STATE OWNED PAVING PLANT IN OPERATION NEAR SHERIDAN IN YAMHILL COUNTY. ON THE YAMHILL NESTUCCA HIGHWAYSTATE OWNED PAVING PLANT IN OPERATION NEAR SHERIDAN IN YAMHILL COUNTY. ON THE YAMHILL NESTUCCA HIGHWAY
STATE OWNED PAVING PLANT IN OPERATION NEAR SHERIDAN IN YAMHILL COUNTY. ON THE YAMHILL NESTUCCA HIGHWAY
The coarse aggregate consisted of crushed stone ranging from1⁄4inch to 21⁄2inches. 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 stoneis not equal to the true basalt; but tests made by the Oregon Agricultural College showed that it was of good quality. The average haul on this material was .6 of a mile.
Crushing was begun early in March and 1200 cubic yards of material stored in a stock pile which was rehandled later by means of an automatic loader purchased by the State Highway Department for this class of work. The output of the crusher was insufficient to keep the mixer running and by means of this stock pile it was possible to keep the material coming on to the road steadily and finish the job in a minimum length of time and with the least inconvenience to traffic.
In this connection the experience on this job shows the advisability of using a stock pile of material to draw from in case of emergencies. When this is done the work is allowed to go ahead steadily, although a breakdown at the crusher may occur. The saving made by a steady run more than offsets the cost of rehandling the material, which is done very reasonably by the use of machinery.
The sand was shipped to Ballston and Sheridan by railroad, approximately equal amounts being shipped to both places and was so divided as to get a minimum length of haul on this material. The average haul was 3.5 miles. At Ballston the sand was unloaded from the cars into bunkers, which dumped directly into trucks, while at Sheridan no bunkers were available and the material was unloaded on the ground and rehandled by means of an automatic loader. No delay was caused by car shortage as we used our stock pile at Sheridan in emergencies. All the material was hauled and handled by means of trucks, two of which belonged to the State Highway Department, others working on a yardage basis.
The pavement, after being struck off, was finished by the roller and belt method; being rolled from two to four times, according to the condition of the concrete and later belted with eight and ten inch belts. The eight inch belt being used first. By using this method of finishing, we were able to eliminate the use of skilled labor, which showed a material saving in the finishing item, and at the same time secured a very satisfactory surface.
As soon as sufficiently hardened, the pavement was covered with earth from the roadside and kept moist for at least one week while curing. The earth covering was later removed by means of an ordinary road grader, when ready to be opened for traffic, the elastite joints being trimmed at the same operation.
A short stretch of pavement was left out at Deer Creek to allow a fill to settle during the winter rains. In conformity with our general practice, sufficient crushed rock was left on the job to complete this stretch and make repairs.
Elastite joints were placed every thirty feet and extended the entire width and depth of the pavement. Continuous forms were used on a portion of this pavement and were found to be much superior to the ordinary type, and the Department has adopted the continuous form for future work. These forms are made by using two pieces of form lumber 11⁄2inches by 51⁄2inches nailed together. The joints are lapped one-half the length of the stick. The finished form is 3x51⁄2inches and is easily placed on either tangents or sharp curves.
The concrete was mixed with a sixteen cubic foot Koehring Mixer equipped with bucket and boom. The plant is owned by the Department.
The grading was paid for by Yamhill County and the crusher, roller, grader, and scarifier were also furnished by them free of charge. Earth shoulders were built along the pavement by means of road grader.
Mr. J. M. Baker was Superintendent of Construction on this work.
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.
A survey was made in the spring of 1918 between Grande Ronde and the Bee Ranch at the east end of the Sour Grass road improved in 1916. This is an important link about 61⁄2miles in length on the Yamhill-Nestucca Highway, connecting as it does the cities of McMinnville, Willamina, Sheridan and Tillamook. In addition it will afford a short and direct route between the hay and grain fields of the Willamette Valley and the dairy ranches of the coast. Further, this highway is used by hundreds of autoists in summer enroute to the Tillamook beaches.
From the fact that only 21⁄2miles of this section are in service as a postal route, Federal Aid could be applied for only on that section and cooperation has been requested as follows: United States Government $15,000; State of Oregon $15,000; Yamhill County $10,000. For the remaining four miles, Yamhill County has appropriated $5,000 from the 1919 funds.
It is estimated that the total cost of the remaining section will be $50,000 and it is expected that the work will be done in 1919. The entire project as proposed will be graded 24 feet wide, conforming to the State standards as to alignment and grade and surfaced with macadam 12 feet in width, thus closing the gap and affording a road between Portland and Tillamook which will be open the entire year.
Transcriber’s notes:Several obvious typographical and lay-out errors have been corrected.Inconsistencies in the original have been left as they were: geographical names in the tables are often spelled differently from those in the text, table lay-out is often inconsistent, several words are used spaced, hyphenated and/or non-hyphenated, both per cent. and per cent are used, etc.In the Table of Contents, pages that have no page number in the original have been listed as —.Page 154, under tableCOST STATEMENT:15 yds. of sandshould probably be 15cu.yds. of sand; ditto for rock.Table B, page 56: the (¶) symbol is not explained in the original document.Table G: lowest price mentioned for riprap is $ 2.35 (last row), lowest price in column riprap is $ 2.75.
Transcriber’s notes:Several obvious typographical and lay-out errors have been corrected.Inconsistencies in the original have been left as they were: geographical names in the tables are often spelled differently from those in the text, table lay-out is often inconsistent, several words are used spaced, hyphenated and/or non-hyphenated, both per cent. and per cent are used, etc.In the Table of Contents, pages that have no page number in the original have been listed as —.Page 154, under tableCOST STATEMENT:15 yds. of sandshould probably be 15cu.yds. of sand; ditto for rock.Table B, page 56: the (¶) symbol is not explained in the original document.Table G: lowest price mentioned for riprap is $ 2.35 (last row), lowest price in column riprap is $ 2.75.
Transcriber’s notes: