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diff --git a/35344-h/35344-h.htm b/35344-h/35344-h.htm new file mode 100644 index 0000000..2ba8347 --- /dev/null +++ b/35344-h/35344-h.htm @@ -0,0 +1,23917 @@ +<!DOCTYPE html PUBLIC "-//W3C//DTD XHTML 1.0 Strict//EN" + "http://www.w3.org/TR/xhtml1/DTD/xhtml1-strict.dtd"> + +<html xmlns="http://www.w3.org/1999/xhtml"> + <head> + <meta http-equiv="Content-Type" content="text/html;charset=iso-8859-1" /> + <title> + The Project Gutenberg eBook of Third Biennial Report of the Oregon State Highway Commission, by Oregon State Highway Commission. + </title> + <style type="text/css"> + + .blockquot {margin-left: 5%; margin-right: 10%; font-size: .8em;} + body {margin-left: 10%; margin-right: 10%;} + .bbox {border: solid 2px; background: gray;} + .center {text-align: center;} + .caption {text-align: center; font-size: .8em;} + .denom {vertical-align: text-bottom; font-size: .7em;} + .enum {vertical-align: text-top; font-size: .7em;} + .figcenter {margin: auto; text-align: center; padding: 1em;} + .footnote {margin-left: 10%; margin-right: 10%; font-size: 0.9em;} + .footnote .label {position: absolute; right: 84%; text-align: right; color: blue;} + .fnanchor {vertical-align: super; font-size: .8em; text-decoration: none;} + .fsize80 {font-size: .8em;} + .fsize125 {font-size: 1.25em;} + .fsize150 {font-size: 1.5em;} + h2,h3,h4 {text-align: center; clear: both;} + hr {width: 33%; margin-top: 2em; margin-bottom: 2em; margin-left: auto; margin-right: auto; clear: both;} + hr.c25 {text-align: center; width: 25%; margin: 1em auto 1em auto; color: gray;} + hr.l05 {text-align: left; width: 5%; margin: .5em auto .5em 5%; color: gray;} + .ind10 {margin-left: 10%;} + .ind1010 {margin-left: 10%; margin-right: 10%;} + .ind2020 {margin-left: 20%; margin-right: 20%;} + .ind50 {margin-left: 50%;} + .ind70 {margin-left: 70%;} + p {margin-top: .75em; text-align: justify; margin-bottom: .75em;} + p.tb {margin: .25em; padding: 0; line-height: .25em;} + p.title {text-align: center; margin-top: 1em; margin-bottom: 1em; padding: 1em; line-height: 2em;} + .pagenum {position: absolute; left: 92%; font-size: smaller; text-align: right; color: gray;} + .smcap {font-variant: small-caps;} + table {margin-left: auto; margin-right: auto; margin-top: .5em; margin-bottom: .5em; border-collapse: collapse;} + table.tab50 {margin-right: 25%; margin-left: 25%;} + table.widetab {margin-right: auto; margin-left: auto; white-space: nowrap;} + td.bb {border-bottom: solid 1px;} + td.bl {border-left: solid 1px;} + td.bot {vertical-align: bottom; padding-right: .5em; padding-left: .5em;} + td.br {border-right: solid 1px;} + td.br2 {border-right: double;} + td.bt {border-top: solid 1px;} + td.bt2 {border-top: double;} + td.center {text-align: center; padding-right: .5em; padding-left: .5em;} + td.ellips {text-align: center; padding-right: .5em; padding-left: .5em; vertical-align: top;} + td.left {text-align: left; padding-right: .5em; padding-left: 2em; text-indent: -1em; vertical-align: baseline;} + td.pl0 {padding-left: 0;} + td.pr0 {padding-right: 0;} + td.right {text-align: right; padding-right: .5em; padding-left: .5em; vertical-align: baseline;} + td.top {vertical-align: top; padding-right: .5em; padding-left: .5em;} + + </style> + </head> +<body> + + +<pre> + +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 + + + + + + +</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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