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TIIE 3IORNIXG OREGOXIAX, THURSDAY, JANUARY 1, 1920,
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1 BRIDGES ON. OREGON HIGHWAY SYSTEM ARE OF LATEST MODERN DESIGNS I
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State Has 157 Structures Under Way at Estimated Cost of $1,715,000 Sprits Are Being Built for Permanent Service. Contrasting Old-Time Period When No Fixed Policy Existed Art and Strength Are Big Features I
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A QREGOi ' Crr. ,.cteckdm3S county. Oregon. -- .p '
i -- ; : - avi
irded as merely a path from
larket and bridge structures
ibly flimsy and lacking in
the substantial and stable features
which charactrized the railway span.
The road of today is a l'nk in a busy
transportation system, a system which
is fast eclipsing in magnitude the rail
and water systems of former years.
Bridge structures on such a trans
portation system to adequately carry
the traffic, differ very little in weight
and cost for those des'gned for rail
traffic loadings.
The history of the development of
highway bridge construction is the
history of a conflict a conflict be
tween far-sighted and public-spirited
policies and those actuated by motives
of jealousy, ignorance and conceit,
policies moreover which from time to
to time were fanned into flaming ac
tivity by selfish private interests,
whose programme of exploitation o(
public funds would have been seri
ously antagonized by consistent and
Intelligent "progress.
From the beginning of time, the
man with a message has found an
unsympathetic audience. Centuries
ago when Father Noah began to tell
the populace that it was going to
rain, they undoubtedly straightway
went forth 'and purchased pongee
shirts and white canvas oxfords, care
fully "hocking" their umbrellas in
order to provide sufficient funds and
so with the highway engineer, who
for years has been striving to bring
home to the taxpaying- public a true
appreciation of the evils and folly of
the old system, or rather lack of sys
tem, in bridge construction to em
phasize the necessity for intelligent
engineering supervision and design
and for funds sufficient to provide
etable ,and adequate structures.
The fight has been a long one and
has been complicated and made more
difficult by certain private interests,
mostly a petty class financially and
morally irresponsible, who by gross
misrepresentation of facte and the
adoption of most unscrupulous meth
ods were in many cases successful in
vitiating the work of the engineer,
impugning his motives and sowing
the seed of doubt and discontent
ttmong the local governing bodies,
county and municipal.
Old System Extravagant.
During the years which preceded
the national awakening for construc
tive road and bridge building, the
folly and extravagance of the old sys
tem avas shown up in such an amazing
number of instances as to constitute
a veritable storehouse of ammunition
for the engineer in his fight for in
telligent administration.
Several years ago an investigation
covering about 80 concrete bridge
structures constructed without en
gineering plans or supervision was
conducted by a state highway depart
ment In a middle western state. The
investigation revealed the startling
fact that 70 odd pe- cent of these
structures were defective, over 10 per
cent were actually unsafe and nearly
all required more or less repair and
maintenance from time to time. Not
only this, but the first cost was from
6 per cent to , 25 per cent in excess
of that for like structures constructed
by the etate department, none of
which had developed the flaw or
defect.
The evils of the old system are
now history in Oregon and those who
have been interested in the develop
ment of the highways of the state
look upon the programmes now being
carried out as the successful culmi
nation of a long and hard fought
battle. The passing of the Oregon road
law placed the construction of all
Jjridge structures on state highways
under the direction of the engineering
department of the state highway com
mission and further provided that en
gineering assistance be rendered the
various counties upon request. Abuses
of the old system, therefore, will not
occur on state roads and it remains
for the future to determine whether
the counties, will avail themselves of
the assistance provided by law and
go forward with a. definitely or
ganized intelligent campaign, or wil
fully repeat the mistakes and blunders
of former years.
By c.
B. MrCullouKh, bridge Kngineer,
State Highway Cotumituiion.
FEW states have launched a bridge
building programme greater in
scope and magnitude than that
now under way by the state highway
department of Oregon. Since May 1,
1919, designs have been prepared for
186 bridge structures, large and small,
representing an estimated expendi
ture of $1,715,000. One hundred and
fifty-seven of these bridges are now
under construction and contracts for
the building of the greater portion of
those remaining will be let in the very
near future.
Among the larger structures de
signed is a bridge across Young's bay
at Astoria. The channel span of this
structure is what is known as the
"bascule" type, differing from the or
dinary swing span in that each leaf
or segment of the movable portion
revolves in a vertical plane about a
fixed pin, or "trunnion" attached to
the pier. The word "bascule" coming
from the French, signifies a balance
and the modern bascule bridge is
fitted with counter weights con
structed in such a manner as to main
tain an exact balance throughout the
entire movement of the bridge.
Curiously enough, the bascule which
is regarded by engineers as among
the most modern and up-to-date types
of movable bridge construction, has
Its prototype in that most ancient of
all bridge structures, the medieval
draw bridge, used to span the moat
li.
surrounding the feudal castle wall.
Ill ancient times, the bascule was
raised to barricade the castle doorway
and to create an impediment to the
progress of -an approaching enemy.
The bascule of today is raised to af
ford clearance for navigation and thus"
permit of bridge construction on a
lower level than would be otherwise
possible. The structure at Young's
bay is what is. known as the simple
trunnion type of bascule, resembling
in detail the now famous East Lake
and Fremont bridges recently built
by Seattle, structures, which, by the,
way, have been repeatedly rated by
bridge engineers as among the most
efficient and satisfactory movable
bridge structures yet built.
The structure at Young's bay will
be 1800 feet in length with a clear
roadway of 20 feet. Raising and low
ering the channel span is accom
plished by means of electrical power,
both leaves being controlled from a
reinforced concrete operator's house
placed on the deck at the side of the
roadway.
The design for- the arch bridge at
Oregon City contemplates a main
channel arch of about 360 feet span
and 120 feet rise, flanked by re
inforced concrete viaduct approaches,
the entire structure being somewhat
less than 1000 feet in length. In the
field of reinforced concrete this struc-.
ture will be without precedent al-i
though there are a number of steel
arches considerably longer, notably
the Niagara Clifton bri.Jge. having a mute highways today with the time a change having its or'gln. perhaps,
span of 84(J feet. honored and highly inefficient- con- in the radically changed conception
A comparison of the type of bridge struction of earlier years discloses of the function of a highway system,
construction being erected on our a marked change in the old order. The road of yesterday was popu-
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Sixteenth and Washington, Portland, Oregon
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1920 "LIGHT SIX"
Open Car
Toarinfc Ctr7 Passenger .
Roadster Fomr doors, 4 Passenfcer "
- " Closed Cars
Coupe 4 Ptssen&er . .
Sedan 7 Passenaer ...
Limousine 7 Passenger
.4200
Cord Tim and Wooden Wheels Standard Equipment
1920 "LIGHT TWELVE
Open Cars
Touring Car 7 Passenger .
Roadster Four doors. 4 Passenger .
Closed Cars
Coupe 4 Passenger
Sedan 7 Passenger
' Cord Tires and Five Wire Wheels
Standard equipment
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