><a href="#Page_104">104</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Hood River County</td> +<td class="right bot"><a href="#Page_106">106</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Jackson County</td> +<td class="right bot"><a href="#Page_112">112</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Jefferson County</td> +<td class="right bot"><a href="#Page_117">117</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Josephine County</td> +<td class="right bot"><a href="#Page_117">117</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Klamath County</td> +<td class="right bot"><a href="#Page_122">122</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Lake County</td> +<td class="right bot"><a href="#Page_122">122</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Lane County</td> +<td class="right bot"><a href="#Page_122">122</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Lincoln County</td> +<td class="right bot"><a href="#Page_123">123</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Linn County</td> +<td class="right bot"><a href="#Page_123">123</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Malheur County</td> +<td class="right bot"><a href="#Page_124">124</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Marion County</td> +<td class="right bot"><a href="#Page_125">125</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Morrow County</td> +<td class="right bot"><a href="#Page_129">129</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Multnomah County</td> +<td class="right bot"><a href="#Page_131">131</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Polk County</td> +<td class="right bot"><a href="#Page_132">132</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Sherman County</td> +<td class="right bot"><a href="#Page_132">132</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Tillamook County</td> +<td class="right bot"><a href="#Page_133">133</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Umatilla County</td> +<td class="right bot"><a href="#Page_135">135</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Union County</td> +<td class="right bot"><a href="#Page_138">138</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Wallowa County</td> +<td class="right bot"><a href="#Page_141">141</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Wasco County</td> +<td class="right bot"><a href="#Page_142">142</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Washington County</td> +<td class="right bot"><a href="#Page_143">143</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Wheeler County</td> +<td class="right bot"><a href="#Page_146">146</a></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left top">Yamhill County</td> +<td class="right bot"><a href="#Page_150">150</a></td> +</tr> + +</table> + +<hr class="c25" /> + +<h2><a name="LIST_OF_ILLUSTRATIONS" id="LIST_OF_ILLUSTRATIONS"></a>LIST OF ILLUSTRATIONS</h2> + +<ol class="ind10"> +<li><a href="#Fig00">On The Pacific Highway In The Siskiyou Mountains, Jackson County. Macadamized In 1917</a></li> +<li><a href="#Fig01">Little Jack Falls On The Columbia River Highway Between Goble And Rainier In Columbia County</a></li> +<li><a href="#Fig02">Reinforced Concrete Bridge Over Hood River, Nearing Completion, On The Columbia River Highway At Hood +River City. Built In 1918</a></li> +<li><a href="#Fig03">Mount Ashland From The Pacific Highway In Jackson County. Elevation Of Highway 4,480 Feet</a></li> +<li><a href="#Fig04">Reinforced Concrete Half Viaduct On The Columbia River Highway Between Goble And Rainier In Columbia County, +Constructed In 1918</a></li> +<li><a href="#Fig05">Reinforced Concrete Cribbing Near Prescott On The Columbia River Highway In Columbia County. Built In 1918</a></li> +<li><a href="#MapI">Automobile Road Map, Showing The Main Traveled Roads Of Oregon With Mileages. Prepared by the Oregon State +Highway Department</a></li> +<li><a href="#MapII">State Of Oregon. System Of State Highways. Proposed By State Highway Commission, 1918</a></li> +<li><a href="#Fig06">The Pacific Highway In Pass Creek Canyon, Douglas County. +Graded And Macadamized In 1917 And 1918</a></li> +<li><a href="#Fig07">At The Top Of Canemah Hill On The Pacific Highway In Clackamas County. Graded And Paved In 1918</a></li> +<li><a href="#Fig08">Bituminous Pavement On The Pacific Highway South Of Oregon City In Clackamas County. Graded And Paved +In 1918</a></li> +<li><a href="#Fig09">Bituminous Paving Near Svenson In Clatsop County On The Columbia River Highway. Paved In 1917</a></li> +<li><a href="#Fig10">Covered Wood Drawbridge On The Columbia River Highway In Clatsop County, Over The John Day River East Of +Astoria. Built In 1918. Lift Span—40 Feet</a></li> +<li><a href="#Fig11">On The Columbia River Highway Near Goble In Columbia County. Graded And Macadamized In 1917 And 1918</a></li> +<li><a href="#Fig12">One Of Nine Reinforced Concrete Bridges In The Beaver Creek Valley, Columbia County, On The Columbia River +Highway Between Rainier And Clatskanie. All Built In 1917 And 1918</a></li> +<li><a href="#Fig13">Bridge On Pass Creek—20 Ft. Span. On Pacific Highway Near Comstock In Douglas County</a></li> +<li><a href="#Fig14">Along The Umpqua River North Of Myrtle Creek In Douglas County. Graded In 1917 And 1918</a></li> +<li><a href="#Fig15">Van Tyne Creek Viaduct North Of Myrtle Creek In Douglas County. Built In 1918</a></li> +<li><a href="#Fig16">The John Day River Highway South Of Condon In Gilliam County Macadamized In 1917</a></li> +<li><a href="#Fig17">The Columbia River Highway West Of Lindsay In Hood River County</a></li> +<li><a href="#Fig18">The Columbia River Highway Near Viento In Hood River County. Graded And Graveled In 1917 And 1918</a></li> +<li><a href="#Fig19">On The Columbia River Highway In Hood River County Two Miles East Of Cascade Locks. Graded And Graveled In +1917 And 1918</a></li> +<li><a href="#Fig20">Heavy Grading On Ruthton Hill In Hood River County. Constructed In 1917 And 1918</a></li> +<li><a href="#Fig21">Concrete Pavement On Ashland Hill In Jackson County, On The Pacific Highway North Of Ashland. Graded And +Paved In 1918</a></li> +<li><a href="#Fig22">On The Pacific Highway South Of Wolf Creek In Josephine County. Constructed In 1917 And 1918</a></li> +<li><a href="#Fig23">On The Wolf Creek-Grave Creek Section Of The Pacific Highway In Josephine County. Graded In 1918</a></li> +<li><a href="#Fig24">On The Wolf Creek-Grave Creek Section Of The Pacific Highway In Josephine County. Graded In 1918</a></li> +<li><a href="#Fig25">Intercounty Bridge Over The Willamette At Salem. Built By Marion And Polk Counties In 1917 And 1918. Cost +$250,000.00. Total Length 2,220 Feet.</a></li> +<li><a href="#Fig26">On The Paved Road Between Pendleton And Adams In Umatilla County. Paved In 1917</a></li> +<li><a href="#Fig27">A Survey Camp In Eastern Oregon</a></li> +<li><a href="#Fig28">Covered Wood Bridge Over The Tualatin River On The West Side Highway In Washington County. Built In 1918</a></li> +<li><a href="#Fig29">State Owned Paving Plant In Operation Near Sheridan In Yamhill County. On The Yamhill Nestucca Highway</a></li> +</ol> + +<hr class="c25" /> +<p class='pagenum'><a name="Page_7" id="Page_7">[7]</a></p> + +<p class="title"> +<span class="fsize125">Third Biennial Report<br /></span> +of the<br /> +<span class="fsize150">State Highway Commission<br /></span> +of the<br /> +<span class="fsize150">State of Oregon<br /> +1917-1918</span></p> + +<p>The law establishing this Commission was approved by Governor +Withycombe on February 19, 1917 and on March 1 the following appointments +were made: S. Benson, Portland, for the three-year period; W. L. +Thompson, Pendleton, two-year period; E. J. Adams, Eugene, one-year +period. The first meeting was held on March 6, 1917, when this Commission +was organized and S. Benson elected Chairman and G. Ed Ross, Secretary.</p> + +<p>The former Commission, consisting of James Withycombe, Governor, +Ben W. Olcott, Secretary of State, and Thos. B. Kay, State Treasurer, held +meetings on December 15, 1916 and January 15, 1917 and on the qualification +of the members of the new commission, as provided in Section 14, +Article II, Chapter 237, Laws of 1917, transferred all records, maps, +equipment and property in its possession. The former Commission, in view +of proposed legislation providing for a new highway code, made no appropriations +nor were policies outlined, so that when the new Commission +entered upon its duties, it was not embarrassed by policies made by its +predecessors.</p> + +<p>At a meeting on April 10, 1917, Herbert Nunn was appointed State +Highway Engineer. On April 1, 1918, Robert A. Booth, of Eugene, was +appointed by Governor Withycombe to succeed E. J. Adams. On August +6, 1918, Roy A. Klein was appointed Secretary to succeed G. Ed Ross, +resigned.</p> + +<p>The Commission has held fifty-one meetings for the transaction of its +business. The State highway system as outlined in the law has been +adopted and the work of the biennium confined to the various units of +this system. Specifications covering hard surface pavement have been +prepared by the State Highway Engineer and adopted by the Commission, +as well as specifications for grading and bridge construction which have +been acceptable to the United States Office of Public Roads and are used +on all Federal Aid Projects in the State.</p> + +<p>Surveys have been made on State highway routes to determine the best +and most economical location, at the request of the counties, and also +several important bridges have been designed and constructed under the +supervision of the Department. Engineers have been furnished at State +expense to supervise construction work being done by the counties on +State highways in several instances.</p> + +<p><span class='pagenum'><a name="Page_8" id="Page_8">[8]</a></span>The program for 1917 depending upon the passage of the $6,000,000.00 +Bonding Act, the working season remaining after ratification by the voters +was short, but engineering parties were sent out and the first contract +under this act was let on June 30, 1917. All except the smaller contracts +entered into were carried over into the 1918 working season. No new +paving or grading contracts of any magnitude have been awarded this +year due to the rising costs of material and scarcity of labor.</p> + +<p>There was early seen the necessity of conserving labor and capital in +the national emergency and for that reason the Commission has been +unable to give aid to many meritorious projects submitted by various +sections of the State. At a meeting held on June 25, the Commission went +on record, as a war measure, to devote its resources to the completion of +the two trunk line highways, the Columbia River Highway and the +Pacific Highway, completing projects under construction, temporary surfacing +to keep trunk highways open or roads to develop resources which +are an aid in the prosecution of the war. Notwithstanding the mandatory +nature of the State law which created the Commission and provides funds +for work under it, the Commission believes this course was warranted and +that its action will be supported.</p> + +<p>Due to the uncertainty of materials, supplies, labor conditions, etc., +contractors have been unable to make satisfactory bids and on several +occasions no satisfactory bids being received, the Commission undertook +to do the work by day labor, in each case effecting a saving under the +low bid.</p> + +<p>In a few cases, either no bids being received or the ones received +being considered excessive, work has been let on the cost plus basis with +definite cost limit set, beyond which no percentage would be paid. Three +of these force account jobs have later been taken over by the Commission, +as it was felt that the work could be handled more economically with its +own forces.</p> + +<p>To determine the legality of the State and Federal co-operative bonds +for co-operation on post and forest roads, a friendly suit was brought in the +Supreme Court which was decided favorable to the issue.</p> + +<p>The interpretation placed on the Federal Aid Road Law by the +Secretary of Agriculture requiring actual carriage of the mails or a +reasonable prospect before approving as eligible for Federal co-operation +eliminated from the classification practically all of the Columbia River +Highway and especially links in the Pacific Highway in Douglas county +on which it was desired to receive Federal aid.</p> + +<p>Under the post road law seventeen projects have been agreed upon, and +to date ten have been approved, three disapproved, two pending and two +in preparation. Construction work has been started on two of these +projects. Under the forest road law fourteen projects have been approved. +Construction has been started on four of these projects. Several will +carry over into the 1920 program.</p> + +<p>A railroad asphalt paving plant was purchased but not used during +the 1918 season, since no bituminous pavements were constructed, under +new contracts, in that period. Three concrete pavers are owned by the +Commission, as well as three road rollers, four rock crushers, and six +auto trucks, besides considerable grading construction equipment. A large +part of this equipment has been in use this season and not only has saved +the cost of rented equipment but has been available at times when it was +impossible to get the same elsewhere.</p> + +<p><span class='pagenum'><a name="Page_9" id="Page_9">[9]</a></span>A total of seventy-one projects have been advertised as follows. It +will be noted that the number of proposals exceeds the number of bidders +which may be explained by the fact that on paving work bidders have +made proposals on more than one type of pavement.</p> + +<table class="fsize80" summary="Table p09"> + +<tr> +<td class="center bt2 br">Project</td> +<td colspan="3" class="center bt2 br">Date</td> +<td class="center bt2 br">Number of<br />Proposals</td> +<td class="center bt2">Number of<br />Bidders</td> +</tr> + +<tr> +<td class="left bt br">Sheridan Paving</td> +<td class="left bt">May</td> +<td class="right bt">29,</td> +<td class="right bt br">1917</td> +<td class="center bt br">2</td> +<td class="center bt">2</td> +</tr> + +<tr> +<td class="left br">Sheridan Grading</td> +<td class="left">May</td> +<td class="right">29,</td> +<td class="right br">1917</td> +<td class="center br">8</td> +<td class="center">2</td> +</tr> + +<tr> +<td class="left br">Cummings Hill Grading</td> +<td class="left">June</td> +<td class="right">19,</td> +<td class="right br">1917</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Pendleton Paving</td> +<td class="left">June</td> +<td class="right">29,</td> +<td class="right br">1917</td> +<td class="center br">8</td> +<td class="center">4</td> +</tr> + +<tr> +<td class="left br">Rex-Tigard Grading</td> +<td class="left">July</td> +<td class="right">20,</td> +<td class="right br">1917</td> +<td class="center br">5</td> +<td class="center">4</td> +</tr> + +<tr> +<td class="left br">Rex-Tigard Paving</td> +<td class="left">July</td> +<td class="right">20,</td> +<td class="right br">1917</td> +<td class="center br">9</td> +<td class="center">4</td> +</tr> + +<tr> +<td class="left br">Clackamas-Marion Paving</td> +<td class="left">July</td> +<td class="right">20,</td> +<td class="right br">1917</td> +<td class="center br">9</td> +<td class="center">5</td> +</tr> + +<tr> +<td class="left br">Siskiyou Grading</td> +<td class="left">July</td> +<td class="right">20,</td> +<td class="right br">1917</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Siskiyou Paving</td> +<td class="left">July</td> +<td class="right">20,</td> +<td class="right br">1917</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Astoria-Svenson Grading</td> +<td class="left">July</td> +<td class="right">20,</td> +<td class="right br">1917</td> +<td class="center br">4</td> +<td class="center">4</td> +</tr> + +<tr> +<td class="left br">Astoria-Svenson Paving</td> +<td class="left">July</td> +<td class="right">20,</td> +<td class="right br">1917</td> +<td class="center br">7</td> +<td class="center">4</td> +</tr> + +<tr> +<td class="left br">Goble Section Grading</td> +<td class="left">July</td> +<td class="right">30,</td> +<td class="right br">1917</td> +<td class="center br">2</td> +<td class="center">2</td> +</tr> + +<tr> +<td class="left br">Rainier Hill Section Grading</td> +<td class="left">July</td> +<td class="right">30,</td> +<td class="right br">1917</td> +<td class="center br">4</td> +<td class="center">4</td> +</tr> + +<tr> +<td class="left br">Cascade Locks Section Grading</td> +<td class="left">July</td> +<td class="right">30,</td> +<td class="right br">1917</td> +<td class="center br">3</td> +<td class="center">3</td> +</tr> + +<tr> +<td class="left br">Viento Section Grading</td> +<td class="left">July</td> +<td class="right">30,</td> +<td class="right br">1917</td> +<td class="center br">4</td> +<td class="center">4</td> +</tr> + +<tr> +<td class="left br">Ruthton Hill Section Grading</td> +<td class="left">July</td> +<td class="right">30,</td> +<td class="right br">1917</td> +<td class="center br">7</td> +<td class="center">7</td> +</tr> + +<tr> +<td class="left br">Columbia County Bridges, Wood</td> +<td class="left">Aug.</td> +<td class="right">7,</td> +<td class="right br">1917</td> +<td class="center br">5</td> +<td class="center">5</td> +</tr> + +<tr> +<td class="left br">Columbia County Bridges, Concrete</td> +<td class="left">Aug.</td> +<td class="right">7,</td> +<td class="right br">1917</td> +<td class="center br">5</td> +<td class="center">5</td> +</tr> + +<tr> +<td class="left br">Wasco County, Macadam</td> +<td class="left">Aug.</td> +<td class="right">7,</td> +<td class="right br">1917</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Cummings Hill, Macadam</td> +<td class="left">Aug.</td> +<td class="right">7,</td> +<td class="right br">1917</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Condon-Thirty Mile Creek, Macadam</td> +<td class="left">Aug.</td> +<td class="right">7,</td> +<td class="right br">1917</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Mult. County Line-Scappoose, Paving</td> +<td class="left">Aug.</td> +<td class="right">7,</td> +<td class="right br">1917</td> +<td class="center br">3</td> +<td class="center">2</td> +</tr> + +<tr> +<td class="left br">Bend-Lapine, Cindering</td> +<td class="left">Aug.</td> +<td class="right">7,</td> +<td class="right br">1917</td> +<td class="center br">2</td> +<td class="center">2</td> +</tr> + +<tr> +<td class="left br">Clatsop County Line-Goble, Macadam</td> +<td class="left">Aug.</td> +<td class="right">7,</td> +<td class="right br">1917</td> +<td class="center br">2</td> +<td class="center">2</td> +</tr> + +<tr> +<td class="left br">New Era Grading</td> +<td class="left">Aug.</td> +<td class="right">7,</td> +<td class="right br">1917</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Divide-Latham Macadam</td> +<td class="left">Aug.</td> +<td class="right">7,</td> +<td class="right br">1917</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br">Pioneer Mountain Section, Grading</td> +<td class="left">Aug.</td> +<td class="right">7,</td> +<td class="right br">1917</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br">Lakeview-Paisley Macadam</td> +<td class="left">Aug.</td> +<td class="right">7,</td> +<td class="right br">1917</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br">Svenson-Westport Macadam</td> +<td class="left">Aug.</td> +<td class="right">7,</td> +<td class="right br">1917</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Tillamook-Cloverdale Paving</td> +<td class="left">Aug.</td> +<td class="right">7,</td> +<td class="right br">1917</td> +<td class="center br">9</td> +<td class="center">3</td> +</tr> + +<tr> +<td class="left br">Oregon City-Canby Paving</td> +<td class="left">Sept.</td> +<td class="right">4,</td> +<td class="right br">1917</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Lane County Line-Comstock Grading</td> +<td class="left">Sept.</td> +<td class="right">5,</td> +<td class="right br">1917</td> +<td class="center br">2</td> +<td class="center">2</td> +</tr> + +<tr> +<td class="left br">Comstock-Leona Grading</td> +<td class="left">Sept.</td> +<td class="right">5,</td> +<td class="right br">1917</td> +<td class="center br">2</td> +<td class="center">2</td> +</tr> + +<tr> +<td class="left br">Yoncalla-Oakland Grading</td> +<td class="left">Sept.</td> +<td class="right">5,</td> +<td class="right br">1917</td> +<td class="center br">3</td> +<td class="center">3</td> +</tr> + +<tr> +<td class="left br">Locust Hill Section Grading</td> +<td class="left">Sept.</td> +<td class="right">25,</td> +<td class="right br">1917</td> +<td class="center br">4</td> +<td class="center">4</td> +</tr> + +<tr> +<td class="left br">Wolf Creek-Grave Creek Grading</td> +<td class="left">Nov.</td> +<td class="right">6,</td> +<td class="right br">1917</td> +<td class="center br">9</td> +<td class="center">9</td> +</tr> + +<tr> +<td class="left br">Myrtle Creek-Dillard Grading</td> +<td class="left">Nov.</td> +<td class="right">27,</td> +<td class="right br">1917</td> +<td class="center br">7</td> +<td class="center">7</td> +</tr> + +<tr> +<td class="left br">Bridge Creek Section Grading</td> +<td class="left">Nov.</td> +<td class="right">27,</td> +<td class="right br">1917</td> +<td class="center br">2</td> +<td class="center">2</td> +</tr> + +<tr> +<td class="left br">John Day Bridge</td> +<td class="left">Nov.</td> +<td class="right">27,</td> +<td class="right br">1917</td> +<td class="center br">4</td> +<td class="center">4</td> +</tr> + +<tr> +<td class="left br">Goble Creek Bridge</td> +<td class="left">Nov.</td> +<td class="right">27,</td> +<td class="right br">1917</td> +<td class="center br">5</td> +<td class="center">5</td> +</tr> + +<tr> +<td class="left br">Onion Flat Bridge</td> +<td class="left">Nov.</td> +<td class="right">27,</td> +<td class="right br">1917</td> +<td class="center br">3</td> +<td class="center">3</td> +</tr> + +<tr> +<td class="left br">Canemah-New Era Grading</td> +<td class="left">Dec.</td> +<td class="right">10,</td> +<td class="right br">1917</td> +<td class="center br">4</td> +<td class="center">4</td> +</tr> + +<tr> +<td class="left br">Tualatin Bridge</td> +<td class="left">Jan.</td> +<td class="right">1,</td> +<td class="right br">1918</td> +<td class="center br">3</td> +<td class="center">3</td> +</tr> + +<tr> +<td class="left br">Umpqua Bridge 2<span class="enum">1</span>⁄<span class="denom">2</span> miles south of Dillard</td> +<td class="left">Jan.</td> +<td class="right">9,</td> +<td class="right br">1918</td> +<td class="center br">4</td> +<td class="center">4</td> +</tr> + +<tr> +<td class="left br">Umpqua Bridge 1 mile north of Dillard</td> +<td class="left">Jan.</td> +<td class="right">9,</td> +<td class="right br">1918</td> +<td class="center br">5</td> +<td class="center">5</td> +</tr> + +<tr> +<td class="left br">Pendleton-Echo Grading and Macadam</td> +<td class="left">Feb.</td> +<td class="right">5,</td> +<td class="right br">1918</td> +<td class="center br">3</td> +<td class="center">3</td> +</tr> + +<tr> +<td class="left br">Echo-Morrow County Line Grading and Macadam</td> +<td class="left">Feb.</td> +<td class="right">5,</td> +<td class="right br">1918</td> +<td class="center br">5</td> +<td class="center">4</td> +</tr> + +<tr> +<td class="left br">Umpqua Bridge 2<span class="enum">1</span>⁄<span class="denom">2</span> miles south Dillard</td> +<td class="left">Feb.</td> +<td class="right">5,</td> +<td class="right br">1918</td> +<td class="center br">4</td> +<td class="center">4</td> +</tr> + +<tr> +<td class="left br">Hood River Bridge</td> +<td class="left">Mar.</td> +<td class="right">5,</td> +<td class="right br">1918</td> +<td class="center br">4</td> +<td class="center">4</td> +</tr> + +<tr> +<td class="left br">Umpqua Bridge 2<span class="enum">1</span>⁄<span class="denom">2</span> miles south Dillard</td> +<td class="left">Mar.</td> +<td class="right">5,</td> +<td class="right br">1918</td> +<td class="center br">3</td> +<td class="center">3</td> +</tr> + +<tr> +<td class="left br">Beaver Creek Bridge No. 11</td> +<td class="left">Mar.</td> +<td class="right">23,</td> +<td class="right br">1918</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Half Viaduct Little Jack Falls</td> +<td class="left">Mar.</td> +<td class="right">23,</td> +<td class="right br">1918</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Svenson-Columbia County Line Macadam</td> +<td class="left">Mar.</td> +<td class="right">23,</td> +<td class="right br">1918</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Sheridan-McMinnville Section Paving</td> +<td class="left">Mar.</td> +<td class="right">23,</td> +<td class="right br">1918</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Graham Creek Bridge</td> +<td class="left">Mar.</td> +<td class="right">23,</td> +<td class="right br">1918</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br">Plympton Creek Bridge</td> +<td class="left">Mar.</td> +<td class="right">23,</td> +<td class="right br">1918</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br">Little Creek Bridge</td> +<td class="left">Mar.</td> +<td class="right">23,</td> +<td class="right br">1918</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br">Big Creek Bridge</td> +<td class="left">Mar.</td> +<td class="right">23,</td> +<td class="right br">1918</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br">Clatsop County Line-Tide Creek Macadam</td> +<td class="left">Mar.</td> +<td class="right">23,</td> +<td class="right br">1918</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br"><span class="pagenum"><span class="fsize125"><a name="Page_10" id="Page_10">[10]</a></span></span>2 half viaducts in Columbia County</td> +<td class="left">Mar.</td> +<td class="right">23,</td> +<td class="right br">1918</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br">Stone Wall Construction Columbia County</td> +<td class="left">Mar.</td> +<td class="right">23,</td> +<td class="right br">1918</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br">Cascade Locks Section Gravel</td> +<td class="left">May</td> +<td class="right">14,</td> +<td class="right br">1918</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Salem-Aurora Paving unit No. 1</td> +<td class="left">June</td> +<td class="right">25,</td> +<td class="right br">1918</td> +<td class="center br">3</td> +<td class="center">2</td> +</tr> + +<tr> +<td class="left br">Salem-Aurora Paving unit No. 2</td> +<td class="left">June</td> +<td class="right">25,</td> +<td class="right br">1918</td> +<td class="center br">3</td> +<td class="center">2</td> +</tr> + +<tr> +<td class="left br">Fanno Creek Bridge</td> +<td class="left">July</td> +<td class="right">9,</td> +<td class="right br">1918</td> +<td class="center br">6</td> +<td class="center">6</td> +</tr> + +<tr> +<td class="left br">Elgin-Minam Section Grading</td> +<td class="left">July</td> +<td class="right">9,</td> +<td class="right br">1918</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Union-Telocaset Section Grading</td> +<td class="left">July</td> +<td class="right">9,</td> +<td class="right br">1918</td> +<td class="center br">4</td> +<td class="center">4</td> +</tr> + +<tr> +<td class="left br">Elgin-Minam Section Grading</td> +<td class="left">July</td> +<td class="right">9,</td> +<td class="right br">1918</td> +<td class="center br">3</td> +<td class="center">3</td> +</tr> + +<tr> +<td class="left br">Ashland Paving</td> +<td class="left">July</td> +<td class="right">9,</td> +<td class="right br">1918</td> +<td class="center br">3</td> +<td class="center">2</td> +</tr> + +<tr> +<td class="left br">Divide-Comstock Macadam</td> +<td class="left">July</td> +<td class="right">9,</td> +<td class="right br">1918</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Divide Overhead Crossing</td> +<td class="left">Sept.</td> +<td class="right">10,</td> +<td class="right br">1918</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Divide Overhead Crossing Grading</td> +<td class="left">Sept.</td> +<td class="right">10,</td> +<td class="right br">1918</td> +<td class="center br">1</td> +<td class="center">1</td> +</tr> + +<tr> +<td class="left br">Marshfield-Coquille Macadam</td> +<td class="left">Oct.</td> +<td class="right">8,</td> +<td class="right br">1918</td> +<td class="center bb br">2</td> +<td class="center bb">2</td> +</tr> + +<tr> +<td colspan="4" class="bb"> </td> +<td class="center bl bb br">216</td> +<td class="center bb">182</td> +</tr> + +</table> + +<p>Under the provisions of the Six Million Dollar Bonding Act, bonds to the +amount of $2,190,000.00 par value have been sold. These bonds bear +four per cent interest and mature in from five to twenty-five years from +date of issue. An average of six proposals were made for each issue.</p> + +<table class="fsize80" summary="Table p10"> + +<tr> +<td colspan="3" class="center bt2 br">Date of Sales</td> +<td colspan="3" class="center bt2 br">Date of Bonds</td> +<td colspan="3" class="center bt2 br">Numbers</td> +<td class="center bt2 br">Highest Bidder</td> +<td class="center bt2 br">Par Value</td> +<td class="center bt2">Price Paid</td> +</tr> + +<tr> +<td class="left bt">Aug.</td> +<td class="right bt">7,</td> +<td class="right bt br">1917</td> +<td class="left bt">Aug.</td> +<td class="right bt">1,</td> +<td class="right bt br">1917</td> +<td class="right bt">1</td> +<td class="center bt">-</td> +<td class="right bt br">520</td> +<td class="left bt br">Lumbermen’s<br />Trust Company</td> +<td class="right bt br">$ 500,000</td> +<td class="right bt">$ 471,300</td> +</tr> + +<tr> +<td class="left">Sept.</td> +<td class="right">12,</td> +<td class="right br">1917</td> +<td class="left">Sept.</td> +<td class="right">1,</td> +<td class="right br">1917</td> +<td class="right">521</td> +<td class="center">-</td> +<td class="right br">1040</td> +<td class="left br">E. H. Rollins & Sons</td> +<td class="right br">500,000</td> +<td class="right">472,130</td> +</tr> + +<tr> +<td class="left">Mar.</td> +<td class="right">15,</td> +<td class="right br">1918</td> +<td class="left">April</td> +<td class="right">1,</td> +<td class="right br">1918</td> +<td class="right">1041</td> +<td class="center">-</td> +<td class="right br">1560</td> +<td class="left br">Henry Teal</td> +<td class="right br">500,000</td> +<td class="right">455,850</td> +</tr> + +<tr> +<td class="left">July</td> +<td class="right">9,</td> +<td class="right br">1918</td> +<td class="left">July</td> +<td class="right">1,</td> +<td class="right br">1918</td> +<td class="right">1561</td> +<td class="center">-</td> +<td class="right br">2280</td> +<td class="left br">E. H. Rollins & Sons<br />and A. B. Leach</td> +<td class="right br bb">690,000</td> +<td class="right bb">643,770</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td colspan="9" class="left br bb">Totals</td> +<td class="right br bb">$ 2,190,000</td> +<td class="right bb">$ 2,043,050</td> +</tr> + +</table> + +<p>Under the provisions of Chapter 175 of the Laws of 1917, (Bean-Barrett) +bonds to meet Federal co-operation are authorized. Four hundred +thousand dollars par value of these bonds were sold August 18, 1918 by the +Board of Control to the highest bidder, Clark-Kendall & Co., whose proposal +was $381,160.00. These bonds are four per cent and mature in from four +to eight years.</p> + +<p>The work accomplished during the biennium may be summed up as +follows:</p> + +<p class="ind10"> +50 miles of hard surface.<br /> +111.8 miles of broken stone or gravel surface.<br /> +134.5 miles of graded roadbed.<br /> +40 bridges. +</p> + +<p>With the close of the war and the prospect of declining prices of material +and a more plentiful supply of labor, the Commission looks forward to +1919 as a year in which a great deal can be accomplished and at this date +a tentative program has been prepared providing for improvement of +the State Highways in every county of the State.</p> + +<p>The report of the State Highway Engineer to the Commission is hereto +appended, showing in detail the work accomplished and the expenditures +during the biennium.</p> + +<p class='pagenum'><a name="Page_11" id="Page_11">[11]</a></p> + + +<h3>FINANCIAL STATEMENT OREGON STATE HIGHWAY COMMISSION</h3> + +<h4>STATEMENT FOR THE BIENNIUM ENDING NOVEMBER 30, 1918</h4> + +<table class="fsize80" summary="Table p11-1"> + +<tr> +<td colspan="5" class="left">ONE-QUARTER MILL TAX FUND—</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Balance on hand December 1, 1916</td> +<td class="right">$ 94,418.14</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Turnover January 1, 1917</td> +<td class="right">219,690.98</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Turnover January 1, 1918</td> +<td class="right bb">232,151.39</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Total receipts</td> +<td colspan="2" class="right">$ 546,260.51</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Expenditures from <span class="enum">1</span>⁄<span class="denom">4</span> mill tax fund to<br /> +Nov. 30, 1918</td> +<td class="left"> </td> +<td class="right bb">528,789.99</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Balance on hand December 1, 1918</td> +<td colspan="2"> </td> +<td class="right">$ 17,470.52</td> +</tr> + +<tr> +<td colspan="5"> </td> +</tr> + +<tr> +<td colspan="5" class="left">AUTOMOBILE LICENSE FUND—</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Turnover October 1, 1917</td> +<td class="right">$ 150,000.00</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Turnover April 1, 1918</td> +<td class="right">300,000.00</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Turnover October 1, 1918</td> +<td class="right bb">125,000.00</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Total receipts</td> +<td class="left"> </td> +<td class="right">$ 575,000.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Total expenditures to Nov. 30, 1918</td> +<td class="left"> </td> +<td class="right bb">281,902.67</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Balance, December 1, 1918</td> +<td colspan="2"> </td> +<td class="right">$ 293,097.33</td> +</tr> + +<tr> +<td colspan="5"> </td> +</tr> + +<tr> +<td class="left" colspan="5">SIX MILLION DOLLAR BOND FUND—</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">August 7, 1917, $500,000.00 bonds</td> +<td class="right">$ 471,300.08</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Accrued interest</td> +<td class="right">2,333.33</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Sept. 12, 1917, $500,000.00 bonds</td> +<td class="right">472,130.00</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Accrued interest</td> +<td class="right">1,833.33</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">March 15, 1918, $500,000.00 bonds</td> +<td class="right">455,850.00</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Accrued interest</td> +<td class="right">222.22</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">July 9, 1918, $690,000.00 bonds</td> +<td class="right">643,770.00</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Accrued interest</td> +<td class="right bb">2,606.54</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Total receipts from bond sales</td> +<td class="left"> </td> +<td class="right">$ 2,050,045.42</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Expenditures to November 30, 1918</td> +<td class="left"> </td> +<td class="right bb">2,049,025.47</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="4" class="left">Balance on hand December 1, 1918</td> +<td class="right">$ 1,019.95</td> +</tr> + +<tr> +<td colspan="5"> </td> +</tr> + +<tr> +<td colspan="5">STATE AND FEDERAL CO-OPERATIVE BONDS—</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">August 18, 1917, sold $400,000.00</td> +<td class="right">$388,040.00</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Accrued interest</td> +<td class="right bb">2,844.44</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td colspan="3" class="right">$ 390,884.44</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Expenditure of Board of Control<br />this issue</td> +<td class="right bb">400.00</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Turnover by Board of Control to<br />State Highway Commission</td> +<td class="left"> </td> +<td class="right">$ 390,484.44</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Expenditures to Nov. 30, 1918</td> +<td class="left"> </td> +<td class="right bb">28,539.55</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Balance on hand December 1, 1918</td> +<td colspan="2"> </td> +<td class="right">$361,944.89</td> +</tr> + +</table> +<p> </p> + +<h4 class="fsize80">SUMMARY</h4> + +<table class="fsize80" summary="Table p11-2"> + +<tr> +<td colspan="2" class="bt2 br"> </td> +<td class="center bt2 br"><span class="enum">1</span>⁄<span class="denom">4</span>-Mill</td> +<td class="center bt2 br">Auto</td> +<td class="center bt2 br">Six<br />Million</td> +<td class="center bt2 br">Federal<br />Co-<br />operative<br />Bonds<br />State and</td> +<td class="center bt2">Bean-Barrett</td> +</tr> + +<tr> +<td colspan="2" class="left bt br">Total Funds</td> +<td class="right bt br">$ 546,260.51</td> +<td class="right bt br">$ 575,000.00</td> +<td class="right bt br">$ 2,050,045.42</td> +<td class="right bt br">$ 390,484.44</td> +<td class="right bt">$ 3,561,790.37</td> +</tr> + +<tr> +<td colspan="2" class="left br">Expenditures</td> +<td class="right bb br">528,789.99</td> +<td class="right bb br">281,902.67</td> +<td class="right bb br">2,049,025.47</td> +<td class="right bb br">28,539.55</td> +<td class="right bb">2,888,257.68</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left br bb">Balance</td> +<td class="right bb br">$ 17,470.52</td> +<td class="right bb br">$ 293,097.33</td> +<td class="right bb br">$ 1,019.95</td> +<td class="right bb br">$ 361,944.89</td> +<td class="right bb">$ 673,532.69</td> +</tr> + +</table> + +<hr class="c45" /> +<p class='pagenum'><a name="Page_12" id="Page_12">[12]</a></p> + +<div class="figcenter"><a name="Fig01" id="Fig01"></a><img src="images/illo012.jpg" alt="LITTLE JACK FALLS ON THE COLUMBIA RIVER +HIGHWAY BETWEEN GOBLE AND RAINIER IN COLUMBIA COUNTY" /> +<p class="caption">LITTLE JACK FALLS ON THE COLUMBIA RIVER HIGHWAY BETWEEN GOBLE AND<br />RAINIER IN COLUMBIA COUNTY</p></div> +<hr class="c45" /> + +<p class='pagenum'><a name="Page_13" id="Page_13">[13]</a></p> + +<p class="title"><span class="fsize125">Report of the<br /></span> +<span class="fsize150">State Highway Engineer<br /></span> +to the<br /> +<span class="fsize125">State Highway Commission<br /></span> +of the<br /> +<span class="fsize125">State of Oregon<br /> +1917-1918</span></p> + +<p class="title fsize125">Herbert Nunn, State Highway Engineer</p> +<hr class="c45" /> +<p class='pagenum'><a name="Page_14" id="Page_14">[14]</a></p> + +<h2>LETTER OF TRANSMITTAL</h2> + +<p class="ind70">Salem, Oregon, December 18, 1918.</p> + +<p class="center">TO THE HONORABLE STATE HIGHWAY COMMISSION,</p> + +<p class="ind10">S. BENSON, Chairman,<br /> +W. L. THOMPSON, Commissioner,<br /> +R. A. BOOTH, Commissioner.</p> + +<p>Gentlemen:</p> + +<p>I have the honor to submit report covering the operations of the Highway +Department for the fiscal years ending November 30, 1917, and November +30, 1918.</p> + +<p>In view of the fact that the State Highway Department did not complete +its organization until late in the season of 1917 and due to the further +fact that practically all contracts were awarded after the first day of +July, 1917, it was impossible to place before the State Highway Commission +a report which would be of any particular value to the general public at the +end of the last fiscal year. Therefore, it has been decided to submit the +two fiscal years under one cover in order that the public may have at its +command a statement of public highway expenditures and the accomplishments +of the State Highway Department under the supervision of the +State Highway Commission.</p> + +<p>It was considered advisable by the Highway Commission to award +contracts and get work under way as early in 1917 as the necessarily late +organization of the Department would permit. The matter of preparing +estimates and calling for bids was therefore carried out as rapidly as possible, +using the data and surveys of the previous administration as a basis +for estimates.</p> + +<p>It is believed that by awarding the contracts during the year 1917, +approximately twenty per cent was saved on all construction for the reason +that the shortage in labor and material did not become serious in the State +of Oregon until late in that season.</p> + +<p>I wish to call the attention of the Commission to the law which requires +the State Highway Commission to make county surveys upon the State +highway system within the boundaries of any county making application. +I believe the law to be a good one, inasmuch as it furnishes free to counties +engineering skill which they cannot afford and places at their command an +organization which is in a position to carry out preliminary location and +estimates. The law states that this work shall be charged to the counties +under any future appropriation which may be made to them.</p> + +<p>The law limiting the expenditures of the State Highway Department +for engineering and administrative purposes to ten per cent of the total +moneys appropriated for construction, is sufficient for all purposes of the +State Highway Department, as an examination of the tabulated report +will show. However, as there are no separate funds set aside for the county +work as above noted, it has been necessary for this Department to charge +in all such work against our own engineering forces, and when I state to +you that the total sum for strictly county work, as requested by the county +courts, amounts to $137,954.74 in two years, you will see that the Department +is carrying a rather heavy burden which in reality does not belong to it. +So far the Department has been able to carry the burden and still live within +the ten per cent, but at any time the counties increase their construction +and engineering work and request our supervision, this might exceed the<span class='pagenum'><a name="Page_15" id="Page_15">[15]</a></span> +lawful limit which we are allowed. I recommend that this law be made +clearer and that certain funds be set aside for engineering work handled +by the State Highway Department for counties.</p> + +<p>In order to anticipate the large amount of construction for 1919, the +State Highway Department has worked a rather large engineering force +throughout the summer of 1918 and will continue it through the winter +of 1918 and 1919. This preliminary work is absolutely necessary in order +to award contracts early in the spring of 1919. The Federal Government +requires very carefully prepared plans and estimates for all future Government +work and this has been anticipated also, and practically every project +has been completed as to engineering features and submitted to the Federal +Government for approval.</p> + +<p class="center">Respectfully submitted,</p> + +<p class="ind70 center">HERBERT NUNN,<br /> +State Highway Engineer.</p> + +<hr class="c45" /> +<p class='pagenum'><a name="Page_17" id="Page_17">[17]</a></p> + +<p class="title"><span class="fsize125">Report of the<br /></span> +<span class="fsize150">State Highway Engineer<br /></span> +To the<br /> +<span class="fsize125">Oregon State Highway Commission<br /> +December 1, 1916, to November 30, 1918</span></p> + + +<h3>WORK ACCOMPLISHED</h3> + +<p>During the two-year period covered by this report, conditions have been +unusually unfavorable for highway construction work. Labor and materials +of all kinds have been difficult to secure, wages and prices have been +very high, transportation facilities have been inadequate and many other +conditions have operated to interfere with highway construction. During +the last year public sentiment has been opposed to the prosecution of construction +work and the restrictions imposed by the Federal Government +have prevented the undertaking of any extensive program of road improvement. +For these reasons the Highway Department has not handled nearly +the amount of work that it would have handled under normal conditions, +but nevertheless a great stride has been made in the development of +Oregon’s good roads system, and the Department feels that a fairly good +showing has been made. The actual construction work undertaken and +completed during the two years consists of fifty miles of paving, one +hundred and eleven and eight-tenths miles of macadamizing, one hundred +and thirty-four and five-tenths miles of grading and forty bridges and +large culverts.</p> + +<p>In addition to this actual construction work the Department has made +surveys of nine hundred and two miles of State roads and has prepared +designs for forty-two bridges for county authorities.</p> + + +<h3>MONEYS AVAILABLE AND EXPENDED</h3> + +<p>From December 1, 1916, to November 30, 1918, the State Highway +Department has had available for expenditure a total of $4,271,515.16 +of State and County funds. Of this amount $3,597,982.47 has been expended. +These amounts distributed over funds are as follows:</p> + +<table class="fsize80" summary="Table p17"> + +<tr> +<td colspan="3" class="center bt2 br">Funds</td> +<td class="center bt2 br">Amounts<br />Available</td> +<td class="center bt2">Amounts<br />Expended</td> +</tr> + +<tr> +<td colspan="3" class="left bt br">State Funds:</td> +<td class="bt br"> </td> +<td class="bt"> </td> +</tr> + +<tr> +<td style="padding-right: 2em;"> </td> +<td colspan="2" class="left br">One-quarter mill tax fund</td> +<td class="right br">$ 546,260.51</td> +<td class="right">$ 528,789.99</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Automobile license fund</td> +<td class="right br">575,000.00</td> +<td class="right">281,902.67</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Six million dollar bond fund</td> +<td class="right br">2,050,045.42</td> +<td class="right">2,049,025.47</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">State and Federal Co-operative bond fund</td> +<td class="right br bb">390,484.44</td> +<td class="right bb">28,539.55</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left br">Total State funds</td> +<td class="right br">$ 3,561,790.37</td> +<td class="right">$ 2,888,257.68</td> +</tr> + +<tr> +<td colspan="3" class="left br">County funds</td> +<td class="right br bb">709,724.79</td> +<td class="right bb">709,724.79</td> +</tr> + +<tr> +<td colspan="2" class="bb" style="padding-right: 2em;"> </td> +<td class="left bb br">Grand total</td> +<td class="right bb br">$ 4,271,515.16</td> +<td class="right bb">$ 3,597,982.47</td> +</tr> + +</table> +<p class='pagenum'><a name="Page_18" id="Page_18">[18]</a></p> + + +<h3>PAVING</h3> + +<p>A total of fifty miles of pavement was completed by the Department +during the 1917 and 1918 seasons. Had it not been for the entrance of +the United States into the war, this mileage would have been more than +doubled, but with need of paving materials, labor and capital for war uses, +the Commission felt that it must curtail its paving program to the greatest +possible extent. To this end, only three miles of pavement was started +during the 1918 season, whereas under normal conditions the mileage of +new work would have been greatly in excess of the forty-seven miles +undertaken in 1917.</p> + +<p>The sections of pavement completed are as follows:</p> + +<table class="fsize80" summary="Table p18"> + +<tr> +<td colspan="3" class="left">Clackamas County—</td> +<td class="right">Miles</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Oregon City to Canby</td> +<td class="right">7.5</td> +</tr> + +<tr> +<td colspan="3" class="left">Clatsop County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Astoria to Svensen</td> +<td class="right">3.5</td> +</tr> + +<tr> +<td colspan="3" class="left">Columbia County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Scappoose to Multnomah County Line</td> +<td class="right">2.5</td> +</tr> + +<tr> +<td colspan="3" class="left">Jackson County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Ashland Hill Section</td> +<td class="right">0.8</td> +</tr> + +<tr> +<td colspan="3" class="left">Tillamook County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Tillamook-Cloverdale Section</td> +<td class="right">5.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Umatilla County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Pendleton to Adams</td> +<td class="right">10.0</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Pendleton to State Hospital</td> +<td class="right">1.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Washington County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Multnomah County Line to Yamhill County Line</td> +<td class="right">12.5</td> +</tr> + +<tr> +<td colspan="3" class="left">Yamhill County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Newberg to Washington County Line</td> +<td class="right">3.2</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Sheridan east</td> +<td class="right bb">4.0</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total miles paved</td> +<td class="right">50.0</td> +</tr> + +</table> + +<p>All of the above pavements are sixteen feet in width, and despite the +fact that the prices of material and labor increased greatly during the +period between the inauguration of the six million dollar paving program +and the actual commencement of work, the cost of these paved roads has +been only slightly in excess of $1,000.00 per mile per foot width contemplated +at the time the six million dollar bond issue was voted. The actual +cost of the fifty miles of completed pavement was approximately $872,500.00 +which gives a unit cost of $1,090.00 per mile per foot width.</p> + +<p>Each of the sections paved is described in full in an article under the +heading of the particular county in which it is located.</p> + + +<h3>MACADAMIZING</h3> + +<p>One hundred and twelve miles of State roads have been surfaced with +broken stone and gravel macadam. Practically all of this surfacing is +sixteen feet wide; there are, however, a few short stretches of nine-foot +width necessitated by the coming on of wet weather before the full sixteen-foot +width could be completed. The total quantity of broken stone and +gravel placed in these 112 miles of surface was 247,925 cubic yards, an +average of 2,210 cubic yards per mile, which quantity of material per mile +gives an average loose thickness of eight and one-half inches for macadam +sixteen feet wide. The Department’s specifications call for a minimum +thickness of six inches. In many places, however, particularly on the +lower Columbia River work it was found necessary to place as much as +eighteen and twenty-four inches of rock before a satisfactory foundation +could be secured.</p> + +<p><span class='pagenum'><a name="Page_19" id="Page_19">[19]</a></span>The sections upon which broken stone or gravel surfacing was placed +are as follows:</p> + +<table class="fsize80" summary="Table p19-1"> + +<tr> +<td colspan="3" class="left">Clatsop County—</td> +<td class="right">Miles</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Astoria to Columbia County Line</td> +<td class="right">24.4</td> +</tr> + +<tr> +<td colspan="3" class="left">Columbia County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Clatsop County Line to Goble</td> +<td class="right">27.2</td> +</tr> + +<tr> +<td colspan="3" class="left">Deschutes County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Bend-Lapine Section (cinder macadam)</td> +<td class="right">12.5</td> +</tr> + +<tr> +<td colspan="3" class="left">Douglas County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Divide to Leona</td> +<td class="right">7.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Gilliam County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Condon to Thirty Mile Creek</td> +<td class="right">6.7</td> +</tr> + +<tr> +<td colspan="3" class="left">Hood River County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Cascade Locks to Hood River</td> +<td class="right">18.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Jackson County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Siskiyou Mountain Section</td> +<td class="right">6.5</td> +</tr> + +<tr> +<td colspan="3" class="left">Lake County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Lakeview-Paisley Section</td> +<td class="right">4.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Lane County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Divide-Cottage Grove Section</td> +<td class="right">1.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Wheeler County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Cummins Hill Section</td> +<td class="right bb">4.5</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total miles of macadam surfacing</td> +<td class="right">111.8</td> +</tr> + +</table> + +<p>A complete description of each of the above sections will be found in +the chapter devoted to the county in which the work was performed.</p> + + +<h3>GRADING</h3> + +<p>The grading work of the Highway Department is confined to the +building of those sections of State roads which are so located that the +counties in which they occur are not directly interested in their construction +or which are so expensive that county funds are inadequate for +their construction. The total number of miles graded during the last two-year +period was 134.5 miles, most of which was on the Pacific and +Columbia River highways.</p> + +<p>While the grading work was greatly curtailed during 1918 on account +of war conditions, work was continued in those localities where resident +labor was available and where the work interfered in no way with more +essential war industries.</p> + +<p>A complete tabulation of the grading jobs is given elsewhere in this +report, and a detailed outline of each is given under the respective county +headings. A few of the more important grading jobs are as follows:</p> + +<table class="fsize80" summary="Table p19-1"> + +<tr> +<td colspan="2" class="right">Miles</td> +</tr> + +<tr> +<td class="left">Grading between Cascade Locks and Hood River in Hood River County</td> +<td class="right">14.2</td> +</tr> + +<tr> +<td class="left">Elimination of Roberts Mountain grades in Douglas County</td> +<td class="right">12.8</td> +</tr> + +<tr> +<td class="left">Grading of Rice Hill section between Oakland and Yoncalla</td> +<td class="right">10.4</td> +</tr> + +<tr> +<td class="left">Elimination of Wolf Creek-Grave Creek grades in Josephine County</td> +<td class="right">4.9</td> +</tr> + +<tr> +<td class="left">Reduction of Cummins Hill grade in Wheeler County</td> +<td class="right">3.5</td> +</tr> + +<tr> +<td class="left">Grading between Oregon City and New Era in Clackamas county</td> +<td class="right">4.5</td> +</tr> + +</table> + +<h3>BRIDGES</h3> + +<p>The State Highway Department has, during the period covered by +this report, prepared designs for ninety-six bridges and fourteen special +culverts. Of these structures sixty bridges and ten culverts have been +constructed at a total cost to State and Counties of $617,388.09.</p> + +<p>The structures paid for out of State funds consist of twenty-two reinforced +concrete bridges, ten wood bridges, and seven culverts. The total +expenditure of State funds for these bridges and culverts was $239,044.85.</p> + +<p class='pagenum'><a name="Page_20" id="Page_20">[20]</a></p> + +<div class="figcenter"><a name="Fig02" id="Fig02"></a><img src="images/illo020.jpg" alt="REINFORCED +CONCRETE BRIDGE OVER HOOD RIVER, NEARING COMPLETION, ON THE COLUMBIA RIVER HIGHWAY AT HOOD RIVER CITY. BUILT IN 1918." /> +<p class="caption">REINFORCED CONCRETE BRIDGE OVER HOOD RIVER, NEARING COMPLETION, ON THE<br />COLUMBIA +RIVER HIGHWAY AT HOOD RIVER CITY. BUILT IN 1918.</p></div> + +<p><span class='pagenum'><a name="Page_21" id="Page_21">[21]</a></span>The +structures paid for out of county funds consist of thirteen reinforced +concrete bridges, fourteen wood and steel bridges, and four culverts; +the total cost of these structures being $378,343.24.</p> + +<p>Of the structures paid for by the counties, the State Highway Department +supervised the construction for three reinforced concrete bridges, +four steel and wood bridges, and one culvert; the cost of which totaled +$288,743.24.</p> + +<p>A complete tabulation of the bridges designed and constructed is given +in another part of this report, and complete descriptions of the more +important structures will be found in the articles devoted to the particular +counties in which the structures are located.</p> + +<p>The $250,000.00 intercounty bridge across the Willamette River at Salem +was completed, and has attracted more than local attention. While the +cost of this structure was borne by Marion and Polk Counties the design +and construction engineering were handled by this Department.</p> + +<p>The reinforced concrete arch bridge at Hood River, the largest concrete +bridge yet constructed in this State was designed and built under State +supervision, although the County also contributed toward its cost.</p> + +<p>Among the proposed bridges of considerable magnitude for which county +officials have requested designs from this Department may be mentioned +the Deschutes and Oregon City. The former will be located between the +present toll bridge and the railroad bridge across the Deschutes River and +will thus obviate the necessity of toll payments. It will consist of a series +of reinforced concrete arches. The Oregon City bridge will replace the old +suspension bridge across the Willamette. Studies are being made and comparisons +of various types of bridges and locations of site are being made.</p> + +<p>During the war period, both for patriotic and economic reasons the +employment of steel bridges was discontinued and wooden truss bridges used +instead. Now that the demand for steel for war purposes has subsided, +and there are indications of a decline in the price of structural steel in the +near future, the resumption of use of that material in the construction of +bridges will probably be more general.</p> + + +<h3>ELIMINATION OF GRADE CROSSINGS</h3> + +<p>The Department is working consistently for the elimination of dangerous +grade crossings. No less than ten grade crossings have been done away with +as far as through traffic on State Roads is concerned, during the past two +years. Most of these eliminations have been brought about by holding roads +on the same side of railway tracks instead of crossing over and back. Two +of the eliminations, however, were brought about by grade separations; +one near Rex in Washington County and another near Ashland in Jackson +County, both of these grade separations being undercrossings.</p> + +<p>An agreement was also reached whereby a reinforced concrete overhead +crossing will be constructed to eliminate a very dangerous grade crossing +on the Pacific Highway near Divide, in Lane County. This structure would +have been built in 1918, but on account of the requirements of material for +war purposes, the United States Highway Council ordered the construction +delayed. It will undoubtedly be constructed during the 1919 season.</p> + + +<h3>FEDERAL CO-OPERATION</h3> + +<p><span class='pagenum'><a name="Page_22" id="Page_22">[22]</a></span>In 1916, the United States Congress enacted a law making available +$85,000,000.00 of Federal Government moneys for co-operation with the +several States in the construction and improvement of roads. Of this +amount, $75,000,000.00 is appropriated for co-operation on “Post Roads,” +roads over which either rural or star post routes are operated, and $10,000,000.00 +is appropriated for co-operation on “Forest Roads,” roads within +or partly within National Forests.</p> + +<p>During the five year period prior to July 1, 1921, there will become +available to the State of Oregon from the Government Funds set aside by +this Act the following amounts:</p> + +<table class="fsize80" summary="Table p22-1"> + +<tr> +<td colspan="2" class="bt2 br"> </td> +<td class="center bt2 br">For<br />Post Roads</td> +<td class="center bt2">For<br />Forest Roads</td> +</tr> + +<tr> +<td colspan="2" class="left bt br">July 1, 1916, to July 1, 1917</td> +<td class="right bt br">$ 78,687.00</td> +<td class="right bt">$ 127,794.00</td> +</tr> + +<tr> +<td colspan="2" class="left br">July 1, 1917, to July 1, 1918</td> +<td class="right br">157,375.00</td> +<td class="right">127,794.00</td> +</tr> + +<tr> +<td colspan="2" class="left br">July 1, 1918, to July 1, 1919</td> +<td class="right br">236,062.00</td> +<td class="right">127,794.00</td> +</tr> + +<tr> +<td colspan="2" class="left br">July 1, 1919, to July 1, 1920</td> +<td class="right br">314,749.00</td> +<td class="right">127 794.00</td> +</tr> + +<tr> +<td colspan="2" class="left br">July 1, 1920, to July 1, 1921</td> +<td class="right bb br">393,437.00</td> +<td class="right bb">127,794.00</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left bb br">Totals</td> +<td class="right bb br">$ 1,180,310.00</td> +<td class="right bb">$ 638,970.00</td> +</tr> + +</table> + +<p>Total amount of government funds apportioned to the State of Oregon +for co-operative work. $1,819,280.00.</p> + +<p>With the funds thus apportioned to the State, the Government will +co-operate on approved road projects to not to exceed fifty per cent of +their cost. Therefore, the State, or the State co-operating with the Counties, +must provide amounts at least equal to the amounts set aside by the Federal +Government in order to avail itself of the funds apportioned to it.</p> + +<p>In 1917, the State Legislature passed a bill accepting the terms of the +Federal Government’s co-operative offer and authorizing the issue of bonds +to the amount of $1,819,280.00 to provide the funds necessary to match the +Government funds. There is thus available for expenditure on post and +forest roads in the State during the five years prior to July 1, 1921, the +following amounts:</p> + +<table class="fsize80" summary="Table p22-2"> + +<tr> +<td colspan="5" class="left">For Post Road Projects:</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Federal Government Funds</td> +<td class="right">$ 1,180,310.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">State Funds</td> +<td class="right bb">1,180,310.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="5" class="right">$ 2,360,620.00</td> +</tr> + +<tr> +<td colspan="5" class="left">For Forest Road Projects:</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Federal Government Funds</td> +<td class="right">$ 638,970.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">State Funds</td> +<td class="right bb">638,970.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="4"> </td> +<td class="right bb">1,277,940.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total</td> +<td class="left"> </td> +<td class="right">$ 3,638,560.00</td> +</tr> + +</table> + +<p>For Post Road Projects the plans are prepared, contracts let and work +supervised by the State Highway Department, subject, of course, to approval +and acceptance by the Secretary of Agriculture through the Federal Office +of Public Roads and Rural Engineering. For Forest Road Projects, the +plans are prepared, contracts let and work supervised by the Federal Office +of Public Roads and Rural Engineering acting for the Secretary of Agriculture. +The State Highway Department is, therefore, directly responsible +for the work done on Post Road Projects, whereas on Forest Road Projects +the responsibility rests with the Office of Public Roads and Rural Engineering,<span class='pagenum'><a name="Page_23" id="Page_23">[23]</a></span> +the State Highway Department simply approving the projects and +auditing the claims presented by the Federal Government against the State’s +share of the funds.</p> + +<p>It is the policy of the Highway Department to match the Government +Funds with equal amounts from State Funds only, any County Funds +which may be available being used to increase the total amounts available +rather than to reduce the amount of State co-operation. On projects +approved to November 30, 1918, the amount of these additional funds provided +by counties is approximately $325,000.00.</p> + + +<h3>POST ROAD PROJECTS</h3> + +<p>Up to November 30, 1918, fifteen Post Road Projects had been submitted +to the Office of Public Roads for approval. Of these fifteen projects nine +have received approval, three have been rejected as not complying with the +government requirements as regards rural and star route mail service over +them, and three are pending action by the Secretary of Agriculture. The +rejected projects were the Wolf Creek-Grave Creek project in Josephine +county, the Canyonville-Galesville project in Douglas County, and the Myrtle +Creek-Dillard project also in Douglas County. The first and third of these +projects have since been constructed without government co-operation, and +the second is under construction as a “Forest Road.”</p> + +<p>Construction is now under way on two Post Road Projects both of which +are in Union County. These are the Elgin-Minam project, estimated to cost +$41,151.00, and the Union-Telocaset project, estimated to cost $30,000.00. +The contracts for the construction of both jobs were let on July 9, 1918, to +Union County, represented by the County Court, the lowest bidder. Subsequent +to the letting, however, the Attorney General gave the opinion that +the County Court had no legal authority to enter into a contract of this +nature, and in order to facilitate matters and prevent delay in construction +the State Highway Commission on September 10, 1918, agreed to take the +work over at the prices bid by the County, the County agreeing to reimburse +the State in case the cost of the work exceeded the bid prices.</p> + +<p>The total estimated cost of all projects agreed upon to date is $1,409,993.24 +of which $627,496.62 is to be paid by the Federal Government, +$627,496.62 by the State, and $155,000.00 by the Counties interested. On +<a href="#Page_24">page 24</a> is given a tabulation of the Post Road Projects approved, giving the +estimated cost of each project with the respective amounts to be paid by +the State, the Federal Government and the Counties.</p> + + +<h3>FOREST ROAD PROJECTS</h3> + +<p>The Federal authorities and the State Highway Commission have to date +agreed upon co-operation on fourteen Forest Road Projects. The total estimated +cost of these fourteen projects is $1,246,204.65; $538,231.78 to be +provided by the Government, $538,231.78 by the State, and $169,741.09 by +the Counties.</p> + +<p>Construction is already under way on three of the Forest Projects, +namely: the Canyonville-Galesville section of the Pacific Highway in Douglas +County, the Three Rivers Project in Tillamook County, and the Ochoco +Canyon Project in Crook County.</p> + +<p class='pagenum'><a name="Page_24" id="Page_24">[24]</a></p> + +<h4>POST ROAD PROJECTS<br /> +<span class="fsize80">PROJECTS AGREED UPON TO NOVEMBER 30, 1918</span></h4> + +<table class="fsize80" summary="Table p24"> + +<tr> +<td rowspan="2" colspan="2" class="center bt2 br">Projects</td> +<td rowspan="2" class="center bt2 br">Project<br />Number</td> +<td rowspan="2" colspan="2" class="center bt2 br">Miles and Kind of Work</td> +<td rowspan="2" class="center bt2 br">Total Cost</td> +<td colspan="3" class="center bt2">Funds Provided</td> +</tr> + +<tr> +<td class="center bt br">By<br />Government</td> +<td class="center bt br">By State</td> +<td class="center bt">By Counties</td> +</tr> + +<tr> +<td colspan="2" class="left bt br">Baker County:</td> +<td class="br bt"> </td> +<td colspan="2" class="br bt"> </td> +<td class="br bt"> </td> +<td class="br bt"> </td> +<td class="br bt"> </td> +<td class="bt"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Baker-Middle Bridge Section</td> +<td class="center br">10</td> +<td class="right">17.0</td> +<td class="left br">miles—grading</td> +<td class="right br">$ 71,235.45</td> +<td class="right br">$ 28,117.73</td> +<td class="right br">$ 28,117.72</td> +<td class="right">$ 15,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Sag Section of Baker-Cornucopia<br />Road</td> +<td class="center br">9</td> +<td class="right">4.9</td> +<td class="left br">miles—grading and gravel</td> +<td class="right br">41,926.00</td> +<td class="right br">17,963.00</td> +<td class="right br">17,963.00</td> +<td class="right">6,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Canyon Section of Baker-<br />Cornucopia Road</td> +<td class="center br">11</td> +<td class="right">4.5</td> +<td class="left br">miles—grading</td> +<td class="right br">22,498.00</td> +<td class="right br">8,249.00</td> +<td class="right br">8,249.00</td> +<td class="right">6,000.00</td> +</tr> + +<tr> +<td colspan="2" class="left br">Grant County:</td> +<td class="br"> </td> +<td colspan="2" class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">John Day to Fiske Creek Section</td> +<td class="center br">13</td> +<td class="right">7.2</td> +<td class="left br">miles—grading and gravel</td> +<td class="right br">143,817.14</td> +<td class="right br">71,908.57</td> +<td class="right br">71,908.57</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Hall Hill to Prairie City Section</td> +<td class="center br">14</td> +<td class="right">2.2</td> +<td class="left br">miles—grading and gravel</td> +<td class="right br">43,282.47</td> +<td class="right br">21,641.23</td> +<td class="right br">21,641.24</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="2" class="left br">Harney County:</td> +<td class="br"> </td> +<td colspan="2" class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Burns-Crane Project</td> +<td class="center br">15</td> +<td class="right">6.0</td> +<td class="left br">miles—grading and gravel</td> +<td class="right br">48,000.00</td> +<td class="right br">20,000.00</td> +<td class="right br">20,000.00</td> +<td class="right">8,000.00</td> +</tr> + +<tr> +<td colspan="2" class="left br">Malheur County:</td> +<td class="br"> </td> +<td colspan="2" class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Project to be selected</td> +<td class="br"> </td> +<td class="left"> </td> +<td class="br"> </td> +<td class="right br">100,000.00</td> +<td class="right br">40,000.00</td> +<td class="right br">40,000.00</td> +<td class="right">20,000.00</td> +</tr> + +<tr> +<td colspan="2" class="left br">Marion County:</td> +<td class="br"> </td> +<td colspan="2" class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Salem-Aurora Project</td> +<td class="center br">7</td> +<td class="right">18.0</td> +<td class="left br">miles—grading</td> +<td class="right br">347,232.60</td> +<td class="right br">173,616.30</td> +<td class="right br">173,616.30</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="2" class="left br">Union County:</td> +<td class="br"> </td> +<td colspan="2" class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Elgin-Minam Project</td> +<td class="center br">5</td> +<td class="right">9.3</td> +<td class="left br">miles—grading</td> +<td class="right br">41,151.00</td> +<td class="right br">20,575.50</td> +<td class="right br">20,575.50</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Union-Telocaset Project</td> +<td class="center br">8</td> +<td class="right">6.0</td> +<td class="left br">miles—grading</td> +<td class="right br">30,000.00</td> +<td class="right br">15,000.00</td> +<td class="right br">15,000.00</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wasco County:</td> +<td class="br"> </td> +<td colspan="2" class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">The Dalles-Three Mile Creek<br />Project</td> +<td class="ellips br">...</td> +<td class="right">2.0</td> +<td class="left br">miles—paving</td> +<td class="right br">44,000.00</td> +<td class="right br">20,000.00</td> +<td class="right br">20,000.00</td> +<td class="right">4,000.00</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wheeler County:</td> +<td class="br"> </td> +<td colspan="2" class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Fossil-Sarvice Creek Project</td> +<td class="center br">4</td> +<td class="right">9.5</td> +<td class="left br">miles—grading</td> +<td class="right br">36,733.40</td> +<td class="right br">18,366.70</td> +<td class="right br">18,366.70</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wheeler and Grant Counties:</td> +<td class="br"> </td> +<td colspan="2" class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Sarvice Creek-Valades Ranch<br />Project</td> +<td class="center br">6</td> +<td class="right">48.5</td> +<td class="left br">miles—grading</td> +<td class="right br">400,433.80</td> +<td class="right br">157,216.90</td> +<td class="right br">157,216.90</td> +<td class="right">86,000.00</td> +</tr> + +<tr> +<td colspan="2" class="left br">Yamhill County:</td> +<td class="br"> </td> +<td colspan="2" class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="bb"> </td> +<td class="left br bb">Grande Ronde Project</td> +<td class="center br bb">12</td> +<td class="right bb">2.8</td> +<td class="left br bb">miles—grading and gravel</td> +<td class="right br bb">39,683.38</td> +<td class="right br bb">14,841.691</td> +<td class="right br bb">4,841.69</td> +<td class="right bb">10,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="3" class="left br">Total estimated cost of all Projects</td> +<td class="right br">$ 1,409,993.24</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="3" class="left br">Federal Government Funds</td> +<td class="br"> </td> +<td class="right br">$ 627,496.62</td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="3" class="left br">State Funds</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="right br">$ 627,496.62</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left bb"> </td> +<td colspan="3" class="left bb br">County Funds</td> +<td class="bb br"> </td> +<td class="br bb"> </td> +<td class="br bb"> </td> +<td class="right bb">$ 155,000.00</td> +</tr> + +</table> + +<p><span class='pagenum'><a name="Page_25" id="Page_25">[25]</a></span>The Canyonville-Galesville section is what is generally known as Cow +Creek Canyon, one of the worst stretches on the Pacific Highway. This +section is 9.7 miles in length, and is to be graded sixteen feet wide; the +estimated total cost being $211,000.00. The work is under contract to John +Hampshire & Co., of Grants Pass.</p> + +<p>The Three Rivers Project is 10.35 miles in length and lies between Hebo +and Dolph on the Portland-Tillamook Highway in Tillamook County. The +County of Tillamook, represented by its County Court was the low bidder +on this work, but before the contract was entered into, the Attorney General +ruled that the County Court had no authority to contract work of this +kind. The State Highway Department having available the necessary +equipment and desiring to get this important piece of road work under way, +agreed with the Federal Government to take the work over at the prices +bid by Tillamook County.</p> + +<p>A tabulation of Forest Road Projects approved to date and giving the +estimated cost and amounts of County, State and Government Funds is +given below.</p> + +<h4>FOREST ROAD PROJECTS<br /> +<span class="fsize80">PROJECTS APPROVED TO NOVEMBER 30, 1918</span></h4> + +<table class="fsize80" summary="Table p25"> + +<tr> +<td rowspan="2" colspan="3" class="center bt2 br">Projects</td> +<td rowspan="2" class="center bt2 br">Estimated<br />Total<br />Cost</td> +<td colspan="3" class="center bt2">Funds Provided</td> +</tr> + +<tr> +<td class="center bt br">By<br />Government</td> +<td class="center bt br">By State</td> +<td class="center bt">By County</td> +</tr> + +<tr> +<td colspan="3" class="bt br">Clackamas County:</td> +<td class="br bt"> </td> +<td class="br bt"> </td> +<td class="br bt"> </td> +<td class="bt"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Zigzag Section of Mt.<br />Hood Road</td> +<td class="right br">$ 48,000.00</td> +<td class="right br">$ 24,000.00</td> +<td class="right br">$ 24,000.00</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="br">Crook County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Ochoco Canyon Project</td> +<td class="right br">52,500.00</td> +<td class="right br">17,500.00</td> +<td class="right br">17,500.00</td> +<td class="right">17,500.00</td> +</tr> + +<tr> +<td colspan="3" class="br">Curry County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Curry-Coos Project</td> +<td class="right br">110,000.00</td> +<td class="right br">55,000.00</td> +<td class="right br">55,000.00</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="br">Deschutes-Lane Counties:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">McKenzie Pass Project</td> +<td class="right br">190,455.00</td> +<td class="right br">82,078.00</td> +<td class="right br">82,078.00</td> +<td class="right">26,299.00</td> +</tr> + +<tr> +<td colspan="3" class="br">Douglas County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Canyonville-Galesville</td> +<td class="right br">211,000.00</td> +<td class="right br">94,000.00</td> +<td class="right br">94,000.00</td> +<td class="right">23,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Tiller Trail Project</td> +<td class="right br">123,603.00</td> +<td class="right br">48,439.00</td> +<td class="right br">48,439.00</td> +<td class="right">26,725.00</td> +</tr> + +<tr> +<td colspan="3" class="br">Lake County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Lapine-Lakeview Project</td> +<td class="right br">79,419.00</td> +<td class="right br">39,709.50</td> +<td class="right br">39,709.50</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="br">Jackson County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Medford-Crater Lake<br />Project</td> +<td class="right br">72,372.00</td> +<td class="right br">34,436.00</td> +<td class="right br">34,436.00</td> +<td class="right">3,500.00</td> +</tr> + +<tr> +<td colspan="3" class="br">Josephine County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grants Pass-Crescent<br />City Project</td> +<td class="right br">31,476.00</td> +<td class="right br">15,738.00</td> +<td class="right br">15,738.00</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="br">Klamath County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Anna Creek Section of<br />Crater Lake Road</td> +<td class="right br">6,780.40</td> +<td class="right br">3,390.20</td> +<td class="right br">3,390.20</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="br">Lane County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Eugene-Florence Project</td> +<td class="right br">123,951.25</td> +<td class="right br">41,317.08</td> +<td class="right br">41.317.08</td> +<td class="right">41,317.09</td> +</tr> + +<tr> +<td colspan="3" class="br">Tillamook County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Three Rivers Project</td> +<td class="right br">122,000.00</td> +<td class="right br">50,250.00</td> +<td class="right br">50,250.00</td> +<td class="right">21,500.00</td> +</tr> + +<tr> +<td colspan="3" class="br">Wallowa County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Flora-Enterprise Project</td> +<td class="right br">29,648.00</td> +<td class="right br">12,324.00</td> +<td class="right br">12,324.00</td> +<td class="right">5,000.00</td> +</tr> + +<tr> +<td colspan="3" class="br">Wheeler County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Ochoco Canyon Project</td> +<td class="right br bb">45,000.00</td> +<td class="right br bb">20,050.00</td> +<td class="right br bb">20,050.00</td> +<td class="right bb">4,900.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left br">Total estimated cost<br />of all Projects</td> +<td class="right br">$ 1,246,204.65</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left br">Federal Govt. Funds</td> +<td class="left br"> </td> +<td class="right br">$ 538,231.78</td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left br">State Funds</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="right br">$ 538,231.78</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left bb"> </td> +<td class="left bb br">County Funds</td> +<td class="left bb br"> </td> +<td class="left bb br"> </td> +<td class="left bb br"> </td> +<td class="right bb">$ 169,741.09</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_26" id="Page_26">[26]</a></p> + +<div class="figcenter"><a name="Fig03" id="Fig03"></a><img src="images/illo026.jpg" alt="MOUNT ASHLAND FROM THE PACIFIC HIGHWAY IN +JACKSON COUNTY. ELEVATION OF HIGHWAY 4,480 FEET" /> +<p class="caption">MOUNT ASHLAND FROM THE PACIFIC HIGHWAY IN JACKSON COUNTY.<br />ELEVATION OF HIGHWAY 4,480 FEET</p></div> + + +<p class='pagenum'><a name="Page_27" id="Page_27">[27]</a></p> +<h3>THE PACIFIC HIGHWAY</h3> + +<p>The Pacific Highway running from Portland, through Oregon City, +Salem, Albany, Eugene, Roseburg, Grants Pass, Medford and Ashland to the +California line, is probably the most important through highway in the +State. Along it are situated nine of the most important cities of the State. +It traverses the immensely productive valleys of the Willamette, the +Umpqua and the Rogue Rivers. It is the intercommunicating road for nine +of the thirty-five counties of the State, and passes through the county seats +of all but one of the nine. It is the only continuous and direct road along +the Pacific Coast west of the Cascade Mountains, and connecting as it does +the metropoli of the three Pacific Coast States it is the most important +interstate highway in the West. From the standpoint of the tourist, Oregon +would not be on the map if it had no Pacific Highway. It is the road that +makes Oregon accessible to tourists from other states.</p> + +<p>Being the most important highway in the State, the Pacific Highway +should be the best highway in the State. To make it the best and at the +same time to bring it up to the standard of the same highway in the adjacent +states of Washington and California is one of the ends toward which the +Highway Commission has been working during the past two years. During +that time 53.3 miles of the very worst stretches of this highway have been +newly graded to trunk highway standards. This grading has eliminated +practically all of those heavy and dangerous grades which have made +Oregon notorious for bad roads and which have kept thousands of auto +tourists from visiting the State. In addition to grading 53.3 miles on the +Pacific Highway, the Highway Commission has put down 8.3 miles of pavement +and 14.5 miles of macadam, the total cost of all of these improvements +being $971,000.00. As a part of the 1919 program, the Highway Commission +has already appropriated for the improvement of the Pacific Highway the +sum of $1,147,000.00, with which it is planned to build 46 miles of pavement +and 38 miles of macadam surface.</p> + +<p>The particular sections of the Pacific Highway constructed during 1917 +and 1918, together with their mileages and total costs are given below. All +of these sections are completed with the exception of the Canyonville-Galesville +Forest Road Project which is well under way.</p> + +<table class="fsize80" summary="Table p27"> + +<tr> +<td colspan="3" class="center bt2 br">Sections</td> +<td class="center bt2 br">Miles</td> +<td class="center bt2">Total Cost</td> +</tr> + +<tr> +<td colspan="3" class="left bt br">Grading (including bridges)—</td> +<td class="left bt br"> </td> +<td class="left bt"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Oregon City to New Era</td> +<td class="right br">4.0</td> +<td class="right">$ 75,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Divide to Leona</td> +<td class="right br">7.0</td> +<td class="right">50,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Yoncalla to Oakland</td> +<td class="right br">10.8</td> +<td class="right">101,100.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Myrtle Creek to Dillard</td> +<td class="right br">12.8</td> +<td class="right">165,500.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Canyonville to Galesville</td> +<td class="right br">9.7</td> +<td class="right">211,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Wolf Creek to Grave Creek</td> +<td class="right br">4.9</td> +<td class="right">68,300.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grants Pass to Jackson County Line</td> +<td class="right br">3.3</td> +<td class="right">13,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Ashland Undercrossing</td> +<td class="right br">.8</td> +<td class="right">9,800.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Macadam—</td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Cottage Grove to Divide</td> +<td class="right br">1.0</td> +<td class="right">6,100.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Divide to Leona</td> +<td class="right br">7.0</td> +<td class="right">64,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Siskiyou to California Line</td> +<td class="right br">6.5</td> +<td class="right">56,300.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Paving—</td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Oregon City to Canby</td> +<td class="right br">7.5</td> +<td class="right">135,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Ashland Hill Section</td> +<td class="right br bb">.8</td> +<td class="right bb">15,900.00</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left bb"> </td> +<td class="left bb br">Total cost of improvements completed and under<br />way on Pacific Highway, 1917-1918</td> +<td class="ellips bb br">...</td> +<td class="right bb">$ 971,000.00</td> +</tr> + +</table> + + +<p class='pagenum'><a name="Page_28" id="Page_28">[28]</a></p> + + +<h3>THE COLUMBIA RIVER HIGHWAY</h3> + +<p>The Columbia River Highway is second only to the Pacific Highway as +a commercial necessity in the state of Oregon; furthermore, the Columbia +River Highway is the only connecting link between Eastern and Western +Oregon that can be kept open for vehicular traffic throughout the entire +year.</p> + +<p>From a scenic standpoint, the Columbia River Highway has now become +world famous, not only because of its wonderful natural advantages of +location, but because of the high standard of construction. A large part of +this combined commercial and scenic road is now open to traffic and the +coming year will see the elimination of the last almost impassable barrier—the +summit between Hood River and Mosier, a piece of construction 5.8 +miles in length which will cost approximately $350,000 for the grading alone.</p> + +<p>The Columbia River Highway parallels the Columbia River from the +Pacific Ocean to Umatilla, a distance of 320 miles, thence southeast an +additional 40 miles to Pendleton, where it connects with the Old Oregon +Trail. The Old Oregon Trail continues southeast for a distance of 190 +miles, crossing the Idaho-Oregon line at Huntington; making a continuous +highway 550 miles in length.</p> + +<p>At this date, the grading of the Columbia River Highway is practically +complete from Astoria to Hood River, a total distance of 174 miles, and +the greater part of it is now either paved or macadamized.</p> + +<p>The cost of work completed on the Columbia River Highway between +Astoria and Portland during the period covered by this report, after all +payments are made will be approximately $866,000.00, of which amount +$832,078.35 has been expended to date. The work accomplished consists of +9.4 miles of grading, 51.6 miles of macadamizing, 6 miles of paving, 15 reinforced +concrete bridges and one covered wood draw bridge.</p> + +<p>On the upper Columbia River Highway between Hood River and Cascade +Locks, 14.2 miles have been graded, 18 miles gravelled, and a number of +reinforced concrete bridges built, among which is the Hood River bridge at +Hood River, costing $48,000.00. The total cost of the work completed +between Hood River and Cascade Locks will amount to $466,000.00.</p> + +<p>The sections improved during this period, with their mileages and costs +are as follows:</p> + +<table class="fsize80" summary="Table p28"> + +<tr> +<td colspan="3" class="center bt2 br">Sections</td> +<td class="center bt2 br">Miles</td> +<td class="center bt2">Total Cost</td> +</tr> + +<tr> +<td colspan="3" class="left bt br">Grading—</td> +<td class="bt br"> </td> +<td class="bt"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Cascade Locks to Hood River</td> +<td class="right br">14.2</td> +<td class="right">$ 355,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Goble to Clatskanie</td> +<td class="right br">8.2</td> +<td class="right">78,500.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Astoria to Svensen</td> +<td class="right br">1.2</td> +<td class="right">15,000.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Bridges—</td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Hood River Bridge</td> +<td class="ellips br">...</td> +<td class="right">48,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Beaver Valley Bridges</td> +<td class="ellips br">...</td> +<td class="right">32,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">John Day River Bridge</td> +<td class="ellips br">...</td> +<td class="right">25,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Other Bridges</td> +<td class="ellips br">...</td> +<td class="right">31,000.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Paving—</td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Astoria to Svensen</td> +<td class="right br">3.5</td> +<td class="right">65,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Scappoose to Multnomah County Line</td> +<td class="right br">2.5</td> +<td class="right">37,500.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Macadamizing—</td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Astoria to Svensen</td> +<td class="right br">5.5</td> +<td class="right">30,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Svensen to Columbia County Line</td> +<td class="right br">18.9</td> +<td class="right">215,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Clatsop County Line to Goble</td> +<td class="right br">27.2</td> +<td class="right">335,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Cascade Locks to Hood River</td> +<td class="right br bb">18.0</td> +<td class="right bb">65,000.00</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left bb"> </td> +<td class="left bb br">Total Expenditures 1917 and 1918</td> +<td class="ellips bb br">...</td> +<td class="right bb">$1,332,000.00</td> +</tr> + +</table> + +<p><span class='pagenum'><a name="Page_29" id="Page_29">[29]</a></span>During 1919, work will be undertaken on the Columbia River Highway +to the amount of $1,400,000.00, comprising 10 miles of pavement, 85 miles of +gravel macadam and 80 miles of grading. This work when completed will +provide a surfaced highway between Astoria and Pendleton.</p> + + +<h3>COUNTY WORK SUPERVISED BY THE HIGHWAY DEPARTMENT</h3> + +<p>That the Counties of the State have confidence in the Highway Department +and recognize the ability of the Department to get results is evidenced +by the fact that $709,724.79 of county funds have been voluntarily turned +over to the Department during 1917 and 1918 to be expended under its +supervision.</p> + +<p>This, $709,724.79, is the actual amount of money paid out by Counties +on vouchers audited and approved by the Department. In addition to this +a large amount of work has been done by Counties under the supervision of +the Department, for which payment was made direct by the Counties without +being audited by the Highway Department. No record of the total +amount thus expended is available, but it is estimated to be about $200,000.00. +No part of this amount is included in any of the tabulations of +expenditures given in this report. The cost of engineering and supervision +of work handled in this manner, has been paid by the Highway Department +and is included in <a href="#TabVI">Table VI</a> of the Financial Report as “Engineering +County Construction.”</p> + +<p>For co-operation on Post and Forest Road Projects, a total of $325,000.00 +of County Funds have already been pledged. Of this amount $155,000.00 +will be expended under State supervision, and $170,000.00 under +Federal Government supervision.</p> + + +<h3>CONSTRUCTION WORK BY STATE FORCES</h3> + +<p>While the major part of the work supervised by the State Highway +Department is handled under the contract system, it has been found to be +good business for the Department to go into competition with contractors +and where satisfactory bids are not received to proceed to handle the work +with State forces.</p> + +<p>During 1917 and 1918, the Department handled in this manner the +construction of 45.5 miles of macadam surfacing, 3.0 miles of concrete paving, +and 27.3 miles of grading.</p> + +<p>Although war conditions prevailed during the past year and every +possible obstacle had to be surmounted, the work done with State forces +made a creditable showing when compared with cost plus and contract jobs. +Especially is this true of paving work where a comparison of costs with bid +prices show a very substantial saving to the State, as illustrated by the +following table:</p> + +<table class="fsize80" summary="Table p29"> + +<tr> +<td colspan="2" class="center bt2 br"> </td> +<td class="center bt2 br">Length<br /> in<br />Miles</td> +<td class="center bt2 br">Preliminary<br />Estimate<br />of Cost</td> +<td class="center bt2 br">Cost<br />Based on<br />Lowest Bid<br />Price</td> +<td class="center bt2 br">Actual Cost<br />With State<br />Forces</td> +<td class="center bt2">Saving to<br />State</td> +</tr> + +<tr> +<td colspan="2" class="left bt br">Sheridan Paving</td> +<td class="right bt br">2.2</td> +<td class="right bt br">$ 42,535.50</td> +<td class="right bt br">$ 52,438.00</td> +<td class="right bt br">$ 40,065.61</td> +<td class="right bt">$ 12,372.39</td> +</tr> + +<tr> +<td colspan="2" class="left br">Ashland Hill Paving</td> +<td class="right bb br">.8</td> +<td class="right bb br">16,962.00</td> +<td class="right bb br">19,858.66</td> +<td class="right bb br">15,908.03</td> +<td class="right bb">3,950.63</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left bb br">Total</td> +<td class="right bb br">3.0</td> +<td class="right bb br">$ 59,497.50</td> +<td class="right bb br">$ 72,296.66</td> +<td class="right bb br">$ 55,973.64</td> +<td class="right bb">$ 16,323.02</td> +</tr> + +</table> + + +<p><span class='pagenum'><a name="Page_30" id="Page_30">[30]</a></span>Highway construction by the State Highway Department with its own +forces has its limitation, however, in spite of the fact that it is often possible +to do work at less cost than by contract. The Oregon State Highway Department +is by law and of necessity an engineering organization and, in order +to have the best success in handling construction work, it is necessary to +have a distinct organization.</p> + +<p>In the hiring of men for handling such construction, it is necessary for +the State to compete with contractors for the higher priced and more +experienced men, and the contractor is often in a position to offer more +salary than the State. Furthermore, it is necessary for the State to carry +large quantities of expensive equipment which is idle at least a part of the +year, and, in fact, the amount of equipment necessary to handle all of the +State work by force account would represent too large a portion of the +year’s available money for road work.</p> + +<p>In handling its construction work direct, however, the Department has +the advantage of not being required to make a profit on the work, neither +has it to pay interest on the necessary moneys to carry payrolls and other +incidentals, neither is there any loss in retained percentage. The State +does not have to carry a construction bond and, in fact, there are many +reasons why a state should handle its construction direct, cheaper than by +contract.</p> + +<p>There is much to be said on both sides of the question, but the Department +at this time does not believe that it is justified in attempting to handle +all of the State work, believing that only under certain conditions where the +State does not receive reasonable bids the work should be handled direct.</p> + +<p>The State Highway Department has many large construction jobs under +contract at one time, and it is obvious, even to the layman, that an organization +to handle all of this work with State forces is impossible under the +present laws of the State of Oregon, and the Department recommends that +force account be limited to such cases as are mentioned above and work +for which the quantities and cost can not be closely estimated in advance of +construction, such as maintenance work and light grading.</p> + + +<h3>STATE HIGHWAY FUNDS</h3> + +<p>The funds at the disposal of the Highway Department are divided as +follows:</p> + +<p class="tb"> </p> + +<p><b>The State Highway Fund</b> provides for one-quarter mill tax on the +assessed valuation of the State. This fund amounted to $219,690.98 in 1917; +$232,151.39 in 1918 and in 1919 will equal $246,883.47. The money available +in this fund provides a sufficient sum for the salaries and expenses of the +State Highway Department, and the cost of maintaining State highways +which have been constructed or improved. It is provided also, that with +the proceeds of this fund, the Commission may enter into co-operative agreements +with any County for the survey, construction, improvement or maintenance +of any State highway upon such basis or contribution as may be +agreed upon. The Bridge Department is maintained out of this fund and +furnishes designs for structures desired by the counties.</p> + +<p class="tb"> </p> + +<p><b>The Automobile License Fund.</b> Under the provision of Section 12, Chapter +423, Laws of 1917, the Secretary of State is directed to transfer to an +account under the jurisdiction of the State Highway Commission, the +receipts from the automobile license fees, less the cost of administration.<span +class='pagenum'><a name="Page_31" id="Page_31">[31]</a></span> +The law provides that these funds be transferred on April 1 and October 1 +of each year. The 1918 receipts from this fund were $425,000.00 and with +the rapid increase of the number of automobiles, it is expected that this +amount will be increased from year to year. The fund provides for the +payment of principal and interest, as the same shall become due, on the +bonded indebtedness of the State of Oregon, contracted for road purposes +under the provisions of the Six Million Dollar Bonding Act and the State +and Federal Road Bonding Act. The unexpended balance may be expended +on such State highway projects as the Commission approves.</p> + +<p>This fund is also used for co-operative work in counties where the Six +Million Dollar Fund may not be used and on State Highways not eligible for +improvement under the Post and Forest Road Acts.</p> + +<p class="tb"> </p> + +<p><b>The Six Million Dollar Road Bond Fund</b> provides for the issuance of six +million dollars in bonds during the next five years. It provides for the +sale of one million dollars in bonds in 1917; two million dollars in 1918, and +the balance as the Commission may think advisable. The primary purpose +of this act was to provide paving on the main highways of the State, contingent +upon the counties preparing the road bed according to the plans of +the State Highway Engineer.</p> + +<p>It also provides funds for the grading of the road bed on the Columbia +River Highway in Clatsop, Columbia and Hood River Counties and on the +Pacific Highway in Jackson County.</p> + +<p>At this date a total of $2,190,000 par value of bonds have been sold.</p> + +<p class="tb"> </p> + +<p><b>State and Federal Co-operative Road Bonds.</b> Under the Federal Aid +Road Act there is provided for expenditure by the Federal Government +during the next five years, $1,180,310.85 for the construction of Post Roads +in the State of Oregon and there is also available during the same period +the sum of $638,970.00 for the construction of highways within or partly +within the National Forests of the State. The purpose of this Act is to +meet Federal Aid in an equal amount and under this provision a total of +$1,819,280.85 in bonds is authorized to be issued by the Board of Control +and placed in a special fund to be used in carrying out the provisions of this +Act. A total of $400,000.00 par value of these bonds have been sold.</p> + + +<h3>EQUIPMENT</h3> + +<p>The State Highway Department owns construction and hauling equipment +to the approximate value of $100,000.00. This equipment is too varied +and extensive to be shown in detail in this report. However, it includes six +heavy auto trucks, two light auto trucks, twenty-two touring cars, three +concrete mixers, two gasoline locomotives, three road rollers, one Brown +hoist, one asphalt paving plant, three rock crushers and an extensive supply +of camp equipment, small tools, drills, steel, pipe, etc.</p> + +<p>Most of this equipment is in fine working condition and adaptable to +general highway work and has been used during the past year. However, +we have on hand a certain amount of machinery which was bought for +special purposes in former years, and while it has no doubt made a saving +sufficient to justify its original cost, the Department has no more use for +it and it would be advantageous to the Department if this equipment could +be disposed of and the money invested in more necessary machinery. Under +present conditions, the State law makes it necessary to return any money +from the sale of materials, supplies or equipment into the General Fund of<span +class='pagenum'><a name="Page_32" id="Page_32">[32]</a></span> +the State, and it is impossible to get this money back into highway funds +without a special act of the Legislature. Despite this fact, however, some +equipment was disposed of during the past year and the money turned into +the General Fund.</p> + +<p>If the State Highway Department is to proceed with any considerable +amount of work with State forces, it will be necessary to purchase some +additional equipment so that the work may be prosecuted more economically, +especially is this true of concrete bridge work and general maintenance +work. These are special types of work and special types of equipment are +necessary to handle them properly.</p> + +<p>During the past year a great amount of equipment has been rented from +private contractors and in case of short jobs and on special types of work, +this is economical, but on long jobs, it is much more economical to purchase +the necessary machinery as the amount paid out in rentals for a period of +six or eight months is a considerable portion of the purchase price.</p> + +<p>During the past season a warehouse was built by the Department for the +purpose of housing construction equipment. This warehouse is located on +State property near the Penitentiary. It is 40 by 80 feet in size and has +railroad facilities.</p> + +<p>All idle equipment and left over material is shipped to Salem, for storage, +at the close of the season. There the equipment is overhauled, repaired, +repainted, and placed in readiness for the next season’s work. The warehouse +was built by the Department with day labor.</p> + +<p>It will probably be advisable during the coming year to erect two more +units to the warehouse to take care of a larger amount of equipment and +provide for repair shop and garage.</p> + +<p>A garage was rented at 660 North Capitol Street, Salem, and an efficient +automobile mechanic was placed in charge. By this means the automobiles +of the Department are kept in good repair, oiled and tires vulcanized. +Facilities are provided also for overhauling and repainting, which effects +a considerable saving.</p> + + +<h3>OFFICE ORGANIZATION</h3> + +<p>The work handled in the offices of the State Highway Department is +of four classes, each requiring specialized training, and, in a way, of little +or no relation to each other. For this reason, the office organization consists +of four different offices or departments: the General Office, the +Auditing Department, the Office Engineering Department and the Bridge +Department. The work of these departments is outlined in the following +paragraphs.</p> + +<p class="tb"> </p> + +<p><b>General Office.</b>—All business of the Highway Commission and all business +of the Department with the public is transacted through the General +Office. Under the direction of the Secretary of the Commission and the +First Assistant Engineer, this office handles all correspondence, the issuance +of bonds, the execution of contracts, the purchase of supplies and +equipment, and all general office detail.</p> + +<p>The seal of the State Highway Commission and the minutes of the +Commission meetings are in the custody of the Secretary. All mail is +received and distributed through the Secretary’s office, and in it filed +all correspondence, legal documents, etc. This office also keeps a record +of all State equipment and takes care of the charging out of rental and +depreciation on same.</p> + +<p><span class='pagenum'><a name="Page_33" id="Page_33">[33]</a></span>The +purchase of office, engineering and construction supplies and equipment +is handled by this department and a considerable saving is realized +by buying in quantities. On all stock supplies, each job is charged with +the amount furnished and similarly rental on our own engineering instruments +and automobiles is charged, so that the cost of each job may be +determined. On construction projects which are furnished with our own +trucks, road rollers, etc., each piece of equipment is rented out to the job +in the same manner. A record is kept of the rental charged on each piece +of equipment so that its value can be determined at any time.</p> + +<p class="tb"> </p> + +<p><b>Auditing Department.</b>—This department, working under the supervision +of the Auditor, handles all claims against the Commission, verifies +each one, prepares the vouchers to cover, sends them out to claimants to be +certified, and mails out the warrants when received from the Secretary of +State. All vouchers drawn from the counties for co-operative work or +projects over which the Commission has supervision, are also audited in this +department. In 1917 there were 1,782 State vouchers passed, aggregating +a total of $682,321.98; in 1918, 3,371 were passed, aggregating $2,205,935.70. +In 1917 there were 544 County vouchers totaling $270,162.37, and in 1918, +410 vouchers totaling $439,562.79. A total of all such vouchers for the +biennium aggregating $3,597,982.84.</p> + +<p>Employes of the Commission are paid by payroll warrants drawn in +favor of the State Highway Engineer and bank checks issued against the +same. The total number of paychecks issued in 1917 was 2,771, and in +1918 there was a total of 7,350.</p> + +<p>It will be noted that in the past two years the Commission has done +considerable work by day labor and the above statement includes all direct +employes. It is desirable to expedite payment of labor claims, especially +to men who quit on short notice. The present law requires that claims be +prepared in voucher form, approved by the Commission for payment and +then sent to the Secretary of State for audit. The warrant when received is +deposited in a bank and a paycheck issued. It is recommended that a +revolving payroll fund be created on which pay checks could be drawn and +sent out immediately as requested. These could later be listed and the +payroll voucher prepared in the usual manner in favor of the State Highway +Engineer. The warrant when received, to be refunded to the payroll fund +which would be kept intact. The State Highway Engineer should furnish a +payroll bond to cover. This fund could also be used for emergency claims +to take advantage of trade discounts and permit the payment of small claims +which it is desired to pay promptly.</p> + +<p>In the numerous cases in which the Commission has taken over the work +to do with its own forces, the necessary bookkeeping and detail records for +handling material, supplies and labor payrolls have been carried by this +office. On several force account jobs each invoice and payroll of the contractor +has been carefully checked and verified before being paid.</p> + +<p>The record of both State and County funds have been audited by reputable +certified public accountants and found correct.</p> + +<p>Mr. G. Ed Ross served in the capacity of Auditor until his resignation +in July, 1918, when his duties were taken over by Roy A. Klein, Assistant +Engineer.</p> + +<p class="tb"> </p> + +<p><b>Office Engineering Department.</b>—In the Office Engineering Department +are handled the numerous office details in connection with the engineering +work of the Department. The more important of these duties are the<span class='pagenum'><a name="Page_34" id="Page_34">[34]</a></span> +working up of maps, profiles, specifications and estimates for new projects; +the checking of monthly and final estimates for payments on contract work; +the filing of engineering records of all kinds; the keeping of cost distribution +and the compilation of reports, statistics and other data.</p> + +<p>During the past year this department, in addition to its other work, +prepared and had published a road map of the State of Oregon. This map +shows all of the main traveled roads of the State and is believed to be the +most authentic as well as the most complete road map of Oregon yet published. +A small reproduction of the map is contained in this report. Single +copies of a larger size, 13 by 22 inches will be supplied upon application.</p> + +<p class="tb"> </p> + +<p><b>Bridge Department.</b>—The Bridge Department prepares designs, plans, +specifications and estimates for all bridges and similar structures. The +inspection and the supervision of construction of bridges is also in charge of +this department.</p> + +<p>The laws of the State require that bridge designs be prepared for counties +by the Highway Department, upon the request of County Courts. +Twelve counties have taken advantage of this law during the past two years +and have called upon the Department for designs for a total of thirty-four +bridges and six culverts, and of these structures twenty-seven bridges and +four culverts have been built.</p> + +<p>A total of ninety-five bridges and fifteen culverts were designed by the +Bridge Department, of which fifty-nine bridges and eleven culverts have +been constructed.</p> + + +<h3>COST KEEPING</h3> + +<p>The keeping of an accurate segregation of expenditures and a detailed +distribution of costs for an organization handling the amount of work and +the character of work handled by the Highway Department is a matter of +the greatest importance. The Highway Department seldom has under way +less than eighty or ninety separate and distinct jobs. These jobs are scattered +all over the State, and few of them are of sufficient size to warrant +the employment of timekeepers on the jobs to keep exact records of expenditures +and costs. The records for all of these jobs must be kept in the main +office where it is impossible for those keeping the records to be personally +familiar with the details of the numerous expenditures made on each of +the many jobs.</p> + +<p>To secure proper records of expenditures, therefore, a system of cost +keeping must be used which requires little attention from the engineers and +superintendents in charge of the various jobs, and at the same time gives +sufficient information to those keeping the records in the main office to +enable them to segregate all expenditures so that detailed information as +regards total expenditures, monthly expenditures, expenditures from different +funds, expenditures for different purposes, unit costs, etc., are readily +available at any time, and in such form that all jobs may be combined to +give total expenditures of various kinds, so that the Department is always +Informed as to the financial status of each job and of all jobs.</p> + +<p>The system of cost keeping now in use by the Department has been +evolved from a number of other systems in use on work of a similar nature, +and is a system specially devised to meet the requirements of the Department. +For every cent expended by the Highway Department or under its +supervision, there appears in the cost records, entries which give at a glance<span +class='pagenum'><a name="Page_35" id="Page_35">[35]</a></span> +the name of the County in which the expenditure is incurred, the name of +the particular job, whether it is an engineering cost or a construction cost, +the particular part of the work involved, the fund from which it is paid, +and a reference to the original invoice or statement upon which the payment +is made. These records are so arranged and so summarized each month +that almost any desired combination of costs is available, such as the totals +for each county, for each job, for each fund, for engineering, for construction, +for surveys, for administration, for construction engineering, etc.</p> + +<p>The expenditure tabulations given in various parts of this report, and +especially those in the part devoted to the Financial Report, give a good +idea of the results being obtained with the system in use although they do +not give the detail which is readily available in the records themselves.</p> + + +<h3>EMPLOYES IN THE UNITED STATES ARMY SERVICE</h3> + +<p>The State Highway Department is very proud of its representation in +the Army Service and in recognition of the patriotism of those employes +who have gone to the Front, the Department has maintained a Service Flag +upon which there are now sixty stars. The men represented by these stars +are listed on the following Roll of Honor:</p> + +<h4>HONOR ROLL</h4> + +<table class="fsize80" summary="Table p35"> + +<tr> +<td class="left">Name and Company</td> +<td class="right">Former Position<br />with Department</td> +</tr> + +<tr> +<td class="left">Abbott, Charles H., 23d Engineers</td> +<td class="right">Inspector</td> +</tr> + +<tr> +<td class="left">Brown, Merle, Batt. F, 5th Field Artillery</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Chittick, Ernest</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Chrisman, William</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Coats, Solomon</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Conway, M. A., Navy</td> +<td class="right">Timekeeper</td> +</tr> + +<tr> +<td class="left">Cook, Harold, Private, S. A. T. C., Willamette University</td> +<td class="right">Blueprinter</td> +</tr> + +<tr> +<td class="left">Cooley, Lorrin D., Company Mechanic, 11th Co., Coast Artillery</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Cowgill, W. C. Jr., 1st Provisional Co., 32d Engineers</td> +<td class="right">Resident Engineer</td> +</tr> + +<tr> +<td class="left">Cutler, Oscar, 472d Engineer Reg.</td> +<td class="right">Locating Engineer</td> +</tr> + +<tr> +<td class="left">Glass, D. G., 2d Lieut., Co. D, 42d Engineers</td> +<td class="right">Locating Engineer</td> +</tr> + +<tr> +<td class="left">Grabenhorst, Eugene B., Private, Co. P, 5th Bn., 22d Engineers</td> +<td class="right">Instrumentman</td> +</tr> + +<tr> +<td class="left">Green, E. R., Private, Co. A, 23d Engineers</td> +<td class="right">Resident Engineer</td> +</tr> + +<tr> +<td class="left">Greenwood, P. S.</td> +<td class="right">Transitman</td> +</tr> + +<tr> +<td class="left">Grey, Ulric R., Camp 4-C, Spruce Squadron</td> +<td class="right">Instrumentman</td> +</tr> + +<tr> +<td class="left">Hale, E. E.</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Harris, Milton, 2d Lieut.</td> +<td class="right">Transitman</td> +</tr> + +<tr> +<td class="left">Hodgman, K. E., Captain, Spruce Division, Signal Corps</td> +<td class="right">Resident Engineer</td> +</tr> + +<tr> +<td class="left">Hyatt, Waldron, 22d Co., 1st Regiment, U. S. Marine Corps</td> +<td class="right">Instrumentman</td> +</tr> + +<tr> +<td class="left">Ingels, Hollis G., H. Q. Co., 62d Inf.</td> +<td class="right">Levelman</td> +</tr> + +<tr> +<td class="left">Ingram, R. C., Corporal, Co. L, 23d Engineers</td> +<td class="right">Draftsman</td> +</tr> + +<tr> +<td class="left">Isakson, C. O., 1st Lieut., 12th Engineers</td> +<td class="right">Instrumentman</td></tr> + +<tr> +<td class="left">Jones, Melville S., Master Engineer, Co. C, 116th Engineers</td> +<td class="right">Computer</td> +</tr> + +<tr> +<td class="left">Judd, Henry C., 3d Co., Coast Artillery</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Junken, Fred S., Navy</td> +<td class="right">Rodman</td> +</tr> + +<tr> +<td class="left">Kelley, C. C., 1st Lieut., Co. E, 2d Bn., 20th Engineers +<span class='pagenum'><span class="fsize125"><a name="Page_36" id="Page_36">[36]</a></span></span></td> +<td class="right">District Engineer</td> +</tr> + +<tr> +<td class="left">Kinsey, Claude, Co. A, 20th Engineers</td> +<td class="right">Instrumentman</td> +</tr> + +<tr> +<td class="left">Lawrence, Perry, Amb. Co. No. 361</td> +<td class="right">Topographer</td> +</tr> + +<tr> +<td class="left">Lytle, K. D., Co. C, 43d Engineers</td> +<td class="right">Transitman</td> +</tr> + +<tr> +<td class="left">McClintock, John, Hospital Unit, Coast Artillery</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">McClintock, Leon, Hospital Unit, Coast Artillery</td> +<td class="right">Rodman</td> +</tr> + +<tr> +<td class="left">May, Aloys H.</td> +<td class="right">Transit Rodman</td> +</tr> + +<tr> +<td class="left">Metzger, Floyd S., Co. C. Q. M. Unit No. 305</td> +<td class="right">Timekeeper</td> +</tr> + +<tr> +<td class="left">Miller, E. V.</td> +<td class="right">Draftsman</td> +</tr> + +<tr> +<td class="left">Miller, Ralph W. E., Corporal, Co. I, 62d Infantry</td> +<td class="right">Costkeeper</td> +</tr> + +<tr> +<td class="left">Minton, Joseph, Co. M, 162d Infantry</td> +<td class="right">Rodman</td> +</tr> + +<tr> +<td class="left">Moe, Forrest L., 9th Co. Coast Artillery</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Moore, Don H., Co. A, 116th Engineers</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Moore, Merton, Co. A, 116th Engineers</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Moore, Royal, Co. C, S. A. T. C., U. of California</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Morgan, Silas B.</td> +<td class="right">Rodman</td> +</tr> + +<tr> +<td class="left">Murdock, R. B., 2d Lieut., Co. C, 42d Engineers</td> +<td class="right">District Engineer</td> +</tr> + +<tr> +<td class="left">Murphy, Thomas, Hospital Corps, 40th Division</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Noble, Chas. S., Y. M. C. A.</td> +<td class="right">Locating Engineer</td> +</tr> + +<tr> +<td class="left">Nunn, Roy, Sergeant, H. Q. Co., 166th Depot Brig.</td> +<td class="right">Resident Engineer</td> +</tr> + +<tr> +<td class="left">Oerding, Chas., Engineers</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Oerding, Harry, Co. A, 20th Engineers</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Quine, Ralph, Hospital Unit, Coast Artillery</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Reiter, C. G., 1st Lieut.</td> +<td class="right">Locating Engineer</td> +</tr> + +<tr> +<td class="left">Rynning, P. B., Co. H, 23d Engineers</td> +<td class="right">Resident Engineer</td> +</tr> + +<tr> +<td class="left">Schaffenberg, H.</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Smith, Frederic W., Co. C, Q. M. Unit No. 305</td> +<td class="right">Timekeeper</td> +</tr> + +<tr> +<td class="left">Smith, Thos. P.</td> +<td class="right">Stakeman</td> +</tr> + +<tr> +<td class="left">Stretchberry, Ray, 17th Co., 23d Engineers</td> +<td class="right">Rodman</td> +</tr> + +<tr> +<td class="left">Sutter, L. R., Co. F, 4th Engineers</td> +<td class="right">Chainman</td> +</tr> + +<tr> +<td class="left">Tilley, Walker B., Co. K, 18th Railway Engineers</td> +<td class="right">Instrumentman</td> +</tr> + +<tr> +<td class="left">Welborn, Forrest, Sergeant, 44th Machine Gun Company</td> +<td class="right">Clerk</td> +</tr> + +<tr> +<td class="left">Wilson, Otis E.</td> +<td class="right">Inspector</td> +</tr> + +<tr> +<td class="left">Withycombe, Earl, 20th Engineers</td> +<td class="right">Resident Engineer</td> +</tr> + +<tr> +<td class="left">Vester, Albert</td> +<td class="right">Chainman</td> +</tr> + +</table> + + +<h4 class="fsize80">SUMMARY</h4> + +<p class="center">The classification of employes lost to the Department through enlistment +in the Army is as follows:</p> + +<table class="fsize80" summary="Table p36"> + +<tr> +<td class="left">District engineers</td> +<td class="right">2</td> +<td class="left">Timekeepers</td> +<td class="right">3</td> +</tr> + +<tr> +<td class="left">Locating engineers</td> +<td class="right">4</td> +<td class="left">Inspectors</td> +<td class="right">2</td> +</tr> + +<tr> +<td class="left">Resident engineers</td> +<td class="right">6</td> +<td class="left">Office clerks</td> +<td class="right">1</td> +</tr> + +<tr> +<td class="left">Transitmen</td> +<td class="right">9</td> +<td class="left">Blue Printer</td> +<td class="right">1</td> +</tr> + +<tr> +<td class="left">Draftsmen</td> +<td class="right">2</td> +<td class="left">Rodmen</td> +<td class="right">6</td> +</tr> + +<tr> +<td class="left">Levelmen</td> +<td class="right">1</td> +<td class="left">Chainmen</td> +<td class="right">20</td> +</tr> + +<tr> +<td class="left">Computers</td> +<td class="right">2</td> +<td class="left"> </td> +<td class="right">——</td> +</tr> + +<tr> +<td class="left">Topographers</td> +<td class="right">1</td> +<td class="left"> Total number</td> +<td class="right">60</td> +</tr> + +</table> + +<hr class="c40" /> +<p class='pagenum'><a name="Page_38" id="Page_38">[38]</a></p> + +<div class="figcenter"><a name="Fig04" id="Fig04"></a><img src="images/illo038.jpg" alt="REINFORCED CONCRETE HALF VIADUCT ON THE +COLUMBIA RIVER HIGHWAY BETWEEN GOBLE AND RAINIER IN COLUMBIA COUNTY, CONSTRUCTED IN 1918" /> +<p class="caption">REINFORCED CONCRETE HALF VIADUCT ON THE COLUMBIA RIVER<br />HIGHWAY +BETWEEN GOBLE AND RAINIER IN COLUMBIA COUNTY,<br />CONSTRUCTED IN 1918</p></div> + +<hr class="c40" /> +<p class='pagenum'><a name="Page_39" id="Page_39">[39]</a></p> + +<p class="title"> +<span class="fsize125">Financial Report<br /></span> +<span class="fsize150">Fund Allotments and Expenditures<br /></span> +During the Fiscal Period<br /> +<span class="fsize125">December 1, 1916, to November 30, 1918</span></p> + +<table class="fsize80" summary="Table p39-1"> + +<tr> +<td colspan="2" class="left">Grand Total of Funds Allotted</td> +<td class="right">$ 4,271,515.16</td> +</tr> + +<tr> +<td colspan="2" class="left">Grand Total of Expenditures</td> +<td class="right bb">3,597,982.47</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Balance on hand December 1st, 1918</td> +<td class="right">$ 673,532.69</td> +</tr> + +</table> + +<p>The details of fund allotments and expenditures are set forth in tables as follows:</p> + +<table class="ind10" summary="Table p39-2"> + +<tr> +<td class="left top"><a href="#TabOne">Table I.</a></td> +<td class="left">Fund Allotments from all sources.</td> +</tr> + +<tr> +<td class="left top"><a href="#TabII">Table II.</a></td> +<td class="left">Summary of Fund Allotments and Fund Expenditures.</td> +</tr> + +<tr> +<td class="left top"><a href="#TabIII">Table III.</a></td> +<td class="left">Expenditures Segregated by Counties.</td> +</tr> + +<tr> +<td class="left top"><a href="#TabIV">Table IV.</a></td> +<td class="left">Expenditures Segregated under the Headings of General Administrative, Surveys,<br />Construction Engineering, +Construction, Equipment and Unclassified.</td> +</tr> + +<tr> +<td class="left top"><a href="#TabV">Table V.</a></td> +<td class="left">Expenditures for Construction Detailed by Jobs.</td> +</tr> + +<tr> +<td class="left top"><a href="#TabVI">Table VI.</a></td> +<td class="left">Expenditures for Surveys Detailed by Jobs.</td> +</tr> + +<tr> +<td class="left top"><a href="#TabVII">Table VII.</a></td> +<td class="left">Expenditures for Equipment, Bond Interest and Overhead.</td> +</tr> + +<tr> +<td class="left top"><a href="#TabVIII">Table VIII.</a></td> +<td class="left">Summary of County Funds Expended by Department.</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_40" id="Page_40">[40]</a></p> + +<h4><a name="TabOne" id="TabOne"></a>TABLE I<br /> +<span class="fsize80">FUND ALLOTMENTS FROM ALL SOURCES—DECEMBER 1ST, 1916, TO<br />NOVEMBER 30TH, 1918</span></h4> + +<table class="fsize80" summary="Table I"> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left"><i>One-Quarter Mill Tax Fund</i>—</td> +</tr> + +<tr> +<td colspan="3" class="left">Balance on hand Dec. 1, 1916</td> +<td class="right">$ 94,418.14</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Turnover January 1, 1917</td> +<td class="right">219,690.98</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Turnover January 1, 1918</td> +<td class="right bb">232,151.39</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total</td> +<td class="left"> </td> +<td class="right">$ 546,260.51</td> +</tr> + +<tr> +<td colspan="5"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left"><i>Automobile License Fund</i>—</td> +</tr> + +<tr> +<td colspan="3" class="left">Turnover October 1, 1917</td> +<td class="right">$ 150,000.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Turnover April 1, 1918</td> +<td class="right">300,000.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Turnover October 1, 1918</td> +<td class="right bb">125,000.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total</td> +<td class="left"> </td> +<td class="right">$ 575,000.00</td> +</tr> + +<tr> +<td colspan="5"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left"><i>Six Million Dollar Bond Fund</i>—</td> +</tr> + +<tr> +<td colspan="3" class="left">Bond Sale, August 7, 1917</td> +<td class="right">$ 471,300.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Accrued Interest</td> +<td class="right">2,333.33</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Bond Sale, September 12, 1917</td> +<td class="right">472,130.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Accrued Interest</td> +<td class="right">1,833.33</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Bond Sale, March 15, 1918</td> +<td class="right">455,850.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Accrued Interest</td> +<td class="right">222.22</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Bond Sale, July 9, 1918</td> +<td class="right">643,770.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Accrued Interest</td> +<td class="right bb">2,606.54</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total</td> +<td class="left"> </td> +<td class="right">$ 2,050,045.42</td> +</tr> + +<tr> +<td colspan="5"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left"><i>State and Federal Co-operative Bond Fund</i>—</td> +</tr> + +<tr> +<td colspan="3" class="left">Bond Sale, August 18, 1917</td> +<td class="right">$ 388,040.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Accrued Interest</td> +<td class="right">2,844.44</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Less expenditures by Board of Control</td> +<td class="right bb">400.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total</td> +<td class="left"> </td> +<td class="right">$ 390,484.44</td> +</tr> + +<tr> +<td colspan="5"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left"><i>County Funds</i>—</td> +</tr> + +<tr> +<td colspan="4" class="left">Payments on Vouchers drawn by Department</td> +<td class="right bb">709,724.79</td> +</tr> + +<tr> +<td colspan="4" class="left">Grand Total Funds Allotted to Highway Department, December 1,<br />1916 to November 30, 1918</td> +<td class="right">$ 4,271,515.16</td> +</tr> + +</table> + +<p>(For description of the several funds provided for the work of the Highway +Department see <a href="#Page_30">pages 30</a> and <a href="#Page_31">31</a>.)</p> + + +<h4><a name="TabII" id="TabII"></a>TABLE II<br /> +<span class="fsize80">SUMMARY OF FUND ALLOTMENTS AND FUND EXPENDITURES—<br />DECEMBER +1ST, 1916, TO NOVEMBER 30TH, 1918</span></h4> + +<table class="fsize80" summary="Table II"> + +<tr> +<td colspan="2" class="center bt2 br">Funds</td> +<td class="center bt2 br">Allotments</td> +<td class="center bt2 br">Expendi-<br />tures</td> +<td class="center bt2">Balance<br />December 1,<br />1918</td> +</tr> + +<tr> +<td colspan="2" class="left bt br">One Quarter Mill Tax Fund</td> +<td class="right bt br">$ 546,260.51</td> +<td class="right bt br">$ 528,789.99</td> +<td class="right bt">$ 17,470.52</td> +</tr> + +<tr> +<td colspan="2" class="left br">Automobile License Fund</td> +<td class="right br">575,000.00</td> +<td class="right br">281,902.67</td> +<td class="right">293,097.33</td> +</tr> + +<tr> +<td colspan="2" class="left br">Six Million Dollar Bond Fund</td> +<td class="right br">2,050,045.42</td> +<td class="right br">2,049,025.47</td> +<td class="right">1,019.95</td> +</tr> + +<tr> +<td colspan="2" class="left br">State and Federal Co-operative Bond<br />Fund</td> +<td class="right br bb">390,484.44</td> +<td class="right br bb">28,539.55</td> +<td class="right bb">361,944.89</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Total State Funds</td> +<td class="right br">$ 3,561,790.37</td> +<td class="right br">$ 2,888,257.68</td> +<td class="right">$ 673,532.69</td> +</tr> + +<tr> +<td colspan="2" class="left br">County Funds</td> +<td class="right br bb">709,724.79</td> +<td class="right br bb">709,724.79</td> +<td class="ellips bb">...</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left bb br">Grand Total</td> +<td class="right br bb">$ 4,271,515.16</td> +<td class="right br bb">$ 3,597,982.47</td> +<td class="right bb">$ 673,532.69</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_41" id="Page_41">[41]</a></p> + +<h4><a name="TabIII" id="TabIII"></a>TABLE III<br /> +<span class="fsize80">EXPENDITURES SEGREGATED BY COUNTIES (INCLUDING COUNTY FUNDS EXPENDED UNDER<br />STATE SUPERVISION)—DECEMBER +1ST, 1916, TO NOVEMBER 30TH, 1918</span></h4> + +<table class="fsize80" summary="Table p41-1"> + +<tr> +<td colspan="2" class="center bt2 br bb">County</td> +<td class="center bt2 br bb">State<br />Funds</td> +<td class="center bt2 br bb">County<br />Funds</td> +<td class="center bt2 bb">Total</td> +</tr> + +<tr> +<td colspan="2" class="left br">Baker</td> +<td class="right br">$ 7,578.68</td> +<td class="ellips br">...</td> +<td class="right">$ 7,578.68</td> +</tr> + +<tr> +<td colspan="2" class="left br">Benton</td> +<td class="right br">47.56</td> +<td class="right br">$ 479.20</td> +<td class="right">526.76</td> +</tr> + +<tr> +<td colspan="2" class="left br">Clackamas</td> +<td class="right br">155,861.10</td> +<td class="right br">43,091.14</td> +<td class="right">198,952.24</td> +</tr> + +<tr> +<td colspan="2" class="left br">Clatsop</td> +<td class="right br">344,387.23</td> +<td class="ellips br">...</td> +<td class="right">344,387.23</td> +</tr> + +<tr> +<td colspan="2" class="left br">Columbia</td> +<td class="right br">488,302.15</td> +<td class="ellips br">...</td> +<td class="right">488,302.15</td> +</tr> + +<tr> +<td colspan="2" class="left br">Coos</td> +<td class="right br">16,967.68</td> +<td class="right br">170,781.83</td> +<td class="right">187,749.51</td> +</tr> + +<tr> +<td colspan="2" class="left br">Crook</td> +<td class="right br">3,053.72</td> +<td class="ellips br">...</td> +<td class="right">3,053.72</td> +</tr> + +<tr> +<td colspan="2" class="left br">Curry</td> +<td class="right br">5,629.24</td> +<td class="ellips br">...</td> +<td class="right">5,629.24</td> +</tr> + +<tr> +<td colspan="2" class="left br">Deschutes</td> +<td class="right br">20,716.37</td> +<td class="ellips br">...</td> +<td class="right">20,716.37</td> +</tr> + +<tr> +<td colspan="2" class="left br">Douglas</td> +<td class="right br">159,769.58</td> +<td class="right br">173,550.18</td> +<td class="right">333,320.76</td> +</tr> + +<tr> +<td colspan="2" class="left br">Gilliam</td> +<td class="right br">35,999.48</td> +<td class="ellips br">...</td> +<td class="right">35,999.48</td> +</tr> + +<tr> +<td colspan="2" class="left br">Grant</td> +<td class="right br">7,468.78</td> +<td class="right br">291.10</td> +<td class="right">7,759.88</td> +</tr> + +<tr> +<td colspan="2" class="left br">Harney</td> +<td class="right br">1,873.45</td> +<td class="ellips br">...</td> +<td class="right">1,873.45</td> +</tr> + +<tr> +<td colspan="2" class="left br">Hood River</td> +<td class="right br">433,928.22</td> +<td class="right br">3,968.49</td> +<td class="right">437,896.71</td> +</tr> + +<tr> +<td colspan="2" class="left br">Jackson</td> +<td class="right br">86,619.88</td> +<td class="ellips br">...</td> +<td class="right">86,619.88</td> +</tr> + +<tr> +<td colspan="2" class="left br">Josephine</td> +<td class="right br">77,998.14</td> +<td class="ellips br">...</td> +<td class="right">77,998.14</td> +</tr> + +<tr> +<td colspan="2" class="left br">Klamath</td> +<td class="right br">819.23</td> +<td class="ellips br">...</td> +<td class="right">819.23</td> +</tr> + +<tr> +<td colspan="2" class="left br">Lake</td> +<td class="right br">15,391.67</td> +<td class="ellips br">...</td> +<td class="right">15,391.67</td> +</tr> + +<tr> +<td colspan="2" class="left br">Lane</td> +<td class="right br">14,529.52</td> +<td class="ellips br">...</td> +<td class="right">14,529.52</td> +</tr> + +<tr> +<td colspan="2" class="left br">Lincoln</td> +<td class="right br">2,997.47</td> +<td class="ellips br">...</td> +<td class="right">2,997.47</td> +</tr> + +<tr> +<td colspan="2" class="left br">Linn</td> +<td class="right br">791.07</td> +<td class="right br">5.00</td> +<td class="right">796.07</td> +</tr> + +<tr> +<td colspan="2" class="left br">Malheur</td> +<td class="right br">866.65</td> +<td class="ellips br">...</td> +<td class="right">866.65</td> +</tr> + +<tr> +<td colspan="2" class="left br">Marion</td> +<td class="right br">5,083.59</td> +<td class="right br">223,794.99</td> +<td class="right">228,878.58</td> +</tr> + +<tr> +<td colspan="2" class="left br">Morrow</td> +<td class="right br">10,863.10</td> +<td class="right br">1,009.44</td> +<td class="right">11,872.54</td> +</tr> + +<tr> +<td colspan="2" class="left br">Polk</td> +<td class="right br">802.92</td> +<td class="right br">17,200.70</td> +<td class="right">18,008.62</td> +</tr> + +<tr> +<td colspan="2" class="left br">Sherman</td> +<td class="right br">3,052.14</td> +<td class="ellips br">...</td> +<td class="right">3,052.14</td> +</tr> + +<tr> +<td colspan="2" class="left br">Tillamook</td> +<td class="right br">68,274.29</td> +<td class="right br">26,009.84</td> +<td class="right">94,284.13</td> +</tr> + +<tr> +<td colspan="2" class="left br">Umatilla</td> +<td class="right br">173,942.50</td> +<td class="right br">3,542.75</td> +<td class="right">177,485.25</td> +</tr> + +<tr> +<td colspan="2" class="left br">Union</td> +<td class="right br">32,188.17</td> +<td class="right br">78.59</td> +<td class="right">32,266.76</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wallowa</td> +<td class="right br">765.07</td> +<td class="ellips br">...</td> +<td class="right">765.07</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wasco</td> +<td class="right br">4,313.79</td> +<td class="right br">19.45</td> +<td class="right">4,333.24</td> +</tr> + +<tr> +<td colspan="2" class="left br">Washington</td> +<td class="right br">246,769.05</td> +<td class="right br">9,395.00</td> +<td class="right">256,164.05</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wheeler</td> +<td class="right br">69,214.78</td> +<td class="right br">18,233.60</td> +<td class="right">87,448.38</td> +</tr> + +<tr> +<td colspan="2" class="left br">Yamhill</td> +<td class="right br bb">124,958.84</td> +<td class="right br bb">18,273.49</td> +<td class="right bb">143,232.33</td> +</tr> + +<tr> +<td class="left bb"></td> +<td class="left bb br">Total</td> +<td class="right bb br">$ 2,621,825.11</td> +<td class="right bb br"> $ 709,724.79</td> +<td class="right bb">$ 3,331,549.90</td> +</tr> + +</table> + + +<h4><a name="TabIV" id="TabIV"></a>TABLE IV<br /> +<span class="fsize80">EXPENDITURES SEGREGATED UNDER THE HEADINGS OF GENERAL<br />ADMINISTRATION, SURVEYS, CONSTRUCTION ENGINEERING,<br /> +CONSTRUCTION, EQUIPMENT AND UNCLASSIFIED.</span></h4> + +<table class="fsize80" summary="Table p42-2"> + +<tr> +<td colspan="2" class="center bt2 br bb">Classification</td> +<td class="center bt2 br bb">Total</td> +<td class="center bt2 br bb">State<br />Funds</td> +<td class="center bt2 bb">County<br />Funds</td> +</tr> + +<tr> +<td colspan="2" class="left br">General Administration and Supervision</td> +<td class="right br">$ 97,621.82</td> +<td class="right br">$ 97,621.82</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="2" class="left br">Surveys and Engineering County Work</td> +<td class="right br">144,086.67</td> +<td class="right br">137,954.74</td> +<td class="right">$ 6,131.93</td> +</tr> + +<tr> +<td colspan="2" class="left br">Construction Engineering</td> +<td class="right br">127,805.58</td> +<td class="right br">127,803.08</td> +<td class="right">2.50</td> +</tr> + +<tr> +<td colspan="2" class="left br">Construction</td> +<td class="right br">3,059,657.65</td> +<td class="right br">2,356,067.29</td> +<td class="right">703,590.36</td> +</tr> + +<tr> +<td colspan="2" class="left br">Equipment</td> +<td class="right br">86,717.55</td> +<td class="right br">86,717.55</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="2" class="left br">Unclassified (Interest on Bonds, etc.)</td> +<td class="right br bb">82,093.20</td> +<td class="right br bb">82,093.20</td> +<td class="ellips bb">...</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left br bb">Grand Total Expenditures</td> +<td class="right br bb">$ 3,597,982.47</td> +<td class="right br bb">$ 2,888,257.68</td> +<td class="right bb">$ 709,724.79</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_42" id="Page_42">[42]</a></p> + +<h4><a name="TabV" id="TabV"></a>TABLE V<br /> +<span class="fsize80">EXPENDITURES FOR CONSTRUCTION WORK DETAILED BY JOBS—DECEMBER +1ST, 1916, TO NOVEMBER 30TH, 1918</span></h4> + +<table class="fsize80" summary="Table p42"> + +<tr> +<td colspan="3" rowspan="2" class="center bt2 br bb">JOBS</td> +<td colspan="2" class="center bt2 br">TOTALS</td> +<td colspan="2" class="center bt2 br">STATE FUNDS</td> +<td colspan="2" class="center bt2 br">COUNTY FUNDS</td> +<td rowspan="2" class="center bt2 bb">Construction<br />Engineering<br />cost<br />Included in<br />preceding<br />columns</td> +</tr> + +<tr> +<td class="center bt br bb">Estimated<br />total<br />cost of<br />job</td> +<td class="center bt br bb">Expended<br />to date</td> +<td class="center bt br bb">State’s<br />share of<br />estimated<br />cost</td> +<td class="center bt br bb">Expended<br />from State<br />funds<br />to date</td> +<td class="center bt br bb">County’s<br />share of<br />estimated<br />cost</td> +<td class="center bt br bb">Expended<br />from County<br />funds<br />to date</td> +</tr> + +<tr> +<td colspan="3" class="left br">Clackamas County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Paving—Oregon City to Canby</td> +<td class="right br">$ 135,000.00</td> +<td class="right br">$ 102,114.85</td> +<td class="right br">$ 135,000.00</td> +<td class="right br">$ 102,114.85</td> +<td class="ellips br">$ ...</td> +<td class="ellips br">$ ...</td> +<td class="right">$ 2,444.57</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Canemah Hill Section</td> +<td class="right br">27,500.00</td> +<td class="right br">24,037.20</td> +<td class="right br">2,500.00</td> +<td class="right br">1,944.67</td> +<td class="right br">25,000.00</td> +<td class="right br">22,092.53</td> +<td class="right">1,944.67</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading and Rock Crushing—New Era</td> +<td class="right br">66,000.00</td> +<td class="right br">63,047.79</td> +<td class="right br">50,240.09</td> +<td class="right br">47,287.88</td> +<td class="right br">15,759.91</td> +<td class="right br">15,759.91</td> +<td class="right">3,552.82</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Multnomah Co. Line to Oswego</td> +<td class="right br">5,746.80</td> +<td class="right br">7,746.68</td> +<td class="right br">507.98</td> +<td class="right br">507.98</td> +<td class="right br">5,238.70</td> +<td class="right br">5,238.70</td> +<td class="right">507.98</td> +</tr> + +<tr> +<td colspan="3" class="left br">Clatsop County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading and Paving—Astoria to Svensen</td> +<td class="right br">236,000.00</td> +<td class="right br">96,955.97</td> +<td class="right br">236,000.00</td> +<td class="right br">96,955.97</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">5,906.19</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Macadamizing—Svensen to Columbia Co. Line</td> +<td class="right br">216,000.00</td> +<td class="right br">210,079.16</td> +<td class="right br">216,000.00</td> +<td class="right br">210,079.16</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">4,443.18</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">John Day River Bridge east of Astoria</td> +<td class="right br">25,000.00</td> +<td class="right br">21,051.52</td> +<td class="right br">25,000.00</td> +<td class="right br">21,051.52</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">734.91</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Plympton Creek Bridge at Westport</td> +<td class="right br">6,413.19</td> +<td class="right br">6,413.19</td> +<td class="right br">6,413.19</td> +<td class="right br">6,413.19</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">255.08</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Big Creek Bridge near Knappa</td> +<td class="right br">8,446.70</td> +<td class="right br">8,446.70</td> +<td class="right br">8,446.70</td> +<td class="right br">8,446.70</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">140.99</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Little Creek Culvert near Knappa</td> +<td class="right br">929.69</td> +<td class="right br">929.60</td> +<td class="right br">929.69</td> +<td class="right br">929.69</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">37.02</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Miscellaneous charges on work prior to 1917</td> +<td class="right br">247.94</td> +<td class="right br">247.94</td> +<td class="right br">247.94</td> +<td class="right br">247.94</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">25.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Columbia County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Paving—Multnomah Co. Line to Scappoose</td> +<td class="right br">37,652.59</td> +<td class="right br">37,652.59</td> +<td class="right br">37,652.59</td> +<td class="right br">37,652.59</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">1,364.28</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Macadam—Clatsop Co. Line to Clatskanie</td> +<td class="right br">121,000.00</td> +<td class="right br">118,922.90</td> +<td class="right br">121,000.00</td> +<td class="right br">118,922.90</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">554.62</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Macadam—Clatskanie to Delena</td> +<td class="right br">142,000.00</td> +<td class="right br">136,560.40</td> +<td class="right br">142,000.00</td> +<td class="right br">136,560.40</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">5,998.96</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Macadam—Delena to Goble</td> +<td class="right br">49,955.08</td> +<td class="right br">49,955.08</td> +<td class="right br">49,955.08</td> +<td class="right br">49,955.08</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">2,902.35</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Macadam—Goble Section</td> +<td class="right br">23,000.00</td> +<td class="right br">21,478.97</td> +<td class="right br">23,000.00</td> +<td class="right br">21,478.97</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">548.12</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Goble Section</td> +<td class="right br">46,262.64</td> +<td class="right br">46,262.64</td> +<td class="right br">46,262.64</td> +<td class="right br">46,262.64</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">2,925.64</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Rainier Hill Section</td> +<td class="right br">6,350.61</td> +<td class="right br">6,350.61</td> +<td class="right br">6,350.61</td> +<td class="right br">6,350.61</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">468.88</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Beaver Valley Section</td> +<td class="right br">20,978.22</td> +<td class="right br">20,978.22</td> +<td class="right br">20,978.22</td> +<td class="right br">20,978.22</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Deer Island Section</td> +<td class="right br">2,398.10</td> +<td class="right br">2,398.10</td> +<td class="right br">2,398.10</td> +<td class="right br">2,398.10</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">163.30</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Concrete Viaduct, Cribbing and Masonry Wall,<br />near Prescott</td> +<td class="right br">9,039.86</td> +<td class="right br">9,039.86</td> +<td class="right br">9,039.86</td> +<td class="right br">9,039.86</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">580.53</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Beaver Valley Bridges</td> +<td class="right br">32,000.00</td> +<td class="right br">29,808.58</td> +<td class="right br">32,000.00</td> +<td class="right br">29,808.58</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">922.54</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Scappoose Culvert</td> +<td class="right br">1,834.60</td> +<td class="right br">1,834.60</td> +<td class="right br">1,834.60</td> +<td class="right br">1,834.60</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Goble Creek Bridge near Goble</td> +<td class="right br">5,907.14</td> +<td class="right br">5,907.14</td> +<td class="right br">5,907.14</td> +<td class="right br">5,907.14</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">77.47</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Graham Creek Culvert near Clatskanie</td> +<td class="right br">804.49</td> +<td class="right br">804.49</td> +<td class="right br">804.49</td> +<td class="right br">804.49</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">31.98</td> +</tr> + +<tr> +<td colspan="3" class="left br">Coos County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Coast Highway and Myrtle Point-Coquille Road</td> +<td class="right br">180,235.18</td> +<td class="right br">180,235.18</td> +<td class="right br">9,453.35</td> +<td class="right br">9,453.35</td> +<td class="right br">170,781.83</td> +<td class="right br">170,781.83</td> +<td class="right">14,612.33</td> +</tr> + +<tr> +<td colspan="3" class="left br">Crook County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Ochoco Canyon Forest Road Project</td> +<td class="right br">52,500.00</td> +<td class="right br">3,053.72</td> +<td class="right br">17,500.00</td> +<td class="right br">3,053.72</td> +<td class="right br">17,500.00</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left br">(Federal Government cooperates on this project<br />to the amount of $17,500.00)</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left br"><span class='pagenum'><span class="fsize125"><a name="Page_43" id="Page_43">[43]</a></span></span>Deschutes County</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Cinder Macadam—Bend to LaPine</td> +<td class="right br">20,183.60</td> +<td class="right br">20,183.60</td> +<td class="right br">20,183.60</td> +<td class="right br">20,183.60</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="left br">Douglas County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Divide to Comstock</td> +<td class="right br">19,146.74</td> +<td class="right br">19,146.74</td> +<td class="right br">2,027.30</td> +<td class="right br">2,027.30</td> +<td class="right br">17,119.44</td> +<td class="right br">17,119.44</td> +<td class="right ">2,029.80</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading and Macadam—Comstock to Leona</td> +<td class="right br">80,000.00</td> +<td class="right br">79,092.87</td> +<td class="right br">5,650.28</td> +<td class="right br">4,743.15</td> +<td class="right br">74,349.72</td> +<td class="right br">74,349.72</td> +<td class="right">4,766.13</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Oakland to Yoncalla</td> +<td class="right br">101,096.12</td> +<td class="right br">101,096.12</td> +<td class="right br">17,565.28</td> +<td class="right br">19,015.10</td> +<td class="right br">83,530.84</td> +<td class="right br">82,081.02</td> +<td class="right">5,864.31</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Myrtle Creek to Dillard</td> +<td class="right br">120,000.00</td> +<td class="right br">88,376.99</td> +<td class="right br">120,000.00</td> +<td class="right br">88,376.99</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">7,499.22</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Macadamizing—Divide to Comstock</td> +<td class="right br">15,185.09</td> +<td class="right br">15,185.09</td> +<td class="right br">15,185.09</td> +<td class="right br">15,185.09</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">302.09</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Maintenance—Glendale to Stage Road Pass</td> +<td class="right br">74.65</td> +<td class="right br">74.65</td> +<td class="right br">74.65</td> +<td class="right br">74.65</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Umpqua River Bridges near Dillard</td> +<td class="right br">45,500.00</td> +<td class="right br">24,802.85</td> +<td class="right br">45,500.00</td> +<td class="right br">24,802.85</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">839.18</td> +</tr> + +<tr> +<td colspan="3" class="left br">Gilliam County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Macadam—Condon to Thirty Mile Creek</td> +<td class="right br">32,500.00</td> +<td class="right br">31,096.05</td> +<td class="right br">32,500.00</td> +<td class="right br">31,096.05</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">1,292.39</td> +</tr> + +<tr> +<td colspan="3" class="left br">Hood River County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Cascade Locks Section</td> +<td class="right br">152,904.85</td> +<td class="right br">152,904.85</td> +<td class="right br">152,904.85</td> +<td class="right br">152,904.85</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">8,744.41</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Viento Section</td> +<td class="right br">102,750.00</td> +<td class="right br">86,933.00</td> +<td class="right br">102,750.00</td> +<td class="right br">86,933.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">4,513.24</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Ruthton Hill Section</td> +<td class="right br">107,000.00</td> +<td class="right br">90,257.53</td> +<td class="right br">107,000.00</td> +<td class="right br">90,257.53</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">4,074.19</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Macadam—Cascade Locks to Hood River</td> +<td class="right br">68,000.00</td> +<td class="right br">62,895.48</td> +<td class="right br">68,000.00</td> +<td class="right br">62,895.48</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">826.18</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Hood River Bridge</td> +<td class="right br">48,000.00</td> +<td class="right br">40,528.29</td> +<td class="right br">43,968.49</td> +<td class="right br">36,559.80</td> +<td class="right br">4,031.51</td> +<td class="right br">3,968.49</td> +<td class="right">1,410.63</td> +</tr> + +<tr> +<td colspan="3" class="left br">Jackson County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Macadam—Siskiyou to California Line</td> +<td class="right br">56,252.98</td> +<td class="right br">56,252.98</td> +<td class="right br">56,252.98</td> +<td class="right br">56,252.98</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">962.27</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Ashland Under-crossing</td> +<td class="right br">9,768.88</td> +<td class="right br">9,768.88</td> +<td class="right br">9,768.88</td> +<td class="right br">9,768.88</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">275.21</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Paving—Ashland Hill Section</td> +<td class="right br">15,908.03</td> +<td class="right br">15,908.03</td> +<td class="right br">15,908.03</td> +<td class="right br">15,908.03</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">630.87</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Maintenance—Siskiyou Section</td> +<td class="right br">748.34</td> +<td class="right br">748.34</td> +<td class="right br">748.34</td> +<td class="right br">748.34</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +</tr> + +<tr> +<td colspan="3" class="left br">Josephine County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Wolf Creek to Grave Creek</td> +<td class="right br">68,301.53</td> +<td class="right br">68,301.53</td> +<td class="right br">68,301.53</td> +<td class="right br">68,301.53</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">4,872.94</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Locust Hill Section</td> +<td class="right br">4,869.97</td> +<td class="right br">4,869.97</td> +<td class="right br">4,869.97</td> +<td class="right br">4,869.97</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">162.88</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Miscellaneous charges on construction in 1916</td> +<td class="right br">409.43</td> +<td class="right br">409.43</td> +<td class="right br">409.43</td> +<td class="right br">409.43</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">219.23</td> +</tr> + +<tr> +<td colspan="3" class="left br">Lake County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading and Macadam—Lakeview to Paisley</td> +<td class="right br">15,391.67</td> +<td class="right br">15,391.67</td> +<td class="right br">15,391.67</td> +<td class="right br">15,391.67</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="left br">Lane County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Macadam—Divide to Cottage Grove</td> +<td class="right br">6,099.86</td> +<td class="right br">6,099.86</td> +<td class="right br">6,099.86</td> +<td class="right br">6,099.86</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">175.84</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Construction prior to 1917</td> +<td class="right br">424.44</td> +<td class="right br">424.44</td> +<td class="right br">424.44</td> +<td class="right br">424.44</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">30.64</td> +</tr> + +<tr> +<td colspan="3" class="left br">Lincoln County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Pioneer Mountain Section</td> +<td class="right br">2,054.05</td> +<td class="right br">2,054.05</td> +<td class="right br">2,054.05</td> +<td class="right br">2,054.05</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="left br">Marion County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Salem Bridge over Willamette River</td> +<td class="right br">223,902.99</td> +<td class="right br">223,902.99</td> +<td class="right br">108.00</td> +<td class="right br">108.00</td> +<td class="right br">223,794.99</td> +<td class="right br">223,794.99</td> +<td class="right">265.26</td> +</tr> + +<tr> +<td colspan="3" class="left br">Polk County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Approach to Salem Bridge</td> +<td class="right br">4,548.10</td> +<td class="right br">4,548.10</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">4,548.10</td> +<td class="right br">4,548.10</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Reinforced Concrete Bridge at Dallas</td> +<td class="right br">10,755.68</td> +<td class="right br">10,755.68</td> +<td class="right br">1.25</td> +<td class="right br">1.25</td> +<td class="right br">10,754.43</td> +<td class="right br">10,754.43</td> +<td class="right">55.10</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Reinforced Concrete Bridge between Monmouth<br />and Dallas</td> +<td class="right br">1,898.17</td> +<td class="right br">1,898.17</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1,898.17</td> +<td class="right br">1,898.17</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Charges on work prior to 1917</td> +<td class="right br">418.69</td> +<td class="right br">418.69</td> +<td class="right br">418.69</td> +<td class="right br">418.69</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">15.79</td> +</tr> + +<tr> +<td colspan="3" class="left br">Tillamook County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading and Paving—Tillamook to Hebo</td> +<td class="right br">109,250.00</td> +<td class="right br">89,213.74</td> +<td class="right br">74,925.00</td> +<td class="right br">63,203.90</td> +<td class="right br">34,325.00</td> +<td class="right br">26,009.84</td> +<td class="right">6,391.47</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Three Rivers Forest Road Project</td> +<td class="right br">122,000.00</td> +<td class="right br">2,076.78</td> +<td class="right br">50,250.00</td> +<td class="right br">2,076.78</td> +<td class="right br">21,500.00</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left br">(The Federal Government cooperates on this<br />project to the amount of $50,250.00.)</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left br">Umatilla County:<span class='pagenum'><span class="fsize125"><a name="Page_44" id="Page_44">[44]</a></span></span></td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Paving—Wild Horse Creek Section</td> +<td class="right br">162,626.56</td> +<td class="right br">162,626.56</td> +<td class="right br">162,626.56</td> +<td class="right br">162,626.56</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">2,609.88</td> +</tr> + +<tr> +<td colspan="3" class="left br">Union County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—La Grande to Hot Lake</td> +<td class="right br">5,000.16</td> +<td class="right br">5,000.16</td> +<td class="right br">5,000.16</td> +<td class="right br">5,000.16</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">821.68</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Elgin-Minam Post Road Project</td> +<td class="right br">41,151.00</td> +<td class="right br">3,838.44</td> +<td class="right br">20,575.50</td> +<td class="right br">3,838.44</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">377.80</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left br">(The Federal Government cooperates on this<br />project to the amount of $20,575.50)</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Union-Telocaset Post Road Project</td> +<td class="right br">30,000.00</td> +<td class="right br">16,642.29</td> +<td class="right br">15,000.00</td> +<td class="right br">16,642.29</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">1,183.22</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left br">(The Federal Government cooperates on this<br />project to the amount of $15,000.00.)</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left br">Washington County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading and Paving—Multnomah Co. Line to Newberg</td> +<td class="right br">332,000.00</td> +<td class="right br">278,976.93</td> +<td class="right br">322,605.00</td> +<td class="right br">269,581.93</td> +<td class="right br">9,395.00</td> +<td class="right br">9,395.00</td> +<td class="right">9,445.56</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Onion Flat Trestle near Sherwood</td> +<td class="right br">8,372.22</td> +<td class="right br">8,372.22</td> +<td class="right br">8,372.22</td> +<td class="right br">8,372.22</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">197.87</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Tualatin River Bridge near Tigardville</td> +<td class="right br">12,968.60</td> +<td class="right br">12,968.60</td> +<td class="right br">12,968.60</td> +<td class="right br">12,968.60</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Fanno Creek Bridge near Tigard</td> +<td class="right br">1,882.81</td> +<td class="right br">1,882.81</td> +<td class="right br">1,882.81</td> +<td class="right br">1,882.81</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="left br">Wheeler County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Cummins Hill Section</td> +<td class="right br">14,532.35</td> +<td class="right br">14,532.35</td> +<td class="right br">7,005.15</td> +<td class="right br">7,005.15</td> +<td class="right br">7,527.20</td> +<td class="right br">7,527.20</td> +<td class="right">1,402.73</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Macadam—Cummins Hill Section</td> +<td class="right br">34,000.00</td> +<td class="right br">32,465 44</td> +<td class="right br">34,000.00</td> +<td class="right br">32,465.44</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">1,313.82</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading—Bridge Creek Section</td> +<td class="right br">24,235.45</td> +<td class="right br">24,235.45</td> +<td class="right br">14,235.45</td> +<td class="right br">14,235.45</td> +<td class="right br">10,000.00</td> +<td class="right br">10,000.00</td> +<td class="right">635.30</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Resurfacing between Fossil and Condon</td> +<td class="right br">15,000.00</td> +<td class="right br">444.88</td> +<td class="right br">15,000.00</td> +<td class="right br">444.88</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="left br">Yamhill County:</td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grading Rex to Newberg</td> +<td class="right br">6,153.05</td> +<td class="right br">6,153.05</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">6,153.05</td> +<td class="right br">6,153.05</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Sheridan Paving, 1917</td> +<td class="right br">38,216.04</td> +<td class="right br">38,216.04</td> +<td class="right br">28,216.04</td> +<td class="right br">28,216.04</td> +<td class="right br">10,000.00</td> +<td class="right br">10,000.00</td> +<td class="right">1,131.35</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Sheridan Paving, 1918</td> +<td class="right br">40,065.61</td> +<td class="right br">40,065.61</td> +<td class="right br">37,945.17</td> +<td class="right br">37,945.17</td> +<td class="right br">2,120.44</td> +<td class="right br">2,120.44</td> +<td class="right">1,166.85</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Completion of Sour Grass Cut-off</td> +<td class="right br bb">5,111.19</td> +<td class="right br bb">5,111.19</td> +<td class="right br bb">5,111.19</td> +<td class="right br bb">5,111.19</td> +<td class="ellips br bb">...</td> +<td class="ellips br bb">...</td> +<td class="right bb">157.39</td> +</tr> + +<tr> +<td colspan="2" class="left bb"> </td> +<td class="left bb br"> </td> +<td class="right br bb">$ 3,795,861.61</td> +<td class="right br bb">$ 3,187,463.23</td> +<td class="right br bb">$ 2,937,207.78</td> +<td class="right br bb">$ 2,483,870.37</td> +<td class="right br bb">$ 755,328.33</td> +<td class="right br bb">$ 703,592.86</td> +<td class="right bb">$ 127,805.58</td> +</tr> + +</table> + + +<h4 class="fsize80">SUMMARY</h4> + +<table class="fsize80" summary="Table p44-2"> + +<tr> +<td colspan="2"> </td> +<td class="center">Estimated<br />total cost</td> +<td class="center">Expended<br />to date</td> +</tr> + +<tr> +<td colspan="2" class="left">State</td> +<td class="right">$ 2,937,207.78</td> +<td class="right">$ 2,483,870.37</td> +</tr> + +<tr> +<td colspan="2" class="left">County</td> +<td class="right">755,328.33</td> +<td class="right">703,592.86</td> +</tr> + +<tr> +<td colspan="2" class="left">Federal Government</td> +<td class="right bb">103,325.50</td> +<td class="ellips bb">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Totals</td> +<td class="right">$ 3,795,861.61</td> +<td class="right">$ 3,187,463.23</td> +</tr> + +</table> +<p class='pagenum'><a name="Page_45" id="Page_45">[45]</a></p> + + +<h4><a name="TabVI" id="TabVI"></a>TABLE VI<br /> +<span class="fsize80">EXPENDITURES FOR SURVEYS AND ENGINEERING COUNTY CONSTRUCTION<br /> +DETAILED BY JOBS—DECEMBER 1, 1916, TO NOVEMBER 30, 1918</span></h4> + +<table class="fsize80" summary="Table p45"> + +<tr> +<td colspan="2" rowspan="2" class="center bt2 br bb">JOBS</td> +<td colspan="3" class="center bt2">EXPENDITURES</td> +</tr> + +<tr> +<td class="center br bt bb">By State</td> +<td class="center br bt bb">By County</td> +<td class="center bt bb">Total</td> +</tr> + +<tr> +<td colspan="2" class="left br">Baker County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Baker-Middle Bridge Section</td> +<td class="right br">$ 2,806.77</td> +<td class="ellips br">...</td> +<td class="right">$ 2,806.77</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Middle Bridge-Black Bridge<br />Section</td> +<td class="right br">2,422.54</td> +<td class="ellips br">...</td> +<td class="right">2,422.54</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Canyon Sec. of Baker-Cornucopia<br />Road</td> +<td class="right br">928.08</td> +<td class="ellips br">...</td> +<td class="right">928.08</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Sag Section of Baker-Cornucopia<br />Road</td> +<td class="right br">719.61</td> +<td class="ellips br">...</td> +<td class="right">719.61</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey Unity to Baker</td> +<td class="right br">645.29</td> +<td class="ellips br">...</td> +<td class="right">645.29</td> +</tr> + +<tr> +<td colspan="2" class="left br">Benton County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Reconnaissance</td> +<td class="right br">47.56</td> +<td class="ellips br">...</td> +<td class="right">47.56</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Corvallis to Polk County Line</td> +<td class="ellips br">...</td> +<td class="right br">$ 479.20</td> +<td class="right">479.20</td> +</tr> + +<tr> +<td colspan="2" class="left br">Clackamas County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Zig Zag Creek Forest Road<br />Project</td> +<td class="right br">427.30</td> +<td class="ellips br">...</td> +<td class="right">427.30</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Oswego to Oregon City</td> +<td class="right br">972.85</td> +<td class="ellips br">...</td> +<td class="right">972.85</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Oregon City to New Era</td> +<td class="right br">1,429.28</td> +<td class="ellips br">...</td> +<td class="right">1,429.28</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Canby to Aurora</td> +<td class="right br">1,176.29</td> +<td class="ellips br">...</td> +<td class="right">1,176.29</td> +</tr> + +<tr> +<td colspan="2" class="left br">Clatsop County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Reconnaissance, Coast & Col. River<br />Highways</td> +<td class="right br">471.05</td> +<td class="ellips br">...</td> +<td class="right">471.05</td> +</tr> + +<tr> +<td colspan="2" class="left br">Columbia County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Reconnaissance, Columbia River Highway</td> +<td class="right br">170.93</td> +<td class="ellips br">...</td> +<td class="right">170.93</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Columbia City to Scappoose</td> +<td class="right br">177.04</td> +<td class="ellips br">...</td> +<td class="right">177.04</td> +</tr> + +<tr> +<td colspan="2" class="left br">Coos County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Coast Hwy. & Myrtle Point-<br />Coquille Road</td> +<td class="right br">5,737.58</td> +<td class="ellips br">...</td> +<td class="right">5,737.53</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Myrtle Point to Douglas County<br />Line</td> +<td class="right br">1,456.80</td> +<td class="ellips br">...</td> +<td class="right">1,456.80</td> +</tr> + +<tr> +<td colspan="2" class="left br">Curry County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Coast Highway</td> +<td class="right br">5,629.24</td> +<td class="ellips br">...</td> +<td class="right">5,629.24</td> +</tr> + +<tr> +<td colspan="2" class="left br">Deschutes County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Harney County Line West Seven<br />Miles</td> +<td class="right br">532.77</td> +<td class="ellips br">...</td> +<td class="right">532.77</td> +</tr> + +<tr> +<td colspan="2" class="left br">Douglas County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Canyon Creek Pass to Johns<br />Ranch</td> +<td class="right br">197.89</td> +<td class="ellips br">...</td> +<td class="right">197.89</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Johns Ranch to Jacques Ranch</td> +<td class="right br">829.03</td> +<td class="ellips br">...</td> +<td class="right">829.03</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Brockway to Round Prairie</td> +<td class="right br">280.00</td> +<td class="ellips br">...</td> +<td class="right">280.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Roseburg to Coos County Line</td> +<td class="right br">2,665.93</td> +<td class="ellips br">...</td> +<td class="right">2,665.93</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Canyonville-Galesville Forest<br />Project</td> +<td class="right br">442.99</td> +<td class="ellips br">...</td> +<td class="right">442.99</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Miscell. Surveys and Reconnaissance</td> +<td class="right br">808.61</td> +<td class="ellips br">...</td> +<td class="right">808.61</td> +</tr> + +<tr> +<td colspan="2" class="left br">Gilliam County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, John Day River to Blalock</td> +<td class="right br">3,865.66</td> +<td class="ellips br">...</td> +<td class="right">3,865.66</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey and Engineering County Const.<br />John Day River to Arlington</td> +<td class="right br">981.27</td> +<td class="ellips br">...</td> +<td class="right">981.27</td> +</tr> + +<tr> +<td colspan="2" class="left br">Grant County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Big Basin Section of John Day<br />Highway</td> +<td class="right br">4,322.92</td> +<td class="right br">291.10</td> +<td class="right">4,614.02</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, & Engineering County Const. Fisk<br />Creek to Hall Hill</td> +<td class="right br">1,596.28</td> +<td class="ellips br">...</td> +<td class="right">1,596.28</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Hall Hill to Prairie City</td> +<td class="right br">384.19</td> +<td class="ellips br">...</td> +<td class="right">384.19</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, John Day to Fisk Creek</td> +<td class="right br">1,165.39</td> +<td class="ellips br">...</td> +<td class="right">1,165.39</td> +</tr> + +<tr> +<td colspan="2" class="left br">Harney County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Burns to Crane</td> +<td class="right br">922.55</td> +<td class="ellips br">...</td> +<td class="right">922.55</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Sage Hen to Burns</td> +<td class="right br">719.74</td> +<td class="ellips br">...</td> +<td class="right">719.74</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Deschutes Co. Line East Seven<br />Miles</td> +<td class="right br">231.16</td> +<td class="ellips br">...</td> +<td class="right">231.16</td> +</tr> + +<tr> +<td colspan="2" class="left br">Hood River County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Hood River to Mosier (Two<br />Routes)</td> +<td class="right br">6,877.56</td> +<td class="ellips br">...</td> +<td class="right">6,877.56</td> +</tr> + +<tr> +<td colspan="2" class="left br"><span class='pagenum'><span class="fsize125"><a name="Page_46" id="Page_46">[46]</a></span></span>Jackson County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Ashland to Klamath Falls</td> +<td class="right br">2,789.87</td> +<td class="ellips br">...</td> +<td class="right">2,789.87</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Medford to Crater Lake</td> +<td class="right br">1,151.78</td> +<td class="ellips br">...</td> +<td class="right">1,151.78</td> +</tr> + +<tr> +<td colspan="2" class="left br">Josephine County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Wolf Creek to Grave Creek</td> +<td class="right br">1,110.70</td> +<td class="ellips br">...</td> +<td class="right">1,110.70</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Grave Creek to Grants Pass</td> +<td class="right br">2,038.11</td> +<td class="ellips br">...</td> +<td class="right">2,038.11</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Wolf Creek to Stage Road Pass</td> +<td class="right br">151.33</td> +<td class="ellips br">...</td> +<td class="right">153.33</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Engineering County Const. Grants Pass<br />to Jackson County Line</td> +<td class="right br">1,117.07</td> +<td class="ellips br">...</td> +<td class="right">1,117.07</td> +</tr> + +<tr> +<td colspan="2" class="left br">Klamath County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Reconnaissance, Klamath Falls to Olene</td> +<td class="right br">124.58</td> +<td class="ellips br">...</td> +<td class="right">124.58</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Klamath Falls to Chiloquin</td> +<td class="right br">377.21</td> +<td class="ellips br">...</td> +<td class="right">377.21</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Chiloquin to Sand Creek</td> +<td class="right br">172.95</td> +<td class="ellips br">...</td> +<td class="right">172.95</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Anna Creek Forest Road Project</td> +<td class="right br">144.49</td> +<td class="ellips br">...</td> +<td class="right">144.49</td> +</tr> + +<tr> +<td colspan="2" class="left br">Lane County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Goshen to Cottage Grove</td> +<td class="right br">1,051.48</td> +<td class="ellips br">...</td> +<td class="right">1,051.48</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Eugene to Florence</td> +<td class="right br">6,555.84</td> +<td class="ellips br">...</td> +<td class="right">6,555.84</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey for Overhead Crossing at Divide</td> +<td class="right br">233.25</td> +<td class="ellips br">...</td> +<td class="right">233.25</td> +</tr> + +<tr> +<td colspan="2" class="left br">Lincoln County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Surveys for Bridge at Toledo and<br />Waldport</td> +<td class="right br">293.42</td> +<td class="ellips br">...</td> +<td class="right">293.42</td> +</tr> + +<tr> +<td colspan="2" class="left br">Linn County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Albany to Jefferson</td> +<td class="right br">791.07</td> +<td class="right br">5.00</td> +<td class="right">796.07</td> +</tr> + +<tr> +<td colspan="2" class="left br">Malheur County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Reconnaissance</td> +<td class="right br">93.02</td> +<td class="ellips br">...</td> +<td class="right">93.02</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Cow Valley-Brogan Section</td> +<td class="right br">773.63</td> +<td class="ellips br">...</td> +<td class="right">773.63</td> +</tr> + +<tr> +<td colspan="2" class="left br">Marion County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Salem-Aurora</td> +<td class="right br">2,463.75</td> +<td class="ellips br">...</td> +<td class="right">2,463.75</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Salem-Jefferson</td> +<td class="right br">2,511.84</td> +<td class="ellips br">...</td> +<td class="right">2,511.84</td> +</tr> + +<tr> +<td colspan="2" class="left br">Morrow County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Columbia River Highway</td> +<td class="right br">2,546.77</td> +<td class="right br">1,009.44</td> +<td class="right">3,556.01</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Oregon-Washington Highway</td> +<td class="right br">6,831.56</td> +<td class="ellips br">...</td> +<td class="right">6,831.56</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Engineering County Const. Oregon-<br />Washington Highway</td> +<td class="right br">1,428.47</td> +<td class="ellips br">...</td> +<td class="right">1,428.47</td> +</tr> + +<tr> +<td colspan="2" class="left br">Polk County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey Between Monmouth and Dallas</td> +<td class="right br">115.30</td> +<td class="ellips br">...</td> +<td class="right">115.30</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey Near Eola</td> +<td class="right br">67.43</td> +<td class="ellips br">...</td> +<td class="right">67.43</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Independence to Benton County<br />Line</td> +<td class="right br">220.25</td> +<td class="ellips br">...</td> +<td class="right">220.25</td> +</tr> + +<tr> +<td colspan="2" class="left br">Sherman County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Columbia River Highway</td> +<td class="right br">2,995.64</td> +<td class="ellips br">...</td> +<td class="right">2,995.64</td> +</tr> + +<tr> +<td colspan="2" class="left br">Tillamook County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Tillamook to Hebo</td> +<td class="right br">807.03</td> +<td class="ellips br">...</td> +<td class="right">807.03</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Neskowin to Salmon River</td> +<td class="right br">2,628.59</td> +<td class="ellips br">...</td> +<td class="right">2,628.59</td> +</tr> + +<tr> +<td colspan="2" class="left br">Umatilla County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Pendleton to Kamela</td> +<td class="right br">5,624.73</td> +<td class="right br">1,575.29</td> +<td class="right">7,200.02</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Pendleton to Umatilla</td> +<td class="right br">3,759.87</td> +<td class="right br">1,684.76</td> +<td class="right">5,444.63</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Pendleton to Gilliam Co. Line via<br />Pilot Rock</td> +<td class="right br">1,793.58</td> +<td class="right br">282.70</td> +<td class="right">2,076.28</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Engineering County Const., Pendleton to<br />Poor Farm</td> +<td class="right br">81.26</td> +<td class="ellips br">...</td> +<td class="right">81.26</td> +</tr> + +<tr> +<td colspan="2" class="left br">Union County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, La Grande to Kamela</td> +<td class="right br">2,737.34</td> +<td class="right br">78.59</td> +<td class="right">2,815.93</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, La Grande to Minam</td> +<td class="right br">2,834.18</td> +<td class="ellips br">...</td> +<td class="right">2,834.18</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Union to Telocaset</td> +<td class="right br">364.64</td> +<td class="ellips br">...</td> +<td class="right">364.64</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, La Grande to Union</td> +<td class="right br">714.62</td> +<td class="ellips br">...</td> +<td class="right">714.62</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wallowa County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Flora-Enterprise Forest Road<br />Project</td> +<td class="right br">765.07</td> +<td class="ellips br">...</td> +<td class="right">765.07</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wasco County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Seuferts to Deschutes River</td> +<td class="right br">1,757.29</td> +<td class="ellips br">...</td> +<td class="right">1,757.29</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Design Culvert over Three Mile Creek</td> +<td class="left br"> </td> +<td class="right br">19.45</td> +<td class="right">19.45</td> +</tr> + +<tr> +<td colspan="2" class="left br"><span class='pagenum'><span class="fsize125"><a name="Page_47" id="Page_47">[47]</a></span></span>Washington County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Multnomah Co. Line to Newberg</td> +<td class="right br">2,036.55</td> +<td class="ellips br">...</td> +<td class="right">2,036.55</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey and Engineering County Const.<br />Beaverton to Gaston</td> +<td class="right br">2,326.94</td> +<td class="ellips br">...</td> +<td class="right">2,326.94</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wheeler County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, John Day River Highway</td> +<td class="right br">7,492.22</td> +<td class="right br">706.40</td> +<td class="right">8,198.62</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Mitchell to Dayville</td> +<td class="right br">5,451.58</td> +<td class="ellips br">...</td> +<td class="right">5,451.58</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Fossil to Gilliam County Line</td> +<td class="right br">791.47</td> +<td class="ellips br">...</td> +<td class="right">791.47</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Ochoco Canyon Forest Road<br />Project</td> +<td class="right br">242.26</td> +<td class="ellips br">...</td> +<td class="right">242.26</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Engineering County Const. Sarvice Creek<br />Summit Section</td> +<td class="right br">550.51</td> +<td class="ellips br">...</td> +<td class="right">550.51</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Engineering County Const. Fossil to<br />Gilliam County Line</td> +<td class="right br">507.20</td> +<td class="ellips br">...</td> +<td class="right">507.20</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Engineering County Const. Sigfrit Hill<br />Section</td> +<td class="right br">28.62</td> +<td class="ellips br">...</td> +<td class="right">28.62</td> +</tr> + +<tr> +<td colspan="2" class="left br">Yamhill County</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, McMinnville to Dayton</td> +<td class="right br">655.03</td> +<td class="ellips br">...</td> +<td class="right">655.03</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Survey, Grand Ronde Section</td> +<td class="right br">2,631.41</td> +<td class="ellips br">...</td> +<td class="right">2,631.41</td> +</tr> + +<tr> +<td colspan="2" class="left br">Miscellaneous</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Reconnaissance Surveys in various<br />Counties</td> +<td class="right br bb">1,200.04</td> +<td class="ellips br bb">...</td> +<td class="right bb">1,200.04</td> +</tr> + +<tr> +<td colspan="2" class="left br bb">Total expenditure for Surveys and<br />Engineering County Construction Work</td> +<td class="right br bb">$ 137,954.74</td> +<td class="right br bb">$ 6,131.99</td> +<td class="right bb">$ 144,086.67</td> +</tr> + +</table> + +<h4><a name="TabVII" id="TabVII"></a>TABLE VII<br /> +<span class="fsize80">GENERAL EXPENDITURES—DECEMBER 1, 1916, TO NOVEMBER 30, 1918</span></h4> + +<table class="fsize80" summary="Table p47-2"> + +<tr> +<td colspan="3" class="left">Administrative and General Supervision:</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">General Administrative</td> +<td class="right">$ 14,706.67</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">State Highway Commissioners</td> +<td class="right">4,863.11</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Auditing Department</td> +<td class="right">14,770.77</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Purchasing Department</td> +<td class="right">531.17</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Office Engineering Department</td> +<td class="right">9,636.90</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Bridge Department</td> +<td class="right">15,054.48</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Pendleton Office</td> +<td class="right">10,917.05</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Roseburg Office</td> +<td class="right">819.59</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">State Highway Engineer and Assistants</td> +<td class="right bb">26,322.08</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total</td> +<td class="right">$ 97,621.82</td> +</tr> + +<tr> +<td colspan="3" class="left">Equipment and Stock:</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Equipment (This item represents all expenditures for purchase<br />and maintenance of heavy equipment +less monthly rentals<br />charged against jobs)</td> +<td class="right">$ 78,775.26</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Stock (This item represents all expenditures for supplies and<br />materials bought and held for +distribution, less deductions made<br />as supplies and materials are shipped out and charged to jobs)</td> +<td class="right">5,721.08</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Construction of New Warehouse at Salem</td> +<td class="right bb">2,221.21</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total</td> +<td class="right">$ 86,717.55</td> +</tr> + +<tr> +<td colspan="3" class="left">Unclassified:</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Interest and other costs on bonds</td> +<td class="right">$ 82,083.05</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Miscellaneous</td> +<td class="right bb">10.15</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total</td> +<td class="right">$ 82,093.20</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_48" id="Page_48">[48]</a></p> + +<h4><a name="TabVIII" id="TabVIII"></a>TABLE VIII<br /> +<span class="fsize80">COUNTY FUNDS EXPENDED BY STATE HIGHWAY DEPARTMENT—<br />DECEMBER +1, 1916 TO NOVEMBER 30, 1918.</span></h4> + +<table class="fsize80" summary="Table p48"> +<tr> +<td colspan="2" class="center">County</td> +<td class="center">Amount on<br />Each Job</td> +<td class="center">Totals for<br />Each County</td> +</tr> + +<tr> +<td colspan="2" class="left">Benton County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Survey—Independence to Corvallis</td> +<td class="right">$ 479.20</td> +<td class="right">$ 479.20</td> +</tr> + +<tr> +<td colspan="2" class="left">Clackamas County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Grading—New Era to Canemah</td> +<td class="right">37,852.44</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Grading—Multnomah County Line to Oswego</td> +<td class="right">5,238.70</td> +<td class="right">43,091.14</td> +</tr> + +<tr> +<td colspan="2" class="left">Coos County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Grading—Coast Highway & Coquille-Myrtle Point Rd.</td> +<td class="right">160,781.83</td> +<td class="right">160,781.83</td> +</tr> + +<tr> +<td colspan="2" class="left">Douglas County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Grading—Divide to Comstock</td> +<td class="right">17,119.44</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Grading and Macadam—Comstock to Leona</td> +<td class="right">74,349.72</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Grading—Oakland to Yoncalla</td> +<td class="right">82,081.02</td> +<td class="right">173,550.18</td> +</tr> + +<tr> +<td colspan="2" class="left">Grant County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Survey—John Day River Highway</td> +<td class="right">291.10</td> +<td class="right">291.10</td> +</tr> + +<tr> +<td colspan="2" class="left">Hood River County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Hood River Bridge</td> +<td class="right">3,968.49</td> +<td class="right">3,968.49</td> +</tr> + +<tr> +<td colspan="2" class="left">Linn County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Survey—Albany to Jefferson</td> +<td class="right">5.00</td> +<td class="right">5.00</td> +</tr> + +<tr> +<td colspan="2" class="left">Marion County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Salem Bridge</td> +<td class="right">223,794.99</td> +<td class="right">223,794.99</td> +</tr> + +<tr> +<td colspan="2" class="left">Morrow County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Survey of Columbia River Highway</td> +<td class="right">1,009.44</td> +<td class="right">1,009.44</td> +</tr> + +<tr> +<td colspan="2" class="left">Polk County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Approach to Salem Bridge</td> +<td class="right">4,548.10</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Dallas Bridge</td> +<td class="right">10,754.43</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Bridge between Monmouth and Dallas</td> +<td class="right">1,898.17</td> +<td class="right">17,200.70</td> +</tr> + +<tr> +<td colspan="2" class="left">Tillamook County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Grading & Paving—Tillamook to Cloverdale</td> +<td class="right">26,009.84</td> +<td class="right">26,009.84</td> +</tr> + +<tr> +<td colspan="2" class="left">Umatilla County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Surveys—Pendleton to Echo</td> +<td class="right">1,684.76</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Surveys—Pendleton to Pilot Rock</td> +<td class="right">282.70</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Surveys—Pendleton to Kamela</td> +<td class="right">1,575.29</td> +<td class="right">3,542.75</td> +</tr> + +<tr> +<td colspan="2" class="left">Union County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Surveys—La Grande to Kamela</td> +<td class="right">78.59</td> +<td class="right">78.59</td> +</tr> + +<tr> +<td colspan="2" class="left">Wasco County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Design for Three Mile Creek Bridge</td> +<td class="right">19.45</td> +<td class="right">19.45</td> +</tr> + +<tr> +<td colspan="2" class="left">Washington County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Grading—Multnomah Co. Line to Newberg</td> +<td class="right">9,395.00</td> +<td class="right">9,395.00</td> +</tr> + +<tr> +<td colspan="2" class="left">Wheeler County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Grading—Cummins Hill Section</td> +<td class="right">7,527.20</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Grading—Bridge Creek Section</td> +<td class="right">10,000.00</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Surveys—John Day River Highway</td> +<td class="right">706.40</td> +<td class="right">18,233.60</td> +</tr> + +<tr> +<td colspan="2" class="left">Yamhill County</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Grading—Rex to Newberg</td> +<td class="right">6,153.05</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Sheridan Paving, 1917</td> +<td class="right">10,000.00</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Sheridan Paving, 1918</td> +<td class="right">2,120.44</td> +<td class="right bb">18,273.49</td> +</tr> + +<tr> +<td colspan="2" class="left">Total County Funds Expended by Department</td> +<td class="left"> </td> +<td class="right">$709,724.79</td> +</tr> + +</table> + +<p>The above tabulated amounts cover only those expenditures made on vouchers +drawn by the Highway Department. The Department has supervised a very large +amount of County construction upon which payment has been made direct by the +County, which payments are not included above.</p> + +<p class='pagenum'><a name="Page_50" id="Page_50">[50]</a></p> + +<div class="figcenter"><a name="Fig05" id="Fig05"></a><img src="images/illo050.jpg" alt="REINFORCED CONCRETE CRIBBING NEAR +PRESCOTT ON THE COLUMBIA RIVER HIGHWAY IN COLUMBIA COUNTY. BUILT IN 1918" /> +<p class="caption">REINFORCED CONCRETE CRIBBING NEAR PRESCOTT ON THE COLUMBIA RIVER<br /> +HIGHWAY IN COLUMBIA COUNTY. BUILT IN 1918</p></div> + +<p class='pagenum'><a name="Page_51" id="Page_51">[51]</a></p> + +<hr class="c25" /> + +<p class="title"> +<span class="fsize150">General Tabulated Information</span><br /> +and<br /> +<span class="fsize150">Highway Maps</span></p> + + +<h4><a name="TABLES" id="TABLES"></a>TABLES</h4> + +<table class="ind10" summary="List of Tables"> + +<tr> +<td class="left"><a href="#TabA">Table A</a></td> +<td>—</td> +<td class="left">Miles of Highway Construction Completed by the Highway Department during 1917 and 1918.</td> +</tr> + +<tr> +<td class="left"><a href="#TabB">Table B</a></td> +<td>—</td> +<td class="left">Tabulation of Bridge Design and Construction.</td> +</tr> + +<tr> +<td class="left"><a href="#TabC">Table C</a></td> +<td>—</td> +<td class="left">Miles of Location Surveys made by the Department during 1917 and 1918.</td> +</tr> + +<tr> +<td class="left"><a href="#TabD">Table D</a></td> +<td>—</td> +<td class="left">Miles of Different Types of Roads in each County.</td> +</tr> + +<tr> +<td class="left"><a href="#TabE">Table E</a></td> +<td>—</td> +<td class="left">Motor Vehicle Registration by Counties.</td> +</tr> + +<tr> +<td class="left"><a href="#TabF">Table F</a></td> +<td>—</td> +<td class="left">County Bond Issues.</td> +</tr> + +<tr> +<td class="left"><a href="#TabG">Table G</a></td> +<td>—</td> +<td class="left">Tabulation of Contract Prices.</td> +</tr> + +<tr> +<td class="left"><a href="#TabH">Table H</a></td> +<td>—</td> +<td class="left">Yearly Expenditure of State Funds in Counties.</td> +</tr> + +<tr> +<td class="left"><a href="#TabI">Table I</a></td> +<td>—</td> +<td class="left">Mileage Table of Main Traveled Roads.</td> +</tr> + +<tr> +<td class="left"><a href="#TabJ">Table J</a></td> +<td>—</td> +<td class="left">Official Designation of State Highways.</td> +</tr> + +<tr> +<td class="left"><a href="#TabK">Table K</a></td> +<td>—</td> +<td class="left">Employes of the State Highway Department.</td> +</tr> + +<tr> +<td class="left"><a href="#TabL">Table L</a></td> +<td>—</td> +<td class="left">Numbers and Mileages of State Highways.</td> +</tr> + +</table> + + +<h4>MAPS</h4> + +<table class="ind10" summary="List of Maps"> + +<tr> +<td class="left"><a href="#MapI">Map I.</a></td> +<td>—</td> +<td class="left">Main Traveled Roads of the State.</td> +</tr> + +<tr> +<td class="left"><a href="#MapII">Map II.</a></td> +<td>—</td> +<td class="left">State Highway System.</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_52" id="Page_52">[52]</a></p> + + +<h4><a name="TabA" id="TabA"></a>TABLE A<br /> +<span class="fsize80">MILES OF HIGHWAY CONSTRUCTED BY HIGHWAY DEPARTMENT +1917-1918</span></h4> + +<table class="fsize80" summary="Table p 52"> + +<tr> +<td colspan="3" class="center bt2 br bb">Jobs</td> +<td class="center bt2 br bb">Concrete<br />Pavement</td> +<td class="center bt2 br bb">Bitu-<br />minous<br />Pavement</td> +<td class="center bt2 br bb">Broken<br />Stone<br />Macadam</td> +<td class="center bt2 br bb">Gravel<br />Macadam</td> +<td class="center bt2 bb">Grading</td> +</tr> + +<tr> +<td colspan="3" class="left br">Clackamas County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Oregon City to Canby</td> +<td class="ellips br">...</td> +<td class="right br">7.5</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">New Era to Oregon City</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">4.5</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Multnomah County Line to<br />Oswego</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">.2</td> +</tr> + +<tr> +<td colspan="3" class="left br">Clatsop County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Astoria to Svensen</td> +<td class="ellips br">...</td> +<td class="right br">3.5</td> +<td class="right br">5.5</td> +<td class="ellips br">...</td> +<td class="right">1.2</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Svensen to Westport</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">17.2</td> +<td class="right br">1.7</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="left br">Columbia County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Multnomah County Line-<br />Scappoose</td> +<td class="ellips br">...</td> +<td class="right br">2.5</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Westport to Clatskanie</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">8.6</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Clatskanie to Delena</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">9.0</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Delena to Goble</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">7.6</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Goble Section</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">2.0</td> +<td class="ellips br">...</td> +<td class="right">2.0</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Beaver Valley Section</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">4.0</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Rainier Hill Section</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">2.2</td> +</tr> + +<tr> +<td colspan="3" class="left br">Coos County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Marshfield to Curry County<br />Line</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">20.0</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Coquille to Myrtle Point</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">3.0</td> +</tr> + +<tr> +<td colspan="3" class="left br">Deschutes County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bend to Lapine (cinder<br />macadam)</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">12.5</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="left br">Douglas County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Myrtle Creek to Dillard</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">12.8</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Oakland to Yoncalla</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">10.4</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Divide to Comstock</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">2.4</td> +<td class="ellips br">...</td> +<td class="right">2.4</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Comstock to Leona</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">4.6</td> +<td class="ellips br">...</td> +<td class="right">4.6</td> +</tr> + +<tr> +<td colspan="3" class="left br">Gilliam County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Mayville to Wheeler County<br />Line</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.0</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Condon to Thirty Mile Creek</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">5.7</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="left br">Hood River County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Cascade Locks Section</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">8.2</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Viento Section</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">3.6</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Ruthton Hill Section</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">2.4</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Cascade Locks to Hood River</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">18.0</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="left br">Jackson County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Siskiyou Mountain Section</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">6.5</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Ashland Undercrossing</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">.8</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Ashland Paving</td> +<td class="right br">.8</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="left br">Josephine County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Wolf Creek to Grave Creek</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">4.9</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grants Pass-Jackson County<br />Line</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">3.3</td> +</tr> + +<tr> +<td colspan="3" class="left br">Lake County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Lakeview to Paisley</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">4.0</td> +<td class="ellips br">...</td> +<td class="right">6.4</td> +</tr> + +<tr> +<td colspan="3" class="left br">Lane County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Divide to Cottage Grove</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.0</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="left br">Lincoln County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Pioneer Mountain Section</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">1.0</td> +</tr> + +<tr> +<td colspan="3" class="left br">Tillamook County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Tillamook-Cloverdale Paving</td> +<td class="ellips br">...</td> +<td class="right br">5.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">5.0</td> +</tr> + +<tr> +<td colspan="3" class="left br"><span class='pagenum'><span class="fsize125"><a name="Page_53" id="Page_53">[53]</a></span></span>Umatilla County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Pendleton-Adams Section</td> +<td class="ellips br">...</td> +<td class="right br">10.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Pendleton-West</td> +<td class="ellips br">...</td> +<td class="right br">1.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="3" class="left br">Union County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Elgin to Minam</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">.8</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Union to Telocaset</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">3.0</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">La Grande to Hot Lake</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">3.7</td> +</tr> + +<tr> +<td colspan="3" class="left br">Washington County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Multnomah County Line to<br />Newberg</td> +<td class="ellips br">...</td> +<td class="right br">12.5</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">12.5</td> +</tr> + +<tr> +<td colspan="3" class="left br">Wheeler County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Cummins Hill Section</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">3.5</td> +<td class="ellips br">...</td> +<td class="right">3.5</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Fossil-Cummins Hill Section</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.0</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge Creek Section</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">.9</td> +</tr> + +<tr> +<td colspan="3" class="left br">Yamhill County—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Sheridan Paving</td> +<td class="right br">4.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">4.0</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Multnomah County Line,<br />Newberg Paving</td> +<td class="ellips br bb">...</td> +<td class="right br bb">3.2</td> +<td class="ellips br bb">...</td> +<td class="ellips br bb">...</td> +<td class="right bb">3.2</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left bb"> </td> +<td class="left br bb">Totals</td> +<td class="right br bb">4.8</td> +<td class="right br bb">45.2</td> +<td class="right br bb">79.6</td> +<td class="right br bb">32.2</td> +<td class="right bb">134.5</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_54" id="Page_54">[54]</a></p> + +<h4><a name="TabB" id="TabB"></a>TABLE B<br /> +<span class="fsize80">BRIDGE AND CULVERT DESIGN AND CONSTRUCTION DECEMBER 1ST, 1916, TO NOVEMBER 30TH, 1918</span></h4> + +<table class="fsize80" summary="Table p54"> + +<tr> +<td colspan="3" class="center bt2 br bb">Name of Structure</td> +<td class="center bt2 br bb">Struc-<br />ture<br />No.</td> +<td class="center bt2 br bb">Type of Structure</td> +<td class="center bt2 br bb">Total<br />Length<br />of<br />Bridge<br />and Ap-<br />proaches<br />(Feet)</td> +<td colspan="2" class="center bt2 br bb">Width<br />of<br />Road-<br />way<br />(Feet)</td> +<td class="center bt2 br bb">Loading<br />(See<br /><a href="#LoadNote">Foot-<br />note</a>)</td> +<td colspan="2" class="center bt2 bb">TOTAL COST<br />Actual Cost<br />if Complete;<br />Estimated<br />if Uncompleted</td> +</tr> + +<tr> +<td colspan="3" class="left br">Benton:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Culvert on West Side Highway, 4<span class="enum">1</span>⁄<span class="denom">2</span> Mi. +No.<br />of Corvallis</td> +<td class="right br">207</td> +<td class="left br">Double 5′ x 5′ R. C. Culvert</td> +<td class="right br">12</td> +<td> </td> +<td class="right br">24</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">$ 800.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Culvert on West Side Highway, 5 mi. No.<br />of Corvallis</td> +<td class="right br">208</td> +<td class="left br">Double 6′ x 8′ R. C. Culvert</td> +<td class="right br">14</td> +<td> </td> +<td class="right br">24</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">1,300.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge over Mill Race South of Corvallis</td> +<td class="right br">230</td> +<td class="left br">Reinforced concrete bridge</td> +<td class="right br">85</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">7,000.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Clatsop:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="br"> </td> +<td class="br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Drawbridge over John Day River</td> +<td class="right br">148</td> +<td class="left br">2-108′ Wood Spans 1-40′ Lift Span</td> +<td class="right br">296</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">25,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Plympton Creek Bridge at Westport</td> +<td class="right br">185</td> +<td class="left br">R. C. Thru Span</td> +<td class="right br">60</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">6,413.19</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Big Creek Bridge near Knappa</td> +<td class="right br">186</td> +<td class="left br">R. C. Bridge</td> +<td class="right br">90</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">8,446.70</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Little Creek Culvert near Knappa</td> +<td class="right br">198</td> +<td class="left br">6′ x 12′ R. C. Culvert</td> +<td class="right br">14</td> +<td> </td> +<td class="right br">24</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">929.69</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge over McDonald’s Log Chute on<br />Columbia River Hwy.</td> +<td class="right br">214</td> +<td class="left br">20′ R. C. Bridge</td> +<td class="right br">20</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">1,600.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Columbia:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Beaver Creek Bridge No. 1</td> +<td class="right br">132</td> +<td class="left br">90′ R. C. Bridge</td> +<td class="right br">90</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">5,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Beaver Creek Bridge No. 2</td> +<td class="right br">134</td> +<td class="left br">70′ R. C. Bridge</td> +<td class="right br">70</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">4,300.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Beaver Creek Bridge No. 3</td> +<td class="right br">136</td> +<td class="left br">70′ R. C. Bridge</td> +<td class="right br">70</td> +<td class="br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Beaver Creek Bridge No. 4</td> +<td class="right br">138</td> +<td class="left br">70′ R. C. Bridge</td> +<td class="right br">70</td> +<td class="br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Beaver Creek Bridge No. 5</td> +<td class="right br">140</td> +<td class="left br">60′ R. C. Bridge</td> +<td class="right br">60</td> +<td class="br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Beaver Creek Bridge No. 6</td> +<td class="right br">142</td> +<td class="left br">70′ R. C. Bridge</td> +<td class="right br">70</td> +<td class="br"> </td> +<td class="right br">—20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">32,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Beaver Creek Bridge No. 7</td> +<td class="right br">144</td> +<td class="left br">60′ R. C. Bridge</td> +<td class="right br">60</td> +<td class="br"> </td> +<td class="right br"> </td> +<td class="right br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Beaver Creek Bridge No. 8</td> +<td class="right br">146</td> +<td class="left br">50′ R. C. Bridge</td> +<td class="right br">50</td> +<td class="br"> </td> +<td class="right br"> </td> +<td class="right br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Beaver Creek Bridge No. “A”</td> +<td class="right br">157</td> +<td class="left br">70′ R. C. Bridge</td> +<td class="right br">70</td> +<td class="br"> </td> +<td class="right br"> </td> +<td class="right br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Beaver Creek Bridge No. “B”</td> +<td class="right br">155</td> +<td class="left br">105′ R. C. Bridge</td> +<td class="right br">105</td> +<td class="br"> </td> +<td class="right br"> </td> +<td class="right br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Beaver Creek Bridge No. 10</td> +<td class="right br">150</td> +<td class="left br">30′ R. C. Bridge</td> +<td class="right br">30</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">3,600.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Beaver Creek Bridge No. 11</td> +<td class="right br">152</td> +<td class="left br">30′ R. C. Bridge</td> +<td class="right br">30</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">3,600.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Culvert near Scappoose on Columbia River<br />Highway</td> +<td class="right br">188</td> +<td class="left br">8′ x 10′ R. C. Culvert</td> +<td class="right br">12</td> +<td> </td> +<td class="right br">24</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">1,834.60</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Graham Creek Culvert near Clatskanie</td> +<td class="right br">184</td> +<td class="left br">Double 6′ x 6′ R. C. Box</td> +<td class="right br">14</td> +<td> </td> +<td class="right br">24</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">804.49</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Goble Creek Bridge at Goble</td> +<td class="right br">191</td> +<td class="left br">90′ R. C. Bridge</td> +<td class="right br">90</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">5,907.14</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Half viaduct near Little Jack Falls</td> +<td class="right br">236</td> +<td class="left br">R. C. Half Viaduct</td> +<td class="right br">75</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">2,000.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Coos:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Overhead Railway Crossing at Overland</td> +<td class="right br">110</td> +<td class="left br">R. C. Viaduct</td> +<td class="right br">114</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">10,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">45′ Wooden Truss</td> +<td class="right br">111</td> +<td class="left br">Wooden truss</td> +<td class="right br">45</td> +<td> </td> +<td class="right br">24</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">500.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Haynes Slough Bridge</td> +<td class="right br">113</td> +<td class="left br">40′ Lift (Wood)</td> +<td class="right br">60</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">4,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">North Slough Bridge<span class='pagenum'><span class="fsize125"><a name="Page_55" id="Page_55">[55]</a></span></span></td> +<td class="right br">114</td> +<td class="left br">40′ Lift (Wood)</td> +<td class="right br">60</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">4,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Isthmus Slough Bridge</td> +<td class="right br">115</td> +<td class="left br">80′ Draw Span</td> +<td class="right br">180</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">12,500.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Larson Slough Bridge</td> +<td class="right br">116</td> +<td class="left br">40′ Wood Lift and Trestle</td> +<td class="right br">60</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">4,500.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Powers Bridge</td> +<td class="right br">252</td> +<td class="left br">2-126′ Wood Spans</td> +<td class="right br">520</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">12,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge at Gravel Ford—No. Fork of<br />Coquille River</td> +<td class="right br">125</td> +<td class="left br">126′ Wood Span</td> +<td class="right br">790</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">8,000.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Douglas:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Pheasant Creek Culvert near Curtin</td> +<td class="right br">187</td> +<td class="left br">8′ x 8′ R. C. Culvert</td> +<td class="right br">10</td> +<td> </td> +<td class="right br">24</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">1,804.69</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Pass Creek Culvert, 1 mi. North of Comstock</td> +<td class="right br">194</td> +<td class="left br">20′ R. C. Bridge</td> +<td class="right br">20</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">2,184.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Umpqua River Bridge South of Dillard</td> +<td class="right br">195</td> +<td class="left br">2-144′ Wood Spans</td> +<td class="right br">330</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">19,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Rock Creek Bridge near Anlauf</td> +<td class="right br">196</td> +<td class="left br">30′ R. C. Bridge</td> +<td class="right br">30</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">2,169.70</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Umpqua River Bridge north of Dillard</td> +<td class="right br">202</td> +<td class="left br">3-144′ Wood Spans</td> +<td class="right br">480</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">26,500.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">20′ R. C. Bridge</td> +<td class="right br">216</td> +<td class="left br">20′ R. C. Bridge</td> +<td class="right br">20</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">1,200.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Van Tyne Creek Bridge between Myrtle<br />Creek and Dillard</td> +<td class="right br">234</td> +<td class="left br">60′ R. C. Bridge</td> +<td class="right br">60</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">3,575.70</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Viaduct 1 mile North of Myrtle Creek</td> +<td class="right br">245</td> +<td class="left br">58′ R. C. Viaduct</td> +<td class="right br">58</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">2,648.54</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Viaduct 1 mile North of Myrtle Creek</td> +<td class="right br">246</td> +<td class="left br">45′ R. C. Viaduct</td> +<td class="right br">45</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">2,415.28</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Pass Creek Culvert 1<span class="enum">1</span>⁄<span +class="denom">2</span> miles North of<br />Comstock</td> +<td class="right br">190</td> +<td class="left br">Double 6′ x 7′ R. C. Culvert</td> +<td class="right br">14</td> +<td> </td> +<td class="right br">24</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">1,380.03</td> +</tr> + +<tr> +<td colspan="3" class="left br">Grant:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">John Day River Bridge at Monument</td> +<td class="right br">124</td> +<td class="left br">180′ Wood Span</td> +<td class="right br">450</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">11,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Gulch</td> +<td class="right br">239</td> +<td class="left br">40′ Wood Span</td> +<td class="right br">40</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">600.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Gulch</td> +<td class="right br">240</td> +<td class="left br">40′ Wood Span</td> +<td class="right br">52</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">700.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Gulch</td> +<td class="right br">241</td> +<td class="left br">40′ Wood Span</td> +<td class="right br">52</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">700.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Rock Creek</td> +<td class="right br">242</td> +<td class="left br">40′ Wood Span</td> +<td class="right br">86</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">1,700.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">John Day River at Goose Rock</td> +<td class="right br">243</td> +<td class="left br">108′ Wood Span</td> +<td class="right br">150</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">8,800.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">North Fork John Day River</td> +<td class="right br">244</td> +<td class="left br">144′ Wood Span</td> +<td class="right br">184</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">11,500.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Holmes Creek</td> +<td class="right br">255</td> +<td class="left br">40′ Wood Span</td> +<td class="right br">78</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">1,500.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Rattlesnake Creek</td> +<td class="right br">256</td> +<td class="left br">40′ Wood Span</td> +<td class="right br">52</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">1,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Dixie Creek Bridge at Prairie City</td> +<td class="right br">282</td> +<td class="left br">50′ Wood Span</td> +<td class="right br">50</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">6,000,00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Hood River:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">East Fork of Hood River</td> +<td class="right br">119</td> +<td class="left br">140′ R. C. Viaduct</td> +<td class="right br">140</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">8,400.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Neal Creek Bridge</td> +<td class="right br">120</td> +<td class="left br">25′ Bridge, R. C.</td> +<td class="right br">25</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">1,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge over Hood River at Dee</td> +<td class="right br">121</td> +<td class="left br">126′ Wooden Span</td> +<td class="right br">126</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">3,500.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Odell Creek Bridge</td> +<td class="right br">122</td> +<td class="left br">15′ R. C. Bridge</td> +<td class="right br">15</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">600.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Herman Creek Bridge</td> +<td class="right br">159</td> +<td class="left br">100′ R. C. Bridge</td> +<td class="right br">100</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">7,389.06</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Culvert for Flume Line at Mitchell Point</td> +<td class="right br">162</td> +<td class="left br">R. C. Culvert</td> +<td class="ellips br">...</td> +<td> </td> +<td class="right br">24</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">378.44</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Culvert for Pipe Line at Cascade Locks</td> +<td class="right br">171</td> +<td class="left br">3′ x 6<span class="enum">1</span>⁄<span class="denom">2</span>′ R. C. Culvert</td> +<td class="right br">8</td> +<td> </td> +<td class="right br">24</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">642.41</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Viento Creek Bridge at Viento</td> +<td class="right br">172</td> +<td class="left br">20′ R. C. Bridge</td> +<td class="right br">20</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">1,650.97</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Gorton Creek Bridge</td> +<td class="right br">173</td> +<td class="left br">50′ R. C. Bridge</td> +<td class="right br">50</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">3,153.90</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Parham Creek Culvert near Viento</td> +<td class="right br">182</td> +<td class="left br">4′ x 10′ R. C. Culvert</td> +<td class="right br">12</td> +<td> </td> +<td class="right br">24</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">965.85</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Indian Creek</td> +<td class="right br">197</td> +<td class="left br">Culvert</td> +<td class="right br">10</td> +<td> </td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">1,500.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Hood River Bridge at Hood River</td> +<td class="right br">200</td> +<td class="left br">420′ R. C. Arch and Viaduct</td> +<td class="right br">420</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">48,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Half Viaduct on Ruthton Hill</td> +<td class="right br">273</td> +<td class="left br">54′ Half Viaduct</td> +<td class="right br">74</td> +<td> </td> +<td class="ellips br">...</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">1,563.01</td> +</tr> + +<tr> +<td colspan="3" class="left br">Jackson:<span class='pagenum'><span class="fsize125"><a name="Page_56" id="Page_56">[56]</a></span></span></td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Big Applegate near Jacksonville</td> +<td class="right br">147</td> +<td class="left br">126′ Wood Span, 100′ approach</td> +<td class="right br">226</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">4,000.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Josephine:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Trestle over Dry Gulch East of Wolf Creek</td> +<td class="right br">210</td> +<td class="left br">120′ Wood Trestle</td> +<td class="right br">120</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">1,852.78</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Coyote Creek Bridge East of Wolf Creek</td> +<td class="right br">211</td> +<td class="left br">58′ Wood Trestle</td> +<td class="right br">58</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">811.28</td> +</tr> + +<tr> +<td colspan="3" class="left br">Lane:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Overhead Railway Crossing at Divide</td> +<td class="right br">163</td> +<td class="left br">92′ R. C. Viaduct</td> +<td class="right br">92</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">6,500.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Lincoln:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Alsea River, 7 miles above Waldport</td> +<td class="right br">260</td> +<td class="left br">144′ Wood Span</td> +<td class="right br">258</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">10,000.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Linn:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge over Mill Race in Lebanon</td> +<td class="right br">274</td> +<td class="left br">40′ R. C. Bridge</td> +<td class="right br">40</td> +<td> </td> +<td class="right br">24</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">2,000.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Marion:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br"><a name="SalemBridge" id="SalemBridge"></a>Willamette River Bridge at Salem</td> +<td class="right br">123</td> +<td class="left br">Steel Bridge</td> +<td class="right br">2220</td> +<td> </td> +<td class="right br">24</td> +<td class="ellips br">(¶)</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">250,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Slough</td> +<td class="right br">253</td> +<td class="left br">6′ x 7′ R. C. Culvert</td> +<td class="ellips br">...</td> +<td> </td> +<td class="ellips br">...</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">1,200.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Slough</td> +<td class="right br">254</td> +<td class="left br">Double 2<span class="enum">1</span>⁄<span class="denom">2</span>′ x 3′ R. C. Culvert</td> +<td class="ellips br">...</td> +<td> </td> +<td class="ellips br">...</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">500.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Multnomah:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Overhead Crossing—Ore. Elec. Ry. at<br />Capital Hill</td> +<td class="right br">169</td> +<td class="left br">106′ Wooden Overcrossing</td> +<td class="right br">106</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">800.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Slough</td> +<td class="right br">258</td> +<td class="left br">60′ Wooden Span</td> +<td class="right br">60</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">1,000.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Polk:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Mulkey Cut-off near Monmouth</td> +<td class="right br">201</td> +<td class="left br">40′ Wood trestle</td> +<td class="right br">40</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">600.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">LaCreole Creek in Dallas (not designed by<br />State)</td> +<td class="right br">231</td> +<td class="left br">70′ R. C. Arch</td> +<td class="right br">70</td> +<td> </td> +<td class="right br">22</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">10,755.68</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">R. C. Bridge between Dallas and Monmouth</td> +<td class="right br">233</td> +<td class="left br">36′ Wood Bridge</td> +<td class="right br">36</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">1,898.17</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Little Luckiamute</td> +<td class="right br">238</td> +<td class="left br">72′ Wood Span</td> +<td class="right br">130</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">3,615.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Big Luckiamute, at Montgomery School<br />(See also <a href="#SalemBridge">Marion County</a> +for Salem Bridge)</td> +<td class="right br">283</td> +<td class="left br">160′ Suspension Foot Bridge</td> +<td class="right br">160</td> +<td> </td> +<td class="right br">4</td> +<td class="ellips br">...</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">500.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Sherman:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">John Day River Bridge on Columbia River<br />Highway</td> +<td class="right br">108</td> +<td class="left br">2-126′ Wood Deck Spans</td> +<td class="right br">372</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">20,000.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Tillamook:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge over North Fork of Nehalem River</td> +<td class="right br">127</td> +<td class="left br">40′ Lift and 90′ Span</td> +<td class="right br">750</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">11,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge over Beaver Creek, North of Beaver</td> +<td class="right br">153</td> +<td class="left br">172′ R. C. Bridge</td> +<td class="right br">172</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">8,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge over Beaver Creek in Beaver</td> +<td class="right br">154</td> +<td class="left br">120′ R. C. Bridge</td> +<td class="right br">120</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">6,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Munson Creek Bridge</td> +<td class="right br">160</td> +<td class="left br">16′ R. C. Bridge</td> +<td class="right br">16</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">500.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Umatilla:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge over Washout Gulch near Reith</td> +<td class="right br">229</td> +<td class="left br">54′ Wood Span</td> +<td class="right br">54</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">1,500.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Union:<span class='pagenum'><span class="fsize125"><a name="Page_57" id="Page_57">[57]</a></span></span></td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grand Ronde River Bridge</td> +<td class="right br">174</td> +<td class="left br">2-126′ Wooden Spans</td> +<td class="right br">270</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">8,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Grand Ronde River Bridge</td> +<td class="right br">175</td> +<td class="left br">1-162′ Wooden Spans</td> +<td class="right br">200</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">8,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge between La Grande and Hot Lake</td> +<td class="right br">275</td> +<td class="left br">12′ R. C. Bridge</td> +<td class="right br">12</td> +<td> </td> +<td class="right br">24</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">1,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge between La Grande and Hot Lake</td> +<td class="right br">276</td> +<td class="left br">10′ R. C. Bridge</td> +<td class="right br">10</td> +<td> </td> +<td class="right br">24</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">900.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge between La Grande and Hot Lake</td> +<td class="right br">277</td> +<td class="left br">26′ R. C. Bridge</td> +<td class="right br">26</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">2,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge between La Grande and Hot Lake</td> +<td class="right br">278</td> +<td class="left br">18′ R. C. Bridge</td> +<td class="right br">18</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">1,500.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge between La Grande and Hot Lake</td> +<td class="right br">279</td> +<td class="left br">14′ R. C. Bridge</td> +<td class="right br">14</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">1,400.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Box Culvert near Hot Lake</td> +<td class="right br">215</td> +<td class="left br">7′ x 8′ R. C. Box Culvert</td> +<td class="right br">10</td> +<td> </td> +<td class="right br">24</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">800.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Wasco:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Eight Mile Creek Bridge East of the Dalles</td> +<td class="right br">106</td> +<td class="left br">60′ R. C. Box Culvert</td> +<td class="right br">60</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">3,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Three Mile Creek Bridge—East of the<br />Dalles</td> +<td class="right br">109</td> +<td class="left br">6′ x 6′ R. C. Culvert</td> +<td class="ellips br">...</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">700.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Mosier Creek Bridge at Mosier</td> +<td class="right br">118</td> +<td class="left br">175′ R. C. Viaduct</td> +<td class="right br">175</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">7,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Butler Creek Bridge</td> +<td class="right br">128</td> +<td class="left br">36′ R. C. Bridge</td> +<td class="right br">36</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">1,800.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Tygh Creek Bridge near Tygh Valley</td> +<td class="right br">129</td> +<td class="left br">78′ R. C. Bridge</td> +<td class="right br">78</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_2_2">[2]</a></td> +<td class="right">5,500.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Rock Creek Bridge</td> +<td class="right br">203</td> +<td class="left br">45′ R. C. Bridge</td> +<td class="right br">45</td> +<td> </td> +<td class="right br">20</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">2,700.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Washington:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Onion Flat Trestle between Rex and<br />Tigardville</td> +<td class="right br">199</td> +<td class="left br">599′ Wood Trestle</td> +<td class="right br">599</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">8,372.22</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Tualatin River Bridge, 2 mi. So. of<br />Tigardville</td> +<td class="right br">204</td> +<td class="left br">144′ Wood Span</td> +<td class="right br">310</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">12,968.60</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Fanno Creek Bridge at Tigard</td> +<td class="right br">264</td> +<td class="left br">70′ Wood Trestle</td> +<td class="right br">70</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Heavy</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">1,882.81</td> +</tr> + +<tr> +<td colspan="3" class="left br">Wheeler:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge over Bridge Creek, near Mitchell</td> +<td class="right br">176</td> +<td class="left br">162′ Wooden Span</td> +<td class="right br">333</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">10,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge over Bridge Creek, 4 mi. West of<br />Mitchell</td> +<td class="right br">177</td> +<td class="left br">90′ Wooden Span</td> +<td class="right br">105</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_3_3">[3]</a></td> +<td class="right">6,774.15</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge over West Branch Creek, near<br />Mitchell</td> +<td class="right br">178</td> +<td class="left br">30′ Wooden Span</td> +<td class="right br">30</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">500.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge at Mitchell</td> +<td class="right br">179</td> +<td class="left br">162′ Wooden Span</td> +<td class="right br">200</td> +<td> </td> +<td class="right br">16</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">8,000.00</td> +</tr> + +<tr> +<td colspan="3" class="left br">Yamhill:</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left br">Bridge over Yamhill River—6 mi. West of<br />Grande Ronde</td> +<td class="right br">262</td> +<td class="left br">40′ Wooden Span</td> +<td class="right br">97</td> +<td> </td> +<td class="right br">18</td> +<td class="left br">Medium</td> +<td class="left"><a href="#Footnote_1_1">[1]</a></td> +<td class="right">1,000.00</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td colspan="2" class="left br bb">Bridge over Cedar Creek—4 mi. West of<br />Grande Ronde</td> +<td class="right br bb">263</td> +<td class="left br bb">30′ Wooden Span</td> +<td class="right br bb">68</td> +<td class="bb"> </td> +<td class="right br bb">18</td> +<td class="left br bb">Medium</td> +<td class="left bb"><a href="#Footnote_1_1">[1]</a></td> +<td class="right bb">800.00</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left bb"> </td> +<td class="left bb">Total</td> +<td class="left bb"> </td> +<td class="left bb"> </td> +<td class="left bb"> </td> +<td class="bb"> </td> +<td class="left bb"> </td> +<td class="left bb"> </td> +<td class="left bb"> </td> +<td class="right bb">$ 788,788.09</td> +</tr> + +</table> + +<hr class="l05" /> +<div class="footnote"><p><a name="Footnote_1_1" id="Footnote_1_1"></a> +<span class="label">[1]</span> Designed by Highway Department but not yet constructed.</p></div> + +<div class="footnote"><p><a name="Footnote_2_2" id="Footnote_2_2"></a> +<span class="label">[2]</span> Designed by Highway Department and construction supervised by +Counties.</p></div> + +<div class="footnote"><p><a name="Footnote_3_3" id="Footnote_3_3"></a> +<span class="label">[3]</span> Designed and construction supervised by Highway Department.</p></div> + +<div class="footnote"><p><a name="LoadNote" id="LoadNote"></a>Where loading is referred to as "Heavy," the structure is designed for a +twenty-ton roller and for 100 lbs. per sq. ft. Where loading is referred +to as "Medium," the structure is designed for a fifteen-ton roller and +for 75 lbs. per sq. ft.</p></div> +<hr class="l05" /> + + +<h4 class="fsize80">SUMMARY OF BRIDGE AND CULVERT DESIGN AND CONSTRUCTION</h4> + +<table class="fsize80" summary="Table p57"> + +<tr> +<td colspan="3" class="left">Designed and Construction Supervised by Highway Department</td> +<td class="right">$ 527,788.09</td> +</tr> + +<tr> +<td colspan="3" class="left">Designed by Highway Department and Construction supervised by Counties</td> +<td class="right">89,600.00</td> +</tr> + + +<tr> +<td colspan="3" class="left">Designed by Highway Department but not yet constructed</td> +<td class="right bb">171,400.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total</td> +<td class="left"> </td> +<td class="right">$ 788,788.09</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_58" id="Page_58">[58]</a></p> + + +<h4><a name="TabC" id="TabC"></a>TABLE C<br /> +<span class="fsize80">MILES OF LOCATION SURVEYS<br />MADE BY HIGHWAY DEPARTMENT 1917-1918</span></h4> + +<table class="fsize80" summary="Table p58"> + +<tr> +<td colspan="3" class="center">Jobs</td> +<td class="center">Miles</td> +</tr> + +<tr> +<td colspan="3" class="left">Baker County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Baker to Middle Bridge</td> +<td class="right">17.0</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Canyon Section of Baker-Cornucopia Road</td> +<td class="right">4.5</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Sag Section of Baker-Cornucopia Road</td> +<td class="right">4.9</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Middle Bridge to Black Bridge</td> +<td class="right">13.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Clackamas County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Canby to Oregon City</td> +<td class="right">7.5</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Oregon City to Multnomah County Line</td> +<td class="right">6.5</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Aurora to Canby</td> +<td class="right">5.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Columbia County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Columbia City to Scappoose</td> +<td class="right">11.2</td> +</tr> + +<tr> +<td colspan="3" class="left">Coos County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Myrtle Point to Douglas County Line</td> +<td class="right">24.4</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Marshfield to Curry County Line</td> +<td class="right">39.2</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Coquille to Myrtle Point</td> +<td class="right">9.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Curry County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Coast Highway</td> +<td class="right">20.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Douglas County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Johns Ranch to Jacques Ranch</td> +<td class="right">7.2</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Canyon Creek Pass to Johns Place</td> +<td class="right">2.3</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Coos County Line to Roseburg</td> +<td class="right">28.7</td> +</tr> + +<tr> +<td colspan="3" class="left">Gilliam County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Columbia River Highway</td> +<td class="right">34.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Grant County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Big Basin Section of John Day River Highway</td> +<td class="right">23.5</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">John Day to Fisk Creek</td> +<td class="right">7.4</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Fisk Creek to Hall Hill</td> +<td class="right">3.5</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Hall Hill to Prairie City</td> +<td class="right">2.2</td> +</tr> + +<tr> +<td colspan="3" class="left">Harney County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Burns to Crane</td> +<td class="right">6.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Hood River County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Hood River to Mosier</td> +<td class="right">7.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Jackson County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Ashland to Klamath Falls</td> +<td class="right">15.6</td> +</tr> + +<tr> +<td colspan="3" class="left">Josephine County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Wolf Creek to Grave Creek</td> +<td class="right">4.0</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Grants Pass to Grave Creek</td> +<td class="right">17.2</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Wolf Creek to Stage Road Pass</td> +<td class="right">2.4</td> +</tr> + +<tr> +<td colspan="3" class="left">Klamath County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Klamath Falls-Chiloquin</td> +<td class="right">3.3</td> +</tr> + +<tr> +<td colspan="3" class="left">Lane County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Goshen to Cottage Grove</td> +<td class="right">18.2</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Eugene to Florence</td> +<td class="right">37.5</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Divide to Overhead</td> +<td class="right">1.3</td> +</tr> + +<tr> +<td colspan="3" class="left">Linn County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Albany to Jefferson</td> +<td class="right">7.8</td> +</tr> + +<tr> +<td colspan="3" class="left">Marion County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Salem to Aurora</td> +<td class="right">22.2</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Salem to Jefferson</td> +<td class="right">15.5</td> +</tr> + +<tr> +<td colspan="3" class="left">Morrow County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Columbia River Highway</td> +<td class="right">28.6</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Heppner to Willows</td> +<td class="right">43.0</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Heppner to Umatilla County Line</td> +<td class="right">28.4</td> +</tr> + +<tr> +<td colspan="3" class="left">Polk County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Between Monmouth and Dallas</td> +<td class="right">.7</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Between Salem and Dallas</td> +<td class="right">.8</td> +</tr> + +<tr> +<td colspan="3" class="left">Sherman County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Columbia River Highway</td> +<td class="right">14.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Tillamook County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Tillamook to Cloverdale</td> +<td class="right">15.0</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Neskowin to Salmon River</td> +<td class="right">8.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Umatilla County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Pendleton to Umatilla</td> +<td class="right">40.6</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Pendleton to Pilot Rock</td> +<td class="right">13.9</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Pilot Rock to Morrow County Line</td> +<td class="right">18.3</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Pendleton to Kamela</td> +<td class="right">26.8</td> +</tr> + +<tr> +<td colspan="3" class="left">Union County—<span class='pagenum'><span class="fsize125"><a name="Page_59" id="Page_59">[59]</a></span></span></td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Elgin to Minam</td> +<td class="right">9.4</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Union to Telocaset</td> +<td class="right">7.2</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">La Grande to Elgin</td> +<td class="right">29.1</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">La Grande to Union</td> +<td class="right">9.4</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">La Grande to Kamela</td> +<td class="right">22.4</td> +</tr> + +<tr> +<td colspan="3" class="left">Wasco County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Seuffert to Deschutes River</td> +<td class="right">12.5</td> +</tr> + +<tr> +<td colspan="3" class="left">Washington County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Multnomah County Line to Newberg</td> +<td class="right">15.7</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Beaverton to Hillsboro</td> +<td class="right">7.6</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Forest Grove to Gaston</td> +<td class="right">6.7</td> +</tr> + +<tr> +<td colspan="3" class="left">Wheeler County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Sarvice Creek to Grant County Line</td> +<td class="right">25.5</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Ochoco Forest to Grant County Line</td> +<td class="right">50.5</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Fossil to Gilliam County Line</td> +<td class="right">4.5</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Fossil to mouth of Sarvice Creek</td> +<td class="right">21.0</td> +</tr> + +<tr> +<td colspan="3" class="left">Yamhill County—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">McMinnville to Dayton</td> +<td class="right">6.7</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Grande Ronde Section</td> +<td class="right bb">6.8</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total miles of surveys</td> +<td class="right">902.1</td> +</tr> + +</table> + +<h4><a name="TabD" id="TabD"></a>TABLE D<br /> +<span class="fsize80">MILES OF DIFFERENT TYPES OF ROAD IN EACH COUNTY</span></h4> + +<p class="center">(These mileages are only roughly approximate as accurate data is obtainable +in very few counties)</p> + +<table class="fsize80" summary="Table p58"> + +<tr> +<td colspan="2" class="center bt2 br bb">COUNTIES</td> +<td class="center bt2 br bb">Public<br />Roads</td> +<td class="center bt2 br bb">Concrete<br />Pave-<br />ment</td> +<td class="center bt2 br bb">Asphal-<br />tic<br />Concrete</td> +<td class="center bt2 br bb">Plank<br />Roads</td> +<td class="center bt2 br bb">Broken<br />Stone</td> +<td class="center bt2 br bb">Gravel<br />Roads</td> +<td class="center bt2 br bb">Improved<br />Earth<br />Roads</td> +<td class="center bt2 bb">Un-<br />improved<br />Earth<br />Roads</td> +</tr> + +<tr> +<td colspan="2" class="left br">Baker</td> +<td class="right br">3,500.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">30.0</td> +<td class="right br">470.0</td> +<td class="right">3,000.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Benton</td> +<td class="right br">550.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">10.0</td> +<td class="right br">200.0</td> +<td class="right br">200.0</td> +<td class="right">140.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Clackamas</td> +<td class="right br">1,220.0</td> +<td class="right br">2.0</td> +<td class="right br">24.0</td> +<td class="right br">99.0</td> +<td class="right br">177.0</td> +<td class="right br">221.0</td> +<td class="right br">441.0</td> +<td class="right">256.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Clatsop</td> +<td class="right br">310.0</td> +<td class="right br">4.5</td> +<td class="right br">25.0</td> +<td class="right br">26.0</td> +<td class="right br">94.0</td> +<td class="right br">19.0</td> +<td class="right br">141.0</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="2" class="left br">Columbia</td> +<td class="right br">575.0</td> +<td class="ellips br">...</td> +<td class="right br">4.5</td> +<td class="right br">19.0</td> +<td class="right br">116.5</td> +<td class="right br">42.0</td> +<td class="right br">17.0</td> +<td class="right">376.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Coos</td> +<td class="right br">675.0</td> +<td class="right br">.5</td> +<td class="right br">1.5</td> +<td class="right br">51.0</td> +<td class="right br">16.0</td> +<td class="right br">86.0</td> +<td class="right br">86.0</td> +<td class="right">434.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Crook</td> +<td class="right br">1,450.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">2.0</td> +<td class="right br">50.0</td> +<td class="right br">300.0</td> +<td class="right">1,098.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Curry</td> +<td class="right br">140.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">2.0</td> +<td class="right br">52.0</td> +<td class="right br">53.0</td> +<td class="right">33.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Deschutes</td> +<td class="right br">1,500.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">25.0</td> +<td class="right br">300.0</td> +<td class="right">1,175.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Douglas</td> +<td class="right br">2,000.0</td> +<td class="right br">1.0</td> +<td class="right br">1.0</td> +<td class="right br">8.0</td> +<td class="right br">150.0</td> +<td class="right br">340.0</td> +<td class="right br">500.0</td> +<td class="right">1,000.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Gilliam</td> +<td class="right br">600.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">10.0</td> +<td class="right br">5.0</td> +<td class="right br">50.0</td> +<td class="right">535.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Grant</td> +<td class="right br">850.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">12.0</td> +<td class="right br">15.0</td> +<td class="right">823.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Harney</td> +<td class="right br">1,000.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">8.0</td> +<td class="right br">192.0</td> +<td class="right">800.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Hood River</td> +<td class="right br">250.0</td> +<td class="ellips br">...</td> +<td class="right br">1.0</td> +<td class="ellips br">...</td> +<td class="right br">7.0</td> +<td class="right br">32.0</td> +<td class="right br">110.0</td> +<td class="right">100.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Jackson</td> +<td class="right br">750.0</td> +<td class="right br">8.0</td> +<td class="right br">10.0</td> +<td class="ellips br">...</td> +<td class="right br">12.0</td> +<td class="right br">20.0</td> +<td class="right br">300.0</td> +<td class="right">400.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Jefferson</td> +<td class="right br">1,500.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">30.0</td> +<td class="right br">25.0</td> +<td class="right br">500.0</td> +<td class="right">945.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Josephine</td> +<td class="right br">700.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">4.0</td> +<td class="right br">52.0</td> +<td class="right br">400.0</td> +<td class="right">244.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Klamath</td> +<td class="right br">1,200.0</td> +<td class="ellips br">...</td> +<td class="right br">2.0</td> +<td class="ellips br">...</td> +<td class="right br">4.0</td> +<td class="right br">14.0</td> +<td class="right br">300.0</td> +<td class="right">880.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Lake</td> +<td class="right br">1,400.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">5.0</td> +<td class="right br">20.0</td> +<td class="right br">200.0</td> +<td class="right">1,175.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Lane</td> +<td class="right br">1,450.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">26.0</td> +<td class="right br">137.0</td> +<td class="right br">425.0</td> +<td class="right br">78.0</td> +<td class="right">784.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Lincoln</td> +<td class="right br">385.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">5.0</td> +<td class="right br">20.0</td> +<td class="right br">10.0</td> +<td class="right br">250.0</td> +<td class="right">100.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Linn</td> +<td class="right br">1,900.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">70.0</td> +<td class="right br">530.0</td> +<td class="right br">500.0</td> +<td class="right">800.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Malheur</td> +<td class="right br">1,800.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">25.0</td> +<td class="right br">200.0</td> +<td class="right">1575.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Marion</td> +<td class="right br">1,300.0</td> +<td class="ellips br">...</td> +<td class="right br">8.0</td> +<td class="ellips br">...</td> +<td class="right br">123.0</td> +<td class="right br">272.0</td> +<td class="right br">300.0</td> +<td class="right">597.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Morrow</td> +<td class="right br">900.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">4.0</td> +<td class="ellips br">...</td> +<td class="right br">33.0</td> +<td class="right">863.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Multnomah</td> +<td class="right br">500.0</td> +<td class="right br">12.0</td> +<td class="right br">77.0</td> +<td class="right br">3.0</td> +<td class="right br">125.0</td> +<td class="right br">136.0</td> +<td class="right br">120.0</td> +<td class="right">27.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Polk</td> +<td class="right br">1,100.0</td> +<td class="ellips br">...</td> +<td class="right br">1.0</td> +<td class="ellips br">...</td> +<td class="right br">40.0</td> +<td class="right br">300.0</td> +<td class="right br">300.0</td> +<td class="right">459.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Sherman</td> +<td class="right br">500.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">4.0</td> +<td class="right br">90.0</td> +<td class="right">406.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Tillamook</td> +<td class="right br">350.0</td> +<td class="right br">6.0</td> +<td class="right br">5.0</td> +<td class="right br">11.0</td> +<td class="ellips br">...</td> +<td class="right br">228.0</td> +<td class="right br">50.0</td> +<td class="right">50.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Umatilla</td> +<td class="right br">3,000.0</td> +<td class="ellips br">...</td> +<td class="right br">11.0</td> +<td class="ellips br">...</td> +<td class="right br">30.0</td> +<td class="right br">30.0</td> +<td class="right br">644.0</td> +<td class="right">2,285.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Union</td> +<td class="right br">800.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">3.0</td> +<td class="right br">10.0</td> +<td class="right br">187.0</td> +<td class="right">600.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wallowa</td> +<td class="right br">1,500.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">300.0</td> +<td class="right">1,200.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wasco</td> +<td class="right br">1,100.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">25.0</td> +<td class="right br">100.0</td> +<td class="right br">475.0</td> +<td class="right">500.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Washington</td> +<td class="right br">975.0</td> +<td class="ellips br">...</td> +<td class="right br">16.0</td> +<td class="right br">25.0</td> +<td class="right br">171.0</td> +<td class="right br">33.0</td> +<td class="right br">300.0</td> +<td class="right">430.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wheeler</td> +<td class="right br">950.0</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">5.0</td> +<td class="ellips br">...</td> +<td class="right br">5.0</td> +<td class="right">940.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Yamhill</td> +<td class="right br bb">1,300.0</td> +<td class="right br bb">4.0</td> +<td class="ellips br bb">...</td> +<td class="ellips br bb">...</td> +<td class="right br bb">125.0</td> +<td class="right br bb">171.0</td> +<td class="right br bb">500.0</td> +<td class="right bb">500.0</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left br bb">Total</td> +<td class="right br bb">39,980.0</td> +<td class="right br bb">38.0</td> +<td class="right br bb">187.0</td> +<td class="right br bb">273.0</td> +<td class="right br bb">1,518.0</td> +<td class="right br bb">3,527.0</td> +<td class="right br bb">8,907.0</td> +<td class="right bb">25,530.0</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_60" id="Page_60">[60]</a></p> + + +<h4><a name="TabE" id="TabE"></a>TABLE E<br /> +<span class="fsize80">1918 MOTOR VEHICLE REGISTRATION BY COUNTIES</span></h4> + +<table class="fsize80" summary="Table p60-1"> + +<tr> +<td colspan="2" class="center bt2 br bb">County</td> +<td class="center bt2 br bb">Total<br />Number<br />of<br />Motor<br />Vehicles</td> +<td class="center bt2 bb br2">Number<br />Persons<br />Per<br />Auto</td> +<td colspan="2" class="center bt2 br bb">County</td> +<td class="center bt2 br bb">Total<br />Number<br />of<br />Motor<br />Vehicles</td> +<td class="center bt2 bb">Number<br />Persons<br />Per<br />Auto</td> +</tr> + +<tr> +<td colspan="2" class="left br">Baker</td> +<td class="right br">1,409</td> +<td class="right br2">12.8</td> +<td colspan="2" class="left br">Lane</td> +<td class="right br">2,618</td> +<td class="right">12.9</td> +</tr> + +<tr> +<td colspan="2" class="left br">Benton</td> +<td class="right br">1,080</td> +<td class="right br2">9.9</td> +<td colspan="2" class="left br">Lincoln</td> +<td class="right br">170</td> +<td class="right">34.6</td> +</tr> + +<tr> +<td colspan="2" class="left br">Clackamas</td> +<td class="right br">2,299</td> +<td class="right br2">13.0</td> +<td colspan="2" class="left br">Linn</td> +<td class="right br">2,184</td> +<td class="right">10.4</td> +</tr> + +<tr> +<td colspan="2" class="left br">Clatsop</td> +<td class="right br">1,409</td> +<td class="right br2">11.4</td> +<td colspan="2" class="left br">Malheur</td> +<td class="right br">1,138</td> +<td class="right">7.6</td> +</tr> + +<tr> +<td colspan="2" class="left br">Columbia</td> +<td class="right br">632</td> +<td class="right br2">16.8</td> +<td colspan="2" class="left br">Marion</td> +<td class="right br">3,982</td> +<td class="right">10.0</td> +</tr> + +<tr> +<td colspan="2" class="left br">Coos</td> +<td class="right br">1,128</td> +<td class="right br2">15.9</td> +<td colspan="2" class="left br">Morrow</td> +<td class="right br">670</td> +<td class="right">6.5</td> +</tr> + +<tr> +<td colspan="2" class="left br">Crook</td> +<td class="right br">533</td> +<td class="right br2">5.6</td> +<td colspan="2" class="left br">Multnomah</td> +<td class="right br">20,456</td> +<td class="right">11.1</td> +</tr> + +<tr> +<td colspan="2" class="left br">Curry</td> +<td class="right br">135</td> +<td class="right br2">15.1</td> +<td colspan="2" class="left br">Polk</td> +<td class="right br">1,298</td> +<td class="right">10.4</td> +</tr> + +<tr> +<td colspan="2" class="left br">Deschutes</td> +<td class="right br">829</td> +<td class="right br2">5.6</td> +<td colspan="2" class="left br">Sherman</td> +<td class="right br">737</td> +<td class="right">5.8</td> +</tr> + +<tr> +<td colspan="2" class="left br">Douglas</td> +<td class="right br">1,428</td> +<td class="right br2">13.8</td> +<td colspan="2" class="left br">Tillamook</td> +<td class="right br">843</td> +<td class="right">7.4</td> +</tr> + +<tr> +<td colspan="2" class="left br">Gilliam</td> +<td class="right br">520</td> +<td class="right br2">7.1</td> +<td colspan="2" class="left br">Umatilla</td> +<td class="right br">3,231</td> +<td class="right">6.3</td> +</tr> + +<tr> +<td colspan="2" class="left br">Grant</td> +<td class="right br">436</td> +<td class="right br2">12.9</td> +<td colspan="2" class="left br">Union</td> +<td class="right br">1,609</td> +<td class="right">10.1</td> +</tr> + +<tr> +<td colspan="2" class="left br">Harney</td> +<td class="right br">488</td> +<td class="right br2">8.3</td> +<td colspan="2" class="left br">Wallowa</td> +<td class="right br">811</td> +<td class="right">10.3</td> +</tr> + +<tr> +<td colspan="2" class="left br">Hood River</td> +<td class="right br">682</td> +<td class="right br2">11.8</td> +<td colspan="2" class="left br">Wasco</td> +<td class="right br">1,324</td> +<td class="right">12.3</td> +</tr> + +<tr> +<td colspan="2" class="left br">Jackson</td> +<td class="right br">2,431</td> +<td class="right br2">10.6</td> +<td colspan="2" class="left br">Washington</td> +<td class="right br">2,041</td> +<td class="right">10.5</td> +</tr> + +<tr> +<td colspan="2" class="left br">Jefferson</td> +<td class="right br">305</td> +<td class="right br2">5.6</td> +<td colspan="2" class="left br">Wheeler</td> +<td class="right br">243</td> +<td class="right">10.2</td> +</tr> + +<tr> +<td colspan="2" class="left br">Josephine</td> +<td class="right br">743</td> +<td class="right br2">12.9</td> +<td colspan="2" class="left br">Yamhill</td> +<td class="right br bb">1,862</td> +<td class="right bb">9.3</td> +</tr> + +<tr> +<td colspan="2" class="left br">Klamath</td> +<td class="right br">1,151</td> +<td class="right br2">7.4</td> +<td rowspan="2" class="left bb"> </td> +<td rowspan="2" class="left br bb">Total</td> +<td rowspan="2" class="right br bb">63,318</td> +<td rowspan="2" class="right bb">10.6</td> +</tr> + +<tr> +<td colspan="2" class="left br bb">Lake</td> +<td class="right br bb">463</td> +<td class="right br2 bb">10.0</td> +</tr> + +</table> + +<h4 class="fsize80">STATE REGISTRATION</h4> + +<table class="fsize80" summary="Table p60-2"> + +<tr> +<td class="left">Total number of passenger vehicles</td> +<td class="left"> </td> +<td class="right">58,000</td> +</tr> + +<tr> +<td class="left">Total number of Ford trucks</td> +<td class="right">2,266</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left">Total number of trucks of other makes</td> +<td class="right bb">3,052</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left">Total number of trucks, all makes</td> +<td class="left"> </td> +<td class="right bb">5,318</td> +</tr> + +<tr> +<td class="left">Total number of motor vehicles of all types and all makes</td> +<td class="left"> </td> +<td class="right">63,318</td> +</tr> + +</table> + + +<h4><a name="TabF" id="TabF"></a>TABLE F<br /> +<span class="fsize80">COUNTY BOND ISSUES</span></h4> + +<p>As proof that the people of Oregon are awake to the value of good +roads, the following list is given of Counties which have voted bond issues +for the development of their road systems:</p> + +<table class="fsize80" summary="Table p60-2"> + +<tr> +<td colspan="2" class="left bb br bt2">County</td> +<td class="left br bt2 bb">Amount of bonds</td> +<td colspan="3" class="center bb bt2">Date voted</td> +</tr> + +<tr> +<td colspan="2" class="left br">Coos</td> +<td class="right br">$ 362,000.00</td> +<td class="left">June</td> +<td class="left"> </td> +<td class="right">1916</td> +</tr> + +<tr> +<td colspan="2" class="left br">Columbia</td> +<td class="right br">360,000.00</td> +<td class="left">Feb.</td> +<td class="left"> </td> +<td class="right">1914</td> +</tr> + +<tr> +<td colspan="2" class="left br">Clatsop</td> +<td class="right br">400,000.00</td> +<td class="left">Nov.</td> +<td class="right">4,</td> +<td class="right">1913</td> +</tr> + +<tr> +<td colspan="2" class="left br">Crook</td> +<td class="right br">90,000.00</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">1918</td> +</tr> + +<tr> +<td colspan="2" class="left br">Douglas</td> +<td class="right br">500,000.00</td> +<td class="left">Aug.</td> +<td class="left"> </td> +<td class="right">1917</td> +</tr> + +<tr> +<td colspan="2" class="left br">Grant</td> +<td class="right br">140,000.00</td> +<td class="left">June</td> +<td class="right">4,</td> +<td class="right">1917</td> +</tr> + +<tr> +<td colspan="2" class="left br">Hood River</td> +<td class="right br">75,000.00</td> +<td class="left">July</td> +<td class="right">15,</td> +<td class="right">1914</td> +</tr> + +<tr> +<td colspan="2" class="left br">Jackson</td> +<td class="right br">500,000.00</td> +<td class="left">Sept.</td> +<td class="right">9,</td> +<td class="right">1913</td> +</tr> + +<tr> +<td colspan="2" class="left br">Multnomah</td> +<td class="right br">1,250,000.00</td> +<td class="left">Mar.</td> +<td class="left"> </td> +<td class="right">1915</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wasco</td> +<td class="right br">260,000.00</td> +<td class="left">Nov.</td> +<td class="left"> </td> +<td class="right">1916</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wheeler</td> +<td class="right br bb">80,000.00</td> +<td class="left bb">Nov.</td> +<td class="left bb"> </td> +<td class="right bb">1916</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left br bb">Total</td> +<td class="right br bb">$ 4,017,000.00</td> +<td colspan="3" class="bb"> </td> +</tr> + +</table> + +<p class="pagenum"><a name="Page_60a" id="Page_60a"></a></p> + +<h4><a name="TabG" id="TabG"></a>TABLE G—TABULATION OF CONTRACT PRICES<br /> +<span class="fsize80">GIVING UNIT PRICES OF ALL UNIT PRICE CONTRACTS FOR PAVING AND GRADING WORK, 1917-1918</span></h4> + +<table class="widetab fsize80" summary="Table p60a"> + +<tr> +<td rowspan="2" class="center bt2 br bb">Con-<br />tract<br />No</td> +<td rowspan="2" class="center bt2 br bb">JOB</td> +<td rowspan="2" class="center bt2 br bb">CONTRACTOR</td> +<td rowspan="2" class="center bt2 br bb">Num-<br />ber<br />Miles</td> +<td rowspan="2" class="center bt2 br bb">Kind of Work</td> +<td rowspan="2" class="center bt2 br bb">Clearing<br />and<br />Grubbing<br />Lump Sum</td> +<td colspan="3" class="center bt2 br bb">EXCAVATION<br />Cubic Yards</td> +<td rowspan="2" class="center bt2 br bb">Over-<br />haul,<br />Cu.<br />Yds.<br />Per 100′</td> +<td colspan="3" class="center bt2 br bb">CONCRETE<br />Cubic Yards</td> +<td rowspan="2" class="center bt2 br bb">Rubble<br />Mason-<br />ry<br />Cu. Yds.</td> +<td rowspan="2" class="center bt2 br bb">Metal<br />Re-<br />inforce-<br />ment<br />Pounds</td> +<td colspan="2" class="center bt2 br bb">Plain Concrete<br />Pipe<br />Lineal Feet</td> +<td colspan="5" class="center bt2 br bb">REINFORCED<br />CONCRETE PIPE<br />Lineal Feet</td> +<td colspan="5" class="center bt2 br bb">CORRUGATED<br />GALVANIZED IRON PIPE<br />Lineal Feet</td> +<td rowspan="2" class="center bt2 br bb">6-Inch<br />Porous<br />Drain<br />Tile<br />Lin. Ft.</td> +<td rowspan="2" class="center bt2 br bb">Guard<br />Fence<br />Lin. Ft.</td> +<td rowspan="2" class="center bt2 br bb">Lumber<br />and<br />Timber<br />1,000 Ft.<br />B. M.</td> +<td rowspan="2" class="center bt2 br bb">Asphaltic<br />Concrete<br />2 inches<br />on<br />RockBase<br />Sq. Yd.</td> +<td colspan="3" class="center bt2 br bb">MACADAM<br />Cubic Yards,<br />(Loose Measure)</td> +<td rowspan="2" class="center bt2 br bb">Broken<br />Stone<br />Cu. Yd.<br />(Loose<br />Meas.)</td> +<td rowspan="2" class="center bt2 br bb">Sand<br />Cu. Yd.<br />(Loose<br />Meas.)</td> +<td rowspan="2" class="center bt2 br bb">Broken<br />Stone<br />Shoulders<br />Lin. Ft.</td> +<td rowspan="2" class="center bt2 br bb">Clay<br />Filler<br />Cu. Yd.</td> +<td rowspan="2" class="center bt2 bb">Riprap<br />Cu. Yd.</td> +</tr> + +<tr> +<td class="center bb br">Com-<br />mon</td> +<td class="center bb br">Inter-<br />me-<br />diate</td> +<td class="center bb br">Solid<br />Rock</td> +<td class="center bb br">Class<br />A</td> +<td class="center bb br">Class<br />B</td> +<td class="center bb br">Class<br />C</td> +<td class="center bb br">12-in.</td> +<td class="center bb br">18-in.</td> +<td class="center bb br">12-in.</td> +<td class="center bb br">18-in.</td> +<td class="center bb br">24-in.</td> +<td class="center bb br">30-in.</td> +<td class="center bb br">36-in.</td> +<td class="center bb br">12-in.</td> +<td class="center bb br">18-in.</td> +<td class="center bb br">24-in.</td> +<td class="center bb br">30-in.</td> +<td class="center bb br">36-in.</td> +<td class="center bb br">Broken<br />Stone</td> +<td class="center bb br">Gravel</td> +<td class="center bb br">Crushed<br />Gravel</td> +</tr> + +<tr> +<td class="right br">1</td> +<td class="left br">Cummins Hill</td> +<td class="left br">Elliot Construction Co.</td> +<td class="right br">3.5</td> +<td class="left br">Grading</td> +<td class="ellips br">...</td> +<td class="right br">$ .40</td> +<td class="right br">$ .70</td> +<td class="right br">$ 1.35</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">$ 10.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>$ .40</td> +<td class="ellips br">...</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>$ 1.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">2</td> +<td class="left br">Wild Horse Paving</td> +<td class="left br">Warren Construction Co.</td> +<td class="right br">11.0</td> +<td class="left br">Paving</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">$ .01</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">$ 1.29</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">$ 1.87</td> +<td class="ellips br">...</td> +<td class="right br">$ .05</td> +<td class="right br">$ 1.00</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">3</td> +<td class="left br">Multnomah County Line-Newberg</td> +<td class="left br">Oskar Huber</td> +<td class="right br">15.7</td> +<td class="left br">Grading and Paving</td> +<td class="right br">$ 1,250.00</td> +<td class="right br">.34</td> +<td class="right br">.62</td> +<td class="right br">1.15</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">$ 8.50</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">$ 1.25</td> +<td class="right br">$ 1.75</td> +<td class="right br">$ 2.45</td> +<td class="ellips br">...</td> +<td class="right br">$ 4.25</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">$ .15</td> +<td class="right br">$ .45</td> +<td class="right br">$ 50.00</td> +<td class="right br">1.28</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">2.40</td> +<td class="ellips br">...</td> +<td class="right br">.06</td> +<td class="right br">.85</td> +<td class="right">$ 2.75</td> +</tr> + +<tr> +<td class="right br">5</td> +<td class="left br">Astoria-Svenson</td> +<td class="left br">Warren Construction Co.</td> +<td class="right br">9.0</td> +<td class="left br">Grading and Paving</td> +<td class="right br">5,610.00</td> +<td class="right br">.49</td> +<td class="right br">.75</td> +<td class="right br">1.20</td> +<td class="right br">.01</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">8.50</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.40</td> +<td class="right br">2.00</td> +<td class="right br">2.75</td> +<td class="ellips br">...</td> +<td class="right br">4.60</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.24</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">2.30</td> +<td class="ellips br">...</td> +<td class="right br">.05</td> +<td class="right br">.88</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">6</td> +<td class="left br">Goble Section</td> +<td class="left br">Warren Construction Co.</td> +<td class="right br">2.0</td> +<td class="left br">Grading</td> +<td class="right br">2,085.00</td> +<td class="right br">.45</td> +<td class="right br">.70</td> +<td class="right br">1.15</td> +<td class="right br">.02</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">15.00</td> +<td class="right br">9.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.50</td> +<td class="ellips br">...</td> +<td class="right br">3.30</td> +<td class="ellips br">...</td> +<td class="right br">5.30</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">.57</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="right br">7</td> +<td class="left br">Rainier Hill</td> +<td class="left br">A. L. Clark</td> +<td class="right br">2.2</td> +<td class="left br">Grading</td> +<td class="ellips br">...</td> +<td class="right br">.30</td> +<td class="right br">.48</td> +<td class="right br">1.25</td> +<td class="right br">.03</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">12.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.50</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">8</td> +<td class="left br">Cascade Locks</td> +<td class="left br">A. D. Kern</td> +<td class="right br">8.2</td> +<td class="left br">Grading</td> +<td class="ellips br">Free</td> +<td class="right br">.42</td> +<td class="right br">.75</td> +<td class="right br">1.15</td> +<td class="right br">.03</td> +<td class="right br">20.00</td> +<td class="ellips br">...</td> +<td class="right br">14.00</td> +<td class="right br">7.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.75</td> +<td class="right br">2.25</td> +<td class="right br">3.00</td> +<td class="ellips br">...</td> +<td class="right br">4.75</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">.50</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">9</td> +<td class="left br">Viento Section</td> +<td class="left br">A. D. Kern</td> +<td class="right br">3.6</td> +<td class="left br">Grading</td> +<td class="ellips br">Free</td> +<td class="right br">.39</td> +<td class="right br">.70</td> +<td class="right br">1.10</td> +<td class="right br">.03</td> +<td class="right br">20.00</td> +<td class="ellips br">...</td> +<td class="right br">14.00</td> +<td class="right br">7.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.75</td> +<td class="right br">2.25</td> +<td class="right br">3.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">.50</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">10</td> +<td class="left br">Ruthton Hill</td> +<td class="left br">A. D. Kern</td> +<td class="right br">2.4</td> +<td class="left br">Grading</td> +<td class="ellips br">Free</td> +<td class="right br">.39</td> +<td class="right br">.70</td> +<td class="right br">1.05</td> +<td class="right br">.03</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">14.00</td> +<td class="right br">7.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.75</td> +<td class="right br">2.25</td> +<td class="right br">3.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">.50</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">11</td> +<td class="left br">Delena-Goble</td> +<td class="left br">Clark & Dibble</td> +<td class="right br">7.6</td> +<td class="left br">Macadam</td> +<td class="ellips br">...</td> +<td class="right br">.40</td> +<td class="right br">.60</td> +<td class="right br">1.15</td> +<td class="right br">.02</td> +<td class="right br">20.00</td> +<td class="ellips br">...</td> +<td class="right br">18.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.30</td> +<td class="ellips br">...</td> +<td class="right br">.60</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">2.18</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.00</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="right br">12</td> +<td class="left br">Tillamook Paving</td> +<td class="left br">Oskar Huber</td> +<td class="right br">5.0</td> +<td class="left br">Grading and Paving</td> +<td class="ellips br">...</td> +<td class="right br">.60</td> +<td class="right br">.90</td> +<td class="ellips br">...</td> +<td class="right br">.02</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">17.70</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.48</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.78</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>1.16</td> +<td class="ellips br">...</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>1.80</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">.14</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.42</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">2.20</td> +<td class="ellips br">...</td> +<td class="right br">.06</td> +<td class="right br">1.00</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">13</td> +<td class="left br">Multnomah County Line-Scappoose</td> +<td class="left br">Warren Construction Co.</td> +<td class="right br">2.5</td> +<td class="left br">Paving</td> +<td class="ellips br">...</td> +<td class="right br">.45</td> +<td class="right br">.65</td> +<td class="ellips br">...</td> +<td class="right br">.02</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.17</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.90</td> +<td class="ellips br">...</td> +<td class="right br">.05</td> +<td class="right br">.90</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">18</td> +<td class="left br">Oregon City-Canby</td> +<td class="left br">Ore. Hassam Paving Co.</td> +<td class="right br">7.5</td> +<td class="left br">Paving</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.26</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">2.37</td> +<td class="ellips br">...</td> +<td class="right br">.05<span class="enum">1</span>⁄<span class="denom">2</span></td> +<td class="right br">.90</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">19</td> +<td class="left br">Yoncalla-Oakland</td> +<td class="left br">Warren Construction Co.</td> +<td class="right br">10.4</td> +<td class="left br">Grading</td> +<td class="right br">$ 6,350.00</td> +<td class="right br">.49</td> +<td class="right br">.77</td> +<td class="right br">1.30</td> +<td class="right br">.02</td> +<td class="right br">24.00</td> +<td class="right br">22.00</td> +<td class="ellips br">...</td> +<td class="right br">9.00</td> +<td class="right br">$ .08</td> +<td class="right br">$ 1.10</td> +<td class="right br">$ 2.02</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">3.27</td> +<td class="ellips br">...</td> +<td class="right br">5.50</td> +<td class="right br">2.07</td> +<td class="right br">2.75</td> +<td class="right br">3.44</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">.20</td> +<td class="ellips br">...</td> +<td class="right br">45.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">20</td> +<td class="left br">Comstock-Leona</td> +<td class="left br">Hall & Soleim</td> +<td class="right br">4.6</td> +<td class="left br">Grading & Macadam</td> +<td class="right br">2,247.00</td> +<td class="right br">.37<span class="enum">1</span>⁄<span class="denom">2</span></td> +<td class="right br">.61</td> +<td class="right br">1.12</td> +<td class="right br">.02<span class="enum">1</span>⁄<span class="denom">2</span></td> +<td class="right br">18.00</td> +<td class="right br">16.05</td> +<td class="ellips br">...</td> +<td class="right br">14.80</td> +<td class="right br">.12</td> +<td class="right br">.67</td> +<td class="right br">1.55</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">2.90</td> +<td class="ellips br">...</td> +<td class="right br">5.50</td> +<td class="right br">1.55</td> +<td class="right br">2.00</td> +<td class="right br">3.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">32.00</td> +<td class="ellips br">...</td> +<td class="right br">4.89</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">$ 1.70</td> +<td class="ellips br">...</td> +<td class="right br">.62</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="right br">21</td> +<td class="left br">Divide-Comstock</td> +<td class="left br">S. S. Schell</td> +<td class="right br">2.4</td> +<td class="left br">Grading</td> +<td class="right br">2,400.00</td> +<td class="right br">.45</td> +<td class="right br">.60</td> +<td class="right br">1.15</td> +<td class="right br">.03</td> +<td class="right br">24.00</td> +<td class="right br">16.00</td> +<td class="ellips br">...</td> +<td class="right br">8.00</td> +<td class="right br">.08</td> +<td class="right br">1.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">2.50</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">3.25</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">.20</td> +<td class="ellips br">...</td> +<td class="right br">20.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">25</td> +<td class="left br">Locust Hill</td> +<td class="left br">A. Anderson</td> +<td class="right br">1.0</td> +<td class="left br">Grading</td> +<td class="right br">125.00</td> +<td class="right br">.53</td> +<td class="right br">.63</td> +<td class="right br">1.20</td> +<td class="right br">.03</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">20.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.00</td> +<td class="right br">1.50</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">.25</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">28</td> +<td class="left br">Wolf Creek-Grave Creek</td> +<td class="left br">American Express Co.</td> +<td class="right br">4.9</td> +<td class="left br">Grading</td> +<td class="right br">3,500.00</td> +<td class="right br">.45</td> +<td class="right br">.45</td> +<td class="right br">1.25</td> +<td class="right br">.02</td> +<td class="right br">22.50</td> +<td class="ellips br">...</td> +<td class="right br">18.00</td> +<td class="ellips br">...</td> +<td class="right br">.15</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.55</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a> .80</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>1.10</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>1.50</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>2.00</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.30</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.40</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.50</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.60</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>$ .75</td> +<td class="right br">.40</td> +<td class="right br">.50</td> +<td class="right br">45.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">29</td> +<td class="left br">Myrtle Creek-Dillard</td> +<td class="left br">Calvert & Wolke</td> +<td class="right br">12.8</td> +<td class="left br">Grading</td> +<td class="right br">3,500.00</td> +<td class="right br">.35</td> +<td class="right br">.56</td> +<td class="right br">1.14</td> +<td class="right br">.02</td> +<td class="right br">22.00</td> +<td class="ellips br">...</td> +<td class="right br">20.50</td> +<td class="ellips br">...</td> +<td class="right br">.10</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.35</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a> .60</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>1.05</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>2.00</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>3.00</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.20</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.30</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.40</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.60</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.75</td> +<td class="right br">.25</td> +<td class="right br">.55</td> +<td class="right br">45.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">5.00</td> +</tr> + +<tr> +<td class="right br">32</td> +<td class="left br">Bridge Creek</td> +<td class="left br">United Construction Co.</td> +<td class="right br">0.9</td> +<td class="left br">Grading</td> +<td class="ellips br">...</td> +<td class="right br">.60</td> +<td class="right br">.75</td> +<td class="right br">1.40</td> +<td class="right br">.03</td> +<td class="right br">34.00</td> +<td class="ellips br">...</td> +<td class="right br">31.00</td> +<td class="right br">12.50</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.73</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.90</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">.85</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="right br">36</td> +<td class="left br">Canemah-new Era</td> +<td class="left br">Clackamas County Court</td> +<td class="right br">1.8</td> +<td class="left br">Grading</td> +<td class="right br">500.00</td> +<td class="right br">.60</td> +<td class="right br">.80</td> +<td class="right br">1.25</td> +<td class="right br">.02</td> +<td class="right br">15.00</td> +<td class="ellips br">...</td> +<td class="right br">12.00</td> +<td class="right br">1.25</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.25</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">4.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">.10</td> +<td class="right br">.35</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">64</td> +<td class="left br">Divide-Comstock Macadam</td> +<td class="left br">S. S. Schell</td> +<td class="right br">2.4</td> +<td class="left br">Macadam</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">3.35</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">.75</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">65</td> +<td class="left br">Union-Telocaset</td> +<td class="left br">State</td> +<td class="right br">6.0</td> +<td class="left br">Grading</td> +<td class="ellips br">...</td> +<td class="right br">.40</td> +<td class="right br">.75</td> +<td class="right br">1.35</td> +<td class="right br">.03</td> +<td class="right br">25.00</td> +<td class="ellips br">...</td> +<td class="right br">20.00</td> +<td class="ellips br">...</td> +<td class="right br">.08</td> +<td class="right br">1.25</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">66</td> +<td class="left br">Elgin-Minam</td> +<td class="left br">State</td> +<td class="right br">9.3</td> +<td class="left br">Grading</td> +<td class="ellips br">...</td> +<td class="right br">.40</td> +<td class="right br">.70</td> +<td class="right br">1.25</td> +<td class="right br">.03</td> +<td class="right br">22.00</td> +<td class="right br">20.00</td> +<td class="ellips br">...</td> +<td class="right br">10.00</td> +<td class="right br">.07</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.50</td> +<td class="right br">2.50</td> +<td class="right br">4.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="right br">71</td> +<td class="left br">Hall Hill-Prairie City</td> +<td class="left br">A. D. Kern</td> +<td class="right br">2.2</td> +<td class="left br">Grading & Macadam</td> +<td class="ellips br">...</td> +<td class="right br">.72</td> +<td class="ellips br">...</td> +<td class="right br">1.60</td> +<td class="right br">.05</td> +<td class="right br">31.00</td> +<td class="right br">30.00</td> +<td class="right br">28.00</td> +<td class="ellips br">...</td> +<td class="right br">.10</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1.80</td> +<td class="right br">2.70</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">$ 3.30</td> +<td class="right br">$ 3.70</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">.75</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left br"> </td> +<td class="left br">Lowest Unit Price</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="right br">.30</td> +<td class="right br">.45</td> +<td class="right br">1.05</td> +<td class="right br">.01</td> +<td class="right br">15.00</td> +<td class="right br">16.05</td> +<td class="right br">8.50</td> +<td class="right br">1.25</td> +<td class="right br">.07</td> +<td class="right br">.67</td> +<td class="right br">1.50</td> +<td class="right br">1.35</td> +<td class="right br">1.75</td> +<td class="right br">2.45</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>1.50</td> +<td class="right br">4.00</td> +<td class="right br">1.00</td> +<td class="right br">2.00</td> +<td class="right br">3.00</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.60</td> +<td class="right br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.75</td> +<td class="right br">.10</td> +<td class="right br">.35</td> +<td class="right br">20.00</td> +<td class="right br">1.17</td> +<td class="right br">2.18</td> +<td class="right br">3.30</td> +<td class="right br">3.70</td> +<td class="right br">1.87</td> +<td class="right br">1.70</td> +<td class="right br">.05</td> +<td class="right br">.62</td> +<td class="right">2.35</td> +</tr> + +<tr> +<td class="left bb br"> </td> +<td class="left bb br">Highest Unit Price</td> +<td class="left bb br"> </td> +<td class="left bb br"> </td> +<td class="left bb br"> </td> +<td class="left bb br"> </td> +<td class="right bb br">.72</td> +<td class="right bb br">.90</td> +<td class="right bb br">1.60</td> +<td class="right bb br">.05</td> +<td class="right bb br">34.00</td> +<td class="right bb br">30.00</td> +<td class="right bb br">31.00</td> +<td class="right bb br">14.80</td> +<td class="right bb br">.15</td> +<td class="right bb br">1.25</td> +<td class="right bb br">2.02</td> +<td class="right bb br">1.75</td> +<td class="right bb br">2.25</td> +<td class="right bb br">3.30</td> +<td class="right bb br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>2.00</td> +<td class="right bb br">5.50</td> +<td class="right bb br">2.07</td> +<td class="right bb br">2.75</td> +<td class="right bb br">4.00</td> +<td class="right bb br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.60</td> +<td class="right bb br"><a href="#Footnote_4_4" class="fnanchor">[4]</a>.75</td> +<td class="right bb br">.40</td> +<td class="right bb br">1.50</td> +<td class="right bb br">50.00</td> +<td class="right bb br">1.42</td> +<td class="right bb br">4.89</td> +<td class="right bb br">3.30</td> +<td class="right bb br">3.70</td> +<td class="right bb br">2.40</td> +<td class="right bb br">1.70</td> +<td class="right bb br">.06</td> +<td class="right bb br">1.00</td> +<td class="right bb">5.00</td></tr> + +</table> + +<hr class="l05" /> +<div class="footnote"> +<p><a name="Footnote_4_4" id="Footnote_4_4"></a><span class="label">[4]</span> Indicates that contract price on culvert +pipe is for hauling and placing only, the pipe to be furnished to the contractor.</p></div> +<hr class="l05" /> + +<p class='pagenum'><a name="Page_61" id="Page_61">[61]</a></p> + +<h4><a name="TabH" id="TabH"></a>TABLE H<br /> +<span class="fsize80">YEARLY EXPENDITURES OF STATE FUNDS IN COUNTIES<br /> +1914, 1915. 1916, 1917, 1918</span></h4> + +<table class="fsize80" summary="Table p61"> + +<tr> +<td colspan="2" class="center br bt2 bb">Counties</td> +<td class="center br bt2 bb">1914</td> +<td class="center br bt2 bb">1915</td> +<td class="center br bt2 bb">1916</td> +<td class="center br bt2 bb">1917</td> +<td class="center br bt2 bb">1918</td> +<td colspan="2" class="center bt2 bb">Total</td> +</tr> + +<tr> +<td colspan="2" class="left br">Baker</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">$ 802.74</td> +<td class="right br">$ 1,214.01</td> +<td class="right br">$ 6,364.67</td> +<td class="right">$ 8,381.42</td> +</tr> + +<tr> +<td colspan="2" class="left br">Benton</td> +<td class="ellips br">...</td> +<td class="right br">$ 181.50</td> +<td class="right br">727.14</td> +<td class="right br">47.56</td> +<td class="ellips br">...</td> +<td class="right">956.20</td> +</tr> + +<tr> +<td colspan="2" class="left br">Clackamas</td> +<td class="right br">$ 587.74</td> +<td class="ellips br">...</td> +<td class="right br">1,013.37</td> +<td class="right br">12,519.70</td> +<td class="right br">143,341.40</td> +<td class="right">157,462.21</td> +</tr> + +<tr> +<td colspan="2" class="left br">Clatsop</td> +<td class="right br">64,587.44</td> +<td class="right br">35,110.03</td> +<td class="right br">20,823.44</td> +<td class="right br">54,294.83</td> +<td class="right br">290,092.40</td> +<td class="right">464,908.14</td> +</tr> + +<tr> +<td colspan="2" class="left br">Columbia</td> +<td class="right br">13,384.87</td> +<td class="right br">92,069.72</td> +<td class="right br">11,143.48</td> +<td class="right br">76,424.91</td> +<td class="right br">411,877.24</td> +<td class="right">604,900.22</td> +</tr> + +<tr> +<td colspan="2" class="left br">Coos</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">375.81</td> +<td class="right br">16,703.28</td> +<td class="right br">264.40</td> +<td class="right">17,343.49</td> +</tr> + +<tr> +<td colspan="2" class="left br">Crook</td> +<td class="ellips br">...</td> +<td class="right br">57.17</td> +<td class="right br">12,052.32</td> +<td class="ellips br">...</td> +<td class="right br">3,053.72</td> +<td class="right">15,163.21</td> +</tr> + +<tr> +<td colspan="2" class="left br">Curry</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">79.91</td> +<td class="right br">5,549.33</td> +<td class="right">5,629.24</td> +</tr> + +<tr> +<td colspan="2" class="left br">Deschutes</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">7,244.37</td> +<td class="right br">13,472.00</td> +<td class="right">20,716.37</td> +</tr> + +<tr> +<td colspan="2" class="left br">Douglas</td> +<td class="ellips br">...</td> +<td class="right br">15,701.12</td> +<td class="right br">25,188.08</td> +<td class="right br">8,803.50</td> +<td class="right br">150,966.08</td> +<td class="right">200,658.78</td> +</tr> + +<tr> +<td colspan="2" class="left br">Gilliam</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">7.42</td> +<td class="right br">4,443.52</td> +<td class="right br">31,555.96</td> +<td class="right">36,006.90</td> +</tr> + +<tr> +<td colspan="2" class="left br">Grant</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">26.95</td> +<td class="right br">2,980.16</td> +<td class="right br">4,488.62</td> +<td class="right">7,495.73</td> +</tr> + +<tr> +<td colspan="2" class="left br">Harney</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">1,873.45</td> +<td class="right">1,873.45</td> +</tr> + +<tr> +<td colspan="2" class="left br">Hood River</td> +<td class="right br">1,077.24</td> +<td class="right br">47,927.84</td> +<td class="right br">4,317.17</td> +<td class="right br">61,326.69</td> +<td class="right br">372,601.53</td> +<td class="right">487,250.47</td> +</tr> + +<tr> +<td colspan="2" class="left br">Jackson</td> +<td class="right br">59,569.82</td> +<td class="right br">31,954.91</td> +<td class="right br">25,774.49</td> +<td class="right br">54,476.20</td> +<td class="right br">32,143.68</td> +<td class="right">203,919.10</td> +</tr> + +<tr> +<td colspan="2" class="left br">Jefferson</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="2" class="left br">Josephine</td> +<td class="ellips br">...</td> +<td class="right br">2,230.81</td> +<td class="right br">5,590.03</td> +<td class="right br">5,297.73</td> +<td class="right br">72,700.41</td> +<td class="right">85,818.98</td> +</tr> + +<tr> +<td colspan="2" class="left br">Klamath</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">27.75</td> +<td class="right br">791.48</td> +<td class="right">819.23</td> +</tr> + +<tr> +<td colspan="2" class="left br">Lake</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">15,215.57</td> +<td class="right br">176.10</td> +<td class="right">15,391.67</td> +</tr> + +<tr> +<td colspan="2" class="left br">Lane</td> +<td class="ellips br">...</td> +<td class="right br">61.11</td> +<td class="right br">4,639.07</td> +<td class="right br">12,247.61</td> +<td class="right br">2,281.91</td> +<td class="right">19,229.70</td> +</tr> + +<tr> +<td colspan="2" class="left br">Lincoln</td> +<td class="ellips br">...</td> +<td class="right br">11.95</td> +<td class="right br">12.88</td> +<td class="right br">2,054.05</td> +<td class="right br">943.42</td> +<td class="right">3,022.30</td> +</tr> + +<tr> +<td colspan="2" class="left br">Linn</td> +<td class="ellips br">...</td> +<td class="right br">208.81</td> +<td class="right br">37.32</td> +<td class="right br">287.67</td> +<td class="right br">503.40</td> +<td class="right">1,037.20</td> +</tr> + +<tr> +<td colspan="2" class="left br">Malheur</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">189.61</td> +<td class="right br">93.02</td> +<td class="right br">773.63</td> +<td class="right">1,056.26</td> +</tr> + +<tr> +<td colspan="2" class="left br">Marion</td> +<td class="right br">414.76</td> +<td class="right br">79.79</td> +<td class="right br">712.55</td> +<td class="right br">479.41</td> +<td class="right br">4,604.18</td> +<td class="right">6,290.69</td> +</tr> + +<tr> +<td colspan="2" class="left br">Morrow</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">105.18</td> +<td class="right br">4,200.72</td> +<td class="right br">6,662.38</td> +<td class="right">10,968.28</td> +</tr> + +<tr> +<td colspan="2" class="left br">Multnomah</td> +<td class="right br">1,068.08</td> +<td class="right br">107.03</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">1,175.11</td> +</tr> + +<tr> +<td colspan="2" class="left br">Polk</td> +<td class="right br">414.15</td> +<td class="right br">74.54</td> +<td class="right br">6,614.53</td> +<td class="right br">137.78</td> +<td class="right br">665.14</td> +<td class="right">7,906.14</td> +</tr> + +<tr> +<td colspan="2" class="left br">Sherman</td> +<td class="right br">44,523.20</td> +<td class="right br">993.26</td> +<td class="right br">188.87</td> +<td class="right br">48.87</td> +<td class="right br">3,003.27</td> +<td class="right">48,757.47</td> +</tr> + +<tr> +<td colspan="2" class="left br">Tillamook</td> +<td class="ellips br">...</td> +<td class="right br">116.59</td> +<td class="right br">1,735.01</td> +<td class="right br">5,213.34</td> +<td class="right br">63,060.95</td> +<td class="right">70,125.89</td> +</tr> + +<tr> +<td colspan="2" class="left br">Umatilla</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">13.49</td> +<td class="right br">100,608.75</td> +<td class="right br">73,333.75</td> +<td class="right">173,955.99</td> +</tr> + +<tr> +<td colspan="2" class="left br">Union</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">42.20</td> +<td class="right br">5,975.15</td> +<td class="right br">26,213.02</td> +<td class="right">32,230.37</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wallowa</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">765.07</td> +<td class="right">765.07</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wasco</td> +<td class="ellips br">...</td> +<td class="right br">134.91</td> +<td class="right br">10.34</td> +<td class="right br">286.02</td> +<td class="right br">4,027.77</td> +<td class="right">4,449.04</td> +</tr> + +<tr> +<td colspan="2" class="left br">Washington</td> +<td class="right br">4,998.14</td> +<td class="right br">14,321.44</td> +<td class="right br">4,975.48</td> +<td class="right br">70,139.95</td> +<td class="right br">176,629.10</td> +<td class="right">271,064.11</td> +</tr> + +<tr> +<td colspan="2" class="left br">Wheeler</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">5.64</td> +<td class="right br">13,084.26</td> +<td class="right br">56,130.52</td> +<td class="right">69,220.42</td> +</tr> + +<tr> +<td colspan="2" class="left br">Yamhill</td> +<td class="right br bb">408.34</td> +<td class="right br bb">108.37</td> +<td class="right br bb">2,106.03</td> +<td class="right br bb">38,714.45</td> +<td class="right br bb">86,244.39</td> +<td class="right bb">127,581.58</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left br bb">Totals </td> +<td class="right br bb">$ 191,033.78</td> +<td class="right br bb">$ 241,450.90</td> +<td class="right br bb">$ 129,230.64</td> +<td class="right br bb">$ 574,670.74</td> +<td class="right br bb">$ 2,047,154.37</td> +<td class="right bb">$ 3,183,540.43</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_62" id="Page_62">[62]</a></p> + +<h4><a name="TabI" id="TabI"></a>TABLE I<br /> +<span class="fsize80">MILEAGE TABLE</span><br /> +Main Traveled Roads</h4> + + +<p>Showing distances between some of the important towns; for convenience in +obtaining mileage for long trips; to be used in connection with the +official automobile road map on <a href="#Page_62a">opposite page</a>.</p> + +<p>All distances between points west of the Cascade Range and Eastern Oregon +points are via Portland and the Columbia River Highway, unless +otherwise noted.</p> + +<table class="fsize80" summary="Table p62"> + +<tr> +<td class="left bt2"> </td> +<td colspan="9" class="left bl bt2">Portland</td> +</tr> + +<tr> +<td class="left br"> </td> +<td class="left br"> </td> +<td colspan="8" class="left bl">Salem</td> +</tr> + +<tr> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td colspan="7" class="left bl">Albany</td> +</tr> + +<tr> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td colspan="6" class="left bl">Eugene</td> +</tr> + +<tr> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td colspan="5" class="left bl">Roseburg</td> +</tr> + +<tr> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td colspan="4" class="left bl">Medford</td> +</tr> + +<tr> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td colspan="3" class="left bl">Pendleton</td> +</tr> + +<tr> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td colspan="2" class="left bl">Baker</td> +</tr> + +<tr> +<td class="left br bb"> </td> +<td class="left br bb"> </td> +<td class="left br bb"> </td> +<td class="left br bb"> </td> +<td class="left br bb"> </td> +<td class="left br bb"> </td> +<td class="left br bb"> </td> +<td class="left br bb"> </td> +<td class="left br bb"> </td> +<td class="left bl bb">Bend</td> +</tr> + +<tr> +<td class="left br">Portland</td> +<td class="ellips br">...</td> +<td class="right br">53</td> +<td class="right br">78</td> +<td class="right br">126</td> +<td class="right br">203</td> +<td class="right br">318</td> +<td class="right br"> 240</td> +<td class="right br">345</td> +<td class="right">253</td> +</tr> + +<tr> +<td class="left br">Salem</td> +<td class="right br">53</td> +<td class="ellips br">...</td> +<td class="right br">25</td> +<td class="right br">73</td> +<td class="right br">150</td> +<td class="right br">265</td> +<td class="right br">293</td> +<td class="right br">398</td> +<td class="right"><a href="#Footnote_5_5" class="fnanchor">[5]</a>195</td> +</tr> + +<tr> +<td class="left br">Albany</td> +<td class="right br">78</td> +<td class="right br">25</td> +<td class="ellips br">...</td> +<td class="right br">48</td> +<td class="right br">125</td> +<td class="right br">240</td> +<td class="right br">318</td> +<td class="right br">423</td> +<td class="right"><a href="#Footnote_5_5" class="fnanchor">[5]</a>170</td> +</tr> + +<tr> +<td class="left br">Corvallis</td> +<td class="right br">89</td> +<td class="right br">36</td> +<td class="right br">11</td> +<td class="right br">40</td> +<td class="right br">117</td> +<td class="right br">232</td> +<td class="right br">329</td> +<td class="right br">434</td> +<td class="right"><a href="#Footnote_5_5" class="fnanchor">[5]</a>162</td> +</tr> + +<tr> +<td class="left br">Eugene</td> +<td class="right br">126</td> +<td class="right br">73</td> +<td class="right br">48</td> +<td class="ellips br">...</td> +<td class="right br">77</td> +<td class="right br">192</td> +<td class="right br">366</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>356</td> +<td class="right"><a href="#Footnote_5_5" class="fnanchor">[5]</a>122</td> +</tr> + +<tr> +<td class="left br">Roseburg</td> +<td class="right br">203</td> +<td class="right br">150</td> +<td class="right br">125</td> +<td class="right br">77</td> +<td class="ellips br">...</td> +<td class="right br">115</td> +<td class="right br">443</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>433</td> +<td class="right"><a href="#Footnote_5_5" class="fnanchor">[5]</a>199</td> +</tr> + +<tr> +<td class="left br">Grants Pass</td> +<td class="right br">285</td> +<td class="right br">232</td> +<td class="right br">207</td> +<td class="right br">159</td> +<td class="right br">82</td> +<td class="right br">33</td> +<td class="right br">525</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>515</td> +<td class="right"><a href="#Footnote_6_6" class="fnanchor">[6]</a>265</td> +</tr> + +<tr> +<td class="left br">Medford</td> +<td class="right br">318</td> +<td class="right br">265</td> +<td class="right br">240</td> +<td class="right br">192</td> +<td class="right br">115</td> +<td class="ellips br">...</td> +<td class="right br">484</td> +<td class="right br"><a href="#Footnote_6_6" class="fnanchor">[6]</a>490</td> +<td class="right"><a href="#Footnote_6_6" class="fnanchor">[6]</a>232</td> +</tr> + +<tr> +<td class="left br">Ashland</td> +<td class="right br">331</td> +<td class="right br">278</td> +<td class="right br">253</td> +<td class="right br">205</td> +<td class="right br">128</td> +<td class="right br">13</td> +<td class="right br">471</td> +<td class="right br"><a href="#Footnote_6_6" class="fnanchor">[6]</a>477</td> +<td class="right"><a href="#Footnote_6_6" class="fnanchor">[6]</a>219</td> +</tr> + +<tr> +<td class="left br">Ore.-Cal. State Line</td> +<td class="right br">354</td> +<td class="right br">301</td> +<td class="right br">276</td> +<td class="right br">228</td> +<td class="right br">151</td> +<td class="right br">36</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br">Crater Lake</td> +<td class="right br">401</td> +<td class="right br">348</td> +<td class="right br">323</td> +<td class="right br">275</td> +<td class="right br">198</td> +<td class="right br">83</td> +<td class="right br">372</td> +<td class="right br">378</td> +<td class="right">120</td> +</tr> + +<tr> +<td class="left br">Klamath Falls</td> +<td class="right br">395</td> +<td class="right br">342</td> +<td class="right br">317</td> +<td class="right br">269</td> +<td class="right br">192</td> +<td class="right br">77</td> +<td class="right br">407</td> +<td class="right br">413</td> +<td class="right">155</td> +</tr> + +<tr> +<td class="left br">Astoria</td> +<td class="right br">107</td> +<td class="right br">160</td> +<td class="right br">185</td> +<td class="right br">233</td> +<td class="right br">310</td> +<td class="right br">425</td> +<td class="right br">347</td> +<td class="right br">452</td> +<td class="right">360</td> +</tr> + +<tr> +<td class="left br">Tillamook</td> +<td class="right br">107</td> +<td class="right br">91</td> +<td class="right br">116</td> +<td class="right br">150</td> +<td class="right br">227</td> +<td class="right br">342</td> +<td class="right br">347</td> +<td class="right br">452</td> +<td class="right">360</td> +</tr> + +<tr> +<td class="left br">Marshfield</td> +<td class="right br"><a href="#Footnote_7_7" class="fnanchor">[7]</a>253</td> +<td class="right br"><a href="#Footnote_7_7" class="fnanchor">[7]</a>200</td> +<td class="right br"><a href="#Footnote_7_7" class="fnanchor">[7]</a>175</td> +<td class="right br"><a href="#Footnote_7_7" class="fnanchor">[7]</a>127</td> +<td class="right br">88</td> +<td class="right br">190</td> +<td class="right br">493</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>483</td> +<td class="right"><a href="#Footnote_5_5" class="fnanchor">[5]</a>249</td> +</tr> + +<tr> +<td class="left br">The Dalles</td> +<td class="right br">91</td> +<td class="right br">144</td> +<td class="right br">169</td> +<td class="right br">217</td> +<td class="right br">294</td> +<td class="right br">409</td> +<td class="right br">149</td> +<td class="right br">254</td> +<td class="right">162</td> +</tr> + +<tr> +<td class="left br">Pendleton</td> +<td class="right br">240</td> +<td class="right br">293</td> +<td class="right br">318</td> +<td class="right br">366</td> +<td class="right br">443</td> +<td class="right br">558</td> +<td class="ellips br">...</td> +<td class="right br">105</td> +<td class="right">252</td> +</tr> + +<tr> +<td class="left br">Walla Walla</td> +<td class="right br">285</td> +<td class="right br">338</td> +<td class="right br">363</td> +<td class="right br">411</td> +<td class="right br">488</td> +<td class="right br">603</td> +<td class="right br">45</td> +<td class="right br">150</td> +<td class="right">297</td> +</tr> + +<tr> +<td class="left br">La Grande</td> +<td class="right br">293</td> +<td class="right br">346</td> +<td class="right br">371</td> +<td class="right br">419</td> +<td class="right br">496</td> +<td class="right br"><a href="#Footnote_6_6" class="fnanchor">[6]</a>542</td> +<td class="right br">53</td> +<td class="right br">52</td> +<td class="right">305</td> +</tr> + +<tr> +<td class="left br">Baker</td> +<td class="right br">345</td> +<td class="right br">398</td> +<td class="right br">423</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>356</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>433</td> +<td class="right br"><a href="#Footnote_6_6" class="fnanchor">[6]</a>490</td> +<td class="right br">105</td> +<td class="ellips br">...</td> +<td class="right">258</td> +</tr> + +<tr> +<td class="left br">Huntington</td> +<td class="right br">395</td> +<td class="right br">448</td> +<td class="right br">473</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>406</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>483</td> +<td class="right br"><a href="#Footnote_6_6" class="fnanchor">[6]</a>540</td> +<td class="right br">155</td> +<td class="right br">50</td> +<td class="right">298</td> +</tr> + +<tr> +<td class="left br">Prineville</td> +<td class="right br">244</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>208</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>183</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>135</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>212</td> +<td class="right br"><a href="#Footnote_6_6" class="fnanchor">[6]</a>269</td> +<td class="right br">226</td> +<td class="right br">221</td> +<td class="right">37</td> +</tr> + +<tr> +<td class="left br">Bend</td> +<td class="right br">253</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>195</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>170</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>122</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>199</td> +<td class="right br"><a href="#Footnote_6_6" class="fnanchor">[6]</a>232</td> +<td class="right br">252</td> +<td class="right br">258</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left br">Burns</td> +<td class="right br">396</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>338</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>313</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>265</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>342</td> +<td class="right br"><a href="#Footnote_6_6" class="fnanchor">[6]</a>340</td> +<td class="right br">195</td> +<td class="right br">169</td> +<td class="right">143</td> +</tr> + +<tr> +<td class="left br">Lakeview</td> +<td class="right br">426</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>368</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>343</td> +<td class="right br"><a href="#Footnote_5_5" class="fnanchor">[5]</a>295</td> +<td class="right br"><a href="#Footnote_6_6" class="fnanchor">[6]</a>292</td> +<td class="right br"><a href="#Footnote_6_6" class="fnanchor">[6]</a>177</td> +<td class="right br">358</td> +<td class="right br">332</td> +<td class="right">173</td> +</tr> + +<tr> +<td class="left br bb">Canyon City</td> +<td class="right br bb">317</td> +<td class="right br bb"><a href="#Footnote_5_5" class="fnanchor">[5]</a>337</td> +<td class="right br bb"><a href="#Footnote_5_5" class="fnanchor">[5]</a>312</td> +<td class="right br bb"><a href="#Footnote_5_5" class="fnanchor">[5]</a>264</td> +<td class="right br bb"><a href="#Footnote_5_5" class="fnanchor">[5]</a>341</td> +<td class="right br bb"><a href="#Footnote_6_6" class="fnanchor">[6]</a>398</td> +<td class="right br bb">122</td> +<td class="right br bb">96</td> +<td class="right bb">166</td> +</tr> + + +</table> + +<hr class="l05" /> +<div class="footnote"><p><a name="Footnote_5_5" id="Footnote_5_5"></a><span class="label">[5]</span> Via +Eugene and McKenzie River Highway.</p></div> + +<div class="footnote"><p><a name="Footnote_6_6" id="Footnote_6_6"></a><span class="label">[6]</span> Via Klamath Falls.</p></div> + +<div class="footnote"><p><a name="Footnote_7_7" id="Footnote_7_7"></a><span class="label">[7]</span> Via Scottsburg.</p></div> +<hr class="l05" /> + +<p class="pagenum"><a name="Page_62a" id="Page_62a"></a></p> + +<h4>AUTOMOBILE ROAD MAP, SHOWING THE MAIN TRAVELED ROADS OF OREGON WITH MILEAGES<br /> +<span class="fsize80">Prepared by the Oregon State Highway Department</span></h4> +<p class="fsize80 center">See <a href="images/illo064large.jpg">large-size map</a> (1.1 MB.)</p> + +<div class="figcenter"><a name="MapI" id="MapI"></a><img src="images/illo064.jpg" alt="Automobile Road Map" /></div> + +<p class="fsize80 ind2020"><b>This Is Not a Map of the System of State Highways.</b> This map is intended as a guide +to the main traveled, existing, through highways and roads connecting important centers of population. The heavier +weight lines are intended to designate the most generally traveled, through routes, rather than their relative +condition or importance.</p> + +<p class='pagenum'><a name="Page_63" id="Page_63">[63]</a></p> + + +<h4><a name="TabJ" id="TabJ"></a>TABLE J<br /> +<span class="fsize80">OFFICIAL DESIGNATION OF STATE HIGHWAYS</span></h4> + +<p class="ind1010"><b>No. 1. Pacific Highway—</b><br /> +From Portland south via Oregon City, Salem, Albany, Eugene, Roseburg, +Grants Pass, Medford and Ashland to the Oregon-California State Line.</p> + +<p class="ind1010"><b>No. 2. Columbia River Highway—</b><br /> +From Astoria east via Rainier, Portland, Hood River, The Dalles, Arlington +and Umatilla, to Pendleton.</p> + +<p class="ind1010"><b>No. 3. Coast Highway—</b><br /> +From Astoria south via Tillamook, Toledo, Florence, Marshfield, Coquille +and Gold Beach to Oregon-California State Line.</p> + +<p class="ind1010"><b>No. 4. The Dalles-California Highway—</b><br /> +From a point on Highway No. 2, at or near The Dalles, south via Shaniko, +Redmond, Bend, LaPine and Klamath Falls to the Oregon-California State Line.</p> + +<p class="ind1010"><b>No. 5. The John Day River Highway—</b><br /> +From a point on Highway No. 2, at or near Biggs, southeasterly through +Wasco, Condon, Fossil, Dayville, Prairie City and Vale to the Oregon-Idaho +State Line at Ontario.</p> + +<p class="ind1010"><b>No. 6. The Old Oregon Trail—</b><br /> +From a junction with Highway No. 2, at Pendleton, southeasterly through +La Grande, Baker and Huntington to a junction with Highway No. 5 at or +near Ontario.</p> + +<p class="ind1010"><b>No. 7. Central Oregon Highway—</b><br /> +From a point on Highway No. 4, at or near Bend, easterly through Millican, +Riley, Burns, Crane and Juntura to a junction with Highway No. 5, at or +near Vale.</p> + +<p class="ind1010"><b>No. 8. Oregon-Washington Highway—</b><br /> +From a point on Highway No. 2, at or near Willows, through Ione, Heppner, +Pendleton and Freewater to the Oregon-Washington State Line.</p> + +<p class="ind1010"><b>No. 9. Pendleton-John Day Highway—</b><br /> +From a point on Highway No. 8, at or near Pilot Rock south to a junction +with Highway No. 5, at or near John Day.</p> + +<p class="ind1010"><b>No. 10. La Grande-Enterprise Highway—</b><br /> +From a point on Highway No. 6, at or near La Grande, through Elgin and +Enterprise to Joseph.</p> + +<p class="ind1010"><b>No. 11. Enterprise-Flora Highway—</b><br /> +From a point on Highway No. 10, at or near Enterprise, north to Flora.</p> + +<p class="ind1010"><b>No. 12. Baker-Cornucopia Highway—</b><br /> +From a point on Highway No. 6, at or near Baker, east through Middle +Bridge and Halfway to Cornucopia.</p> + +<p class="ind1010"><b>No. 13. Baker-Unity Highway—</b><br /> +From a point on Highway No. 6, at or near Baker, southwest to a junction +with Highway No. 5, at or near Unity.</p> + +<p class="ind1010"><b>No. 14. Antelope-Mitchell Highway—</b><br /> +From a point on Highway No. 4, at or near Antelope to a junction with +Highway No. 15, at or near Mitchell.</p> + +<p class="ind1010"><b>No. 15. McKenzie River Highway—</b><br /> +From a point on Highway No. 1, at or near Eugene, easterly through the +McKenzie Valley and through Sisters, Redmond, Prineville and Mitchell to a +junction with Highway No. 5, at or near Dayville.</p> + +<p class="ind1010"><b>No. 16. Albany-Sisters Highway—</b><br /> +From a point on Highway No. 4, at or near Albany, southeasterly to a +junction with Highway No. 15 near Sisters.</p> + +<p class="ind1010"><b>No. 17. Bend-Sisters Highway—</b><br /> +From a point on Highway No. 4, at or near Bend, northwesterly to a +junction with Highway No. 15, at or near Sisters.</p> + +<p class="ind1010"><b>No. 18. Lakeview-Burns Highway—</b><br /> +From a point on Highway No. 19, near Lakeview, northeasterly to a junction +with Highway No. 7, at or near Burns.</p> + +<p class="ind1010"><b>No. 19. LaPine-Lakeview Highway—</b><br /> +From a point on Highway No. 4, at or near LaPine southeasterly through +Fort Rock, Silver Lake, Paisley and Lakeview to the Oregon-California +State Line.</p> + +<p class="ind1010"><b>No. 20. Klamath Falls-Lakeview Highway—</b><br /> +From a point on Highway No. 4, at or near Klamath Falls, east to a +junction with Highway No. 19, at or near Lakeview.</p> + +<p class="ind1010"><b>No. 21. Ashland-Klamath Falls Highway—</b><br /> +From a point on Highway No. 1 near Ashland, east to a junction with +Highway No. 4, at or near Klamath Falls.</p> + +<p class="ind1010"><b>No.22. Medford-Crater Lake Highway—</b><span +class='pagenum'><a name="Page_64" id="Page_64">[64]</a></span><br /> +From a point on Highway No. 1 at Medford, northeasterly, through Trail +and the Rogue River Valley to a junction with Highway No. 24 near Crater +Lake.</p> + +<p class="ind1010"><b>No. 23. Klamath-Crater Lake Highway—</b><br /> +From a junction with Highway No. 22 near Crater Lake, southeasterly +to a junction with Highway No. 4, at or near Chiloquin.</p> + +<p class="ind1010"><b>No. 24. The Rim Highway—</b><br /> +From a point on Highway No. 22 near Crater Lake, thence around Crater +Lake to the point of beginning.</p> + +<p class="ind1010"><b>No. 25. Grants Pass-Crescent City Highway—</b><br /> +From a point on Highway No. 1 at Grants Pass, southwesterly through +Kerby and Waldo to the Oregon-California State Line.</p> + +<p class="ind1010"><b>No. 26. Mt. Hood Highway—</b><br /> +From Portland through Gresham and Bull Run around the south and east +sides of Mt. Hood and to a junction with Highway No. 2, at or near Hood River.</p> + +<p class="ind1010"><b>No. 27. Clackamas Highway—</b><br /> +From a point on Highway No. 1, at or near Oregon City, northeasterly +to a junction with Highway No. 26, at or near Pleasant Home.</p> + +<p class="ind1010"><b>No. 28. The West Side Highway—</b><br /> +From a point on Highway No. 1, at or near Portland, thence south on the +west side of the Willamette River through Newberg, McMinnville, Dallas, +Independence and Corvallis to a junction with Highway No. 1, at or near +Eugene.</p> + +<p class="ind1010"><b>No. 29. Forest Grove-McMinnville Highway—</b><br /> +From Portland through Hillsboro, Forest Grove and Carlton to a junction +with Highway No. 28, at or near McMinnville.</p> + +<p class="ind1010"><b>No. 30. Salem-Independence Highway—</b><br /> +From a point on Highway No. 1, at Salem, southwesterly to a junction with +Highway No. 28 at Independence.</p> + +<p class="ind1010"><b>No. 31. Albany-Corvallis Highway—</b><br /> +From a point on Highway No. 1, at Albany to a junction with Highway +No. 28, at or near Corvallis.</p> + +<p class="ind1010"><b>No. 32. Yamhill-Nestucca Highway—</b><br /> +From a point on Highway No. 28, at or near McMinnville, through Sheridan, +Willamina, and Dolph to a junction with Highway No. 3, at or near Hebo.</p> + +<p class="ind1010"><b>No. 33. Corvallis-Newport Highway—</b><br /> +From a point on Highway No. 28, at Corvallis westerly to a junction with +Highway No. 3, at or near Toledo.</p> + +<p class="ind1010"><b>No. 34. Eugene-Florence Highway—</b><br /> +From a point on Highway No. 1, near Eugene, westerly through Goldson +and Deadwood to a junction with Highway No. 3, near Florence.</p> + +<p class="ind1010"><b>No. 35. Coos Bay-Roseburg Highway—</b><br /> +From a point on Highway No. 3, at or near Coquille, easterly up the Middle +Fork of the Coquille River, through Camas Valley and Brockway to a junction +with Highway No. 1, near Dillard.</p> + +<p class="ind1010"><b>No. 36. Pendleton-Cold Springs Highway—</b><br /> +From a point on Highway No. 2, at or near Pendleton, northwest to Cold +Springs.</p> + +<p class='pagenum'><a name="Page_65" id="Page_65">[65]</a></p> + + +<h4><a name="TabK" id="TabK"></a>TABLE K<br /> +<span class="fsize80">EMPLOYES OF THE OREGON STATE HIGHWAY COMMISSION</span></h4> + +<p class="center">November 30, 1918<br /> +Herbert Nunn, State Highway Engineer</p> + +<table class="fsize80" summary="Table p65"> + +<tr> +<td class="left">R. A. Klein, Assistant Engineer</td> +<td class="left"> </td> +<td class="left">J. E. Nelson, Resident Engineer</td> +</tr> + +<tr> +<td class="left">C. A. Dunn, Assistant Engineer</td> +<td class="left"> </td> +<td class="left">J. E. Peck, Resident Engineer</td> +</tr> + +<tr> +<td class="left">M. O. Bennett, Division Engineer</td> +<td class="left"> </td> +<td class="left">R. A. Pratt, Resident Engineer</td> +</tr> + +<tr> +<td class="left">C. H. Whitmore, Division Engineer</td> +<td class="left"> </td> +<td class="left">W. P. Smith, Resident Engineer</td> +</tr> + +<tr> +<td class="left">J. C. McLeod, Division Engineer</td> +<td class="left"> </td> +<td class="left">C. E. Carter, Resident Bridge Engineer</td> +</tr> + +<tr> +<td class="left">C. W. Wanzer, District Engineer</td> +<td class="left"> </td> +<td class="left">J. M. Baker, Supt. of Construction</td> +</tr> + +<tr> +<td class="left">P. M. Hall-Lewis, Asst. Div. Eng’r</td> +<td class="left"> </td> +<td class="left">C. L. Grutze, Supt. of Construction</td> +</tr> + +<tr> +<td class="left">S. H. Probert, Office Engineer</td> +<td class="left"> </td> +<td class="left">W. H. Burtis, Foreman of Repair Shop</td> +</tr> + +<tr> +<td class="left">L. W. Metzger, Designing Engineer</td> +<td class="left"> </td> +<td class="left">W. S. Hodge, Transitman</td> +</tr> + +<tr> +<td class="left">E. A. Skelley, Chief Draftsman</td> +<td class="left"> </td> +<td class="left">Tom Opedal, Transitman</td> +</tr> + +<tr> +<td class="left">L. C. Elwell, Voucher Clerk</td> +<td class="left"> </td> +<td class="left">Wm. T. Nelson, Field Draftsman</td> +</tr> + +<tr> +<td class="left">C. L. Turner, Cost Clerk</td> +<td class="left"> </td> +<td class="left">H. R. Wessell, Field Draftsman</td> +</tr> + +<tr> +<td class="left">M. S. Farwell, Bridge Draftsman</td> +<td class="left"> </td> +<td class="left">Chas. E. Lytle, Timekeeper</td> +</tr> + +<tr> +<td class="left">C. E. Farnsworth, Office Draftsman</td> +<td class="left"> </td> +<td class="left">L. N. Russell, Timekeeper</td> +</tr> + +<tr> +<td class="left">Theo. Rowland, Office Draftsman</td> +<td class="left"> </td> +<td class="left">F. A. Keith, Levelman</td> +</tr> + +<tr> +<td class="left">James Moberg, Office Draftsman</td> +<td class="left"> </td> +<td class="left">H. W. Lange, Levelman</td> +</tr> + +<tr> +<td class="left">W. C. Crews, Office Draftsman</td> +<td class="left"> </td> +<td class="left">M. M. Brown, Field Computer</td> +</tr> + +<tr> +<td class="left">R. E. Raley, Office Computer</td> +<td class="left"> </td> +<td class="left">L. D. Coppock, Field Computer</td> +</tr> + +<tr> +<td class="left">J. C. Tibbits, Clerk</td> +<td class="left"> </td> +<td class="left">Jack Slavens, Head Chainman</td> +</tr> + +<tr> +<td class="left">L. N. Myers, Clerk</td> +<td class="left"> </td> +<td class="left">Chas. Collier, Rodman</td> +</tr> + +<tr> +<td class="left">H. M. McDaniel, Clerk</td> +<td class="left"> </td> +<td class="left">Clyde Leghorn, Rodman</td> +</tr> + +<tr> +<td class="left">C. F. Smith, Clerk</td> +<td class="left"> </td> +<td class="left">Ora L. Nochols, Rodman</td> +</tr> + +<tr> +<td class="left">Helen Ingrey, Stenographer</td> +<td class="left"> </td> +<td class="left">M. S. Parker, Rodman</td> +</tr> + +<tr> +<td class="left">Margaret H. Hodge, Stenographer</td> +<td class="left"> </td> +<td class="left">Katherine Riddle, Rodman</td> +</tr> + +<tr> +<td class="left">Grace Fugate, Stenographer</td> +<td class="left"> </td> +<td class="left">Orville Widdows, Rodman</td> +</tr> + +<tr> +<td class="left">Gertie Witzel, Stenographer</td> +<td class="left"> </td> +<td class="left">Fred Busch, Chainman</td> +</tr> + +<tr> +<td class="left">Delia Ferguson, Stenographer</td> +<td class="left"> </td> +<td class="left">Claire Hopper, Chainman</td> +</tr> + +<tr> +<td class="left">R. H. Baldock, Locating Engineer</td> +<td class="left"> </td> +<td class="left">J. F. Jones, Chainman</td> +</tr> + +<tr> +<td class="left">R. H. Coppock, Locating Engineer</td> +<td class="left"> </td> +<td class="left">J. A. Matott, Chainman</td> +</tr> + +<tr> +<td class="left">C. A. Harrington, Locating Engineer</td> +<td class="left"> </td> +<td class="left">Warren Pearson, Chainman</td> +</tr> + +<tr> +<td class="left">B. H. McNamee, Locating Engineer</td> +<td class="left"> </td> +<td class="left">Boyd Potter, Chainman</td> +</tr> + +<tr> +<td class="left">J. H. Scott, Locating Engineer</td> +<td class="left"> </td> +<td class="left">A. H. Rudd, Chainman</td> +</tr> + +<tr> +<td class="left">E. B. Bishop, Resident Engineer</td> +<td class="left"> </td> +<td class="left">J. J. Sturgill, Chainman</td> +</tr> + +<tr> +<td class="left">H. C. Compton, Resident Engineer</td> +<td class="left"> </td> +<td class="left">D. E. Tompkins, Chainman</td> +</tr> + +<tr> +<td class="left">M. E. DeWitt, Resident Engineer</td> +<td class="left"> </td> +<td class="left">E. Wiggins, Chainman</td> +</tr> + +<tr> +<td class="left">F. N. Drinkhall, Resident Engineer</td> +<td class="left"> </td> +<td class="left">Frank Galdabini, Rock Checker</td> +</tr> + +<tr> +<td class="left">H. B. Fletcher, Resident Engineer</td> +<td class="left"> </td> +<td class="left">Pete Knudson, Rock Checker</td> +</tr> + +<tr> +<td class="left">H. N. Hackett, Resident Engineer</td> +<td class="left"> </td> +<td class="left">L. Parker, Rock Checker</td> +</tr> + +<tr> +<td class="left">A. S. Kennedy, Resident Engineer</td> +<td class="left"> </td> +<td class="left">C. S. Peck, Rock Checker</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_66" id="Page_66">[66]</a></p> + + +<h4><a name="TabL" id="TabL"></a>TABLE L<br /> +<span class="fsize80">STATE HIGHWAYS<br /> +Names, Numbers, Mileages.</span></h4> + +<table class="fsize80" summary="Table p66"> + +<tr> +<td colspan="3" class="center">Highways</td> +<td class="right">Miles</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">1</td> +<td class="left">Pacific Highway</td> +<td class="right">352</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">2</td> +<td class="left">Columbia River Highway</td> +<td class="right">360</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">3</td> +<td class="left">Coast Highway</td> +<td class="right">430</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">4</td> +<td class="left">The Dalles-California Highway</td> +<td class="right">342</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">5</td> +<td class="left">The John Day River Highway</td> +<td class="right">285</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">6</td> +<td class="left">The Old Oregon Trail</td> +<td class="right">190</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">7</td> +<td class="left">Central Oregon Highway</td> +<td class="right">270</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">8</td> +<td class="left">Oregon-Washington Highway</td> +<td class="right">148</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">9</td> +<td class="left">Pendleton-John Day Highway</td> +<td class="right">105</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">10</td> +<td class="left">La Grande-Enterprise Highway</td> +<td class="right">68</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">11</td> +<td class="left">Enterprise-Flora Highway</td> +<td class="right">35</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">12</td> +<td class="left">Baker-Cornucopia Highway</td> +<td class="right">76</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">13</td> +<td class="left">Baker-Unity Highway</td> +<td class="right">42</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">14</td> +<td class="left">Antelope-Mitchell Highway</td> +<td class="right">43</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">15</td> +<td class="left">McKenzie River Highway</td> +<td class="right">229</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">16</td> +<td class="left">Albany-Sisters Highway</td> +<td class="right">100</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">17</td> +<td class="left">Bend-Sisters Highway</td> +<td class="right">27</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">18</td> +<td class="left">Lakeview-Burns Highway</td> +<td class="right">159</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">19</td> +<td class="left">LaPine-Lakeview Highway</td> +<td class="right">151</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">20</td> +<td class="left">Klamath Falls-Lakeview Highway</td> +<td class="right">100</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">21</td> +<td class="left">Ashland-Klamath Falls Highway</td> +<td class="right">51</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">22</td> +<td class="left">Medford-Crater Lake Highway</td> +<td class="right">78</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">23</td> +<td class="left">Klamath-Crater Lake Highway</td> +<td class="right">14</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">24</td> +<td class="left">The Rim Highway</td> +<td class="right">39</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">25</td> +<td class="left">Grants Pass-Crescent City Highway</td> +<td class="right">46</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">26</td> +<td class="left">Mt. Hood Highway</td> +<td class="right">105</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">27</td> +<td class="left">Clackamas Highway</td> +<td class="right">18</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">28</td> +<td class="left">The West Side Highway</td> +<td class="right">120</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">29</td> +<td class="left">Forest Grove-McMinnville Highway</td> +<td class="right">25</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">30</td> +<td class="left">Salem-Independence Highway</td> +<td class="right">12</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">31</td> +<td class="left">Albany-Corvallis Highway</td> +<td class="right">11</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">32</td> +<td class="left">Yamhill-Nestucca Highway</td> +<td class="right">39</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">33</td> +<td class="left">Corvallis-Newport Highway</td> +<td class="right">60</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">34</td> +<td class="left">Eugene-Florence Highway</td> +<td class="right">76</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">35</td> +<td class="left">Coos Bay-Roseburg Highway</td> +<td class="right">81</td> +</tr> + +<tr> +<td class="left">No.</td> +<td class="right">36</td> +<td class="left">Pendleton-Cold Springs Highway</td> +<td class="right bb">30</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total mileage State Highways</td> +<td class="right">4,317</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_67" id="Page_67">[67]</a></p> + +<div class="figcenter"><a name="MapII" id="MapII"></a><img src="images/illo069.jpg" alt="System of State Highways Map" /></div> +<p class="center fsize80">See <a href="images/illo069large.jpg">large-size map</a> (1.4 MB.)</p> +<hr class="c45" /> +<p class='pagenum'><a name="Page_68" id="Page_68">[68]</a></p> + +<div class="center"><a name="Fig06" id="Fig06"></a><img src="images/illo071.jpg" alt="THE PACIFIC HIGHWAY IN PASS +CREEK CANYON, DOUGLAS COUNTY. GRADED AND MACADAMIZED IN 1917 AND 1918" /> +<p class="caption">THE PACIFIC HIGHWAY IN PASS CREEK CANYON, DOUGLAS COUNTY.<br />GRADED AND MACADAMIZED IN 1917 AND 1918</p></div> + +<hr class="c45" /> +<p class='pagenum'><a name="Page_69" id="Page_69">[69]</a></p> + +<p class="title"> +<span class="fsize125">Description of Work of the<br /></span> +<span class="fsize150">State Highway Department<br /></span> +<span class="fsize125">In the<br /> +Counties of the State<br /> +1917-1918</span></p> + +<h3>BAKER COUNTY</h3> + +<p>Although Baker County is generally well supplied with railroads there +are sections still isolated and much in need of improved transportation +facilities. Some of the most fertile and productive areas of the County are +not served by rail transportation and depend upon roads for communication +with railway points. This situation with the character of the winter season +and soil conditions found here render improved highways of extreme +importance.</p> + +<p>Since State and Federal aid have been made available the people of +Baker County are fast coming to a realization of the situation and are +making strenuous efforts to co-operate in highway improvement. No bond +issues have been voted in this County but an example of their enthusiasm +is supplied by the fact that private donations for co-operative improvement +of one road amount to $15,000.00.</p> + +<p>State and Federal aid were extended in 1918 and the co-operation has +resulted in plans for improving three sections of the Baker-Cornucopia +Highway. Other roads in the County will receive the consideration of the +Highway Commission during the coming season.</p> + +<p>Four sections of the Baker-Cornucopia Highway have been surveyed, +and plans for three of these are nearly complete. Together the four sections +make about thirty-eight miles of location survey. Construction work will +begin on this road early in the coming season.</p> + + +<h4>Survey of the Baker-Cornucopia Highway</h4> + +<p>During 1917 and 1918 the State Highway Department surveyed a greater +part of the Baker-Cornucopia Highway. The policy of giving first attention +to those portions of the road most in need of improvement resulted in the +surveying of four separate sections. These sections are designated as +follows: Baker-Middle Bridge; Love Bridge-Black Bridge; Canyon and +Sag Sections. These surveys were made under the direction of J. O. +Kingsley and W. C. Crews, locating engineers for the State Highway +Department.</p> + +<p>The Baker-Middle Bridge section extends from Baker to a point near +Middle Bridge on Lower Powder River. Beginning at Baker the line follows +closely the present main traveled road east for about six miles, thence along +the Palmer road to the present crossing at Ruckles Creek, thence down<span class='pagenum'><a name="Page_70" id="Page_70">[70]</a></span> +Ruckles Creek to a point about two miles south of Keating, thence easterly, +leaving Ruckles Creek, and entering the lower Powder River Valley near +Middle Bridge. This survey is 18.64 miles in length. The plans for this +work are completed.</p> + +<p>The Love Bridge-Black Bridge section covers that portion of the route +through the canyon between the Keating and Richland districts. At present +all traffic passes through Sparta and over the mountains to the north of +the Powder River there being no road through the canyon. This survey is +about ten miles long and involves heavy and expensive construction. This +project begins at a point about seven miles east of Keating and ends about +five miles west of Richland. There is a four-mile section of the Baker-Cornucopia +Highway lying between Middle and Love Bridges that has not +been definitely located. No office work has been done for this survey.</p> + +<p>What is known as the Canyon Section extends through the canyon east +of Richland. This survey begins at a point 1.5 miles east of Richland and +parallels the Powder River along the north bank for a distance of 4.64 +miles. The project ends at the point where the proposed route leaves the +Powder River and leads over the mountains toward Pine Valley. Plans +are almost completed for this project.</p> + +<p>The Sag Section is that part of the road leading north from the divide +between Powder River and Pine Valley. This survey which is 4.69 miles +long begins at the divide and ends at a point in the edge of Pine Valley two +miles south of Halfway. The location follows very near the route of the +present road. The office work in connection with this survey is nearing +completion.</p> + + +<h4>Baker-Cornucopia Post Road Project</h4> + +<p>The State Highway Commission requested Government aid in the construction +of the Baker-Cornucopia Highway and this request has resulted +in the approval by the Federal Office of Public Roads of three projects on +this highway. These three projects, namely, Baker-Middle Bridge, Canyon +Section and Sag Section have a combined length of 27.97 miles, and the +total estimated cost of these constructions is $94,731.00. Baker County will +co-operate with the State and Government in defraying the cost of this +construction. The following tabulation indicates the amounts and segregations +of funds for each project.</p> + +<table class="fsize80" summary="Table p70"> + +<tr> +<td colspan="2" class="center bt2 br bb">Appropriated for expenditure in 1919</td> +<td class="center br bt2 bb">State<br />Funds</td> +<td class="center br bt2 bb">County<br />Funds</td> +<td class="center bt2 bb">Government<br />Funds</td> +</tr> + +<tr> +<td colspan="2" class="left br">Baker-Middle Bridge Section</td> +<td class="right br">$ 13,978.00</td> +<td class="right br">$ 15,000.00</td> +<td class="right">$ 13,978.00</td> +</tr> + +<tr> +<td colspan="2" class="left br">Canyon Section</td> +<td class="right br">8,249.00</td> +<td class="right br">6,000.00</td> +<td class="right">8,249.00</td> +</tr> + +<tr> +<td colspan="2" class="left br">Sag Section</td> +<td class="right br bb">11,639.00</td> +<td class="right br bb">6,000.00</td> +<td class="right bb">11,639.00</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left br bb">Totals</td> +<td class="right br bb">$ 33,866.00</td> +<td class="right br bb">$ 27,000.00</td> +<td class="right bb">$ 33,866.00</td> +</tr> + +</table> + +<p>No plans have been made for financing the Love Bridge-Black Bridge +Section which was surveyed in 1917. This is an important section of the +road and will probably receive early attention from the State Highway +Commission.</p> + +<p class='pagenum'><a name="Page_71" id="Page_71">[71]</a></p> + +<h3>BENTON COUNTY</h3> + +<p>During 1917 and 1918, very little work was done by the Highway Department +in Benton County. At the request of the County Court a short +section of the West Side Highway north of Corvallis was staked for grading +to be done by the County, and designs were prepared for three concrete +structures. Two of these were for box culverts for the Pacific Highway +about five miles north of Corvallis. The other was for an 85 foot reinforced +concrete bridge over a mill race south of Corvallis. A short reconnaissance +was made of the Corvallis-Newport road between Blodgett and Eddyville.</p> + +<p>For work to be done in Benton County in 1919, the Highway Commission +has set aside $129,500.00. With this amount it is planned to pave the West +Side Highway from Corvallis north to the Polk County Line, approximately +seven miles.</p> + + +<h3>CLACKAMAS COUNTY</h3> + +<p>The work under the supervision of the Highway Department in Clackamas +County during 1917 and 1918 has consisted of 4.5 miles of grading +between New Era and Oregon City, 7.5 miles of paving between Oregon City +and Canby, and 0.2 miles of grading between Oswego and the Multnomah +County Line. The first of these jobs was done by the State and County in +co-operation; the second was a strictly State job; and the third was a +County job supervised by the State.</p> + +<p>The total expenditure on the work done in Clackamas County was +$198,952.24, of which Clackamas County paid $43,091.14 and the State +$155,861.10.</p> + +<p>Between New Era and Oregon City, the Pacific Highway has been +graded on an entirely new location, paralleling the Southern Pacific Railway +along the bank of the Willamette River instead of following the location of +the old road farther back from the river, where the grading is not so +heavy, but where a number of heavy grades are required. In addition to +eliminating these heavy grades, a considerable saving in distance is effected, +and the dangerous crossing under the Southern Pacific tracks at Oregon +City is avoided.</p> + + +<h4>Grading—Vicinity of New Era</h4> + +<p>On August 20, 1917, bids were considered by the State Highway Commission +for the grading of two and one-half miles on the Pacific Highway +near New Era. The most satisfactory proposal received was a cost plus +ten per cent proposal submitted by the Warren Construction Company, and +a contract was entered into with that firm on the cost plus ten per cent basis.</p> + +<p>This work involved the grading of New Era Hill, just south of New Era, +and some heavy rock excavation from New Era north. After the work had +started, it was decided to pave between Oregon City and Canby, and the +contract for this paving let to the Oregon Hassam Paving Company. The +most feasible place to secure the crushed rock necessary for this paving was +from the rock being excavated under the grading contract with the Warren +Construction Company, and the Highway Department entered into an agreement +with the paving company, whereby the state would crush the rock +from a big cut at New Era, and furnish the crushed rock for the paving upon +certain agreed terms, the crushing to be done under the cost plus contract +with the Warren Construction Company.</p> + +<p><span class='pagenum'><a name="Page_72" id="Page_72">[72]</a></span>On +this basis the work was carried on by the Warren Construction Company +until March 1, 1918, at which time it was deemed advisable by the +Highway Commission to take the work over and complete it with State +forces.</p> + +<p>The total cost of the grading and rock crushing was $66,000.00, and the +amount received for the crushed rock furnished for the paving was +$19,850.00. Clackamas County co-operated with the State on this work, +the total amount paid out of County funds being $15,009.91.</p> + +<div class="figcenter"><a name="Fig07" id="Fig07"></a><img src="images/illo075.jpg" alt="AT THE TOP OF CANEMAH HILL ON THE +PACIFIC HIGHWAY IN CLACKAMAS COUNTY. GRADED AND PAVED IN 1918" /> +<p class="caption">AT THE TOP OF CANEMAH HILL ON THE PACIFIC HIGHWAY IN CLACKAMAS +COUNTY.<br />GRADED AND PAVED IN 1918</p></div> + +<h4>Grading—Canemah Hill Section</h4> + +<p>To complete the grading of the Pacific Highway between Oregon City +and Canby preparatory to the paving of this section, Clackamas County +agreed to appropriate $25,000.00 toward the grading between Fly Creek and +Oregon City, known as the Canemah Hill Section. On December 10, 1917, +the Highway Commission received bids for this grading and the lowest bid +having been submitted by Clackamas County, the contract was awarded to +the County. This piece of work was about one and one-half miles in length +and involved some very heavy rock excavation.</p> + +<p>There has been expended on this work to date the sum of $24,037.20, of +which amount Clackamas County has paid $22,092.53. The work complete +will cost approximately $27,500.00. Mr. M. E. DeWitt was the resident +engineer in charge.</p> + +<p class='pagenum'><a name="Page_73" id="Page_73">[73]</a></p> + +<h4 class="fsize80">DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918<br /> +GRADING—CANEMAH HILL (Work in progress)</h4> + +<table class="fsize80" summary="Table p73"> + +<tr> +<td colspan="4" class="left">Engineering</td> +<td class="left"> </td> +<td class="right">$ 1,944.67</td> +</tr> + +<tr> +<td colspan="4" class="left">Construction—</td> +<td colspan="2" class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Clearing and grubbing</td> +<td class="right">$ 500.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Common excavation, 10,231 cu. yds. at 60c</td> +<td class="right">6,138.60</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Intermediate excavation, 8,689.4 cu. yds. at 80c</td> +<td class="right">6,951.52</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Solid rock excavation, 7,722.2 cu. yds. at $1.25</td> +<td class="right">9,652.75</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">12-inch reinforced concrete pipe, 391 lin. ft. at $1.25</td> +<td class="right">488.75</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">36-inch reinforced concrete pipe, 56 lin. ft. at $4.00</td> +<td class="right">224.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">6-inch porous drain tile, 585 lin. ft. at 10c</td> +<td class="right">58.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Class A concrete, 48 cu. yds. at $15.00</td> +<td class="right">720.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Class C concrete, 2 cu. yds. at $12.00</td> +<td class="right">24.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Rubble masonry, 2 cu. yds. at $1.25</td> +<td class="right">2.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Overhaul per 100 lin. ft., 54,862 cu. yds. at 2c</td> +<td class="right">1,097.24</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Crushed rock for drain tile, 30 cu. yds.</td> +<td class="right">46.20</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">18-inch concrete pipe in place, 45 lin. ft.</td> +<td class="right bb">87.15</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="5" class="right">$ 25,991.21</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Less 15 per cent retained pending completion</td> +<td class="right bb">3,898.68</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="5" class="left"> </td> +<td class="right bb">22,092.53</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Total expended to November 30, 1918</td> +<td class="left"> </td> +<td class="right">$ 24,037.20</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Paid by State—engineering</td> +<td class="left"> </td> +<td class="right">1,944.67</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Paid by County—construction</td> +<td class="left"> </td> +<td class="right bb">22,092.53</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total</td> +<td class="left"> </td> +<td class="right">$ 24,037.20</td> +</tr> + +<tr> +<td colspan="4" class="left">This work is estimated to cost complete</td> +<td class="left"> </td> +<td class="right">$ 27,500.00</td> +</tr> + +</table> + +<div class="figcenter"><a name="Fig08" id="Fig08"></a><img src="images/illo076.jpg" alt="BITUMINOUS PAVEMENT ON THE PACIFIC +HIGHWAY SOUTH OF OREGON CITY IN CLACKAMAS COUNTY. GRADED AND PAVED IN 1918" /> +<p class="caption">BITUMINOUS PAVEMENT ON THE PACIFIC HIGHWAY SOUTH OF OREGON<br /> +CITY IN CLACKAMAS COUNTY. GRADED AND PAVED IN 1918</p></div> + + +<h4>Paving—Oregon City to Canby</h4> + +<p>A contract was awarded on September 4, 1917, to the Oregon Hassam +Paving Company of Portland, for a sixteen-foot bituminous pavement +between Oregon City and Canby, a distance of 7.5 miles.</p> + +<p><span class='pagenum'><a name="Page_74" id="Page_74">[74]</a></span>A considerable part of the crushed rock used in this pavement was +furnished by the Highway Department from a rock point which it was +necessary to remove in connection with the grading just north of New Era.</p> + +<p>The paving of this section is practically complete at this date and the +contracting company is to be complimented upon the excellence of its +work. The cost of the work completed will be about $135,000.00 of which +amount $102,114.85 has been paid.</p> + +<p>Mr. M. E. DeWitt acted as resident engineer for the Highway Department +on this work.</p> + +<h4 class="fsize80">DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918<br /> +PAVING OREGON CITY TO CANBY</h4> + +<table class="fsize80" summary="Table p74"> + +<tr> +<td colspan="3" class="left">Engineering</td> +<td class="left"> </td> +<td class="right">$ 2,444.57</td> +</tr> + +<tr> +<td colspan="5" class="left">Construction—</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Standard Bitulithic pavement, 70,170 sq. yds. at<br />$1.26</td> +<td class="right">$ 88,414.20</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Stone Shoulders, 68,208 lin. ft. at .05<span class="enum">1</span>⁄<span class="denom">2</span></td> +<td class="right">3,751.44</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Hauling and placing broken stone furnished by<br />State, 6,168<span +class="enum">1</span>⁄<span class="denom">4</span> cu. yds., at $1.18</td> +<td class="right">7,278.54</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Broken stone, loose measure, 12,872<span class="enum">1</span>⁄<span +class="denom">4</span> cu. yds., at<br />$2.37</td> +<td class="right">30,507.23</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Installing wooden headers at railroad crossing</td> +<td class="right">24.06</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Filling low places after rolling, clearing debris<br />after forest fire</td> +<td class="right">59.53</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Excavating spongy place in subgrade and refilling</td> +<td class="right">67.10</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Loading and hauling to bring outside 2 ft. of<br />roadbed to grade; no material nearby</td> +<td class="right">154.14</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Grading 800 feet north from New Era, and<br />dismantling and loading crusher</td> +<td class="right bb">1,726.40</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total due contractor for work done to<br />November 30, 1918</td> +<td class="right">$ 131,982.64</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Less 15 per cent retained pending completion</td> +<td class="right bb">19,797.40</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">$ 112,185.24</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Less plant rock and miscellaneous items furnished<br />by State</td> +<td class="right bb">12,514.96</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right bb">$ 99,670.28</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total expended to November 30, 1918</td> +<td class="left"> </td> +<td class="right">$ 102,114.85</td> +</tr> + +<tr> +<td colspan="4" class="left">This work is estimated to cost complete</td> +<td class="right">$ 135,000.00</td> +</tr> + +</table> + +<h4>Oswego to the Multnomah County Line</h4> + +<p>On April 19, 1918, a contract was awarded by Clackamas County to the +Glemorrie Quarry Company of Oswego for the regrading of a 0.2 mile +section of the West Side Pacific Highway between Oswego and the Multnomah +County Line. At the request of the Clackamas County Court the +engineering supervision of this work was handled by the Highway Department, +Mr. M. E. DeWitt, resident engineer, on work between Oregon City +and Canby, being in charge.</p> + +<p>This piece of work eliminated some very bad curves on the old road and +greatly improved the grade. The work was completed on September 4, 1918, +at a total cost of $5,746.68. Of this amount $507.98 was expended by the +State for the engineering. The construction cost of $5,238.70 was paid by +the County.</p> + +<p class='pagenum'><a name="Page_75" id="Page_75">[75]</a></p> + +<h4 class="fsize80">DETAILED EXPENDITURE STATEMENT<br /> +Grading—Multnomah County Line to Oswego</h4> + +<table class="fsize80" summary="Table p75"> + +<tr> +<td colspan="4" class="left">Engineering</td> +<td class="right">$ 507.98</td> +</tr> + +<tr> +<td colspan="5" class="left">Construction—</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Clearing and grubbing</td> +<td class="right">$ 200.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Common excavation, 1,167.3 cu. yds. at 75c</td> +<td class="right">875.47</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Intermediate excavation, 2,127.6 cu. yds. at $1.00</td> +<td class="right">2,127.60</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Solid rock excavation, 829.5 cu. yds. at $1.85</td> +<td class="right">1,534.58</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">12-inch plain concrete pipe, 26 lin. ft. at $1.50</td> +<td class="right">39.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">15-inch plain concrete pipe, 76 lin. ft. at $1.80</td> +<td class="right">136.80</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">18-inch reinforced concrete pipe, 84 lin. ft. at $2.00</td> +<td class="right">168.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Class C concrete, 5 cu. yds. at $15.00</td> +<td class="right">75.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Drainage structures under roadbed to protect<br />embankment and private water supply</td> +<td class="right bb">82.25</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right bb">5,238.70</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total cost</td> +<td class="left"> </td> +<td class="right">$ 5,746.68</td> +</tr> + +<tr> +<td colspan="3" class="left">Paid by State</td> +<td class="right">$ 507.98</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Paid by County</td> +<td class="right bb">5,238.70</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total</td> +<td class="left"> </td> +<td class="right">$5,746.68</td> +</tr> + +</table> + +<h4>Oregon City Bridge</h4> + +<p>The State Highway Department has been requested by the County Court +of Clackamas County to prepare plans and estimates for a bridge over the +Willamette River at Oregon City. This will replace the old suspension +bridge at that place which is too light for the modern traffic conditions in +that vicinity.</p> + +<p>Surveys and studies of the site are being conducted at this time. In this +case, as is customary, the State Highway Department will furnish plans +free of cost to the County.</p> + + +<h3>CLATSOP COUNTY</h3> + +<p>During the period from December 1, 1916, to November 30, 1918, the +State Highway Department expended in Clatsop County the sum of +$344,387.23. The work accomplished consists of 3.5 miles of bituminous +paving, 22.7 miles of broken stone macadam, 1.7 miles of gravel macadam, +1.2 miles of new grading, one covered wood draw bridge, two reinforced +concrete bridges, and 1-6x12 ft. reinforced concrete box culvert, all of +these improvements being on the Columbia River Highway between Astoria +and the Columbia County Line.</p> + + +<h4>Astoria-Svensen Paving</h4> + +<p>On July 20, 1917, the State Highway Department contracted with the +Warren Construction Company for nine miles of paving between Astoria and +Svensen. This contract called for a 16-foot bituminous pavement on a +crushed rock base and with two-foot macadam shoulders. The contract +also included the grading of a section 1.2 miles in length about midway +between Astoria and Svensen, this section being known as the John Day +Cut-off.</p> + +<p>Work was started on the grading of the cut-off on August 6, 1917, and +on the erection of the paving plant on August 15. On September 20, +the first batch of hot stuff was placed on the road at the Svensen end. The +work was just nicely started, however, when the rainy season which came +on unusually early, started in and the work had to be discontinued. At this +time the work on the grading of the cut-off was but fifty or sixty per cent +complete, and only one mile of paving had been laid.</p> + +<p class='pagenum'><a name="Page_76" id="Page_76">[76]</a></p> + +<div class="figcenter"><a name="Fig09" id="Fig09"></a><img src="images/illo079.jpg" alt="BITUMINOUS PAVING +NEAR SVENSON IN CLATSOP COUNTY ON THE COLUMBIA RIVER HIGHWAY. PAVED IN 1917" /> +<p class="caption">BITUMINOUS PAVING NEAR SVENSON<br />IN CLATSOP COUNTY ON THE +COLUMBIA RIVER HIGHWAY.<br />PAVED IN 1917</p></div> + +<p>The following season, the roadbed did not become sufficiently dry to +permit of resumption of work until about the 15th of June, but even at that +<span class='pagenum'><a name="Page_77" id="Page_77">[77]</a></span>late +date the contractors were not able to start work on account of the +shortage in materials and labor resulting from the participation of the +United States in the war, and it was not until July 23 the work was +resumed. Continued shortage of labor and material made progress very +slow particularly on the placing of rock base, and when the 1918 rainy +season came on a total of only 3.5 miles of paving had been completed. The +grading of the John Day Cut-off had been finished, however, and considerable +progress made on the removal of slides and regrading of roadbed.</p> + +<p>The paving was discontinued on October 2 but in order to provide a +passable roadbed at as early a date as possible, it was decided to continue +the placing of rock base during the winter months. This work is now in +progress, and it is expected that a rocked surface over the remaining +unpaved distance of 5.5 miles will be secured by about January 1, 1919.</p> + +<p>The paving work will be continued again next season, and will undoubtedly +be completed early in the season.</p> + +<p>It is estimated that the grading and paving of this section will cost +completed $236,000.00. The total expenditures to November 30, 1918, +amounted to $96,955.97 and there remained unpaid to the contractor for +work done to that date the sum of $15,225.64.</p> + +<p>The engineering work was in charge of Mr. J. E. Nelson, during the +1917 season, and in charge of Mr. H. N. Hackett during the 1918 season.</p> + + +<h4>Svensen-Westport Macadam</h4> + +<p>From Westport to Svensen in Clatsop County, 13.55 miles of 16-foot +waterbound macadam, 3.6 miles of 9-foot waterbound macadam and 1.76 +miles of gravel was laid. This work was handled by the Warren Construction +Company prior to December 26, 1917, at which time the State Highway +Department took the work over and proceeded with State forces.</p> + +<p>On this section the unit costs show a slight advantage in favor of doing +the work with State forces. Conditions were practically the same as on +the Clatskanie-Westport Section in Columbia County—the State paying +higher wages than the contractor, but the contractor having the disadvantage +of more unfavorable weather conditions. The main advantage in +the State doing this work was gained by having better control of the organization +and more direct supervision of the work.</p> + +<p>The original intention was to complete all macadam 16-feet wide but the +increased cost of labor, supplies, etc., made it necessary to reduce the +width of the macadam to nine feet so as to complete the full distance with +the money available.</p> + +<h4 class="fsize80">COST STATEMENT—SVENSEN-WESTPORT MACADAM</h4> + +<table class="fsize80" summary="Table p77"> + +<tr> +<td colspan="2" class="center br bt2 bb">Item</td> +<td class="center br bt2 bb">Unit</td> +<td class="center br bt2 bb">Quantity</td> +<td class="center br bt2 bb">Cost</td> +<td class="center bt2 bb">Unit<br />Cost</td> +</tr> + +<tr> +<td colspan="2" class="left br">By Warren Construction Co., on cost<br />plus contract—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left br">Clearing and grubbing</td> +<td class="center br">Acres</td> +<td class="right br">1</td> +<td class="right br">$ 112.18</td> +<td class="right">$ 112.18</td> +</tr> + +<tr> +<td colspan="2" class="left br">Excavation</td> +<td class="center br">Cu. Yd.</td> +<td class="right br">9,069</td> +<td class="right br">6,468.95</td> +<td class="right">.71</td> +</tr> + +<tr> +<td colspan="2" class="left br">6-inch by 12-inch pipe</td> +<td class="center br">Foot</td> +<td class="right br">1,519</td> +<td class="right br">4,472.69</td> +<td class="right">2.90</td> +</tr> + +<tr> +<td colspan="2" class="left br">Waterbound macadam</td> +<td class="right br"><a href="#Footnote_8_8" class="fnanchor">[8]</a>Cu. Yd.</td> +<td class="right br">13,409</td> +<td class="right br">53,010.60</td> +<td class="right">3.95</td> +</tr> + +<tr> +<td colspan="2" class="left br">Engineering</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">971.84</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td colspan="2" class="left br">By State Forces—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left br">Excavation</td> +<td class="ellips br">Cu. Yd.</td> +<td class="right br">11,512</td> +<td class="right br">7,540.71</td> +<td class="right">.64</td> +</tr> + +<tr> +<td colspan="2" class="left br">6-inch by 12-inch pipe, laying only</td> +<td class="ellips br">Foot</td> +<td class="right br">1,760</td> +<td class="right br">328.80</td> +<td class="right">.19</td> +</tr> + +<tr> +<td colspan="2" class="left br">Waterbound macadam</td> +<td class="ellips br">Cu. Yd.</td> +<td class="right br">34,722</td> +<td class="right br">134,022.23</td> +<td class="right">3.86</td> +</tr> + +<tr> +<td colspan="2" class="left br">Engineering</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br bb">1,651.69</td> +<td class="ellips">...</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left br bb">Total</td> +<td class="ellips bb br">...</td> +<td class="ellips br bb">...</td> +<td class="right br bb">$ 208,579.69</td> +<td class="ellips bb">...</td> +</tr> + +</table> + +<hr class="l05" /> +<p class="footnote"><a name="Footnote_8_8" id="Footnote_8_8"></a><span class="label">[8]</span> Including +1,839 cubic yards of gravel purchased at a cost of +$1,839.00 and 5,278 cubic yards crushed rock purchased at a cost of +$6,333.60. All other rock was crushed and cost of crushing is included +in the cost of the macadam.</p> +<hr class="l05" /> + +<p class='pagenum'><a name="Page_78" id="Page_78">[78]</a></p> + +<div class="figcenter"><a name="Fig10" id="Fig10"></a><img src="images/illo081.jpg" alt="COVERED WOOD DRAWBRIDGE +ON THE COLUMBIA RIVER HIGHWAY IN CLATSOP COUNTY, OVER THE JOHN DAY RIVER +EAST OF ASTORIA. BUILT IN 1918. LIFT SPAN—40 FEET" /> +<p class="caption">COVERED WOOD DRAWBRIDGE ON THE COLUMBIA RIVER HIGHWAY IN<br />CLATSOP COUNTY,OVER THE JOHN DAY RIVER +EAST OF ASTORIA.<br />BUILT IN 1918. LIFT SPAN—40 FEET</p></div> + +<p class='pagenum'><a name="Page_79" id="Page_79">[79]</a></p> + + +<h4>John Day River Bridge</h4> + +<p>As a part of the improvement of the Columbia River Highway between +Astoria and Svensen, a <a href="#Fig10">bridge</a> was constructed over the John Day River +about four miles east of Astoria.</p> + +<p>The John Day River is a stream navigable to small boats, so it was +necessary to provide a movable span of 40-foot clear opening. Owing to +the unusually high price of steel it was decided to construct this bridge +of wood. The movable span is of the single leaf bascule type operated by +a windlass. Counter weights are employed to assist the movement of the +span and in order to compensate for the variable pull required to lift the +span at different phases of its movement, the counter weight cables operate +over spiral drums in such manner that their pull is a maximum when the +span is down, and is least when the span is raised, gradually changing +between the two extremes. In order to guard against failure of the operator +to close the gate on the side of the stream opposite the machinery, an +automatic gate was constructed. It closes when the bridge starts to open +and when the bridge closes it swings back out of the way automatically.</p> + +<p>The bridge rests on concrete piers carried on piling, and besides the +lift span there are two 90-foot covered wooden spans. The operating +machinery is completely housed in by means of a tower.</p> + +<p>The crossing was designed to carry 20-ton trucks and the covered +spans have laminated wood floors with asphaltic wearing surface.</p> + +<p>One of the most serious objections raised against covered wooden +bridges is the lack of light. This was overcome in this case, as in other +wooden bridges on primary roads designed by this Department, by whitewashing +the interior and the addition of open windows at panel points. +These are provided with returns, and with the asphaltic wearing surface +on the floors of such bridges prevent moisture coming in contact with the +structural timbers of the bridge.</p> + +<p>This bridge was built by the Portland Bridge Company and the total +cost will be about $25,000.00. The payments on the bridge to November +30, 1918, amounted to $21,051.52. Mr. Leigh M. Huggins was resident +engineer in charge of construction.</p> + + +<h4>Big Creek Bridge</h4> + +<p>This bridge is located on the Columbia River Highway near Knappa. It +consists of two forty-five-foot reinforced concrete spans, and was built by +the State Highway Department with State forces at a cost of $8,446.70.</p> + + +<h4>Plympton Creek Bridge</h4> + +<p>The Plympton Creek Bridge is located on the Columbia River Highway +in the town of Westport. It is a two thirty-foot span structure and was +built by the State Highway Department with State forces at a cost of +$6,413.19.</p> + + +<h4>Little Creek Culvert</h4> + +<p>This is a 6 by 12 reinforced concrete structure and is located on the +Columbia River Highway near Knappa. It was built by the Highway +Department with State forces at a cost of $929.69.</p> + +<p class='pagenum'><a name="Page_80" id="Page_80">[80]</a></p> +<h3>COLUMBIA COUNTY</h3> + +<p>The State Highway Department expended in Columbia County during +1917 and 1918, the sum of $488,302.15, which is the largest amount expended +in any one county in the state. With this amount the following work was +completed:</p> + +<table class="ind10" summary="Table p80-1"> + +<tr> +<td class="right">2.5</td> +<td class="left">miles of bituminous paving.</td> +</tr> + +<tr> +<td class="right pr0">27.2</td> +<td class="left">miles of broken stone macadam.</td> +</tr> + +<tr> +<td class="right">8.2</td> +<td class="left">miles of grading.</td> +</tr> + +<tr> +<td class="right">11 </td> +<td class="left">reinforced concrete bridges.</td> +</tr> + +<tr> +<td class="right">2 </td> +<td class="left">reinforced concrete box culverts.</td> +</tr> + +</table> + +<p>All of this work is on the Columbia River, and all but the 2.5 miles of +paving is between the Clatsop County Line and a point about two miles +east of Goble.</p> + + +<h4>Multnomah County Line-Scappoose Paving</h4> + +<p>A contract was awarded to the Warren Construction Company, August +22, 1917, for 2.5 miles of bitulithic pavement sixteen feet wide on crushed +rock base, with two foot macadam shoulders. The old road bed on this +section was in excellent condition for base for pavement being old macadam +about sixteen feet in width. The grade was followed closely, scarified, +and clean crushed rock spread over the entire surface and rolled. Material +was borrowed along each side to obtain the required twenty-four foot of +roadbed.</p> + +<p>A sixteen foot span wooden bridge was replaced by an 8x10 feet reinforced +concrete culvert built by Lindstrom Bros. on the basis of cost +plus ten per cent.</p> + +<h4 class="fsize80">CONSTRUCTION COST OF CULVERT</h4> + +<table class="fsize80" summary="Table p80-2"> + +<tr> +<td colspan="2" class="left">Class A concrete, 64 cu. yds. at $22.43</td> +<td class="right">$ 1,435.64</td> +</tr> + +<tr> +<td colspan="2" class="left">Reinforcing steel, 2,900 lbs. at 8c</td> +<td class="right bb">232.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">$ 1,667.64</td> +</tr> + +<tr> +<td colspan="2" class="left">Contractors percentage</td> +<td class="right bb">166.96</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total Cost</td> +<td class="right">$ 1,834.60</td> +</tr> + +</table> + +<p>Paving work was started November 5, 1917, and completed December +20, with the exception of about 200 feet of new fill made at the culvert +which was completed in June, 1918.</p> + +<p>Engineering work was done by P. W. Marx, under the supervision of +Chas. H. Whitmore, assistant engineer.</p> + +<h4 class="fsize80">DETAILED EXPENDITURE STATEMENT—PAVING—MULTNOMAH<br /> +COUNTY LINE TO SCAPPOOSE</h4> + +<table class="fsize80" summary="Table p80-3"> + +<tr> +<td colspan="3" class="left">Engineering</td> +<td class="left"> </td> +<td class="right">$ 1,364.28</td> +</tr> + +<tr> +<td colspan="3" class="left">Right-of-way attorney fees</td> +<td class="left"> </td> +<td class="right">35.00</td> +</tr> + +<tr> +<td colspan="3" class="left">Contract Construction Work as follows:</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Common excavation, 800 cu. yds. at 45c</td> +<td class="right">$ 360.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Standard Bith. pavement, 24,248.2 sq. yds. at $1.17</td> +<td class="right">28,370.39</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Broken stone, loose measure, 3,115.5 cu. yds. at<br />$1.90</td> +<td class="right">5,919.45</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Broken stone shoulders, 26,974 lin. ft. at 5c</td> +<td class="right">1,348.70</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Force account:</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">34 feet of 12-inch corrugated iron pipe and<br />120 feet of 6-inch porous drain tile</td> +<td class="right">254.77</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Total paid to contractor</td> +<td class="left"> </td> +<td class="right bb">$ 36,253.31</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total cost</td> +<td class="left"> </td> +<td class="right">$ 37,652.59</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_81" id="Page_81">[81]</a></p> + + +<h4>Westport-Clatskanie Macadam</h4> + +<p>On the Clatskanie-Westport Section, which extended from Clatskanie +to the Clatsop County Line, the work was handled originally by the +Warren Construction Company, on a cost plus ten per cent. basis. The +State Highway Department took this work over December 26, 1917, and +from that time on the work was handled by this Department. This work +consisted of 8.62 miles of sixteen-foot waterbound macadam.</p> + +<p>On this section the costs show that the Warren Construction Company +laid crushed rock slightly cheaper than the State. However, the State +did all the finishing on this section, which is more expensive than laying +the base rock and it was necessary to raise the wages twenty-five per cent. +after the work was taken over by the Department. C. L. Grutze was +resident engineer on this work.</p> + +<h4 class="fsize80">COST STATEMENT—WESTPORT-CLATSKANIE MACADAM</h4> + +<table class="fsize80" summary="Table p81-1"> + +<tr> +<td colspan="2" class="center bt2 br bb">Item</td> +<td class="center bt2 br bb">Unit</td> +<td class="center bt2 br bb">Quantity</td> +<td class="center bt2 br bb">Total cost</td> +<td class="center bt2 bb">Unit cost</td> +</tr> + +<tr> +<td colspan="2" class="left br">By Warren Construction Co. on cost<br />plus contract—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left br">Clearing and grubbing</td> +<td class="center br">Acres</td> +<td class="right br"><span class="enum">1</span>⁄<span class="denom">2</span></td> +<td class="right br">$ 49.87</td> +<td class="right">$ 99.74</td> +</tr> + +<tr> +<td colspan="2" class="left br">Excavation</td> +<td class="center br">Cu. yd.</td> +<td class="right br">6,200</td> +<td class="right br">6,820.70</td> +<td class="right">1.10</td> +</tr> + +<tr> +<td colspan="2" class="left br">6-ft. by 12-in. drain pipe</td> +<td class="center br">Foot</td> +<td class="right br">1,085</td> +<td class="right br">2,752.38</td> +<td class="right">2.80</td> +</tr> + +<tr> +<td colspan="2" class="left br">Water-bound macadam</td> +<td class="center br"><a href="#Footnote_9_9" class="fnanchor">[9]</a>Cu. yd.</td> +<td class="right br">7,742</td> +<td class="right br">27,698.87</td> +<td class="right">3.59</td> +</tr> + +<tr> +<td colspan="2" class="left br">Engineering</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="right br">497.03</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left br">By State Forces—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left br">Excavation</td> +<td class="center br">Cu. yd.</td> +<td class="right br">8,299</td> +<td class="right br">5,594.75</td> +<td class="right">.67</td> +</tr> + +<tr> +<td colspan="2" class="left br">6-ft. by 12-in. drain pipe (laying)</td> +<td class="center br">Foot</td> +<td class="right br">298</td> +<td class="right br">21.05</td> +<td class="right">.07</td> +</tr> + +<tr> +<td colspan="2" class="left br">Water-bound macadam</td> +<td class="center br">Cu. yd.</td> +<td class="right br">17,977</td> +<td class="right br">68,168.50</td> +<td class="right">3.79</td> +</tr> + +<tr> +<td colspan="2" class="left br">Engineering</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="right br bb">25.09</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left br bb">Total cost</td> +<td class="ellips br bb">...</td> +<td class="ellips br bb">...</td> +<td class="right br bb">$ 111,628.24</td> +<td class="ellips bb">...</td> +</tr> + +</table> + +<hr class="l05" /> +<p class="footnote"><a name="Footnote_9_9" id="Footnote_9_9"></a><span class="label">[9]</span> 4,972 cu. yds. purchased +at cost of $5,966.40, all other rock crushed on this job.</p> +<hr class="l05" /> + +<h4>Clatskanie-Delena Macadam</h4> + +<p>The section extending from a point three miles east of Clatskanie +to a point two and one-half miles east of Delena, known as the Clatskanie-Delena +Section, was completed by L. O. Herrold on a basis of cost +plus ten per cent. This work consisted of eleven miles of sixteen foot +waterbound macadam, one and one-tenth miles of nine foot waterbound +macadam and all necessary grading, drainage, etc. The foundation on +part of this section was very poor and 10,233 cubic yards of rubble base +was used in order to make satisfactory foundation for macadam. While +this increased the cost of the macadam, it was the only way in which a +permanent foundation could be secured on this section. P. M. Hall-Lewis +was resident engineer on this work.</p> + +<h4 class="fsize80">COST STATEMENT—CLATSKANIE-DELENA MACADAM<br /> +(COST PLUS 10 PER CENT)</h4> + +<table class="fsize80" summary="Table p81-2"> + +<tr> +<td colspan="2" class="center">Item</td> +<td class="center">Cost</td> +</tr> + +<tr> +<td colspan="2" class="left">Engineering</td> +<td class="right">$ 5,998.96</td> +</tr> + +<tr> +<td colspan="2" class="left">General construction</td> +<td class="right">11,759.14</td> +</tr> + +<tr> +<td colspan="2" class="left">Clearing and grubbing</td> +<td class="right">892.37</td> +</tr> + +<tr> +<td colspan="2" class="left">Excavation and embankment</td> +<td class="right">22,529.95</td> +</tr> + +<tr> +<td colspan="2" class="left">Drainage structures</td> +<td class="right">3,596.27</td> +</tr> + +<tr> +<td colspan="2" class="left">Miscellaneous structures</td> +<td class="right">1,454.76</td> +</tr> + +<tr> +<td colspan="2" class="left">Quarrying and crushing</td> +<td class="right">43,714.47</td> +</tr> + +<tr> +<td colspan="2" class="left">Placing, rolling, sprinkling, etc.</td> +<td class="right">46,502.97</td> +</tr> + +<tr> +<td colspan="2" class="left">Camp construction and operation</td> +<td class="right bb">111.51</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total</td> +<td class="right">$ 136,560.40</td> +</tr> + +</table> + +<p><span class='pagenum'><a name="Page_82" id="Page_82">[82]</a></span>This work includes 25,405 cubic yards of excavation, 22,170 cubic +yards of crushed rock macadam and 10,298 cubic yards of rubble base, +besides numerous small structures, drains, etc.</p> + + +<h4>Delena-Goble Macadam</h4> + +<p>Clark & Dibble of Rainier contracted with the Highway Department to +construct five and seven-tenths miles of broken stone macadam between +Delena and Goble. The prices at which this work was taken by the +contractors was very low, and the result was that almost from the first +the work was handicapped by lack of proper finances. It became evident +to the Department that the contractor would be unable to complete all +of this work before the winter rains set in, so to facilitate matters and +to provide a passable road for the winter, the Department took over the +part of the work between Rainier and Goble after about $10,000.00 worth +of work had been done on this part by Clark & Dibble. The work of the +Highway Department on this section is described in the article on the +Rainier-Goble macadam.</p> + +<p>Clark & Dibble successfully carried to completion the two and one-tenths +miles of macadam west of Rainier. A complete statement of the +costs of the work handled by the contractors is given below.</p> + +<h4 class="fsize80">DETAILED EXPENDITURE STATEMENT—<br />MACADAM—DELENA TO GOBLE</h4> + +<table class="fsize80" summary="Table p82"> + +<tr> +<td colspan="3" class="left">Engineering</td> +<td class="left"> </td> +<td class="right">$ 2,519.50</td> +</tr> + +<tr> +<td colspan="5" class="left">Construction—</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Common excavation, 938 cu. yds. at 40c</td> +<td class="right">$ 375.20</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Intermediate excavation, 75 cu. yds. at 60c</td> +<td class="right">45.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Solid rock excavation, 25 cu. yds. at $ 1.15</td> +<td class="right">28.75</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Broken stone macadam, 12,911.5 cu. yds. at $ 2.18</td> +<td class="right">28,147.07</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">12-inch corrugated iron pipe, 420 lin. ft. at $ 1.30</td> +<td class="right">546.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Clay filler, 1,403 cu. yds. at $ 1.00</td> +<td class="right">1,403.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left">Force Account—</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Lowering 18-inch corrugated iron culverts</td> +<td class="right">55.78</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Lengthening existing culverts and opening<br />ditches</td> +<td class="right">15.62</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">18-inch corrugated iron pipe, 80 lin. ft.</td> +<td class="right">235.43</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Clearing slides and ditching near Prescott</td> +<td class="right">2,201.47</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Removal of slides</td> +<td class="right">1,377.22</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Side ditches for macadam work</td> +<td class="right">336.97</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Preparation of subgrade for macadam</td> +<td class="right">330.65</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Spreading, sprinkling, and rolling macadam</td> +<td class="right bb">27.07</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">35,125.23</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Less credit for 24 days use of State roller at $ 5.00</td> +<td class="right bb">120.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Total amount paid to contractor</td> +<td class="left"> </td> +<td class="right bb">35,005.23</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total cost</td> +<td colspan="2" class="right">$ 37,524.73</td> +</tr> + +</table> + +<h4>Rainier-Goble Macadam</h4> + +<p>In Columbia County the State Highway Department laid twenty-four +and one-tenth miles of sixteen foot waterbound macadam and four and +two-tenths miles of nine foot waterbound macadam between Goble and +the Clatsop County Line. Of this the <a href="#Fig01">Rainier-Goble Section</a> was taken +over from the contractors, Clark & Dibble, after being partly completed. +This was done in order to facilitate the work and get the road open for +traffic before the rainy season.</p> + +<p>While the work done by the State on this section cost more per cubic +yard than the contractor was originally receiving, the actual difference +in cost for the job was not sufficient to justify the Department in allowing +the contractor to proceed with the work which would have entailed leaving +the road closed to traffic for another winter.</p> + +<p class='pagenum'><a name="Page_83" id="Page_83">[83]</a></p> + +<h4 class="fsize80">COST STATEMENT—RAINIER-GOBLE MACADAM (STATE FORCES)</h4> + +<table class="fsize80" summary="Table p83-1"> + +<tr> +<td colspan="2" class="center bt2 br bb">Item</td> +<td class="center br bt2 bb">Unit</td> +<td class="center br bt2 bb">Amount</td> +<td class="center br bt2 bb">Cost</td> +<td class="center bt2 bb">Unit<br />Cost</td> +</tr> + +<tr> +<td colspan="2" class="left br">Engineering</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="right br">$ 382.85</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left br">Intermediate Excavation</td> +<td class="center br">Cu. yds.</td> +<td class="left br"> </td> +<td class="right br">1,078.97</td> +<td class="right">.72</td> +</tr> + +<tr> +<td colspan="2" class="left br">Quarrying and crushing</td> +<td class="center br">Cu. yds.</td> +<td class="right br">2,555</td> +<td class="right br">3,828.71</td> +<td class="right">1.29</td> +</tr> + +<tr> +<td colspan="2" class="left br">Hauling stone</td> +<td class="center br">Cu. yds.</td> +<td class="right br">2,555</td> +<td class="right br">3,243.99</td> +<td class="right">1.27</td> +</tr> + +<tr> +<td colspan="2" class="left br">Placing and rolling</td> +<td class="center br">Cu. yds.</td> +<td class="right br">2,555</td> +<td class="right br">2,979.22</td> +<td class="right">1.17</td> +</tr> + +<tr> +<td colspan="2" class="left br">Camp construction and operation</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="right br">719.27</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left br">General construction</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="right br bb">197.34</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left br bb">Total</td> +<td class="ellips br bb">...</td> +<td class="ellips br bb">...</td> +<td class="right br bb">$ 12,430.35</td> +<td class="left bb"> </td> +</tr> + +</table> + +<h4>Goble Macadam Work</h4> + +<p>A contract was awarded to Warren Construction Company September 4, +1917, for macadamizing the Goble Cut-off on a basis of cost plus ten per cent.</p> + +<p>Columbia County has a quarry on the old road about three-fourths +of a mile west of Goble, which was equipped with complete crushing outfit +and arrangements were made by the contractor for the use of this +equipment and all the rock for this job was crushed and hauled from +this quarry.</p> + +<p>Work was started March 1, 1918, and completed June 25, 1918.</p> + +<p>Engineering work was done by H. C. Compton as resident engineer +under the supervision of Chas. H. Whitmore.</p> + +<h4 class="fsize80">COST STATEMENT</h4> + +<table class="fsize80" summary="Table p83-2"> + +<tr> +<td colspan="2" class="left">Construction engineering</td> +<td class="right">$ 548.12</td> +</tr> + +<tr> +<td colspan="2" class="left">Excavation and embankment</td> +<td class="right">137.24</td> +</tr> + +<tr> +<td colspan="2" class="left">Drainage</td> +<td class="right">21.11</td> +</tr> + +<tr> +<td colspan="2" class="left">Quarrying and crushing (6,504 cu. yds. crushed)</td> +<td class="right">9,627.92</td> +</tr> + +<tr> +<td colspan="2" class="left">Spreading and rolling (6,504 cu. yds.)</td> +<td class="right">5,913.53</td> +</tr> + +<tr> +<td colspan="2" class="left">Hauling (6,504 cu. yds)</td> +<td class="right">4,371.62</td> +</tr> + +<tr> +<td colspan="2" class="left">Camp construction and operation</td> +<td class="right">545.61</td> +</tr> + +<tr> +<td colspan="2" class="left">Corral construction and operation</td> +<td class="right bb">313.82</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total cost</td> +<td class="right">$ 21,478.97</td> +</tr> + +</table> + + +<h4>Goble Grading Section</h4> + +<p>A new location of the Columbia River Highway was made from a +point two miles east of Goble to Goble Creek and a new concrete bridge +built over Goble Creek, making a saving in distance of about one-half +mile and doing away with several excessive grades, sharp curves and +narrow roadbed, also a dangerous bridge and trestle across Goble Creek.</p> + +<p>A rock cut between Goble and Goble Creek was taken out by the +S. P. & S. Ry. Co. with steam shovels and the material used by them for +riprap, thus making a considerable saving to the State Highway Commission. +The material for the west approach to the new bridge was obtained +by blasting and barring down rock from a dangerous perpendicular cliff +about 1,000 feet west of the bridge, from which large rocks had fallen +onto the highway. To make the highway safe it was necessary to +remove this material and by using it in the bridge approach, did away +with other borrow which would have been necessary. The cliff is about +200 feet high with the highway and S. P. & S. Ry. side by side at the +foot, necessitating very light shots and careful work and was completed +without accident to men or interruption of traffic on the railroad.</p> + +<p class='pagenum'><a name="Page_84" id="Page_84">[84]</a></p> + +<div class="figcenter"><a name="Fig11" id="Fig11"></a><img src="images/illo087.jpg" alt="ON THE COLUMBIA RIVER HIGHWAY +NEAR GOBLE IN COLUMBIA COUNTY. GRADED AND MACADAMIZED IN 1917 AND 1918" /> +<p class="caption">ON THE COLUMBIA RIVER HIGHWAY NEAR GOBLE IN COLUMBIA COUNTY.<br />GRADED AND +MACADAMIZED IN 1917 AND 1918</p></div> + +<p class='pagenum'><a name="Page_85" id="Page_85">[85]</a></p> + +<p>The material for the east approach was obtained by trimming up the +cut left by the railroad company.</p> + +<p>A contract for grading the cutoff was awarded to the Warren Construction +Company, August 7, 1917, and work started in July, 1917. From +the east end of the section to Ruben, about one mile in length, the +material was handled by teams. Rock work at Ruben and at Goble was +sub-let to station men. The fill across the flat between Ruben and Goble +was made from side borrow, by using a steam hoisting engine, with boom +and clam shell bucket. This work was done in the fall and winter and +the material was light loam and sand and very wet, and did not pack +very solid in the fill, therefore a strip of rock sixteen feet wide and +one foot in thickness, taken from the rock cuts at either end, was placed +on the fill and rolled thus making a solid base for the crushed rock +macadam.</p> + +<p>The engineering work was done by A. F. Pratt, resident engineer and +W. E. Eddy, assistant state highway engineer, until October 1, 1917, when +it was taken over by H. C. Compton, resident engineer, under the supervision +of Chas. H. Whitmore, assistant engineer.</p> + +<h4 class="fsize80">DETAILED EXPENDITURE STATEMENT—GRADING GOBLE SECTION</h4> + +<table class="fsize80" border="0" cellspacing="2" cellpadding="2" summary="Table p85"> + +<tr> +<td colspan="3" class="left">Engineering</td> +<td class="left"> </td> +<td class="right">$ 2,925.64</td> +</tr> + +<tr> +<td colspan="3" class="left">Guarding S. P. & S. Ry. tracks</td> +<td class="left"> </td> +<td class="right">527.02</td> +</tr> + +<tr> +<td colspan="3" class="left">Right-of-way damages</td> +<td class="left"> </td> +<td class="right">73.56</td> +</tr> + +<tr> +<td colspan="3" class="left">Rental on State Industrial Ry. track furnished contractor</td> +<td class="left"> </td> +<td class="right">138.00</td> +</tr> + +<tr> +<td colspan="3" class="left">Payments to contractor for work as follows:</td> +<td class="left"> </td> +<td class="right"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Clearing and grubbing</td> +<td class="right">$ 2,085.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Common excavation, 20,106.5 cu. yds. at 45c</td> +<td class="right">9,047.92</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Intermediate excavation, 3,534.9 cu. yds. at 70c</td> +<td class="right">2,474.43</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Solid rock excavation, 11,947.2 cu. yds. at $1.15</td> +<td class="right">13,739.28</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">12-inch reinforced concrete pipe, 560 lin. ft. at $1.50</td> +<td class="right">840.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">24-inch reinforced concrete pipe, 92 lin. ft. at $3.30</td> +<td class="right">303.60</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">36-inch reinforced concrete pipe, 80 lin. ft. at $5.30</td> +<td class="right">424.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Overhaul per 100 lin. ft., 18,032 cu. yds. at 2c</td> +<td class="right">360.64</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Force account—</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Replacing trestle for Warren Packing Co.’s<br />plant, Goble</td> +<td class="right">256.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Borrowing approximately 400 cu. yds. rock to<br />cover dirt fill</td> +<td class="right">506.08</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Removal of overhanging rock near Goble Creek<br />bridge</td> +<td class="right">6,454.32</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Widening grade and building fill from Goble<br />postoffice to Goble Creek bridge</td> +<td class="right">5,853.31</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Cutting off rock point to give safe sight<br />distance around curve</td> +<td class="right">47.12</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Removal of slide west of Goble Creek</td> +<td class="right">18.66</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Placing 400 feet drain tile in quicksand</td> +<td class="right">137.01</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Placing timber foundation for culvert</td> +<td class="right bb">51.05</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Total paid to contractor</td> +<td class="left"> </td> +<td class="right bb">$ 42,598.42</td> +</tr> + +<tr> +<td colspan="3" class="left">Grand total cost</td> +<td class="left"> </td> +<td class="right">$ 46,262.64</td> +</tr> + +</table> + +<h4>Rainier Hill Grading</h4> + +<p>On July 30, 1917, a contract was entered into with A. L. Clark of +Rainier for the widening of the Rainier Hill Section, a section two and +two-tenths miles in length, located just west of Rainier. This work was +let under a unit price contract, but the nature of the work was such that +a considerable part of it could not be fairly measured and paid for on a +unit, and on this part the contractor was allowed cost plus ten per cent. +The total cost of this improvement was $6,350.61. A detailed cost statement +follows:</p> + +<p class='pagenum'><a name="Page_86" id="Page_86">[86]</a></p> + +<h4 class="fsize80">DETAILED EXPENDITURE STATEMENT—GRADING—RAINIER HILL +SECTION</h4> + +<table class="fsize80" summary="Table p88-1"> + +<tr> +<td colspan="3" class="left">Engineering</td> +<td class="left"> </td> +<td class="right">$ 468.38</td> +</tr> + +<tr> +<td colspan="3" class="left">Construction—</td> +<td colspan="2"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Common excavation, 1,925 cu. yds. at 30c</td> +<td class="right">$ 577.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Intermediate excavation, 1,071.9 cu. yds. at 48c</td> +<td class="right">514.51</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Solid rock excavation, 1,039.7 cu. yds. at $1.25</td> +<td class="right">1,299.62</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Overhaul per 100 lin. ft., 905 cu. yds. at 3c</td> +<td class="right">27.15</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">12-inch corrugated iron pipe, 228 lin. ft. at $1.00</td> +<td class="right">228.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Force account—</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Excavation for cribbing and placing rip-rap</td> +<td class="right">61.93</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">8-foot extension to 36-inch culvert</td> +<td class="right">54.63</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Widening old roadbed, removal of slides and general<br />improvement work not subject to measurement</td> +<td class="right">3,082.56</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Culvert pipe furnished by State</td> +<td class="right bb">36.33</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right bb">5,882.23</td> +</tr> + +<tr> +<td colspan="3" class="left">Total cost</td> +<td class="left"> </td> +<td class="right">$ 6,350.61</td> +</tr> + +</table> + +<h4>Beaver Valley Grading</h4> + +<p>Before the Columbia River Highway through Beaver Creek Canyon +between Delena and Inglis was opened for traffic in July, 1918, in order +to reach Clatskanie from Delena, it was necessary to travel over a narrow, +dangerous, earth and corduroy road, either by way of Maygar and Quincy +or through the hills about eight miles into Clatskanie. Both of these +roads were passable for autos only about three months during the dry +season.</p> + +<p>The grading of this section was partly completed by the County under +supervision of Mr. Bowlby, State Highway Engineer in 1914. This section +being a very important link in the Columbia River Highway and no funds +being available from County or State funds during 1915 or 1916, S. Benson +decided to advance the necessary funds to make this section passable. +About four miles of grading was completed between Inglis and Delena, +leaving only the building of bridges to open this section. This work was +later macadamized by the State.</p> + +<p>The engineering work was done by A. K. Grondahl.</p> + +<p>A bill was passed by the 1917 Legislature refunding to Mr. Benson +$20,978.22 which is a large portion of the amount expended by him.</p> + +<h4 class="fsize80">COST STATEMENT</h4> + +<table class="fsize80" summary="Table p86-2"> + +<tr> +<td colspan="2" class="left">Clearing and grubbing</td> +<td class="right">$ 1,265.80</td> +</tr> + +<tr> +<td colspan="2" class="left">Grading—labor and teams</td> +<td class="right">17,124.07</td> +</tr> + +<tr> +<td colspan="2" class="left">Explosives</td> +<td class="right">2,275.31</td> +</tr> + +<tr> +<td colspan="2" class="left">Pipe culverts</td> +<td class="right bb">313.04</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total</td> +<td class="right">$ 20,978.22</td> +</tr> + +</table> + +<h4>Prescott Hill Section</h4> + +<p>This section of the highway was built along the steep hillside, several +slides having occurred narrowing the roadbed in some places to about +eight feet and making it very dangerous, it was necessary to build several +retaining walls, half viaducts and guard fences.</p> + +<p>This was done by Oscar Lindstrom on a basis of cost plus ten per cent.</p> + +<p>A half-viaduct seventy-five feet in length was built containing fifty-three +cubic yards of concrete and 4,100 pounds reinforcing steel, with +standard bridge railing for guard fence.</p> + +<p>Two hundred and fourteen linear feet of rubble masonry walls were +built on a slope of three-fourths to one, and standard bridge railing +placed on top for guard fence. These walls contain 438 cubic yards of rock.</p> + +<p>A reinforced concrete crib forty-one feet long, fifteen feet high and +seven<span class='pagenum'><a name="Page_87" id="Page_87">[87]</a></span> +feet wide was built and filled with large rock. The members were cast +on the dock in Rainier and hauled to the location. A reinforced concrete +slab on solid earth foundation was used for footing, on the required angle +to give the crib a batter of one-fourth to one.</p> + +<p>The total cost of the Prescott Hill improvement was $9,039.86.</p> + + +<h4>Goble Creek Bridge</h4> + +<p>A ninety-foot reinforced concrete bridge was built over Goble Creek +on the Columbia River Highway about one-half mile east of Goble. This +bridge has a pile foundation which was put in by the Warren Construction +Company on a cost plus basis for $1,583.32. The superstructure was built +by Lindstrom and Fiegeson on a unit price basis. The cost of the structure +complete was $5,907.14.</p> + +<p>The engineering work in connection with this work was handled by +H. C. Compton, resident engineer, on the Goble Section, and the inspection +of the placement of steel and pouring of concrete was in charge of L. M. +Huggins.</p> + +<h4 class="fsize80">COST STATEMENT—GOBLE CREEK BRIDGE</h4> + +<table class="fsize80" summary="Table p87"> + +<tr> +<td colspan="3" class="left">Engineering</td> +<td class="left"> </td> +<td class="right">$ 77.47</td> +</tr> + +<tr> +<td colspan="5" class="left">Construction—</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Class A concrete, 135 cu. yds. at $18.40</td> +<td class="right">$ 2,447.20</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Reinforcing steel, 17,925 lbs. at 7<span class="enum">1</span>⁄<span class="denom">2</span>c</td> +<td class="right">1,344.38</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Concrete hand rail, 186 lin. ft. at $1.75</td> +<td class="right">325.50</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Construction of cement shed and unloading cement</td> +<td class="right">129.27</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Pile foundation (force account)</td> +<td class="right bb">1,583.32</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Total construction cost</td> +<td class="left"> </td> +<td class="right bb">5,829.67</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Grand total cost of bridge</td> +<td class="left"> </td> +<td class="right">$ 5,907.14</td> +</tr> + +</table> + +<h4>Beaver Creek Bridges</h4> + +<p>For a considerable distance between Rainier and Clatskanie the +Columbia River Highway follows Beaver Creek, crossing the creek in many +places. To replace a number of temporary wooden structures and to +provide bridges at every crossing, the highway department in 1917 and +1918 constructed nine reinforced concrete bridges across this stream. +The spans of these structures vary from thirty to 105 feet, there being +one thirty-foot, one fifty-foot, two sixty-foot, four seventy-foot and one +105-foot spans in all.</p> + +<p>The thirty-foot span structure was built by L. O. Herrold of Salem, +on a cost plus ten per cent basis and cost $3,600.00.</p> + +<p>The other eight structures were built by L. O. Herrold of Salem, on +a unit price basis, the cost of the eight being $32,000.00.</p> + + +<h4>Graham Creek Culvert</h4> + +<p>A double 6x6 foot reinforced concrete box culvert was built on the +Columbia River Highway to provide passage for Graham Creek near +Marshland. This culvert was built with State forces. It contains fifty +cubic yards of concrete and cost $804.49.</p> + + +<h4>Survey—Columbia City to Scappoose</h4> + +<p>A survey was made between Scappoose and McBride a distance of +eleven and two-tenths miles. This survey follows the S. P. & S. Ry. on +the south side the entire distance and is shorter than the present traveled +road by about one mile, and also does away with six grade crossings. +While most of the roadbed will be entirely new work, it will not be of +heavy construction, the country being comparatively flat. Between Scappoose +and St. Helens the material is mostly earth. Between St. Helens +and McBride the material is mostly rock.</p> + +<p class='pagenum'><a name="Page_88" id="Page_88">[88]</a></p> +<div class="figcenter"><a name="Fig12" id="Fig12"></a><img src="images/illo091.jpg" alt="ONE OF NINE REINFORCED +CONCRETE BRIDGES IN THE BEAVER CREEK VALLEY, COLUMBIA COUNTY, +ON THE COLUMBIA RIVER HIGHWAY BETWEEN RAINIER AND CLATSKANIE. ALL BUILT IN 1917 AND 1918" /> +<p class="caption">ONE OF NINE REINFORCED CONCRETE BRIDGES IN THE BEAVER CREEK VALLEY, COLUMBIA COUNTY,<br /> +ON THE COLUMBIA RIVER HIGHWAY BETWEEN RAINIER AND CLATSKANIE.<br />ALL BUILT IN +1917 AND 1918</p></div> + +<p class='pagenum'><a name="Page_89" id="Page_89">[89]</a></p> + +<p>Two bridges of thirty foot spans or more are needed, also several box +culverts and pipe culverts.</p> + +<p>The survey from Scappoose to St. Helens was made by P. W. Marx; +from St. Helens to McBride by H. C. Compton.</p> + + +<h3>COOS COUNTY</h3> + +<p>The work of the Highway Department in Coos County consisted entirely +in assistance given the County in the making of surveys and the engineering +of construction work done under the County’s bond issue of $362,000.00. +For this purpose $16,967.68 of State funds were expended, and the total +amount of County expenditures audited and vouchered through the Highway +department was $170,781.83. These expenditures were made on +work on the Coast Highway between Marshfield and the Curry County +Line, and on the Coos Bay-Roseburg Highway between Coquille and Myrtle +Point. The engineering work was in charge of R. B. Murdock.</p> + + +<h3>CROOK COUNTY</h3> + +<p>Crook County is one of the districts of Eastern Oregon where the road +program is an expensive one. Prineville now has rail communication with +outside points, and in sections of the County there is found some good +natural roads, but much is wanting in the line of transportation facilities. +Owing to a large portion of the County being mountainous in character, +much of the roads are little else than trails.</p> + +<p>Formerly the boundaries of Crook County encircled an area now comprising +several counties. The paring process, caused by the forming of +new counties left Crook County in a peculiar position. The local road +map indicates that the County is divided into two communities with the +dividing line following the rugged country a few miles east of Prineville. +A single road that is a succession of heavy grades and poor alignment, +is the sole medium of traffic communication between the two ends of +the County.</p> + +<p>The people of Crook County are fully aware of the importance of +highways. Although local funds will not go far, a remarkable beginning +has been made. A County bond issue of $95,000.00 has been voted for road +construction. The general progressiveness and co-operative spirit existing +throughout the County is shown by the fact that $85,000.00 of the bond +issue is to be expended on one road. Reference is made to the proposed +road up Crooked River from Prineville, connecting the east and west +end of the County.</p> + +<p>The State Highway Commission has ordered a location survey made +of the Crooked River Highway between Prineville and the Shorty Davis +Ranch. The length of this line will be about thirty miles, and practically +a water grade can be secured. This work will start easily in 1918.</p> + +<p>The immediate purpose of the survey is to gather definite data for +the consideration of the State Highway Commission. The County authorities +have made application for State aid and request early consideration +of the matter.<span class='pagenum'><a name="Page_90" id="Page_90">[90]</a></span></p> + +<p>The State Highway Commission is cooperating in the construction of +the Ochoco Forest Road in Crook County.</p> + + +<h4>Ochoco-Canyon Forest Road</h4> + +<p>The State Highway Commission extended aid to Crook County by +helping to secure Federal aid and by appropriating State funds for the +construction of a nine and seven-tenths mile section of the McKenzie River +Highway between Prineville and Mitchell. This section is adjacent to +the Wheeler County Line and connects up with proposed grading work +in Wheeler County.</p> + +<p>Construction work is in progress under the direction of the United +States Office of Public Roads. The cost of this work will be defrayed by +co-operative funds from the State, County and Government. The total +estimated cost is $52,500.00. +The following statement shows the appropriations made for this work:</p> + +<table class="fsize80" summary="Table p90"> + +<tr> +<td class="left">Total estimated cost of work</td> +<td class="right">$ 52,500.00</td> +</tr> + +<tr> +<td class="left">Appropriated by State</td> +<td class="right">17,500.00</td> +</tr> + +<tr> +<td class="left">Appropriated by Government</td> +<td class="right">17,500.00</td> +</tr> + +<tr> +<td class="left">Appropriated by County</td> +<td class="right">17,500.00</td> +</tr> + +</table> + +<h3>CURRY COUNTY</h3> + +<p>The most important highway in this County is, of course, the Coast +Highway, which affords an outlet to California on the south and Coos Bay +on the north. Between the Coos County Line and Port Orford the route of +the Coast Highway lies along the foot of the mountains and on a comparatively +level plain and, except in a few cases at river crossings, the grades +of the present road are not excessive. The alignment could be improved but +is satisfactory for the present. A gravel surfacing on this section makes it +passable the whole year round.</p> + +<p>South of Port Orford the topography of the County changes. The slopes +are steep; in many cases reaching forty degrees, and are badly broken up. +This section is also subject to slides of which there is abundant evidence of +recent activity. The drainage being at right angles to the coast must be +crossed by the highway requiring considerable rise and fall in the grade line.</p> + +<p>A survey from Port Orford south was commenced in December of 1917. +A line was located and staked ready for construction between Port Orford +and Hubbard Creek, eliminating steep grades and sharp curves on the +present road. A close preliminary line was run between Hubbard Creek and +Mussel Creek (Arizona Inn), a thorough study made of the conditions and +the following route recommended, which eliminates the excessive grades and +high summit of 1,100 feet of the present road. The location lies between +elevation 100 and 400, dropping into and crossing drainage as it is met, +following close to the beach until Brush Creek is reached, then following +up Brush Creek on the east side of Humbug Mountain until an intersection +with the present road is reached, straightening out present road for about +one mile, then following the coast between elevation 200 and 400, dropping +into Mussel Creek.</p> + +<p>The controlling points on this route are the slides which must be headed +to secure a stable roadbed. A twelve-foot roadbed has been proposed for +this project, with maximum six per cent grades and the construction even +for this narrow width is heavy as it will be necessary to bench out the +entire<span class='pagenum'><a name="Page_91" id="Page_91">[91]</a></span> +width of the roadbed on solid ground, the slopes being too steep for fill to +catch. Considerable bridging is required and a gravel surface provided +throughout the entire length to insure an all year road, so the cost of even +this narrow roadbed will be high.</p> + +<p>A beach route located about ten feet above high tide has been proposed, +and, while this has the advantage of shorter distance and no rise and fall, +this route is not believed to be feasible because the underlying rock is soft +and disintegrates readily and is eroded by tidal action to a considerable +extent. The numerous slides at this elevation would also make construction +on this location inadvisable for a permanent road.</p> + +<p>A reconnaissance was made between Mussel Creek and Gold Beach. +After leaving Mussel Creek, considerable development work is required to +attain standard grade, and but a small portion of the present road could be +used. Passing Euchre Creek, there will be utilized along Cedar Creek a new +section of road about eight miles in length which has been recently graded +by the County. If widened and the alignment corrected in a few locations, +this would afford a direct route to the Rogue River where a ferry runs +regularly. Between the river crossing and Gold Beach there is a fair road +requiring only straightening out and widening.</p> + +<p>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.</p> + +<p>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.</p> + + +<h3>DESCHUTES COUNTY</h3> + + +<h4>Bend-Lapine Cinder Macadam</h4> + +<p>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.</p> + +<p>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.</p> + +<p>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<span class='pagenum'><a +name="Page_92" id="Page_92">[92]</a></span> +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.</p> + +<p>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.</p> + + +<h4>Survey—Rolyat to One Hundred Mile Road</h4> + +<p>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.</p> + +<p>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.</p> + +<p>The plans for this survey will be made up in the near future. H. B. +Wright was the locating engineer in charge.</p> + + +<h3>DOUGLAS COUNTY</h3> + +<p>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.</p> + +<p>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.</p> + +<p>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<span class='pagenum'><a +name="Page_93" id="Page_93">[93]</a></span> +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 $94,000.00.</p> + +<p>In summary, the improvement work on the Pacific Highway in Douglas +County during 1917 and 1918, including the work now under way, consisted +of 39.9 miles of grading and 7.0 miles of macadamizing.</p> + +<p>The expenditures on the individual sections by the County, State and +Federal Government when final payments are completed, will be approximately +as follows:</p> + +<table class="fsize80" summary="Table p93"> + +<tr> +<td colspan="2" class="center br bb bt2">Sections</td> +<td class="center br bb bt2">By<br />State</td> +<td class="center br bb bt2">By<br />County</td> +<td class="center br bb bt2">By<br />Federal<br />Govt.</td> +<td class="center bb bt2">Total</td> +</tr> + +<tr> +<td colspan="2" class="left br">Lane County Line-Comstock<br />Grading</td> +<td class="right br">$ 2,027.30</td> +<td class="right br">$ 17,119.44</td> +<td class="ellips br">...</td> +<td class="right">$ 19,146.74</td> +</tr> + +<tr> +<td colspan="2" class="left br">Lane County Line-Comstock<br />Macadam</td> +<td class="right br">15,185.09</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">15,185.09</td> +</tr> + +<tr> +<td colspan="2" class="left br">Comstock-Leona Grading and<br />Macadam</td> +<td class="right br">5,650.28</td> +<td class="right br">74,349.72</td> +<td class="ellips br">...</td> +<td class="right">80,000.00</td> +</tr> + +<tr> +<td colspan="2" class="left br">Oakland-Yoncalla Grading</td> +<td class="right br">17,565.28</td> +<td class="right br">83,530.84</td> +<td class="ellips br">...</td> +<td class="right">101,096.12</td> +</tr> + +<tr> +<td colspan="2" class="left br">Myrtle Creek-Dillard Grading</td> +<td class="right br">120,000.00</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">120,000.00</td> +</tr> + +<tr> +<td colspan="2" class="left br">Canyonville-Galesville Grading</td> +<td class="right br">94,000.00</td> +<td class="right br">23,000.00</td> +<td class="right br">94,000.00</td> +<td class="right">211,000.00</td> +</tr> + +<tr> +<td colspan="2" class="left br bb">Umpqua River Bridges</td> +<td class="right br bb">45,500.00</td> +<td class="ellips br bb">...</td> +<td class="ellips br bb">...</td> +<td class="right bb">45,500.00</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left br bb">Total</td> +<td class="right br bb">$ 299,927.95</td> +<td class="right br bb">$ 198,000.00</td> +<td class="right br bb">$ 94,000.00</td> +<td class="right bb">$ 591,927.95</td> +</tr> + +</table> + +<div class="figcenter"><a name="Fig13" id="Fig13"></a><img src="images/illo096.jpg" alt="BRIDGE ON +PASS CREEK—20 FT. SPAN. ON PACIFIC HIGHWAY NEAR COMSTOCK IN DOUGLAS COUNTY" /> +<p class="caption">BRIDGE ON PASS CREEK—20 FT. SPAN. ON PACIFIC HIGHWAY NEAR<br /> +COMSTOCK IN DOUGLAS COUNTY</p></div> + + +<h4>Grading—Comstock to the Lane County Line</h4> + +<p>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.</p> + +<p>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 +<span class='pagenum'><a name="Page_94" id="Page_94">[94]</a></span>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.</p> + +<p>Mr. E. B. Bishop was the Resident Engineer in charge on this section.</p> + +<h4 class="fsize80">DETAILED EXPENDITURE STATEMENT—GRADING COMSTOCK TO LANE<br /> +COUNTY LINE</h4> + +<table class="fsize80" summary="Table p94-1"> + +<tr> +<td colspan="6" class="left">Engineering</td> +<td class="right">$ 2,029.80</td> +</tr> + +<tr> +<td colspan="6" class="left">Construction—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left">Clearing and Grubbing</td> +<td class="right">$2,400.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left">Common Excavation, 11,688 cu. yds. at 45c.</td> +<td class="right">5,259.60</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left">Intermediate Excavation, 6,085 cu. yds. at 60c.</td> +<td class="right">3,651.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left">Solid Rock Excavation, 1,016 cu. yds. at $1.15</td> +<td class="right">1,168.40</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left">Overhaul per 100 ft., 7,220 cu. yds. at 3c.</td> +<td class="right">216.60</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left">12-inch Plain Concrete Pipe, 134 lin. ft. at $1.00</td> +<td class="right">134.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left">24-inch Reinforced Concrete pipe, 160 lin. ft. at $2.50</td> +<td class="right">400.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left">6-inch Porous Drain Tile, 591 lin. ft. at 20c.</td> +<td class="right">118.20</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left">Class A Concrete, 120.46 c. y. at $24.00</td> +<td class="right">2,891.04</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left">Class B Concrete, 11.62 c. y. at $16.00</td> +<td class="right">185.92</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left">Metal Reinforcement, 7,625 lbs. at 8c.</td> +<td class="right">609.84</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left">Repairing Timber Bridge</td> +<td class="right">26.34</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="4" class="left">Laying 315.5 lin. ft. of Drain Tile and Backfilling</td> +<td class="right bb">56.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="3" class="left">Total paid to Contractor</td> +<td class="left"> </td> +<td class="right bb">17,116.94</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="3" class="left">Total Cost</td> +<td class="left"> </td> +<td class="right">$ 19,146.74</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Paid by County</td> +<td class="right">17,119.44</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Paid by State</td> +<td class="right bb">$ 2,027.30</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total</td> +<td class="right">19,146.74</td> +<td class="left"> </td> +</tr> + +</table> + +<h4>Macadam—Comstock to Lane County Line</h4> + +<p>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.</p> + +<h4 class="fsize80">DETAILED EXPENDITURE STATEMENT—MACADAMIZING—COMSTOCK<br /> +TO LANE COUNTY LINE</h4> + +<table class="fsize80" summary="Table p94-2"> + +<tr> +<td colspan="2" class="left">Engineering</td> +<td class="left"> </td> +<td class="right">$ 302.09</td> +</tr> + +<tr> +<td colspan="2" class="left">Advertisements for bids</td> +<td class="left"> </td> +<td class="right">66.90</td> +</tr> + +<tr> +<td colspan="2" class="left">Construction—</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Broken Stone Macadam, 4,354 cu. yds. at $3.35</td> +<td class="right">$ 14,585.90</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Earth Filler, 150 cu. yds. at 75c.</td> +<td class="right">112.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Removing Slides</td> +<td class="right bb">117.70</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Total Paid to Contractor</td> +<td class="left"> </td> +<td class="right bb">14,816.10</td> +</tr> + +<tr> +<td colspan="2" class="left">Total Cost</td> +<td class="left"> </td> +<td class="right">$ 15,185.09</td> +</tr> + +</table> + + +<h4>Grading and Macadam—Comstock to Leona</h4> + +<p>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.</p> + +<p>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<span class='pagenum'><a name="Page_95" id="Page_95">[95]</a></span> +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.</p> + +<p>This work complete will cost approximately $80,000.00 of which the +County will pay $74,349.72 and the State $5,650.28.</p> + +<p>The construction of this section was in charge of E. B. Bishop, resident +engineer, and F. E. LaPointe, construction superintendent.</p> + + +<h4>Grading—Oakland to Yoncalla</h4> + +<p>This work extends from the Calapooya River Bridge at Oakland to a +point two miles south of Yoncalla, a total distance of 10.4 miles. A contract +for clearing, grading and culverts was awarded the Warren Construction +Company, September 5, 1917, being the last of three contracts signed jointly +by the County Court and State Highway Commission.</p> + +<p>This work was completed July 25, 1918, and is an excellent piece of +standard construction 24 feet in width. It eliminates the old excessive +grade over Rice Hill, and some bad sections just north of Oakland—there +being now no grades over 5 per cent.</p> + +<p>On the completion of the grading the State Highway Commission +requested permission Of the Capital Issues Committee to sell bonds, part of +which were to cover the rocking of this unit to make it passable for winter. +This request was refused on the ground that it was not a necessary war +measure. The road will therefore not be passable this winter, but it is +expected that the section will be macadamized during the 1919 season.</p> + +<p>Mr. Robert A. Pratt was resident engineer in charge of the construction.</p> + +<h4 class="fsize80">DETAILED EXPENDITURE STATEMENT—GRADING—OAKLAND TO<br /> +YONCALLA</h4> + +<table class="fsize80" summary="Table p95"> + +<tr> +<td colspan="6" class="left">Engineering</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">$ 5,864.31</td> +</tr> + +<tr> +<td colspan="8" class="left">Construction—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Clearing and Grubbing</td> +<td class="left"> </td> +<td class="right">$ 6,350.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Common Excavation, 45,563 cu. yds. at 49c</td> +<td class="left"> </td> +<td class="right">22,325.87</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Intermediate Excavation, 37,544 cu. yds. at 77c</td> +<td class="left"> </td> +<td class="right">28,908.88</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Solid Rock Excavation, 17,976 cu. yds. at $1.30</td> +<td class="left"> </td> +<td class="right">23,368.80</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Overhaul per 100 lin. ft., 61,580 cu. yds. at 2c</td> +<td class="left"> </td> +<td class="right">1,231.60</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">12-inch Plain Concrete Pipe, 2,463 lin. ft. at $1.10</td> +<td class="left"> </td> +<td class="right">2,709.30</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">18-inch Corrugated Galvanized Iron Pipe, 742 lin. ft.<br />at $2.75</td> +<td class="left"> </td> +<td class="right">2,040.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">24-inch Corrugated Galvanized Iron Pipe, 108 lin. ft.<br />at $3.44</td> +<td class="left"> </td> +<td class="right">371.52</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">6-inch Porous Drain Tile, 1,055 lin. ft. at 20c</td> +<td class="left"> </td> +<td class="right">211.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Class A Concrete, 146.5 cu. yds. at $24.00</td> +<td class="left"> </td> +<td class="right">3,516.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Class B Concrete, 102.2 cu. yds. at $22.00</td> +<td class="left"> </td> +<td class="right">2,248.40</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Metal Reinforcement, 9,057 lbs. at 8c</td> +<td class="left"> </td> +<td class="right">724.56</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Lumber, 3,545 F. B. M. at $45.00</td> +<td class="left"> </td> +<td class="right">159.52</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Extra work on culverts, drain ditches, rock back filling</td> +<td class="left"> </td> +<td class="right">174.48</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Hauling and Placing rip-rap for embankments,<br />approximately 350 cu. yds.</td> +<td class="left"> </td> +<td class="right">203.97</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Lowering water pipe crossing</td> +<td class="left"> </td> +<td class="right">13.64</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Rebuilding right of way fence</td> +<td class="left"> </td> +<td class="right">170.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Grubbing for borrow pit</td> +<td class="left"> </td> +<td class="right">21.12</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Extra clearing and grubbing account of line change</td> +<td class="left"> </td> +<td class="right">74.82</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Gasoline furnished State</td> +<td class="left"> </td> +<td class="right">9.19</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">32-ft. by 36-in. Corrugated Iron Pipe (Hauling and<br />Placing)</td> +<td class="left"> </td> +<td class="right">28.09</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">68-ft. by 36-in. Corrugated Iron Pipe in place</td> +<td class="left"> </td> +<td class="right bb">370.04</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="3" class="left">Total paid to contractor</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right bb">$ 95,231.80</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="3" class="left">Total cost</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">$ 101,096.11</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Paid by State</td> +<td class="left"> </td> +<td class="right">$ 19,015.09</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Paid by County</td> +<td class="left"> </td> +<td class="right bb">82,081.02</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total</td> +<td class="left"> </td> +<td class="right">$ 101,096.11</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_96" id="Page_96">[96]</a></p> + +<div class="figcenter"><a name="Fig14" id="Fig14"></a><img src="images/illo099.jpg" alt="ALONG THE UMPQUA RIVER NORTH OF MYRTLE +CREEK IN DOUGLAS COUNTY. GRADED IN 1917 AND 1918" /> +<p class="caption">ALONG THE UMPQUA RIVER NORTH OF MYRTLE CREEK IN DOUGLAS COUNTY. GRADED IN<br /> +1917 AND 1918</p></div> + +<p class='pagenum'><a name="Page_97" id="Page_97">[97]</a></p> + + +<h4>Grading—Myrtle Creek to Dillard</h4> + +<p>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.</p> + +<p>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.</p> + +<p>Mr. F. N. Drinkhall is resident engineer in charge of the grading on this +section.</p> + +<h4 class="fsize80">DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918—<br />GRADING—MYRTLE +CREEK TO DILLARD</h4> + +<table class="fsize80" summary="Table p99"> + +<tr> +<td colspan="2" class="left">Engineering</td> +<td class="left"> </td> +<td class="right">$ 7,499.22</td> +</tr> + +<tr> +<td colspan="2" class="left">Culvert Pipe furnished by State</td> +<td class="left"> </td> +<td class="right">4,109.70</td> +</tr> + +<tr> +<td colspan="4" class="left">Construction—</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Clearing and Grubbing, 97% completed</td> +<td class="right">$ 3,395.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Common Excavation, 49,146 cu. yds. at 35c</td> +<td class="right">17,201.10</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Intermediate Excavation, 42,951 cu. yds. at 56c</td> +<td class="right">24,052.56</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Solid Rock Excavation, 23,859 cu. yds. at $1.14</td> +<td class="right">27,199.26</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Overhaul, per 100 lin. ft., 6,614 cu. yds. at 2c</td> +<td class="right">132.28</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">12-inch Plain Concrete Pipe, 1,798 lin. ft. at 35c</td> +<td class="right">629.30</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">18-inch Corrugated Galvanized Iron Pipe, 556 lin. ft.<br />at 30c</td> +<td class="right">166.80</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">24-inch Corrugated Galvanized Iron Pipe, 284 lin. ft.<br />at 40c</td> +<td class="right">113.60</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">36-inch Corrugated Galvanized Iron Pipe, 246 lin. ft.<br />at 75c</td> +<td class="right">184.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">6-inch Porous Drain Tile, 5,054 lin. ft. at 25c</td> +<td class="right">1,263.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Class A Concrete, 471.92 cu. yds. at $22.00</td> +<td class="right">10,382.24</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Class C Concrete, 25 cu. yds. at $20.50</td> +<td class="right">512.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Metal Reinforcement, 37,747 lbs. at 10c</td> +<td class="right">3,774.70</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Lumber and Timber, 17,058 F. B. M. at $45.00</td> +<td class="right">767.61</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Rough Dry Walls (approx.) (Force Account) 122 cu. yds.</td> +<td class="right">106.41</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Clearing outside R. O. W. (Force Account)</td> +<td class="right">112.96</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Back-filling over drain tile with gravel</td> +<td class="right bb">321.06</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total Amount Earned by Contractor to Nov. 30, 1918</td> +<td class="right">90,315.38</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">15 per cent retained until completion of contract</td> +<td class="right bb">13,547.31</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total paid contractor to Nov. 30, 1918</td> +<td class="left"> </td> +<td class="right bb">76,768.07</td> +</tr> + +<tr> +<td colspan="2" class="left">Total Amount expended to November 30, 1918</td> +<td class="left"> </td> +<td class="right">$ 88,376.99</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_98" id="Page_98">[98]</a></p> + + +<h4>Umpqua River Bridge One Mile North of Dillard</h4> + +<p>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.</p> + +<p>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.</p> + +<div class="figcenter"><a name="Fig15" id="Fig15"></a><img src="images/illo101.jpg" alt="VAN TYNE CREEK VIADUCT +NORTH OF MYRTLE CREEK IN DOUGLAS COUNTY. BUILT IN 1918" /> +<p class="caption">VAN TYNE CREEK VIADUCT NORTH OF MYRTLE CREEK IN DOUGLAS<br /> +COUNTY. BUILT IN 1918</p></div> + + +<h4>Bridge Two and One-half Miles South of Dillard</h4> + +<p>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.</p> + + +<h4>Van Tyne Creek Bridge</h4> + +<p>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.</p> + +<p class='pagenum'><a name="Page_99" id="Page_99">[99]</a></p> + +<h4>Half Viaducts North of Myrtle Creek</h4> + +<p>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.</p> + + +<h4>Myrtle Creek Bridge</h4> + +<p>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.</p> + + +<h4>Canyonville-Galesville Forest Road Project</h4> + +<p>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.</p> + +<p>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.</p> + + +<h4>Surrey—Coos County Line to Roseburg</h4> + +<p>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.</p> + + +<h4>Survey—Johns Ranch to Jacques Ranch</h4> + +<p>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.</p> + + +<h4>Survey—Canyon Creek Pass to Johns Ranch</h4> + +<p>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.</p> + +<p class='pagenum'><a name="Page_100" id="Page_100">[100]</a></p> + +<h3>GILLIAM COUNTY</h3> + +<p>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.</p> + +<div class="figcenter"><a name="Fig16" id="Fig16"></a><img src="images/illo103.jpg" alt="THE JOHN DAY RIVER HIGHWAY +SOUTH OF CONDON IN GILLIAM COUNTY MACADAMIZED IN 1917" /> +<p class="caption">THE JOHN DAY RIVER HIGHWAY SOUTH OF CONDON IN GILLIAM COUNTY<br /> +MACADAMIZED IN 1917</p></div> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p><span class='pagenum'><a name="Page_101" id="Page_101">[101]</a></span>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.</p> + + +<h4>Condon-Thirty Mile Creek—Macadam</h4> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>C. A. Harrington was resident engineer and inspector for the Department +on this work.</p> + + +<h4>Mayville-Wheeler County Line—Grading and Macadam</h4> + +<p>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.</p> + +<p>The engineering and inspection was done by the State Department with +George Hibbet in charge.</p> + + +<h4>Columbia River Highway—Survey</h4> + +<p>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.</p> + +<p>This survey was made under the direction of C. A. Harrington and +B. H. McNamee, locating engineers for the State Department.</p> + + +<h3>GRANT COUNTY</h3> + +<p>Grant County lies in the mountainous section of the State and its +limits on three sides, north, east and south follow water sheds. The<span class='pagenum'><a name="Page_102" id="Page_102">[102]</a></span> +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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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 $145,051.50, which amount is to be supplied in equal +amounts by the State and Government. The improvement from John Day +to Prairie City is listed for early completion owing to an urgent request +from the War Department to keep the road in condition for hauling +chrome ore.</p> + +<p>The following summary shows State and Federal aid to be extended +Grant County during the next season.</p> + +<table class="fsize80" summary="Table p102"> + +<tr> +<td class="center br bt2 bb">Appropriated for expenditures in 1919</td> +<td class="center br bt2 bb">State<br />Funds</td> +<td class="center br bt2 bb">County<br />Funds</td> +<td class="center br bt2 bb">Govern-<br />ment<br />Funds</td> +<td class="center bt2 bb">Total</td> +</tr> + +<tr> +<td class="left br">Hall Hill to Prairie City</td> +<td class="right br">$ 19,493.95</td> +<td class="ellips br">...</td> +<td class="right br">$ 19,493.95</td> +<td class="right">$ 38,987.90</td> +</tr> + +<tr> +<td class="left br">Wheeler County Line to Valades<br />Ranch</td> +<td class="right br">93,871.20</td> +<td class="right br">$ 50,000.00</td> +<td class="right br">93,871.19</td> +<td class="right">237,742.39</td> +</tr> + +<tr> +<td class="left br bb">John Day to Fisk Creek</td> +<td class="right br bb">72,525.75</td> +<td class="ellips br bb">...</td> +<td class="right br bb">72,525.75</td> +<td class="right bb">145,051.50</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_103" id="Page_103">[103]</a></p> + + +<h4>Hall Hill Section—Grading and Macadamizing</h4> + +<p>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.</p> + + +<h4 class="fsize80">SUMMARY OF CONSTRUCTION QUANTITIES</h4> + +<p class="blockquot">Excavation—5,300 cu. yds. solid rock; 4,100 cu. yds. intermediate; 10,300 cu. yds. +common.<br /> +Pipe—70 lin. ft. 18-inch; 150 lin. ft. 24-inch; 120 lin. ft. 9-inch.</p> + + +<h4>Survey of Big Basin Section of John Day Highway</h4> + +<p>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.</p> + + +<h4>Survey of John Day Highway From John Day to Prairie City</h4> + +<p>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.</p> + +<p>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.</p> + + +<h4>Sarvice Creek-Valades Ranch Port Road Project</h4> + +<p>(Same as for <a href="#SarviceValades">Wheeler county</a>)</p> + + +<h4>John Day-Fisk Creek Post Road Project</h4> + +<p>The State Highway Department has submitted to the Government for +the purpose of securing Post Road aid, that section of the John Day +Highway<span class='pagenum'><a name="Page_104" id="Page_104">[104]</a></span> +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.</p> + +<p>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.</p> + + +<h4>Hall Hill-Prairie City Post Road Project</h4> + +<p>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.</p> + +<p>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.</p> + + +<h3>HARNEY COUNTY</h3> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + + +<h4>Survey of Central Oregon Highway—Burns-Experimental Farm Section</h4> + +<p>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.</p> + +<p class='pagenum'><a name="Page_105" id="Page_105">[105]</a></p> + +<h4>Sage Hen to Burns Section Survey</h4> + +<p>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.</p> + + +<h4>Glass Butte Section Survey</h4> + +<p>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.</p> + + +<h4>Reconnaissance Survey Burns to Vale</h4> + +<p>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.</p> + +<p class='pagenum'><a name="Page_106" id="Page_106">[106]</a></p> + + +<h3>HOOD RIVER COUNTY</h3> + + +<h4>Grading—Cascade Locks to Hood River</h4> + +<p>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.</p> + +<div class="figcenter"><a name="Fig17" id="Fig17"></a><img src="images/illo109.jpg" alt="THE COLUMBIA RIVER +HIGHWAY WEST OF LINDSAY IN HOOD RIVER COUNTY" /> +<p class="caption">THE COLUMBIA RIVER HIGHWAY WEST OF LINDSAY IN HOOD RIVER<br />COUNTY</p></div> + +<p>Previous to 1915, there was no road through the County, but from the +proceeds of a bond issue of $75,000, the County built on State standards a +roadway to connect the uncompleted portions. In 1915, the State built +about one mile, including the Mitchell Point Tunnel, one of the many scenic +features of the Columbia River Highway. One mile of pavement adjoining +the Multnomah County pavement was built in 1916 by Mr. S. Benson.</p> + +<p>There remained about fourteen miles which require improvement, and +on August 7, 1917, contracts were awarded to A. D. Kern for grading of these +remaining sections to bring to standard grade and alignment. This improvement +eliminated Ruthton Hill, with its narrow, steep grades, three railroad +crossings, a narrow, steep grade near Wyeth and the improvement through +the village of Cascade Locks to the end of the pavement. The work was +divided as follows: Cascade Locks Section, 8.2 miles; Viento Section, 3.6 +miles; Ruthton Hill Section, 4.2 miles. These contracts were completed<span +class='pagenum'><a name="Page_107" id="Page_107">[107]</a></span> +in September, 1918. Due to the close proximity to the railroad tracks, the +work required extreme care and watchfulness but was accomplished without +accident and without delays to railroad traffic. The costs of construction +for each of the three sections follows:</p> + +<h4 class="fsize80">DETAILED EXPENDITURE STATEMENT—GRADING—CASCADE LOCKS<br /> +SECTION</h4> + +<table class="fsize80" summary="Table p107"> + +<tr> +<td colspan="4" class="left">Engineering</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">$ 8,744.41</td> +</tr> + +<tr> +<td colspan="4" class="left">Construction—General—</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Common Excavation, 60,660 cu. yds. at 42c</td> +<td class="left"> </td> +<td class="right">$ 25,477.20</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Intermediate Excavation, 50,645 cu. yds. at 75c</td> +<td class="left"> </td> +<td class="right">37,983.75</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Solid Rock Excavation, 44,500 cu. yds. at $1.15</td> +<td class="left"> </td> +<td class="right">51,175.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Overhaul, per 100 lin. ft., 133,229 cu. yds. at 3c</td> +<td class="left"> </td> +<td class="right">3,996.87</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">12-inch Reinforced Concrete Pipe, 1,102 lin. ft. at $1.75</td> +<td class="left"> </td> +<td class="right">1,928.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">18-inch Reinforced Concrete Pipe, 140 lin. ft. at $2.25</td> +<td class="left"> </td> +<td class="right">315.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">24-inch Reinforced Concrete Pipe, 284 lin. ft. at $3.00</td> +<td class="left"> </td> +<td class="right">852.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">30-inch Reinforced Concrete Pipe. 72 lin. ft. at $4.25</td> +<td class="left"> </td> +<td class="right">306.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Class A Concrete, 80.86 cu. yds. at $20.00</td> +<td class="left"> </td> +<td class="right">1,617.20</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Class C Concrete, 32.43 cu. yds. at $14.00</td> +<td class="left"> </td> +<td class="right">454.02</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Placing Reinforcing Steel, 3,197 lbs. at .00<span class="enum">1</span>⁄<span class="denom">2</span></td> +<td class="left"> </td> +<td class="right">15.99</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Catch Basins, 9 at $25.00</td> +<td class="left"> </td> +<td class="right">225.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Extra Clearing and Grubbing, 5.79 acres at $200.00</td> +<td class="left"> </td> +<td class="right">1,158.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Extra Clearing, 4.13 acres at $100.00</td> +<td class="left"> </td> +<td class="right">413.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Herman Creek Bridge—</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Class A Concrete, 137.61 cu. yds. at $20.00</td> +<td class="right">$ 2,752.20</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Class C Concrete, 3.57 cu. yds. at $14.00</td> +<td class="right">49.98</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Reinforcing Steel (Placing) 23,000 lbs<br />at +.00<span class="enum">1</span>⁄<span class="denom">2</span></td> +<td class="right">115.00</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Reinforcing Steel furnished by State</td> +<td class="right">1,394.32</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Removing old bridge and constructing<br />temporary bridge</td> +<td class="right">426.00</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Wet excavation for piers</td> +<td class="right">664.86</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Concrete toe wall to protect fill</td> +<td class="right">1,547.98</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Railing</td> +<td class="right bb">438.72</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total cost of Herman Creek Bridge</td> +<td class="left"> </td> +<td class="right">7,389.06</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Gorton Creek Bridge—</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Excavation for piers</td> +<td class="right">$ 483.44</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Class A Concrete, 90.85 cu. yds. at $20.00</td> +<td class="right">1,817.00</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Placing Reinforcing Steel, 7,378 lbs.<br />at +.00<span class="enum">1</span>⁄<span class="denom">2</span></td> +<td class="right">36.89</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Reinforcing Steel furnished by State</td> +<td class="right">447.27</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Railing</td> +<td class="right">224.29</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Rip-rap</td> +<td class="right bb">145.01</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total cost of Gorton Creek Bridge</td> +<td class="left"> </td> +<td class="right">3,153.90</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="4" class="left">Force Account Work as Follows—</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Construction and Removal of temporary bridge over<br />Dry Creek</td> +<td class="left"> </td> +<td class="right">15.78</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Removing Slide from O.-W. R. R. & N. Tracks</td> +<td class="left"> </td> +<td class="right">95.59</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Gravel Surfacing—End of Pavement to Cascade Locks</td> +<td class="left"> </td> +<td class="right">2,418.55</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Railing for Viento Creek Bridge</td> +<td class="left"> </td> +<td class="right">106.11</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Excavating in water and placing Corrugated Iron Pipe</td> +<td class="left"> </td> +<td class="right">57.92</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Excavation and placing drain tile in wet cuts</td> +<td class="left"> </td> +<td class="right">150.63</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Excavation and placing box drain for form crossing</td> +<td class="left"> </td> +<td class="right">10.44</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Riprap on slope to keep fill off O.-W. R. R. & N. Right<br />of Way</td> +<td class="left"> </td> +<td class="right">177.29</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Water pipe and private road crossing</td> +<td class="left"> </td> +<td class="right">40.16</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Sinking test holes in gravel pit at Cascade Locks</td> +<td class="left"> </td> +<td class="right">24.93</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Road crossing for Herman Creek Ranger Station</td> +<td class="left"> </td> +<td class="right">167.38</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Hauling dirt to cover boulders</td> +<td class="left"> </td> +<td class="right">264.40</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Placing concrete pipe</td> +<td class="left"> </td> +<td class="right">59.03</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Flagmen guarding track (Contractor’s force)</td> +<td class="left"> </td> +<td class="right">1,234.83</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="4" class="left">Miscellaneous Construction Items Paid Direct by State—</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Replacing Fence</td> +<td class="left"> </td> +<td class="right">18.75</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Reinforcing Steel for Concrete Culverts</td> +<td class="left"> </td> +<td class="right">193.77</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Concrete Pipe furnished by State</td> +<td class="left"> </td> +<td class="right">71.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Moving Building in Cascade Locks</td> +<td class="left"> </td> +<td class="right">1,400.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Guarding O.-W. R. R. & N. Tracks (Ry. Co. Force)</td> +<td class="left"> </td> +<td class="right">1,343.69</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Guarding Western Union Telegraph Line</td> +<td class="left"> </td> +<td class="right bb">498.01</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Total Construction Cost</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">$ 144,809.25</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Grand Total Cost of Job</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">153,553.66</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Deduction for Rental of State Cars and Track</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right bb">648.81</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total Cash Expenditure</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">$ 152,904.85</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_108" id="Page_108">[108]</a></p> + +<div class="figcenter"><a name="Fig18" id="Fig18"></a><img src="images/illo111.jpg" alt="THE COLUMBIA RIVER HIGHWAY +NEAR VIENTO IN HOOD RIVER COUNTY. GRADED AND GRAVELED IN 1917 AND 1918" /> +<p class="caption">THE COLUMBIA RIVER HIGHWAY NEAR VIENTO IN HOOD RIVER COUNTY. GRADED AND GRAVELED<br /> +IN 1917 AND 1918</p></div> + +<p class='pagenum'><a name="Page_109" id="Page_109">[109]</a></p> + +<h4 class="fsize80">DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918—<br />GRADING +AND BRIDGES—VIENTO SECTION</h4> + +<table class="fsize80" summary="Table p109-1"> + +<tr> +<td colspan="3" class="left">Engineering</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">$ 4,513.24</td> +</tr> + +<tr> +<td colspan="3" class="left">Guarding O.-W. R. R. & N. Tracks</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">976.47</td> +</tr> + +<tr> +<td colspan="3" class="left">Guarding Western Union Telegraph Lines</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">184.64</td> +</tr> + +<tr> +<td colspan="3" class="left">Diverting Flume Lines</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">936.37</td> +</tr> + +<tr> +<td colspan="3" class="left">Reinforcing Steel Furnished by State</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">257.79</td> +</tr> + +<tr> +<td colspan="3" class="left">Contract Work as follows:</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Common Excavation, 9,480.4 cu. yds. at 39c</td> +<td class="left"> </td> +<td class="right">$ 3,697.35</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Intermediate Excavation, 32,654.9 cu. yds. at 70c</td> +<td class="left"> </td> +<td class="right">22,858.43</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Solid Rock Excavation, 54,031.9 cu. yds. at $1.10</td> +<td class="left"> </td> +<td class="right">59,435.09</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Overhaul, per 100 lin. ft., 82,711 cu. yds. at 3c</td> +<td class="left"> </td> +<td class="right">2,481.33</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">12-inch Reinforced Concrete Pipe, 622 lin. ft. at $1.75</td> +<td class="left"> </td> +<td class="right">1088.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">18-inch Reinforced Concrete Pipe, 304 lin. ft. at $2.25</td> +<td class="left"> </td> +<td class="right">684.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Class A Concrete, 62 cu. yds. at $20.00</td> +<td class="left"> </td> +<td class="right">1,240.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Class C Concrete, 20.8 cu. yds. at $14.00</td> +<td class="left"> </td> +<td class="right">291.20</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Placing Reinforcing Steel, 3,928 lbs. at .00<span class="enum">1</span>⁄<span class="denom">2</span></td> +<td class="left"> </td> +<td class="right">19.64</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Rubble Masonry, 12 cu. yds. at $7.00</td> +<td class="left"> </td> +<td class="right">84.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Catch Basins, one at $25.00</td> +<td class="left"> </td> +<td class="right">25.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Gravel Backfill in Rock cut (Force Account)</td> +<td class="left"> </td> +<td class="right">181.77</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Repairing Lindsay Creek Bridge (Force Account)</td> +<td class="left"> </td> +<td class="right">149.92</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Private Road Approach (Force Account)</td> +<td class="left"> </td> +<td class="right">168.30</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Clearing Rock from Mitchell Point Tunnel (Force Acc′t)</td> +<td class="left"> </td> +<td class="right">93.94</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Viento Creek Bridge—</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Class A Concrete, 62.7 cu. yds. at $20.00</td> +<td class="right">$ 1,254.00</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Placing Reinforcing Steel, 3,800 lbs. at .00<span class="enum">1</span>⁄<span +class="denom">2</span></td> +<td class="right">19.00</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Excavation for Footings (Force Account)</td> +<td class="right">128.27</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Material furnished by State</td> +<td class="right bb">249.70</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total Cost of Viento Creek Bridge</td> +<td class="left"> </td> +<td class="right bb">1,650.97</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Total Cost to November 30, 1918</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">$ 101,017.95</td> +</tr> + +<tr> +<td colspan="3" class="left">15 per cent Retained of Total Amt. ($93,899.74) Earned by Contractors</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right bb">14,084.96</td> +</tr> + +<tr> +<td colspan="3" class="left">Total Paid Amount to November 30, 1918</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">$ 86,932.99</td> +</tr> + +</table> + + +<h4 class="fsize80">DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918—<br />GRADING +RUTHTON HILL SECTION</h4> + +<table class="fsize80" summary="Table p109-2"> + +<tr> +<td colspan="3" class="left">Engineering</td> +<td class="left"> </td> +<td class="right">$ 4,074.19</td> +</tr> + +<tr> +<td colspan="3" class="left">Material furnished by State for Concrete Half Viaduct</td> +<td class="left"> </td> +<td class="right">200.50</td> +</tr> + +<tr> +<td colspan="3" class="left">Guarding O.-W. R. R. & N. Tracks</td> +<td class="left"> </td> +<td class="right">804.57</td> +</tr> + +<tr> +<td colspan="3" class="left">Contract Construction Work as follows:</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Common Excavation, 2,669.5 cu. yds. at 39c</td> +<td class="right">$ 1,041.10</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Intermediate Excavation, 17,109.4 cu. yds. at 70c</td> +<td class="right">11,976.58</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Solid Rock Excavation, 79,213.3 cu. yds. at $1.05</td> +<td class="right">83,173.96</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Overhaul per 100 lin. ft., 19,500 cu. yds. at 3c</td> +<td class="right">585.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">12-inch Reinforced Concrete Pipe, 536 lin. ft. at $1.75</td> +<td class="right">938.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">18-inch Reinforced Concrete Pipe, 140 lin. ft. at $2.25</td> +<td class="right">315.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Class C Concrete, 15.4 cu. yds. at $14.00</td> +<td class="right">215.60</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Rubble Masonry, 30 cu. yds. at $7.00</td> +<td class="right">210.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Force Account—</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Connecting road with Morton</td> +<td class="right">285.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Covering sharp rocks with clay</td> +<td class="right">106.48</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Reinforced Concrete Viaduct at Ruthton Hill</td> +<td class="right bb">1,362.51</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">$ 100,209.73</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Less 15 per cent retained pending completion of<br />contract</td> +<td class="right bb">15,031.46</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total payments to contractor to Nov. 30, 1918</td> +<td class="left"> </td> +<td class="right bb">$ 85,178.27</td> +</tr> + +<tr> +<td colspan="3" class="left">Total expended to November 30, 1918</td> +<td class="left"> </td> +<td class="right">$ 90,257.53</td> +</tr> + +</table> + + +<h4>Macadamizing—Cascade Locks to Hood River</h4> + +<p>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.</p> + +<p class='pagenum'><a name="Page_110" id="Page_110">[110]</a></p> + +<div class="figcenter"><a name="Fig19" id="Fig19"></a><img src="images/illo113.jpg" alt="ON THE COLUMBIA +RIVER HIGHWAY IN HOOD RIVER COUNTY TWO MILES EAST OF CASCADE LOCKS. GRADED AND GRAVELED IN 1917 AND 1918" /> +<p class="caption">ON THE COLUMBIA RIVER HIGHWAY<br />IN HOOD RIVER COUNTY TWO MILES +EAST OF CASCADE LOCKS.<br />GRADED AND GRAVELED IN 1917 AND 1918</p></div> + +<p class='pagenum'><a name="Page_111" id="Page_111">[111]</a></p> + +<h4><a href="#Fig02">Hood River Bridge</a></h4> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + + +<h4>Herman Creek Bridge</h4> + +<p>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.</p> + + +<h4>Gorton Creek Bridge</h4> + +<p>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.</p> + + +<h4>Hood River-Mosier Surveys</h4> + +<p>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.</p> + +<p>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.</p> + +<p>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<span +class='pagenum'><a name="Page_112" id="Page_112">[112]</a></span> +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.</p> + +<p>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.</p> + + +<h3>JACKSON COUNTY</h3> + +<div class="figcenter"><a name="Fig20" id="Fig20"></a><img src="images/illo115.jpg" alt="HEAVY GRADING ON +RUTHTON HILL IN HOOD RIVER COUNTY. CONSTRUCTED IN 1917 AND 1918" /> +<p class="caption">HEAVY GRADING ON RUTHTON HILL IN HOOD RIVER COUNTY.<br /> +CONSTRUCTED IN 1917 AND 1918</p></div> + +<p>The Highway Department expended in Jackson County during 1917 and +1918 the sum of $86,619.88. The work accomplished with this amount<span class='pagenum'><a name="Page_113" id="Page_113">[113]</a></span> +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.</p> + + +<h4>Ashland Hill Grading and Undercrossing</h4> + +<p>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.</p> + +<p>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 $9,768.88, and was paid entirely from State funds.</p> + +<h4 class="fsize80">COST STATEMENT ASHLAND HILL GRADING</h4> + +<table class="fsize80" summary="Table p113"> + +<tr> +<td colspan="2" class="left">Industrial insurance</td> +<td class="right">$ 156.27</td> +</tr> + +<tr> +<td colspan="2" class="left">Grading, labor, teams, material, etc.</td> +<td class="right">8,928.19</td> +</tr> + +<tr> +<td colspan="2" class="left">Explosives</td> +<td class="right">102.08</td> +</tr> + +<tr> +<td colspan="2" class="left">Concrete drainage structures</td> +<td class="right">14.70</td> +</tr> + +<tr> +<td colspan="2" class="left">Pipe culverts</td> +<td class="right">287.03</td> +</tr> + +<tr> +<td colspan="2" class="left">Irrigation flume diversions</td> +<td class="right bb">5.40</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total</td> +<td class="right">$ 9,493.67</td> +</tr> + +<tr> +<td colspan="2" class="left">Engineering</td> +<td class="right bb">275.21</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total cost</td> +<td class="right">$ 9,768.88</td> +</tr> + +</table> + + +<h4>Ashland Hill Paving</h4> + +<p>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<span class="enum">1</span>⁄<span class="denom">2</span> inches +thick at the sides and 6<span class="enum">1</span>⁄<span class="denom">2</span> inches thick at the center. +The mixture was a 1 : 2 : 3<span class="enum">1</span>⁄<span class="denom">2</span>, and a ratio of 5.6 gallons of water per sack of +cement was used.</p> + +<p>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.</p> + +<p>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.</p> + +<p class='pagenum'><a name="Page_114" id="Page_114">[114]</a></p> + +<div class="figcenter"><a name="Fig21" id="Fig21"></a><img src="images/illo117.jpg" alt="CONCRETE PAVEMENT +ON ASHLAND HILL IN JACKSON COUNTY, ON THE PACIFIC HIGHWAY NORTH OF ASHLAND. GRADED AND PAVED IN 1918" /> +<p class="caption">CONCRETE PAVEMENT ON ASHLAND HILL IN JACKSON COUNTY, ON THE PACIFIC HIGHWAY<br />NORTH OF ASHLAND. +GRADED AND PAVED IN 1918</p></div> + +<p><span class='pagenum'><a name="Page_115" id="Page_115">[115]</a></span>Continuous +forms were used on this work and <span class="enum">1</span>⁄<span class="denom">4</span>x4 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.</p> + +<p>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.</p> + +<p>The crusher and roller on this work were furnished by Jackson County +free of charge.</p> + +<p>Mr. J. M. Baker was superintendent of construction on this work.</p> + +<h4 class="fsize80">COST STATEMENT ASHLAND HILL PAVEMENT</h4> +<p class="center fsize80">4,200 feet 16′ Concrete Pavement<br /> +Built in 1918</p> + +<table class="fsize80" summary="Table p115"> + +<tr> +<td class="center">Quan-<br />tity</td> +<td colspan="2" class="center">Item</td> +<td class="center">Total<br />Cost</td> +<td class="center">Unit<br />Cost</td> +</tr> + +<tr> +<td class="right">7682</td> +<td colspan="2" class="left">sq. yds.—1 : 2 : 3<span class="enum">1</span>⁄<span +class="denom">2</span> Concrete Pavement Average<br />Thickness 6″</td> +<td class="right">$ 14,117.56</td> +<td class="right">$ 1.84</td> +</tr> + +<tr> +<td class="right">400</td> +<td colspan="2" class="left">cu. yds.—Crushed Gravel in Shoulders</td> +<td class="right">1,000.00</td> +<td class="right">2.50</td> +</tr> + +<tr> +<td class="right">1000</td> +<td colspan="2" class="left">pounds—Reinf. Steel</td> +<td class="right">70.00</td> +<td class="right">.07</td> +</tr> + +<tr> +<td class="right">2240</td> +<td colspan="2" class="left">lin. ft.—Expansion Joints</td> +<td class="right bb">89.60</td> +<td class="right">.04</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total Cost of Construction</td> +<td class="right">$ 15,277.16</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Engineering</td> +<td class="right bb">630.87</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Grand Total Cost</td> +<td class="right">$ 15,908.03</td> +<td class="left"> </td> +</tr> + +</table> + +<h4>Siskiyou Mountain Macadam</h4> + +<p>During the 1917 season, 6<span class="enum">1</span>⁄<span class="denom">2</span> miles of broken stone macadam was constructed +on the <a href="#Fig00">Pacific Highway in the Siskiyou Mountains</a>. 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.</p> + + +<h4><a name="AshlandKlamath" id="AshlandKlamath"></a>Survey—Ashland to Klamath Falls</h4> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p class='pagenum'><a name="Page_116" id="Page_116">[116]</a></p> + +<div class="figcenter"><a name="Fig22" id="Fig22"></a><img src="images/illo119.jpg" alt="ON THE PACIFIC HIGHWAY +SOUTH OF WOLF CREEK IN JOSEPHINE COUNTY. CONSTRUCTED IN 1917 AND 1918" /> +<p class="caption">ON THE PACIFIC HIGHWAY SOUTH OF WOLF CREEK IN JOSEPHINE COUNTY. CONSTRUCTED IN<br /> +1917 AND 1918</p></div> + +<p><span class='pagenum'><a name="Page_117" id="Page_117">[117]</a></span>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.</p> + +<p>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 8<span class="enum">1</span>⁄<span class="denom">2</span> hours by train +via Weed, California.</p> + +<p>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.</p> + + +<h3>JEFFERSON COUNTY</h3> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + + +<h3>JOSEPHINE COUNTY</h3> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p class='pagenum'><a name="Page_118" id="Page_118">[118]</a></p> + +<div class="figcenter"><a name="Fig23" id="Fig23"></a><img src="images/illo121.jpg" alt="ON THE WOLF CREEK-GRAVE +CREEK SECTION OF THE PACIFIC HIGHWAY IN JOSEPHINE COUNTY. GRADED IN 1918" /> +<p class="caption">ON THE WOLF CREEK-GRAVE CREEK SECTION OF THE PACIFIC HIGHWAY<br /> +IN JOSEPHINE COUNTY. GRADED IN 1918</p></div> + +<p class='pagenum'><a name="Page_119" id="Page_119">[119]</a></p> + + +<h4>Grading—Wolf Creek to Grave Creek</h4> + +<p>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.</p> + +<p>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.</p> + +<p>It is expected that this section will be macadamized during the 1919 +season.</p> + +<h4 class="fsize80">DETAILED EXPENDITURE STATEMENT—GRADING—WOLF CREEK TO<br /> +GRAVE CREEK</h4> + +<table class="fsize80" summary="Table p119"> + +<tr> +<td colspan="3" class="left">Engineering</td> +<td class="left"> </td> +<td class="right">$ 4,872.94</td> +</tr> + +<tr> +<td colspan="3" class="left">Culvert Pipe furnished by State</td> +<td class="left"> </td> +<td class="right">3,846.45</td> +</tr> + +<tr> +<td colspan="3" class="left">Payments to Contractor for Work as follows:</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Clearing and Grubbing</td> +<td class="right">$ 3,500.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Common Excavation, 29,426 cu. yds. at .45</td> +<td class="right">13,241.70</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Intermediate Excavation, 21,258 cu. yds. at .45</td> +<td class="right">9,566.10</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Solid Rock Excavation, 21,558 cu. yds. at $1.25</td> +<td class="right">26,947.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Overhaul, per 100 lin. ft., 6,767 cu. yds. at .02</td> +<td class="right">135.34</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">12″ Concrete Pipe, 1,077 lin. ft. at .55</td> +<td class="right">592.35</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">18″ Corr. Galv. Iron Pipe, 581.5 lin. ft. at .40</td> +<td class="right">232.60</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">24″ Corr. Galv. Iron Pipe, 162.5 lin. ft. at .50</td> +<td class="right">81.25</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">30″ Corr. Galv. Iron Pipe, 127.5 lin. ft. at .60</td> +<td class="right">76.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">36″ Corr. Galv. Iron Pipe, 166.5 lin. ft. at .75</td> +<td class="right">124.87</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Class “A” Concrete, 44.67 cu. yds. at $22.50</td> +<td class="right">1,005.07</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Class “C” Concrete, 66.72 cu. yds. at $18.00</td> +<td class="right">1,200.96</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">6″ Porous Drain Tile, 400 lin. ft. at .40</td> +<td class="right">160.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Trestle Timber, 45,968 f. b. m., at $45.00</td> +<td class="right">2,068.56</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Metal Reinforcement, 2,506 lbs. at .15</td> +<td class="right">375.90</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Extra Clearing, 1.75 acres at $100.00</td> +<td class="right">175.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Painting Railings on Coyote Creek and Dry Gulch<br />Bridges (Force Account)</td> +<td class="right">74.94</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Gravel Backfilling for Drain Tile (Force Account)</td> +<td class="right">23.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Culvert Pipe furnished by State</td> +<td class="right bb">3,846.45</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total Paid to Contractors</td> +<td class="left"> </td> +<td class="right bb">59,582.14</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total Cost of Work</td> +<td class="left"> </td> +<td class="right">$ 68,301.53</td> +</tr> + +</table> + + +<h4>Grading—Locust Hill Section</h4> + +<p>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.</p> + +<p>The necessary engineering supervision of this work was given by Mr. +J. E. Nelson, resident engineer of the Wolf Creek-Grave Creek Section.</p> + +<p class='pagenum'><a name="Page_120" id="Page_120">[120]</a></p> + +<h4 class="fsize80">DETAILED EXPENDITURE STATEMENT—GRADING LOCUST HILL<br /> +SECTION</h4> + +<table class="fsize80" summary="Table p120-1"> + +<tr> +<td colspan="3" class="left">Engineering</td> +<td class="left"> </td> +<td class="right">$ 162.88</td> +</tr> + +<tr> +<td colspan="3" class="left">Construction:</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Clearing and Grubbing</td> +<td class="right">$ 125.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Common Excavation, 692 cu. yds. at .53</td> +<td class="right">366.76</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Intermediate Excavation, 2,552 cu. yds. at .63</td> +<td class="right">1,607.76</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Solid Rock Excavation, 1,954 cu. yds. at $1.20</td> +<td class="right">2,344.80</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Overhaul per 100 lin. ft., 3,159 cu. yds. at .03</td> +<td class="right">94.77</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">12″ Plain Conc. Pipe, 168 lin. ft. at $1.00</td> +<td class="right bb">168.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right bb">4,707.09</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total Cost</td> +<td class="left"> </td> +<td class="right">$ 4,869.97</td> +</tr> + +</table> + + +<h4>County Construction—Locust Hill to Jackson County Line</h4> + +<p>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.</p> + +<p>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 +$8,500.00.</p> + +<p>The final estimate to Albert Anderson & Co., was as follows:</p> + +<h4 class="fsize80">FINAL ESTIMATE TO ALBERT ANDERSON—GRADING BETWEEN<br /> +LOCUST HILL AND JACKSON COUNTY LINE</h4> + +<table class="fsize80" summary="Table p120-2"> + +<tr> +<td colspan="2" class="left">Clearing, lump sum bid</td> +<td class="right">$ 800.00</td> +</tr> + +<tr> +<td colspan="2" class="left">Common Excavation, 3,887.1 cu. yds. at .43</td> +<td class="right">1,671.45</td> +</tr> + +<tr> +<td colspan="2" class="left">Intermediate Excavation, 3,931.3 cu. yds. at .63</td> +<td class="right">2,476.72</td> +</tr> + +<tr> +<td colspan="2" class="left">Solid Rock Excavation, 650.0 cu. yds. at $1.15</td> +<td class="right">747.50</td> +</tr> + +<tr> +<td colspan="2" class="left">12″ Plain Concrete Pipe, 320 lin. ft. at .90</td> +<td class="right">288.00</td> +</tr> + +<tr> +<td colspan="2" class="left">18″ Plain Concrete Pipe, 78 lin. ft. at $1.45</td> +<td class="right">113.10</td> +</tr> + +<tr> +<td colspan="2" class="left">24″ Plain Concrete Pipe, 56 lin. ft. at $2.10</td> +<td class="right">117.60</td> +</tr> + +<tr> +<td colspan="2" class="left">Class “C” Concrete, 14.94 cu. yds. at $14.50</td> +<td class="right">216.63</td> +</tr> + +<tr> +<td colspan="2" class="left">6″ Drain Tile, 100 lin. ft. at .22</td> +<td class="right">22.00</td> +</tr> + +<tr> +<td colspan="2" class="left">Run-of-bank Gravel, 6 cu. yds. at $1.35</td> +<td class="right">8.10</td> +</tr> + +<tr> +<td colspan="2" class="left">Overhaul, per 100 lin. ft., 730 cu. yds. at .02</td> +<td class="right bb">14.60</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total</td> +<td class="right">$ 6,475.70</td> +</tr> + +</table> + + +<h4>Survey—Wolf Creek to Grave Creek</h4> + +<p>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.</p> + +<p>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.</p> + +<p><span class='pagenum'><a name="Page_121" id="Page_121">[121]</a></span>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.</p> + +<p>The construction of this section, which was undertaken in the fall of +1917, is described in another article in this report.</p> + + +<h4>Survey—Wolf Creek to Stage Road Pass</h4> + +<div class="figcenter"><a name="Fig24" id="Fig24"></a><img src="images/illo124.jpg" alt="ON THE WOLF CREEK-GRAVE +CREEK SECTION OF THE PACIFIC HIGHWAY IN JOSEPHINE COUNTY. GRADED IN 1918" /> +<p class="caption">ON THE WOLF CREEK-GRAVE CREEK SECTION OF THE PACIFIC HIGHWAY<br /> +IN JOSEPHINE COUNTY. GRADED IN 1918</p></div> + +<p>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.</p> + +<p>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.</p> + + +<h4>Survey—Grants Pass to Grave Creek</h4> + +<p>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.</p> + +<p class='pagenum'><a name="Page_122" id="Page_122">[122]</a></p> + +<h3>KLAMATH COUNTY</h3> + +<p>In Klamath County the work of the Highway Commission to date has +been limited to surveys.</p> + +<p>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 <a href="#AshlandKlamath">Jackson County report</a>) was started and will +be continued to Klamath Falls in 1919.</p> + +<p>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.</p> + +<p>State surveys in this section were in charge of J. H. Scott, locating +engineer.</p> + + +<h3>LAKE COUNTY</h3> + + +<h4>Grading and Macadamizing Between Lakeview and Paisley</h4> + +<p>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.</p> + + +<h3>LANE COUNTY</h3> + + +<h4>Macadam—Latham to Divide</h4> + +<p>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.</p> + + +<h4>Divide Overcrossing</h4> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p class='pagenum'><a name="Page_123" id="Page_123">[123]</a></p> + +<h4>Survey—Goshen to Cottage Grove</h4> + +<p>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.</p> + + +<h3>LINCOLN COUNTY</h3> + + +<h4>Pioneer Mountain Grading</h4> + +<p>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.</p> + + +<h4>Bridge Surveys</h4> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + + +<h4>Neskowin-Salmon River Survey</h4> + +<p>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.</p> + +<p>The total length of the survey was eight miles. Mr. J. H. Scott was in +charge of the work as locating engineer.</p> + + +<h3>LINN COUNTY</h3> + + +<h4>Albany-Jefferson Survey</h4> + +<p>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<span class='pagenum'><a name="Page_124" id="Page_124">[124]</a></span> +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.</p> + +<p>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.</p> + +<p>It is expected that the Albany-Jefferson Section will be graded and +paved during the 1919 season.</p> + + +<h3>MALHEUR COUNTY</h3> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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 $14,420.00.</p> + +<p>The following statement shows the amounts appropriated for expenditure +in 1919:</p> + +<table class="fsize80" summary="Table p124"> + +<tr> +<td class="center">Section</td> +<td class="center">State<br />Funds</td> +<td class="center">County<br />Funds</td> +<td class="center">Government<br />Funds</td> +<td class="center">Totals</td> +</tr> + +<tr> +<td class="left">Cow Valley-Brogan Section</td> +<td class="right">$ 20,000.00</td> +<td class="right">$ 13,958.00</td> +<td class="right">$ 20,000.00</td> +<td class="right">$ 53,958.00</td> +</tr> + +<tr> +<td class="left">Burrell-Vale Section</td> +<td class="right">20,000.00</td> +<td class="right">14,420.00</td> +<td class="right">20,000.00</td> +<td class="right">54,420.00</td> +</tr> + +</table> + +<p>Both of the above mentioned sections are Post Road Projects. Negotiations +with the U. S. Public Roads Office are under way for the grading<span class='pagenum'><a name="Page_125" id="Page_125">[125]</a></span> +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.</p> + + +<h4>Survey of John Day Highway—Cow Valley-Brogan Section</h4> + +<p>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.</p> + + +<h4>Survey of the Central Oregon Highway—Burrell Ranch-Vale Section</h4> + +<p>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.</p> + +<p>The survey is in charge of R. H. Coppock, locating engineer.</p> + + +<h4>Reconnaissance Survey of Central Oregon Highway and Jordan +Valley Road</h4> + +<p>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.</p> + +<p>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.</p> + + +<h3>MARION COUNTY</h3> + +<h4>Salem-Aurora Paving</h4> + +<p>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.</p> + +<p class='pagenum'><a name="Page_126" id="Page_126">[126]</a></p> + +<div class="figcenter"><a name="Fig25" id="Fig25"></a><img src="images/illo129.jpg" alt="INTERCOUNTY BRIDGE +OVER THE WILLAMETTE AT SALEM. BUILT BY MARION AND POLK COUNTIES IN 1917 AND 1918. COST $250,000.00. TOTAL LENGTH 2,220 FEET" /> +<p class="caption">INTERCOUNTY BRIDGE OVER THE WILLAMETTE AT SALEM.<br />BUILT BY MARION AND POLK COUNTIES IN 1917 AND 1918.<br /> +COST $250,000.00. TOTAL LENGTH 2,220 FEET.</p></div> + +<p>With a view to securing the approval of this project by the Federal +Office of Public Roads, and to undertaking the construction during +the<span class='pagenum'><a name="Page_127" id="Page_127">[127]</a></span> +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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + + +<h4>The Salem Bridge</h4> + +<p>The <a href="#Fig25">new bridge</a> 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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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<span class='pagenum'><a name="Page_128" id="Page_128">[128]</a></span> +point of future scour, and carry the loads entirely upon piling. The two +channel piers were sunk about thirty-five feet below low water.</p> + +<p>The west approach is carried on fir piling treated in an open vat with +carbolineum to a temperature of about 220 degrees F.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + + +<h4>Surrey—Salem to Jefferson</h4> + +<p>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:</p> + +<table class="ind10" summary="Table p128"> + +<tr> +<td colspan="2" class="left">Via Turner and Marion:</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Length, 22.5 miles.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Railroad grade crossings, 5 with main line of Southern Pacific.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Bridges, 9.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Overflow, long stretches.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Light grades—very little rise and fall.</td> +</tr> + +<tr> +<td colspan="2" class="left">Via Liberty and Ankeny Hill:<span class='pagenum'><a name="Page_129" id="Page_129">[129]</a></span></td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Length, 18.6 miles.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">No railroad crossings.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Bridges, small.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Undulating steep grades—heavy work to cut to 5 per cent or extensive alignment changes +involving added distance.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">New right of way required through valuable orchard property.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Present road macadamized or graveled entire length.</td> +</tr> + +<tr> +<td colspan="2" class="left">Jackson Hill Route:</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Length, 17 miles.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">No railroad crossings.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Bridges, small.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Five per cent grades.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Good alignment. Low summit obtained by alignment change going to the east of Jackson Hill, involving +two miles of new construction.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Right of way required—unimproved except in one instance.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Direct route.</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Present road macadamized or graveled except for five miles.</td> +</tr> + +</table> + +<p>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.</p> + + +<h3>MORROW COUNTY</h3> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p><span class='pagenum'><a name="Page_130" id="Page_130">[130]</a></span>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.</p> + + +<h4>Heppner Grading—Oregon-Washington Highway</h4> + +<p>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.</p> + +<p>The County paid the total cost of this improvement which required +$5,689.19. The State Department supplied the engineering supervision for +this work through R. H. Baldock, resident engineer.</p> + +<p>Following is a statement of construction quantities:</p> + +<table class="fsize80" summary="Table p130-1"> + +<tr> +<td colspan="3" class="center"><b>HEPPNER EAST</b></td> +</tr> + +<tr> +<td colspan="2" class="left">Common Excavation, 1,190 cu. yds. at. 43</td> +<td class="right">$ 502.53</td> +</tr> + +<tr> +<td colspan="2" class="left">Culverts</td> +<td class="right bb">216.35</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total</td> +<td class="right">718.88</td> +</tr> + +<tr> +<td colspan="3" class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="center"><b>HEPPNER WEST</b></td> +</tr> + +<tr> +<td colspan="2" class="left">Common Excavation, 850 cu. yds. at .48</td> +<td class="right">$ 407.01</td> +</tr> + +<tr> +<td colspan="2" class="left">Intermediate Excavation, 2,150 cu. yds. at $1.11</td> +<td class="right">2,385.30</td> +</tr> + +<tr> +<td colspan="2" class="left">Culverts</td> +<td class="right bb">2,178.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total</td> +<td class="right">$ 4,970.31</td> +</tr> + +</table> + + +<h4>Jones Hill Grading</h4> + +<p>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.</p> + +<p>R. H. Baldock, resident engineer for the State Highway Department, +was the engineer in charge.</p> + +<p>Construction quantities are shown in the following statement:</p> + +<table class="fsize80" summary="130-2"> + +<tr> +<td colspan="2" class="left">Rock Excavation, 6,200 cu. yds. at $3.98</td> +<td class="right">$ 18,504.26</td> +</tr> + +<tr> +<td colspan="2" class="left">Common Excavation, 7,300 cu. yds. at .59</td> +<td class="right">4,350.00</td> +</tr> + +<tr> +<td colspan="2" class="left">Culverts</td> +<td class="right bb">2,200.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total cost</td> +<td class="right">$ 25,054.26</td> +</tr> + +</table> + + +<h4>Heppner Macadam</h4> + +<p>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.</p> + +<p>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.</p> + +<p class='pagenum'><a name="Page_131" id="Page_131">[131]</a></p> + + +<h3>MULTNOMAH COUNTY</h3> + +<p>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.</p> + +<p>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.</p> + +<p>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:</p> + +<h4 class="fsize80">COLUMBIA RIVER HIGHWAY, EAST 82D STREET VIA SANDY ROAD TO<br /> +HOOD RIVER COUNTY LINE</h4> + +<table class="fsize80" summary="Table p131-1"> + +<tr> +<td colspan="2" class="center bt2 bb br">Section</td> +<td class="center bt2 bb br">Miles</td> +<td class="center bt2 bb br">Pavement</td> +<td class="center bt2 bb br">Grading</td> +<td class="center bt2 bb br">Bridges</td> +<td class="center bt2 bb">Total</td> +</tr> + +<tr> +<td colspan="2" class="left br">Sandy Road to<br />Troutdale</td> +<td class="right br">10.29</td> +<td class="right br">$ 183,001.41</td> +<td class="right br">$ 5,000.00</td> +<td class="right br">$ 14,845.33</td> +<td class="right">$ 202,846.74</td> +</tr> + +<tr> +<td colspan="2" class="left br">Sandy Cut-off to Auto<br />Club Bridge</td> +<td class="right br">2.47</td> +<td class="right br">47,506.74</td> +<td class="right br">94,389.04</td> +<td class="ellips br">...</td> +<td class="right">141,895.78</td> +</tr> + +<tr> +<td colspan="2" class="left br">Columbia River Highway<br />to County Line</td> +<td class="right br">26.68</td> +<td class="right br">495,507.75</td> +<td class="right br">601,012.13</td> +<td class="right br">169,586.71</td> +<td class="right">1,266,106.59</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left br bb">Totals</td> +<td class="right br bb">39.44</td> +<td class="right br bb">$ 726,015.90</td> +<td class="right br bb">$ 700,401.17</td> +<td class="right br bb">$ 184,432.04</td> +<td class="right bb">$ 1,610,849.11</td> +</tr> + +<tr> +<td colspan="6" class="left">Total Construction Cost</td> +<td class="right">$ 1,610,849.11</td> +</tr> + +<tr> +<td colspan="6" class="left">Engineering</td> +<td class="right bb">72,004.95</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="5" class="left">Grand Total</td> +<td class="right">$ 1,682,854.06</td> +</tr> + +</table> + +<h4 class="fsize80">VISTA HOUSE AT CROWN POINT</h4> + +<table class="fsize80" summary="Table p131-2"> + +<tr> +<td colspan="2" class="left">Building</td> +<td class="right">$ 68,314.36</td> +</tr> + +<tr> +<td colspan="2" class="left">Retaining Walls and Pavement</td> +<td class="right bb">30,833.69</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total</td> +<td class="right">$ 99,148.05</td> +</tr> + +</table> + +<h4 class="fsize80">ST. HELENS ROAD, PORTLAND TO COLUMBIA COUNTY LINE<br /> +LENGTH, 16 MILES</h4> + +<table class="fsize80" summary="Table p131-2"> + +<tr> +<td colspan="2" class="left br bt2 bb"> </td> +<td class="center br bt2 bb">1915</td> +<td class="center br bt2 bb">1916</td> +<td class="center br bt2 bb">1917</td> +<td class="center br bt2 bb">1918</td> +<td class="center bt2 bb">Totals</td> +</tr> + +<tr> +<td colspan="2" class="left br">Regrade and Macadam</td> +<td class="ellips br">...</td> +<td class="right br">$ 35,330.82</td> +<td class="right br">$ 16,444.10</td> +<td class="ellips br">...</td> +<td class="right">$ 51,774.92</td> +</tr> + +<tr> +<td colspan="2" class="left br">Hard Surface</td> +<td class="right br">$ 80,944.11</td> +<td class="right br">4,111.79</td> +<td class="right br">200,047.81</td> +<td class="right br">41,393.37</td> +<td class="right">326,497.08</td> +</tr> + +<tr> +<td colspan="2" class="left br">Shoulders</td> +<td class="ellips br">...</td> +<td class="right br">5,081.80</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">5,031.80</td> +</tr> + +<tr> +<td colspan="2" class="left br">Drainage</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">5,022.19</td> +<td class="ellips br">...</td> +<td class="right">5,022.19</td> +</tr> + +<tr> +<td colspan="2" class="left br">Bridges</td> +<td class="ellips br">...</td> +<td class="right br">28,591.39</td> +<td class="right br">14,203.21</td> +<td class="ellips br">...</td> +<td class="right">42,794.60</td> +</tr> + +<tr> +<td colspan="2" class="left br">Right of Way and<br />Miscellaneous</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">2,538.06</td> +<td class="ellips br">...</td> +<td class="right">2,538.06</td> +</tr> + +<tr> +<td colspan="2" class="left br">Engineering,<br />Superintendence<br />and Overhead</td> +<td class="right br bb">3,500.00</td> +<td class="right br bb">3,400.00</td> +<td class="right br bb">16,667.87</td> +<td class="right br bb">2,000.00</td> +<td class="right bb">25,567.87</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left br bb">Total</td> +<td class="right br bb">$ 84,444.11</td> +<td class="right br bb">$ 76,465.80</td> +<td class="right br bb">$ 254,933.24</td> +<td class="right br bb">$ 43,393.37</td> +<td class="right bb">$ 459,226.52</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_132" id="Page_132">[132]</a></p> + +<h4 class="fsize80">SUMMARY</h4> + +<table class="fsize80" summary="Table p131-2"> + +<tr> +<td colspan="2" class="left">Pavement</td> +<td class="right">$ 326,497.08</td> +</tr> + +<tr> +<td colspan="2" class="left">Bridges</td> +<td class="right">42,794.60</td> +</tr> + +<tr> +<td colspan="2" class="left">Grading</td> +<td class="right">64,366.97</td> +</tr> + +<tr> +<td colspan="2" class="right">Engineering and Overhead</td> +<td class="right bb">25,567.87</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Grand Total</td> +<td class="right">$ 459,226.52</td> +</tr> + +</table> + + +<h3>POLK COUNTY</h3> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + + +<h3>SHERMAN COUNTY</h3> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + + +<h4>The Deschutes River Bridge.</h4> + +<p>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.</p> + +<p><span class='pagenum'><a name="Page_133" id="Page_133">[133]</a></span>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.</p> + +<p>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.</p> + + +<h4>Columbia River Highway Survey</h4> + +<p>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.</p> + + +<h4>John Day Bridge</h4> + +<p>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.</p> + +<p>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.</p> + + +<h3>TILLAMOOK COUNTY</h3> + + +<h4>Paving—Tillamook South</h4> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p><span class='pagenum'><a name="Page_134" id="Page_134">[134]</a></span>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 $74,925.00.</p> + +<p>Mr. C. W. Wanzer was in charge of this work as resident engineer.</p> + +<h4 class="fsize80">DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918—<br />GRADING +AND PAVING—TILLAMOOK SECTION</h4> + +<table class="fsize80" summary="Table p134"> + +<tr> +<td colspan="4" class="left">Engineering</td> +<td class="left"> </td> +<td class="right">$ 6,391.47</td> +</tr> + +<tr> +<td colspan="4" class="left">Contract Construction Work as follows—</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Common Excavation, 10,835.3 Cu. Yds. at 60c</td> +<td class="right">$ 6,501.18</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Intermediate Excavation, 1,959.5 Cu. Yds. at 90c</td> +<td class="right">1,763.55</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Overhaul, per 100 Lin. ft., 6,314.8 Cu. Yds. at 2c</td> +<td class="right">126.30</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">12-inch Reinf. Conc. Pipe (Placing only) 84 Lin. ft. at 48c</td> +<td class="right">40.32</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">18-inch Reinf. Conc. Pipe (Placing only) 607 Lin. ft.<br />at 78c</td> +<td class="right">473.46</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">24-inch Reinf. Conc. Pipe (Placing only) 384 Lin. ft.<br />at $1.16</td> +<td class="right">445.44</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">36-inch Reinf. Conc. Pipe (Placing only) 64 Lin. ft.<br />at $1.80</td> +<td class="right">115.20</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Clearing and Grubbing (Force Account)</td> +<td class="right">543.75</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Moving Fences (Force Account)</td> +<td class="right">4.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Standard Bitulithic Pavement, 47,555.5 Sq. Yds. at $1.42</td> +<td class="right">67,528.81</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Broken Stone Loose measure, 8,840 Cu. Yds. at $2.20</td> +<td class="right">19,448.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Crushed Stone Shoulders, 7,466 Lin. ft. at 6c</td> +<td class="right bb">447.96</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Total Amount Earned by Contractors to Nov. 30,<br />1918</td> +<td class="right">97,437.97</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td colspan="2" class="left">Less 15% retained pending completion</td> +<td class="right bb">14,615.69</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="4" class="left">Total Payments to Contractor to November 30, 1918</td> +<td class="left"> </td> +<td class="right bb">82,822.28</td> +</tr> + +<tr> +<td colspan="4" class="left">Total Expenditure to November 30, 1918</td> +<td class="left"> </td> +<td class="right">89,213.75</td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Paid by State</td> +<td class="right">63,203.90</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="3" class="left">Paid by County</td> +<td class="right bb">26,009.85</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total</td> +<td class="right">$ 89,213.75</td> +<td class="left"> </td> +</tr> + +</table> + +<h4>Three Rivers Forest Project</h4> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>Mr. J. M. Baker is superintendent of construction on this work.</p> + +<p class='pagenum'><a name="Page_135" id="Page_135">[135]</a></p> + + +<h4>Tillamook-Cloverdale Survey</h4> + +<p>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.</p> + + +<h3>UMATILLA COUNTY</h3> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>In 1917 and 1918 the State Highway Department expended $162,625.56 +in constructing eleven miles of pavement near Pendleton. The cost of +maintenance on this road has been divided equally between the State +and County.</p> + +<p>Funds were set aside by the State Highway Commission in 1917 to +macadamize the 40 mile section of Old Oregon Trail from Pendleton west to +the Morrow County line. War conditions caused a postponement of this +improvement. The funds are still intact and work will proceed as soon as +conditions will permit. Following are statements showing amounts of +State funds expended in Umatilla County and funds appropriated to be +expended in 1919.</p> + +<table class="fsize80" summary="Table p135"> + +<tr> +<td class="left">Expended in 1917 and 1918 for paving on Wild Horse Road and<br />Pendleton-Reith Section</td> +<td class="right">$ 162,626.56</td> +</tr> + +<tr> +<td class="left">Appropriated to be expended in 1919 on macadamizing Old Oregon<br />Trail from +Pendleton to Morrow County line near Umatilla</td> +<td class="right">180,000.00</td> +</tr> + +</table> + + +<h4>Wild Horse Paving</h4> + +<p>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<span +class='pagenum'><a name="Page_136" id="Page_136">[136]</a></span> +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.</p> + +<p>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.</p> + +<div class="figcenter"><a name="Fig26" id="Fig26"></a><img src="images/illo139.jpg" alt="ON THE PAVED ROAD BETWEEN PENDLETON +AND ADAMS IN UMATILLA COUNTY. PAVED IN 1917" /> +<p class="caption">ON THE PAVED ROAD BETWEEN PENDLETON AND ADAMS IN UMATILLA<br /> +COUNTY. PAVED IN 1917</p></div> + +<p>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:</p> + +<h4 class="fsize80">DETAILED COST STATEMENT—WILD HORSE PAVING</h4> + +<table class="fsize80" summary="Table p136"> + +<tr> +<td colspan="2" class="left">Standard Bitulithic Pavement, 103,543.79 sq. yds. at $1.29</td> +<td class="right">$ 133,571.49</td> +</tr> + +<tr> +<td colspan="2" class="left">Broken Stone loose measure. 10,994.8 cu. yds. at $1.87</td> +<td class="right">20,560.28</td> +</tr> + +<tr> +<td colspan="2" class="left">Crushed stone. 115,600 lin. ft. at 5c</td> +<td class="right">5,780.00</td> +</tr> + +<tr> +<td colspan="2" class="left">Extra work on road approaches</td> +<td class="right bb">104.91</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">$ 160,016.68</td> +</tr> + +<tr> +<td colspan="2" class="left">Engineering and Inspection</td> +<td class="right bb">2,609.88</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total</td> +<td class="right">$ 162,626.56</td> +</tr> + +</table> + + +<h4>Wild Horse Grading</h4> + +<p>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.</p> + +<p><span class='pagenum'><a name="Page_137" id="Page_137">[137]</a></span>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 $9,975.00. Oscar Cutler of the State Highway Department +was resident engineer in charge.</p> + + +<h4>Pendleton-Pilot Rock Section—Grading and Macadamizing</h4> + +<p>Upon the completion of the survey by the State Highway Department of +the section of the Oregon-Washington Highway between Pendleton and +Pilot Rock, the Umatilla County Court started grading. Where the construction +is light the road grader was used to great advantage. Through +the aid of the Division Office of the State Department new right-of-way +was secured in some places and the alignment of the road naturally +improved.</p> + +<p>During September and October, 1918, the section between Pendleton and +the County Poor Farm was graded and macadamized on a six per cent +development over Grave Yard Hill. This work, both grading and macadamizing +is of excellent character and will soon be opened to traffic. W. C. +Crews, engineer for the State Department made the relocation on this section +and was resident engineer during construction. The following is a +statement showing quantities and total and unit costs:</p> + +<table class="fsize80" summary="Table p137"> + +<tr> +<td colspan="2" class="center">Item and quantity</td> +<td class="center">Total<br />cost</td> +<td class="center">Unit<br />cost</td> +</tr> + +<tr> +<td colspan="2" class="left">Excavation, 4,795 cu. yds</td> +<td class="right">$ 3,164.70</td> +<td class="right">$ .66</td> +</tr> + +<tr> +<td colspan="2" class="left">Gravel, 2,000 cu. yds</td> +<td class="right">2,600.00</td> +<td class="right">1.30</td> +</tr> + +<tr> +<td colspan="2" class="left">Concrete Bridge</td> +<td class="right bb">1,600.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total cost</td> +<td class="right">$ 7,364.70</td> +</tr> + +</table> + +<p>An additional four miles from the County Poor Farm south was graveled +by the County with an expenditure of $2,000.00.</p> + + +<h4>Survey of Columbia River Highway and Old Oregon Trail</h4> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + + +<h4>Survey of Oregon-Washington Highway</h4> + +<p>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.</p> + +<p class='pagenum'><a name="Page_138" id="Page_138">[138]</a></p> + + +<h3>UNION COUNTY</h3> + +<p>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.</p> + +<p>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.</p> + +<p>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.</p> + +<p>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 $3,000 from the County.</p> + +<p>The following summary shows for each project amounts expended to +date and funds set aside to be expended during 1919:</p> + +<table class="fsize80" summary="Table p138"> + +<tr> +<td colspan="6" class="center h4"><b>EXPENDED IN 1917 AND 1918</b></td> +</tr> + +<tr> +<td colspan="2" class="left br bb bt2"> </td> +<td class="center br bb bt2">State<br />Funds</td> +<td class="center br bb bt2">County<br />Funds</td> +<td class="center br bb bt2">Govern-<br />ment<br />Funds</td> +<td class="center bb bt2">Total</td> +</tr> + +<tr> +<td colspan="2" class="left br">Union Telocaset</td> +<td class="right br">$ 16,642.29</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">$ 16,642.29</td> +</tr> + +<tr> +<td colspan="2" class="left br">Elgin-Minam</td> +<td class="right br">3,838.44</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">3,838.44</td> +</tr> + +<tr> +<td colspan="2" class="left br">La Grande-Hot Lake</td> +<td class="right br bb">5,000.00</td> +<td class="right br bb">$ 3,000.00</td> +<td class="ellips br bb">...</td> +<td class="right bb">8,000.00</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left br bb">Total</td> +<td class="right br bb">$ 25,480.73</td> +<td class="right br bb">$ 3,000.00</td> +<td class="ellips br bb">...</td> +<td class="right bb">$ 28,480.73</td> +</tr> + +<tr> +<td colspan="6" class="left"> </td> +</tr> + +<tr> +<td colspan="6" class="center h4"><b>APPROPRIATED FOR EXPENDITURE IN 1919</b></td> +</tr> + +<tr> +<td colspan="2" class="left bt2 bb br"> </td> +<td class="center bt2 bb br">State<br />Funds</td> +<td class="center bt2 bb br">County<br />Funds</td> +<td class="center bt2 bb br">Govern-<br />ment<br />Funds</td> +<td class="center bt2 bb">Total</td> +</tr> + +<tr> +<td colspan="2" class="left br">Union Telocaset</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right br">$ 15,000.00</td> +<td class="right">$ 15,000.00</td> +</tr> + +<tr> +<td colspan="2" class="left br">Elgin-Minam</td> +<td class="right br">$ 16,737.06</td> +<td class="ellips br">...</td> +<td class="right br">20,575.50</td> +<td class="right">37,312.56</td> +</tr> + +<tr> +<td colspan="2" class="left br">La Grande-Hot Lake</td> +<td class="right br bb">50,000.00</td> +<td class="right br bb">$ 3,000.00</td> +<td class="ellips br bb">...</td> +<td class="right bb">53,000.00</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left br bb">Total</td> +<td class="right br bb">$ 66,737.06</td> +<td class="right br bb">$ 3,000.00</td> +<td class="right br bb">$ 35,575.50</td> +<td class="right bb">$ 105,312.56</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_139" id="Page_139">[139]</a></p> + +<p>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.</p> + + +<h4><a name="UnionTelocaset" id="UnionTelocaset"></a>Union-Telocaset Section Grading</h4> + +<p>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.</p> + + +<h4>Elgin-Minam Section</h4> + +<p>The State Highway Commission opened bids on the grading of a 9.37 +mile section between Elgin and Minam Hill. In the letting of this work +they experienced the same difficulty as with the Union-Telocaset work. +(See report on the <a href="#UnionTelocaset">Union-Telocaset grading</a>). The subsequent action of the +State Highway Commission in taking the contract over to be done by State +forces resulted in work starting in August, 1918. Owing to weather and soil +conditions work on this section has closed down for the winter. The amount +expended is $3,838.44 and the total estimated cost is $41,151.00. Mr. R. A. +Pratt, resident engineer for the State Highway Department was in charge +of this work and Mr. C. A. Dunn was superintendent.</p> + + +<h4>La Grande-Hot Lake Grading</h4> + +<p>In November, 1917, the State Highway Department appropriated +$5,000.00 to co-operate on the grading of that section of the Old Oregon Trail +between Hot Lake and La Grande. Grading work started within the month +and two miles were graded when work was closed for the winter.</p> + +<p>This work was continued during the present season and up to November +30, about five miles of grade had been completed. In addition to the +$5,000.00 of State money the County has expended about $3,000.00. It will +require about $3,000.00 to complete the grading and an additional $5,500.00 +for bridges. The bridge plans call for concrete structures.</p> + + +<h4>Survey of the Old Oregon Trail, Union County</h4> + +<p>The State Highway Department has made a location survey of 45.26 +miles of the Old Oregon Trail in Union County. The survey begins at the +Union-Umatilla County Line near Kamela and continues through La Grande, +Hot Lake and Union and ends at Telocaset. Office plans are complete for +most of this work. Locating engineer D. D. Glass made the survey from +La Grande to Telocaset and R. H. Baldock, locating engineer, was in charge +of the work between Kamela and La Grande.</p> + +<p class='pagenum'><a name="Page_140" id="Page_140">[140]</a></p> + + +<h4>Survey of La Grande-Joseph Highway, Union County</h4> + +<p>In 1917 a final location survey was made from La Grande to Minam, a +distance of 38.28 miles. D. G. Glass, locating engineer for the State +Department, was in charge of the crews. Beginning at La Grande the line +runs through Island City, and Elgin and ends at Minam at the confluence +of the Minam and Wallowa Rivers. Plans for this work are practically +complete. The location from Island City to Elgin is to be reconsidered +with the view of making some changes in the route.</p> + +<div class="figcenter"><a name="Fig27" id="Fig27"></a><img src="images/illo143.jpg" alt="A SURVEY CAMP IN EASTERN OREGON" /> +<p class="caption">A SURVEY CAMP IN EASTERN OREGON</p></div> + + +<h4>Union-Telocaset Post Road Project</h4> + +<p>A co-operative agreement between the State and Government provides +for the construction of a portion of the Old Oregon Trail between Union and +Telocaset. This section, six miles in length, begins at Union and follows up +Pyles Canyon near the location of the present road to a point 1.5 miles +north of Telocaset.</p> + +<p>The total estimated cost of this project is $30,000.00 making $15,000.00 +to be paid by each the State and Government. Union County joins in the +co-operation of the work, in case the total cost exceeds the amount stipulated +in the Federal agreement. If the total cost should exceed the estimate +given in the project agreement, the County agrees to pay the full amount of +such cost.</p> + +<p>Work was started on this section August, 1918, and $20,575.50 had been +expended to November 30. R. A. Pratt is resident engineer for the Department. +The work is being done by the State forces under the supervision of +C. A. Dunn, assistant engineer.</p> + +<p class='pagenum'><a name="Page_141" id="Page_141">[141]</a></p> + +<h4>Elgin-Minam Post Road Project</h4> + +<p>The State Highway Commission secured an agreement with the U. S. +Office of Public Roads providing for the construction of a 9.37 mile section +of the La Grande-Joseph Highway. The survey for this improvement begins +at Elgin and follows east in the direction of the present road to the top of +Minam Hill.</p> + +<p>It is estimated that this work will cost $41,151.00 or $20,575.50 for each +the State and Government. In case the cost of this work exceeds the +estimate shown in the project agreement, the County agrees to pay such +cost. In this manner Union County is co-operating in this improvement.</p> + +<p>Work opened up here in August under the supervision of C. A. Dunn, +assistant engineer, for the Department. State forces are employed on +force account basis. The expenditures to November 30 amount to $3,838.44, +and the project is about 10% completed. R. A. Pratt is resident engineer +for the State Department.</p> + + +<h3>WALLOWA COUNTY</h3> + +<p>Wallowa County’s road problem is entirely local in character as this +district is not touched by a trunk road of the State system. Some very good +natural roads are found in this district, while others are very bad. The +latter designation applies more especially to some of the mountain roads, +which are extremely narrow and very dangerous.</p> + +<p>The La Grande-Joseph Highway is very important locally, since it is the +only road connecting the valley with outside points. The people in general +are very much interested in highway possibilities, but the County funds have +proven inadequate to make much of a showing towards permanent work. +Most of the available County funds are required for maintenance of the +existing roads, many of which extend through mountainous areas. Additional +State aid is much needed if any substantial improvements are +hoped for.</p> + +<p>A general reconnaissance survey was made in October, 1918, by the State +Highway Department from Elgin to Joseph. The purpose was to gather +general information for the use of the State Highway Commission. This +survey was made by M. O. Bennett, division engineer for Eastern Oregon.</p> + +<p>During this visit the matter of Post Road Aid was taken up with the +County authorities. It was understood that the County would make application +at once, but it appears that no further action was taken.</p> + +<p>The State Highway Commission has extended aid to Wallowa County by +co-operating on the Flora-Enterprise Forest Road and also helped to secure +Government aid on the same project. The County made an appropriation +to help in the construction of this road. Work is in progress on this road +under the direction of the U. S. Office of Public Roads. The following +statement shows the estimate cost and segregation of funds:</p> + +<table class="fsize80" summary="Table p141"> + +<tr> +<td colspan="2" class="left">State appropriation</td> +<td class="right">$ 12,324.00</td> +</tr> + +<tr> +<td colspan="2" class="left">Federal appropriation</td> +<td class="right">12,324.00</td> +</tr> + +<tr> +<td colspan="2" class="left">County appropriation</td> +<td class="right bb">5,000.00</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Total estimated cost</td> +<td class="right">$ 29,648.00</td> +</tr> + +</table> + +<p class='pagenum'><a name="Page_142" id="Page_142">[142]</a></p> + + +<h3>WASCO COUNTY</h3> + + +<h4>The Dalles-Three Mile Post Road Project</h4> + +<p>An appropriation has been made, by the State Highway Department, +from the Post Road Fund for co-operation in the paving of a two mile section +of The Dalles-California Highway between the east city limits of The +Dalles and Three Mile Creek.</p> + +<p>A project statement has been prepared, requesting $14,830.00 from the +U. S. Office of Public Roads. The State will supply a like amount and +Wasco County $4,000.00. This makes a total of $33,660.00 which is the +estimated cost of the project.</p> + +<p>The present gravel road will serve as a base for the pavement which is +to be 16 feet wide. The improvement will include re-ditching of the road +bed and the installation of culvert pipe in several places.</p> + +<p>It is planned that work will start early in 1910.</p> + + +<h4>The Pine Hollow-Kingsley Post Road Project</h4> + +<p>The section of The Dalles-California Highway in Wasco County between +Pine Hollow, near Dufur, and Kingsley is designated by the State Highway +Commission as a Post Road. This section is 4.0 miles long and follows near +the line of the present road. The project begins at the road forks 2<span class="enum">1</span>⁄<span class="denom">4</span> +miles south of Dufur and ends at a point on the present road 1<span class="enum">1</span>⁄<span class="denom">2</span> miles +north of Kingsley.</p> + +<p>The plans provide for the grading of the road bed, the estimated cost of +which is $14,500. The State and Government are each requested to appropriate +$2,500.00 and the County will expend $9,500.00. It is expected this +work will be done in 1919.</p> + + +<h4>Antelope Grade Post Road Project</h4> + +<p>The State Highway Commission has designated as a Post Road a three +mile section of The Dalles-California Highway immediately north of +Antelope. This is known as the Antelope Grade Section. The new road will +be a 6% grade along near the present road.</p> + +<p>The total estimated cost of grading to standard width and properly +draining is $30,000.00; and the funds are to be provided as follows: State +$2,500.00; Government, $2,500.00; and Wasco County, $25,000.00.</p> + +<p>It is hoped this work will start early in 1919.</p> + + +<h4>Survey—Seufert to the Deschutes River</h4> + +<p>A survey was made in April, 1918, for the Columbia River Highway +between Seufert and the Deschutes River, along the river for the purpose +of comparison with a previous survey over the hill, conforming closely to +the present road.</p> + +<p>This route, which was subsequently adopted, has a summit of 210 feet +against 780 feet on the hill route, and a length of 12.8 miles, a saving of 2.7 +miles in distance. Between The Dalles and Seufert about two miles was +graded to standard width and grade in 1917. The proposed route follows +close to the railroad, which is crossed near Big Eddy on a proposed overhead +bridge and utilizes the old State Portage Railroad roadbed, as well<span class='pagenum'><a name="Page_143" id="Page_143">[143]</a></span> +as the already graded bank of the Government canal. Near Celilo, another +overhead crossing of the O.-W. R. R. & N. Co. tracks is proposed, and from +this point to the Deschutes River the highway is located between the Oregon +Trunk Railroad and the O.-W. R. R. & N. Co., using about two miles of +abandoned railroad roadbed.</p> + +<p>This improvement requires only very light construction, except for short +distances, and it is believed it can be kept free from drifting blow sand by +the use of sand fences, as the Portage Railroad is used where the sand is +the worst, and this was kept open with very little maintenance. With a +smooth roadbed, and with nothing to cause drifting, it is thought that the +maintenance on this account will be negligible.</p> + +<p>The route is attractive, as it makes available at close range the Locks +at Big Eddy, the Celilo Canal, and the magnificent Celilo Falls. The estimated +cost of this project is $142,500.00. It is proposed to include this +project in the 1919 program.</p> + + +<h4>Deschutes River Bridge.</h4> + +<p>Among the bridges expected to be built in the near future is the proposed +reinforced concrete arch bridge over the Deschutes river at Miller, +about a mile above the river’s mouth. This will be a State and Inter-county +structure, and will connect Sherman and Gilliam Counties on the Columbia +River Highway, and will be located a few hundred feet below the present +old wooden toll bridge which it will replace.</p> + +<p>The design, which is practically completed, contemplates seven arch +spans aggregating 580 feet in length with a filled approach at either end. +The estimated cost of the bridge is $75,000.00.</p> + + +<h3>WASHINGTON COUNTY</h3> + +<p>During 1917 and 1918, the State Highway Department in co-operation +with Washington County has completed the grading, bridging and paving +of the West Side Highway across that County. This work has involved +the grading and paving of 12.5 miles and the construction of three bridges +and one undergrade railway crossing. On this work, when final payments +are complete, the State will have expended $292,000.00 and the County will +have expended $10,000.00.</p> + +<p>In addition to this construction, the Department has made surveys +between Beaverton and Hillsboro and between Forest Grove and Gaston, +and has furnished the County engineering services in connection with the +grading of these two sections.</p> + + +<h4>Paving—Multnomah County Line to Newberg</h4> + +<p>The pavement on the West Side State Highway between the Multnomah +County Line and Newberg is 15.7 miles in length, of which 12.5 miles is in +Washington County and 3.2 miles in Yamhill County. This pavement is a +two-inch standard bitulithic surface on a crushed rock base. It is sixteen +feet wide with a two-foot macadam shoulder on each side. The grading in +Washington County and the paving in both Washington and Yamhill +Counties was done by Oskar Huber of Portland under a contract awarded +him on July 30, 1917. The work was started in August, 1917, and was +completed in October, 1918.</p> + +<p class='pagenum'><a name="Page_144" id="Page_144">[144]</a></p> + +<div class="figcenter"><a name="Fig28" id="Fig28"></a><img src="images/illo147.jpg" alt="COVERED WOOD BRIDGE +OVER THE TUALATIN RIVER ON THE WEST SIDE HIGHWAY IN WASHINGTON COUNTY BUILT IN 1918" /> +<p class="caption">COVERED WOOD BRIDGE OVER THE TUALATIN RIVER ON THE WEST SIDE HIGHWAY<br />IN WASHINGTON COUNTY +BUILT IN 1918</p></div> + +<p><span class='pagenum'><a name="Page_145" id="Page_145">[145]</a></span>The grading in Washington County will cost complete approximately +$39,699.85 of which Washington County has paid $9,395.00. The part of +the paving within Washington County will cost complete $234,750.00 all of +which is paid for from State Funds.</p> + +<h4 class="fsize80">DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918<br /> +GRADING AND PAVING MULTNOMAH COUNTY LINE TO NEWBERG</h4> + +<table class="fsize80" summary="Table p145"> + +<tr> +<td colspan="3" class="left">Engineering</td> +<td class="left"> </td> +<td class="right">$ 9,445.56</td> +</tr> + +<tr> +<td colspan="3" class="left">Right-of-Way Costs</td> +<td class="left"> </td> +<td class="right">49.98</td> +</tr> + +<tr> +<td colspan="3" class="left">Construction:</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Crushed Stone Shoulders, 163,663.4 lin. ft. @ .06</td> +<td class="right">$ 9,819.80</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Standard Bitulithic Pavement, 149,764.4 Sq. Yds. @<br />$1.28</td> +<td class="right">191,698.43</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Broken Stone, Loose Measure, 34,885.75 Cu. Yds.<br />at $2.40</td> +<td class="right">83,725.80</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Clearing and Grubbing</td> +<td class="right">1,250.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Common Excavation, 46,773.9 Cu. Yds. @ .34</td> +<td class="right">15,903.13</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Intermediate Excavation, 9,224.4 Cu. Yds. @ .62</td> +<td class="right">5,719.13</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Solid Rock Excavation, 385 Cu. Yds. @ $1.15</td> +<td class="right">442.75</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Overhaul per 100 Lin. Ft., 172,279.2 Cu. Yds. @ .01</td> +<td class="right">1,722.79</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">12-inch Reinf. Conc. Pipe, 1,568 Lin. Ft. @ $1.25</td> +<td class="right">1,960.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">24-inch Reinf. Conc. Pipe, 52 Lin. Ft. @ $2.45</td> +<td class="right">127.40</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">36-inch Reinf. Conc. Pipe, 96 Lin. Ft. @ $4.25</td> +<td class="right">408.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">6-inch Porous Drain Tile, 7,191 Lin. Ft. @ .15</td> +<td class="right">1,078.65</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Rip-Rap, 32 Cu. Yds @ $2.75</td> +<td class="right">88.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Force Account:</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Lowering and lengthening existing culverts</td> +<td class="right">1,081.67</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Replacing bridge approach at Tualatin River</td> +<td class="right">50.27</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Special wide ditches alongside road near Four<br />Corners</td> +<td class="right">814.50</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Back-fill and planking at Onion Flat Trestle</td> +<td class="right">405.94</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Tearing down old trestles at Onion Flat</td> +<td class="right">55.33</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Replacing private water supply crossing</td> +<td class="right">13.31</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Rebuilding Right of Way Fences</td> +<td class="right">70.85</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Grading at Middleton R. R. Crossing</td> +<td class="right">1,970.47</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Blind Drains</td> +<td class="right">189.68</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">New 30-foot Culvert</td> +<td class="right">223.60</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">New 42-foot Culvert and special fill over it</td> +<td class="right">468.26</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Drain Tiling, back-filled with rock</td> +<td class="right bb">582.09</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total amount earned by Contractor to Nov.<br />30, 1918</td> +<td class="right">$ 319,869.85</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="3" class="left">Less amount retained pending completion of contract</td> +<td class="right bb">50,388.46</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Total paid contractor to November 30, 1918</td> +<td class="left"> </td> +<td class="right bb">269,481.39</td> +</tr> + +<tr> +<td colspan="3" class="left">Total expended to November 30, 1918</td> +<td class="left"> </td> +<td class="right">$ 278,976.93</td></tr> + +</table> + + +<h4>Onion Flat Bridge</h4> + +<p>This crossing consists of a laminated wood deck on heavy stringers +supported by a series of creosoted pile bents. It is on the West Side Highway +about four miles southwest of Tigard and is designed for heavy traffic +loading.</p> + +<p>An asphaltic wearing surface prevents moisture coming in contact with +the wooden floor and with the treated piling tends to give the maximum +length of life to the main members of the structure. This bridge is 600 +feet long and cost complete $8,372.22.</p> + + +<h4>Fanno Creek Bridge</h4> + +<p>The Fanno Creek bridge at Tigard on the West Side Highway consists +of a superstructure similar to the Onion Flat bridge, carried on wood bents +on concrete foundations. A sidewalk was built on one side to accommodate +pedestrians. The bridge is 70 feet long and cost $1,882.81.</p> + +<p class='pagenum'><a name="Page_146" id="Page_146">[146]</a></p> + + +<h4>Tualatin River Bridge</h4> + +<p>The bridge consists of a covered Howe truss wooden bridge of 144 foot +span and 166 lineal feet of pile trestle approach.</p> + +<p>Like the others constructed by the State on main highways, this bridge +is of heavy traffic design, and the bridge and approaches have laminated +wood floors with asphaltic wearing surfaces. Windows are provided at +panel points to provide light and to add to the appearance of the structure. +Cost $12,968.60.</p> + + +<h4>Votaw Undercrossing</h4> + +<p>A grade separation was made on the West Side Highway near Votaw, +wherein a wooden trestle was constructed to carry the Southern Pacific +line above the roadway. The structure was designed and built under the +supervision of the railroad’s engineering department.</p> + +<p>Final settlement has not yet been made with the Railway Company, but +it is estimated that the State’s share of the cost of this structure will be +$4,000.00. The balance of the cost will be paid by the Railway Company, +no share of the cost being borne by the County.</p> + + +<h4>Survey—Beaverton to Hillsboro</h4> + +<p>A location survey was started January 1, 1918, from the West City +limits of Beaverton and completed to the city limits of Hillsboro, a distance +of 7.7 miles. The alignment parallels the Southern Pacific Railway on the +north side of the tracks and eliminates four grade crossings. The entire +section was graded by Washington County during the 1918 season.</p> + + +<h4>Survey—Forest Grove to Gaston</h4> + +<p>A survey was made from Forest Grove to Gaston, a distance of approximately +6 miles. The alignment follows the existing road with the exception +of a change at Dilley to eliminate two railroad crossings.</p> + +<p>Considerable grading was done between Dilley and Gaston, reducing the +grade to five per cent.</p> + +<p>Mr. C. G. Reiter, County Surveyor of Washington County, was employed +as locating engineer for the State, and also supervised the grading in both +of the above sections.</p> + + +<h3>WHEELER COUNTY</h3> + +<p>Wheeler County, being without either rail or water transportation +facilities, is entirely dependent upon its roads for communication with +outside points, as well as between points within the County. All of the large +amount of agricultural products of the county must be transported for +long distances over roads and highways, and likewise, all manufactured +articles and other supplies from points without the County must be brought +in over them. For that reason, good roads are of the utmost importance +to all of Wheeler County, which fact is fully recognized by the Wheeler +County people.</p> + +<p>Every effort is being made by the County to build up and improve its +road system, but the funds available within the County are entirely inadequate. +In November, 1916, bonds were voted to the amount of $80,000.00, +the maximum allowed the County under the State laws, but this amount +is<span class='pagenum'><a name="Page_147" id="Page_147">[147]</a></span> +hardly enough to make a beginning on the necessary road construction in +the county, as Wheeler County is rough and mountainous, and road construction +is therefore heavy and expensive.</p> + +<p>The State Highway Commission realizing the importance of the construction +of roads in this County, and the impossibility of the financing of +their construction by the County alone, early determined to assist to the +greatest possible extent.</p> + +<p>Surveys have been made by the Department over all but two miles of +the two most important cross-county roads, the John Day River Highway +and the McKenzie River Highway. During 1917 and 1918 the State Highway +Department expended the sum of $46,997.79, cooperating with the County +in the construction of 4.2 miles of grading and macadamizing between +Fossil and the Gilliam County Line. State aid was also granted the County +to the amount of $14,235.45 for the construction of nine-tenths of a mile, +known as the Bridge Creek Section, on the McKenzie River Highway just +west of Mitchell, the total cost of which was $24,235.45.</p> + +<p>For the construction of 25.5 miles on the John Day River Highway +between the mouth of Sarvice Creek and the Grant County Line, the +Highway Department has set aside the sum of $63,345.70 to be added to +63,345.70 of Federal Post Road Funds and $36,000.00 of county funds to +provide the total amount of $162,691.40 which the project is estimated +to cost.</p> + +<p>The Department has further been instrumental in securing Federal Aid +for the construction of a Forest Road Project 5.5 miles in length between +Mitchell and the Crook County Line, known as the Ochoco Canyon Project. +On this project the State will expend $20,050.00, the Federal Government, +$20,050.00 and the County, $4,900.00, $45,000.00 in all.</p> + +<p>In summary, State Aid and Federal Government Aid extended to +Wheeler County during 1917 and 1918 and set aside to be expended in 1919 +and 1920, are as follows:</p> + +<table class="fsize80" summary="Table p147"> + +<tr> +<td colspan="2" class="center br bb bt2"> </td> +<td class="center br bb bt2">State<br />Funds</td> +<td class="center br bb bt2">County<br /> Funds</td> +<td class="center br bb bt2">Federal<br />Govt.<br />Funds</td> +<td class="center bb bt2">Total</td> +</tr> + +<tr> +<td colspan="2" class="left br">Expended in 1917 and 1918—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left br">On grading Cummings Hill Sec.</td> +<td class="right br">$ 7,004.85</td> +<td class="right br">$ 7,527.50</td> +<td class="ellips br">...</td> +<td class="right">$ 14,532.35</td> +</tr> + +<tr> +<td colspan="2" class="left br">On macadamizing Cummings Hill<br />Section</td> +<td class="right br">32,465.44</td> +<td class="ellips br">...</td> +<td class="ellips br">...</td> +<td class="right">32,465.44</td> +</tr> + +<tr> +<td colspan="2" class="left br">On grading Bridge Creek Sec.</td> +<td class="right br bb">14,235.45</td> +<td class="right br bb">10,000.00</td> +<td class="ellips br bb">...</td> +<td class="right bb">24,235.45</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left br">Total</td> +<td class="right br">$ 53,705.74</td> +<td class="right br">$ 17,527.50</td> +<td class="ellips br">...</td> +<td class="right">$ 71,233.24</td> +</tr> + +<tr> +<td colspan="2" class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left br">Appropriated for Expenditure in<br />1919 and 1920—</td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left br"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left br">On Sarvis Creek-Grant County<br />Line Section</td> +<td class="right br">$ 63,345.70</td> +<td class="right br">$ 36,000.00</td> +<td class="right br">$ 63,345.70</td> +<td class="right">$ 162,691.40</td> +</tr> + +<tr> +<td colspan="2" class="left br">On Ochoco Canyon Section</td> +<td class="right br bb">20,050.00</td> +<td class="right br bb">4,900.00</td> +<td class="right br bb">20,050.00</td> +<td class="right bb">45,000.00</td> +</tr> + +<tr> +<td class="left bb"> </td> +<td class="left br bb">Total</td> +<td class="right br bb">$ 83,395.70</td> +<td class="right br bb">$ 40,900.00</td> +<td class="right br bb">$ 83,395.70</td> +<td class="right bb">$ 207,691.40</td></tr> + +</table> + + +<h4>Cummings Hill Grading</h4> + +<p>On June 19th 1917, a contract was let to the Elliott Contracting Co. +of Portland, Oregon, for the construction of 3.5 miles of grade between the +foot of Cummings Hill, north of Fossil, and the Gilliam County line. This +construction was a five per cent development to eliminate the heavy grades +and narrow roadbed of the former road. Work was commenced on July<span class='pagenum'><a name="Page_148" id="Page_148">[148]</a></span> +6th, 1917, and completed on October 5th, 1917. The work of the contracting +firm was very satisfactory, and an excellent piece of grading was secured. +The Engineer in charge for the Highway Department was Mr. B. H. +McNamee.</p> + +<p>The total cost of the work was $14,532.35, of which the State paid +$7,004.85 and Wheeler County $7,527.50. The detailed cost statement follows:</p> + +<h4 class="fsize80">DETAILED EXPENDITURE STATEMENT—GRADING<br /> +CUMMINGS HILL, SECTION</h4> + +<table class="fsize80" summary="Table p148-1"> + +<tr> +<td colspan="2" class="left">Engineering</td> +<td class="left"> </td> +<td class="right">$ 1,423.30</td> +</tr> + +<tr> +<td colspan="2" class="left">Construction:</td> +<td colspan="2" class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Common Excavation, 11,397 cu. yds. @ .40</td> +<td class="right">$ 4,558.80</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Intermediate Excavation, 6,017.4 cu. yds. @ .70</td> +<td class="right">4,212.18</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Solid Rock Excavation, 2,816.5 cu. yds. @ 1.35</td> +<td class="right">3,802.27</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">12-inch Corr. Iron Pipe, 682 Lin. ft. @ .40</td> +<td class="right">272.80</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">24-inch Corr. Iron Pipe, 40 Lin. ft. @ 1.00</td> +<td class="right">40.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Rubble Masonry, 22.3 cu. yds @ 10.00</td> +<td class="right bb">223.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right bb">13,109.05</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">$ 14,532.35</td> +</tr> + +</table> + + +<h4>Bridge Creek Grading</h4> + +<p>The grading of a nine-tenth mile section in Bridge Creek Canyon was +contracted to the United Contracting Co. of Portland, Oregon, on November +27th, 1917. This section is on the McKenzie River Highway about four +miles west of Mitchell. In addition to the grading, the contract involved +the construction of a ninety foot bridge over Bridge Creek.</p> + +<p>The work was started on February 15th, 1918 and completed on June +20th, 1918. The engineering was in charge of Mr. R. H. Coppock.</p> + +<p>The total cost of the work was $24,235.45 of which the State paid +$14,235.45 and Wheeler County $10,000. The detailed cost statement +follows:</p> + +<h4 class="fsize80">DETAILED EXPENDITURE STATEMENT—<br />GRADING +BRIDGE CREEK SECTION</h4> + +<table class="fsize80" summary="Table p148-1"> + +<tr> +<td colspan="3" class="left">Engineering</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">$ 635.30</td> +</tr> + +<tr> +<td colspan="3" class="left">Construction:</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Common Excavation, 3935.6 cu. yds. @ .60</td> +<td class="left"> </td> +<td class="right">$ 2,361.42</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Intermediate Excavation, 549.4 cu. yds. @ .75</td> +<td class="left"> </td> +<td class="right">412.05</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Solid Rock Excavation, 9837.6 cu. yds. @ 1.40</td> +<td class="left"> </td> +<td class="right">13,772.64</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Overhaul per 100 lin. ft., 363 cu. yds. @ .03</td> +<td class="left"> </td> +<td class="right">10.89</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">12-inch Corr. Iron Pipe, 20 lin. ft. @ .73</td> +<td class="left"> </td> +<td class="right">14.60</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">15-inch Corr. Iron Pipe, 108 lin. ft. @ .83</td> +<td class="left"> </td> +<td class="right">89.64</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">21-inch Corr. Iron Pipe, 60 lin. ft. @ 1.00</td> +<td class="left"> </td> +<td class="right">60.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Rubble Masonry, 1.58 cu. yd. @ 12.50</td> +<td class="left"> </td> +<td class="right">19.75</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">Guard fence, 100 lin. ft. @ .85</td> +<td class="left"> </td> +<td class="right">85.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td colspan="2" class="left">1 90-foot Bridge & approaches:</td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Superstructure and trestle (Lump sum)</td> +<td class="right">$ 5,100.00</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left">Class “A” Concrete in piers, 49.24 cu.<br />yds. @ $34.00</td> +<td class="right bb">1,674.16</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right bb">$ 6,774.16</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right bb">$ 23,600.15</td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="right">$ 24,235.45</td> +</tr> + +</table> + + +<h4>Macadamizing on Cummins Hill Section</h4> + +<p>On August 7th, 1917, no satisfactory unit price bid having been received, +the State Highway Department entered into a “cost plus” contract +with the Warren Construction Company of Portland, Oregon, to macadamize +with broken stone the Cummins Hill Section between Fossil and the +Gilliam County line, on the John Day River Highway. The rock for this<span class='pagenum'><a name="Page_149" id="Page_149">[149]</a></span> +work was crushed on the job, and the macadam surface was constructed +sixteen feet wide with a compacted thickness of six inches.</p> + +<p>Payment to contractor was made on the basis of actual cost plus a +percentage of 10 per cent on labor and five per cent on materials.</p> + +<p>To November 30th, 1918, the State had expended $32,465.44 on this work, +and it is estimated that there are bills outstanding against it to the amount +of $1,500.00.</p> + +<p>In addition to the 3.4 miles of grading done by the State on Cummins +Hill the County continued the grading at the foot of the hill for a distance +of 0.7 miles, making a total of 4.2 miles. The full section has been macadamized, +giving Wheeler County 4.2 miles of standard macadam road.</p> + + +<h4>Butte Creek Summit Grading</h4> + +<p>During the 1918 season, the County has graded under State supervision, +a one and seven tenths mile section about nine miles southeast of +Fossil on the John Day River Highway. This section is known as the +Butte Creek Summit Section. The construction was paid for entirely by +the County. Engineering supervision was furnished by the State Highway +Department, the engineer in charge of the work being Mr. B. H. McNamee.</p> + +<p>The total amount expended by the County, prior to November 30th, on +this work was approximately $30,000.00, and the quantities of construction +completed to this date were as follows:</p> + +<table class="fsize80" summary="Table p149"> + +<tr> +<td class="left">Common Excavation</td> +<td class="right">8,000 cu. yds</td> +</tr> + +<tr> +<td class="left">Rock Excavation</td> +<td class="right">12,000 cu. yds.</td> +</tr> + +<tr> +<td class="left">Pipe, 12-inch</td> +<td class="right">234 lin. ft.</td> +</tr> + +<tr> +<td class="left">Pipe, 20-inch</td> +<td class="right">72 lin. ft.</td> +</tr> + +<tr> +<td class="left">Pipe, 16-inch</td> +<td class="right">100 lin. ft.</td> +</tr> + +<tr> +<td class="left">Clearing</td> +<td class="right">8 acres</td> +</tr> + +</table> + + +<h4>Grading between Cummins Hill and Fossil</h4> + +<p>During April and May, 1918, Wheeler County graded, under the direction +of the State Highway Department, a section of the John Day Highway +between Cummins Hill and Fossil. This grade was .7 of a mile in length +and joined up with the Cummins Hill grading. This improvement cost +the County approximately $4,000.00. Geo. Hibbert was inspector and +transitman in charge for the State Department.</p> + + +<h4>Survey of the John Day River Highway</h4> + +<p>With the exception of a two mile section immediately West of Fossil, +the entire John Day River Highway through Wheeler County is covered +by location survey made during the past two years. The total length of +survey on this highway is 41.5 miles. For all but about twelve miles, +of this total, the detailed plans are practically complete. The survey of +this highway has been in charge of B. H. McNamee.</p> + + +<h4>Survey of the McKenzie River Highway</h4> + +<p>The State Highway Department has completed a survey of the McKenzie +River Highway in Wheeler County from the boundary of the Ochoco National +Forest west of Mitchell to the Grant County Line near Dayville, a<span class='pagenum'><a name="Page_150" id="Page_150">[150]</a></span> +total distance of 48 miles. This survey was made by Locating Engineer +R. H. Coppock. The plans are complete except for the eight miles west +from the Grant County line.</p> + +<p>From the west end of this survey at Ochoco Forest boundary, the Federal +Office of Public Roads has made a survey to the Crook County line, +so the survey of the McKenzie River Highway is complete all of the way +through Wheeler County.</p> + + +<h4>Survey of Highway No. 14</h4> + +<p>In 1917, pursuant to a request from the County Court, a section of Highway +No. 14 between Mitchell and Antelope was surveyed. This survey +begins at the point on the Mitchell-Prineville survey about four miles west +of Mitchell and extends 1.4 miles down Bridge Creek to where connection +is made with the present road. This survey was made by R. H. Coppock, +locating engineer.</p> + + +<h4><a name="SarviceValades" id="SarviceValades"></a>Sarvice Creek-Valades Ranch Post Road Project</h4> + +<p>Application has been made to, and approved, by the Federal Office of +Public Roads for Post Road co-operation on a 48.5 miles section of the +John Day River Highway in Wheeler and Grant Counties. 25.5 miles of +this project are in Wheeler County and 23 miles in Grant County. The +total estimated cost of the project is $400,433.79, and the funds are to be +provided as follows: State $157,216.90, Government $157,216.89; Wheeler +County $36,000.00 and Grant County $50,000.00.</p> + +<p>The survey for this project parallels the John Day River on the north +bank, through Wheeler County and extends from the mouth of Sarvice +Creek in Wheeler County to Valades Ranch about four miles West of +Dayville in Grant County. In Grant County a crossing is made to the +west bank near the upper end of the Big Basin.</p> + +<p>It is expected that construction will be commenced on the Sarvice +Creek-Valades Ranch Project early in 1919.</p> + + +<h4>Ochoco Canyon Forest Project</h4> + +<p>A Federal Aid Co-operative Agreement has been entered into between +the State, the Federal Government, and Wheeler County for the grading of +a 5.5 mile section on the McKenzie River Highway. This section is known +as the Ochoco Canyon Section and extends from the Crook County line to +a point about 16 miles west of Mitchell.</p> + +<p>This work is estimated to cost $45,000.00 of which the State will pay +$20,050.00, Wheeler County $4,900.00, and the Federal Government $20,050.00. +It is expected that this section will be built during the 1919 season.</p> + + +<h3>YAMHILL COUNTY</h3> + +<p>In Yamhill County the State Highway Department has co-operated +with the County in the grading and paving of 3.2 miles between Rex and +Newberg and of 4 miles between Sheridan and McMinnville. The total +expenditure on this work amounts to $147,000.00 of which the County has +paid $18,273.49.</p> + +<p>An effort has been made to secure Federal Aid in the construction of +a section of the Portland-Tillamook Highway from Grande Ronde west.<span class='pagenum'><a name="Page_151" id="Page_151">[151]</a></span> +With this in view, the necessary surveys have been made, and it is expected +that Federal Aid will be secured so that the construction may be undertaken +during the 1919 season.</p> + + +<h4>Sheridan Paving—1917</h4> + +<p>In 1917 the Highway Department constructed with its own forces and +equipment 1.8 miles of concrete pavement from Sheridan east on the Sheridan-McMinnville +Road. This pavement was 16 feet wide, 6<span class="enum">1</span>⁄<span class="denom">2</span> inches thick +at the center and 5<span class="enum">1</span>⁄<span class="denom">2</span> inches thick at the edges. The mix used was a +1 : 1<span class="enum">1</span>⁄<span class="denom">2</span> : 3.</p> + +<p>In connection with the paving there was a considerable amount of +grading, the total expenditure for grading, culverts, etc., being $5,651.70. +The cost of the 1.8 miles of paving was $31,432.99, the unit cost being $1.82 +per cubic yard.</p> + +<p>Yamhill County co-operated in the payment for this work to the amount +of $10,000.00. A complete statement of the costs on this work is given +below.</p> + +<h4 class="fsize80">COST STATEMENT—SHERIDAN PAVING—1917</h4> + +<table class="fsize80" summary="Table p151"> + +<tr> +<td class="left" style="vertical-align: middle;">Quantity</td> +<td class="center">Item</td> +<td class="center"> </td> +<td class="center">Cost</td> +<td class="center">Unit<br />Cost</td> +</tr> + +<tr> +<td colspan="2" class="left">2498 cu. yds. Common Excavation</td> +<td rowspan="3" style="font-size: 3.5em; vertical-align: middle">}</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">652 cu. yds. Intermediate Excavation</td> +<td class="right">$ 4,442.85</td> +<td class="right">$ .906</td> +</tr> + +<tr> +<td colspan="2" class="left">1750 cu. yds. Solid Rock Excavation</td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">182 lin. ft. 12-inch Culvert Pipe</td> +<td class="left"> </td> +<td class="right">283.90</td> +<td class="right">1.56</td> +</tr> + +<tr> +<td colspan="2" class="left">118 lin. ft. 18-inch Culvert Pipe</td> +<td class="left"> </td> +<td class="right">276.00</td> +<td class="right">2.34</td> +</tr> + +<tr> +<td colspan="2" class="left">44 lin. ft. 24-inch Culvert Pipe</td> +<td class="left"> </td> +<td class="right">134.20</td> +<td class="right">3.05</td> +</tr> + +<tr> +<td colspan="2" class="left">290 lin. ft. 6-inch Porous Drain Tile</td> +<td class="left"> </td> +<td class="right">52.25</td> +<td class="right">.18</td> +</tr> + +<tr> +<td colspan="2" class="left">25 cu. yds. Class “C” Concrete</td> +<td class="left"> </td> +<td class="right">462.50</td> +<td class="right">18.50</td> +</tr> + +<tr> +<td colspan="2" class="left">17,150 sq. yds. Concrete Pavement</td> +<td class="left"> </td> +<td class="right">31,198.87</td> +<td class="right">1.82</td> +</tr> + +<tr> +<td colspan="2" class="left">5050 lin. ft. Expansion Joints</td> +<td class="left"> </td> +<td class="right bb">234.12</td> +<td class="right">.046</td> +</tr> + +<tr> +<td colspan="2" class="left">Total Construction Cost</td> +<td class="left"> </td> +<td class="right">$ 37,084.69</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Engineering</td> +<td class="left"> </td> +<td class="right bb">1,131.35</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Grand Total Cost</td> +<td class="left"> </td> +<td class="right">$ 38,216.04</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Paid by State</td> +<td class="left"> </td> +<td class="right">$ 28,216.04</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Paid by County</td> +<td class="left"> </td> +<td class="right bb">10,000.00</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Total</td> +<td class="left"> </td> +<td class="right">$ 38,216.04</td> +<td class="left"> </td> +</tr> + +</table> + + +<h4>Sheridan Paving—1918</h4> + +<p>Early in 1918, Yamhill County requested that the concrete pavement +laid in 1917 be continued to a total length of four miles, and offered to +pay for all grading necessary in connection therewith. This request was +granted by the Highway Commission and in the early spring, construction +was started on the additional 2.2 miles.</p> + +<p>The type of pavement laid on this section was the same as that laid in +1917, except that crushed rock aggregate was used instead of gravel, and +the mix was reduced to 1 : 2 : 3<span class="enum">1</span>⁄<span class="denom">2</span>.</p> + +<p class='pagenum'><a name="Page_152" id="Page_152">[152]</a></p> + +<div class="figcenter"><a name="Fig29" id="Fig29"></a><img src="images/illo155.jpg" alt="STATE OWNED PAVING PLANT +IN OPERATION NEAR SHERIDAN IN YAMHILL COUNTY. ON THE YAMHILL NESTUCCA HIGHWAY" /> +<p class="caption">STATE OWNED PAVING PLANT IN OPERATION NEAR SHERIDAN IN YAMHILL COUNTY. ON THE YAMHILL NESTUCCA +HIGHWAY</p></div> + +<p>The coarse aggregate consisted of crushed stone ranging from <span class="enum">1</span>⁄<span class="denom">4</span> inch +to 2<span class="enum">1</span>⁄<span class="denom">2</span> inches. For the fine aggregate, both Columbia River and Willamette +River sand was used. The stone was crushed from a quarry operated by +the State on Deer Creek which was near the center of the job and consisted +of an altered basalt of rather coarse texture. The quality of this stone +<span class='pagenum'><a name="Page_153" id="Page_153">[153]</a></span>is +not equal to the true basalt; but tests made by the Oregon Agricultural +College showed that it was of good quality. The average haul on this +material was .6 of a mile.</p> + +<p>Crushing was begun early in March and 1200 cubic yards of material +stored in a stock pile which was rehandled later by means of an automatic +loader purchased by the State Highway Department for this class of work. +The output of the crusher was insufficient to keep the mixer running and +by means of this stock pile it was possible to keep the material coming +on to the road steadily and finish the job in a minimum length of time +and with the least inconvenience to traffic.</p> + +<p>In this connection the experience on this job shows the advisability of +using a stock pile of material to draw from in case of emergencies. When +this is done the work is allowed to go ahead steadily, although a breakdown +at the crusher may occur. The saving made by a steady run more +than offsets the cost of rehandling the material, which is done very reasonably +by the use of machinery.</p> + +<p>The sand was shipped to Ballston and Sheridan by railroad, approximately +equal amounts being shipped to both places and was so divided as +to get a minimum length of haul on this material. The average haul was +3.5 miles. At Ballston the sand was unloaded from the cars into bunkers, +which dumped directly into trucks, while at Sheridan no bunkers were +available and the material was unloaded on the ground and rehandled by +means of an automatic loader. No delay was caused by car shortage as +we used our stock pile at Sheridan in emergencies. All the material was +hauled and handled by means of trucks, two of which belonged to the +State Highway Department, others working on a yardage basis.</p> + +<p>The pavement, after being struck off, was finished by the roller and +belt method; being rolled from two to four times, according to the condition +of the concrete and later belted with eight and ten inch belts. The +eight inch belt being used first. By using this method of finishing, we +were able to eliminate the use of skilled labor, which showed a material +saving in the finishing item, and at the same time secured a very satisfactory +surface.</p> + +<p>As soon as sufficiently hardened, the pavement was covered with earth +from the roadside and kept moist for at least one week while curing. The +earth covering was later removed by means of an ordinary road grader, +when ready to be opened for traffic, the elastite joints being trimmed at the +same operation.</p> + +<p>A short stretch of pavement was left out at Deer Creek to allow a fill +to settle during the winter rains. In conformity with our general practice, +sufficient crushed rock was left on the job to complete this stretch and +make repairs.</p> + +<p>Elastite joints were placed every thirty feet and extended the entire +width and depth of the pavement. Continuous forms were used on a +portion of this pavement and were found to be much superior to the ordinary +type, and the Department has adopted the continuous form for +future work. These forms are made by using two pieces of form lumber +1<span class="enum">1</span>⁄<span class="denom">2</span> +inches by 5<span class="enum">1</span>⁄<span class="denom">2</span> inches nailed together. The joints are lapped one-half +the length of the stick. The finished form is 3x5<span class="enum">1</span>⁄<span class="denom">2</span> inches and is easily +placed on either tangents or sharp curves.</p> + +<p>The concrete was mixed with a sixteen cubic foot Koehring Mixer +equipped with bucket and boom. The plant is owned by the Department.</p> + +<p><span class='pagenum'><a name="Page_154" id="Page_154">[154]</a></span>The +grading was paid for by Yamhill County and the crusher, roller, +grader, and scarifier were also furnished by them free of charge. Earth +shoulders were built along the pavement by means of road grader.</p> + +<p>Mr. J. M. Baker was Superintendent of Construction on this work.</p> + +<h4 class="fsize80">COST STATEMENT—2.2 MILES, 16-FOOT CONCRETE PAVEMENT, EAST<br /> +OF SHERIDAN—BUILT IN 1918</h4> + +<table class="fsize80" summary="Table p154"> + +<tr> +<td colspan="2" class="left">Quantity and Item</td> +<td class="center">Total<br />Cost</td> +<td class="center">Unit<br />Cost</td> +</tr> + +<tr> +<td colspan="2" class="left">Grading</td> +<td class="right">$ 1,853.07</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">19,566 sq. yds., 1 : 2 : 3<span class="enum">1</span>⁄<span class="denom">2</span> +concrete pavement<br />Average thickness 6 inches</td> +<td class="right">36,378.01</td> +<td class="right">$ 1.86</td> +</tr> + +<tr> +<td colspan="2" class="left">6,192 lin. ft., Expansion Joints</td> +<td class="right">247.68</td> +<td class="right">.04</td> +</tr> + +<tr> +<td colspan="2" class="left">140 cu. yds., Broken Stone Macadam</td> +<td class="right bb">420.00</td> +<td class="right">3.00</td> +</tr> + +<tr> +<td colspan="2" class="left">Total Cost of Construction</td> +<td class="right">$ 38,898.76</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="2" class="left">Engineering</td> +<td class="right bb">1,166.85</td> +<td class="left"> </td> +</tr> + +<tr> +<td class="left"> </td> +<td class="left">Grand Total Cost</td> +<td class="right">$ 40,065.61</td> +<td class="left"> </td> +</tr> + +<tr> +<td colspan="4" class="left">5099 bbls. Cement used on this work at a cost of $13,299.00 F. O. B. Work.</td> +</tr> + +<tr> +<td colspan="4" class="left">15 yds. of Sand and 120 yds. broken stone left stored on job.</td> +</tr> + +</table> + +<h4>Paving—Multnomah County Line to Newberg</h4> + +<p>A complete description of the paving of the 15.7 mile section of the +West Side Highway between the Multnomah County Line and Newberg is +given in the Chapter devoted to Washington County. It should be mentioned +here, however, that 3.2 miles of this pavement is within Yamhill +County, and was built by the State at a cost of $57,500.00. The construction +of the subgrade was paid for by Yamhill County, part of it having been +done by County forces and the balance of it by the paving contractor under +a cost plus 10 per cent agreement with the County. For the work done +under this agreement, the contractor was paid $6,153.05.</p> + + +<h4>Survey—Grande Ronde Section</h4> + +<p>A survey was made in the spring of 1918 between Grande Ronde and the +Bee Ranch at the east end of the Sour Grass road improved in 1916. This +is an important link about 6<span class="enum">1</span>⁄<span class="denom">2</span> miles in length on the Yamhill-Nestucca +Highway, connecting as it does the cities of McMinnville, Willamina, +Sheridan and Tillamook. In addition it will afford a short and direct +route between the hay and grain fields of the Willamette Valley and the +dairy ranches of the coast. Further, this highway is used by hundreds +of autoists in summer enroute to the Tillamook beaches.</p> + +<p>From the fact that only 2<span class="enum">1</span>⁄<span class="denom">2</span> miles of this section are in service as a +postal route, Federal Aid could be applied for only on that section and cooperation +has been requested as follows: United States Government $15,000; +State of Oregon $15,000; Yamhill County $10,000. For the remaining +four miles, Yamhill County has appropriated $5,000 from the 1919 funds.</p> + +<p>It is estimated that the total cost of the remaining section will be +$50,000 and it is expected that the work will be done in 1919. The entire +project as proposed will be graded 24 feet wide, conforming to the State +standards as to alignment and grade and surfaced with macadam 12 feet +in width, thus closing the gap and affording a road between Portland and +Tillamook which will be open the entire year.</p> + +<div class="ind1010"> +<div class="bbox"> +<p class="center"><b>Transcriber’s notes:</b></p> + +<ul> + <li>Several obvious typographical and lay-out errors have been corrected.</li> + <li>Inconsistencies in the original have been left as they were: geographical names in the tables are often spelled differently + from those in the text, table lay-out is often inconsistent, several words are used spaced, hyphenated and/or non-hyphenated, + both per cent. and per cent are used, etc.</li> + <li>In the Table of Contents, pages that have no page number in the original have been listed as —.</li> + <li>Page 154, under table <i>COST STATEMENT</i>: <i>15 yds. of sand</i> should probably be 15 <i><b>cu.</b> yds. of sand</i>; ditto + for rock.</li> + <li>Table B, page 56: the (¶) symbol is not explained in the original document.</li> + <li>Table G: lowest price mentioned for riprap is $ 2.35 (last row), lowest price in column riprap is $ 2.75.</li> +</ul> +</div> +</div> + + + + + + + + +<pre> + + + + + +End of the Project Gutenberg EBook of Third Biennial Report of the Oregon +State Highway Commission, by S. 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Benson, W. L. Thompson, R. A. Booth, Herbert Nunn + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: Third Biennial Report of the Oregon State Highway Commission + Covering the Period December 1st, 1916 to November 30th, 1918 + +Author: S. Benson, W. L. Thompson, R. A. Booth, Herbert Nunn + +Release Date: February 21, 2011 [EBook #35344] + +Language: English + +Character set encoding: ASCII + +*** START OF THIS PROJECT GUTENBERG EBOOK OREGON STATE HIGHWAY COMMISSION *** + + + + +Produced by Harry Lame, Jason Isbell and the Online +Distributed Proofreading Team at http://www.pgdp.net + + + + + + + + + + +-----------------------------------------------------------------+ + | Transcriber's notes: | + | | + | * Words in italics are represented between underscores: _text_. | + | * Bold-faced words are represented between equal signs: =text=. | + | * Several obvious typographical and lay-out errors have been | + | corrected. | + | * Inconsistencies in the original have been left as they were: | + | geographical names in the tables are often spelled differently| + | from those in the text, table lay-out is often inconsistent, | + | several words are used spaced, hyphenated and/or non- | + | hyphenated, both per cent. and per cent are used, etc. | + | * In the Table of Contents, pages that have no page number in | + | the original have been listed as --. | + | * Several tables have been split and/or rearranged to fit the | + | available width. + | * Page 154, under table 'COST STATEMENT': '15 yds. of sand' | + | should probably be '15 cu. yds. of sand'; ditto for 'rock'. | + | * Table B, page 56: the (¶) symbol is not explained in the | + | original document. | + | * Table G: lowest price mentioned for riprap is $ 2.35 (last | + | row), lowest price in column riprap is $ 2.75. | + +-----------------------------------------------------------------+ + + + + +[Illustration: ON THE PACIFIC HIGHWAY IN THE SISKIYOU MOUNTAINS, JACKSON +COUNTY. MACADAMIZED IN 1917] + + + + + Third Biennial Report + of the + Oregon State Highway Commission + + Covering the Period December 1st, 1916 + to November 30th, 1918 + + + + + OREGON STATE HIGHWAY COMMISSION + + S. Benson, Chairman + W. L. Thompson, Commissioner; R. A. Booth, Commissioner + Herbert Nunn, State Highway Engineer + + + SALEM, OREGON: + STATE PRINTING DEPARTMENT + 1919 + + + + +LETTER OF TRANSMITTAL + + +Salem, Oregon, December 1, 1918. + +HONORABLE JAMES WITHYCOMBE, Governor of the State of Oregon, + +Dear Sir: In compliance with Section 5, Article II, Chapter 237, Laws of +1917, we have the honor to submit herewith the report of the State +Highway Commission for the period December 1, 1916 to November 30, 1918. + +The Commission desires at this time to express its appreciation of the +courtesies and assistance rendered to it by the various state officers +and county officials in the work of the past two years. + +Respectfully submitted, + +OREGON STATE HIGHWAY COMMISSION, +S. Benson, Chairman +W. L. Thompson, Commissioner +R. A. Booth, Commissioner + +Attest: + Roy A. Klein, Secretary + + + + +TABLE OF CONTENTS + + + Page + + Letter of Transmittal to the Governor 4 + + Table of Contents 5 + + Report of the State Highway Commission 7 + General Resume of the Work of the Biennium 7 + Proposals Received on Construction Jobs 9 + Bond Sales 10 + Financial Statement 11 + + State Highway Engineer's Report to the Highway Commission 13 + Letter of Transmittal 14 + Work Accomplished 17 + Moneys Available and Expended 17 + Paving 18 + Macadamizing 18 + Grading 19 + Bridges 19 + Elimination of Grade Crossings 21 + Federal Cooperation 22 + Post Road Projects 23 + Forest Road Projects 23 + The Pacific Highway 27 + The Columbia River Highway 28 + County Work Supervised by the Highway Department 29 + Construction Work by State Forces 29 + State Highway Funds 30 + Equipment 31 + Office Organization 32 + Cost Keeping 34 + Employes in the Army Service 35 + + Tabulated Statements of Expenditures and Costs 39 + Allotments to Various Highway Funds 40 + Summary of Fund Allotments and Fund Expenditures 40 + Expenditures Segregated by Counties 41 + Expenditures Segregated Under the Heads of General + Administrative, Surveys, Construction Engineering, + Construction, Equipment, Etc. 41 + Expenditures for Construction Detailed by Jobs 42 + Expenditures for Surveys Detailed by Jobs 45 + Expenditures for Equipment, Bond Interest and Overhead 47 + Summary of County Funds Expended by the Department 48 + + General Tabulated Information and Highway Maps 51 + Miles of Highway Construction by the Department During 1917 and + 1918 52 + Tabulation of Bridge Design and Construction 54 + Miles of Location Surveys Made by the Department during 1917 + and 1918 58 + Miles of Different Types of Roads in Each County 59 + Motor Vehicle Registration by Counties 60 + County Bond Issues 60 + Tabulation of Contract Prices -- + Yearly Expenditure of State Funds in Counties 61 + Mileage Table of Main Travelled Roads 62 + Map of Main Travelled Roads -- + Official Designation of State Highways 63 + Employes of the Highway Commission 65 + Numbers and Mileages of State Highways 66 + Map of State Highway System 67 + + General Description of Work in Various Counties 69 + Baker County 69 + Benton County 71 + Clackamas County 71 + Clatsop County 75 + Columbia County 80 + Coos County 89 + Crook County 89 + Curry County 90 + Deschutes County 91 + Douglas County 92 + Gilliam County 100 + Grant County 101 + Harney County 104 + Hood River County 106 + Jackson County 112 + Jefferson County 117 + Josephine County 117 + Klamath County 122 + Lake County 122 + Lane County 122 + Lincoln County 123 + Linn County 123 + Malheur County 124 + Marion County 125 + Morrow County 129 + Multnomah County 131 + Polk County 132 + Sherman County 132 + Tillamook County 133 + Umatilla County 135 + Union County 138 + Wallowa County 141 + Wasco County 142 + Washington County 143 + Wheeler County 146 + Yamhill County 150 + + + + + Third Biennial Report + of the + State Highway Commission + of the + State of Oregon + 1917-1918 + + +The law establishing this Commission was approved by Governor Withycombe +on February 19, 1917 and on March 1 the following appointments were +made: S. Benson, Portland, for the three-year period; W. L. Thompson, +Pendleton, two-year period; E. J. Adams, Eugene, one-year period. The +first meeting was held on March 6, 1917, when this Commission was +organized and S. Benson elected Chairman and G. Ed Ross, Secretary. + +The former Commission, consisting of James Withycombe, Governor, Ben W. +Olcott, Secretary of State, and Thos. B. Kay, State Treasurer, held +meetings on December 15, 1916 and January 15, 1917 and on the +qualification of the members of the new commission, as provided in +Section 14, Article II, Chapter 237, Laws of 1917, transferred all +records, maps, equipment and property in its possession. The former +Commission, in view of proposed legislation providing for a new highway +code, made no appropriations nor were policies outlined, so that when +the new Commission entered upon its duties, it was not embarrassed by +policies made by its predecessors. + +At a meeting on April 10, 1917, Herbert Nunn was appointed State Highway +Engineer. On April 1, 1918, Robert A. Booth, of Eugene, was appointed by +Governor Withycombe to succeed E. J. Adams. On August 6, 1918, Roy A. +Klein was appointed Secretary to succeed G. Ed Ross, resigned. + +The Commission has held fifty-one meetings for the transaction of its +business. The State highway system as outlined in the law has been +adopted and the work of the biennium confined to the various units of +this system. Specifications covering hard surface pavement have been +prepared by the State Highway Engineer and adopted by the Commission, as +well as specifications for grading and bridge construction which have +been acceptable to the United States Office of Public Roads and are used +on all Federal Aid Projects in the State. + +Surveys have been made on State highway routes to determine the best and +most economical location, at the request of the counties, and also +several important bridges have been designed and constructed under the +supervision of the Department. Engineers have been furnished at State +expense to supervise construction work being done by the counties on +State highways in several instances. + +The program for 1917 depending upon the passage of the $6,000,000.00 +Bonding Act, the working season remaining after ratification by the +voters was short, but engineering parties were sent out and the first +contract under this act was let on June 30, 1917. All except the smaller +contracts entered into were carried over into the 1918 working season. +No new paving or grading contracts of any magnitude have been awarded +this year due to the rising costs of material and scarcity of labor. + +There was early seen the necessity of conserving labor and capital in +the national emergency and for that reason the Commission has been +unable to give aid to many meritorious projects submitted by various +sections of the State. At a meeting held on June 25, the Commission went +on record, as a war measure, to devote its resources to the completion +of the two trunk line highways, the Columbia River Highway and the +Pacific Highway, completing projects under construction, temporary +surfacing to keep trunk highways open or roads to develop resources +which are an aid in the prosecution of the war. Notwithstanding the +mandatory nature of the State law which created the Commission and +provides funds for work under it, the Commission believes this course +was warranted and that its action will be supported. + +Due to the uncertainty of materials, supplies, labor conditions, etc., +contractors have been unable to make satisfactory bids and on several +occasions no satisfactory bids being received, the Commission undertook +to do the work by day labor, in each case effecting a saving under the +low bid. + +In a few cases, either no bids being received or the ones received being +considered excessive, work has been let on the cost plus basis with +definite cost limit set, beyond which no percentage would be paid. Three +of these force account jobs have later been taken over by the +Commission, as it was felt that the work could be handled more +economically with its own forces. + +To determine the legality of the State and Federal co-operative bonds +for co-operation on post and forest roads, a friendly suit was brought +in the Supreme Court which was decided favorable to the issue. + +The interpretation placed on the Federal Aid Road Law by the Secretary +of Agriculture requiring actual carriage of the mails or a reasonable +prospect before approving as eligible for Federal co-operation +eliminated from the classification practically all of the Columbia River +Highway and especially links in the Pacific Highway in Douglas county on +which it was desired to receive Federal aid. + +Under the post road law seventeen projects have been agreed upon, and to +date ten have been approved, three disapproved, two pending and two in +preparation. Construction work has been started on two of these +projects. Under the forest road law fourteen projects have been +approved. Construction has been started on four of these projects. +Several will carry over into the 1920 program. + +A railroad asphalt paving plant was purchased but not used during the +1918 season, since no bituminous pavements were constructed, under new +contracts, in that period. Three concrete pavers are owned by the +Commission, as well as three road rollers, four rock crushers, and six +auto trucks, besides considerable grading construction equipment. A +large part of this equipment has been in use this season and not only +has saved the cost of rented equipment but has been available at times +when it was impossible to get the same elsewhere. + +A total of seventy-one projects have been advertised as follows. It will +be noted that the number of proposals exceeds the number of bidders +which may be explained by the fact that on paving work bidders have made +proposals on more than one type of pavement. + + =============================+================+===========+=========== + Project | Date | Number of | Number of + | | Proposals | Bidders + -----------------------------+----------------+-----------+----------- + Sheridan Paving | May 29, 1917 | 2 | 2 + Sheridan Grading | May 29, 1917 | 8 | 2 + Cummings Hill Grading | June 19, 1917 | 1 | 1 + Pendleton Paving | June 29, 1917 | 8 | 4 + Rex-Tigard Grading | July 20, 1917 | 5 | 4 + Rex-Tigard Paving | July 20, 1917 | 9 | 4 + Clackamas-Marion Paving | July 20, 1917 | 9 | 5 + Siskiyou Grading | July 20, 1917 | 1 | 1 + Siskiyou Paving | July 20, 1917 | 1 | 1 + Astoria-Svenson Grading | July 20, 1917 | 4 | 4 + Astoria-Svenson Paving | July 20, 1917 | 7 | 4 + Goble Section Grading | July 30, 1917 | 2 | 2 + Rainier Hill Section Grading | July 30, 1917 | 4 | 4 + Cascade Locks Section Grading| July 30, 1917 | 3 | 3 + Viento Section Grading | July 30, 1917 | 4 | 4 + Ruthton Hill Section Grading | July 30, 1917 | 7 | 7 + Columbia County Bridges, Wood| Aug. 7, 1917 | 5 | 5 + Columbia County Bridges, | | | + Concrete | Aug. 7, 1917 | 5 | 5 + Wasco County, Macadam | Aug. 7, 1917 | 1 | 1 + Cummings Hill, Macadam | Aug. 7, 1917 | 1 | 1 + Condon-Thirty Mile Creek, | | | + Macadam | Aug. 7, 1917 | 1 | 1 + Mult. County Line-Scappoose, | | | + Paving | Aug. 7, 1917 | 3 | 2 + Bend-Lapine, Cindering | Aug. 7, 1917 | 2 | 2 + Clatsop County Line-Goble, | | | + Macadam | Aug. 7, 1917 | 2 | 2 + New Era Grading | Aug. 7, 1917 | 1 | 1 + Divide-Latham Macadam | Aug. 7, 1917 | - | - + Pioneer Mountain Section, | | | + Grading | Aug. 7, 1917 | - | - + Lakeview-Paisley Macadam | Aug. 7, 1917 | - | - + Svenson-Westport Macadam | Aug. 7, 1917 | 1 | 1 + Tillamook-Cloverdale Paving | Aug. 7, 1917 | 9 | 3 + Oregon City-Canby Paving | Sept. 4, 1917 | 1 | 1 + Lane County Line-Comstock | | | + Grading | Sept. 5, 1917 | 2 | 2 + Comstock-Leona Grading | Sept. 5, 1917 | 2 | 2 + Yoncalla-Oakland Grading | Sept. 5, 1917 | 3 | 3 + Locust Hill Section Grading | Sept. 25, 1917 | 4 | 4 + Wolf Creek-Grave Creek | | | + Grading | Nov. 6, 1917 | 9 | 9 + Myrtle Creek-Dillard Grading | Nov. 27, 1917 | 7 | 7 + Bridge Creek Section Grading | Nov. 27, 1917 | 2 | 2 + John Day Bridge | Nov. 27, 1917 | 4 | 4 + Goble Creek Bridge | Nov. 27, 1917 | 5 | 5 + Onion Flat Bridge | Nov. 27, 1917 | 3 | 3 + Canemah-New Era Grading | Dec. 10, 1917 | 4 | 4 + Tualatin Bridge | Jan. 1, 1918 | 3 | 3 + Umpqua Bridge 21/2 miles south | | | + of Dillard | Jan. 9, 1918 | 4 | 4 + Umpqua Bridge 1 mile north | | | + of Dillard | Jan. 9, 1918 | 5 | 5 + Pendleton-Echo Grading and | | | + Macadam | Feb. 5, 1918 | 3 | 3 + Echo-Morrow County Line | | | + Grading and Macadam | Feb. 5, 1918 | 5 | 4 + Umpqua Bridge 21/2 miles south | | | + Dillard | Feb. 5, 1918 | 4 | 4 + Hood River Bridge | Mar. 5, 1918 | 4 | 4 + Umpqua Bridge 21/2 miles south | | | + Dillard | Mar. 5, 1918 | 3 | 3 + Beaver Creek Bridge No. 11 | Mar. 23, 1918 | 1 | 1 + Half Viaduct Little Jack | | | + Falls | Mar. 23, 1918 | 1 | 1 + Svenson-Columbia County Line | | | + Macadam | Mar. 23, 1918 | 1 | 1 + Sheridan-McMinnville Section | | | + Paving | Mar. 23, 1918 | 1 | 1 + Graham Creek Bridge | Mar. 23, 1918 | ... | ... + Plympton Creek Bridge | Mar. 23, 1918 | ... | ... + Little Creek Bridge | Mar. 23, 1918 | ... | ... + Big Creek Bridge | Mar. 23, 1918 | ... | ... + Clatsop County Line-Tide | | | + Creek Macadam | Mar. 23, 1918 | ... | ... + 2 half viaducts in Columbia | | | + County | Mar. 23, 1918 | ... | ... + Stone Wall Construction | | | + Columbia County | Mar. 23, 1918 | ... | ... + Cascade Locks Section Gravel | May 14, 1918 | 1 | 1 + Salem-Aurora Paving unit | | | + No. 1 | June 25, 1918 | 3 | 2 + Salem-Aurora Paving unit | | | + No. 2 | June 25, 1918 | 3 | 2 + Fanno Creek Bridge | July 9, 1918 | 6 | 6 + Elgin-Minam Section Grading | July 9, 1918 | 1 | 1 + Union-Telocaset Section | | | + Grading | July 9, 1918 | 4 | 4 + Elgin-Minam Section Grading | July 9, 1918 | 3 | 3 + Ashland Paving | July 9, 1918 | 3 | 2 + Divide-Comstock Macadam | July 9, 1918 | 1 | 1 + Divide Overhead Crossing | Sept. 10, 1918 | 1 | 1 + Divide Overhead Crossing | | | + Grading | Sept. 10, 1918 | 1 | 1 + Marshfield-Coquille Macadam | Oct. 8, 1918 | 2 | 2 + | +-----------+----------- + | | 216 | 182 + -----------------------------+----------------+-----------+----------- + +Under the provisions of the Six Million Dollar Bonding Act, bonds to the +amount of $2,190,000.00 par value have been sold. These bonds bear four +per cent interest and mature in from five to twenty-five years from date +of issue. An average of six proposals were made for each issue. + + ===========+==========+===========+===============+==========+========== + Date of | Date of | Numbers | Highest |Par Value |Price Paid + Sales | Bonds | | Bidder | | + -----------+----------+-----------+---------------+----------+---------- + Aug. 7, | Aug. 1, | 1- 520 | Lumbermen's | $ 500,000| $ 471,300 + 1917 | 1917 | | Trust | | + | | | Company | | + Sept. 12, | Sept. 1, | 521-1040 | E. H. Rollins | 500,000| 472,130 + 1917 | 1917 | | & Sons | | + Mar. 15, | April 1, | 1041-1560 | Henry Teal | 500,000| 455,850 + 1918 | 1918 | | | | + July 9, | July 1, | 1561-2280 | E. H. Rollins | 690,000| 643,770 + 1918 | 1918 | | & Sons and | | + | | | A. B. Leach | | + | | | +----------+---------- + Totals |$2,190,000|$2,043,050 + --------------------------------------------------+----------+---------- + +Under the provisions of Chapter 175 of the Laws of 1917, (Bean-Barrett) +bonds to meet Federal co-operation are authorized. Four hundred thousand +dollars par value of these bonds were sold August 18, 1918 by the Board +of Control to the highest bidder, Clark-Kendall & Co., whose proposal +was $381,160.00. These bonds are four per cent and mature in from four +to eight years. + +The work accomplished during the biennium may be summed up as follows: + + 50 miles of hard surface. + 111.8 miles of broken stone or gravel surface. + 134.5 miles of graded roadbed. + 40 bridges. + +With the close of the war and the prospect of declining prices of +material and a more plentiful supply of labor, the Commission looks +forward to 1919 as a year in which a great deal can be accomplished and +at this date a tentative program has been prepared providing for +improvement of the State Highways in every county of the State. + +The report of the State Highway Engineer to the Commission is hereto +appended, showing in detail the work accomplished and the expenditures +during the biennium. + + +FINANCIAL STATEMENT OREGON STATE HIGHWAY COMMISSION + +STATEMENT FOR THE BIENNIUM ENDING NOVEMBER 30, 1918 + + ONE-QUARTER MILL TAX FUND-- + Balance on hand December 1, + 1916 $ 94,418.14 + Turnover January 1, 1917 219,690.98 + Turnover January 1, 1918 232,151.39 + ----------- + Total receipts $ 546,260.51 + Expenditures from 1/4 mill tax + fund to Nov. 30, 1918 528,789.99 + -------------- + Balance on hand December 1, + 1918 $ 17,470.52 + + AUTOMOBILE LICENSE FUND-- + Turnover October 1, 1917 $150,000.00 + Turnover April 1, 1918 300,000.00 + Turnover October 1, 1918 125,000.00 + ----------- + Total receipts $ 575,000.00 + Total expenditures to Nov. 30, + 1918 281,902.67 + ------------ + Balance, December 1, 1918 $293,097.33 + + SIX MILLION DOLLAR BOND FUND-- + August 7, 1917, $500,000.00 + bonds $471,300.08 + Accrued interest 2,333.33 + Sept. 12, 1917, $500,000.00 + bonds 472,130.00 + Accrued interest 1,833.33 + March 15, 1918, $500,000.00 + bonds 455,850.00 + Accrued interest 222.22 + July 9, 1918, $690,000.00 + bonds 643,770.00 + Accrued interest 2,606.54 + ----------- + Total receipts from bond sales $2,050,045.42 + Expenditures to November 30, 1918 2,049,025.47 + ------------ + ------------ + Balance on hand December 1, 1918 $ 1,019.95 + + STATE AND FEDERAL CO-OPERATIVE BONDS-- + August 18, 1917, sold + $400,000.00 $388,040.00 + Accrued interest 2,844.44 + ----------- + $390,884.44 + Expenditure of Board of + Control this issue 400.00 + ----------- + Turnover by Board of Control + to State Highway Commission $ 390,484.44 + Expenditures to Nov. 30, 1918 28,539.55 + ------------ + Balance on hand December 1, 1918 $361,944.89 + + +SUMMARY + + =======+===========+===========+=============+============+============= + | | | | Federal | + | | | |Co-operative| + | 1/4-Mill | Auto | Six Million | Bonds |Bean-Barrett + | | | | State and | + -------+-----------+-----------+-------------+------------+------------- + Total |$546,260.51|$575,000.00|$2,050,045.42| $390,484.44|$3,561,790.37 + Funds | | | | | + Expend-| 528,789.99| 281,902.67| 2,049,025.47| 28,539.55| 2,888,257.68 + itures | | | | | + +-----------+-----------+-------------+------------+------------- + Balance| $17,470.52|$293,097.33|$ 1,019.95| $361,944.89|$ 673,532.69 + -------+-----------+-----------+-------------+------------+------------- + +[Illustration: LITTLE JACK FALLS ON THE COLUMBIA RIVER HIGHWAY BETWEEN +GOBLE AND RAINIER IN COLUMBIA COUNTY] + + + + + Report of the + State Highway Engineer + to the + State Highway Commission + of the + State of Oregon + 1917-1918 + + Herbert Nunn, State Highway Engineer + + +LETTER OF TRANSMITTAL + +Salem, Oregon, December 18, 1918. + +TO THE HONORABLE STATE HIGHWAY COMMISSION, S. BENSON, Chairman, W. L. +THOMPSON, Commissioner, R. A. BOOTH, Commissioner. + +Gentlemen: + +I have the honor to submit report covering the operations of the Highway +Department for the fiscal years ending November 30, 1917, and November +30, 1918. + +In view of the fact that the State Highway Department did not complete +its organization until late in the season of 1917 and due to the further +fact that practically all contracts were awarded after the first day of +July, 1917, it was impossible to place before the State Highway +Commission a report which would be of any particular value to the +general public at the end of the last fiscal year. Therefore, it has +been decided to submit the two fiscal years under one cover in order +that the public may have at its command a statement of public highway +expenditures and the accomplishments of the State Highway Department +under the supervision of the State Highway Commission. + +It was considered advisable by the Highway Commission to award contracts +and get work under way as early in 1917 as the necessarily late +organization of the Department would permit. The matter of preparing +estimates and calling for bids was therefore carried out as rapidly as +possible, using the data and surveys of the previous administration as a +basis for estimates. + +It is believed that by awarding the contracts during the year 1917, +approximately twenty per cent was saved on all construction for the +reason that the shortage in labor and material did not become serious in +the State of Oregon until late in that season. + +I wish to call the attention of the Commission to the law which requires +the State Highway Commission to make county surveys upon the State +highway system within the boundaries of any county making application. I +believe the law to be a good one, inasmuch as it furnishes free to +counties engineering skill which they cannot afford and places at their +command an organization which is in a position to carry out preliminary +location and estimates. The law states that this work shall be charged +to the counties under any future appropriation which may be made to +them. + +The law limiting the expenditures of the State Highway Department for +engineering and administrative purposes to ten per cent of the total +moneys appropriated for construction, is sufficient for all purposes of +the State Highway Department, as an examination of the tabulated report +will show. However, as there are no separate funds set aside for the +county work as above noted, it has been necessary for this Department to +charge in all such work against our own engineering forces, and when I +state to you that the total sum for strictly county work, as requested +by the county courts, amounts to $137,954.74 in two years, you will see +that the Department is carrying a rather heavy burden which in reality +does not belong to it. So far the Department has been able to carry the +burden and still live within the ten per cent, but at any time the +counties increase their construction and engineering work and request +our supervision, this might exceed the lawful limit which we are +allowed. I recommend that this law be made clearer and that certain +funds be set aside for engineering work handled by the State Highway +Department for counties. + +In order to anticipate the large amount of construction for 1919, the +State Highway Department has worked a rather large engineering force +throughout the summer of 1918 and will continue it through the winter of +1918 and 1919. This preliminary work is absolutely necessary in order to +award contracts early in the spring of 1919. The Federal Government +requires very carefully prepared plans and estimates for all future +Government work and this has been anticipated also, and practically +every project has been completed as to engineering features and +submitted to the Federal Government for approval. + +Respectfully submitted, + +HERBERT NUNN, State Highway Engineer. + + + + + Report of the + State Highway Engineer + To the + Oregon State Highway Commission + December 1, 1916, to November 30, 1918 + + +WORK ACCOMPLISHED + +During the two-year period covered by this report, conditions have been +unusually unfavorable for highway construction work. Labor and materials +of all kinds have been difficult to secure, wages and prices have been +very high, transportation facilities have been inadequate and many other +conditions have operated to interfere with highway construction. During +the last year public sentiment has been opposed to the prosecution of +construction work and the restrictions imposed by the Federal Government +have prevented the undertaking of any extensive program of road +improvement. For these reasons the Highway Department has not handled +nearly the amount of work that it would have handled under normal +conditions, but nevertheless a great stride has been made in the +development of Oregon's good roads system, and the Department feels that +a fairly good showing has been made. The actual construction work +undertaken and completed during the two years consists of fifty miles of +paving, one hundred and eleven and eight-tenths miles of macadamizing, +one hundred and thirty-four and five-tenths miles of grading and forty +bridges and large culverts. + +In addition to this actual construction work the Department has made +surveys of nine hundred and two miles of State roads and has prepared +designs for forty-two bridges for county authorities. + + +MONEYS AVAILABLE AND EXPENDED + +From December 1, 1916, to November 30, 1918, the State Highway +Department has had available for expenditure a total of $4,271,515.16 of +State and County funds. Of this amount $3,597,982.47 has been expended. +These amounts distributed over funds are as follows: + + =================================+===============+=============== + Funds | Amounts | Amounts + | Available | Expended + ---------------------------------+---------------+--------------- + State Funds: | | + One-quarter mill tax fund | $ 546,260.51 | $ 528,789.99 + Automobile license fund | 575,000.00 | 281,902.67 + Six million dollar bond fund | 2,050,045.42 | 2,049,025.47 + State and Federal Co-operative | 390,484.44 | 28,539.55 + bond fund | | + +---------------+--------------- + Total State funds | $3,561,790.37 | $2,888,257.68 + County funds | 709,724.79 | 709,724.79 + +---------------+--------------- + Grand total | $4,271,515.16 | $3,597,982.47 + ---------------------------------+---------------+--------------- + + +PAVING + +A total of fifty miles of pavement was completed by the Department +during the 1917 and 1918 seasons. Had it not been for the entrance of +the United States into the war, this mileage would have been more than +doubled, but with need of paving materials, labor and capital for war +uses, the Commission felt that it must curtail its paving program to the +greatest possible extent. To this end, only three miles of pavement was +started during the 1918 season, whereas under normal conditions the +mileage of new work would have been greatly in excess of the forty-seven +miles undertaken in 1917. + +The sections of pavement completed are as follows: + + Clackamas County-- Miles + Oregon City to Canby 7.5 + Clatsop County-- + Astoria to Svensen 3.5 + Columbia County-- + Scappoose to Multnomah County Line 2.5 + Jackson County-- + Ashland Hill Section 0.8 + Tillamook County-- + Tillamook-Cloverdale Section 5.0 + Umatilla County-- + Pendleton to Adams 10.0 + Pendleton to State Hospital 1.0 + Washington County-- + Multnomah County Line to Yamhill County Line 12.5 + Yamhill County-- + Newberg to Washington County Line 3.2 + Sheridan east 4.0 + ---- + Total miles paved 50.0 + +All of the above pavements are sixteen feet in width, and despite the +fact that the prices of material and labor increased greatly during the +period between the inauguration of the six million dollar paving program +and the actual commencement of work, the cost of these paved roads has +been only slightly in excess of $1,000.00 per mile per foot width +contemplated at the time the six million dollar bond issue was voted. +The actual cost of the fifty miles of completed pavement was +approximately $872,500.00 which gives a unit cost of $1,090.00 per mile +per foot width. + +Each of the sections paved is described in full in an article under the +heading of the particular county in which it is located. + + +MACADAMIZING + +One hundred and twelve miles of State roads have been surfaced with +broken stone and gravel macadam. Practically all of this surfacing is +sixteen feet wide; there are, however, a few short stretches of +nine-foot width necessitated by the coming on of wet weather before the +full sixteen-foot width could be completed. The total quantity of broken +stone and gravel placed in these 112 miles of surface was 247,925 cubic +yards, an average of 2,210 cubic yards per mile, which quantity of +material per mile gives an average loose thickness of eight and one-half +inches for macadam sixteen feet wide. The Department's specifications +call for a minimum thickness of six inches. In many places, however, +particularly on the lower Columbia River work it was found necessary to +place as much as eighteen and twenty-four inches of rock before a +satisfactory foundation could be secured. + +The sections upon which broken stone or gravel surfacing was placed are +as follows: + + Clatsop County-- Miles + Astoria to Columbia County Line 24.4 + Columbia County-- + Clatsop County Line to Goble 27.2 + Deschutes County-- + Bend-Lapine Section (cinder macadam) 12.5 + Douglas County-- + Divide to Leona 7.0 + Gilliam County-- + Condon to Thirty Mile Creek 6.7 + Hood River County-- + Cascade Locks to Hood River 18.0 + Jackson County-- + Siskiyou Mountain Section 6.5 + Lake County-- + Lakeview-Paisley Section 4.0 + Lane County-- + Divide-Cottage Grove Section 1.0 + Wheeler County-- + Cummins Hill Section 4.5 + ----- + Total miles of macadam surfacing 111.8 + +A complete description of each of the above sections will be found in +the chapter devoted to the county in which the work was performed. + + +GRADING + +The grading work of the Highway Department is confined to the building +of those sections of State roads which are so located that the counties +in which they occur are not directly interested in their construction or +which are so expensive that county funds are inadequate for their +construction. The total number of miles graded during the last two-year +period was 134.5 miles, most of which was on the Pacific and Columbia +River highways. + +While the grading work was greatly curtailed during 1918 on account of +war conditions, work was continued in those localities where resident +labor was available and where the work interfered in no way with more +essential war industries. + +A complete tabulation of the grading jobs is given elsewhere in this +report, and a detailed outline of each is given under the respective +county headings. A few of the more important grading jobs are as +follows: + + Miles + Grading between Cascade Locks and Hood River in Hood River County 14.2 + Elimination of Roberts Mountain grades in Douglas County 12.8 + Grading of Rice Hill section between Oakland and Yoncalla 10.4 + Elimination of Wolf Creek-Grave Creek grades in Josephine County 4.9 + Reduction of Cummins Hill grade in Wheeler County 3.5 + Grading between Oregon City and New Era in Clackamas county 4.5 + + +BRIDGES + +The State Highway Department has, during the period covered by this +report, prepared designs for ninety-six bridges and fourteen special +culverts. Of these structures sixty bridges and ten culverts have been +constructed at a total cost to State and Counties of $617,388.09. + +The structures paid for out of State funds consist of twenty-two +reinforced concrete bridges, ten wood bridges, and seven culverts. The +total expenditure of State funds for these bridges and culverts was +$239,044.85. + +[Illustration: REINFORCED CONCRETE BRIDGE OVER HOOD RIVER, NEARING +COMPLETION, ON THE COLUMBIA RIVER HIGHWAY AT HOOD RIVER CITY. BUILT IN +1918.] + +The structures paid for out of county funds consist of thirteen +reinforced concrete bridges, fourteen wood and steel bridges, and four +culverts; the total cost of these structures being $378,343.24. + +Of the structures paid for by the counties, the State Highway Department +supervised the construction for three reinforced concrete bridges, four +steel and wood bridges, and one culvert; the cost of which totaled +$288,743.24. + +A complete tabulation of the bridges designed and constructed is given +in another part of this report, and complete descriptions of the more +important structures will be found in the articles devoted to the +particular counties in which the structures are located. + +The $250,000.00 intercounty bridge across the Willamette River at Salem +was completed, and has attracted more than local attention. While the +cost of this structure was borne by Marion and Polk Counties the design +and construction engineering were handled by this Department. + +The reinforced concrete arch bridge at Hood River, the largest concrete +bridge yet constructed in this State was designed and built under State +supervision, although the County also contributed toward its cost. + +Among the proposed bridges of considerable magnitude for which county +officials have requested designs from this Department may be mentioned +the Deschutes and Oregon City. The former will be located between the +present toll bridge and the railroad bridge across the Deschutes River +and will thus obviate the necessity of toll payments. It will consist of +a series of reinforced concrete arches. The Oregon City bridge will +replace the old suspension bridge across the Willamette. Studies are +being made and comparisons of various types of bridges and locations of +site are being made. + +During the war period, both for patriotic and economic reasons the +employment of steel bridges was discontinued and wooden truss bridges +used instead. Now that the demand for steel for war purposes has +subsided, and there are indications of a decline in the price of +structural steel in the near future, the resumption of use of that +material in the construction of bridges will probably be more general. + + +ELIMINATION OF GRADE CROSSINGS + +The Department is working consistently for the elimination of dangerous +grade crossings. No less than ten grade crossings have been done away +with as far as through traffic on State Roads is concerned, during the +past two years. Most of these eliminations have been brought about by +holding roads on the same side of railway tracks instead of crossing +over and back. Two of the eliminations, however, were brought about by +grade separations; one near Rex in Washington County and another near +Ashland in Jackson County, both of these grade separations being +undercrossings. + +An agreement was also reached whereby a reinforced concrete overhead +crossing will be constructed to eliminate a very dangerous grade +crossing on the Pacific Highway near Divide, in Lane County. This +structure would have been built in 1918, but on account of the +requirements of material for war purposes, the United States Highway +Council ordered the construction delayed. It will undoubtedly be +constructed during the 1919 season. + + +FEDERAL CO-OPERATION + +In 1916, the United States Congress enacted a law making available +$85,000,000.00 of Federal Government moneys for co-operation with the +several States in the construction and improvement of roads. Of this +amount, $75,000,000.00 is appropriated for co-operation on "Post Roads," +roads over which either rural or star post routes are operated, and +$10,000,000.00 is appropriated for co-operation on "Forest Roads," roads +within or partly within National Forests. + +During the five year period prior to July 1, 1921, there will become +available to the State of Oregon from the Government Funds set aside by +this Act the following amounts: + + ===============================+================+================ + | For | For + | Post Roads | Forest Roads + -------------------------------+----------------+---------------- + July 1, 1916, to July 1, 1917 |$ 78,687.00 | $ 127,794.00 + July 1, 1917, to July 1, 1918 | 157,375.00 | 127,794.00 + July 1, 1918, to July 1, 1919 | 236,062.00 | 127,794.00 + July 1, 1919, to July 1, 1920 | 314,749.00 | 127 794.00 + July 1, 1920, to July 1, 1921 | 393,437.00 | 127,794.00 + +----------------+---------------- + Totals |$ 1,180,310.00 | $ 638,970.00 + -------------------------------+----------------+---------------- + +Total amount of government funds apportioned to the State of Oregon for +co-operative work. $1,819,280.00. + +With the funds thus apportioned to the State, the Government will +co-operate on approved road projects to not to exceed fifty per cent of +their cost. Therefore, the State, or the State co-operating with the +Counties, must provide amounts at least equal to the amounts set aside +by the Federal Government in order to avail itself of the funds +apportioned to it. + +In 1917, the State Legislature passed a bill accepting the terms of the +Federal Government's co-operative offer and authorizing the issue of +bonds to the amount of $1,819,280.00 to provide the funds necessary to +match the Government funds. There is thus available for expenditure on +post and forest roads in the State during the five years prior to July +1, 1921, the following amounts: + + For Post Road Projects: + Federal Government Funds $1,180,310.00 + State Funds 1,180,310.00 + -------------- $2,360,620.00 + For Forest Road Projects: + Federal Government Funds $ 638,970.00 + State Funds 638,970.00 + -------------- 1,277,940.00 + -------------- + Total $3,638,560.00 + +For Post Road Projects the plans are prepared, contracts let and work +supervised by the State Highway Department, subject, of course, to +approval and acceptance by the Secretary of Agriculture through the +Federal Office of Public Roads and Rural Engineering. For Forest Road +Projects, the plans are prepared, contracts let and work supervised by +the Federal Office of Public Roads and Rural Engineering acting for the +Secretary of Agriculture. The State Highway Department is, therefore, +directly responsible for the work done on Post Road Projects, whereas on +Forest Road Projects the responsibility rests with the Office of Public +Roads and Rural Engineering, the State Highway Department simply +approving the projects and auditing the claims presented by the Federal +Government against the State's share of the funds. + +It is the policy of the Highway Department to match the Government Funds +with equal amounts from State Funds only, any County Funds which may be +available being used to increase the total amounts available rather than +to reduce the amount of State co-operation. On projects approved to +November 30, 1918, the amount of these additional funds provided by +counties is approximately $325,000.00. + + +POST ROAD PROJECTS + +Up to November 30, 1918, fifteen Post Road Projects had been submitted +to the Office of Public Roads for approval. Of these fifteen projects +nine have received approval, three have been rejected as not complying +with the government requirements as regards rural and star route mail +service over them, and three are pending action by the Secretary of +Agriculture. The rejected projects were the Wolf Creek-Grave Creek +project in Josephine county, the Canyonville-Galesville project in +Douglas County, and the Myrtle Creek-Dillard project also in Douglas +County. The first and third of these projects have since been +constructed without government co-operation, and the second is under +construction as a "Forest Road." + +Construction is now under way on two Post Road Projects both of which +are in Union County. These are the Elgin-Minam project, estimated to +cost $41,151.00, and the Union-Telocaset project, estimated to cost +$30,000.00. The contracts for the construction of both jobs were let on +July 9, 1918, to Union County, represented by the County Court, the +lowest bidder. Subsequent to the letting, however, the Attorney General +gave the opinion that the County Court had no legal authority to enter +into a contract of this nature, and in order to facilitate matters and +prevent delay in construction the State Highway Commission on September +10, 1918, agreed to take the work over at the prices bid by the County, +the County agreeing to reimburse the State in case the cost of the work +exceeded the bid prices. + +The total estimated cost of all projects agreed upon to date is +$1,409,993.24 of which $627,496.62 is to be paid by the Federal +Government, $627,496.62 by the State, and $155,000.00 by the Counties +interested. On page 24 is given a tabulation of the Post Road Projects +approved, giving the estimated cost of each project with the respective +amounts to be paid by the State, the Federal Government and the +Counties. + + +FOREST ROAD PROJECTS + +The Federal authorities and the State Highway Commission have to date +agreed upon co-operation on fourteen Forest Road Projects. The total +estimated cost of these fourteen projects is $1,246,204.65; $538,231.78 +to be provided by the Government, $538,231.78 by the State, and +$169,741.09 by the Counties. + +Construction is already under way on three of the Forest Projects, +namely: the Canyonville-Galesville section of the Pacific Highway in +Douglas County, the Three Rivers Project in Tillamook County, and the +Ochoco Canyon Project in Crook County. + + +POST ROAD PROJECTS + +PROJECTS AGREED UPON TO NOVEMBER 30, 1918 + + =========+=======+========+=============+=================================== + |Project| Miles | | Funds Provided + Projects |Number | and | Estimated +-----------+-----------+----------- + +----+ | Kind | Total | By | By | By + | | of Work| Cost |Government | State | Counties + --------------+--+--------+-------------+-----------+-----------+----------- + Baker | | | | | | + County: | | | | | | + Baker-Middle |10|17.0 |$ 71,235.45|$ 28,117.73|$ 28,117.72|$ 15,000.00 + Bridge | |miles-- | | | | + section | |grading | | | | + Sag Section | 9|4.9 | 41,926.00| 17,963.00| 17,963.00| 6,000.00 + of Baker- | |miles-- | | | | + Baker- | |grading | | | | + Cornucopia | |and | | | | + Road | |gravel | | | | + Canyon |11|4.5 | 22,498.00| 8,249.00| 8,249.00| 6,000.00 + Section of | |miles-- | | | | + Baker- | |grading | | | | + Cornucopia | | | | | | + Road | | | | | | + | | | | | | + Grant County: | | | | | | + John Day to |13|7.2 | 143,817.14| 71,908.57| 71,908.57| ... + Fiske Creek | |miles-- | | | | + Section | |grading | | | | + | |and | | | | + | |gravel | | | | + Hall Hill to |14|2.2 | 43,282.47| 21,641.23| 21,641.24| ... + Prairie | |miles-- | | | | + City | |grading | | | | + Section | |and | | | | + | |gravel | | | | + | | | | | | + Harney County:| | | | | | + Burns-Crane |15|6.0 | 48,000.00| 20,000.00| 20,000.00| 8,000.00 + Project | |miles-- | | | | + | |grading | | | | + | |and | | | | + | |gravel | | | | + Malheur | | | | | | + County: | | | | | | + Project to be| | | 100,000.00| 40,000.00| 40,000.00| 20,000.00 + selected | | | | | | + | | | | | | + Marion | | | | | | + County: | | | | | | + Salem- | 7|18.0 | 347,232.60| 173,616.30| 173,616.30| ... + Aurora | |miles-- | | | | + Project | |grading | | | | + | | | | | | + Union County: | | | | | | + Elgin-Minam | 5|9.3 | 41,151.00| 20,575.50| 20,575.50| ... + Project | |miles-- | | | | + | |grading | | | | + Union- | 8|6.0 | 30,000.00| 15,000.00| 15,000.00| ... + Telocaset | |miles-- | | | | + Project | |grading | | | | + | | | | | | + Wasco County: | | | | | | + The Dalles- |..|2.0 | 44,000.00| 20,000.00| 20,000.00| 4,000.00 + Three Mile | |miles-- | | | | + Creek | |paving | | | | + Project | | | | | | + | | | | | | + Wheeler | | | | | | + County: | | | | | | + Fossil- | 4|9.5 | 36,733.40| 18,366.70| 18,366.70| ... + Sarvice | |miles-- | | | | + Creek | |grading | | | | + Project | | | | | | + | | | | | | + Wheeler and | | | | | | + Grant | | | | | | + Counties: | | | | | | + Sarvice | 6|48.5 | 400,433.80| 157,216.90| 157,216.90| 86,000.00 + Creek- | |miles-- | | | | + Valades | |grading | | | | + Ranch | | | | | | + Project | | | | | | + | | | | | | + Yamhill | | | | | | + County: | | | | | | + Grande |12|2.8 | 39,683.38| 14,841.69| 14,841.69| 10,000.00 + Ronde | |miles-- | | | | + Project | |grading | | | | + | |and | | | | + | |gravel | | | | + --------------+--+--------+-------------+-----------+-----------+----------- + Total estimated cost|$1,409,993.24| | | + of all Projects | | | | + Federal Government | |$627,496.62| | + Funds | | | | + State Funds | | |$627,496.62| + County Funds | | | |$155,000.00 + --------------------------+-------------+-----------+-----------+----------- + +The Canyonville-Galesville section is what is generally known as Cow +Creek Canyon, one of the worst stretches on the Pacific Highway. This +section is 9.7 miles in length, and is to be graded sixteen feet wide; +the estimated total cost being $211,000.00. The work is under contract +to John Hampshire & Co., of Grants Pass. + +The Three Rivers Project is 10.35 miles in length and lies between Hebo +and Dolph on the Portland-Tillamook Highway in Tillamook County. The +County of Tillamook, represented by its County Court was the low bidder +on this work, but before the contract was entered into, the Attorney +General ruled that the County Court had no authority to contract work of +this kind. The State Highway Department having available the necessary +equipment and desiring to get this important piece of road work under +way, agreed with the Federal Government to take the work over at the +prices bid by Tillamook County. + +A tabulation of Forest Road Projects approved to date and giving the +estimated cost and amounts of County, State and Government Funds is +given below. + + +FOREST ROAD PROJECTS + +PROJECTS APPROVED TO NOVEMBER 30, 1918 + + =====================+=============+=================================== + | | Funds Provided + | Estimated +-----------+-----------+----------- + Projects | Total | By | By | By + | Cost | Government| State | County + ---------------------+-------------+-----------+-----------+----------- + Clackamas County: | | | | + Zigzag Section of | | | | + Mt. Hood Road |$ 48,000.00|$ 24,000.00|$ 24,000.00| ... + | | | | + Crook County: | | | | + Ochoco Canyon | 52,500.00| 17,500.00| 17,500.00| 17,500.00 + Project | | | | + | | | | + Curry County: | | | | + Curry-Coos Project | 110,000.00| 55,000.00| 55,000.00| ... + | | | | + Deschutes-Lane | | | | + Counties: | | | | + McKenzie Pass | 190,455.00| 82,078.00| 82,078.00| 26,299.00 + Project | | | | + | | | | + Douglas County: | | | | + Canyonville- | 211,000.00| 94,000.00| 94,000.00| 23,000.00 + Galesville | | | | + Tiller Trail | 123,603.00| 48,439.00| 48,439.00| 26,725.00 + Project | | | | + | | | | + Lake County: | | | | + Lapine-Lakeview | 79,419.00| 39,709.50| 39,709.50| ... + Project | | | | + | | | | + Jackson County: | | | | + Medford-Crater | | | | + Lake Project | 72,372.00| 34,436.00| 34,436.00| 3,500.00 + | | | | + Josephine County: | | | | + Grants Pass- | | | | + Crescent City | 31,476.00| 15,738.00| 15,738.00| ... + Project | | | | + | | | | + Klamath County: | | | | + Anna Creek Section | | | | + of Crater Lake | 6,780.40| 3,390.20| 3,390.20| ... + Road | | | | + | | | | + Lane County: | | | | + Eugene-Florence | 123,951.25| 41,317.08| 41.317.08| 41,317.09 + Project | | | | + | | | | + Tillamook County: | | | | + Three Rivers | 122,000.00| 50,250.00| 50,250.00| 21,500.00 + Project | | | | + | | | | + Wallowa County: | | | | + Flora-Enterprise | 29,648.00| 12,324.00| 12,324.00| 5,000.00 + Project | | | | + | | | | + Wheeler County: | | | | + Ochoco Canyon | 45,000.00| 20,050.00| 20,050.00| 4,900.00 + Project | | | | + +-------------+-----------+-----------+----------- + Total estimated |$1,246,204.65| | | + cost of all | | | | + Projects | | | | + Federal Govt. Funds| |$538,231.78| | + State Funds | | |$538,231.78| + County Funds | | | |$169,741.09 + ---------------------+-------------+-----------+-----------+----------- + +[Illustration: MOUNT ASHLAND FROM THE PACIFIC HIGHWAY IN JACKSON COUNTY. +ELEVATION OF HIGHWAY 4,480 FEET] + + +THE PACIFIC HIGHWAY + +The Pacific Highway running from Portland, through Oregon City, Salem, +Albany, Eugene, Roseburg, Grants Pass, Medford and Ashland to the +California line, is probably the most important through highway in the +State. Along it are situated nine of the most important cities of the +State. It traverses the immensely productive valleys of the Willamette, +the Umpqua and the Rogue Rivers. It is the intercommunicating road for +nine of the thirty-five counties of the State, and passes through the +county seats of all but one of the nine. It is the only continuous and +direct road along the Pacific Coast west of the Cascade Mountains, and +connecting as it does the metropoli of the three Pacific Coast States it +is the most important interstate highway in the West. From the +standpoint of the tourist, Oregon would not be on the map if it had no +Pacific Highway. It is the road that makes Oregon accessible to tourists +from other states. + +Being the most important highway in the State, the Pacific Highway +should be the best highway in the State. To make it the best and at the +same time to bring it up to the standard of the same highway in the +adjacent states of Washington and California is one of the ends toward +which the Highway Commission has been working during the past two years. +During that time 53.3 miles of the very worst stretches of this highway +have been newly graded to trunk highway standards. This grading has +eliminated practically all of those heavy and dangerous grades which +have made Oregon notorious for bad roads and which have kept thousands +of auto tourists from visiting the State. In addition to grading 53.3 +miles on the Pacific Highway, the Highway Commission has put down 8.3 +miles of pavement and 14.5 miles of macadam, the total cost of all of +these improvements being $971,000.00. As a part of the 1919 program, the +Highway Commission has already appropriated for the improvement of the +Pacific Highway the sum of $1,147,000.00, with which it is planned to +build 46 miles of pavement and 38 miles of macadam surface. + +The particular sections of the Pacific Highway constructed during 1917 +and 1918, together with their mileages and total costs are given below. +All of these sections are completed with the exception of the +Canyonville-Galesville Forest Road Project which is well under way. + + ================================================+=====+=========== + Sections |Miles| Total Cost + ------------------------------------------------+-----+----------- + Grading (including bridges)-- | | + Oregon City to New Era | 4.0|$ 75,000.00 + Divide to Leona | 7.0| 50,000.00 + Yoncalla to Oakland | 10.8| 101,100.00 + Myrtle Creek to Dillard | 12.8| 165,500.00 + Canyonville to Galesville | 9.7| 211,000.00 + Wolf Creek to Grave Creek | 4.9| 68,300.00 + Grants Pass to Jackson County Line | 3.3| 13,000.00 + Ashland Undercrossing | .8| 9,800.00 + | | + Macadam-- | | + Cottage Grove to Divide | 1.0| 6,100.00 + Divide to Leona | 7.0| 64,000.00 + Siskiyou to California Line | 6.5| 56,300.00 + | | + Paving-- | | + Oregon City to Canby | 7.5| 135,000.00 + Ashland Hill Section | .8| 15,900.00 + +-----+----------- + Total cost of improvements completed and under| | + way on Pacific Highway, 1917-1918 | |$971,000.00 + ------------------------------------------------+-----+----------- + + +THE COLUMBIA RIVER HIGHWAY + +The Columbia River Highway is second only to the Pacific Highway as a +commercial necessity in the state of Oregon; furthermore, the Columbia +River Highway is the only connecting link between Eastern and Western +Oregon that can be kept open for vehicular traffic throughout the entire +year. + +From a scenic standpoint, the Columbia River Highway has now become +world famous, not only because of its wonderful natural advantages of +location, but because of the high standard of construction. A large part +of this combined commercial and scenic road is now open to traffic and +the coming year will see the elimination of the last almost impassable +barrier--the summit between Hood River and Mosier, a piece of +construction 5.8 miles in length which will cost approximately $350,000 +for the grading alone. + +The Columbia River Highway parallels the Columbia River from the Pacific +Ocean to Umatilla, a distance of 320 miles, thence southeast an +additional 40 miles to Pendleton, where it connects with the Old Oregon +Trail. The Old Oregon Trail continues southeast for a distance of 190 +miles, crossing the Idaho-Oregon line at Huntington; making a continuous +highway 550 miles in length. + +At this date, the grading of the Columbia River Highway is practically +complete from Astoria to Hood River, a total distance of 174 miles, and +the greater part of it is now either paved or macadamized. + +The cost of work completed on the Columbia River Highway between Astoria +and Portland during the period covered by this report, after all +payments are made will be approximately $866,000.00, of which amount +$832,078.35 has been expended to date. The work accomplished consists of +9.4 miles of grading, 51.6 miles of macadamizing, 6 miles of paving, 15 +reinforced concrete bridges and one covered wood draw bridge. + +On the upper Columbia River Highway between Hood River and Cascade +Locks, 14.2 miles have been graded, 18 miles gravelled, and a number of +reinforced concrete bridges built, among which is the Hood River bridge +at Hood River, costing $48,000.00. The total cost of the work completed +between Hood River and Cascade Locks will amount to $466,000.00. + +The sections improved during this period, with their mileages and costs +are as follows: + + ====================================+=====+============= + Sections |Miles| Total Cost + ------------------------------------+-----+------------- + Grading-- | | + Cascade Locks to Hood River | 14.2|$ 355,000.00 + Goble to Clatskanie | 8.2| 78,500.00 + Astoria to Svensen | 1.2| 15,000.00 + | | + Bridges-- | | + Hood River Bridge | | 48,000.00 + Beaver Valley Bridges | | 32,000.00 + John Day River Bridge | | 25,000.00 + Other Bridges | | 31,000.00 + | | + Paving-- | | + Astoria to Svensen | 3.5| 65,000.00 + Scappoose to Multnomah County Line| 2.5| 37,500.00 + | | + Macadamizing-- | | + Astoria to Svensen | 5.5| 30,000.00 + Svensen to Columbia County Line | 18.9| 215,000.00 + Clatsop County Line to Goble | 27.2| 335,000.00 + Cascade Locks to Hood River | 18.0| 65,000.00 + +-----+------------- + Total Expenditures 1917 and 1918| |$1,332,000.00 + ------------------------------------+-----+------------- + +During 1919, work will be undertaken on the Columbia River Highway to +the amount of $1,400,000.00, comprising 10 miles of pavement, 85 miles +of gravel macadam and 80 miles of grading. This work when completed will +provide a surfaced highway between Astoria and Pendleton. + + +COUNTY WORK SUPERVISED BY THE HIGHWAY DEPARTMENT + +That the Counties of the State have confidence in the Highway Department +and recognize the ability of the Department to get results is evidenced +by the fact that $709,724.79 of county funds have been voluntarily +turned over to the Department during 1917 and 1918 to be expended under +its supervision. + +This, $709,724.79, is the actual amount of money paid out by Counties on +vouchers audited and approved by the Department. In addition to this a +large amount of work has been done by Counties under the supervision of +the Department, for which payment was made direct by the Counties +without being audited by the Highway Department. No record of the total +amount thus expended is available, but it is estimated to be about +$200,000.00. No part of this amount is included in any of the +tabulations of expenditures given in this report. The cost of +engineering and supervision of work handled in this manner, has been +paid by the Highway Department and is included in Table VI of the +Financial Report as "Engineering County Construction." + +For co-operation on Post and Forest Road Projects, a total of +$325,000.00 of County Funds have already been pledged. Of this amount +$155,000.00 will be expended under State supervision, and $170,000.00 +under Federal Government supervision. + + +CONSTRUCTION WORK BY STATE FORCES + +While the major part of the work supervised by the State Highway +Department is handled under the contract system, it has been found to be +good business for the Department to go into competition with contractors +and where satisfactory bids are not received to proceed to handle the +work with State forces. + +During 1917 and 1918, the Department handled in this manner the +construction of 45.5 miles of macadam surfacing, 3.0 miles of concrete +paving, and 27.3 miles of grading. + +Although war conditions prevailed during the past year and every +possible obstacle had to be surmounted, the work done with State forces +made a creditable showing when compared with cost plus and contract +jobs. Especially is this true of paving work where a comparison of costs +with bid prices show a very substantial saving to the State, as +illustrated by the following table: + + ===================+======+==========+==========+===========+========== + |Length| Prelimi- |Cost Based|Actual Cost|Saving to + | in | nary | on Lowest| With State| State + | Miles| Estimate | Bid Price| Forces | + | | of Cost | | | + -------------------+------+----------+----------+-----------+---------- + Sheridan Paving | 2.2 |$42,535.50|$52,438.00|$40,065.61 |$12,372.39 + Ashland Hill Paving| .8 | 16,962.00| 19,858.66| 15,908.03 | 3,950.63 + +------+----------+----------+-----------+---------- + Total | 3.0 |$59,497.50|$72,296.66|$55,973.64 |$16,323.02 + -------------------+------+----------+----------+-----------+---------- + +Highway construction by the State Highway Department with its own forces +has its limitation, however, in spite of the fact that it is often +possible to do work at less cost than by contract. The Oregon State +Highway Department is by law and of necessity an engineering +organization and, in order to have the best success in handling +construction work, it is necessary to have a distinct organization. + +In the hiring of men for handling such construction, it is necessary for +the State to compete with contractors for the higher priced and more +experienced men, and the contractor is often in a position to offer more +salary than the State. Furthermore, it is necessary for the State to +carry large quantities of expensive equipment which is idle at least a +part of the year, and, in fact, the amount of equipment necessary to +handle all of the State work by force account would represent too large +a portion of the year's available money for road work. + +In handling its construction work direct, however, the Department has +the advantage of not being required to make a profit on the work, +neither has it to pay interest on the necessary moneys to carry payrolls +and other incidentals, neither is there any loss in retained percentage. +The State does not have to carry a construction bond and, in fact, there +are many reasons why a state should handle its construction direct, +cheaper than by contract. + +There is much to be said on both sides of the question, but the +Department at this time does not believe that it is justified in +attempting to handle all of the State work, believing that only under +certain conditions where the State does not receive reasonable bids the +work should be handled direct. + +The State Highway Department has many large construction jobs under +contract at one time, and it is obvious, even to the layman, that an +organization to handle all of this work with State forces is impossible +under the present laws of the State of Oregon, and the Department +recommends that force account be limited to such cases as are mentioned +above and work for which the quantities and cost can not be closely +estimated in advance of construction, such as maintenance work and light +grading. + + +STATE HIGHWAY FUNDS + +The funds at the disposal of the Highway Department are divided as +follows: + + * * * * * + +=The State Highway Fund= provides for one-quarter mill tax on the +assessed valuation of the State. This fund amounted to $219,690.98 in +1917; $232,151.39 in 1918 and in 1919 will equal $246,883.47. The money +available in this fund provides a sufficient sum for the salaries and +expenses of the State Highway Department, and the cost of maintaining +State highways which have been constructed or improved. It is provided +also, that with the proceeds of this fund, the Commission may enter into +co-operative agreements with any County for the survey, construction, +improvement or maintenance of any State highway upon such basis or +contribution as may be agreed upon. The Bridge Department is maintained +out of this fund and furnishes designs for structures desired by the +counties. + + * * * * * + +=The Automobile License Fund.= Under the provision of Section 12, +Chapter 423, Laws of 1917, the Secretary of State is directed to +transfer to an account under the jurisdiction of the State Highway +Commission, the receipts from the automobile license fees, less the cost +of administration. The law provides that these funds be transferred on +April 1 and October 1 of each year. The 1918 receipts from this fund +were $425,000.00 and with the rapid increase of the number of +automobiles, it is expected that this amount will be increased from year +to year. The fund provides for the payment of principal and interest, as +the same shall become due, on the bonded indebtedness of the State of +Oregon, contracted for road purposes under the provisions of the Six +Million Dollar Bonding Act and the State and Federal Road Bonding Act. +The unexpended balance may be expended on such State highway projects as +the Commission approves. + +This fund is also used for co-operative work in counties where the Six +Million Dollar Fund may not be used and on State Highways not eligible +for improvement under the Post and Forest Road Acts. + + * * * * * + +=The Six Million Dollar Road Bond Fund= provides for the issuance of six +million dollars in bonds during the next five years. It provides for the +sale of one million dollars in bonds in 1917; two million dollars in +1918, and the balance as the Commission may think advisable. The primary +purpose of this act was to provide paving on the main highways of the +State, contingent upon the counties preparing the road bed according to +the plans of the State Highway Engineer. + +It also provides funds for the grading of the road bed on the Columbia +River Highway in Clatsop, Columbia and Hood River Counties and on the +Pacific Highway in Jackson County. + +At this date a total of $2,190,000 par value of bonds have been sold. + + * * * * * + +=State and Federal Co-operative Road Bonds.= Under the Federal Aid Road +Act there is provided for expenditure by the Federal Government during +the next five years, $1,180,310.85 for the construction of Post Roads in +the State of Oregon and there is also available during the same period +the sum of $638,970.00 for the construction of highways within or partly +within the National Forests of the State. The purpose of this Act is to +meet Federal Aid in an equal amount and under this provision a total of +$1,819,280.85 in bonds is authorized to be issued by the Board of +Control and placed in a special fund to be used in carrying out the +provisions of this Act. A total of $400,000.00 par value of these bonds +have been sold. + + +EQUIPMENT + +The State Highway Department owns construction and hauling equipment to +the approximate value of $100,000.00. This equipment is too varied and +extensive to be shown in detail in this report. However, it includes six +heavy auto trucks, two light auto trucks, twenty-two touring cars, three +concrete mixers, two gasoline locomotives, three road rollers, one Brown +hoist, one asphalt paving plant, three rock crushers and an extensive +supply of camp equipment, small tools, drills, steel, pipe, etc. + +Most of this equipment is in fine working condition and adaptable to +general highway work and has been used during the past year. However, we +have on hand a certain amount of machinery which was bought for special +purposes in former years, and while it has no doubt made a saving +sufficient to justify its original cost, the Department has no more use +for it and it would be advantageous to the Department if this equipment +could be disposed of and the money invested in more necessary machinery. +Under present conditions, the State law makes it necessary to return any +money from the sale of materials, supplies or equipment into the General +Fund of the State, and it is impossible to get this money back into +highway funds without a special act of the Legislature. Despite this +fact, however, some equipment was disposed of during the past year and +the money turned into the General Fund. + +If the State Highway Department is to proceed with any considerable +amount of work with State forces, it will be necessary to purchase some +additional equipment so that the work may be prosecuted more +economically, especially is this true of concrete bridge work and +general maintenance work. These are special types of work and special +types of equipment are necessary to handle them properly. + +During the past year a great amount of equipment has been rented from +private contractors and in case of short jobs and on special types of +work, this is economical, but on long jobs, it is much more economical +to purchase the necessary machinery as the amount paid out in rentals +for a period of six or eight months is a considerable portion of the +purchase price. + +During the past season a warehouse was built by the Department for the +purpose of housing construction equipment. This warehouse is located on +State property near the Penitentiary. It is 40 by 80 feet in size and +has railroad facilities. + +All idle equipment and left over material is shipped to Salem, for +storage, at the close of the season. There the equipment is overhauled, +repaired, repainted, and placed in readiness for the next season's work. +The warehouse was built by the Department with day labor. + +It will probably be advisable during the coming year to erect two more +units to the warehouse to take care of a larger amount of equipment and +provide for repair shop and garage. + +A garage was rented at 660 North Capitol Street, Salem, and an efficient +automobile mechanic was placed in charge. By this means the automobiles +of the Department are kept in good repair, oiled and tires vulcanized. +Facilities are provided also for overhauling and repainting, which +effects a considerable saving. + + +OFFICE ORGANIZATION + +The work handled in the offices of the State Highway Department is of +four classes, each requiring specialized training, and, in a way, of +little or no relation to each other. For this reason, the office +organization consists of four different offices or departments: the +General Office, the Auditing Department, the Office Engineering +Department and the Bridge Department. The work of these departments is +outlined in the following paragraphs. + + * * * * * + +=General Office.=--All business of the Highway Commission and all +business of the Department with the public is transacted through the +General Office. Under the direction of the Secretary of the Commission +and the First Assistant Engineer, this office handles all +correspondence, the issuance of bonds, the execution of contracts, the +purchase of supplies and equipment, and all general office detail. + +The seal of the State Highway Commission and the minutes of the +Commission meetings are in the custody of the Secretary. All mail is +received and distributed through the Secretary's office, and in it filed +all correspondence, legal documents, etc. This office also keeps a +record of all State equipment and takes care of the charging out of +rental and depreciation on same. + +The purchase of office, engineering and construction supplies and +equipment is handled by this department and a considerable saving is +realized by buying in quantities. On all stock supplies, each job is +charged with the amount furnished and similarly rental on our own +engineering instruments and automobiles is charged, so that the cost of +each job may be determined. On construction projects which are furnished +with our own trucks, road rollers, etc., each piece of equipment is +rented out to the job in the same manner. A record is kept of the rental +charged on each piece of equipment so that its value can be determined +at any time. + + * * * * * + +=Auditing Department.=--This department, working under the supervision +of the Auditor, handles all claims against the Commission, verifies each +one, prepares the vouchers to cover, sends them out to claimants to be +certified, and mails out the warrants when received from the Secretary +of State. All vouchers drawn from the counties for co-operative work or +projects over which the Commission has supervision, are also audited in +this department. In 1917 there were 1,782 State vouchers passed, +aggregating a total of $682,321.98; in 1918, 3,371 were passed, +aggregating $2,205,935.70. In 1917 there were 544 County vouchers +totaling $270,162.37, and in 1918, 410 vouchers totaling $439,562.79. A +total of all such vouchers for the biennium aggregating $3,597,982.84. + +Employes of the Commission are paid by payroll warrants drawn in favor +of the State Highway Engineer and bank checks issued against the same. +The total number of paychecks issued in 1917 was 2,771, and in 1918 +there was a total of 7,350. + +It will be noted that in the past two years the Commission has done +considerable work by day labor and the above statement includes all +direct employes. It is desirable to expedite payment of labor claims, +especially to men who quit on short notice. The present law requires +that claims be prepared in voucher form, approved by the Commission for +payment and then sent to the Secretary of State for audit. The warrant +when received is deposited in a bank and a paycheck issued. It is +recommended that a revolving payroll fund be created on which pay checks +could be drawn and sent out immediately as requested. These could later +be listed and the payroll voucher prepared in the usual manner in favor +of the State Highway Engineer. The warrant when received, to be refunded +to the payroll fund which would be kept intact. The State Highway +Engineer should furnish a payroll bond to cover. This fund could also be +used for emergency claims to take advantage of trade discounts and +permit the payment of small claims which it is desired to pay promptly. + +In the numerous cases in which the Commission has taken over the work to +do with its own forces, the necessary bookkeeping and detail records for +handling material, supplies and labor payrolls have been carried by this +office. On several force account jobs each invoice and payroll of the +contractor has been carefully checked and verified before being paid. + +The record of both State and County funds have been audited by reputable +certified public accountants and found correct. + +Mr. G. Ed Ross served in the capacity of Auditor until his resignation +in July, 1918, when his duties were taken over by Roy A. Klein, +Assistant Engineer. + + * * * * * + +=Office Engineering Department.=--In the Office Engineering Department +are handled the numerous office details in connection with the +engineering work of the Department. The more important of these duties +are the working up of maps, profiles, specifications and estimates for +new projects; the checking of monthly and final estimates for payments +on contract work; the filing of engineering records of all kinds; the +keeping of cost distribution and the compilation of reports, statistics +and other data. + +During the past year this department, in addition to its other work, +prepared and had published a road map of the State of Oregon. This map +shows all of the main traveled roads of the State and is believed to be +the most authentic as well as the most complete road map of Oregon yet +published. A small reproduction of the map is contained in this report. +Single copies of a larger size, 13 by 22 inches will be supplied upon +application. + + * * * * * + +=Bridge Department.=--The Bridge Department prepares designs, plans, +specifications and estimates for all bridges and similar structures. The +inspection and the supervision of construction of bridges is also in +charge of this department. + +The laws of the State require that bridge designs be prepared for +counties by the Highway Department, upon the request of County Courts. +Twelve counties have taken advantage of this law during the past two +years and have called upon the Department for designs for a total of +thirty-four bridges and six culverts, and of these structures +twenty-seven bridges and four culverts have been built. + +A total of ninety-five bridges and fifteen culverts were designed by the +Bridge Department, of which fifty-nine bridges and eleven culverts have +been constructed. + + +COST KEEPING + +The keeping of an accurate segregation of expenditures and a detailed +distribution of costs for an organization handling the amount of work +and the character of work handled by the Highway Department is a matter +of the greatest importance. The Highway Department seldom has under way +less than eighty or ninety separate and distinct jobs. These jobs are +scattered all over the State, and few of them are of sufficient size to +warrant the employment of timekeepers on the jobs to keep exact records +of expenditures and costs. The records for all of these jobs must be +kept in the main office where it is impossible for those keeping the +records to be personally familiar with the details of the numerous +expenditures made on each of the many jobs. + +To secure proper records of expenditures, therefore, a system of cost +keeping must be used which requires little attention from the engineers +and superintendents in charge of the various jobs, and at the same time +gives sufficient information to those keeping the records in the main +office to enable them to segregate all expenditures so that detailed +information as regards total expenditures, monthly expenditures, +expenditures from different funds, expenditures for different purposes, +unit costs, etc., are readily available at any time, and in such form +that all jobs may be combined to give total expenditures of various +kinds, so that the Department is always Informed as to the financial +status of each job and of all jobs. + +The system of cost keeping now in use by the Department has been evolved +from a number of other systems in use on work of a similar nature, and +is a system specially devised to meet the requirements of the +Department. For every cent expended by the Highway Department or under +its supervision, there appears in the cost records, entries which give +at a glance the name of the County in which the expenditure is +incurred, the name of the particular job, whether it is an engineering +cost or a construction cost, the particular part of the work involved, +the fund from which it is paid, and a reference to the original invoice +or statement upon which the payment is made. These records are so +arranged and so summarized each month that almost any desired +combination of costs is available, such as the totals for each county, +for each job, for each fund, for engineering, for construction, for +surveys, for administration, for construction engineering, etc. + +The expenditure tabulations given in various parts of this report, and +especially those in the part devoted to the Financial Report, give a +good idea of the results being obtained with the system in use although +they do not give the detail which is readily available in the records +themselves. + + +EMPLOYES IN THE UNITED STATES ARMY SERVICE + +The State Highway Department is very proud of its representation in the +Army Service and in recognition of the patriotism of those employes who +have gone to the Front, the Department has maintained a Service Flag +upon which there are now sixty stars. The men represented by these stars +are listed on the following Roll of Honor: + + +HONOR ROLL + + Name and Company Former Position + with Department + + Abbott, Charles H., 23d Engineers Inspector + Brown, Merle, Batt. F, 5th Field Artillery Chainman + Chittick, Ernest Chainman + Chrisman, William Chainman + Coats, Solomon Chainman + Conway, M. A., Navy Timekeeper + Cook, Harold, Private, S. A. T. C., Willamette University Blueprinter + Cooley, Lorrin D., Company Mechanic, 11th Co., Coast Chainman + Artillery + Cowgill, W. C. Jr., 1st Provisional Co., 32d Resident Engineer + Engineers + Cutler, Oscar, 472d Engineer Reg. Locating Engineer + Glass, D. G., 2d Lieut., Co. D, 42d Engineers Locating Engineer + Grabenhorst, Eugene B., Private, Co. P, 5th Bn., Instrumentman + 22d Engineers + Green, E. R. Private, Co. A, 23d Engineers Resident Engineer + Greenwood, P. S. Transitman + Grey, Ulric R., Camp 4-C, Spruce Squadron Instrumentman + Hale, E. E. Chainman + Harris, Milton, 2d Lieut. Transitman + Hodgman, K. E., Captain, Spruce Division, Signal Resident Engineer + Corps + Hyatt, Waldron, 22d Co., 1st Regiment, U. S. Marine Corps Instrumentman + Ingels, Hollis G., H. Q. Co., 62d Inf. Levelman + Ingram, R. C., Corporal, Co. L, 23d Engineers Draftsman + Isakson, C. O., 1st Lieut., 12th Engineers Instrumentman + Jones, Melville S., Master Engineer, Co. C, 116th Engineers Computer + Judd, Henry C., 3d Co., Coast Artillery Chainman + Junken, Fred S., Navy Rodman + Kelley, C. C., 1st Lieut., Co. E, 2d Bn., 20th District Engineer + Engineers + Kinsey, Claude, Co. A, 20th Engineers Instrumentman + Lawrence, Perry, Amb. Co. No. 361 Topographer + Lytle, K. D., Co. C, 43d Engineers Transitman + McClintock, John, Hospital Unit, Coast Artillery Chainman + McClintock, Leon, Hospital Unit, Coast Artillery Rodman + May, Aloys H. Transit Rodman + Metzger, Floyd S., Co. C. Q. M. Unit No. 305 Timekeeper + Miller, E. V. Draftsman + Miller, Ralph W. E., Corporal, Co. I, 62d Infantry Costkeeper + Minton, Joseph, Co. M, 162d Infantry Rodman + Moe, Forrest L., 9th Co. Coast Artillery Chainman + Moore, Don H., Co. A, 116th Engineers Chainman + Moore, Merton, Co. A, 116th Engineers Chainman + Moore, Royal, Co. C, S. A. T. C., U. of California Chainman + Morgan, Silas B. Rodman + Murdock, R. B., 2d Lieut., Co. C, 42d Engineers District Engineer + Murphy, Thomas, Hospital Corps, 40th Division Chainman + Noble, Chas. S., Y. M. C. A. Locating Engineer + Nunn, Roy, Sergeant, H. Q. Co., 166th Depot Brig. Resident Engineer + Oerding, Chas., Engineers Chainman + Oerding, Harry, Co. A, 20th Engineers Chainman + Quine, Ralph, Hospital Unit, Coast Artillery Chainman + Reiter, C. G., 1st Lieut. Locating Engineer + Rynning, P. B., Co. H, 23d Engineers Resident Engineer + Schaffenberg, H. Chainman + Smith, Frederic W., Co. C, Q. M. Unit No. 305 Timekeeper + Smith, Thos. P. Stakeman + Stretchberry, Ray, 17th Co., 23d Engineers Rodman + Sutter, L. R., Co. F, 4th Engineers Chainman + Tilley, Walker B., Co. K, 18th Railway Engineers Instrumentman + Welborn, Forrest, Sergeant, 44th Machine Gun Company Clerk + Wilson, Otis E. Inspector + Withycombe, Earl, 20th Engineers Resident Engineer + Vester, Albert Chainman + + +SUMMARY + +The classification of employes lost to the Department through enlistment +in the Army is as follows: + + District engineers 2 + Locating engineers 4 + Resident engineers 6 + Transitmen 9 + Draftsmen 2 + Levelmen 1 + Computers 2 + Topographers 1 + Timekeepers 3 + Inspectors 2 + Office clerks 1 + Blue Printer 1 + Rodmen 6 + Chainmen 20 + -- + Total number 60 + +[Illustration: REINFORCED CONCRETE HALF VIADUCT ON THE COLUMBIA RIVER +HIGHWAY BETWEEN GOBLE AND RAINIER IN COLUMBIA COUNTY, CONSTRUCTED IN +1918] + + + + + Financial Report + + Fund Allotments and Expenditures + During the Fiscal Period + + December 1, 1916, to November 30, 1918 + + + Grand Total of Funds Allotted $4,271,515.16 + Grand Total of Expenditures 3,597,982.47 + ------------- + Balance on hand December 1st, 1918 $ 673,532.69 + +The details of fund allotments and expenditures are set forth in tables +as follows: + + Table I. Fund Allotments from all sources. + + Table II. Summary of Fund Allotments and Fund Expenditures. + + Table III. Expenditures Segregated by Counties. + + Table IV. Expenditures Segregated under the Headings of General + Administrative, Surveys, Construction Engineering, + Construction, Equipment and Unclassified. + + Table V. Expenditures for Construction Detailed by Jobs. + + Table VI. Expenditures for Surveys Detailed by Jobs. + + Table VII. Expenditures for Equipment, Bond Interest and Overhead. + + Table VIII. Summary of County Funds Expended by Department. + + +TABLE I + +FUND ALLOTMENTS FROM ALL SOURCES--DECEMBER 1ST, 1916, TO NOVEMBER 30TH, +1918 + + _One-Quarter Mill Tax Fund_-- + Balance on hand Dec. 1, 1916 $ 94,418.14 + Turnover January 1, 1917 219,690.98 + Turnover January 1, 1918 232,151.39 + ----------- + Total $ 546,260.51 + + _Automobile License Fund_-- + Turnover October 1, 1917 $150,000.00 + Turnover April 1, 1918 300,000.00 + Turnover October 1, 1918 125,000.00 + ----------- + Total $ 575,000.00 + + _Six Million Dollar Bond Fund_-- + Bond Sale, August 7, 1917 $471,300.00 + Accrued Interest 2,333.33 + Bond Sale, September 12, 1917 472,130.00 + Accrued Interest 1,833.33 + Bond Sale, March 15, 1918 455,850.00 + Accrued Interest 222.22 + Bond Sale, July 9, 1918 643,770.00 + Accrued Interest 2,606.54 + ----------- + Total $2,050,045.42 + + _State and Federal Co-operative Bond Fund_-- + Bond Sale, August 18, 1917 $388,040.00 + Accrued Interest 2,844.44 + Less expenditures by Board of Control 400.00 + ----------- + Total $ 390,484.44 + + _County Funds_-- + Payments on Vouchers drawn by Department 709,724.79 + ----------- + Grand Total Funds Allotted to Highway + Department, December 1, 1916 to November + 30, 1918 4,271,515.16 + +(For description of the several funds provided for the work of the +Highway Department see pages 30 and 31.) + + +TABLE II + +SUMMARY OF FUND ALLOTMENTS AND FUND EXPENDITURES--DECEMBER 1ST, 1916, TO +NOVEMBER 30TH, 1918 + + ==============================+=============+=============+=========== + | | | Balance + Funds | Allotments | Expenditures| December, + | | | 1, 1918 + ------------------------------+-------------+-------------+----------- + One Quarter Mill Tax Fund | $ 546,260.51| $ 528,789.99|$ 17,470.52 + Automobile License Fund | 575,000.00| 281,902.67| 293,097.33 + Six Million Dollar Bond Fund | 2,050,045.42| 2,049,025.47| 1,019.95 + State and Federal Co-operative| | | + Bond Fund | 390,484.44| 28,539.55| 361,944.89 + ------------------------------+-------------+-------------+----------- + Total State Funds |$3,561,790.37|$2,888,257.68|$673,532.69 + | | | + County Funds | 709,724.79| 709,724.79| ... + ------------------------------+-------------+-------------+----------- + Grand Total |$4,271,515.16|$3,597,982.47|$673,532.69 + ------------------------------+-------------+-------------+----------- + + +TABLE III + +EXPENDITURES SEGREGATED BY COUNTIES (INCLUDING COUNTY FUNDS EXPENDED +UNDER STATE SUPERVISION)--DECEMBER 1ST, 1916, TO NOVEMBER 30TH, 1918 + + ===========+===============+===============+=============== + County | State Funds | County Funds | Total + -----------+---------------+---------------+--------------- + Baker | $ 7,578.68 | ... | $ 7,578.68 + Benton | 47.56 | $ 479.20 | 526.76 + Clackamas | 155,861.10 | 43,091.14 | 198,952.24 + Clatsop | 344,387.23 | ... | 344,387.23 + Columbia | 488,302.15 | ... | 488,302.15 + Coos | 16,967.68 | 170,781.83 | 187,749.51 + Crook | 3,053.72 | ... | 3,053.72 + Curry | 5,629.24 | ... | 5,629.24 + Deschutes | 20,716.37 | ... | 20,716.37 + Douglas | 159,769.58 | 173,550.18 | 333,320.76 + Gilliam | 35,999.48 | ... | 35,999.48 + Grant | 7,468.78 | 291.10 | 7,759.88 + Harney | 1,873.45 | ... | 1,873.45 + Hood River | 433,928.22 | 3,968.49 | 437,896.71 + Jackson | 86,619.88 | ... | 86,619.88 + Josephine | 77,998.14 | ... | 77,998.14 + Klamath | 819.23 | ... | 819.23 + Lake | 15,391.67 | ... | 15,391.67 + Lane | 14,529.52 | ... | 14,529.52 + Lincoln | 2,997.47 | ... | 2,997.47 + Linn | 791.07 | 5.00 | 796.07 + Malheur | 866.65 | ... | 866.65 + Marion | 5,083.59 | 223,794.99 | 228,878.58 + Morrow | 10,863.10 | 1,009.44 | 11,872.54 + Polk | 802.92 | 17,200.70 | 18,008.62 + Sherman | 3,052.14 | ... | 3,052.14 + Tillamook | 68,274.29 | 26,009.84 | 94,284.13 + Umatilla | 173,942.50 | 3,542.75 | 177,485.25 + Union | 32,188.17 | 78.59 | 32,266.76 + Wallowa | 765.07 | ... | 765.07 + Wasco | 4,313.79 | 19.45 | 4,333.24 + Washington | 246,769.05 | 9,395.00 | 256,164.05 + Wheeler | 69,214.78 | 18,233.60 | 87,448.38 + Yamhill | 124,958.84 | 18,273.49 | 143,232.33 + +---------------+---------------+--------------- + Total | $2,621,825.11 | $709,724.79 | $3,331,549.90 + -----------+---------------+---------------+--------------- + + +TABLE IV + +EXPENDITURES SEGREGATED UNDER THE HEADINGS OF GENERAL ADMINISTRATION, +SURVEYS, CONSTRUCTION ENGINEERING, CONSTRUCTION, EQUIPMENT AND +UNCLASSIFIED. + + =========================+===============+===============+============ + Classification | Total | State | County + | | Funds | Funds + -------------------------+---------------+---------------+------------ + General Administration | | | + and Supervision | $ 97,621.82 | $ 97,621.82 | ... + Surveys and Engineering | | | + County Work | 144,086.67 | 137,954.74 | $ 6,131.93 + Construction Engineering | 127,805.58 | 127,803.08 | 2.50 + Construction | 3,059,657.65 | 2,356,067.29 | 703,590.36 + Equipment | 86,717.55 | 86,717.55 | ... + Unclassified (Interest | | | + on Bonds, etc.) | 82,093.20 | 82,093.20 | ... + +---------------+---------------+------------ + Grand Total Expenditures | $3,597,982.47 | $2,888,257.68 | $709,724.79 + -------------------------+---------------+---------------+------------ + + +TABLE V + +EXPENDITURES FOR CONSTRUCTION WORK DETAILED BY JOBS--DECEMBER 1ST, 1916, +TO NOVEMBER 30TH, 1918 + + ==================================+=============================+ + | TOTALS | + +--------------+--------------+ + | Estimated | Expended | + JOBS | total | to date | + | cost of job | | + ----------------------------------+--------------+--------------+ + Clackamas County: | | | + Paving--Oregon City to Canby | $135,000.00 | $102,114.85 | + Grading--Canemah Hill Section | 27,500.00 | 24,037.20 | + Grading and Rock Crushing--New | 66,000.00 | 63,047.79 | + Era | | | + Grading--Multnomah Co. Line to | 5,746.80 | 7,746.68 | + Oswego | | | + Clatsop County: | | | + Grading and Paving--Astoria to | 236,000.00 | 96,955.97 | + Svensen | | | + Macadamizing--Svensen to | 216,000.00 | 210,079.16 | + Columbia Co. Line | | | + John Day River Bridge east of | 25,000.00 | 21,051.52 | + Astoria | | | + Plympton Creek Bridge at | 6,413.19 | 6,413.19 | + Westport | | | + Big Creek Bridge near Knappa | 8,446.70 | 8,446.70 | + Little Creek Culvert near Knappa| 929.69 | 929.60 | + Miscellaneous charges on work | 247.94 | 247.94 | + prior to 1917 | | | + Columbia County: | | | + Paving--Multnomah Co. Line to | 37,652.59 | 37,652.59 | + Scappoose | | | + Macadam--Clatsop Co. Line to | 121,000.00 | 118,922.90 | + Clatskanie | | | + Macadam--Clatskanie to Delena | 142,000.00 | 136,560.40 | + Macadam--Delena to Goble | 49,955.08 | 49,955.08 | + Macadam--Goble Section | 23,000.00 | 21,478.97 | + Grading--Goble Section | 46,262.64 | 46,262.64 | + Grading--Rainier Hill Section | 6,350.61 | 6,350.61 | + Grading--Beaver Valley Section | 20,978.22 | 20,978.22 | + Grading--Deer Island Section | 2,398.10 | 2,398.10 | + Concrete Viaduct, Cribbing and | 9,039.86 | 9,039.86 | + Masonry Wall, near Prescott | | | + Beaver Valley Bridges | 32,000.00 | 29,808.58 | + Scappoose Culvert | 1,834.60 | 1,834.60 | + Goble Creek Bridge near Goble | 5,907.14 | 5,907.14 | + Graham Creek Culvert near | 804.49 | 804.49 | + Clatskanie | | | + Coos County: | | | + Coast Highway and Myrtle Point- | 180,235.18 | 180,235.18 | + Coquille Road | | | + Crook County: | | | + Ochoco Canyon Forest Road | 52,500.00 | 3,053.72 | + Project (Federal Government | | | + cooperates on this project to | | | + the amount of $17,500.00) | | | + Deschutes County: | | | + Cinder Macadam--Bend to LaPine | 20,183.60 | 20,183.60 | + Douglas County: | | | + Grading--Divide to Comstock | 19,146.74 | 19,146.74 | + Grading and Macadam--Comstock | 80,000.00 | 79,092.87 | + to Leona | | | + Grading--Oakland to Yoncalla | 101,096.12 | 101,096.12 | + Grading--Myrtle Creek to Dillard| 120,000.00 | 88,376.99 | + Macadamizing--Divide to Comstock| 15,185.09 | 15,185.09 | + Maintenance--Glendale to Stage | 74.65 | 74.65 | + Road Pass | | | + Umpqua River Bridges near | 45,500.00 | 24,802.85 | + Dillard | | | + Gilliam County: | | | + Macadam--Condon to Thirty Mile | 32,500.00 | 31,096.05 | + Creek | | | + Hood River County: | | | + Grading--Cascade Locks Section | 152,904.85 | 152,904.85 | + Grading--Viento Section | 102,750.00 | 86,933.00 | + Grading--Ruthton Hill Section | 107,000.00 | 90,257.53 | + Macadam--Cascade Locks to Hood | 68,000.00 | 62,895.48 | + River | | | + Hood River Bridge | 48,000.00 | 40,528.29 | + Jackson County: | | | + Macadam--Siskiyou to California | 56,252.98 | 56,252.98 | + Line | | | + Ashland Under-crossing | 9,768.88 | 9,768.88 | + Paving--Ashland Hill Section | 15,908.03 | 15,908.03 | + Maintenance--Siskiyou Section | 748.34 | 748.34 | + Josephine County: | | | + Grading--Wolf Creek to Grave | 68,301.53 | 68,301.53 | + Creek | | | + Grading--Locust Hill Section | 4,869.97 | 4,869.97 | + Miscellaneous charges on | 409.43 | 409.43 | + construction in 1916 | | | + Lake County: | | | + Grading and Macadam--Lakeview | 15,391.67 | 15,391.67 | + to Paisley | | | + Lane County: | | | + Macadam--Divide to Cottage Grove| 6,099.86 | 6,099.86 | + Construction prior to 1917 | 424.44 | 424.44 | + Lincoln County: | | | + Grading--Pioneer Mountain | 2,054.05 | 2,054.05 | + Section | | | + Marion County: | | | + Salem Bridge over Willamette | 223,902.99 | 223,902.99 | + River | | | + Polk County: | | | + Approach to Salem Bridge | 4,548.10 | 4,548.10 | + Reinforced Concrete Bridge at | 10,755.68 | 10,755.68 | + Dallas | | | + Reinforced Concrete Bridge | 1,898.17 | 1,898.17 | + between Monmouth and Dallas | | | + Charges on work prior to 1917 | 418.69 | 418.69 | + Tillamook County: | | | + Grading and Paving--Tillamook | 109,250.00 | 89,213.74 | + to Hebo | | | + Grading--Three Rivers Forest | 122,000.00 | 2,076.78 | + Road Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $50,250.00.) | | | + Umatilla County: | | | + Paving--Wild Horse Creek Section| 162,626.56 | 162,626.56 | + Union County: | | | + Grading--La Grande to Hot Lake | 5,000.16 | 5,000.16 | + Grading--Elgin-Minam Post Road | 41,151.00 | 3,838.44 | + Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $20,575.50) | | | + Grading--Union-Telocaset Post | 30,000.00 | 16,642.29 | + Road Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $15,000.00.) | | | + Washington County: | | | + Grading and Paving--Multnomah | 332,000.00 | 278,976.93 | + Co. Line to Newberg | | | + Onion Flat Trestle near Sherwood| 8,372.22 | 8,372.22 | + Tualatin River Bridge near | 12,968.60 | 12,968.60 | + Tigardville | | | + Fanno Creek Bridge near Tigard | 1,882.81 | 1,882.81 | + Wheeler County: | | | + Grading--Cummins Hill Section | 14,532.35 | 14,532.35 | + Macadam--Cummins Hill Section | 34,000.00 | 32,465 44 | + Grading--Bridge Creek Section | 24,235.45 | 24,235.45 | + Resurfacing between Fossil and | 15,000.00 | 444.88 | + Condon | | | + Yamhill County: | | | + Grading Rex to Newberg | 6,153.05 | 6,153.05 | + Sheridan Paving, 1917 | 38,216.04 | 38,216.04 | + Sheridan Paving, 1918 | 40,065.61 | 40,065.61 | + Completion of Sour Grass Cut-off| 5,111.19 | 5,111.19 | + +--------------+--------------+ + |$3,795,861.61 |$3,187,463.23 | + ----------------------------------+--------------+--------------+ + + ==================================+=============================+ + | STATE FUNDS | + +--------------+--------------+ + | State's | Expended | + JOBS | share of | from | + | estimated | State funds | + | cost | to date | + ----------------------------------+--------------+--------------+ + Clackamas County: | | | + Paving--Oregon City to Canby | $135,000.00 | $102,114.85 | + Grading--Canemah Hill Section | 2,500.00 | 1,944.67 | + Grading and Rock Crushing--New | 50,240.09 | 47,287.88 | + Era | | | + Grading--Multnomah Co. Line to | 507.98 | 507.98 | + Oswego | | | + Clatsop County: | | | + Grading and Paving--Astoria to | 236,000.00 | 96,955.97 | + Svensen | | | + Macadamizing--Svensen to | 216,000.00 | 210,079.16 | + Columbia Co. Line | | | + John Day River Bridge east of | 25,000.00 | 21,051.52 | + Astoria | | | + Plympton Creek Bridge at | 6,413.19 | 6,413.19 | + Westport | | | + Big Creek Bridge near Knappa | 8,446.70 | 8,446.70 | + Little Creek Culvert near Knappa| 929.69 | 929.69 | + Miscellaneous charges on work | 247.94 | 247.94 | + prior to 1917 | | | + Columbia County: | | | + Paving--Multnomah Co. Line to | 37,652.59 | 37,652.59 | + Scappoose | | | + Macadam--Clatsop Co. Line to | 121,000.00 | 118,922.90 | + Clatskanie | | | + Macadam--Clatskanie to Delena | 142,000.00 | 136,560.40 | + Macadam--Delena to Goble | 49,955.08 | 49,955.08 | + Macadam--Goble Section | 23,000.00 | 21,478.97 | + Grading--Goble Section | 46,262.64 | 46,262.64 | + Grading--Rainier Hill Section | 6,350.61 | 6,350.61 | + Grading--Beaver Valley Section | 20,978.22 | 20,978.22 | + Grading--Deer Island Section | 2,398.10 | 2,398.10 | + Concrete Viaduct, Cribbing and | 9,039.86 | 9,039.86 | + Masonry Wall, near Prescott | | | + Beaver Valley Bridges | 32,000.00 | 29,808.58 | + Scappoose Culvert | 1,834.60 | 1,834.60 | + Goble Creek Bridge near Goble | 5,907.14 | 5,907.14 | + Graham Creek Culvert near | 804.49 | 804.49 | + Clatskanie | | | + Coos County: | | | + Coast Highway and Myrtle Point- | 9,453.35 | 9,453.35 | + Coquille Road | | | + Crook County: | | | + Ochoco Canyon Forest Road | 17,500.00 | 3,053.72 | + Project (Federal Government | | | + cooperates on this project to | | | + the amount of $17,500.00) | | | + Deschutes County: | | | + Cinder Macadam--Bend to LaPine | 20,183.60 | 20,183.60 | + Douglas County: | | | + Grading--Divide to Comstock | 2,027.30 | 2,027.30 | + Grading and Macadam--Comstock | 5,650.28 | 4,743.15 | + to Leona | | | + Grading--Oakland to Yoncalla | 17,565.28 | 19,015.10 | + Grading--Myrtle Creek to Dillard| 120,000.00 | 88,376.99 | + Macadamizing--Divide to Comstock| 15,185.09 | 15,185.09 | + Maintenance--Glendale to Stage | 74.65 | 74.65 | + Road Pass | | | + Umpqua River Bridges near | 45,500.00 | 24,802.85 | + Dillard | | | + Gilliam County: | | | + Macadam--Condon to Thirty Mile | 32,500.00 | 31,096.05 | + Creek | | | + Hood River County: | | | + Grading--Cascade Locks Section | 152,904.85 | 152,904.85 | + Grading--Viento Section | 102,750.00 | 86,933.00 | + Grading--Ruthton Hill Section | 107,000.00 | 90,257.53 | + Macadam--Cascade Locks to Hood | 68,000.00 | 62,895.48 | + River | | | + Hood River Bridge | 43,968.49 | 36,559.80 | + Jackson County: | | | + Macadam--Siskiyou to California | 56,252.98 | 56,252.98 | + Line | | | + Ashland Under-crossing | 9,768.88 | 9,768.88 | + Paving--Ashland Hill Section | 15,908.03 | 15,908.03 | + Maintenance--Siskiyou Section | 748.34 | 748.34 | + Josephine County: | | | + Grading--Wolf Creek to Grave | 68,301.53 | 68,301.53 | + Creek | | | + Grading--Locust Hill Section | 4,869.97 | 4,869.97 | + Miscellaneous charges on | 409.43 | 409.43 | + construction in 1916 | | | + Lake County: | | | + Grading and Macadam--Lakeview | 15,391.67 | 15,391.67 | + to Paisley | | | + Lane County: | | | + Macadam--Divide to Cottage Grove| 6,099.86 | 6,099.86 | + Construction prior to 1917 | 424.44 | 424.44 | + Lincoln County: | | | + Grading--Pioneer Mountain | 2,054.05 | 2,054.05 | + Section | | | + Marion County: | | | + Salem Bridge over Willamette | 108.00 | 108.00 | + River | | | + Polk County: | | | + Approach to Salem Bridge | ... | ... | + Reinforced Concrete Bridge at | 1.25 | 1.25 | + Dallas | | | + Reinforced Concrete Bridge | ... | ... | + between Monmouth and Dallas | | | + Charges on work prior to 1917 | 418.69 | 418.69 | + Tillamook County: | | | + Grading and Paving--Tillamook | 74,925.00 | 63,203.90 | + to Hebo | | | + Grading--Three Rivers Forest | 50,250.00 | 2,076.78 | + Road Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $50,250.00.) | | | + Umatilla County: | | | + Paving--Wild Horse Creek Section| 162,626.56 | 162,626.56 | + Union County: | | | + Grading--La Grande to Hot Lake | 5,000.16 | 5,000.16 | + Grading--Elgin-Minam Post Road | 20,575.50 | 3,838.44 | + Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $20,575.50) | | | + Grading--Union-Telocaset Post | 15,000.00 | 16,642.29 | + Road Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $15,000.00.) | | | + Washington County: | | | + Grading and Paving--Multnomah | 322,605.00 | 269,581.93 | + Co. Line to Newberg | | | + Onion Flat Trestle near Sherwood| 8,372.22 | 8,372.22 | + Tualatin River Bridge near | 12,968.60 | 12,968.60 | + Tigardville | | | + Fanno Creek Bridge near Tigard | 1,882.81 | 1,882.81 | + Wheeler County: | | | + Grading--Cummins Hill Section | 7,005.15 | 7,005.15 | + Macadam--Cummins Hill Section | 34,000.00 | 32,465.44 | + Grading--Bridge Creek Section | 14,235.45 | 14,235.45 | + Resurfacing between Fossil and | 15,000.00 | 444.88 | + Condon | | | + Yamhill County: | | | + Grading Rex to Newberg | ... | ... | + Sheridan Paving, 1917 | 28,216.04 | 28,216.04 | + Sheridan Paving, 1918 | 37,945.17 | 37,945.17 | + Completion of Sour Grass cut-off| 5,111.19 | 5,111.19 | + +--------------+--------------+ + |$2,937,207.78 |$2,483,870.37 | + ----------------------------------+--------------+--------------+ + + + ==================================+=========================+============ + | COUNTY FUNDS |Construction + +------------+------------+ engineering + | County's | Expended | cost + JOBS | share of | from | Included in + | estimated |County funds| preceding + | cost | to date | columns + ----------------------------------+------------+------------+----------- + Clackamas County: | | | + Paving--Oregon City to Canby |$ ... |$ ... |$ 2,444.57 + Grading--Canemah Hill Section | 25,000.00 | 22,092.53 | 1,944.67 + Grading and Rock Crushing--New | 15,759.91 | 15,759.91 | 3,552.82 + Era | | | + Grading--Multnomah Co. Line to | 5,238.70 | 5,238.70 | 507.98 + Oswego | | | + Clatsop County: | | | + Grading and Paving--Astoria to | ... | ... | 5,906.19 + Svensen | | | + Macadamizing--Svensen to | ... | ... | 4,443.18 + Columbia Co. Line | | | + John Day River Bridge east of | ... | ... | 734.91 + Astoria | | | + Plympton Creek Bridge at | ... | ... | 255.08 + Westport | | | + Big Creek Bridge near Knappa | ... | ... | 140.99 + Little Creek Culvert near Knappa| ... | ... | 37.02 + Miscellaneous charges on work | ... | ... | 25.00 + prior to 1917 | | | + Columbia County: | | | + Paving--Multnomah Co. Line to | ... | ... | 1,364.28 + Scappoose | | | + Macadam--Clatsop Co. Line to | ... | ... | 554.62 + Clatskanie | | | + Macadam--Clatskanie to Delena | ... | ... | 5,998.96 + Macadam--Delena to Goble | ... | ... | 2,902.35 + Macadam--Goble Section | ... | ... | 548.12 + Grading--Goble Section | ... | ... | 2,925.64 + Grading--Rainier Hill Section | ... | ... | 468.88 + Grading--Beaver Valley Section | ... | ... | ... + Grading--Deer Island Section | ... | ... | 163.30 + Concrete Viaduct, Cribbing and | ... | ... | 580.53 + Masonry Wall, near Prescott | | | + Beaver Valley Bridges | ... | ... | 922.54 + Scappoose Culvert | ... | ... | ... + Goble Creek Bridge near Goble | ... | ... | 77.47 + Graham Creek Culvert near | ... | ... | 31.98 + Clatskanie | | | + Coos County: | | | + Coast Highway and Myrtle Point- | 170,781.83 | 170,781.83 | 14,612.33 + Coquille Road | | | + Crook County: | | | + Ochoco Canyon Forest Road | 17,500.00 | ... | ... + Project (Federal Government | | | + cooperates on this project to | | | + the amount of $17,500.00) | | | + Deschutes County: | | | + Cinder Macadam--Bend to LaPine | ... | ... | ... + Douglas County: | | | + Grading--Divide to Comstock | 17,119.44 | 17,119.44 | 2,029.80 + Grading and Macadam--Comstock | 74,349.72 | 74,349.72 | 4,766.13 + to Leona | | | + Grading--Oakland to Yoncalla | 83,530.84 | 82,081.02 | 5,864.31 + Grading--Myrtle Creek to Dillard| ... | ... | 7,499.22 + Macadamizing--Divide to Comstock| ... | ... | 302.09 + Maintenance--Glendale to Stage | ... | ... | ... + Road Pass | | | + Umpqua River Bridges near | ... | ... | 839.18 + Dillard | | | + Gilliam County: | | | + Macadam--Condon to Thirty Mile | ... | ... | 1,292.39 + Creek | | | + Hood River County: | | | + Grading--Cascade Locks Section | ... | ... | 8,744.41 + Grading--Viento Section | ... | ... | 4,513.24 + Grading--Ruthton Hill Section | ... | ... | 4,074.19 + Macadam--Cascade Locks to Hood | ... | ... | 826.18 + River | | | + Hood River Bridge | 4,031.51 | 3,968.49 | 1,410.63 + Jackson County: | | | + Macadam--Siskiyou to California | ... | ... | 962.27 + Line | | | + Ashland Under-crossing | ... | ... | 275.21 + Paving--Ashland Hill Section | ... | ... | 630.87 + Maintenance--Siskiyou Section | ... | ... | + Josephine County: | | | + Grading--Wolf Creek to Grave | ... | ... | 4,872.94 + Creek | | | + Grading--Locust Hill Section | ... | ... | 162.88 + Miscellaneous charges on | ... | ... | 219.23 + construction in 1916 | | | + Lake County: | | | + Grading and Macadam--Lakeview | ... | ... | ... + to Paisley | | | + Lane County: | | | + Macadam--Divide to Cottage Grove| ... | ... | 175.84 + Construction prior to 1917 | ... | ... | 30.64 + Lincoln County: | | | + Grading--Pioneer Mountain | ... | ... | ... + Section | | | + Marion County: | | | + Salem Bridge over Willamette | 223,794.99 | 223,794.99 | 265.26 + River | | | + Polk County: | | | + Approach to Salem Bridge | 4,548.10 | 4,548.10 | ... + Reinforced Concrete Bridge at | 10,754.43 | 10,754.43 | 55.10 + Dallas | | | + Reinforced Concrete Bridge | 1,898.17 | 1,898.17 | ... + between Monmouth and Dallas | | | + Charges on work prior to 1917 | ... | ... | 15.79 + Tillamook County: | | | + Grading and Paving--Tillamook | 34,325.00 | 26,009.84 | 6,391.47 + to Hebo | | | + Grading--Three Rivers Forest | 21,500.00 | ... | ... + Road Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $50,250.00.) | | | + Umatilla County: | | | + Paving--Wild Horse Creek Section| ... | ... | 2,609.88 + Union County: | | | + Grading--La Grande to Hot Lake | ... | ... | 821.68 + Grading--Elgin-Minam Post Road | ... | ... | 377.80 + Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $20,575.50) | | | + Grading--Union-Telocaset Post | ... | ... | 1,183.22 + Road Project (The Federal | | | + Government cooperates on this | | | + project to the amount of | | | + $15,000.00.) | | | + Washington County: | | | + Grading and Paving--Multnomah | 9,395.00 | 9,395.00 | 9,445.56 + Co. Line to Newberg | | | + Onion Flat Trestle near Sherwood| ... | ... | 197.87 + Tualatin River Bridge near | ... | ... | ... + Tigardville | | | + Fanno Creek Bridge near Tigard | ... | ... | ... + Wheeler County: | | | + Grading--Cummins Hill Section | 7,527.20 | 7,527.20 | 1,402.73 + Macadam--Cummins Hill Section | ... | ... | 1,313.82 + Grading--Bridge Creek Section | 10,000.00 | 10,000.00 | 635.30 + Resurfacing between Fossil and | ... | ... | ... + Condon | | | + Yamhill County: | | | + Grading Rex to Newberg | 6,163.05 | 6,153.05 | ... + Sheridan Paving, 1917 | 10,000.00 | 10,000.00 | 1,131.35 + Sheridan Paving, 1918 | 2,120.44 | 2,120.44 | 1,166.85 + Completion of Sour Grass cut-off| ... | ... | 157.39 + +------------+------------+----------- + |$755,328.33 |$703,592.86 |$127,805.58 + ----------------------------------+------------+------------+----------- + + +SUMMARY + + Estimated total cost Expended to date + + State $2,937,207.78 $2,483,870.37 + County 755,328.33 703,592.86 + Federal Government 103,325.50 ... + ------------- ------------- + Totals $3,795,861.61 $3,187,463.23 + + +TABLE VI + +EXPENDITURES FOR SURVEYS AND ENGINEERING COUNTY CONSTRUCTION DETAILED BY +JOBS--DECEMBER 1, 1916, TO NOVEMBER 30, 1918 + + ==================================+============+===========+============ + | EXPENDITURES + JOBS +------------+-----------+------------ + | By State | By County | Total + ----------------------------------+------------+-----------+------------ + Baker County | | | + Survey, Baker-Middle Bridge |$ 2,806.77 | ... | $ 2,806.77 + Section | | | + Survey, Middle Bridge-Black | 2,422.54 | ... | 2,422.54 + Bridge Section | | | + Survey, Canyon Sec. of Baker- | 928.08 | ... | 928.08 + Cornucopia Road | | | + Survey, Sag Section of Baker- | 719.61 | ... | 719.61 + Cornucopia Road | | | + Survey Unity to Baker | 645.29 | ... | 645.29 + | | | + Benton County | | | + Reconnaissance | 47.56 | ... | 47.56 + Survey, Corvallis to Polk | ... | $ 479.20 | 479.20 + County Line | | | + | | | + Clackamas County | | | + Survey, Zig Zag Creek Forest | 427.30 | ... | 427.30 + Road Project | | | + Survey, Oswego to Oregon City | 972.85 | ... | 972.85 + Survey, Oregon City to New Era | 1,429.28 | ... | 1,429.28 + Survey, Canby to Aurora | 1,176.29 | ... | 1,176.29 + | | | + Clatsop County | | | + Reconnaissance, Coast & Col. | 471.05 | ... | 471.05 + River Highways | | | + | | | + Columbia County | | | + Reconnaissance, Columbia River | 170.93 | ... | 170.93 + Highway | | | + Survey, Columbia City to | 177.04 | ... | 177.04 + Scappoose | | | + | | | + Coos County | | | + Survey, Coast Hwy. & Myrtle | 5,737.58 | ... | 5,737.53 + Point-Coquille Road | | | + Survey, Myrtle Point to Douglas | 1,456.80 | ... | 1,456.80 + County Line | | | + | | | + Curry County | | | + Survey, Coast Highway | 5,629.24 | ... | 5,629.24 + | | | + Deschutes County | | | + Survey, Harney County Line West | 532.77 | ... | 532.77 + Seven Miles | | | + | | | + Douglas County | | | + Survey, Canyon Creek Pass to | 197.89 | ... | 197.89 + Johns Ranch | | | + Survey, Johns Ranch to Jacques | 829.03 | ... | 829.03 + Ranch | | | + Survey, Brockway to Round | 280.00 | ... | 280.00 + Prairie | | | + Survey, Roseburg to Coos County | 2,665.93 | ... | 2,665.93 + Line | | | + Survey, Canyonville-Galesville | 442.99 | ... | 442.99 + Forest Project | | | + Miscell. Surveys and | 808.61 | ... | 808.61 + Reconnaissance | | | + | | | + Gilliam County | | | + Survey, John Day River to | 3,865.66 | ... | 3,865.66 + Blalock | | | + Survey and Engineering County | 981.27 | ... | 981.27 + Const. John Day River to | | | + Arlington | | | + | | | + Grant County | | | + Survey, Big Basin Section of | 4,322.92 | 291.10 | 4,614.02 + John Day Highway | | | + Survey, & Engineering County | 1,596.28 | ... | 1,596.28 + Const. Fisk Creek to Hall Hill| | | + Survey, Hall Hill to Prairie | 384.19 | ... | 384.19 + City | | | + Survey, John Day to Fisk Creek | 1,165.39 | ... | 1,165.39 + | | | + Harney County | | | + Survey, Burns to Crane | 922.55 | ... | 922.55 + Survey, Sage Hen to Burns | 719.74 | ... | 719.74 + Survey, Deschutes Co. Line East | 231.16 | ... | 231.16 + Seven Miles | | | + | | | + Hood River County | | | + Survey, Hood River to Mosier | 6,877.56 | ... | 6,877.56 + (Two Routes) | | | + | | | + Jackson County | | | + Survey, Ashland to Klamath Falls| 2,789.87 | ... | 2,789.87 + Survey, Medford to Crater Lake | 1,151.78 | ... | 1,151.78 + | | | + Josephine County | | | + Survey, Wolf Creek to Grave | 1,110.70 | ... | 1,110.70 + Creek | | | + Survey, Grave Creek to Grants | 2,038.11 | ... | 2,038.11 + Pass | | | + Survey, Wolf Creek to Stage Road| 151.33 | ... | 153.33 + Pass | | | + Engineering County Const. Grants| 1,117.07 | ... | 1,117.07 + Pass to Jackson County Line | | | + | | | + Klamath County | | | + Reconnaissance, Klamath Falls | 124.58 | ... | 124.58 + to Olene | | | + Survey, Klamath Falls to | 377.21 | ... | 377.21 + Chiloquin | | | + Survey, Chiloquin to Sand Creek | 172.95 | ... | 172.95 + Survey, Anna Creek Forest Road | 144.49 | ... | 144.49 + Project | | | + | | | + Lane County | | | + Survey, Goshen to Cottage Grove | 1,051.48 | ... | 1,051.48 + Survey, Eugene to Florence | 6,555.84 | ... | 6,555.84 + Survey for Overhead Crossing at | 233.25 | ... | 233.25 + Divide | | | + | | | + Lincoln County | | | + Surveys for Bridge at Toledo and| 293.42 | ... | 293.42 + Waldport | | | + | | | + Linn County | | | + Survey, Albany to Jefferson | 791.07 | 5.00 | 796.07 + | | | + Malheur County | | | + Reconnaissance | 93.02 | ... | 93.02 + Survey, Cow Valley-Brogan | 773.63 | ... | 773.63 + Section | | | + | | | + Marion County | | | + Survey, Salem-Aurora | 2,463.75 | ... | 2,463.75 + Survey, Salem-Jefferson | 2,511.84 | ... | 2,511.84 + | | | + Morrow County | | | + Survey, Columbia River Highway | 2,546.77 | 1,009.44 | 3,556.01 + Survey, Oregon-Washington | 6,831.56 | ... | 6,831.56 + Highway | | | + Engineering County Const. | 1,428.47 | ... | 1,428.47 + Oregon-Washington Highway | | | + | | | + Polk County | | | + Survey Between Monmouth and | 115.30 | ... | 115.30 + Dallas | | | + Survey Near Eola | 67.43 | ... | 67.43 + Survey, Independence to Benton | 220.25 | ... | 220.25 + County Line | | | + | | | + Sherman County | | | + Survey, Columbia River Highway | 2,995.64 | ... | 2,995.64 + | | | + Tillamook County | | | + Survey, Tillamook to Hebo | 807.03 | ... | 807.03 + Survey, Neskowin to Salmon River| 2,628.59 | ... | 2,628.59 + | | | + Umatilla County | | | + Survey, Pendleton to Kamela | 5,624.73 | 1,575.29 | 7,200.02 + Survey, Pendleton to Umatilla | 3,759.87 | 1,684.76 | 5,444.63 + Survey, Pendleton to Gilliam | 1,793.58 | 282.70 | 2,076.28 + Co. Line via Pilot Rock | | | + Engineering County Const., | 81.26 | ... | 81.26 + Pendleton to Poor Farm | | | + | | | + Union County | | | + Survey, La Grande to Kamela | 2,737.34 | 78.59 | 2,815.93 + Survey, La Grande to Minam | 2,834.18 | ... | 2,834.18 + Survey, Union to Telocaset | 364.64 | ... | 364.64 + Survey, La Grande to Union | 714.62 | ... | 714.62 + | | | + Wallowa County | | | + Survey, Flora-Enterprise Forest | 765.07 | ... | 765.07 + Road Project | | | + | | | + Wasco County | | | + Survey, Seuferts to Deschutes | 1,757.29 | ... | 1,757.29 + River | | | + Design Culvert over Three Mile | | 19.45 | 19.45 + Creek | | | + | | | + Washington County | | | + Survey, Multnomah Co. Line to | $ 2,036.55 | ... | $ 2,036.55 + Newberg | | | + Survey and Engineering County | 2,326.94 | ... | 2,326.94 + Const. Beaverton to Gaston | | | + | | | + Wheeler County | | | + Survey, John Day River Highway | 7,492.22 | $706.40 | 8,198.62 + Survey, Mitchell to Dayville | 5,451.58 | ... | 5,451.58 + Survey, Fossil to Gilliam County| 791.47 | ... | 791.47 + Line | | | + Survey, Ochoco Canyon Forest | 242.26 | ... | 242.26 + Road Project | | | + Engineering County Const. | 550.51 | ... | 550.51 + Sarvice Creek Summit Section | | | + Engineering County Const. Fossil| 507.20 | ... | 507.20 + to Gilliam County Line | | | + Engineering County Const. | 28.62 | ... | 28.62 + Sigfrit Hill Section | | | + | | | + Yamhill County | | | + Survey, McMinnville to Dayton | 655.03 | ... | 655.03 + Survey, Grand Ronde Section | 2,631.41 | ... | 2,631.41 + | | | + Miscellaneous | | | + Reconnaissance Surveys in | 1,200.04 | ... | 1,200.04 + various Counties | | | + +------------+-----------+------------ + Total expenditure for Surveys and |$137,954.74 | $6,131.99 | $144,086.67 + Engineering County | | | + Construction Work | | | + ----------------------------------+------------+-----------+------------ + + +TABLE VII + +GENERAL EXPENDITURES--DECEMBER 1, 1916, TO NOVEMBER 30, 1918 + + Administrative and General Supervision: + General Administrative $ 14,706.67 + State Highway Commissioners 4,863.11 + Auditing Department 14,770.77 + Purchasing Department 531.17 + Office Engineering Department 9,636.90 + Bridge Department 15,054.48 + Pendleton Office 10,917.05 + Roseburg Office 819.59 + State Highway Engineer and Assistants 26,322.08 + ------------ + Total $ 97,621.82 + + Equipment and Stock: + Equipment (This item represents all expenditures + for purchase and maintenance of heavy equipment + less monthly rentals charged against jobs) $ 78,775.26 + Stock (This item represents all expenditures for + supplies and materials bought and held for + distribution, less deductions made as supplies + and materials are shipped out and charged to + jobs) 5,721.08 + Construction of New Warehouse at Salem 2,221.21 + ------------ + Total $ 86,717.55 + + Unclassified: + Interest and other costs on bonds $ 82,083.05 + Miscellaneous 10.15 + ------------ + Total $ 82,093.20 + + +TABLE VIII + +COUNTY FUNDS EXPENDED BY STATE HIGHWAY DEPARTMENT--DECEMBER 1, 1916 TO +NOVEMBER 30, 1918. + + County Amount on Totals for + Each Job Each County + + Benton County + Survey--Independence to Corvallis $ 479.20 $ 479.20 + + Clackamas County + Grading--New Era to Canemah 37,852.44 ... + Grading--Multnomah County Line to Oswego 5,238.70 43,091.14 + + Coos County + Grading--Coast Highway & Coquille-Myrtle 160,781.83 160,781.83 + Point Rd. + + Douglas County + Grading--Divide to Comstock 17,119.44 ... + Grading and Macadam--Comstock to Leona 74,349.72 ... + Grading--Oakland to Yoncalla 82,081.02 173,550.18 + + Grant County + Survey--John Day River Highway 291.10 291.10 + + Hood River County + Hood River Bridge 3,968.49 3,968.49 + + Linn County + Survey--Albany to Jefferson 5.00 5.00 + + Marion County + Salem Bridge 223,794.99 223,794.99 + + Morrow County + Survey of Columbia River Highway 1,009.44 1,009.44 + + Polk County + Approach to Salem Bridge 4,548.10 ... + Dallas Bridge 10,754.43 ... + Bridge between Monmouth and Dallas 1,898.17 17,200.70 + + Tillamook County + Grading & Paving--Tillamook to Cloverdale 26,009.84 26,009.84 + + Umatilla County + Surveys--Pendleton to Echo 1,684.76 ... + Surveys--Pendleton to Pilot Rock 282.70 ... + Surveys--Pendleton to Kamela 1,575.29 3,542.75 + + Union County + Surveys--La Grande to Kamela 78.59 78.59 + + Wasco County + Design for Three Mile Creek Bridge 19.45 19.45 + + Washington County + Grading--Multnomah Co. Line to Newberg 9,395.00 9,395.00 + + Wheeler County + Grading--Cummins Hill Section 7,527.20 ... + Grading--Bridge Creek Section 10,000.00 ... + Surveys--John Day River Highway 706.40 18,233.60 + + Yamhill County + Grading--Rex to Newberg 6,153.05 ... + Sheridan Paving, 1917 10,000.00 ... + Sheridan Paving, 1918 2,120.44 18,273.49 + ----------- + Total County Funds Expended by Department $709,724.79 + +The above tabulated amounts cover only those expenditures made on +vouchers drawn by the Highway Department. The Department has supervised +a very large amount of County construction upon which payment has been +made direct by the County, which payments are not included above. + +[Illustration: REINFORCED CONCRETE CRIBBING NEAR PRESCOTT ON THE +COLUMBIA RIVER HIGHWAY IN COLUMBIA COUNTY. BUILT IN 1918] + + + + + General Tabulated Information + and + Highway Maps + + +TABLES + + Table A--Miles of Highway Construction Completed by the Highway + Department during 1917 and 1918. + Table B--Tabulation of Bridge Design and Construction. + Table C--Miles of Location Surveys made by the Department during 1917 + and 1918. + Table D--Miles of Different Types of Roads in each County. + Table E--Motor Vehicle Registration by Counties. + Table F--County Bond Issues. + Table G--Tabulation of Contract Prices. + Table H--Yearly Expenditure of State Funds in Counties. + Table I--Mileage Table of Main Traveled Roads. + Table J--Official Designation of State Highways. + Table K--Employes of the State Highway Department. + Table L--Numbers and Mileages of State Highways. + + +MAPS + + Map I.--Main Traveled Roads of the State. + Map II.--State Highway System. + + +TABLE A + +MILES OF HIGHWAY CONSTRUCTED BY HIGHWAY DEPARTMENT 1917-1918 + + ========================+========+========+========+========+======== + | | Bitu- | Broken | | + Jobs |Concrete| minous | Stone | Gravel | Grading + |Pavement|Pavement| Macadam|Macadam | + ------------------------+--------+--------+--------+--------+-------- + Clackamas County-- | ... | ... | ... | ... | ... + Oregon City to Canby | ... | 7.5 | ... | ... | ... + New Era to Oregon City| ... | ... | ... | ... | 4.5 + Multnomah County Line | ... | ... | ... | ... | .2 + to Oswego | | | | | + | | | | | + Clatsop County-- | | | | | + Astoria to Svensen | ... | 3.5 | 5.5 | ... | 1.2 + Svensen to Westport | ... | ... | 17.2 | 1.7 | ... + | | | | | + Columbia County-- | | | | | + Multnomah County Line-| ... | 2.5 | ... | ... | ... + Scappoose | | | | | + Westport to Clatskanie| ... | ... | 8.6 | ... | ... + Clatskanie to Delena | ... | ... | 9.0 | ... | ... + Delena to Goble | ... | ... | 7.6 | ... | ... + Goble Section | ... | ... | 2.0 | ... | 2.0 + Beaver Valley Section | ... | ... | ... | ... | 4.0 + Rainier Hill Section | ... | ... | ... | ... | 2.2 + | | | | | + Coos County-- | | | | | + Marshfield to Curry | ... | ... | ... | ... | 20.0 + County Line | | | | | + Coquille to Myrtle | ... | ... | ... | ... | 3.0 + Point | | | | | + | | | | | + Deschutes County-- | ... | ... | ... | ... | ... + Bend to Lapine | ... | ... | ... | 12.5 | ... + (cinder macadam) | | | | | + | | | | | + Douglas County-- | | | | | + Myrtle Creek to | ... | ... | ... | ... | 12.8 + Dillard | | | | | + Oakland to Yoncalla | ... | ... | ... | ... | 10.4 + Divide to Comstock | ... | ... | 2.4 | ... | 2.4 + Comstock to Leona | ... | ... | 4.6 | ... | 4.6 + | | | | | + Gilliam County-- | | | | | + Mayville to Wheeler | ... | ... | 1.0 | ... | ... + County Line | | | | | + Condon to Thirty Mile | ... | ... | 5.7 | ... | ... + Creek | | | | | + | | | | | + Hood River County-- | | | | | + Cascade Locks Section | ... | ... | ... | ... | 8.2 + Viento Section | ... | ... | ... | ... | 3.6 + Ruthton Hill Section | ... | ... | ... | ... | 2.4 + Cascade Locks to Hood | ... | ... | ... | 18.0 | ... + River | | | | | + | | | | | + Jackson County-- | | | | | + Siskiyou Mountain | ... | ... | 6.5 | ... | ... + Section | | | | | + Ashland Undercrossing | ... | ... | ... | ... | .8 + Ashland Paving | .8 | ... | ... | ... | ... + | | | | | + Josephine County-- | ... | ... | ... | ... | ... + Wolf Creek to Grave | ... | ... | ... | ... | 4.9 + Creek | | | | | + Grants Pass-Jackson | ... | ... | ... | ... | 3.3 + County Line | | | | | + | | | | | + Lake County-- | | | | | + Lakeview to Paisley | ... | ... | 4.0 | ... | 6.4 + | | | | | + Lane County-- | | | | | + Divide to Cottage | ... | ... | 1.0 | ... | ... + Grove | | | | | + | | | | | + Lincoln County-- | | | | | + Pioneer Mountain | ... | ... | ... | ... | 1.0 + Section | | | | | + | | | | | + Tillamook County-- | | | | | + Tillamook-Cloverdale | ... | 5.0 | ... | ... | 5.0 + Paving | | | | | + | | | | | + Umatilla County-- | | | | | + Pendleton-Adams | ... | 10.0 | ... | ... | ... + Section | | | | | + Pendleton-West | ... | 1.0 | ... | ... | ... + | | | | | + Union County-- | | | | | + Elgin to Minam | ... | ... | ... | ... | .8 + Union to Telocaset | ... | ... | ... | ... | 3.0 + La Grande to Hot Lake | ... | ... | ... | ... | 3.7 + | | | | | + Washington County-- | | | | | + Multnomah County Line | ... | 12.5 | ... | ... | 12.5 + to Newberg | | | | | + | | | | | + Wheeler County | | | | | + Cummins Hill Section | ... | ... | 3.5 | ... | 3.5 + Fossil-Cummins Hill | ... | ... | 1.0 | ... | ... + Section | | | | | + Bridge Creek Section | ... | ... | ... | ... | .9 + | | | | | + Yamhill County-- | | | | | + Sheridan Paving | 4.0 | ... | ... | ... | 4.0 + Multnomah County Line,| ... | 3.2 | ... | ... | 3.2 + Newberg Paving | | | | | + ------------------------+--------+--------+--------+--------+-------- + Totals | 4.8 | 45.2 | 79.6 | 32.2 | 134.5 + ------------------------+--------+--------+--------+--------+-------- + + +TABLE B + +BRIDGE AND CULVERT DESIGN AND CONSTRUCTION DECEMBER 1ST, 1916, TO +NOVEMBER 30TH, 1918 + + ====================+===================+=============================== + | |Total Length of Bridge + | |and Approaches (Feet) + | | +-------------------------- + | | |Width of Roadway (Feet) + | | | +---------------------- + | | | |Loading (See Footnote) + | | | | +--------------- + |Structure No. | | | | TOTAL COST + | +---------------+ | | | Actual Cost + Name of Structure | | Type of | | | | if Complete; + | | Structure | | | | Estimated + | | | | | |if Uncompleted + --------------------+---+---------------+----+---+------+-------------- + Benton: | | | | | | + Culvert on West |207|Double 5'x5' | 12| 24|Heavy |[1]$ 800.00 + Side Highway, | |R. C. Culvert | | | | + 41/2 Mi. No. of | | | | | | + Corvallis | | | | | | + Culvert on West |208|Double 6'x8' | 14| 24|Heavy |[1] 1,300.00 + Side Highway, 5 | |R. C. Culvert | | | | + Mi. No. of | | | | | | + Corvallis | | | | | | + Bridge over Mill |230|Reinforced | 85| 20|Heavy |[1] 7,000.00 + Race South of | |concrete bridge| | | | + Corvallis | | | | | | + | | | | | | + Clatsop: | | | | | | + Drawbridge over |148|2-108' Wood | 296| 18|Heavy |[2] 25,000.00 + John Day River | |Spans | | | | + | |1-40' Lift Span| | | | + Plympton Creek |185|R. C. Thru Span| 60| 20|Heavy |[2] 6,413.19 + Bridge at | | | | | | + Westport | | | | | | + Big Creek Bridge |186|R. C. Bridge | 90| 20|Heavy |[2] 8,446.70 + near Knappa | |6'x12' R. C. | | | | + Little Creek |198| Culvert | 14| 24|Heavy |[2] 929.69 + Culvert near | | | | | | + Knappa | | | | | | + Bridge over |214|20' R. C. | 20| 20|Heavy |[1] 1,600.00 + McDonald's Log | |Bridge | | | | + Chute on Colum- | | | | | | + bia River Hwy. | | | | | | + | | | | | | + Columbia: | | | | | | + Beaver Creek |132|90' R. C. | 90| 20|Heavy |[1] 5,000.00 + Bridge No. 1 | |Bridge | | | | + Beaver Creek |134|70' R. C. | 70| 20|Heavy |[1] 4,300.00 + Bridge No. 2 | |Bridge | | | | + Beaver Creek |136|70' R. C. | 70|} | | + Bridge No. 3 | |Bridge | |} | | + Beaver Creek |138|70' R. C. | 70|} | | + Bridge No. 4 | |Bridge | |} | | + Beaver Creek |140|60' R. C. | 60|} | | + Bridge No. 5 | |Bridge | |} | | + Beaver Creek |142|70' R. C. | 70|} | | + Bridge No. 6 | |Bridge | |}20|Heavy |[2] 32,000.00 + Beaver Creek |144|60' R. C. | 60|} | | + Bridge No. 7 | |Bridge | |} | | + Beaver Creek |146|50' R. C. | 50|} | | + Bridge No. 8 | |Bridge | |} | | + Beaver Creek |157|70' R. C. | 70|} | | + Bridge No. "A" | |Bridge | |} | | + Beaver Creek |155|105' R. C. | 105|} | | + Bridge No. "B" | |Bridge | |} | | + Beaver Creek |150|30' R. C. | 30| 20|Heavy |[1] 3,600.00 + Bridge No. 10 | |Bridge | | | | + Beaver Creek |152|30' R. C. | 30| 20|Heavy |[2] 3,600.00 + Bridge No. 11 | | | | | | + Culvert near |188|8'x10' | 12| 24|Heavy |[2] 1,834.60 + Scappoose on | |R. C. Culvert | | | | + Columbia River | | | | | | + Highway | | | | | | + Graham Creek |184|Double 6'x6' | 14| 24|Heavy |[2] 804.49 + Culvert near | |R. C. Box | | | | + Clatskanie | | | | | | + Goble Creek Bridge|191|90' R. C. | 90| 20|Heavy |[2] 5,907.14 + at Goble | |Bridge | | | | + Half viaduct near |236|R. C. | 75| 20|Heavy |[2] 2,000.00 + Little Jack | |Half Viaduct | | | | + Falls | | | | | | + | | | | | | + Coos: | | | | | | + Overhead Railway |110|R. C. Viaduct | 114| 18|Heavy |[3] 10,000.00 + Crossing at | | | | | | + Overland | | | | | | + 45' Wooden Truss |111|Wooden truss | 45| 24|Medium|[3] 500.00 + Haynes Slough |113|40' Lift (Wood)| 60| 16|Medium|[3] 4,000.00 + Bridge | | | | | | + North Slough |114|40' Lift (Wood)| 60| 16|Medium|[3] 4,000.00 + Bridge | | | | | | + Isthmus Slough |115|80' Draw Span | 180| 16|Medium|[3] 12,500.00 + Bridge | | | | | | + Larson Slough |116|40' Wood Lift | 60| 16|Medium|[3] 4,500.00 + Bridge | |and Trestle | | | | + Powers Bridge |252|2-126' Wood | 520| 18|Medium|[1] 12,000.00 + | |Spans | | | | + Bridge at Gravel |125|126' Wood Span | 790| 16|Medium|[3] 8,000.00 + Ford--No. Fork | | | | | | + of Coquille | | | | | | + River | | | | | | + | | | | | | + Douglas: | | | | | | + Pheasant Creek |187|8'x8' R. C. | 10| 24|Heavy |[2] 1,804.69 + Culvert near | |Culvert | | | | + Curtin | | | | | | + Pass Creek |194|20' R. C. | 20| 20|Heavy |[2] 2,184.00 + Culvert, 1 mi. | |Bridge | | | | + North of | | | | | | + Comstock | | | | | | + Umpqua River |195|2-144' Wood | 330| 18|Heavy |[2] 19,000.00 + Bridge South of | |Spans | | | | + Dillard | | | | | | + Rock Creek Bridge |196|30' R. C. | 30| 20|Heavy |[2] 2,169.70 + near Anlauf | |Bridge | | | | + Umpqua River |202|3-144' Wood | 480| 18|Heavy |[2] 26,500.00 + Bridge north of | |Spans | | | | + Dillard | | | | | | + 20' R. C. Bridge |216|20' R. C. | 20| 20|Heavy |[1] 1,200.00 + | |Bridge | | | | + Van Tyne Creek |234|60' R. C. | 60| 20|Heavy |[2] 3,575.70 + Bridge between | |Bridge | | | | + Myrtle Creek | | | | | | + and Dillard | | | | | | + Viaduct 1 mile |245|58' R. C. | 58| 20|Heavy |[2] 2,648.54 + North of Myrtle | |Viaduct | | | | + Creek | | | | | | + Viaduct 1 mile |246|45' R. C. | 45| 20|Heavy |[2] 2,415.28 + North of Myrtle | |Viaduct | | | | + Creek | | | | | | + Pass Creek Culvert|190|Double 6'x7' | 14| 24|Heavy |[2] 1,380.03 + 11/2 miles North | |R. C. Culvert | | | | + of Comstock | | | | | | + | | | | | | + Grant: | | | | | | + John Day River |124|180' Wood Span | 450| 16|Medium|[1] 11,000.00 + Bridge at | | | | | | + Monument | | | | | | + Gulch |239|40' Wood Span | 40| 18|Medium|[1] 600.00 + Gulch |240|40' Wood Span | 52| 18|Medium|[1] 700.00 + Gulch |241|40' Wood Span | 52| 18|Medium|[1] 700.00 + Rock Creek |242|40' Wood Span | 86| 18|Medium|[1] 1,700.00 + John Day River at |243|108' Wood Span | 150| 18|Medium|[1] 8,800.00 + Goose Rock | | | | | | + North Fork John |244|144' Wood Span | 184| 18|Medium|[1] 11,500.00 + Day River | | | | | | + Holmes Creek |255|40' Wood Span | 78| 18|Medium|[1] 1,500.00 + Rattlesnake Creek |256|40' Wood Span | 52| 18|Medium|[1] 1,000.00 + Dixie Creek Bridge|282|50' Wood Span | 50| 18|Medium|[2] 6,000,00 + at Prairie City | | | | | | + | | | | | | + Hood River: | | | | | | + East Fork of Hood |119|140' R. C. | 140| 16|Heavy |[1] 8,400.00 + River | |Viaduct | | | | + Neal Creek Bridge |120|25' Bridge, | 25| 16|Heavy |[3] 1,000.00 + | |R. C. | | | | + Bridge over Hood |121|126' Wooden | 126| 16|Medium|[3] 3,500.00 + River at Dee | |Span | | | | + Odell Creek Bridge|122|15' R. C. | 15| 18|Heavy |[3] 600.00 + | |Bridge | | | | + Herman Creek |159|100' R. C. | 100| 20|Heavy |[2] 7,389.06 + Bridge | |Bridge | | | | + Culvert for Flume |162|R. C. Culvert | ...| 24|Heavy |[2] 378.44 + Line at Mitchell| | | | | | + Point | | | | | | + Culvert for Pipe |171|3'x61/2' R. C. | 8| 24|Heavy |[2] 642.41 + Line at Cascade | |Culvert | | | | + Locks | | | | | | + Viento Creek |172|20' R. C. | 20| 20|Heavy |[2] 1,650.97 + Bridge at Viento| |Bridge | | | | + Gorton Creek |173|50' R. C. | 50| 20|Heavy |[2] 3,153.90 + Bridge | |Bridge | | | | + Parham Creek |182|4'x10' R. C. | 12| 24|Heavy |[2] 965.85 + Culvert near | |Culvert | | | | + Viento | | | | | | + Indian Creek |197|Culvert | 10|...|... |[3] 1,500.00 + Hood River Bridge |200|420' R. C. Arch| 420| 20|Heavy |[2] 48,000.00 + at Hood River | |and Viaduct | | | | + Half Viaduct on |273|54' Half | 74|...|Heavy |[2] 1,563.01 + Ruthton Hill | |Viaduct | | | | + | | | | | | + Jackson: | | | | | | + Big Applegate near|147|126' Wood Span,| 226| 16|Medium|[1] 4,000.00 + Jacksonville | |100' approach | | | | + | | | | | | + Josephine: | | | | | | + Trestle over Dry |210|120' Wood | 120| 18|Medium|[3] 1,852.78 + Gulch East of | |Trestle | | | | + Wolf Creek | | | | | | + Coyote Creek |211|58' Wood | 58| 18|Medium|[3] 811.28 + Bridge East of | |Trestle | | | | + Wolf Creek | | | | | | + | | | | | | + Lane: | | | | | | + Overhead Railway |163|92' R. C. | 92| 20|Heavy |[1] 6,500.00 + Crossing at | |Viaduct | | | | + Divide | | | | | | + | | | | | | + Lincoln: | | | | | | + Alsea River, 7 |260|144' Wood Span | 258| 18|Medium|[3] 10,000.00 + miles above | | | | | | + Waldport | | | | | | + | | | | | | + Linn: | | | | | | + Bridge over Mill |274|40' R. C. | 40| 24|Heavy |[1] 2,000.00 + Race in Lebanon | |Bridge | | | | + | | | | | | + Marion: | | | | | | + Willamette River |123|Steel Bridge |2220| 24| (¶) |[3] 250,000.00 + Bridge at Salem | | | | | | + Slough |253|6'x7' R. C. | ...|...|Heavy |[1] 1,200.00 + | |Culvert | | | | + Slough |254|Double 21/2'x3' | ...|...|Heavy |[1] 500.00 + | |R. C. Culvert | | | | + | | | | | | + Multnomah: | | | | | | + Overhead Crossing |169|106' Wooden | 106| 20|Heavy |[2] 800.00 + --Ore. Elec. Ry.| |Overcrossing | | | | + at Capital Hill | | | | | | + Slough |258|60' Wooden Span| 60| 16|Medium|[2] 1,000.00 + | | | | | | + Polk: | | | | | | + Mulkey Cut-off |201|40' Wood | 40| 18|Medium|[1] 600.00 + near Monmouth | |trestle | | | | + LaCreole Creek in |231|70' R. C. Arch | 70| 22|Heavy |[3] 10,755.68 + Dallas (not | | | | | | + designed by | | | | | | + State) | | | | | | + R. C. Bridge |233|36' Wood Bridge| 36| 20|Heavy |[3] 1,898.17 + between Dallas | | | | | | + and Monmouth | | | | | | + Little Luckiamute |238|72' Wood Span | 130| 18|Medium|[3] 3,615.00 + Big Luckiamute, |283|160' Suspension| 160| 4| ... |[3] 500.00 + at Montgomery | |Foot Bridge | | | | + School (See also| | | | | | + Marion County | | | | | | + for Salem | | | | | | + Bridge) | | | | | | + | | | | | | + Sherman: | | | | | | + John Day River |108|2-126' Wood | 372| 18|Heavy |[1] 20,000.00 + Bridge on | |Deck Spans | | | | + Columbia River | | | | | | + Highway | | | | | | + | | | | | | + Tillamook: | | | | | | + Bridge over North |127|40' Lift and | 750| 16|Medium|[2] 11,000.00 + Fork of Nehalem | |90' Span | | | | + River | | | | | | + Bridge over Beaver|153|172' R. C. | 172| 20|Heavy |[1] 8,000.00 + Creek, North of | |Bridge | | | | + Beaver | | | | | | + Bridge over Beaver|154|120' R. C. | 120| 20|Heavy |[2] 6,000.00 + Creek in Beaver | |Bridge | | | | + Munson Creek |160|16' R. C. | 16| 20|Heavy |[2] 500.00 + Bridge | |Bridge | | | | + | | | | | | + Umatilla: | | | | | | + Bridge over Wash- |229|54' Wood Span | 54| 18|Medium|[1] 1,500.00 + out Gulch near | | | | | | + Reith | | | | | | + | | | | | | + Union: | | | | | | + Grand Ronde River |174|2-126' Wooden | 270| 16|Medium|[1] 8,000.00 + Bridge | |Spans | | | | + Grand Ronde River |175|1-162' Wooden | 200| 16|Medium|[1] 8,000.00 + Bridge | |Spans | | | | + Bridge between La |275|12' R. C. | 12| 24|Heavy |[1] 1,000.00 + Grande and Hot | |Bridge | | | | + Lake | | | | | | + Bridge between La |276|10' R. C. | 10| 24|Heavy |[1] 900.00 + Grande and Hot | |Bridge | | | | + Lake | | | | | | + Bridge between La |277|26' R. C. | 26| 20|Heavy |[1] 2,000.00 + Grande and Hot | |Bridge | | | | + Lake | | | | | | + Bridge between La |278|18' R. C. | 18| 20|Heavy |[1] 1,500.00 + Grande and Hot | |Bridge | | | | + Lake | | | | | | + Bridge between La |279|14' R. C. | 14| 20|Heavy |[2] 1,400.00 + Grande and Hot | |Bridge | | | | + Lake | | | | | | + Box Culvert near |215|7'x8' R. C. | 10| 24|Heavy |[2] 800.00 + Hot Lake | |Box Culvert | | | | + | | | | | | + Wasco: | | | | | | + Eight Mile Creek |106|60' R. C. Box | 60| 20|Heavy |[2] 3,000.00 + Bridge East of | |Culvert | | | | + the Dalles | | | | | | + Three Mile Creek |109|6'x6' R. C. | ...| 20|Heavy |[2] 700.00 + Bridge--East of | |Culvert | | | | + the Dalles | | | | | | + Mosier Creek |118|175' R. C. | 175| 20|Heavy |[2] 7,000.00 + Bridge at Mosier| |Viaduct | | | | + Butler Creek |128|36' R. C. | 36| 20|Heavy |[2] 1,800.00 + Bridge | |Bridge | | | | + Tygh Creek Bridge |129|78' R. C. | 78| 20|Heavy |[2] 5,500.00 + near Tygh Valley| |Bridge | | | | + Rock Creek Bridge |203|45' R. C. | 45| 20|Heavy |[1] 2,700.00 + | |Bridge | | | | + | | | | | | + Washington: | | | | | | + Onion Flat Trestle|199|599' Wood | 599| 18|Heavy |[3] 8,372.22 + between Rex and | |Trestle | | | | + Tigardville | | | | | | + Tualatin River |204|144' Wood Span | 310| 18|Heavy |[3] 12,968.60 + Bridge, 2 mi. | | | | | | + So. of | | | | | | + Tigardville | | | | | | + Fanno Creek Bridge|264|70' Wood | 70| 18|Heavy |[3] 1,882.81 + at Tigard | |Trestle | | | | + | | | | | | + Wheeler: | | | | | | + Bridge over Bridge|176|162' Wooden | 333| 16|Medium|[1] 10,000.00 + Creek, near | |Span | | | | + Mitchell | | | | | | + Bridge over Bridge|177|90' Wooden Span| 105| 16|Medium|[3] 6,774.15 + Creek, 4 mi. | | | | | | + West of Mitchell| | | | | | + Bridge over West |178|30' Wooden Span| 30| 16|Medium|[1] 500.00 + Branch Creek, | | | | | | + near Mitchell | | | | | | + Bridge at Mitchell|179|162' Wooden | 200| 16|Medium|[1] 8,000.00 + | |Span | | | | + | | | | | | + Yamhill: | | | | | | + Bridge over |262|40' Wooden Span| 97| 18|Medium|[1] 1,000.00 + Yamhill River--6| | | | | | + mi. West of | | | | | | + Grande Ronde | | | | | | + Bridge over Cedar |263|30' Wooden Span| 68| 18|Medium|[1] 800.00 + Creek--4 mi. | | | | | | + West of Grande | | | | | | + Ronde | | | | | | + --------------------+---+---------------+----+---+------+-------------- + Total | $788,788.09 + --------------------------------------------------------+-------------- + +[1] Designed by Highway Department but not yet constructed. + +[2] Designed by Highway Department and construction supervised by +Counties. + +[3] Designed and construction supervised by Highway Department. + +Where loading is referred to as "Heavy," the structure is designed for a +twenty-ton roller and for 100 lbs. per sq. ft. Where loading is referred +to as "Medium," the structure is designed for a fifteen-ton roller and +for 75 lbs. per sq. ft. + + +SUMMARY OF BRIDGE AND CULVERT DESIGN AND CONSTRUCTION + + Designed and Construction Supervised by Highway Department $527,788.09 + Designed by Highway Department and Construction supervised + by Counties 89,600.00 + Designed by Highway Department but not yet constructed 171,400.00 + ----------- + Total $788,788.09 + + +TABLE C + +MILES OF LOCATION SURVEYS MADE BY HIGHWAY DEPARTMENT 1917-1918 + + Jobs Miles + + Baker County-- + Baker to Middle Bridge 17.0 + Canyon Section of Baker-Cornucopia Road 4.5 + Sag Section of Baker-Cornucopia Road 4.9 + Middle Bridge to Black Bridge 13.0 + + Clackamas County-- + Canby to Oregon City 7.5 + Oregon City to Multnomah County Line 6.5 + Aurora to Canby 5.0 + + Columbia County-- + Columbia City to Scappoose 11.2 + + Coos County-- + Myrtle Point to Douglas County Line 24.4 + Marshfield to Curry County Line 39.2 + Coquille to Myrtle Point 9.0 + + Curry County-- + Coast Highway 20.0 + + Douglas County-- + Johns Ranch to Jacques Ranch 7.2 + Canyon Creek Pass to Johns Place 2.3 + Coos County Line to Roseburg 28.7 + + Gilliam County-- + Columbia River Highway 34.0 + + Grant County-- + Big Basin Section of John Day River Highway 23.5 + John Day to Fisk Creek 7.4 + Fisk Creek to Hall Hill 3.5 + Hall Hill to Prairie City 2.2 + + Harney County-- + Burns to Crane 6.0 + + Hood River County-- + Hood River to Mosier 7.0 + + Jackson County-- + Ashland to Klamath Falls 15.6 + + Josephine County-- + Wolf Creek to Grave Creek 4.0 + Grants Pass to Grave Creek 17.2 + Wolf Creek to Stage Road Pass 2.4 + + Klamath County-- + Klamath Falls-Chiloquin 3.3 + + Lane County-- + Goshen to Cottage Grove 18.2 + Eugene to Florence 37.5 + Divide to Overhead 1.3 + + Linn County-- + Albany to Jefferson 7.8 + + Marion County-- + Salem to Aurora 22.2 + Salem to Jefferson 15.5 + + Morrow County-- + Columbia River Highway 28.6 + Heppner to Willows 43.0 + Heppner to Umatilla County Line 28.4 + + Polk County-- + Between Monmouth and Dallas .7 + Between Salem and Dallas .8 + + Sherman County-- + Columbia River Highway 14.0 + + Tillamook County-- + Tillamook to Cloverdale 15.0 + Neskowin to Salmon River 8.0 + + Umatilla County-- + Pendleton to Umatilla 40.6 + Pendleton to Pilot Rock 13.9 + Pilot Rock to Morrow County Line 18.3 + Pendleton to Kamela 26.8 + Union County-- + Elgin to Minam 9.4 + Union to Telocaset 7.2 + La Grande to Elgin 29.1 + La Grande to Union 9.4 + La Grande to Kamela 22.4 + + Wasco County-- + Seuffert to Deschutes River 12.5 + + Washington County-- + Multnomah County Line to Newberg 15.7 + Beaverton to Hillsboro 7.6 + Forest Grove to Gaston 6.7 + + Wheeler County-- + Sarvice Creek to Grant County Line 25.5 + Ochoco Forest to Grant County Line 50.5 + Fossil to Gilliam County Line 4.5 + Fossil to mouth of Sarvice Creek 21.0 + + Yamhill County-- + McMinnville to Dayton 6.7 + Grande Ronde Section 6.8 + ----- + Total miles of surveys 902.1 + + +TABLE D + +MILES OF DIFFERENT TYPES OF ROAD IN EACH COUNTY + +(These mileages are only roughly approximate as accurate data is +obtainable in very few counties) + + ==========+========================================================== + | Public Roads + | |Concrete Pavements + | | |Asphaltic Concrete + COUNTIES | | | |Plank Roads + | | | | |Broken Stone + | | | | | |Gravel Roads + | | | | | | | Earth Roads + | | | | | | |Improved + | | | | | | | |Un- + | | | | | | | |improved + ----------+--------+----+-----+-----+-------+-------+-------+-------- + Baker | 3,500.0| ...| ...| ...| ...| 30.0| 470.0| 3,000.0 + Benton | 550.0| ...| ...| ...| 10.0| 200.0| 200.0| 140.0 + Clackamas | 1,220.0| 2.0| 24.0| 99.0| 177.0| 221.0| 441.0| 256.0 + Clatsop | 310.0| 4.5| 25.0| 26.0| 94.0| 19.0| 141.0| ... + Columbia | 575.0| ...| 4.5| 19.0| 116.5| 42.0| 17.0| 376.0 + Coos | 675.0| .5| 1.5| 51.0| 16.0| 86.0| 86.0| 434.0 + Crook | 1,450.0| ...| ...| ...| 2.0| 50.0| 300.0| 1,098.0 + Curry | 140.0| ...| ...| ...| 2.0| 52.0| 53.0| 33.0 + Deschutes | 1,500.0| ...| ...| ...| ...| 25.0| 300.0| 1,175.0 + Douglas | 2,000.0| 1.0| 1.0| 8.0| 150.0| 340.0| 500.0| 1,000.0 + Gilliam | 600.0| ...| ...| ...| 10.0| 5.0| 50.0| 535.0 + Grant | 850.0| ...| ...| ...| ...| 12.0| 15.0| 823.0 + Harney | 1,000.0| ...| ...| ...| ...| 8.0| 192.0| 800.0 + Hood River| 250.0| ...| 1.0| ...| 7.0| 32.0| 110.0| 100.0 + Jackson | 750.0| 8.0| 10.0| ...| 12.0| 20.0| 300.0| 400.0 + Jefferson | 1,500.0| ...| ...| ...| 30.0| 25.0| 500.0| 945.0 + Josephine | 700.0| ...| ...| ...| 4.0| 52.0| 400.0| 244.0 + Klamath | 1,200.0| ...| 2.0| ...| 4.0| 14.0| 300.0| 880.0 + Lake | 1,400.0| ...| ...| ...| 5.0| 20.0| 200.0| 1,175.0 + Lane | 1,450.0| ...| ...| 26.0| 137.0| 425.0| 78.0| 784.0 + Lincoln | 385.0| ...| ...| 5.0| 20.0| 10.0| 250.0| 100.0 + Linn | 1,900.0| ...| ...| ...| 70.0| 530.0| 500.0| 800.0 + Malheur | 1,800.0| ...| ...| ...| ...| 25.0| 200.0| 1575.0 + Marion | 1,300.0| ...| 8.0| ...| 123.0| 272.0| 300.0| 597.0 + Morrow | 900.0| ...| ...| ...| 4.0| ...| 33.0| 863.0 + Multnomah | 500.0|12.0| 77.0| 3.0| 125.0| 136.0| 120.0| 27.0 + Polk | 1,100.0| ...| 1.0| ...| 40.0| 300.0| 300.0| 459.0 + Sherman | 500.0| ...| ...| ...| ...| 4.0| 90.0| 406.0 + Tillamook | 350.0| 6.0| 5.0| 11.0| ...| 228.0| 50.0| 50.0 + Umatilla | 3,000.0| ...| 11.0| ...| 30.0| 30.0| 644.0| 2,285.0 + Union | 800.0| ...| ...| ...| 3.0| 10.0| 187.0| 600.0 + Wallowa | 1,500.0| ...| ...| ...| ...| ...| 300.0| 1,200.0 + Wasco | 1,100.0| ...| ...| ...| 25.0| 100.0| 475.0| 500.0 + Washington| 975.0| ...| 16.0| 25.0| 171.0| 33.0| 300.0| 430.0 + Wheeler | 950.0| ...| ...| ...| 5.0| ...| 5.0| 940.0 + Yamhill | 1,300.0| 4.0| ...| ...| 125.0| 171.0| 500.0| 500.0 + +--------+----+-----+-----+-------+-------+-------+-------- + Total |39,980.0|38.0|187.0|273.0|1,518.0|3,527.0|8,907.0|25,530.0 + ----------+--------+----+-----+-----+-------+-------+-------+-------- + + +TABLE E + +1918 MOTOR VEHICLE REGISTRATION BY COUNTIES + + ===========+===========+========= + County | Total | Number + | Number of | Persons + | Motor | Per Auto + | Vehicles | + -----------+-----------+--------- + Baker | 1,409 | 12.8 + Benton | 1,080 | 9.9 + Clackamas | 2,299 | 13.0 + Clatsop | 1,409 | 11.4 + Columbia | 632 | 16.8 + Coos | 1,128 | 15.9 + Crook | 533 | 5.6 + Curry | 135 | 15.1 + Deschutes | 829 | 5.6 + Douglas | 1,428 | 13.8 + Gilliam | 520 | 7.1 + Grant | 436 | 12.9 + Harney | 488 | 8.3 + Hood River | 682 | 11.8 + Jackson | 2,431 | 10.6 + Jefferson | 305 | 5.6 + Josephine | 743 | 12.9 + Klamath | 1,151 | 7.4 + Lake | 463 | 10.0 + Lane | 2,618 | 12.9 + Lincoln | 170 | 34.6 + Linn | 2,184 | 10.4 + Malheur | 1,138 | 7.6 + Marion | 3,982 | 10.0 + Morrow | 670 | 6.5 + Multnomah | 20,456 | 11.1 + Polk | 1,298 | 10.4 + Sherman | 737 | 5.8 + Tillamook | 843 | 7.4 + Umatilla | 3,231 | 6.3 + Union | 1,609 | 10.1 + Wallowa | 811 | 10.3 + Wasco | 1,324 | 12.3 + Washington | 2,041 | 10.5 + Wheeler | 243 | 10.2 + Yamhill | 1,862 | 9.3 + -----------+-----------+-------- + Total | 63,318 | 10.6 + -----------+-----------+-------- + + +STATE REGISTRATION + + Total number of passenger vehicles 58,000 + Total number of Ford trucks 2,266 + Total number of trucks of other makes 3,052 + ----- + Total number of trucks, all makes 5,318 + ------ + Total number of motor vehicles of all types and all makes 63,318 + + +TABLE F + +COUNTY BOND ISSUES + +As proof that the people of Oregon are awake to the value of good roads, +the following list is given of Counties which have voted bond issues for +the development of their road systems: + + ===========+=================+=============== + County | Amount of bonds | Date voted + -----------+-----------------+--------------- + Coos | $ 362,000.00 | June 1916 + Columbia | 360,000.00 | Feb. 1914 + Clatsop | 400,000.00 | Nov. 4, 1913 + Crook | 90,000.00 | 1918 + Douglas | 500,000.00 | Aug. 1917 + Grant | 140,000.00 | June 4, 1917 + Hood River | 75,000.00 | July 15, 1914 + Jackson | 500,000.00 | Sept. 9, 1913 + Multnomah | 1,250,000.00 | Mar. 1915 + Wasco | 260,000.00 | Nov. 1916 + Wheeler | 80,000.00 | Nov. 1916 + +-----------------+--------------- + Total | $4,017,000.00 | + -----------+-----------------+--------------- + + +TABLE G--TABULATION OF CONTRACT PRICES + +GIVING UNIT PRICES OF ALL UNIT PRICE CONTRACTS FOR PAVING AND GRADING +WORK, 1917-1918 + + ========+============+====================+======+=================== + Contract| | | N m | + No+-----+ | | u i | + | Job | CONTRACTOR | m l | Kind of Work + | | | b e | + | | | e s | + | | | r | + --+------------------+--------------------+------+------------------- + 1|Cummins Hill |Elliot Construction | 3.5 |Grading + | | Co. | | + 2|Wild Horse Paving |Warren Construction | 11.0 |Paving + | | Co. | | + 3|Multnomah County |Oskar Huber | 15.7 |Grading and Paving + | Line-Newberg | | | + 5|Astoria-Svenson |Warren Construction | 9.0 |Grading and Paving + | | Co. | | + 6|Goble Section |Warren Construction | 2.0 |Grading + | | Co. | | + 7|Rainier Hill |A. L. Clark | 2.2 |Grading + 8|Cascade Locks |A. D. Kern | 8.2 |Grading + 9|Viento Section |A. D. Kern | 3.6 |Grading + 10|Ruthton Hill |A. D. Kern | 2.4 |Grading + 11|Delena-Goble |Clark & Dibble | 7.6 |Macadam + | | | | + 12|Tillamook Paving |Oskar Huber | 5.0 |Grading and Paving + 13|Multnomah County |Warren Construction | 2.5 |Paving + | Line-Scappoose | Co. | | + 18|Oregon City-Canby |Ore. Hassam Paving | 7.5 |Paving + | | Co. | | + 19|Yoncalla-Oakland |Warren Construction | 10.4 |Grading + | | Co. | | + 20|Comstock-Leona |Hall & Soleim | 4.6 |Grading & Macadam + | | | | + 21|Divide-Comstock |S. S. Schell | 2.4 |Grading + 25|Locust Hill |A. Anderson | 1.0 |Grading + 28|Wolf Creek-Grave |American Express | 4.9 |Grading + | Creek | Co. | | + 29|Myrtle Creek- |Calvert & Wolke | 12.8 |Grading + | Dillard | | | + 32|Bridge Creek |United Construction | 0.9 |Grading + | | Co. | | + 36|Canemah-new Era |Clackamas County | 1.8 |Grading + | | Court | | + 64|Divide-Comstock |S. S. Schell | 2.4 |Macadam + | Macadam | | | + 65|Union-Telocaset |State | 6.0 |Grading + 66|Elgin-Minam |State | 9.3 |Grading + 71|Hall Hill-Prairie |A. D. Kern | 2.2 |Grading & Macadam + | City | | | + | | | | + LP|Lowest Unit Price | | | + HP|Highest Unit Price| | | + ---------------------+--------------------+------+------------------- + + ==+==========+=====================+======+=================+========= + Ct|Clearing | EXCAVATION | Over-| CONCRETE |Rubble + No| and | Cubic Yards | haul,| Cubic Yards |Masonry + |Grubbing +--------+------+-----+ Cu. +-----+-----+-----+ Cu. + |Lump Sum | Common |Inter-|Solid| Yds. |Class|Class|Class| Yds. + | | | me- |Rock | Per | A | B | C | + | | |diate | | 100' | | | | + --+----------+--------+------+-----+------+-----+-----+-----+--------- + 1| ... |$ .40 |$ .70 |$1.35| ... | ...| ...| ...|$ 10.00 + 2| | ... | ... | ...|$.01 | ...| ...| ...| ... + 3|$1,250.00 | .34 | .62 | 1.15| ... | ...| ...|$8.50| + 5| 5,610.00 | .49 | .75 | 1.20| .01 | ...| ...| 8.50| + 6| 2,085.00 | .45 | .70 | 1.15| .02 | ...| ...|15.00| 9.00 + | | | | | | | | | + 7| ... | .30 | .48 | 1.25| .03 | ...| ...|12.00| ... + 8| Free | .42 | .75 | 1.15| .03 |20.00| ...|14.00| 7.00 + 9| Free | .39 | .70 | 1.10| .03 |20.00| ...|14.00| 7.00 + 10| Free | .39 | .70 | 1.05| .03 | ...| ...|14.00| 7.00 + 11| ... | .40 | .60 | 1.15| .02 |20.00| ...|18.00| ... + | | | | | | | | | + 12| ... | .60 | .90 | ...| .02 | ...| ...|17.70| ... + 13| ... | .45 | .65 | ...| .02 | ...| ...| ...| ... + 18| ... | ... | ... | ...| ... | ...| ...| ...| ... + 19|$6,350.00 | .49 | .77 | 1.30| .02 |24.00|22.00| ...| 9.00 + 20| 2,247.00 | .371/2 | .61 | 1.12| .021/2 |18.00|16.05| ...| 14.80 + | | | | | | | | | + 21| 2,400.00 | .45 | .60 | 1.15| .03 |24.00|16.00| ...| 8.00 + 25| 125.00 | .53 | .63 | 1.20| .03 | ...| ...|20.00| ... + 28| 3,500.00 | .45 | .45 | 1.25| .02 |22.50| ...|18.00| ... + 29| 3,500.00 | .35 | .56 | 1.14| .02 |22.00| ...|20.50| ... + 32| ... | .60 | .75 | 1.40| .03 |34.00| ...|31.00| 12.50 + | | | | | | | | | + 36| 500.00 | .60 | .80 | 1.25| .02 |15.00| ...|12.00| 1.25 + 64| ... | ... | ... | ...| ... | ...| ...| ...| ... + 65| ... | .40 | .75 | 1.35| .03 |25.00| ...|20.00| ... + 66| ... | .40 | .70 | 1.25| .03 |22.00|20.00| ...| 10.00 + 71| ... | .72 | ... | 1.60| .05 |31.00|30.00|28.00| ... + | | | | | | | | | + LP| | .30 | .45 | 1.05| .01 |15.00|16.05| 8.50| 1.25 + HP| | .72 | .90 | 1.60| .05 |34.00|30.00|31.00| 14.80 + --+----------+--------+------+-----+------+-----+-----+-----+-------- + + ==+======+=================+========================================== + Ct| Metal| Plain | REINFORCED CONCRETE PIPE + No| Rein-| Concrete | Lineal Feet + |force-| Pipe | + | ment | Lineal Feet | + |Pounds+--------+--------+-------+-------+--------+--------+-------- + | | 12-in. | 18-in. |12-in. |18-in. | 24-in. | 30-in. | 36-in. + --+------+--------+--------+-------+-------+--------+--------+-------- + 1| ... | ... | ... | ... | ... | ... | ... | ... + 2| ... | ... | ... | ... | ... | ... | ... | ... + 3| ... | ... | ... |$ 1.25 | $1.75 | $ 2.45 | ... | $ 4.25 + 5| ... | ... | ... | 1.40 | 2.00 | 2.75 | ... | 4.60 + 6| ... | ... | ... | 1.50 | ... | 3.30 | ... | 5.30 + | | | | | | | | + 7| ... | ... | ... | ... | ... | ... | ... | ... + 8| ... | ... | ... | 1.75 | 2.25 | 3.00 | ... | 4.75 + 9| ... | ... | ... | 1.75 | 2.25 | 3.00 | ... | ... + 10| ... | ... | ... | 1.75 | 2.25 | 3.00 | ... | ... + 11| ... | ... | ... | ... | ... | ... | ... | ... + | | | | | | | | + 12| ... | ... | ... |[4].48 |[4].78 |[4]1.16 | ... |[4]1.80 + 13| ... | ... | ... | ... | ... | ... | ... | ... + 18| ... | ... | ... | ... | ... | ... | ... | ... + 19|$ .08 |$ 1.10 |$ 2.02 | ... | ... | 3.27 | ... | 5.50 + 20| .12 | .67 | 1.55 | ... | ... | 2.90 | ... | 5.50 + | | | | | | | | + 21| .08 | 1.00 | ... | ... | ... | 2.50 | ... | ... + 25| ... | 1.00 | 1.50 | ... | ... | ... | ... | ... + 28| .15 |[4].55 |[4].80 | ... | ... |[4]1.10 |[4]1.50 |[4]2.00 + 29| .10 |[4].35 | ... | ... |[4].60 |[4]1.05 |[4]2.00 |[4]3.00 + 32| ... | ... | ... | ... | ... | ... | ... | ... + | | | | | | | | + 36| ... | ... | ... | ... | 1.25 | ... | ... | ... + 64| ... | ... | ... | ... | ... | ... | ... | ... + 65| .08 | 1.25 | ... | ... | ... | ... | ... | ... + 66| .07 | ... | ... | ... | ... | ... | ... | ... + 71| .10 | ... | ... | ... | ... | ... | ... | ... + | | | | | | | | + LP| .07 | .67 | 1.50 | 1.35 | 1.75 | 2.45 |[4]1.50 | 4.00 + HP| .15 | 1.25 | 2.02 | 1.75 | 2.25 | 3.30 |[4]2.00 | 5.50 + --+------+--------+--------+-------+-------+--------+--------+-------- + + ==+=====================================+======+=====+======+========= + Ct| CORRUGATED GALVANIZED IRON PIPE |6-Inch|Guard|Lumber|Asphaltic + No| Lineal Feet |Porous|Fence| and |Concrete + | |Drain | Lin.|Timber|2 inches + | | Tile | Ft. |1,000 |on Rock + |-------+------+--------+------+------+ Lin. | | Ft. | Base + | 12-in.|18-in.| 24-in. |30-in.|36-in.| Ft. | |B. M. |Sq. Yd. + --+-------+------+--------+------+------+------+-----+------+--------- + 1|[4]$.40| ...|[4]$1.00| ...| ...| ... | ...| ...| ... + 2| ...| ...| ...| ...| ...| ... | ...| ...| $ 1.29 + 3| ...| ...| ...| ...| ...| $.15 | $.45| 50.00| 1.28 + 5| ...| ...| ...| ...| ...| ... | ...| ...| 1.24 + 6| ...| ...| ...| ...| ...| ... | .57| ...| ... + | | | | | | | | | + 7| 1.00| ...| ...| ...| ...| ... | 1.50| ...| ... + 8| ...| ...| ...| ...| ...| ... | .50| ...| ... + 9| ...| ...| ...| ...| ...| ... | .50| ...| ... + 10| ...| ...| ...| ...| ...| ... | .50| ...| ... + 11| ...| ...| ...| ...| 1.30| ... | .60| ...| ... + | | | | | | | | | + 12| ...| ...| ...| ...| ...| .14 | ...| ...| 1.42 + 13| ...| ...| ...| ...| ...| ... | ...| ...| 1.17 + 18| ...| ...| ...| ...| ...| ... | ...| ...| 1.26 + 19| 2.07| 2.75| 3.44| ...| ...| .20 | ...| 45.00| ... + 20| 1.55| 2.00| 3.00| ...| ...| ... | ...| 32.00| ... + | | | | | | | | | + 21| ...| ...| 3.25| ...| ...| .20 | ...| 20.00| ... + 25| ...| ...| ...| ...| ...| .25 | ...| ...| ... + 28| [4].30|[4].40| [4].50|[4].60|[4].75| .40 | .50| 45.00| ... + 29| [4].20|[4].30| [4].40|[4].60|[4].75| .25 | .55| 45.00| ... + 32| [4].73|[4].90| ...| ...| ...| ... | .85| ...| ... + | | | | | | | | | + 36| 4.00| ...| ...| ...| ...| .10 | .35| ...| ... + 64| ...| ...| ...| ...| ...| ... | ...| ...| ... + 65| ...| ...| ...| ...| ...| ... | ...| ...| ... + 66| ...| 1.50| 2.50| 4.00| ...| ... | ...| ...| ... + 71| ...| 1.80| 2.70| ...| ...| ... | ...| ...| ... + | | | | | | | | | + LP| 1.00| 2.00| 3.00|[4].60|[4].75| .10 | .35| 20.00| 1.17 + HP| 2.07| 2.75| 4.00|[4].60|[4].75| .40 | 1.50| 50.00| 1.42 + --+-------+------+--------+------+------+------+-----+------+--------- + + ==+=====================+=======+=======+========+=======+======== + Ct| MACADAM |Broken | Sand |Broken | Clay | Rip- + No| Cubic Yards, | Stone |Cu. Yd.|Stones | Fil- | rap + | (Loose Measure) |Cu. Yd.|(Loose |Shoul- | ler | Cu. + +------+------+-------+(Loose |Meas.) | ders | Cu. | Yd. + |Broken|Gravel|Crushed|Meas.) | | Li. | Yd. | + |Stone | |Gravel | | | Ft. | | + --+------+------+-------+-------+-------+-------+-------+-------- + 1| ... | ... | ... | ... | ... | ... | ... | ... + 2| ... | ... | ... |$ 1.87 | ... | .05 |$ 1.00 | ... + 3| ... | ... | ... | 2.40 | ... | .06 | .85 |$ 2.75 + 5| ... | ... | ... | 2.30 | ... | .05 | .88 | ... + 6| ... | ... | ... | ... | ... | ... | ... | ... + | | | | | | | | + 7| ... | ... | ... | ... | ... | ... | ... | ... + 8| ... | ... | ... | ... | ... | ... | ... | ... + 9| ... | ... | ... | ... | ... | ... | ... | ... + 10| ... | ... | ... | ... | ... | ... | ... | ... + 11| 2.18 | ... | ... | ... | ... | ... | 1.00 | ... + | | | | | | | | + 12| ... | ... | ... | 2.20 | ... | .06 | 1.00 | ... + 13| ... | ... | ... | 1.90 | ... | .05 | .90 | ... + 18| ... | ... | ... | 2.37 | ... | .051/2 | .90 | ... + 19| ... | ... | ... | ... | ... | ... | ... | ... + 20| 4.89 | ... | ... | ... | 1.70 | ... | .62 | ... + | | | | | | | | + 21| ... | ... | ... | ... | ... | ... | ... | ... + 25| ... | ... | ... | ... | ... | ... | ... | ... + 28| ... | ... | ... | ... | ... | ... | ... | ... + 29| ... | ... | ... | ... | ... | ... | ... | 5.00 + 32| ... | ... | ... | ... | ... | ... | ... | ... + | | | | | | | | + 36| ... | ... | ... | ... | ... | ... | ... | ... + 64| 3.35 | ... | ... | ... | ... | ... | .75 | ... + 65| ... | ... | ... | ... | ... | ... | ... | ... + 66| ... | ... | ... | ... | ... | ... | ... | ... + 71| ... | 3.30 | 3.70 | ... | ... | ... | .75 | ... + | | | | | | | | + LP| 2.18 | 3.30 | 3.70 | 1.87 | 1.70 | .05 | .62 | 2.35 + HP| 4.89 | 3.30 | 3.70 | 2.40 | 1.70 | .06 | 1.00 | 5.00 + --+------+------+-------+-------+-------+-------+-------+-------- + +[4] Indicates that contract price on culvert pipe is for hauling and +placing only, the pipe to be furnished to the contractor. + + +TABLE H + +YEARLY EXPENDITURES OF STATE FUNDS IN COUNTIES + +1914, 1915, 1916, 1917, 1918 + + ==========+=========+=========+=========+==========+==========+========== + Counties | 1914 | 1915 | 1916 | 1917 | 1918 | Total + ----------+---------+---------+---------+----------+----------+---------- + Baker | | |$ 802.74|$ 1,214.01|$ 6,364.67|$ 8,381.42 + Benton | |$ 181.50| 727.14| 47.56| | 956.20 + Clackamas |$ 587.74| | 1,013.37| 12,519.70|143,341.40|157,462.21 + Clatsop |64,587.44|35,110.03|20,823.44| 54,294.83|290,092.40|464,908.14 + Columbia |13,384.87|92,069.72|11,143.48| 76,424.91|411,877.24|604,900.22 + Coos | | | 375.81| 16,703.28| 264.40| 17,343.49 + Crook | | 57.17|12,052.32| | 3,053.72| 15,163.21 + Curry | | | | 79.91| 5,549.33| 5,629.24 + Deschutes | | | | 7,244.37| 13,472.00| 20,716.37 + Douglas | |15,701.12|25,188.08| 8,803.50|150,966.08|200,658.78 + Gilliam | | | 7.42| 4,443.52| 31,555.96| 36,006.90 + Grant | | | 26.95| 2,980.16| 4,488.62| 7,495.73 + Harney | | | | | 1,873.45| 1,873.45 + Hood River| 1,077.24|47,927.84| 4,317.17| 61,326.69|372,601.53|487,250.47 + Jackson |59,569.82|31,954.91|25,774.49| 54,476.20| 32,143.68|203,919.10 + Jefferson | | | | | | + Josephine | | 2,230.81| 5,590.03| 5,297.73| 72,700.41| 85,818.98 + Klamath | | | | 27.75| 791.48| 819.23 + Lake | | | | 15,215.57| 176.10| 15,391.67 + Lane | | 61.11| 4,639.07| 12,247.61| 2,281.91| 19,229.70 + Lincoln | | 11.95| 12.88| 2,054.05| 943.42| 3,022.30 + Linn | | 208.81| 37.32| 287.67| 503.40| 1,037.20 + Malheur | | | 189.61| 93.02| 773.63| 1,056.26 + Marion | 414.76| 79.79| 712.55| 479.41| 4,604.18| 6,290.69 + Morrow | | | 105.18| 4,200.72| 6,662.38| 10,968.28 + Multnomah | 1,068.08| 107.03| | | | 1,175.11 + Polk | 414.15| 74.54| 6,614.53| 137.78| 665.14| 7,906.14 + Sherman |44,523.20| 993.26| 188.87| 48.87| 3,003.27| 48,757.47 + Tillamook | | 116.59| 1,735.01| 5,213.34| 63,060.95| 70,125.89 + Umatilla | | | 13.49|100,608.75| 73,333.75|173,955.99 + Union | | | 42.20| 5,975.15| 26,213.02| 32,230.37 + Wallowa | | | | | 765.07| 765.07 + Wasco | | 134.91| 10.34| 286.02| 4,027.77| 4,449.04 + Washington| 4,998.14|14,321.44| 4,975.48| 70,139.95|176,629.10|271,064.11 + Wheeler | | | 5.64| 13,084.26| 56,130.52| 69,220.42 + Yamhill | 408.34| 108.37| 2,106.03| 38,714.45| 86,244.39|127,581.58 + +---------+---------+---------+----------+----------+---------- + Totals $191,033.78| | | | | + $241,450.90| | | | + $129,230.64| | | + $574,670.74| | + $2,047,154.37| + $3,183,540.43 + ------------------------------------------------------------------------- + + +TABLE I + +MILEAGE TABLE + +Main Traveled Roads + +Showing distances between some of the important towns; for convenience +in obtaining mileage for long trips; to be used in connection with the +official automobile road map on opposite page. + +All distances between points west of the Cascade Range and Eastern +Oregon points are via Portland and the Columbia River Highway, unless +otherwise noted. + + =============+======+======+======+======+======+======+===+======+====== + | P | S | A | E | R | M | P | B | B + | o | a | l | u | o | e | e | a | e + | r | l | b | g | s | d | n | k | n + | t | e | a | e | e | f | d | e | d + | l | m | n | n | b | o | l | r | + | a | | y | e | u | r | e | | + | n | | | | r | d | t | | + | d | | | | g | | o | | + | | | | | | | n | | + -------------+------+------+------+------+------+------+---+------+------ + Portland | ...| 53| 78| 126| 203| 318|240| 345| 253 + Salem | 53| ...| 25| 73| 150| 265|293| 398|[5]195 + Albany | 78| 25| ...| 48| 125| 240|318| 423|[5]170 + Corvallis | 89| 36| 11| 40| 117| 232|329| 434|[5]162 + Eugene | 126| 73| 48| ...| 77| 192|366|[5]356|[5]122 + Roseburg | 203| 150| 125| 77| ...| 115|443|[5]433|[5]199 + Grants Pass | 285| 232| 207| 159| 82| 33|525|[5]515|[6]265 + Medford | 318| 265| 240| 192| 115| ...|484|[6]490|[6]232 + Ashland | 331| 278| 253| 205| 128| 13|471|[6]477|[6]219 + Ore.-Cal. | | | | | | | | | + State Line | 354| 301| 276| 228| 151| 36| | | + Crater Lake | 401| 348| 323| 275| 198| 83|372| 378| 120 + Klamath Falls| 395| 342| 317| 269| 192| 77|407| 413| 155 + Astoria | 107| 160| 185| 233| 310| 425|347| 452| 360 + Tillamook | 107| 91| 116| 150| 227| 342|347| 452| 360 + Marshfield |[7]253|[7]200|[7]175|[7]127| 88| 190|493|[5]483|[5]249 + The Dalles | 91| 144| 169| 217| 294| 409|149| 254| 162 + Pendleton | 240| 293| 318| 366| 443| 558|...| 105| 252 + Walla Walla | 285| 338| 363| 411| 488| 603| 45| 150| 297 + La Grande | 293| 346| 371| 419| 496|[6]542| 53| 52| 305 + Baker | 345| 398| 423|[5]356|[5]433|[6]490|105| ...| 258 + Huntington | 395| 448| 473|[5]406|[5]483|[6]540|155| 50| 298 + Prineville | 244|[5]208|[5]183|[5]135|[5]212|[6]269|226| 221| 37 + Bend | 253|[5]195|[5]170|[5]122|[5]199|[6]232|252| 258| ... + Burns | 396|[5]338|[5]313|[5]265|[5]342|[6]340|195| 169| 143 + Lakeview | 426|[5]368|[5]343|[5]295|[6]292|[6]177|358| 332| 173 + Canyon City | 317|[5]337|[5]312|[5]264|[5]341|[6]398|122| 96| 166 + -------------+------+------+------+------+------+------+---+------+------ + +[5] Via Eugene and McKenzie River Highway. + +[6] Via Klamath Falls. + +[7] Via Scottsburg. + +[Illustration: AUTOMOBILE ROAD MAP, SHOWING THE MAIN TRAVELED ROADS OF +OREGON WITH MILEAGES + +Prepared by the Oregon State Highway Department] + +=This Is Not a Map of the System of State Highways.= This map is +intended as a guide to the main traveled, existing, through highways and +roads connecting important centers of population. The heavier weight +lines are intended to designate the most generally traveled, through +routes, rather than their relative condition or importance. + + +TABLE J + +OFFICIAL DESIGNATION OF STATE HIGHWAYS + + =No. 1. Pacific Highway--= + From Portland south via Oregon City, Salem, Albany, Eugene, Roseburg, + Grants Pass, Medford and Ashland to the Oregon-California State Line. + + =No. 2. Columbia River Highway--= + From Astoria east via Rainier, Portland, Hood River, The Dalles, + Arlington and Umatilla, to Pendleton. + + =No. 3. Coast Highway--= + From Astoria south via Tillamook, Toledo, Florence, Marshfield, + Coquille and Gold Beach to Oregon-California State Line. + + =No. 4. The Dalles-California Highway--= + From a point on Highway No. 2, at or near The Dalles, south via + Shaniko, Redmond, Bend, LaPine and Klamath Falls to the Oregon- + California State Line. + + =No. 5. The John Day River Highway--= + From a point on Highway No. 2, at or near Biggs, southeasterly through + Wasco, Condon, Fossil, Dayville, Prairie City and Vale to the Oregon- + Idaho State Line at Ontario. + + =No. 6. The Old Oregon Trail--= + From a junction with Highway No. 2, at Pendleton, southeasterly + through La Grande, Baker and Huntington to a junction with Highway + No. 5 at or near Ontario. + + =No. 7. Central Oregon Highway--= + From a point on Highway No. 4, at or near Bend, easterly through + Millican, Riley, Burns, Crane and Juntura to a junction with Highway + No. 5, at or near Vale. + + =No. 8. Oregon-Washington Highway--= + From a point on Highway No. 2, at or near Willows, through Ione, + Heppner, Pendleton and Freewater to the Oregon-Washington State Line. + + =No. 9. Pendleton-John Day Highway--= + From a point on Highway No. 8, at or near Pilot Rock south to a + junction with Highway No. 5, at or near John Day. + + =No. 10. La Grande-Enterprise Highway--= + From a point on Highway No. 6, at or near La Grande, through Elgin and + Enterprise to Joseph. + + =No. 11. Enterprise-Flora Highway--= + From a point on Highway No. 10, at or near Enterprise, north to Flora. + + =No. 12. Baker-Cornucopia Highway--= + From a point on Highway No. 6, at or near Baker, east through Middle + Bridge and Halfway to Cornucopia. + + =No. 13. Baker-Unity Highway--= + From a point on Highway No. 6, at or near Baker, southwest to a + junction with Highway No. 5, at or near Unity. + + =No. 14. Antelope-Mitchell Highway--= + From a point on Highway No. 4, at or near Antelope to a junction with + Highway No. 15, at or near Mitchell. + + =No. 15. McKenzie River Highway--= + From a point on Highway No. 1, at or near Eugene, easterly through the + McKenzie Valley and through Sisters, Redmond, Prineville and Mitchell + to a junction with Highway No. 5, at or near Dayville. + + =No. 16. Albany-Sisters Highway--= + From a point on Highway No. 4, at or near Albany, southeasterly to a + junction with Highway No. 15 near Sisters. + + =No. 17. Bend-Sisters Highway--= + From a point on Highway No. 4, at or near Bend, northwesterly to a + junction with Highway No. 15, at or near Sisters. + + =No. 18. Lakeview-Burns Highway--= + From a point on Highway No. 19, near Lakeview, northeasterly to a + junction with Highway No. 7, at or near Burns. + + =No. 19. LaPine-Lakeview Highway--= + From a point on Highway No. 4, at or near LaPine southeasterly through + Fort Rock, Silver Lake, Paisley and Lakeview to the Oregon-California + State Line. + + =No. 20. Klamath Falls-Lakeview Highway--= + From a point on Highway No. 4, at or near Klamath Falls, east to a + junction with Highway No. 19, at or near Lakeview. + + =No. 21. Ashland-Klamath Falls Highway--= + From a point on Highway No. 1 near Ashland, east to a junction with + Highway No. 4, at or near Klamath Falls. + + =No. 22. Medford-Crater Lake Highway--= + From a point on Highway No. 1 at Medford, northeasterly, through Trail + and the Rogue River Valley to a junction with Highway No. 24 near + Crater Lake. + + =No. 23. Klamath-Crater Lake Highway--= + From a junction with Highway No. 22 near Crater Lake, southeasterly + to a junction with Highway No. 4, at or near Chiloquin. + + =No. 24. The Rim Highway--= + From a point on Highway No. 22 near Crater Lake, thence around Crater + Lake to the point of beginning. + + =No. 25. Grants Pass-Crescent City Highway--= + From a point on Highway No. 1 at Grants Pass, southwesterly through + Kerby and Waldo to the Oregon-California State Line. + + =No. 26. Mt. Hood Highway--= + From Portland through Gresham and Bull Run around the south and east + sides of Mt. Hood and to a junction with Highway No. 2, at or near + Hood River. + + =No. 27. Clackamas Highway--= + From a point on Highway No. 1, at or near Oregon City, northeasterly + to a junction with Highway No. 26, at or near Pleasant Home. + + =No. 28. The West Side Highway--= + From a point on Highway No. 1, at or near Portland, thence south on + the west side of the Willamette River through Newberg, McMinnville, + Dallas, Independence and Corvallis to a junction with Highway No. 1, + at or near Eugene. + + =No. 29. Forest Grove-McMinnville Highway--= + From Portland through Hillsboro, Forest Grove and Carlton to a + junction with Highway No. 28, at or near McMinnville. + + =No. 30. Salem-Independence Highway--= + From a point on Highway No. 1, at Salem, southwesterly to a junction + with Highway No. 28 at Independence. + + =No. 31. Albany-Corvallis Highway--= + From a point on Highway No. 1, at Albany to a junction with Highway + No. 28, at or near Corvallis. + + =No. 32. Yamhill-Nestucca Highway--= + From a point on Highway No. 28, at or near McMinnville, through + Sheridan, Willamina, and Dolph to a junction with Highway No. 3, at + or near Hebo. + + =No. 33. Corvallis-Newport Highway--= + From a point on Highway No. 28, at Corvallis westerly to a junction + with Highway No. 3, at or near Toledo. + + =No. 34. Eugene-Florence Highway--= + From a point on Highway No. 1, near Eugene, westerly through Goldson + and Deadwood to a junction with Highway No. 3, near Florence. + + =No. 35. Coos Bay-Roseburg Highway--= + From a point on Highway No. 3, at or near Coquille, easterly up the + Middle Fork of the Coquille River, through Camas Valley and Brockway + to a junction with Highway No. 1, near Dillard. + + =No. 36. Pendleton-Cold Springs Highway--= + From a point on Highway No. 2, at or near Pendleton, northwest to Cold + Springs. + + +TABLE K + +EMPLOYES OF THE OREGON STATE HIGHWAY COMMISSION + +November 30, 1918 + +Herbert Nunn, State Highway Engineer + + R. A. Klein, Assistant Engineer + C. A. Dunn, Assistant Engineer + M. O. Bennett, Division Engineer + C. H. Whitmore, Division Engineer + J. C. McLeod, Division Engineer + C. W. Wanzer, District Engineer + P. M. Hall-Lewis, Asst. Div. Eng'r + S. H. Probert, Office Engineer + L. W. Metzger, Designing Engineer + E. A. Skelley, Chief Draftsman + L. C. Elwell, Voucher Clerk + C. L. Turner, Cost Clerk + M. S. Farwell, Bridge Draftsman + C. E. Farnsworth, Office Draftsman + Theo. Rowland, Office Draftsman + James Moberg, Office Draftsman + W. C. Crews, Office Draftsman + R. E. Raley, Office Computer + J. C. Tibbits, Clerk + L. N. Myers, Clerk + H. M. McDaniel, Clerk + C. F. Smith, Clerk + Helen Ingrey, Stenographer + Margaret H. Hodge, Stenographer + Grace Fugate, Stenographer + Gertie Witzel, Stenographer + Delia Ferguson, Stenographer + R. H. Baldock, Locating Engineer + R. H. Coppock, Locating Engineer + C. A. Harrington, Locating Engineer + B. H. McNamee, Locating Engineer + J. H. Scott, Locating Engineer + E. B. Bishop, Resident Engineer + H. C. Compton, Resident Engineer + M. E. DeWitt, Resident Engineer + F. N. Drinkhall, Resident Engineer + H. B. Fletcher, Resident Engineer + H. N. Hackett, Resident Engineer + A. S. Kennedy, Resident Engineer + J. E. Nelson, Resident Engineer + J. E. Peck, Resident Engineer + R. A. Pratt, Resident Engineer + W. P. Smith, Resident Engineer + C. E. Carter, Resident Bridge Engineer + J. M. Baker, Supt. of Construction + C. L. Grutze, Supt. of Construction + W. H. Burtis, Foreman of Repair Shop + W. S. Hodge, Transitman + Tom Opedal, Transitman + Wm. T. Nelson, Field Draftsman + H. R. Wessell, Field Draftsman + Chas. E. Lytle, Timekeeper + L. N. Russell, Timekeeper + F. A. Keith, Levelman + H. W. Lange, Levelman + M. M. Brown, Field Computer + L. D. Coppock, Field Computer + Jack Slavens, Head Chainman + Chas. Collier, Rodman + Clyde Leghorn, Rodman + Ora L. Nochols, Rodman + M. S. Parker, Rodman + Katherine Riddle, Rodman + Orville Widdows, Rodman + Fred Busch, Chainman + Claire Hopper, Chainman + J. F. Jones, Chainman + J. A. Matott, Chainman + Warren Pearson, Chainman + Boyd Potter, Chainman + A. H. Rudd, Chainman + J. J. Sturgill, Chainman + D. E. Tompkins, Chainman + E. Wiggins, Chainman + Frank Galdabini, Rock Checker + Pete Knudson, Rock Checker + L. Parker, Rock Checker + C. S. Peck, Rock Checker + + +TABLE L + +STATE HIGHWAYS + +Names, Numbers, Mileages. + + Highways Miles + + No. 1 Pacific Highway 352 + No. 2 Columbia River Highway 360 + No. 3 Coast Highway 430 + No. 4 The Dalles-California Highway 342 + No. 5 The John Day River Highway 285 + No. 6 The Old Oregon Trail 190 + No. 7 Central Oregon Highway 270 + No. 8 Oregon-Washington Highway 148 + No. 9 Pendleton-John Day Highway 105 + No. 10 La Grande-Enterprise Highway 68 + No. 11 Enterprise-Flora Highway 35 + No. 12 Baker-Cornucopia Highway 76 + No. 13 Baker-Unity Highway 42 + No. 14 Antelope-Mitchell Highway 43 + No. 15 McKenzie River Highway 229 + No. 16 Albany-Sisters Highway 100 + No. 17 Bend-Sisters Highway 27 + No. 18 Lakeview-Burns Highway 159 + No. 19 LaPine-Lakeview Highway 151 + No. 20 Klamath Falls-Lakeview Highway 100 + No. 21 Ashland-Klamath Falls Highway 51 + No. 22 Medford-Crater Lake Highway 78 + No. 23 Klamath-Crater Lake Highway 14 + No. 24 The Rim Highway 39 + No. 25 Grants Pass-Crescent City Highway 46 + No. 26 Mt. Hood Highway 105 + No. 27 Clackamas Highway 18 + No. 28 The West Side Highway 120 + No. 29 Forest Grove-McMinnville Highway 25 + No. 30 Salem-Independence Highway 12 + No. 31 Albany-Corvallis Highway 11 + No. 32 Yamhill-Nestucca Highway 39 + No. 33 Corvallis-Newport Highway 60 + No. 34 Eugene-Florence Highway 76 + No. 35 Coos Bay-Roseburg Highway 81 + No. 36 Pendleton-Cold Springs Highway 30 + ----- + Total mileage State Highways 4,317 + +[Illustration] + +[Illustration: THE PACIFIC HIGHWAY IN PASS CREEK CANYON, DOUGLAS COUNTY. +GRADED AND MACADAMIZED IN 1917 AND 1918] + + + + + Description of Work of the + State Highway Department + In the + Counties of the State + 1917-1918 + + +BAKER COUNTY + +Although Baker County is generally well supplied with railroads there +are sections still isolated and much in need of improved transportation +facilities. Some of the most fertile and productive areas of the County +are not served by rail transportation and depend upon roads for +communication with railway points. This situation with the character of +the winter season and soil conditions found here render improved +highways of extreme importance. + +Since State and Federal aid have been made available the people of Baker +County are fast coming to a realization of the situation and are making +strenuous efforts to co-operate in highway improvement. No bond issues +have been voted in this County but an example of their enthusiasm is +supplied by the fact that private donations for co-operative improvement +of one road amount to $15,000.00. + +State and Federal aid were extended in 1918 and the co-operation has +resulted in plans for improving three sections of the Baker-Cornucopia +Highway. Other roads in the County will receive the consideration of the +Highway Commission during the coming season. + +Four sections of the Baker-Cornucopia Highway have been surveyed, and +plans for three of these are nearly complete. Together the four sections +make about thirty-eight miles of location survey. Construction work will +begin on this road early in the coming season. + + +Survey of the Baker-Cornucopia Highway + +During 1917 and 1918 the State Highway Department surveyed a greater +part of the Baker-Cornucopia Highway. The policy of giving first +attention to those portions of the road most in need of improvement +resulted in the surveying of four separate sections. These sections are +designated as follows: Baker-Middle Bridge; Love Bridge-Black Bridge; +Canyon and Sag Sections. These surveys were made under the direction of +J. O. Kingsley and W. C. Crews, locating engineers for the State Highway +Department. + +The Baker-Middle Bridge section extends from Baker to a point near +Middle Bridge on Lower Powder River. Beginning at Baker the line follows +closely the present main traveled road east for about six miles, thence +along the Palmer road to the present crossing at Ruckles Creek, thence +down Ruckles Creek to a point about two miles south of Keating, thence +easterly, leaving Ruckles Creek, and entering the lower Powder River +Valley near Middle Bridge. This survey is 18.64 miles in length. The +plans for this work are completed. + +The Love Bridge-Black Bridge section covers that portion of the route +through the canyon between the Keating and Richland districts. At +present all traffic passes through Sparta and over the mountains to the +north of the Powder River there being no road through the canyon. This +survey is about ten miles long and involves heavy and expensive +construction. This project begins at a point about seven miles east of +Keating and ends about five miles west of Richland. There is a four-mile +section of the Baker-Cornucopia Highway lying between Middle and Love +Bridges that has not been definitely located. No office work has been +done for this survey. + +What is known as the Canyon Section extends through the canyon east of +Richland. This survey begins at a point 1.5 miles east of Richland and +parallels the Powder River along the north bank for a distance of 4.64 +miles. The project ends at the point where the proposed route leaves the +Powder River and leads over the mountains toward Pine Valley. Plans are +almost completed for this project. + +The Sag Section is that part of the road leading north from the divide +between Powder River and Pine Valley. This survey which is 4.69 miles +long begins at the divide and ends at a point in the edge of Pine Valley +two miles south of Halfway. The location follows very near the route of +the present road. The office work in connection with this survey is +nearing completion. + + +Baker-Cornucopia Post Road Project + +The State Highway Commission requested Government aid in the +construction of the Baker-Cornucopia Highway and this request has +resulted in the approval by the Federal Office of Public Roads of three +projects on this highway. These three projects, namely, Baker-Middle +Bridge, Canyon Section and Sag Section have a combined length of 27.97 +miles, and the total estimated cost of these constructions is +$94,731.00. Baker County will co-operate with the State and Government +in defraying the cost of this construction. The following tabulation +indicates the amounts and segregations of funds for each project. + + ================================+============+============+============ + Appropriated for expenditure in | State | County | Government + 1919 | Funds | Funds | Funds + --------------------------------+------------+------------+------------ + Baker-Middle Bridge Section | $13,978.00 | $15,000.00 | $13,978.00 + Canyon Section | 8,249.00 | 6,000.00 | 8,249.00 + Sag Section | 11,639.00 | 6,000.00 | 11,639.00 + +------------+------------+------------ + Totals | $33,866.00 | $27,000.00 | $33,866.00 + --------------------------------+------------+------------+------------ + +No plans have been made for financing the Love Bridge-Black Bridge +Section which was surveyed in 1917. This is an important section of the +road and will probably receive early attention from the State Highway +Commission. + + +BENTON COUNTY + +During 1917 and 1918, very little work was done by the Highway +Department in Benton County. At the request of the County Court a short +section of the West Side Highway north of Corvallis was staked for +grading to be done by the County, and designs were prepared for three +concrete structures. Two of these were for box culverts for the Pacific +Highway about five miles north of Corvallis. The other was for an 85 +foot reinforced concrete bridge over a mill race south of Corvallis. A +short reconnaissance was made of the Corvallis-Newport road between +Blodgett and Eddyville. + +For work to be done in Benton County in 1919, the Highway Commission has +set aside $129,500.00. With this amount it is planned to pave the West +Side Highway from Corvallis north to the Polk County Line, approximately +seven miles. + + +CLACKAMAS COUNTY + +The work under the supervision of the Highway Department in Clackamas +County during 1917 and 1918 has consisted of 4.5 miles of grading +between New Era and Oregon City, 7.5 miles of paving between Oregon City +and Canby, and 0.2 miles of grading between Oswego and the Multnomah +County Line. The first of these jobs was done by the State and County in +co-operation; the second was a strictly State job; and the third was a +County job supervised by the State. + +The total expenditure on the work done in Clackamas County was +$198,952.24, of which Clackamas County paid $43,091.14 and the State +$155,861.10. + +Between New Era and Oregon City, the Pacific Highway has been graded on +an entirely new location, paralleling the Southern Pacific Railway along +the bank of the Willamette River instead of following the location of +the old road farther back from the river, where the grading is not so +heavy, but where a number of heavy grades are required. In addition to +eliminating these heavy grades, a considerable saving in distance is +effected, and the dangerous crossing under the Southern Pacific tracks +at Oregon City is avoided. + + +Grading--Vicinity of New Era + +On August 20, 1917, bids were considered by the State Highway Commission +for the grading of two and one-half miles on the Pacific Highway near +New Era. The most satisfactory proposal received was a cost plus ten per +cent proposal submitted by the Warren Construction Company, and a +contract was entered into with that firm on the cost plus ten per cent +basis. + +This work involved the grading of New Era Hill, just south of New Era, +and some heavy rock excavation from New Era north. After the work had +started, it was decided to pave between Oregon City and Canby, and the +contract for this paving let to the Oregon Hassam Paving Company. The +most feasible place to secure the crushed rock necessary for this paving +was from the rock being excavated under the grading contract with the +Warren Construction Company, and the Highway Department entered into an +agreement with the paving company, whereby the state would crush the +rock from a big cut at New Era, and furnish the crushed rock for the +paving upon certain agreed terms, the crushing to be done under the cost +plus contract with the Warren Construction Company. + +On this basis the work was carried on by the Warren Construction Company +until March 1, 1918, at which time it was deemed advisable by the +Highway Commission to take the work over and complete it with State +forces. + +The total cost of the grading and rock crushing was $66,000.00, and the +amount received for the crushed rock furnished for the paving was +$19,850.00. Clackamas County co-operated with the State on this work, +the total amount paid out of County funds being $15,009.91. + +[Illustration: AT THE TOP OF CANEMAH HILL ON THE PACIFIC HIGHWAY IN +CLACKAMAS COUNTY. GRADED AND PAVED IN 1918] + + +Grading--Canemah Hill Section + +To complete the grading of the Pacific Highway between Oregon City and +Canby preparatory to the paving of this section, Clackamas County agreed +to appropriate $25,000.00 toward the grading between Fly Creek and +Oregon City, known as the Canemah Hill Section. On December 10, 1917, +the Highway Commission received bids for this grading and the lowest bid +having been submitted by Clackamas County, the contract was awarded to +the County. This piece of work was about one and one-half miles in +length and involved some very heavy rock excavation. + +There has been expended on this work to date the sum of $24,037.20, of +which amount Clackamas County has paid $22,092.53. The work complete +will cost approximately $27,500.00. Mr. M. E. DeWitt was the resident +engineer in charge. + + +DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918 + +GRADING--CANEMAH HILL (Work in progress) + + Engineering $ 1,944.67 + + Construction-- + Clearing and grubbing $ 500.00 + Common excavation, 10,231 cu. yds. at 60c 6,138.60 + Intermediate excavation, 8,689.4 cu. yds. + at 80c 6,951.52 + Solid rock excavation, 7,722.2 cu. yds. + at $1.25 9,652.75 + 12-inch reinforced concrete pipe, 391 lin. ft. + at $1.25 488.75 + 36-inch reinforced concrete pipe, 56 lin. ft. + at $4.00 224.00 + 6-inch porous drain tile, 585 lin. ft. at 10c 58.50 + Class A concrete, 48 cu. yds. at $15.00 720.00 + Class C concrete, 2 cu. yds. at $12.00 24.00 + Rubble masonry, 2 cu. yds. at $1.25 2.50 + Overhaul per 100 lin. ft., 54,862 cu. yds. + at 2c 1,097.24 + Crushed rock for drain tile, 30 cu. yds. 46.20 + 18-inch concrete pipe in place, 45 lin. ft. 87.15 + ----------- + $ 25,991.21 + Less 15 per cent retained pending completion 3,898.68 + ----------- + 22,092.53 + ----------- + Total expended to November 30, 1918 $ 24,037.20 + Paid by State--engineering 1,944.67 + Paid by County--construction 22,092.53 + ----------- + Total $ 24,037.20 + This work is estimated to cost complete $ 27,500.00 + +[Illustration: BITUMINOUS PAVEMENT ON THE PACIFIC HIGHWAY SOUTH OF +OREGON CITY IN CLACKAMAS COUNTY. GRADED AND PAVED IN 1918] + + +Paving--Oregon City to Canby + +A contract was awarded on September 4, 1917, to the Oregon Hassam Paving +Company of Portland, for a sixteen-foot bituminous pavement between +Oregon City and Canby, a distance of 7.5 miles. + +A considerable part of the crushed rock used in this pavement was +furnished by the Highway Department from a rock point which it was +necessary to remove in connection with the grading just north of New +Era. + +The paving of this section is practically complete at this date and the +contracting company is to be complimented upon the excellence of its +work. The cost of the work completed will be about $135,000.00 of which +amount $102,114.85 has been paid. + +Mr. M. E. DeWitt acted as resident engineer for the Highway Department +on this work. + + +DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918 + +PAVING OREGON CITY TO CANBY + + Engineering $ 2,444.57 + + Construction-- + Standard Bitulithic pavement, 70,170 sq. + yds. at $1.26 $ 88,414.20 + Stone Shoulders, 68,208 lin. ft. at .051/2 3,751.44 + Hauling and placing broken stone furnished by + State, 6,1681/4 cu. yds., at $1.18 7,278.54 + Broken stone, loose measure, 12,8721/4 cu. + yds., at $2.37 30,507.23 + Installing wooden headers at railroad crossing 24.06 + Filling low places after rolling, clearing + debris after forest fire 59.53 + Excavating spongy place in subgrade and + refilling 67.10 + Loading and hauling to bring outside 2 ft. of + roadbed to grade; no material nearby 154.14 + Grading 800 feet north from New Era, and + dismantling and loading crusher 1,726.40 + ----------- + Total due contractor for work done to + November 30, 1918 $131,982.64 + Less 15 per cent retained pending completion 19,797.40 + ----------- + $112,185.24 + Less plant rock and miscellaneous items + furnished by State 12,514.96 + ----------- + $99,670.28 + ---------- + Total expended to November 30, 1918 $102,114.85 + This work is estimated to cost complete $135,000.00 + + +Oswego to the Multnomah County Line + +On April 19, 1918, a contract was awarded by Clackamas County to the +Glemorrie Quarry Company of Oswego for the regrading of a 0.2 mile +section of the West Side Pacific Highway between Oswego and the +Multnomah County Line. At the request of the Clackamas County Court the +engineering supervision of this work was handled by the Highway +Department, Mr. M. E. DeWitt, resident engineer, on work between Oregon +City and Canby, being in charge. + +This piece of work eliminated some very bad curves on the old road and +greatly improved the grade. The work was completed on September 4, 1918, +at a total cost of $5,746.68. Of this amount $507.98 was expended by the +State for the engineering. The construction cost of $5,238.70 was paid +by the County. + + +DETAILED EXPENDITURE STATEMENT + +Grading--Multnomah County Line to Oswego + + Engineering $ 507.98 + + Construction-- + Clearing and grubbing $ 200.00 + Common excavation, 1,167.3 cu. yds. at 75c 875.47 + Intermediate excavation, 2,127.6 cu. yds. + at $1.00 2,127.60 + Solid rock excavation, 829.5 cu. yds. at + $1.85 1,534.58 + 12-inch plain concrete pipe, 26 lin. ft. + at $1.50 39.00 + 15-inch plain concrete pipe, 76 lin. ft. at + $1.80 136.80 + 18-inch reinforced concrete pipe, 84 lin. ft. + at $2.00 168.00 + Class C concrete, 5 cu. yds. at $15.00 75.00 + Drainage structures under roadbed to protect + embankment and private water supply 82.25 + --------- + 5,238.70 + --------- + Total cost $5,746.68 + Paid by State $ 507.98 + Paid by County 5,238.70 + --------- + Total $5,746.68 + + +Oregon City Bridge + +The State Highway Department has been requested by the County Court of +Clackamas County to prepare plans and estimates for a bridge over the +Willamette River at Oregon City. This will replace the old suspension +bridge at that place which is too light for the modern traffic +conditions in that vicinity. + +Surveys and studies of the site are being conducted at this time. In +this case, as is customary, the State Highway Department will furnish +plans free of cost to the County. + + +CLATSOP COUNTY + +During the period from December 1, 1916, to November 30, 1918, the State +Highway Department expended in Clatsop County the sum of $344,387.23. +The work accomplished consists of 3.5 miles of bituminous paving, 22.7 +miles of broken stone macadam, 1.7 miles of gravel macadam, 1.2 miles of +new grading, one covered wood draw bridge, two reinforced concrete +bridges, and 1-6x12 ft. reinforced concrete box culvert, all of these +improvements being on the Columbia River Highway between Astoria and the +Columbia County Line. + + +Astoria-Svensen Paving + +On July 20, 1917, the State Highway Department contracted with the +Warren Construction Company for nine miles of paving between Astoria and +Svensen. This contract called for a 16-foot bituminous pavement on a +crushed rock base and with two-foot macadam shoulders. The contract also +included the grading of a section 1.2 miles in length about midway +between Astoria and Svensen, this section being known as the John Day +Cut-off. + +Work was started on the grading of the cut-off on August 6, 1917, and on +the erection of the paving plant on August 15. On September 20, the +first batch of hot stuff was placed on the road at the Svensen end. The +work was just nicely started, however, when the rainy season which came +on unusually early, started in and the work had to be discontinued. At +this time the work on the grading of the cut-off was but fifty or sixty +per cent complete, and only one mile of paving had been laid. + +The following season, the roadbed did not become sufficiently dry to +permit of resumption of work until about the 15th of June, but even at +that late date the contractors were not able to start work on account +of the shortage in materials and labor resulting from the participation +of the United States in the war, and it was not until July 23 the work +was resumed. Continued shortage of labor and material made progress very +slow particularly on the placing of rock base, and when the 1918 rainy +season came on a total of only 3.5 miles of paving had been completed. +The grading of the John Day Cut-off had been finished, however, and +considerable progress made on the removal of slides and regrading of +roadbed. + +[Illustration: BITUMINOUS PAVING NEAR SVENSON IN CLATSOP COUNTY ON THE +COLUMBIA RIVER HIGHWAY. PAVED IN 1917] + +The paving was discontinued on October 2 but in order to provide a +passable roadbed at as early a date as possible, it was decided to +continue the placing of rock base during the winter months. This work is +now in progress, and it is expected that a rocked surface over the +remaining unpaved distance of 5.5 miles will be secured by about January +1, 1919. + +The paving work will be continued again next season, and will +undoubtedly be completed early in the season. + +It is estimated that the grading and paving of this section will cost +completed $236,000.00. The total expenditures to November 30, 1918, +amounted to $96,955.97 and there remained unpaid to the contractor for +work done to that date the sum of $15,225.64. + +The engineering work was in charge of Mr. J. E. Nelson, during the 1917 +season, and in charge of Mr. H. N. Hackett during the 1918 season. + + +Svensen-Westport Macadam + +From Westport to Svensen in Clatsop County, 13.55 miles of 16-foot +waterbound macadam, 3.6 miles of 9-foot waterbound macadam and 1.76 +miles of gravel was laid. This work was handled by the Warren +Construction Company prior to December 26, 1917, at which time the State +Highway Department took the work over and proceeded with State forces. + +On this section the unit costs show a slight advantage in favor of doing +the work with State forces. Conditions were practically the same as on +the Clatskanie-Westport Section in Columbia County--the State paying +higher wages than the contractor, but the contractor having the +disadvantage of more unfavorable weather conditions. The main advantage +in the State doing this work was gained by having better control of the +organization and more direct supervision of the work. + +The original intention was to complete all macadam 16-feet wide but the +increased cost of labor, supplies, etc., made it necessary to reduce the +width of the macadam to nine feet so as to complete the full distance +with the money available. + + +COST STATEMENT--SVENSEN-WESTPORT MACADAM + + ===========================+==========+=========+============+======= + Item | Unit | Quan- | Cost | Unit + | | tity | | Cost + ---------------------------+----------+---------+------------+------- + By Warren Construction Co.,| | | | + on cost plus contract-- | | | | + Clearing and grubbing | Acres | 1 |$ 112.18 |$112.18 + Excavation | Cu. Yd. | 9,069 | 6,468.95 | .71 + 6-inch by 12-inch pipe | Foot | 1,519 | 4,472.69 | 2.90 + Waterbound macadam |[8]Cu. Yd.| 13,409 | 53,010.60 | 3.95 + Engineering | ... | ... | 971.84 | ... + By State Forces-- | | | | + Excavation | Cu. Yd. | 11,512 | 7,540.71 | .64 + 6-inch by 12-inch pipe, | Foot | 1,760 | 328.80 | .19 + laying only | | | | + Waterbound macadam | Cu. Yd. | 34,722 | 134,022.23 | 3.86 + Engineering | | | 1,651.69 | ... + | | +------------+ + Total | ... | ... |$208,579.69 | ... + ---------------------------+----------+---------+------------+------- + +[8] Including 1,839 cubic yards of gravel purchased at a cost of +$1,839.00 and 5,278 cubic yards crushed rock purchased at a cost of +$6,333.60. All other rock was crushed and cost of crushing is included +in the cost of the macadam. + +[Illustration: COVERED WOOD DRAWBRIDGE ON THE COLUMBIA RIVER HIGHWAY IN +CLATSOP COUNTY, OVER THE JOHN DAY RIVER EAST OF ASTORIA. BUILT IN 1918. +LIFT SPAN--40 FEET] + + +John Day River Bridge + +As a part of the improvement of the Columbia River Highway between +Astoria and Svensen, a bridge was constructed over the John Day River +about four miles east of Astoria. + +The John Day River is a stream navigable to small boats, so it was +necessary to provide a movable span of 40-foot clear opening. Owing to +the unusually high price of steel it was decided to construct this +bridge of wood. The movable span is of the single leaf bascule type +operated by a windlass. Counter weights are employed to assist the +movement of the span and in order to compensate for the variable pull +required to lift the span at different phases of its movement, the +counter weight cables operate over spiral drums in such manner that +their pull is a maximum when the span is down, and is least when the +span is raised, gradually changing between the two extremes. In order to +guard against failure of the operator to close the gate on the side of +the stream opposite the machinery, an automatic gate was constructed. It +closes when the bridge starts to open and when the bridge closes it +swings back out of the way automatically. + +The bridge rests on concrete piers carried on piling, and besides the +lift span there are two 90-foot covered wooden spans. The operating +machinery is completely housed in by means of a tower. + +The crossing was designed to carry 20-ton trucks and the covered spans +have laminated wood floors with asphaltic wearing surface. + +One of the most serious objections raised against covered wooden bridges +is the lack of light. This was overcome in this case, as in other wooden +bridges on primary roads designed by this Department, by whitewashing +the interior and the addition of open windows at panel points. These are +provided with returns, and with the asphaltic wearing surface on the +floors of such bridges prevent moisture coming in contact with the +structural timbers of the bridge. + +This bridge was built by the Portland Bridge Company and the total cost +will be about $25,000.00. The payments on the bridge to November 30, +1918, amounted to $21,051.52. Mr. Leigh M. Huggins was resident engineer +in charge of construction. + + +Big Creek Bridge + +This bridge is located on the Columbia River Highway near Knappa. It +consists of two forty-five-foot reinforced concrete spans, and was built +by the State Highway Department with State forces at a cost of +$8,446.70. + + +Plympton Creek Bridge + +The Plympton Creek Bridge is located on the Columbia River Highway in +the town of Westport. It is a two thirty-foot span structure and was +built by the State Highway Department with State forces at a cost of +$6,413.19. + + +Little Creek Culvert + +This is a 6 by 12 reinforced concrete structure and is located on the +Columbia River Highway near Knappa. It was built by the Highway +Department with State forces at a cost of $929.69. + + +COLUMBIA COUNTY + +The State Highway Department expended in Columbia County during 1917 and +1918, the sum of $488,302.15, which is the largest amount expended in +any one county in the state. With this amount the following work was +completed: + + 2.5 miles of bituminous paving. + 27.2 miles of broken stone macadam. + 8.2 miles of grading. + 11 reinforced concrete bridges. + 2 reinforced concrete box culverts. + +All of this work is on the Columbia River, and all but the 2.5 miles of +paving is between the Clatsop County Line and a point about two miles +east of Goble. + + +Multnomah County Line-Scappoose Paving + +A contract was awarded to the Warren Construction Company, August 22, +1917, for 2.5 miles of bitulithic pavement sixteen feet wide on crushed +rock base, with two foot macadam shoulders. The old road bed on this +section was in excellent condition for base for pavement being old +macadam about sixteen feet in width. The grade was followed closely, +scarified, and clean crushed rock spread over the entire surface and +rolled. Material was borrowed along each side to obtain the required +twenty-four foot of roadbed. + +A sixteen foot span wooden bridge was replaced by an 8x10 feet +reinforced concrete culvert built by Lindstrom Bros. on the basis of +cost plus ten per cent. + + +CONSTRUCTION COST OF CULVERT + + Class A concrete, 64 cu. yds. at $22.43 $1,435.64 + Reinforcing steel, 2,900 lbs. at 8c 232.00 + --------- + $1,667.64 + Contractors percentage 166.96 + --------- + Total Cost $1,834.60 + +Paving work was started November 5, 1917, and completed December 20, +with the exception of about 200 feet of new fill made at the culvert +which was completed in June, 1918. + +Engineering work was done by P. W. Marx, under the supervision of Chas. +H. Whitmore, assistant engineer. + + +DETAILED EXPENDITURE STATEMENT--PAVING--MULTNOMAH COUNTY LINE TO +SCAPPOOSE + + Engineering $ 1,364.28 + Right-of-way attorney fees 35.00 + Contract Construction Work as follows: + Common excavation, 800 cu. yds. at 45c $ 360.00 + Standard Bith. pavement, 24,248.2 sq. yds. + at $1.17 28,370.39 + Broken stone, loose measure, 3,115.5 cu. yds. + at $1.90 5,919.45 + Broken stone shoulders, 26,974 lin. ft. at 5c 1,348.70 + Force account: + 34 feet of 12-inch corrugated iron pipe and + 120 feet of 6-inch porous drain tile 254.77 + Total paid to contractor $ 36,253.31 + ----------- + Total cost $ 37,652.59 + + +Westport-Clatskanie Macadam + +On the Clatskanie-Westport Section, which extended from Clatskanie to +the Clatsop County Line, the work was handled originally by the Warren +Construction Company, on a cost plus ten per cent. basis. The State +Highway Department took this work over December 26, 1917, and from that +time on the work was handled by this Department. This work consisted of +8.62 miles of sixteen-foot waterbound macadam. + +On this section the costs show that the Warren Construction Company laid +crushed rock slightly cheaper than the State. However, the State did all +the finishing on this section, which is more expensive than laying the +base rock and it was necessary to raise the wages twenty-five per cent. +after the work was taken over by the Department. C. L. Grutze was +resident engineer on this work. + + +COST STATEMENT--WESTPORT-CLATSKANIE MACADAM + + ===========================+==========+========+==============+======== + Item | Unit | Quan- | Total cost | Unit + | | tity | | cost + ---------------------------+----------+--------+--------------+-------- + By Warren Construction Co. | | | | + on cost plus contract-- | | | | + Clearing and grubbing | Acres | 1/2 | $ 49.87 | $ 99.74 + Excavation | Cu. yd. | 6,200 | 6,820.70 | 1.10 + 6-ft. by 12-in. drain pipe | Foot | 1,085 | 2,752.38 | 2.80 + Water-bound macadam |[9]Cu. yd.| 7,742 | 27,698.87 | 3.59 + Engineering | | | 497.03 | + By State Forces-- | | | | + Excavation | Cu. yd. | 8,299 | 5,594.75 | .67 + 6-ft. by 12-in. drain pipe | Foot | 298 | 21.05 | .07 + (laying) | | | | + Water-bound macadam | Cu. yd. | 17,977 | 68,168.50 | 3.79 + Engineering | | | 25.09 | + | | +--------------+ + Total cost | | | $ 111,628.24 | + ---------------------------+----------+--------+--------------+-------- + +[9] 4,972 cu. yds. purchased at cost of $5,966.40, all other rock +crushed on this job. + + +Clatskanie-Delena Macadam + +The section extending from a point three miles east of Clatskanie to a +point two and one-half miles east of Delena, known as the +Clatskanie-Delena Section, was completed by L. O. Herrold on a basis of +cost plus ten per cent. This work consisted of eleven miles of sixteen +foot waterbound macadam, one and one-tenth miles of nine foot waterbound +macadam and all necessary grading, drainage, etc. The foundation on part +of this section was very poor and 10,233 cubic yards of rubble base was +used in order to make satisfactory foundation for macadam. While this +increased the cost of the macadam, it was the only way in which a +permanent foundation could be secured on this section. P. M. Hall-Lewis +was resident engineer on this work. + + +COST STATEMENT--CLATSKANIE-DELENA MACADAM (COST PLUS 10 PER CENT) + + Item Cost + + Engineering $ 5,998.96 + General construction 11,759.14 + Clearing and grubbing 892.37 + Excavation and embankment 22,529.95 + Drainage structures 3,596.27 + Miscellaneous structures 1,454.76 + Quarrying and crushing 43,714.47 + Placing, rolling, sprinkling, etc. 46,502.97 + Camp construction and operation 111.51 + ----------- + Total $136,560.40 + +This work includes 25,405 cubic yards of excavation, 22,170 cubic yards +of crushed rock macadam and 10,298 cubic yards of rubble base, besides +numerous small structures, drains, etc. + + +Delena-Goble Macadam + +Clark & Dibble of Rainier contracted with the Highway Department to +construct five and seven-tenths miles of broken stone macadam between +Delena and Goble. The prices at which this work was taken by the +contractors was very low, and the result was that almost from the first +the work was handicapped by lack of proper finances. It became evident +to the Department that the contractor would be unable to complete all of +this work before the winter rains set in, so to facilitate matters and +to provide a passable road for the winter, the Department took over the +part of the work between Rainier and Goble after about $10,000.00 worth +of work had been done on this part by Clark & Dibble. The work of the +Highway Department on this section is described in the article on the +Rainier-Goble macadam. + +Clark & Dibble successfully carried to completion the two and one-tenths +miles of macadam west of Rainier. A complete statement of the costs of +the work handled by the contractors is given below. + + +DETAILED EXPENDITURE STATEMENT--MACADAM--DELENA TO GOBLE + + Engineering $ 2,519.50 + Construction-- + Common excavation, 938 cu. yds. at 40c $ 375.20 + Intermediate excavation, 75 cu. yds. at 60c 45.00 + Solid rock excavation, 25 cu. yds. at $1.15 28.75 + Broken stone macadam, 12,911.5 cu. yds. at + $2.18 28,147.07 + 12-inch corrugated iron pipe, 420 lin. ft. + at $1.30 546.00 + Clay filler, 1,403 cu. yds. at $1.00 1,403.00 + Force Account-- + Lowering 18-inch corrugated iron culverts 55.78 + Lengthening existing culverts and opening + ditches 15.62 + 18-inch corrugated iron pipe, 80 lin. ft. 235.43 + Clearing slides and ditching near Prescott 2,201.47 + Removal of slides 1,377.22 + Side ditches for macadam work 336.97 + Preparation of subgrade for macadam 330.65 + Spreading, sprinkling, and rolling macadam 27.07 + --------- + 35,125.23 + Less credit for 24 days use of State roller + at $5.00 120.00 + --------- + Total amount paid to contractor 35,005.23 + ----------- + Total cost $ 37,524.73 + + +Rainier-Goble Macadam + +In Columbia County the State Highway Department laid twenty-four and +one-tenth miles of sixteen foot waterbound macadam and four and +two-tenths miles of nine foot waterbound macadam between Goble and the +Clatsop County Line. Of this the Rainier-Goble Section was taken over +from the contractors, Clark & Dibble, after being partly completed. This +was done in order to facilitate the work and get the road open for +traffic before the rainy season. + +While the work done by the State on this section cost more per cubic +yard than the contractor was originally receiving, the actual difference +in cost for the job was not sufficient to justify the Department in +allowing the contractor to proceed with the work which would have +entailed leaving the road closed to traffic for another winter. + + +COST STATEMENT--RAINIER-GOBLE MACADAM (STATE FORCES) + + ===============================+========+========+============+===== + Item | Unit | Amount | Cost | Unit + | | | | Cost + -------------------------------+--------+--------+------------+----- + Engineering | | | $ 382.85 | + Intermediate Excavation |Cu. yds.| | 1,078.97 | .72 + Quarrying and crushing |Cu. yds.| 2,555 | 3,828.71 | 1.29 + Hauling stone |Cu. yds.| 2,555 | 3,243.99 | 1.27 + Placing and rolling |Cu. yds.| 2,555 | 2,979.22 | 1.17 + Camp construction and operation| | | 719.27 | + General construction | | | 197.34 | + | | | ---------- | + Total | | | $12,430.35 | + -------------------------------+--------+--------+------------+----- + + +Goble Macadam Work + +A contract was awarded to Warren Construction Company September 4, 1917, +for macadamizing the Goble Cut-off on a basis of cost plus ten per cent. + +Columbia County has a quarry on the old road about three-fourths of a +mile west of Goble, which was equipped with complete crushing outfit and +arrangements were made by the contractor for the use of this equipment +and all the rock for this job was crushed and hauled from this quarry. + +Work was started March 1, 1918, and completed June 25, 1918. + +Engineering work was done by H. C. Compton as resident engineer under +the supervision of Chas. H. Whitmore. + + +COST STATEMENT + + Construction engineering $548.12 + Excavation and embankment 137.24 + Drainage 21.11 + Quarrying and crushing (6,504 cu. yds. crushed) 9,627.92 + Spreading and rolling (6,504 cu. yds.) 5,913.53 + Hauling (6,504 cu. yds) 4,371.62 + Camp construction and operation 545.61 + Corral construction and operation 313.82 + ---------- + Total cost $21,478.97 + + +Goble Grading Section + +A new location of the Columbia River Highway was made from a point two +miles east of Goble to Goble Creek and a new concrete bridge built over +Goble Creek, making a saving in distance of about one-half mile and +doing away with several excessive grades, sharp curves and narrow +roadbed, also a dangerous bridge and trestle across Goble Creek. + +A rock cut between Goble and Goble Creek was taken out by the S. P. & S. +Ry. Co. with steam shovels and the material used by them for riprap, +thus making a considerable saving to the State Highway Commission. The +material for the west approach to the new bridge was obtained by +blasting and barring down rock from a dangerous perpendicular cliff +about 1,000 feet west of the bridge, from which large rocks had fallen +onto the highway. To make the highway safe it was necessary to remove +this material and by using it in the bridge approach, did away with +other borrow which would have been necessary. The cliff is about 200 +feet high with the highway and S. P. & S. Ry. side by side at the foot, +necessitating very light shots and careful work and was completed +without accident to men or interruption of traffic on the railroad. + +[Illustration: ON THE COLUMBIA RIVER HIGHWAY NEAR GOBLE IN COLUMBIA +COUNTY. GRADED AND MACADAMIZED IN 1917 AND 1918] + +The material for the east approach was obtained by trimming up the cut +left by the railroad company. + +A contract for grading the cutoff was awarded to the Warren Construction +Company, August 7, 1917, and work started in July, 1917. From the east +end of the section to Ruben, about one mile in length, the material was +handled by teams. Rock work at Ruben and at Goble was sub-let to station +men. The fill across the flat between Ruben and Goble was made from side +borrow, by using a steam hoisting engine, with boom and clam shell +bucket. This work was done in the fall and winter and the material was +light loam and sand and very wet, and did not pack very solid in the +fill, therefore a strip of rock sixteen feet wide and one foot in +thickness, taken from the rock cuts at either end, was placed on the +fill and rolled thus making a solid base for the crushed rock macadam. + +The engineering work was done by A. F. Pratt, resident engineer and W. +E. Eddy, assistant state highway engineer, until October 1, 1917, when +it was taken over by H. C. Compton, resident engineer, under the +supervision of Chas. H. Whitmore, assistant engineer. + + +DETAILED EXPENDITURE STATEMENT--GRADING GOBLE SECTION + + Engineering $ 2,925.64 + Guarding S. P. & S. Ry. tracks 527.02 + Right-of-way damages 73.56 + Rental on State Industrial Ry. track furnished + contractor 138.00 + Payments to contractor for work as follows: + Clearing and grubbing $ 2,085.00 + Common excavation, 20,106.5 cu. yds. at 45c 9,047.92 + Intermediate excavation, 3,534.9 cu. yds. + at 70c 2,474.43 + Solid rock excavation, 11,947.2 cu. yds. + at $1.15 13,739.28 + 12-inch reinforced concrete pipe, 560 lin. + ft. at $1.50 840.00 + 24-inch reinforced concrete pipe, 92 lin. ft. + at $3.30 303.60 + 36-inch reinforced concrete pipe, 80 lin. ft. + at $5.30 424.00 + Overhaul per 100 lin. ft., 18,032 cu. yds. at + 2c 360.64 + Force account-- + Replacing trestle for Warren Packing Co.'s + plant, Goble 256.00 + Borrowing approximately 400 cu. yds. rock to + cover dirt fill 506.08 + Removal of overhanging rock near Goble Creek + bridge 6,454.32 + Widening grade and building fill from Goble + postoffice to Goble Creek bridge 5,853.31 + Cutting off rock point to give safe sight + distance around curve 47.12 + Removal of slide west of Goble Creek 18.66 + Placing 400 feet drain tile in quicksand 137.01 + Placing timber foundation for culvert 51.05 + -------- + Total paid to contractor $ 42,598.42 + ----------- + Grand total cost $ 46,262.64 + + +Rainier Hill Grading + +On July 30, 1917, a contract was entered into with A. L. Clark of +Rainier for the widening of the Rainier Hill Section, a section two and +two-tenths miles in length, located just west of Rainier. This work was +let under a unit price contract, but the nature of the work was such +that a considerable part of it could not be fairly measured and paid for +on a unit, and on this part the contractor was allowed cost plus ten per +cent. The total cost of this improvement was $6,350.61. A detailed cost +statement follows: + + +DETAILED EXPENDITURE STATEMENT--GRADING--RAINIER HILL SECTION + + Engineering $ 468.38 + Construction-- + Common excavation, 1,925 cu. yds. at 30c $ 577.50 + Intermediate excavation, 1,071.9 cu. yds. at + 48c 514.51 + Solid rock excavation, 1,039.7 cu. yds. at + $1.25 1,299.62 + Overhaul per 100 lin. ft., 905 cu. yds. at 3c 27.15 + 12-inch corrugated iron pipe, 228 lin. ft. at + $1.00 228.00 + Force account-- + Excavation for cribbing and placing rip-rap 61.93 + 8-foot extension to 36-inch culvert 54.63 + Widening old roadbed, removal of slides and + general improvement work not subject to + measurement 3,082.56 + Culvert pipe furnished by State 36.33 + --------- + 5,882.23 + ---------- + Total cost $6,350.61 + + +Beaver Valley Grading + +Before the Columbia River Highway through Beaver Creek Canyon between +Delena and Inglis was opened for traffic in July, 1918, in order to +reach Clatskanie from Delena, it was necessary to travel over a narrow, +dangerous, earth and corduroy road, either by way of Maygar and Quincy +or through the hills about eight miles into Clatskanie. Both of these +roads were passable for autos only about three months during the dry +season. + +The grading of this section was partly completed by the County under +supervision of Mr. Bowlby, State Highway Engineer in 1914. This section +being a very important link in the Columbia River Highway and no funds +being available from County or State funds during 1915 or 1916, S. +Benson decided to advance the necessary funds to make this section +passable. About four miles of grading was completed between Inglis and +Delena, leaving only the building of bridges to open this section. This +work was later macadamized by the State. + +The engineering work was done by A. K. Grondahl. + +A bill was passed by the 1917 Legislature refunding to Mr. Benson +$20,978.22 which is a large portion of the amount expended by him. + + +COST STATEMENT + + Clearing and grubbing $ 1,265.80 + Grading--labor and teams 17,124.07 + Explosives 2,275.31 + Pipe culverts 313.04 + ---------- + Total $20,978.22 + + +Prescott Hill Section + +This section of the highway was built along the steep hillside, several +slides having occurred narrowing the roadbed in some places to about +eight feet and making it very dangerous, it was necessary to build +several retaining walls, half viaducts and guard fences. + +This was done by Oscar Lindstrom on a basis of cost plus ten per cent. + +A half-viaduct seventy-five feet in length was built containing +fifty-three cubic yards of concrete and 4,100 pounds reinforcing steel, +with standard bridge railing for guard fence. + +Two hundred and fourteen linear feet of rubble masonry walls were built +on a slope of three-fourths to one, and standard bridge railing placed +on top for guard fence. These walls contain 438 cubic yards of rock. + +A reinforced concrete crib forty-one feet long, fifteen feet high and +seven feet wide was built and filled with large rock. The members were +cast on the dock in Rainier and hauled to the location. A reinforced +concrete slab on solid earth foundation was used for footing, on the +required angle to give the crib a batter of one-fourth to one. + +The total cost of the Prescott Hill improvement was $9,039.86. + + +Goble Creek Bridge + +A ninety-foot reinforced concrete bridge was built over Goble Creek on +the Columbia River Highway about one-half mile east of Goble. This +bridge has a pile foundation which was put in by the Warren Construction +Company on a cost plus basis for $1,583.32. The superstructure was built +by Lindstrom and Fiegeson on a unit price basis. The cost of the +structure complete was $5,907.14. + +The engineering work in connection with this work was handled by H. C. +Compton, resident engineer, on the Goble Section, and the inspection of +the placement of steel and pouring of concrete was in charge of L. M. +Huggins. + + +COST STATEMENT--GOBLE CREEK BRIDGE + + Engineering $ 77.47 + Construction-- + Class A concrete, 135 cu. yds. at $18.40 $2,447.20 + Reinforcing steel, 17,925 lbs. at 71/2c 1,344.38 + Concrete hand rail, 186 lin. ft. at $1.75 325.50 + Construction of cement shed and unloading cement 129.27 + Pile foundation (force account) 1,583.32 + --------- + Total construction cost 5,829.67 + --------- + Grand total cost of bridge $5,907.14 + + +Beaver Creek Bridges + +For a considerable distance between Rainier and Clatskanie the Columbia +River Highway follows Beaver Creek, crossing the creek in many places. +To replace a number of temporary wooden structures and to provide +bridges at every crossing, the highway department in 1917 and 1918 +constructed nine reinforced concrete bridges across this stream. The +spans of these structures vary from thirty to 105 feet, there being one +thirty-foot, one fifty-foot, two sixty-foot, four seventy-foot and one +105-foot spans in all. + +The thirty-foot span structure was built by L. O. Herrold of Salem, on a +cost plus ten per cent basis and cost $3,600.00. + +The other eight structures were built by L. O. Herrold of Salem, on a +unit price basis, the cost of the eight being $32,000.00. + + +Graham Creek Culvert + +A double 6x6 foot reinforced concrete box culvert was built on the +Columbia River Highway to provide passage for Graham Creek near +Marshland. This culvert was built with State forces. It contains fifty +cubic yards of concrete and cost $804.49. + + +Survey--Columbia City to Scappoose + +A survey was made between Scappoose and McBride a distance of eleven and +two-tenths miles. This survey follows the S. P. & S. Ry. on the south +side the entire distance and is shorter than the present traveled road +by about one mile, and also does away with six grade crossings. While +most of the roadbed will be entirely new work, it will not be of heavy +construction, the country being comparatively flat. Between Scappoose +and St. Helens the material is mostly earth. Between St. Helens and +McBride the material is mostly rock. + +[Illustration: ONE OF NINE REINFORCED CONCRETE BRIDGES IN THE BEAVER +CREEK VALLEY, COLUMBIA COUNTY, ON THE COLUMBIA RIVER HIGHWAY BETWEEN +RAINIER AND CLATSKANIE. ALL BUILT IN 1917 AND 1918] + +Two bridges of thirty foot spans or more are needed, also several box +culverts and pipe culverts. + +The survey from Scappoose to St. Helens was made by P. W. Marx; from St. +Helens to McBride by H. C. Compton. + + +COOS COUNTY + +The work of the Highway Department in Coos County consisted entirely in +assistance given the County in the making of surveys and the engineering +of construction work done under the County's bond issue of $362,000.00. +For this purpose $16,967.68 of State funds were expended, and the total +amount of County expenditures audited and vouchered through the Highway +department was $170,781.83. These expenditures were made on work on the +Coast Highway between Marshfield and the Curry County Line, and on the +Coos Bay-Roseburg Highway between Coquille and Myrtle Point. The +engineering work was in charge of R. B. Murdock. + + +CROOK COUNTY + +Crook County is one of the districts of Eastern Oregon where the road +program is an expensive one. Prineville now has rail communication with +outside points, and in sections of the County there is found some good +natural roads, but much is wanting in the line of transportation +facilities. Owing to a large portion of the County being mountainous in +character, much of the roads are little else than trails. + +Formerly the boundaries of Crook County encircled an area now comprising +several counties. The paring process, caused by the forming of new +counties left Crook County in a peculiar position. The local road map +indicates that the County is divided into two communities with the +dividing line following the rugged country a few miles east of +Prineville. A single road that is a succession of heavy grades and poor +alignment, is the sole medium of traffic communication between the two +ends of the County. + +The people of Crook County are fully aware of the importance of +highways. Although local funds will not go far, a remarkable beginning +has been made. A County bond issue of $95,000.00 has been voted for road +construction. The general progressiveness and co-operative spirit +existing throughout the County is shown by the fact that $85,000.00 of +the bond issue is to be expended on one road. Reference is made to the +proposed road up Crooked River from Prineville, connecting the east and +west end of the County. + +The State Highway Commission has ordered a location survey made of the +Crooked River Highway between Prineville and the Shorty Davis Ranch. The +length of this line will be about thirty miles, and practically a water +grade can be secured. This work will start easily in 1918. + +The immediate purpose of the survey is to gather definite data for the +consideration of the State Highway Commission. The County authorities +have made application for State aid and request early consideration of +the matter. + +The State Highway Commission is cooperating in the construction of the +Ochoco Forest Road in Crook County. + + +Ochoco-Canyon Forest Road + +The State Highway Commission extended aid to Crook County by helping to +secure Federal aid and by appropriating State funds for the construction +of a nine and seven-tenths mile section of the McKenzie River Highway +between Prineville and Mitchell. This section is adjacent to the Wheeler +County Line and connects up with proposed grading work in Wheeler +County. + +Construction work is in progress under the direction of the United +States Office of Public Roads. The cost of this work will be defrayed by +co-operative funds from the State, County and Government. The total +estimated cost is $52,500.00. The following statement shows the +appropriations made for this work: + + Total estimated cost of work $52,500.00 + Appropriated by State 17,500.00 + Appropriated by Government 17,500.00 + Appropriated by County 17,500.00 + + +CURRY COUNTY + +The most important highway in this County is, of course, the Coast +Highway, which affords an outlet to California on the south and Coos Bay +on the north. Between the Coos County Line and Port Orford the route of +the Coast Highway lies along the foot of the mountains and on a +comparatively level plain and, except in a few cases at river crossings, +the grades of the present road are not excessive. The alignment could be +improved but is satisfactory for the present. A gravel surfacing on this +section makes it passable the whole year round. + +South of Port Orford the topography of the County changes. The slopes +are steep; in many cases reaching forty degrees, and are badly broken +up. This section is also subject to slides of which there is abundant +evidence of recent activity. The drainage being at right angles to the +coast must be crossed by the highway requiring considerable rise and +fall in the grade line. + +A survey from Port Orford south was commenced in December of 1917. A +line was located and staked ready for construction between Port Orford +and Hubbard Creek, eliminating steep grades and sharp curves on the +present road. A close preliminary line was run between Hubbard Creek and +Mussel Creek (Arizona Inn), a thorough study made of the conditions and +the following route recommended, which eliminates the excessive grades +and high summit of 1,100 feet of the present road. The location lies +between elevation 100 and 400, dropping into and crossing drainage as it +is met, following close to the beach until Brush Creek is reached, then +following up Brush Creek on the east side of Humbug Mountain until an +intersection with the present road is reached, straightening out present +road for about one mile, then following the coast between elevation 200 +and 400, dropping into Mussel Creek. + +The controlling points on this route are the slides which must be headed +to secure a stable roadbed. A twelve-foot roadbed has been proposed for +this project, with maximum six per cent grades and the construction even +for this narrow width is heavy as it will be necessary to bench out the +entire width of the roadbed on solid ground, the slopes being too steep +for fill to catch. Considerable bridging is required and a gravel +surface provided throughout the entire length to insure an all year +road, so the cost of even this narrow roadbed will be high. + +A beach route located about ten feet above high tide has been proposed, +and, while this has the advantage of shorter distance and no rise and +fall, this route is not believed to be feasible because the underlying +rock is soft and disintegrates readily and is eroded by tidal action to +a considerable extent. The numerous slides at this elevation would also +make construction on this location inadvisable for a permanent road. + +A reconnaissance was made between Mussel Creek and Gold Beach. After +leaving Mussel Creek, considerable development work is required to +attain standard grade, and but a small portion of the present road could +be used. Passing Euchre Creek, there will be utilized along Cedar Creek +a new section of road about eight miles in length which has been +recently graded by the County. If widened and the alignment corrected in +a few locations, this would afford a direct route to the Rogue River +where a ferry runs regularly. Between the river crossing and Gold Beach +there is a fair road requiring only straightening out and widening. + +A large portion of the total area of Curry County is in the forest +reserve making the taxable area relatively small. For this reason and in +view of the heavy cost of construction, aid is asked by the County from +State and Federal sources. The most needed improvement is the section +between Port Orford and Brush Creek. In view of the increasing +probability of the Coast Military Highway by the Federal Government, +which would be a great benefit to this County as well as to the State in +general, it is desired to construct such sections as are undertaken on +the correct location and standard grades, so that future widening and +surfacing only will be necessary to bring it to the high standards which +will undoubtedly be maintained on this military highway. + +It has been proposed by the Commission to co-operate with the Forest +Service in a joint Forest Aid Project in Coos and Curry Counties, each +contributing $50,000.00, the Forest money to be spent in northern Coos +County and the State money, between Port Orford and Brush Creek. Curry +County has offered to co-operate with County tax funds. It is hoped that +this project can be carried out during the 1919 season. + + +DESCHUTES COUNTY + + +Bend-Lapine Cinder Macadam + +During the year 1917, an appropriation was made by the Highway +Commission for the construction of cinder macadam between Bend and +Lapine. This work was advertised and, proposals were received on August +7, 1917. As the bids submitted at that time were not considered +favorable, all were rejected, and the work was undertaken under the +supervision of the County Court. + +This section, which had been graded under a previous administration, +passes through a flat, pine district, with a surface formation of +volcanic ash, which is a very poor road material, roads without +surfacing becoming practically impassable during the summer season. + +As no rock or gravel was available for macadamizing, scoria or volcanic +cinder was used, of which material there is an inexhaustible supply +along the right-of-way. This scoria is very light, weighing about 1,700 +pounds per cubic yard. It, however, has made an excellent macadam, and +because of its lightness can be handled and placed cheaper than either +rock or gravel. The results are as favorable as if the best pit-run +gravel could have been had. + +A total of 18,300 cubic yards of cinder macadam was placed on this +section and twelve and five-tenths miles of completed surface was +secured. The total cost was $20,183.60, giving a unit cost of +approximately $1,600.00 per mile, which is proof of the economy of this +type of construction where volcanic cinder is obtainable. + + +Survey--Rolyat to One Hundred Mile Road + +In September and October, 1918, the State Highway Commission made a +location survey on the section of the Bend-Burns Highway between Rolyat, +in Deschutes County and the One Hundred Mile Road, in Harney County. The +object of the survey at this time is to secure a more direct route and +to avoid the bad section of the present road through the Glass Buttes +district. The length of this survey is seventeen and one-tenth miles and +it materially shortens the distance, as compared with the present road +between the terminal points mentioned. + +Fifteen and six-tenths miles of this line are in Deschutes County and +one and five-tenths miles in Harney County. The northeast corner of Lake +County is touched by the survey but only for a short distance. The +definite limits are not shown as the County Lines could not be found and +it was deemed not advisable to go to the cost of reestablishing the +lines for the purpose of the survey. The new location leads in an +easterly direction from Rolyat and continues to the north of the present +road. + +The plans for this survey will be made up in the near future. H. B. +Wright was the locating engineer in charge. + + +DOUGLAS COUNTY + +As a result of the liberal co-operation of Douglas County, a very large +amount of work has been done during 1917 and 1918 on the Pacific Highway +across that County. From a $500,000.00 bond issue the County set aside +$200,000.00 for the improvement of the Pacific Highway north of +Roseburg, with the understanding that the Highway Department would +expend an equal amount on the same highway south of Roseburg. In +accordance with this arrangement, it was agreed that the County would +grade 10.4 miles between Yoncalla and Oakland, grade and macadamize 4.6 +miles between Comstock and Leona, and grade 2.4 miles between Comstock +and the Lane County Line; and that the State would grade 12.8 miles +between Myrtle Creek and Dillard and macadamize 2.4 miles between +Comstock and the Lane County Line. It was further agreed that if the +County would cooperate with the State and Federal Government to the +amount of $23,000.00 on the Canyonville-Galesville Forest Road Project, +this amount would be considered a part of the $200,000.00 to be provided +by the County in connection with the general scheme of improvement +outlined. + +All of the work contemplated in this co-operative agreement has been +carried to completion, and when final payments have been made the total +expenditure by the State will be approximately $205,000.00 and by the +County $175,000.00. + +The Canyonville-Galesville Forest Road Project referred to above +involves the grading of a 9.7 mile section over Canyon Creek Pass, and +it will eliminate one of the very worst stretches on the Pacific Highway +between Portland and the California Line. This is estimated to cost +$211,000.00, of which the County will pay $23,000.00, the State +$94,000.00 and the Federal Government $94,000.00. + +In summary, the improvement work on the Pacific Highway in Douglas +County during 1917 and 1918, including the work now under way, consisted +of 39.9 miles of grading and 7.0 miles of macadamizing. + +The expenditures on the individual sections by the County, State and +Federal Government when final payments are completed, will be +approximately as follows: + + ======================+===========+===========+==========+=========== + Sections | By | By | By | Total + | State | County | Federal | + | | | Govt. | + ----------------------+-----------+-----------+----------+----------- + Lane County Line- | | | | + Comstock Grading |$ 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 + ----------------------+-----------+-----------+----------+----------- + +[Illustration: BRIDGE ON PASS CREEK--20 FT. SPAN. ON PACIFIC HIGHWAY +NEAR COMSTOCK IN DOUGLAS COUNTY] + + +Grading--Comstock to the Lane County Line + +This section runs through the northern portion of the Pass Creek Canyon, +and has been the dread of tourists heretofore. It has always been a hard +road to travel under summer conditions and absolutely impassable in +winter, even for horse-drawn conveyances. + +The contract for this improvement involved 2.4 miles of grading and was +awarded to S. S. Schell of Oakland, Oregon on September 5, 1917. The +bulk of the grading was done that fall and the job was completed in the +spring of 1918. The road bed was graded to a width of 24 feet with 5 per +cent maximum grades and easy curves. In addition to the grading, the +contract included two drainage structures over Pass Creek, one a double +6x6 reinforced concrete box culvert and the other a 20-foot reinforced +concrete bridge. All construction charges were paid by Douglas County. +Engineering charges were paid by the State. + +Mr. E. B. Bishop was the Resident Engineer in charge on this section. + + +DETAILED EXPENDITURE STATEMENT--GRADING COMSTOCK TO LANE COUNTY LINE + + Engineering $ 2,029.80 + Construction-- + Clearing and Grubbing $2,400.00 + Common Excavation, 11,688 cu. yds. at 45c. 5,259.60 + Intermediate Excavation, 6,085 cu. yds. at 60c. 3,651.00 + Solid Rock Excavation, 1,016 cu. yds. at $1.15 1,168.40 + Overhaul per 100 ft., 7,220 cu. yds. at 3c. 216.60 + 12-inch Plain Concrete Pipe, 134 lin. ft. at + $1.00 134.00 + 24-inch Reinforced Concrete pipe, 160 lin. ft. + at $2.50 400.00 + 6-inch Porous Drain Tile, 591 lin. ft. at 20c. 118.20 + Class A Concrete, 120.46 c. y. at $24.00 2,891.04 + Class B Concrete, 11.62 c. y. at $16.00 185.92 + Metal Reinforcement, 7,625 lbs. at 8c. 609.84 + Repairing Timber Bridge 26.34 + Laying 315.5 lin. ft. of Drain Tile and + Backfilling 56.00 + Total paid to Contractor 17,116.94 + ---------- + Total Cost $19,146.74 + Paid by County 17,119.44 + Paid by State $2,027.30 + ---------- + Total $19,146.74 + + +Macadam--Comstock to Lane County Line + +On August 6, 1918, a contract was awarded to S. S. Schell for +macadamizing the above newly graded section in Pass Creek Canyon, by the +State Highway Commission, same to be a standard three course broken +stone, water bound surface. This work was carried through in a very able +manner on the part of the Contractor and completed November 16, 1918. +This surfacing makes an all year road, of one of the worst pieces of +road in the State. The entire cost of this work was paid by the State. + + +DETAILED EXPENDITURE STATEMENT--MACADAMIZING--COMSTOCK TO LANE COUNTY +LINE + + Engineering $ 302.09 + Advertisements for bids 66.90 + Construction-- + Broken Stone Macadam, 4,354 cu. yds. at + $3.35 $14,585.90 + Earth Filler, 150 cu. yds. at 75c. 112.50 + Removing Slides 117.70 + ---------- + Total Paid to Contractor 14,816.10 + ---------- + Total Cost $15,185.09 + + +Grading and Macadam--Comstock to Leona + +This section is through the south end of Pass Creek Canyon, beginning +approximately a mile and a half south of Comstock and extending to a +point a half mile north of Leona, being 4.6 miles in length. The +contract was a joint contract signed by the County Court and State +Highway Commission and was awarded to Hall & Soleim of Eugene on +September 5, 1917. Work covered by the contract was for grading and +macadamizing, culverts and bridges. + +Due to shortage of labor, poor shipments on macadam rock, and financial +difficulties, the contractors were obliged to ask the State Highway +Commission to take over the work. On August 20, 1918, after a conference +with the County Court and the Contractor's Surety Company, this was +done. The work was completed November 30, 1918. The construction details +under the State supervision were handled by a State construction +engineer, representing the Contractors and Surety Company, and the +engineering details by the resident engineer on the work--the latter +rendering regular monthly estimates of work done on the unit contract +prices, of the original contract. + +This work complete will cost approximately $80,000.00 of which the +County will pay $74,349.72 and the State $5,650.28. + +The construction of this section was in charge of E. B. Bishop, resident +engineer, and F. E. LaPointe, construction superintendent. + + +Grading--Oakland to Yoncalla + +This work extends from the Calapooya River Bridge at Oakland to a point +two miles south of Yoncalla, a total distance of 10.4 miles. A contract +for clearing, grading and culverts was awarded the Warren Construction +Company, September 5, 1917, being the last of three contracts signed +jointly by the County Court and State Highway Commission. + +This work was completed July 25, 1918, and is an excellent piece of +standard construction 24 feet in width. It eliminates the old excessive +grade over Rice Hill, and some bad sections just north of Oakland--there +being now no grades over 5 per cent. + +On the completion of the grading the State Highway Commission requested +permission Of the Capital Issues Committee to sell bonds, part of which +were to cover the rocking of this unit to make it passable for winter. +This request was refused on the ground that it was not a necessary war +measure. The road will therefore not be passable this winter, but it is +expected that the section will be macadamized during the 1919 season. + +Mr. Robert A. Pratt was resident engineer in charge of the construction. + + +DETAILED EXPENDITURE STATEMENT--GRADING--OAKLAND TO YONCALLA + + Engineering $ 5,864.31 + Construction-- + Clearing and Grubbing $ 6,350.00 + Common Excavation, 45,563 cu. yds. at 49c 22,325.87 + Intermediate Excavation, 37,544 cu. yds. + at 77c 28,908.88 + Solid Rock Excavation, 17,976 cu. yds. at + $1.30 23,368.80 + Overhaul per 100 lin. ft., 61,580 cu. yds. + at 2c 1,231.60 + 12-inch Plain Concrete Pipe, 2,463 lin. ft. + at $1.10 2,709.30 + 18-inch Corrugated Galvanized Iron Pipe, 742 + lin. ft. at $2.75 2,040.50 + 24-inch Corrugated Galvanized Iron Pipe, 108 + lin. ft. at $3.44 371.52 + 6-inch Porous Drain Tile, 1,055 lin. ft. at 20c 211.00 + Class A Concrete, 146.5 cu. yds. at $24.00 3,516.00 + Class B Concrete, 102.2 cu. yds. at $22.00 2,248.40 + Metal Reinforcement, 9,057 lbs. at 8c 724.56 + Lumber, 3,545 F. B. M. at $45.00 159.52 + Extra work on culverts, drain ditches, rock back + filling 174.48 + Hauling and Placing rip-rap for embankments, + approximately 350 cu. yds. 203.97 + Lowering water pipe crossing 13.64 + Rebuilding right of way fence 170.50 + Grubbing for borrow pit 21.12 + Extra clearing and grubbing account of line + change 74.82 + Gasoline furnished State 9.19 + 32-ft. by 36-in. Corrugated Iron Pipe (Hauling and + Placing) 28.09 + 68-ft. by 36-in. Corrugated Iron Pipe in place 370.04 + Total paid to contractor $ 95,231.80 + ----------- + Total cost $101,096.11 + + Paid by State $ 19,015.09 + Paid by County 82,081.02 + ----------- + Total $101,096.11 + +[Illustration: ALONG THE UMPQUA RIVER NORTH OF MYRTLE CREEK IN DOUGLAS +COUNTY. GRADED IN 1917 AND 1918] + + +Grading--Myrtle Creek to Dillard + +On November 27, 1917, a contract was awarded to Calvert & Wolke of +Grants Pass (now known as the Grants Pass Construction Company, James +Logan, President), for the clearing, grading, culverts and concrete +bridges on a section of 12.8 miles between Myrtle Creek and the junction +of the Pacific Highway with the Roseburg-Coos Bay Highway, one mile and +a half north of Dillard. This construction eliminates the well but +unfavorably known Roberts Mountain grade just south of Roseburg, on +which several lives have been lost and also, seven grade crossings of +the Southern Pacific Railway. It will be a water grade highway along the +beautiful Umpqua River. + +The road will not be open to the public until the completion of two +bridges over the Umpqua, which are now under construction and which are +expected to be completed about January 1, 1919. It is expected that this +entire section will be macadamized during the 1919 season. + +Mr. F. N. Drinkhall is resident engineer in charge of the grading on +this section. + + +DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918--GRADING--MYRTLE +CREEK TO DILLARD + + Engineering $ 7,499.22 + Culvert Pipe furnished by State 4,109.70 + Construction-- + Clearing and Grubbing, 97% completed $ 3,395.00 + Common Excavation, 49,146 cu. yds. at 35c 17,201.10 + Intermediate Excavation, 42,951 cu. yds. at + 56c 24,052.56 + Solid Rock Excavation, 23,859 cu. yds. at + $1.14 27,199.26 + Overhaul, per 100 lin. ft., 6,614 cu. yds. at + 2c 132.28 + 12-inch Plain Concrete Pipe, 1,798 lin. ft. at + 35c 629.30 + 18-inch Corrugated Galvanized Iron Pipe, 556 + lin. ft. at 30c 166.80 + 24-inch Corrugated Galvanized Iron Pipe, 284 + lin. ft. at 40c 113.60 + 36-inch Corrugated Galvanized Iron Pipe, 246 + lin. ft. at 75c 184.50 + 6-inch Porous Drain Tile, 5,054 lin. ft. at 25c 1,263.50 + Class A Concrete, 471.92 cu. yds. at $22.00 10,382.24 + Class C Concrete, 25 cu. yds. at $20.50 512.50 + Metal Reinforcement, 37,747 lbs. at 10c 3,774.70 + Lumber and Timber, 17,058 F. B. M. at $45.00 767.61 + Rough Dry Walls (approx.) (Force Account) 122 + cu. yds. 106.41 + Clearing outside R. O. W. (Force Account) 112.96 + Back-filling over drain tile with gravel 321.06 + --------- + Total Amount Earned by Contractor to Nov. 30, + 1918 90,315.38 + 15 per cent retained until completion of + contract 13,547.31 + --------- + Total paid contractor to Nov. 30, 1918 76,768.07 + ---------- + Total Amount expended to November 30, 1918 $88,376.99 + + +Umpqua River Bridge One Mile North of Dillard + +This bridge consists of 3-144 foot covered wooden Howe Truss spans on +concrete piers. The spans are continuous, thus forming a roof over 430 +feet long. Open windows are constructed at panel points to light the +spans and make a more artistic appearance, lack of light and unsightly +appearance having been the chief objections to covered wooden bridges. +This bridge being on the Pacific Highway, was designed for heavy traffic +loading. A laminated wood floor system is used and provision is made for +an asphaltic wearing surface although a three inch wooden decking is +used temporarily. + +This type of bridge is regarded as being very durable, and under +conditions of the past year or two, very economical. The structure +complete will cost approximately $26,500.00. Mr. A. S. Kennedy was +resident engineer for this bridge as well as the one two and one-half +miles south of Dillard. The construction is being handled by the +Portland Bridge Company. + +[Illustration: VAN TYNE CREEK VIADUCT NORTH OF MYRTLE CREEK IN DOUGLAS +COUNTY. BUILT IN 1918] + + +Bridge Two and One-half Miles South of Dillard + +This bridge is similar to the one described above, except that there are +two 144-foot spans instead of three. The cost of construction will be +approximately $19,000.00. It is being built under a contract with the +Portland Bridge Company. + + +Van Tyne Creek Bridge + +This is a 60-foot reinforced concrete viaduct on the Pacific Highway +near Dole, north of Myrtle Creek. It was constructed by the Grants Pass +Construction Company, under their grading contract for the section +between Myrtle Creek and Dillard. The total cost of the structure was +$3,575.70. + + +Half Viaducts North of Myrtle Creek + +These structures, two in number, were constructed within a few hundred +feet of each other on the Pacific Highway between Myrtle Creek and +Dillard and span crevices in the face of a rock bluff. They are of +reinforced concrete construction of the through girder type and of spans +of 45 feet and 58 feet respectively. The 45 foot structure cost complete +$2,415.28, and the 58 foot structure cost $2,648.54. Both were built by +the Grants Pass Construction Company under their contract for grading +between Myrtle Creek and Dillard. + + +Myrtle Creek Bridge + +The bridge over the Umpqua River at Myrtle Creek being inadequate for +modern traffic a survey has been made for a new structure. As +contemplated, the new bridge will eliminate a grade crossing that now +exists at one end of the present bridge. + + +Canyonville-Galesville Forest Road Project + +Under a co-operative agreement between Douglas County, the State and the +Federal Government, a 9.7 mile section of the Pacific Highway between +Canyonville and Galesville is being constructed. This project will +eliminate the heavy grades and dangerous curves through what has been +erroneously called Cow Creek Canyon. This section has heretofore been +one of the very worst on the entire highway, and its improvement is of +great importance. + +The work is under contract to John Hampshire & Co. of Grants Pass. The +supervision of the work is in the hands of the Federal Office of Public +Roads. It is estimated that the project complete will cost $211,000.00, +of which the County will pay $23,000.00, the State $94,000.00 and the +Federal Government $94,000.00. + + +Surrey--Coos County Line to Roseburg + +During April and May 1917, a preliminary survey was made from the +Coos-Douglas County Line eastward to a connection with the new Pacific +Highway location between Roseburg and Dillard. Some construction on this +line was contemplated in the spring of 1918, but was postponed until the +close of the war. Location surveys were in charge of Mr. C. C. Kelley, +locating engineer. The length of the survey is 28.7 miles. + + +Survey--Johns Ranch to Jacques Ranch + +This survey was made in July 1917, and is on the Pacific Highway between +Glendale and Canyonville. The survey was 7.2 miles in length and was +made by Mr. C. C. Kelley, locating engineer. + + +Survey--Canyon Creek Pass to Johns Ranch + +This survey consisted of the location of a 2.3 mile section of the +Pacific Highway from Canyon Creek Pass to Johns Ranch in Cow Creek +Valley. It was made by C. C. Kelley, locating engineer, in August, 1917, +and the section is now being constructed as a part of the +Canyonville-Galesville Forest Road Project. + + +GILLIAM COUNTY + +Gilliam County presents an interesting situation from the viewpoint of +highways. Besides the Columbia River Highway the County is traversed by +the John Day Highway, one of the important routes of Eastern Oregon. +This large mileage of State highways along with the fact that there are +many large agricultural communities to be served, renders important and +necessary an extensive road building program. + +[Illustration: THE JOHN DAY RIVER HIGHWAY SOUTH OF CONDON IN GILLIAM +COUNTY MACADAMIZED IN 1917] + +The people of Gilliam County have long realized the value of good roads. +Although continuous effort has been put forth, expensive construction +and limited funds have resulted in only a beginning. County authorities +have always shown a keen interest in the plans for state co-operation, +regardless of whether Gilliam County was to be benefitted directly or +whether improvements were to be made in the neighboring counties. + +The State Highway Commission has always recognized the urgency of +building the Columbia River Highway, and in addition has from the +beginning realized the necessity of an improved road leading inland from +Condon. + +During 1918 the State Highway Commission made a location survey of the +Columbia River Highway between John Day River and Arlington, and a +reconnaissance survey has been made from Arlington east to the Morrow +County Line. + +Since August 1917 the State Highway Commission has expended $28,673.43 +for macadamizing the John Day Highway between Condon and Thirty Mile +Creek. In addition $9,000.00 of State funds has been set aside for +maintaining and resurfacing this section during the coming winter. + +Gilliam County Court and the road district in the north end of the +County through heroic efforts have raised $60,000.00 for grading the +Columbia River Highway between Arlington and Blalock, a distance of +eight and sixty-eight one-hundredths miles. This work is to be started +at once and rushed during the winter season. The State Highway +Department will supply engineering supervision. + + +Condon-Thirty Mile Creek--Macadam + +In August 1917 a contract was let by the State Highway Department to +Warren Construction Company of Portland for macadamizing a five and +seven-tenths mile section of the John Day Highway between Condon and +Thirty Mile Creek. The contractor was paid on the basis of cost plus ten +per cent for labor and plus five per cent for materials. + +Rock was quarried and crushed at two different points on the job and +trucks and teams were used for hauling. The old road was scarified and +re-dressed prior to laying the macadam. A dry macadam six inches thick +was laid over the five and seven-tenths miles. The average width of the +surface is about fourteen feet. + +The State paid the entire cost of this work amounting to $28,673.43 and +it is thought that about $1,500.00 per mile will be required for +maintenance and re-dressing during the next few months. + +C. A. Harrington was resident engineer and inspector for the Department +on this work. + + +Mayville-Wheeler County Line--Grading and Macadam + +At the completion of the state work on the Cummins Hill macadam, Gilliam +County deemed it advisable to avail themselves of the opportunity to +utilize the installed equipment and organization for macadamizing the +John Day Highway between Mayville and Wheeler County Line, one mile +south. Accordingly they graded and laid macadam for this distance +thereby connecting Mayville up with the Wheeler County macadam. Gilliam +County paid the full cost of this work amounting to about $6,500.00 for +both grading and macadam. + +The engineering and inspection was done by the State Department with +George Hibbet in charge. + + +Columbia River Highway--Survey + +A location survey of the Columbia River Highway was made by the State +Highway Department during 1918. Beginning at the John Day River near its +mouth the line follows up the Columbia River paralleling the O.-W. R. & +N. Railway and ends at Arlington. The total length of the survey is +twenty-three and ninety-six one-hundredths miles. The plans for the +eight and sixty-eight one-hundredths miles section from Arlington to +Blalock have been completed but there are revisions to be made in the +remainder of the line owing to right-of-way encroachments upon the +railroad property. + +This survey was made under the direction of C. A. Harrington and B. H. +McNamee, locating engineers for the State Department. + + +GRANT COUNTY + +Grant County lies in the mountainous section of the State and its limits +on three sides, north, east and south follow water sheds. The general +slope of the lands and direction of the drainage is toward the west but +even here the country is of such rugged character that no natural +passageways are found to relieve the isolated condition. The roads in +all directions are very rough and of little economic value to the +County. The narrow gauge railway leading from Baker to Prairie City +serves the whole County for both passenger and freight traffic. + +It is readily seen that the call for improved roads for these +settlements is an urgent one. To meet the demands for transportation +facilities the County has made a very creditable showing towards +financing highway improvements. In November 1916 a bond issue was voted +providing $140,000.00. The mileage is so great however, and the +construction so heavy and expensive, that County funds available for +permanent work are altogether inadequate. + +Grant County was among the first to apply for State and Federal aid and +its call did not go unheeded. The State Highway Commission drew heavily +upon its first apportionments of Post Road Funds in order to provide a +connecting road between Spray and Dayville through the Big Basin and +Picture Gorge. The co-operative plans provide also for the improvement +of the John Day-Prairie City sections. + +Two sections of the John Day Highway in this County aggregating +thirty-one and thirty-one hundredths miles in length have been +definitely established by location surveys, an additional location is to +be made in the near future. In November the State Highway Commission +received bids for the grading and macadamizing of that section of the +John Day Highway between Hall Hill and Prairie City. The cost of this +work is to be defrayed by State and Government funds in equal amounts. + +Funds have been set aside by the Commission for the matching of Federal +and County funds in the construction of the John Day Highway between the +Grant-Wheeler County Line and Dayville. This is a portion of Post Road +Project No. 6 extending from the mouth of Sarvice Creek, Wheeler County +to Valades Ranch, Grant County. The project covers a total of +forty-eight and ninety-five hundredths miles, twenty-three and +forty-five hundredths miles of which are in Grant County. The +appropriations for the improvement are apportioned as follows: Grant +County, $50,000.00; State, $93,871.20; Government, $93,871.19. Total +estimated cost, $237,742.39. + +The Department has also appropriated funds for the grading and +macadamizing of that section between the town of John Day and Fisk +Creek, seven and four-tenths miles east of the town. The total estimated +cost of the work is $145,051.50, which amount is to be supplied in equal +amounts by the State and Government. The improvement from John Day to +Prairie City is listed for early completion owing to an urgent request +from the War Department to keep the road in condition for hauling chrome +ore. + +The following summary shows State and Federal aid to be extended Grant +County during the next season. + + =======================+==========+==========+==========+=========== + Appropriated for | 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. + +[Illustration: THE COLUMBIA RIVER HIGHWAY WEST OF LINDSAY IN HOOD RIVER +COUNTY] + +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 + -------- + 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 + -------- + 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 + ----------- + Total Construction Cost $144,809.25 + Grand Total Cost of Job 153,553.66 + Deduction for Rental of State Cars and Track 648.81 + ----------- + Total Cash Expenditure $152,904.85 + +[Illustration: THE COLUMBIA RIVER HIGHWAY NEAR VIENTO IN HOOD RIVER +COUNTY. GRADED AND GRAVELED IN 1917 AND 1918] + + +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 + --------- + Total Cost of Viento Creek Bridge 1,650.97 + -------- + 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 + ----------- + 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 + ----------- + $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 + +[Illustration: 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 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 + +[Illustration: 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, 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. + +[Illustration: 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 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 + ---------- + Total Cost of Construction $15,277.16 + Engineering 630.87 + ---------- + 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. + +[Illustration: ON THE PACIFIC HIGHWAY SOUTH OF WOLF CREEK IN JOSEPHINE +COUNTY. CONSTRUCTED IN 1917 AND 1918] + +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. + +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. + +[Illustration: ON THE WOLF CREEK-GRAVE CREEK SECTION OF THE PACIFIC +HIGHWAY IN JOSEPHINE COUNTY. GRADED IN 1918] + + +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 + +[Illustration: ON THE WOLF CREEK-GRAVE CREEK SECTION OF THE PACIFIC +HIGHWAY IN JOSEPHINE COUNTY. GRADED IN 1918] + +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. + +[Illustration: INTERCOUNTY BRIDGE OVER THE WILLAMETTE AT SALEM. BUILT BY +MARION AND POLK COUNTIES IN 1917 AND 1918. COST $250,000.00. TOTAL +LENGTH 2,220 FEET.] + +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. + +[Illustration: ON THE PAVED ROAD BETWEEN PENDLETON AND ADAMS IN UMATILLA +COUNTY. PAVED IN 1917] + +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 + +The State Highway Commission opened bids on the grading of a 9.37 mile +section between Elgin and Minam Hill. In the letting of this work they +experienced the same difficulty as with the Union-Telocaset work. (See +report on the Union-Telocaset grading). The subsequent action of the +State Highway Commission in taking the contract over to be done by State +forces resulted in work starting in August, 1918. Owing to weather and +soil conditions work on this section has closed down for the winter. The +amount expended is $3,838.44 and the total estimated cost is $41,151.00. +Mr. R. A. Pratt, resident engineer for the State Highway Department was +in charge of this work and Mr. C. A. Dunn was superintendent. + + +La Grande-Hot Lake Grading + +In November, 1917, the State Highway Department appropriated $5,000.00 +to co-operate on the grading of that section of the Old Oregon Trail +between Hot Lake and La Grande. Grading work started within the month +and two miles were graded when work was closed for the winter. + +This work was continued during the present season and up to November 30, +about five miles of grade had been completed. In addition to the +$5,000.00 of State money the County has expended about $3,000.00. It +will require about $3,000.00 to complete the grading and an additional +$5,500.00 for bridges. The bridge plans call for concrete structures. + + +Survey of the Old Oregon Trail, Union County + +The State Highway Department has made a location survey of 45.26 miles +of the Old Oregon Trail in Union County. The survey begins at the +Union-Umatilla County Line near Kamela and continues through La Grande, +Hot Lake and Union and ends at Telocaset. Office plans are complete for +most of this work. Locating engineer D. D. Glass made the survey from La +Grande to Telocaset and R. H. Baldock, locating engineer, was in charge +of the work between Kamela and La Grande. + + +Survey of La Grande-Joseph Highway, Union County + +In 1917 a final location survey was made from La Grande to Minam, a +distance of 38.28 miles. D. G. Glass, locating engineer for the State +Department, was in charge of the crews. Beginning at La Grande the line +runs through Island City, and Elgin and ends at Minam at the confluence +of the Minam and Wallowa Rivers. Plans for this work are practically +complete. The location from Island City to Elgin is to be reconsidered +with the view of making some changes in the route. + +[Illustration: A SURVEY CAMP IN EASTERN OREGON] + + +Union-Telocaset Post Road Project + +A co-operative agreement between the State and Government provides for +the construction of a portion of the Old Oregon Trail between Union and +Telocaset. This section, six miles in length, begins at Union and +follows up Pyles Canyon near the location of the present road to a point +1.5 miles north of Telocaset. + +The total estimated cost of this project is $30,000.00 making $15,000.00 +to be paid by each the State and Government. Union County joins in the +co-operation of the work, in case the total cost exceeds the amount +stipulated in the Federal agreement. If the total cost should exceed the +estimate given in the project agreement, the County agrees to pay the +full amount of such cost. + +Work was started on this section August, 1918, and $20,575.50 had been +expended to November 30. R. A. Pratt is resident engineer for the +Department. The work is being done by the State forces under the +supervision of C. A. Dunn, assistant engineer. + + +Elgin-Minam Post Road Project + +The State Highway Commission secured an agreement with the U. S. Office +of Public Roads providing for the construction of a 9.37 mile section of +the La Grande-Joseph Highway. The survey for this improvement begins at +Elgin and follows east in the direction of the present road to the top +of Minam Hill. + +It is estimated that this work will cost $41,151.00 or $20,575.50 for +each the State and Government. In case the cost of this work exceeds the +estimate shown in the project agreement, the County agrees to pay such +cost. In this manner Union County is co-operating in this improvement. + +Work opened up here in August under the supervision of C. A. Dunn, +assistant engineer, for the Department. State forces are employed on +force account basis. The expenditures to November 30 amount to +$3,838.44, and the project is about 10% completed. R. A. Pratt is +resident engineer for the State Department. + + +WALLOWA COUNTY + +Wallowa County's road problem is entirely local in character as this +district is not touched by a trunk road of the State system. Some very +good natural roads are found in this district, while others are very +bad. The latter designation applies more especially to some of the +mountain roads, which are extremely narrow and very dangerous. + +The La Grande-Joseph Highway is very important locally, since it is the +only road connecting the valley with outside points. The people in +general are very much interested in highway possibilities, but the +County funds have proven inadequate to make much of a showing towards +permanent work. Most of the available County funds are required for +maintenance of the existing roads, many of which extend through +mountainous areas. Additional State aid is much needed if any +substantial improvements are hoped for. + +A general reconnaissance survey was made in October, 1918, by the State +Highway Department from Elgin to Joseph. The purpose was to gather +general information for the use of the State Highway Commission. This +survey was made by M. O. Bennett, division engineer for Eastern Oregon. + +During this visit the matter of Post Road Aid was taken up with the +County authorities. It was understood that the County would make +application at once, but it appears that no further action was taken. + +The State Highway Commission has extended aid to Wallowa County by +co-operating on the Flora-Enterprise Forest Road and also helped to +secure Government aid on the same project. The County made an +appropriation to help in the construction of this road. Work is in +progress on this road under the direction of the U. S. Office of Public +Roads. The following statement shows the estimate cost and segregation +of funds: + + State appropriation $12,324.00 + Federal appropriation 12,324.00 + County appropriation 5,000.00 + ---------- + Total estimated cost $29,648.00 + + +WASCO COUNTY + + +The Dalles-Three Mile Post Road Project + +An appropriation has been made, by the State Highway Department, from +the Post Road Fund for co-operation in the paving of a two mile section +of The Dalles-California Highway between the east city limits of The +Dalles and Three Mile Creek. + +A project statement has been prepared, requesting $14,830.00 from the U. +S. Office of Public Roads. The State will supply a like amount and Wasco +County $4,000.00. This makes a total of $33,660.00 which is the +estimated cost of the project. + +The present gravel road will serve as a base for the pavement which is +to be 16 feet wide. The improvement will include re-ditching of the road +bed and the installation of culvert pipe in several places. + +It is planned that work will start early in 1910. + + +The Pine Hollow-Kingsley Post Road Project + +The section of The Dalles-California Highway in Wasco County between +Pine Hollow, near Dufur, and Kingsley is designated by the State Highway +Commission as a Post Road. This section is 4.0 miles long and follows +near the line of the present road. The project begins at the road forks +21/4 miles south of Dufur and ends at a point on the present road 11/2 miles +north of Kingsley. + +The plans provide for the grading of the road bed, the estimated cost of +which is $14,500. The State and Government are each requested to +appropriate $2,500.00 and the County will expend $9,500.00. It is +expected this work will be done in 1919. + + +Antelope Grade Post Road Project + +The State Highway Commission has designated as a Post Road a three mile +section of The Dalles-California Highway immediately north of Antelope. +This is known as the Antelope Grade Section. The new road will be a 6% +grade along near the present road. + +The total estimated cost of grading to standard width and properly +draining is $30,000.00; and the funds are to be provided as follows: +State $2,500.00; Government, $2,500.00; and Wasco County, $25,000.00. + +It is hoped this work will start early in 1919. + + +Survey--Seufert to the Deschutes River + +A survey was made in April, 1918, for the Columbia River Highway between +Seufert and the Deschutes River, along the river for the purpose of +comparison with a previous survey over the hill, conforming closely to +the present road. + +This route, which was subsequently adopted, has a summit of 210 feet +against 780 feet on the hill route, and a length of 12.8 miles, a saving +of 2.7 miles in distance. Between The Dalles and Seufert about two miles +was graded to standard width and grade in 1917. The proposed route +follows close to the railroad, which is crossed near Big Eddy on a +proposed overhead bridge and utilizes the old State Portage Railroad +roadbed, as well as the already graded bank of the Government canal. +Near Celilo, another overhead crossing of the O.-W. R. R. & N. Co. +tracks is proposed, and from this point to the Deschutes River the +highway is located between the Oregon Trunk Railroad and the O.-W. R. R. +& N. Co., using about two miles of abandoned railroad roadbed. + +This improvement requires only very light construction, except for short +distances, and it is believed it can be kept free from drifting blow +sand by the use of sand fences, as the Portage Railroad is used where +the sand is the worst, and this was kept open with very little +maintenance. With a smooth roadbed, and with nothing to cause drifting, +it is thought that the maintenance on this account will be negligible. + +The route is attractive, as it makes available at close range the Locks +at Big Eddy, the Celilo Canal, and the magnificent Celilo Falls. The +estimated cost of this project is $142,500.00. It is proposed to include +this project in the 1919 program. + + +Deschutes River Bridge. + +Among the bridges expected to be built in the near future is the +proposed reinforced concrete arch bridge over the Deschutes river at +Miller, about a mile above the river's mouth. This will be a State and +Inter-county structure, and will connect Sherman and Gilliam Counties on +the Columbia River Highway, and will be located a few hundred feet below +the present old wooden toll bridge which it will replace. + +The design, which is practically completed, contemplates seven arch +spans aggregating 580 feet in length with a filled approach at either +end. The estimated cost of the bridge is $75,000.00. + + +WASHINGTON COUNTY + +During 1917 and 1918, the State Highway Department in co-operation with +Washington County has completed the grading, bridging and paving of the +West Side Highway across that County. This work has involved the grading +and paving of 12.5 miles and the construction of three bridges and one +undergrade railway crossing. On this work, when final payments are +complete, the State will have expended $292,000.00 and the County will +have expended $10,000.00. + +In addition to this construction, the Department has made surveys +between Beaverton and Hillsboro and between Forest Grove and Gaston, and +has furnished the County engineering services in connection with the +grading of these two sections. + + +Paving--Multnomah County Line to Newberg + +The pavement on the West Side State Highway between the Multnomah County +Line and Newberg is 15.7 miles in length, of which 12.5 miles is in +Washington County and 3.2 miles in Yamhill County. This pavement is a +two-inch standard bitulithic surface on a crushed rock base. It is +sixteen feet wide with a two-foot macadam shoulder on each side. The +grading in Washington County and the paving in both Washington and +Yamhill Counties was done by Oskar Huber of Portland under a contract +awarded him on July 30, 1917. The work was started in August, 1917, and +was completed in October, 1918. + +[Illustration: COVERED WOOD BRIDGE OVER THE TUALATIN RIVER ON THE WEST +SIDE HIGHWAY IN WASHINGTON COUNTY. BUILT IN 1918] + +The grading in Washington County will cost complete approximately +$39,699.85 of which Washington County has paid $9,395.00. The part of +the paving within Washington County will cost complete $234,750.00 all +of which is paid for from State Funds. + + +DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918 GRADING AND +PAVING MULTNOMAH COUNTY LINE TO NEWBERG + + Engineering $ 9,445.56 + Right-of-Way Costs 49.98 + Construction: + Crushed Stone Shoulders, 163,663.4 lin. ft. + @ .06 $ 9,819.80 + Standard Bitulithic Pavement, 149,764.4 Sq. + Yds. @ $1.28 191,698.43 + Broken Stone, Loose Measure, 34,885.75 Cu. + Yds. at $2.40 83,725.80 + Clearing and Grubbing 1,250.00 + Common Excavation, 46,773.9 Cu. Yds. @ .34 15,903.13 + Intermediate Excavation, 9,224.4 Cu. Yds. @ .62 5,719.13 + Solid Rock Excavation, 385 Cu. Yds. @ $1.15 442.75 + Overhaul per 100 Lin. Ft., 172,279.2 Cu. Yds. + @ .01 1,722.79 + 12-inch Reinf. Conc. Pipe, 1,568 Lin. Ft. + @ $1.25 1,960.00 + 24-inch Reinf. Conc. Pipe, 52 Lin. Ft. @ $2.45 127.40 + 36-inch Reinf. Conc. Pipe, 96 Lin. Ft. @ $4.25 408.00 + 6-inch Porous Drain Tile, 7,191 Lin. Ft. @ .15 1,078.65 + Rip-Rap, 32 Cu. Yds @ $2.75 88.00 + Force Account: + Lowering and lengthening existing culverts 1,081.67 + Replacing bridge approach at Tualatin River 50.27 + Special wide ditches alongside road near Four + Corners 814.50 + Back-fill and planking at Onion Flat Trestle 405.94 + Tearing down old trestles at Onion Flat 55.33 + Replacing private water supply crossing 13.31 + Rebuilding Right of Way Fences 70.85 + Grading at Middleton R. R. Crossing 1,970.47 + Blind Drains 189.68 + New 30-foot Culvert 223.60 + New 42-foot Culvert and special fill over it 468.26 + Drain Tiling, back-filled with rock 582.09 + ----------- + Total amount earned by Contractor to Nov. + 30, 1918 $319,869.85 + Less amount retained pending completion of + contract 50,388.46 + ----------- + Total paid contractor to November 30, 1918 269,481.39 + ----------- + Total expended to November 30, 1918 $278,976.93 + + +Onion Flat Bridge + +This crossing consists of a laminated wood deck on heavy stringers +supported by a series of creosoted pile bents. It is on the West Side +Highway about four miles southwest of Tigard and is designed for heavy +traffic loading. + +An asphaltic wearing surface prevents moisture coming in contact with +the wooden floor and with the treated piling tends to give the maximum +length of life to the main members of the structure. This bridge is 600 +feet long and cost complete $8,372.22. + + +Fanno Creek Bridge + +The Fanno Creek bridge at Tigard on the West Side Highway consists of a +superstructure similar to the Onion Flat bridge, carried on wood bents +on concrete foundations. A sidewalk was built on one side to accommodate +pedestrians. The bridge is 70 feet long and cost $1,882.81. + + +Tualatin River Bridge + +The bridge consists of a covered Howe truss wooden bridge of 144 foot +span and 166 lineal feet of pile trestle approach. + +Like the others constructed by the State on main highways, this bridge +is of heavy traffic design, and the bridge and approaches have laminated +wood floors with asphaltic wearing surfaces. Windows are provided at +panel points to provide light and to add to the appearance of the +structure. Cost $12,968.60. + + +Votaw Undercrossing + +A grade separation was made on the West Side Highway near Votaw, wherein +a wooden trestle was constructed to carry the Southern Pacific line +above the roadway. The structure was designed and built under the +supervision of the railroad's engineering department. + +Final settlement has not yet been made with the Railway Company, but it +is estimated that the State's share of the cost of this structure will +be $4,000.00. The balance of the cost will be paid by the Railway +Company, no share of the cost being borne by the County. + + +Survey--Beaverton to Hillsboro + +A location survey was started January 1, 1918, from the West City limits +of Beaverton and completed to the city limits of Hillsboro, a distance +of 7.7 miles. The alignment parallels the Southern Pacific Railway on +the north side of the tracks and eliminates four grade crossings. The +entire section was graded by Washington County during the 1918 season. + + +Survey--Forest Grove to Gaston + +A survey was made from Forest Grove to Gaston, a distance of +approximately 6 miles. The alignment follows the existing road with the +exception of a change at Dilley to eliminate two railroad crossings. + +Considerable grading was done between Dilley and Gaston, reducing the +grade to five per cent. + +Mr. C. G. Reiter, County Surveyor of Washington County, was employed as +locating engineer for the State, and also supervised the grading in both +of the above sections. + + +WHEELER COUNTY + +Wheeler County, being without either rail or water transportation +facilities, is entirely dependent upon its roads for communication with +outside points, as well as between points within the County. All of the +large amount of agricultural products of the county must be transported +for long distances over roads and highways, and likewise, all +manufactured articles and other supplies from points without the County +must be brought in over them. For that reason, good roads are of the +utmost importance to all of Wheeler County, which fact is fully +recognized by the Wheeler County people. + +Every effort is being made by the County to build up and improve its +road system, but the funds available within the County are entirely +inadequate. In November, 1916, bonds were voted to the amount of +$80,000.00, the maximum allowed the County under the State laws, but +this amount is hardly enough to make a beginning on the necessary road +construction in the county, as Wheeler County is rough and mountainous, +and road construction is therefore heavy and expensive. + +The State Highway Commission realizing the importance of the +construction of roads in this County, and the impossibility of the +financing of their construction by the County alone, early determined to +assist to the greatest possible extent. + +Surveys have been made by the Department over all but two miles of the +two most important cross-county roads, the John Day River Highway and +the McKenzie River Highway. During 1917 and 1918 the State Highway +Department expended the sum of $46,997.79, cooperating with the County +in the construction of 4.2 miles of grading and macadamizing between +Fossil and the Gilliam County Line. State aid was also granted the +County to the amount of $14,235.45 for the construction of nine-tenths +of a mile, known as the Bridge Creek Section, on the McKenzie River +Highway just west of Mitchell, the total cost of which was $24,235.45. + +For the construction of 25.5 miles on the John Day River Highway between +the mouth of Sarvice Creek and the Grant County Line, the Highway +Department has set aside the sum of $63,345.70 to be added to 63,345.70 +of Federal Post Road Funds and $36,000.00 of county funds to provide the +total amount of $162,691.40 which the project is estimated to cost. + +The Department has further been instrumental in securing Federal Aid for +the construction of a Forest Road Project 5.5 miles in length between +Mitchell and the Crook County Line, known as the Ochoco Canyon Project. +On this project the State will expend $20,050.00, the Federal +Government, $20,050.00 and the County, $4,900.00, $45,000.00 in all. + +In summary, State Aid and Federal Government Aid extended to Wheeler +County during 1917 and 1918 and set aside to be expended in 1919 and +1920, are as follows: + + =========================+==========+===========+==========+=========== + | | | Federal | + | State | County | Govt. | Total + | Funds | Funds | Funds | + -------------------------+----------+-----------+----------+----------- + Expended in 1917 and | | | | + 1918-- | | | | + On grading Cummings Hill |$ 7,004.85|$ 7,527.50| ... |$ 14,532.35 + Sec. | | | | + On macadamizing Cummings | 32,465.44| ... | ... | 32,465.44 + Hill Section | | | | + On grading Bridge Creek | 14,235.45| 10,000.00| ... | 24,235.45 + Sec. | | | | + -------------------------+----------+-----------+----------+----------- + Total |$53,705.74| $17,527.50| ... |$ 71,233.24 + | | | | + Appropriated for Expen- | | | | + diture in 1919 and | | | | + 1920-- | | | | + On Sarvis Creek-Grant |$63,345.70| $36,000.00|$63,345.70|$162,691.40 + County Line Section | | | | + On Ochoco Canyon Section | 20,050.00| 4,900.00| 20,050.00| 45,000.00 + -------------------------+----------+-----------+----------+----------- + Total |$83,395.70| $40,900.00|$83,395.70|$207,691.40 + -------------------------+----------+-----------+----------+---------- + + +Cummings Hill Grading + +On June 19th 1917, a contract was let to the Elliott Contracting Co. of +Portland, Oregon, for the construction of 3.5 miles of grade between the +foot of Cummings Hill, north of Fossil, and the Gilliam County line. +This construction was a five per cent development to eliminate the heavy +grades and narrow roadbed of the former road. Work was commenced on +July 6th, 1917, and completed on October 5th, 1917. The work of the +contracting firm was very satisfactory, and an excellent piece of +grading was secured. The Engineer in charge for the Highway Department +was Mr. B. H. McNamee. + +The total cost of the work was $14,532.35, of which the State paid +$7,004.85 and Wheeler County $7,527.50. The detailed cost statement +follows: + + +DETAILED EXPENDITURE STATEMENT--GRADING CUMMINGS HILL, SECTION + + Engineering $ 1,423.30 + Construction: + Common Excavation, 11,397 cu. yds. @ .40 $ 4,558.80 + Intermediate Excavation, 6,017.4 cu. yds. @ .70 4,212.18 + Solid Rock Excavation, 2,816.5 cu. yds. @ 1.35 3,802.27 + 12-inch Corr. Iron Pipe, 682 Lin. ft. @ .40 272.80 + 24-inch Corr. Iron Pipe, 40 Lin. ft. @ 1.00 40.00 + Rubble Masonry, 22.3 cu. yds @ 10.00 223.00 + ---------- + 13,109.05 + ---------- + $14,532.35 + + +Bridge Creek Grading + +The grading of a nine-tenth mile section in Bridge Creek Canyon was +contracted to the United Contracting Co. of Portland, Oregon, on +November 27th, 1917. This section is on the McKenzie River Highway about +four miles west of Mitchell. In addition to the grading, the contract +involved the construction of a ninety foot bridge over Bridge Creek. + +The work was started on February 15th, 1918 and completed on June 20th, +1918. The engineering was in charge of Mr. R. H. Coppock. + +The total cost of the work was $24,235.45 of which the State paid +$14,235.45 and Wheeler County $10,000. The detailed cost statement +follows: + + +DETAILED EXPENDITURE STATEMENT--GRADING BRIDGE CREEK SECTION + + Engineering $ 635.30 + Construction: + Common Excavation, 3935.6 cu. yds. @ .60 $ 2,361.42 + Intermediate Excavation, 549.4 cu. yds. @ .75 412.05 + Solid Rock Excavation, 9837.6 cu. yds. @ 1.40 13,772.64 + Overhaul per 100 lin. ft., 363 cu. yds. @ .03 10.89 + 12-inch Corr. Iron Pipe, 20 lin. ft. @ .73 14.60 + 15-inch Corr. Iron Pipe, 108 lin. ft. @ .83 89.64 + 21-inch Corr. Iron Pipe, 60 lin. ft. @ 1.00 60.00 + Rubble Masonry, 1.58 cu. yd. @ 12.50 19.75 + Guard fence, 100 lin. ft. @ .85 85.00 + 1 90-foot Bridge & approaches: + Superstructure and trestle (Lump + sum) $ 5,100.00 + Class "A" Concrete in piers, 49.24 + cu. yds. @ $34.00 1,674.16 + ---------- + $ 6,774.16 + ---------- + $ 23,600.15 + ----------- + $ 24,235.45 + + +Macadamizing on Cummins Hill Section + +On August 7th, 1917, no satisfactory unit price bid having been +received, the State Highway Department entered into a "cost plus" +contract with the Warren Construction Company of Portland, Oregon, to +macadamize with broken stone the Cummins Hill Section between Fossil and +the Gilliam County line, on the John Day River Highway. The rock for +this work was crushed on the job, and the macadam surface was +constructed sixteen feet wide with a compacted thickness of six inches. + +Payment to contractor was made on the basis of actual cost plus a +percentage of 10 per cent on labor and five per cent on materials. + +To November 30th, 1918, the State had expended $32,465.44 on this work, +and it is estimated that there are bills outstanding against it to the +amount of $1,500.00. + +In addition to the 3.4 miles of grading done by the State on Cummins +Hill the County continued the grading at the foot of the hill for a +distance of 0.7 miles, making a total of 4.2 miles. The full section has +been macadamized, giving Wheeler County 4.2 miles of standard macadam +road. + + +Butte Creek Summit Grading + +During the 1918 season, the County has graded under State supervision, a +one and seven tenths mile section about nine miles southeast of Fossil +on the John Day River Highway. This section is known as the Butte Creek +Summit Section. The construction was paid for entirely by the County. +Engineering supervision was furnished by the State Highway Department, +the engineer in charge of the work being Mr. B. H. McNamee. + +The total amount expended by the County, prior to November 30th, on this +work was approximately $30,000.00, and the quantities of construction +completed to this date were as follows: + + Common Excavation 8,000 cu. yds + Rock Excavation 12,000 cu. yds. + Pipe, 12-inch 234 lin. ft. + Pipe, 20-inch 72 lin. ft. + Pipe, 16-inch 100 lin. ft. + Clearing 8 acres + + +Grading between Cummins Hill and Fossil + +During April and May, 1918, Wheeler County graded, under the direction +of the State Highway Department, a section of the John Day Highway +between Cummins Hill and Fossil. This grade was .7 of a mile in length +and joined up with the Cummins Hill grading. This improvement cost the +County approximately $4,000.00. Geo. Hibbert was inspector and +transitman in charge for the State Department. + + +Survey of the John Day River Highway + +With the exception of a two mile section immediately West of Fossil, the +entire John Day River Highway through Wheeler County is covered by +location survey made during the past two years. The total length of +survey on this highway is 41.5 miles. For all but about twelve miles, of +this total, the detailed plans are practically complete. The survey of +this highway has been in charge of B. H. McNamee. + + +Survey of the McKenzie River Highway + +The State Highway Department has completed a survey of the McKenzie +River Highway in Wheeler County from the boundary of the Ochoco National +Forest west of Mitchell to the Grant County Line near Dayville, a total +distance of 48 miles. This survey was made by Locating Engineer R. H. +Coppock. The plans are complete except for the eight miles west from the +Grant County line. + +From the west end of this survey at Ochoco Forest boundary, the Federal +Office of Public Roads has made a survey to the Crook County line, so +the survey of the McKenzie River Highway is complete all of the way +through Wheeler County. + + +Survey of Highway No. 14 + +In 1917, pursuant to a request from the County Court, a section of +Highway No. 14 between Mitchell and Antelope was surveyed. This survey +begins at the point on the Mitchell-Prineville survey about four miles +west of Mitchell and extends 1.4 miles down Bridge Creek to where +connection is made with the present road. This survey was made by R. H. +Coppock, locating engineer. + + +Sarvice Creek-Valades Ranch Post Road Project + +Application has been made to, and approved, by the Federal Office of +Public Roads for Post Road co-operation on a 48.5 miles section of the +John Day River Highway in Wheeler and Grant Counties. 25.5 miles of this +project are in Wheeler County and 23 miles in Grant County. The total +estimated cost of the project is $400,433.79, and the funds are to be +provided as follows: State $157,216.90, Government $157,216.89; Wheeler +County $36,000.00 and Grant County $50,000.00. + +The survey for this project parallels the John Day River on the north +bank, through Wheeler County and extends from the mouth of Sarvice Creek +in Wheeler County to Valades Ranch about four miles West of Dayville in +Grant County. In Grant County a crossing is made to the west bank near +the upper end of the Big Basin. + +It is expected that construction will be commenced on the Sarvice +Creek-Valades Ranch Project early in 1919. + + +Ochoco Canyon Forest Project + +A Federal Aid Co-operative Agreement has been entered into between the +State, the Federal Government, and Wheeler County for the grading of a +5.5 mile section on the McKenzie River Highway. This section is known as +the Ochoco Canyon Section and extends from the Crook County line to a +point about 16 miles west of Mitchell. + +This work is estimated to cost $45,000.00 of which the State will pay +$20,050.00, Wheeler County $4,900.00, and the Federal Government +$20,050.00. It is expected that this section will be built during the +1919 season. + + +YAMHILL COUNTY + +In Yamhill County the State Highway Department has co-operated with the +County in the grading and paving of 3.2 miles between Rex and Newberg +and of 4 miles between Sheridan and McMinnville. The total expenditure +on this work amounts to $147,000.00 of which the County has paid +$18,273.49. + +An effort has been made to secure Federal Aid in the construction of a +section of the Portland-Tillamook Highway from Grande Ronde west. With +this in view, the necessary surveys have been made, and it is expected +that Federal Aid will be secured so that the construction may be +undertaken during the 1919 season. + + +Sheridan Paving--1917 + +In 1917 the Highway Department constructed with its own forces and +equipment 1.8 miles of concrete pavement from Sheridan east on the +Sheridan-McMinnville Road. This pavement was 16 feet wide, 61/2 inches +thick at the center and 51/2 inches thick at the edges. The mix used was a +1:11/2:3. + +In connection with the paving there was a considerable amount of +grading, the total expenditure for grading, culverts, etc., being +$5,651.70. The cost of the 1.8 miles of paving was $31,432.99, the unit +cost being $1.82 per cubic yard. + +Yamhill County co-operated in the payment for this work to the amount of +$10,000.00. A complete statement of the costs on this work is given +below. + + +COST STATEMENT--SHERIDAN PAVING--1917 + + Quantity Item Cost Unit Cost + + 2498 cu. yds. Common Excavation } + 652 cu. yds. Intermediate Excavation } $ 4,442.85 $ .906 + 1750 cu. yds. Solid Rock Excavation } + 182 lin. ft. 12-inch Culvert Pipe 283.90 1.56 + 118 lin. ft. 18-inch Culvert Pipe 276.00 2.34 + 44 lin. ft. 24-inch Culvert Pipe 134.20 3.05 + 290 lin. ft. 6-inch Porous Drain Tile 52.25 .18 + 25 cu. yds. Class "C" Concrete 462.50 18.50 + 17,150 sq. yds. Concrete Pavement 31,198.87 1.82 + 5050 lin. ft. Expansion Joints 234.12 .046 + ----------- + Total Construction Cost $ 37,084.69 + Engineering 1,131.35 + ----------- + Grand Total Cost $ 38,216.04 + + Paid by State $ 28,216.04 + Paid by County 10,000.00 + ----------- + Total $ 38,216.04 + + +Sheridan Paving--1918 + +Early in 1918, Yamhill County requested that the concrete pavement laid +in 1917 be continued to a total length of four miles, and offered to pay +for all grading necessary in connection therewith. This request was +granted by the Highway Commission and in the early spring, construction +was started on the additional 2.2 miles. + +The type of pavement laid on this section was the same as that laid in +1917, except that crushed rock aggregate was used instead of gravel, and +the mix was reduced to 1:2:31/2. + +[Illustration: STATE OWNED PAVING PLANT IN OPERATION NEAR SHERIDAN IN +YAMHILL COUNTY. ON THE YAMHILL NESTUCCA HIGHWAY] + +The coarse aggregate consisted of crushed stone ranging from 1/4 inch to +21/2 inches. For the fine aggregate, both Columbia River and Willamette +River sand was used. The stone was crushed from a quarry operated by the +State on Deer Creek which was near the center of the job and consisted +of an altered basalt of rather coarse texture. The quality of this +stone is not equal to the true basalt; but tests made by the Oregon +Agricultural College showed that it was of good quality. The average +haul on this material was .6 of a mile. + +Crushing was begun early in March and 1200 cubic yards of material +stored in a stock pile which was rehandled later by means of an +automatic loader purchased by the State Highway Department for this +class of work. The output of the crusher was insufficient to keep the +mixer running and by means of this stock pile it was possible to keep +the material coming on to the road steadily and finish the job in a +minimum length of time and with the least inconvenience to traffic. + +In this connection the experience on this job shows the advisability of +using a stock pile of material to draw from in case of emergencies. When +this is done the work is allowed to go ahead steadily, although a +breakdown at the crusher may occur. The saving made by a steady run more +than offsets the cost of rehandling the material, which is done very +reasonably by the use of machinery. + +The sand was shipped to Ballston and Sheridan by railroad, approximately +equal amounts being shipped to both places and was so divided as to get +a minimum length of haul on this material. The average haul was 3.5 +miles. At Ballston the sand was unloaded from the cars into bunkers, +which dumped directly into trucks, while at Sheridan no bunkers were +available and the material was unloaded on the ground and rehandled by +means of an automatic loader. No delay was caused by car shortage as we +used our stock pile at Sheridan in emergencies. All the material was +hauled and handled by means of trucks, two of which belonged to the +State Highway Department, others working on a yardage basis. + +The pavement, after being struck off, was finished by the roller and +belt method; being rolled from two to four times, according to the +condition of the concrete and later belted with eight and ten inch +belts. The eight inch belt being used first. By using this method of +finishing, we were able to eliminate the use of skilled labor, which +showed a material saving in the finishing item, and at the same time +secured a very satisfactory surface. + +As soon as sufficiently hardened, the pavement was covered with earth +from the roadside and kept moist for at least one week while curing. The +earth covering was later removed by means of an ordinary road grader, +when ready to be opened for traffic, the elastite joints being trimmed +at the same operation. + +A short stretch of pavement was left out at Deer Creek to allow a fill +to settle during the winter rains. In conformity with our general +practice, sufficient crushed rock was left on the job to complete this +stretch and make repairs. + +Elastite joints were placed every thirty feet and extended the entire +width and depth of the pavement. Continuous forms were used on a portion +of this pavement and were found to be much superior to the ordinary +type, and the Department has adopted the continuous form for future +work. These forms are made by using two pieces of form lumber 11/2 inches +by 51/2 inches nailed together. The joints are lapped one-half the length +of the stick. The finished form is 3x51/2 inches and is easily placed on +either tangents or sharp curves. + +The concrete was mixed with a sixteen cubic foot Koehring Mixer equipped +with bucket and boom. The plant is owned by the Department. + +The grading was paid for by Yamhill County and the crusher, roller, +grader, and scarifier were also furnished by them free of charge. Earth +shoulders were built along the pavement by means of road grader. + +Mr. J. M. Baker was Superintendent of Construction on this work. + + +COST STATEMENT--2.2 MILES, 16-FOOT CONCRETE PAVEMENT, EAST OF +SHERIDAN--BUILT IN 1918 + + Quantity and Item Total Cost Unit Cost + + Grading $ 1,853.07 + 19,566 sq. yds., 1:2:31/2 concrete pavement + Average thickness 6 inches 36,378.01 $ 1.86 + 6,192 lin. ft., Expansion Joints 247.68 .04 + 140 cu. yds., Broken Stone Macadam 420.00 3.00 + ---------- + Total Cost of Construction $ 38,898.76 + Engineering 1,166.85 + ---------- + Grand Total Cost $ 40,065.61 + +5099 bbls. Cement used on this work at a cost of $13,299.00 F. O. B. +Work. 15 yds. of Sand and 120 yds. broken stone left stored on job. + + +Paving--Multnomah County Line to Newberg + +A complete description of the paving of the 15.7 mile section of the +West Side Highway between the Multnomah County Line and Newberg is given +in the Chapter devoted to Washington County. It should be mentioned +here, however, that 3.2 miles of this pavement is within Yamhill County, +and was built by the State at a cost of $57,500.00. The construction of +the subgrade was paid for by Yamhill County, part of it having been done +by County forces and the balance of it by the paving contractor under a +cost plus 10 per cent agreement with the County. For the work done under +this agreement, the contractor was paid $6,153.05. + + +Survey--Grande Ronde Section + +A survey was made in the spring of 1918 between Grande Ronde and the Bee +Ranch at the east end of the Sour Grass road improved in 1916. This is +an important link about 61/2 miles in length on the Yamhill-Nestucca +Highway, connecting as it does the cities of McMinnville, Willamina, +Sheridan and Tillamook. In addition it will afford a short and direct +route between the hay and grain fields of the Willamette Valley and the +dairy ranches of the coast. Further, this highway is used by hundreds of +autoists in summer enroute to the Tillamook beaches. + +From the fact that only 21/2 miles of this section are in service as a +postal route, Federal Aid could be applied for only on that section and +cooperation has been requested as follows: United States Government +$15,000; State of Oregon $15,000; Yamhill County $10,000. For the +remaining four miles, Yamhill County has appropriated $5,000 from the +1919 funds. + +It is estimated that the total cost of the remaining section will be +$50,000 and it is expected that the work will be done in 1919. The +entire project as proposed will be graded 24 feet wide, conforming to +the State standards as to alignment and grade and surfaced with macadam +12 feet in width, thus closing the gap and affording a road between +Portland and Tillamook which will be open the entire year. + + + + + +End of the Project Gutenberg EBook of Third Biennial Report of the Oregon +State Highway Commission, by S. 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