LOCATION, DESIGN, AND CONSTRUCTION OF PEORIA- HENRY HIGHWAY BY ALFRED HUGHLLYN HUNTER A. B. University of Illinois, 1917 THESIS Submitted in Partial Fulfillment of the Requirements for the Degree of CIVIL ENGINEER IN THE GRADUATE SCHOOL OF THE UNIVERSITY OF ILLINOIS 1921 Digitized by the Internet Archive in 2016 https://archive.org/details/locationdesigncoOOhunt l^\ v\ ^ \ UNIVERSITY OF ILLINOIS THE GRADUATE SCHOOL mzJL _i&i_ I HEREBY RECOMMEND THAT THE THESIS PREPARED BY_ ALFRED HUGHLLYN HUNTER ENTITLED LOCATION t DE SIGN . AND CO NSTRUC TION OF THE PEORIA-HENRY HIGHWAY. BE ACCEPTED AS FULFILLING THIS PART OF THE REQUIREMENTS FOR THE PROFESSIONAL DEGREE OF CTVTT. ENGINEER (D. Head of Department of C IV IL ENGINEERING. Recommendation concurred in: (£ • / J/t &£/ls. f Committee J i vK \ . $ > K y ' \ - TABLE OF CONTENTS Page Introduction, 1 I. Location. 4 II. Distribution of Funds. 5 III. Reoonnoi seance. S IT. Surveys. 12 V. Plans, 15 VI. Estimates. 18 VII. Engineering Supervision of Construction. 23 VIII. Special Features of Construction. 35 IX. Conclusions. 35 . . . - r „ 6 3 .III , 5 . V . . ' . . . * P RE FACE. The undersigned, for several years connected with the Department of Public Works and Buildings of the State of Illinois, was District Engineer during the time the location, design, and construction of the Peoria-Henry Highway was under consideration and was in responsible direction of all the engineering work, subject only to general suggestions and approval by the authorities in the main office of the Division of Highwayso LOCATION DESIGN AND CONSTRUCTION OF PEORIA- HENRY HIGHWAY INTRODUCTION The commercial benefits derived from the use of passenger automobiles and truoks for the transportation of passengers or commodities in thickly settled communities were so assuring that those interested were reluctant to limit their operation to the more seasonable months* The perfection of the gas engine was so apparent that the only barrier to complete year-round operation was the condition of the highway surface. Briefly, the combination of soil and weather conditions extant in the Central Mississippi Valley States was such as to preclude traffic on the earth roads during much of the spring or winter months. Various local com- munities endeavored to solve the question of surface improvement in their own way, but were usually hampered by a lack of sufficient funds or were prone to conduct expensive experiments of question- able value* The State of Illinois, acting through the legislature, saw fit to make liberal appropriations for research and experiment as early as 1906* Subsequent years brought increased sentiment with com- mensurate appropriations* By 1913 the value of highway improve- ment had been so well proved that the Illinois legislature passed 3 ” •— — what was afterwards known as the "State-Aid Road Law". One of the main features was the laying out of a road system of approximately 16,000 miles whioh presumably connected all the larger citlee« It was planned to have the cost of improvement borne jointly and equally by the State and the County in which the road was located. The funds necessary to defray the cost to the State were to be se- cured from a license fee levied upon all motor vehicles. This arrangement , although limited by the purchasing power of the several counties, was an efficient means of constructing a few miles of high- way. Its greatest virtue possibly consisted in its value as an advertising featureo After five years of State-aid construction it became apparent, as the rate of progress was so limited, that if highways were to be improved and enjoyed during the lifetime of those then living, more expedient means of construction must be provided. In view of an insistent demand, the people of the State of Illinois, acting through the legislature, drew up what is known as the "Sixty-Million Bond- Issue Law". In brief, it proposed a highway program calling for the improvement of 4,800 miles of highway connecting the important cities and county seats, the entire cost of which was to be borne by the State. It was further suggested that improvement be made at eucl a rate as to insure completion inside of five years. To provide funds, the State was to sell bonds to the extent of sixty million dollars. The State revenue for paying interest ahd liquidating the bonds was to be secured by increasing the tax on motor vehicles. The question of bond issue was submitted to the people at the gen- eral election in the fall of 1918 and was carried by a considerable majority. Previous to the approval of the bond issue, the federal govern- ment had seen fit to appropriate to the various states of the Union for highway purposes the sum of seventy-five million dollars, with the understanding that the federal government would not bear more than fifty per cent of the cost of construction. One third of this allotment was to be distributed among the several states in the same ratio as the area of each state bears to the sum of the areas of all the states; another third was to be distributed in the ratio of population; and the remaining third to be proportioned in the ratio of post-road- mileage. The first session of the legislature after the allotment of funds, took the necessary steps for its acceptance , levied an appropriation, and by so doing, placed the Division of Highways in position to proceed with construction. At the time of initial steps for federal-aid improvement, the sixty million bond issue had not been approved by the voters; but in anticipation of this action, the routes selected were made coincident with the general location as provided in the bond issue. For this reason, the Chicago-Springfield road between Peoria and De Pue, was made to conform to the general location as determined in the bond- issue law. In later contracts, the first segment north of Peoria became known as the Peoria-Henry Project. In earlier improvements the work of the Division of Highways was more or less fragmentary, due in part to limited funds, and possibly also to the idea of local importance which still predominated inasmuch as no means had yet been devised for connecting counties.. The Division of Highways in the location and construction of roads greatly desired to plan a continuous program. I. LOCATION. For so t® years after the advent of automobile#, certain main highway had become the accepted lines of through traffic. For example, the Lincoln Highway in Northern Illinois was the main east and west road. Appreciating the keen competition that was in evi- dence for these various locations, and also the inqpossibility of improvement of a reasonable mileage with the funds available, the Division was prompted to suggest to the counties through which these main highways lay, that the counties contribute to the cost of im- provement an amount equal to that to be paid by the State. In brief, the burden of construction was to be shared equally by county s state and federal government. With these ideas well in mind, a public meeting was called in Peoria to which interested representatives were invited. A high- way organization was perfected and committees from each county were selected whose duty it would be to create sentiment for the improve- ment and to formulate some definite plans for financing the county 1 s portion. By way of assistance, the Division of Highways prepared an itemized estimate of cost of improvement and a tentative allotment of funds for the various federal-aid roads. Table I shows the amount of State funds available for each of the several irrprovements. This allotment was made with the strict understanding that unless the counties affected made arrangements for a like amount, other locations might be given preference. Inasmuch as a tentative allotment of $1,315,000 had been set aside for the building of the Chioago-Springf ield road, it became evident that the counties through which this highway extended were expected to provide a like amount . TABLE I. STATE ALLOTMENT FOR FEDERAL-AID ROADS Lincoln Highway Dixie Highway National Old Trails Road Chicago-Springfield Road Springfield-E. St. Louis Road Chicago-Wisconsin Road Chicago-Fulton Chicago-Danville E. St, Louie- Indiana Line Chicago-Springfield Springfield-E. St, Louis Chicago-Wisconsin Line $ 1 , 020 , 000 . 614.000. 1.413.000. 1.315.000. 958.000. 400.000. As might have been expected each local community was extremely jealous of their rights, voiced their ideas of location, and were much inclined to shift the burden of financial responsibility to their neighboring counties. In an effort to determine a reasonable distribution of cost, the engineers of the Division of Highways prepared a tabulated statement showing a list by counties, of miles to build, estimate of cost, and several schemes for distributing the levy of $1,215,000 which was the amount due from the several oounties. Subsequent to the time of preliminary allotment, an adjustment occurred in financial conditions in Cook County which resulted in a reduction of the counties* s portion to $1,014,800, II. DISTRIBUTION OF FUNDS The following, Table II, is indicative of the effort made to just- ly apportion the cost to the several counties. . ' '"v " . -• t t — 7- 1 In explanation of Table II it might be well to state that column 1 shows the miles of improvement necessary in each county, with a grand total of 187,5 miles for the entire road. Column 2 indicates the estimated cost of improvement in each county. The figure of $3,239,800 represents the total estimated cost of con- struction of the highway for the oounties listed. There was con- siderable variation in the character of the road designated for im- provement, and for this reason, the cost per mile of road will be found different for each county* For example, the cost per mil© in Will County is $17,800, while in Grundy County it figures $15,700. Columns 3 to 9 inclusive concern themselves exclusively with the possibilities of distributing the cost of $1,014,800 among the counties. In column 3 the sum of $1,014,800 is divided on the ba- sis of mileage. For example. Will County 9 s portion would be in the ratio of miles of improvement in the county to the total number of miles of highway* Column 4 suggests apportionment in the ratio of estimated cost in the county to the total estimated cost of the entire road. Similarly, the sums listed in column 5 are those se- cured by apportionment on the basis of assessed valuation* All the original computations were made on a slide rule to the nearest hun- dred dollars and accummulative errors adjusted* It is presumed that the information as given in columns 7 and 8 is reasonably apparent exoept, possibly, the manner of determining these benefits* It was realized, however, that for each county the road would have a varying degree of utility when considered from the estimated benefits that would accrue. For illustration, the oas# of La Salle County indicates clearly, should you examine a map, that possibly no other single highway in that county can ever attain the - 8 —~ importance of this route which, extending through the heart of the county, connects two of the largest cities besides several other lesser center® of population, establishes a line of communication for transportation of the many natural products and opens for outside tourists the state and private parks in the vicinity of Starved Rock. For these reasons, those familiar with conditions recommended an in- crease of forty per cent over the average of columns 3, 4 and 5. In comparison with Putnam County, it will be found that the federal road extends along the river, serves only one township and is not directly accessible for the three remaining townships of the county. In this case a sixty per cent benefit was suggested« The best of spirits finally prevailed and the convention unani- mously recommended the division of the cost on the basis of average proportion as indicated in the last column of Table II. Possibly this act of cooperation was made possible through the action of Cook County which, rightfully a sharer in the improvement program, assumed the entire cost of construction of the highway within the county limits and further donated its share of the allotment for the relief of those counties less able to contribute to the improvement* For this reason. Cook County* s name does not appear in the list as given in the accompanying table and Tables I and II are not exactly com- parable due to the re-adjustment of the finances. This idea of sacrifice so impressed the convention that in a reasonable time every county affected had pledged themselves by resolution to con- Vto t tribute their alio ted portion of the cost 0 Further, it is clearly indicated that the larger and more wealthy oounties subscribed liber- ally in order to reduce the burden upon those less able to stand the expense* ■ — s — III . RECONNOISSANCE. It must be appreciated that in all preliminary work the limited time permitted only a hurried trip on the main roads with some data on mileage and a few oasual notes of general information.^ With funds pledged, it became necessary for the engineers to conduct a careful reoonnoiesance survey in order that the details of location could be accurately determined. In conducting those preliminary surveys, the United States Post-office Maps were found valuable as they gave a clear outline of the main highways. In a comparison of alternate routes, possibly no other factor is as hard to determine, or affords so much opportunity for engineer- ing judgment, as that of service. Each individual questioned de- sired to emphasize the importance of the local road. Yet, a study of the recent census indicates that the rural population of the counties of Central Illinois rarely approaches forty people per square mile. In fact, in many counties, it is nearer twenty-five people per square mile. In other words, adding a mile in length to a highway could not bring added service to more than forty people. The importance of through traffic may best be indicated by reference to information secured in a traffic census taken in the State of Iowa. This was taken on one of the main earth highways during the summer season. Not only was the volume of traffic deter- mined, but effort was made to ascertain the origin as well* The report is as follows? three per cent foreign, eleven per cent local and eighty-six per cent through. By foreign traffic is meant cars operated from some point outside the state. Local traffic was de- scribed as that traffic originating in vicinity of the road. — 10 — Through traffic wae classified as that operating within the State, but whose points of origin or destination were beyond the immediate /' S ’ terminals of the road. This statement appreciably not conclusive invited serious consideration to through traffic in the final recom- mendation* For many years the number of deaths and serious accidents result- ing at railroad grade crossings have received too little considera- tion. Railroads have within reason contributed to grade separation cost, but many times better servioe oould have been rendered the general public if more oare had been exercised in the location of the highway. The opportunity of relocation in such places should not be overlooked. Possibly before the advent of the automobile, bad turns, steep grades or poor vision did not contribute materially to the list of highway accidents. The increase in speed of the transportation vehicle now should caution one to avoid, whereever possible, these several undesirable features. In trying to secure the information necessary to make an esti- mate of the cost of construction for the alternate routes, three natural divisions of the work were possible, namely; bridges and culverts, earth excavation, and pavements* In the note book a record was kept of the span, height and roadway of all drainage structures, as well as their location as given by the speedometer reading. On return to the office this information was referred to the standard bridge plans of similar dimensions. By this comparison it was possible to very closely determine the quantities of materials and later estimate the cost. Years of experience in grading work gave a good basis of approximating the earth excavation. On fairly level — 11 — country the quantities of excavation will usually run between three and four thousand cubic yards per mile. This was the general con- dition found between Peoria and Chillicothe although the same class of work near Spar land was very much heavier, approaching ten to twelve thousand cubic yards to the mile. To those unfamiliar with highway work the foregoing approxima- tion of quantities in bridges and earth excavation may seem crude and inaccurate. It should be understood, however, that more than ninety per cent of the cost of improvement is chargeable to surface alone. In other words, a large variation in the estimate of quantities re- presenting ten per cent of the work is of no consequence, This is especially so because the length of improvement is determinate within one-tenth of a mile in any distance considered, inasmuch as the ac- tual mileage cannot be in error by more than the smallest possible reading of the speedometer. It is readily understood that the short- est road is usually the cheapest j not only that, but the importance of a short, direct, route is one deserving of careful attention. In fact, the cost of final construction is only a small sum, if compared Vi- to the burden imposed upon future traffic should they be obliged to travel unnecessary distance. In the ohoice of detailed location on the Peoria-Henry highway public sentiment, especially in Peoria, expressed a desire to have this road located along the Illinois River. It was oont ended that as this was one of few roads in a prairie state affording any scenic TtCvir ^Vu v -u_ features, drt should be utilized. The entire Division of Highways was in acoord with this idea. On Plate 1 may be found a small scale map, showing the highways between Peoria and Henry, on which is indicated the recommended loca- Plate I Location M ap Peoria-Henry Highway FEDERAL fl\o Project No.5. — — 13 — - tion in red. Alternate routes investigated are represented in colors. In general, the earn# location marks the route of the com- pleted road as it now stands. The engineering work necessary before arrangements for construc- tion or letting of contracts, really means a charting of the condi~ tions as they exist so accurately that they can be transcribed upon the plans* In case it appears desirable to conform to the align- ment of the existing road, sufficient information must be secured to enable the engineers in the office to prepare a plan showing alignment, turns, width of highway, streams, size and location of drainage structures 7 and such other natural features as may influence design and location. IV. SURVEYS. Inasmuch as the general features made it necessary to conform largely to the existing road, the surveyors proceeded in the winter of 1917-1919 endeavoring to keep their transit line within the fence lines and arrange for tangents of such length as would insure good riding qualities when connected with standard circular curves having tangent distances of one hundred and fifty feet. Possibly the loca- tion of the road was influenced by the value of adjacent property. Further, although this was only four years ago, public sentiment for long tangents and easy turns was very limited. In fact, it was ex- ceedingly unpopular to think of obtaining additional right of way for almost any purpose. The determination of the levels was preceded by the establish- ment of a series of bench marks placed on substantial objects at intervals of a quarter mile or less. This method insures satisfac- tory work when cross -sections are taken. It also minimizes correc- w ' ^ r w — -lo- tions in the note book, as such error in elevation can be detected, by check at the firet bench mark. The surveyors were instructed to take sections every one -hundred feet and at such other points as were indicative of unusual condi- tions. Where the road was fairly well graded, probably seven to nine readings were sufficient. Also on turns or narrow highway, readings were provided well outside the fence lines so as to afford information for an office (paper) location should it seem desirable. In establishing the grade a center line profile is important; for that reason, a rod reading was taken at each station on the transit line or such other pluses as seemed of unusual elevation or depres- sion. No sooner were surveys under way than unusual difficulties were encountered in securing sufficient width for the highway. Not only was the width insufficient, but the general fence alignment was so irregular that it was apparently inpossible to secure good alignment without marked adjustment of the fence lines. A perusal of the records in Peoria County revealed that this particular road had been dedicated as a highway in the year 183? with a width of four poles (rods). A copy, true to punctuation, wording and spelling, of a portion of these original records may be of interest: STATE ROAD FROM PEORIA IN PEORIA COUNTY TO PRINCETON IN PUTNAM COUNTY FIELD NOTES:- Beginning at Peoria, thence with the Peoria and Galena Road State road to a point at B oak in said road on bank of small stream near North East corner of said Section 37, Town 10 North, Range 8 East of the 4th principal meridian 10 miles,- thence N 50,00 E, 113P, N 37 E, 1 M 331 P, N 44 E, 3 m, 130 poles,- N 18 E passing through 3rd street, and public square, at 186 P, of Roms Peoria County, 1 M 36 P, N 30 E, to 3rd street, of Chillicothe 1 M 300 P,- N 18 E passing through said street 23 P, N 1 M, 66 P ,-N 7 E, ---14 — - crossing Senachwine at 30 P, 1 M 8 P,«*N8i W 110 poles, -N 3?£ W 40 P, N 6 W 118 F,-N 31 £ W 1 M, 3 P,-N 3 miles 18 poles,- N 33 E 80 P- N 18 W 3 M 76 P, N l£ E, 7 M 360 P, N 33 W 96 P, N 13 W, 78 P, crossing Crow Creek at 38 P,- near North West corner Sec* 33, 14 N (9 E thence N 3 E 176 P,~ N 33 E 1 M 134 P,- N 5 E 3 M 314 P, cross- ing title Senachwine at 3 M 86 P, thence N 15 W, 356 N 19 E 30 P,- N 30 W 160 P-N 11 W 88 P,-XN 83 W rising bluff 36 P.-N 27 W 78 P,- N 2 E 43 P, N 4 E 106 P.~N 13 W, 34 P,- N 40 W to State Street in Windsor 86 P North through said street 98 P,- 30 W to range line between sections 1 2 and 7 Town 15 North Range 8 and 9 East thence North with said line 164 P, N 69 E crosang Bureau at Bridge 16 poles N 9 W 308 P, N 33 E 40 P, IT 56 East 316 Poles, -N 69 E 304 Poles- N 36 E 230 P N 30 E 88^ P, N 13 E 116 P,-N 14 E 314 P,-to Main Street in Princeton- distance from Peoria to County line between Peoria and Putnam 21 miles 34 poles; from said line to Princeton 38 miles 54 poles; whole distance 49 miles 88 poles. I certify the above to be a true plat and field notes of the survey of a State road by me made under the direction of Augustus Lang worthy and Hiram Cleveland commissioners to locate said road from Peoria in Peoria County to Princeton in Putnam County, Illinois. Stephen Smith, Surveyor. Report of road from Peoria to Princeton, we the undersigned appointed by an act of the General Assembly of the State of Illinois, entitled "An act to locate a State road from Peoria by Rome and Chillicothe in Peoria County, to Princeton in Putnam County, passed at their last session, commenced on the first Monday 1836 as com- missioners to locate said road pursuant to the provisions of said Act, met at the house of David Ridgeway in Peoria County on Tuesday the 3rd day of April 1837, and after being duly sworn according to the law before Lewis Scoville, Esquire, an Acting Justice of the Peace in and for said Peoria County, proceeded to view and locate said road by marking the same by two parallel lines of stakes and blazes four poles asunder placing mile posts on the East line of said road on which were marked the distance from Peoria, the courses and distances from point to point of said road being notes on the annexed plat of survey of same reported to us by Stephen Smith surveyor and herewith reported by Augustus Langworthy Hiram Cleveland. A casual check of the new center line with this record indi- a- cated that possibly fifty per cent of the new location conformed to the original layout. As most monuments were gone and variations were so marked, it was thought best to adopt a policy of amicable agreement for the added right of way rather than contend for the original width. A great deal of this added width was donated by interested land owners or secured at a nominal figure. In the ad- c t c 15 — just merit b on this project, it was necessary to make settlement with more than thirty individuals -and it was particularly gratifying to ) adjust these differences agreeably with the exception of two cases, both of which comprised new location of a very radical nature to avoid two right angle turns each. Due to the rugged country encountered near Sparland, the surveys were slow and difficult although other portions gave evidence of sat- isfactory progress. A word of caution may be added about progress on surveys. Instructions from the district office to engineers in the field were to the effect that a good, accurate, detailed survey with well chosen alignment, was more to be desired than a low cost* V. DESIGN OF PLANS. The highway in vicinity of Peoria or Chillicothe was of such a nature that permanent construction could be handled readily. In fact the main highway was heavily traveled and had from time to time been partially graveled. Several of the drainage structures, although small, had been constructed previous to our taking up the work. The earth grading was fairly satisfactory; at any rate, the maximum grading at any one point did not exceed two and a half tc three feet. Some drainage had been taken care of. Further, the general varia- tion in alignment was of no importance. In view of these general conditions, the Division of Highways felt justified in preparing plans for a permanent -surface^ road sixteen feet wide with a twenty- six foot graded cross-sect ion# The explanation of these plane possibly can best be undertaken by inserting a representative sheet of plan and corresponding cross- sections, drawn to a slightly smaller scale, which are indicated as Plates II and III. They were prepared in conformity to the require- / Plate II ■ ■ ■ ■ ■ ■ ■ 1 aa ■a ail an Bail aail £B ! il BB aa aail sail «■ aail mi 1BI ■ ■II ■ ■ll ■ ■l| • *1 I ments of the Federal Office of Public Road® for the reason that, as this was to be a federal-aid road, all work must be in accord with the federal standards* The arrangement of having the plan on the upper portion of the sheet with the grade line and center line pro- file beneath is entirely logical. Attention is invited on Plate II to the circular curve© provided to improve the alignment; also the curve correction for distance which is shortened by curve measure- ments. On this same sheet you will find not only adequate curve data for the assistance of the engineers on construction, but sug- gested superelevation for banking the circular curves as well* Experience indicated that this superelevation secured by ro- tating the pavement on its central axis, should be a maximum at the point of curvature and be maintained uniformly around the curve until the point of tangency is reached. On the earlier work this banking was secured by a gradual change in elevation, beginning at a point seventy-five feet back of the point of curvature and in a similar reduction again after reaching the point of tangency. Much better results were secured in changing from level cross section© to full elevation in a distance of one hundred and fifty feet. The general appearance was more pleasing and the riding qualities much Improved. By means of the profile of the center line as shown on the lower half of Plate II and a liberal use of the cross- section© as shown on Plate III, a tentative pencil grade line was established by engineers in the office. Before proceeding further, a piece of heavy cellu- loid, cut to the scale of the cross-section, is fashioned to conform to the standard section selected for the road 0 By placing this upon the cross-section at the elevation indicated on the tenta- tive grade line, a light pencil line may be drawn and the areas of — -17 cut and fill determined by means of a planimeter. The grade lire location is important and is deserving of the careful attention of experienced engineers and designers. In brief, an effort must be made to have a sightly appearance with only a nomi- nal amount of excavation. Short, jerky pieces of straight grade are to be avoided* Vertical curves are a necessity and add much to the riding qualities. In general the grade line should be made to conform to the ground line as closely as possible, commensurate with good drainage , combining long tangents with smooth vertical curves. To secure a grade line of properly balanced quantities, several tentative lines are usually necessary before a proper relation of areas of cut and fill are secured. In explanation of the prelimin- ary work, permit the statement that the reduction of areas to quanti- ties is unnecessary in all trial work for the reason that they are proportional to the quantities. In appreciation of the shrinkage or waste that occurs in earth excavation, an excess of cut over fill must be allowed. In heavy grading, such as heavy cuts where steam shovels are used, an excess of ten to twelve per cent is allowed. From this small percentage, the allowable per cent should be increase*: up to as high as thirty or thirty-five per cent for the light grading in a level country. Every effort was made to arrange convenient balance points not more than seven hundred to a thousand feet apart. Adjacent to the profile and grade line shown on Plate II, will be found balance points indicated together with the quantity of both cut and fill. No allow- ance or provision is made in the specifications for overhaul of ma- terial in excavation so that should unusually long stretches of un- balanced quant i ties be encountered, the contractor must take them in- 18 to consideration in the unit price submitted. The fact that Illinois is a rather level state with normally light grading, makes many en- gineers reluctant to undertake heavy grading even when a point of naximum grade is involved. In general a limiting grade of seven per * A-, sent was suggested with five per cent grade given preference providing the quantity of excavation is within reaeon. For example, the maxi- num grade between Peoria and Henry is not over five and one-half per sent and that occurs only on a short stretch less than three hundred feet in length. In contrast to the more level main high?/ays,Xwere found several niles of road near Spar land that were little more than & trail, avail- able for traffic during only a few of the summer months. Changes in Line and relocation were so radical, due to the rugged nature of the sountry, that the location resolved itself into a problem of design with the best grade and alignment. As might be expected no bridges 3 f value were in place and the quantity of excavation per mile often axceeded ten thousand yards. Even by careful methods of compacting the fills, it was felt sure uneven settlement would occur to the detrijj- nent of any pavement. For these reasons, the policy of constructing ■ill bridges and grading in advance of the sur facing was adopted on Sections D, G and E. VI. ESTIMATES. In the general progress from survey to construction, it was found desirable to divide a long highway into several divisions for sonvenience in handling the field work. Apparently no advantage was to be had in arranging these divisions or sections of greater length ;han one contractor could conveniently finish in a season. Again, railroad facilities were so limited that it was unusual to find any un loading point that could accommodate more than one contractor at a tine Dn the first federal-aid roads, the counties contributed a third of j the cost of improvement and it was desirable to keep this work in a separate contract. In this Peoria-Kenry Project the natural differ- ence in the character of the work made a further separation necessary. All arrangements for financial affairs were co npleted in the fall of 1918, but progress during 1918 was delayed ai account of the war. After much effort, it was late summer before Section "K. w was up for letting. After the award of contract, sufficient time remained to complete only one third of it. In fact, it was not until early Ispring of 1919 that continuous construction was undertaken® I The accepted practice was for the District Engineer tc prepare an estimate of cost of constructing each section of pavement. This estimate, together with the co npleted plans, to be forwarded to the Engineer of Design for a final check. In presenting this report, a detailed statement was given with proper summation; also a brief sum- mary of work to be done was prepared for the Chief Highway Engineer. In the blank proposals for paving sections sent out previous to the letting, alternate bids were asked on three types of permanent S pavement, namely; Portland cement concrete, monolithic brick, and bituminous concrete. All bids submitted were on Portland cement concrete with the understanding that they included all materials, labor, machinery and incidental equipment except cement which was to be delivered by the State at the railroad siding. In the following tabulated form. Table III, is a list of the several sections together with the engineer* s estimate, name of bidder and the amount bid. The value of the cement is not included in the bids or engineer 0 ® estimates. TABULATION OF BIDS RECEIVED ON PROJECT 5. — ~20 IQ CO O O o a* to o O o u © • • • • © 15 5 IS CM O o N t*- SM CM is r- «k «k •» 50 -£ ri C& © w to H* in 05 CM «H to in o o to »> o CO * * * * * CM 00 00 to in o to O o O IS CM in O O 05 05 00 to to rH t*- CO 05 «H IS to rH CM in 05 to •d tI • o • O GO © H H • to 05 • to H CM CM fe 8 • rH TO • r- in • CM © CM • rH m • 05 00 • to • O to • rH H* PQ in 00 o CM to to o rH o rl CM to o to in H* * •k * * * «» •% *» •» «k «k •k •k to CO C^ rH *H H 05 to c- IS ts 00 05 O O CM rH rH C- IS 00 05 0 ) to to to to CO 05 05 CO Co. • 8 • O O «s • o o • O o • ♦ • • O © o u to to © o to * o to IS a 4> 4> to 4» to © •d © £ © £ 4* © *3 © £ 4» © •d •H PP 5 5 • O o © £ 8 o o • o o © O o £ 8 o o * o o °8 oS bo «3 to m to © 50 to © © 9 4» 50 © © © • 4* o >» 50 £ >» r** to o •£ £ to >. >» to o £ to £ £ *4 a © o 50 ■H © a to © o 50 r| © to •H > U 50 > 4» to 50 rl > ! 3 3 Ob 5 04 PH td • ■< ’5 © © cd M o 8 5 a rH 0) 3 •rl to d «r* © 'd d to rH 3 © •d 0) to Ef to © M to © £ o © 50 © £ o © Q o •d o d 4* d •H •d £ d © 4» d rl •d © C5 © © © 8 Cl) o .£ © © 8 © cd o © a PH pH m Ph o I*. PP CP Ph o Ph •d 00 05 05 © rH rH rH t> 05 0> s 05 s c B s s B s B s E B B T? -rl rH rH rH © O «k » • rH m 3 4 a a 4* £ © © Pk S £ >k © s e e B e B B B B B B B S B B Eh > a) P. £ o rl 4 » 8 CO Mf«,fr,PQpqCQCQpQpQ O o o o o o o I cm d TABULATION OF BIDS RECEIVED ON PROJECT 5 - Continued 31 —- © O O o O m o o o in u © • • • • • © P to in c- CO © d 00 00 «H o o 03 00 CO to «» •s «\ hi) 43 tn oo m m 03 G ® W W o CO to rH r« 03 * to o o o o 03 rH IN 00 § to IN in o 00 o CO o o o to t'- m to 00 9 o 9 o o • 9 to X3 to 03 CO o o o 03 rH 00 rH 00 03 in CO o r^- ■H to iH CO o O IN 03 IN K) 03 00 $ 00 CO o 03 • W 05 0- rH o O rH CO O in to o CO c- O to «* •» <*> •* •» * * n •» * *» * © 00 CO C^- H* IN 03 O to CO C*- IN 03 CD CO 00 03 H r4 00 CO 00 CD in m rH 00 CO CO o to M rH rH CO CQ CO rH rH © P © d rG • • P 8 . • Co •H Ss o o •d Q o o • M u M © © p iH rH P • • • • M •d © d d © o o O o u •d G o o G o o O o d •H O o o S S PQ O cy © © o« ® oy W © © © G G G G V-i O © u • o £ p Xi © o © o © •d 8 © o O m © o G O Q © TO Q 8 'd •H © o ho hO © o >. u >» tN © © hD •H •H hD o O o o oy o ®y § G O © TO © to S S *"3 l» CO © •“D © B O © © £5 •H •H © •» © «» rG © n © o« P & a o P G ►» G >> G >« G © © d » © ^ O gj >H £ o 14 iS O N • £ 8 i8 © O © g a O © G © rH © © « «D C3 P P •rl •rl P P B rH 9 s 9 i 9 9 © J d o Xi d o d «H g d s d • g ^ g TO W o o TO W o IS o *■ o «< & o w * 'd © 03 > H ■H 03 e B s s e s B B B B B B ss s 3E © rl o © •» pc5 rH CO © e B s B B B B B B S B B ss c B •d t» d m a 4* G © © e e B e s S S X P B E S B B B e e B E-* > h d d o« w G d G d G d GW GW O 1 o J o s "H (X) fi 03 -rl 03 43 00 P 05 P 00 o . o y p 08 ,0 «8 CO SO solo rH ■A rH H rl H *§ d rH J © CO a J, o * 530 TO pcTo pcf* Q « TO ci w R o »» o •» W O Q O Q h - -- ■ I . I I -“ 32 - — The contract will not be discussed except one general item, that of unit prices required in the proposal. In the space provided in the proposal, the several items of work, i.e., quantities of earth excavation, earth borrow, pavement, concrete, reinforcing steel and such others as may be necessary are listed and in submitting the bid, it is the duty of the contractor to give a unit price for each classi- fication. The sum of the products obtained by multiplying the quan- tity by the unit price for each classification should represent the lump sum cost of the work. It was on these same unit prices that the monthly payment estimates were based and the value of extras and additions to the contract computed. VII. ENGINEERING SUPERVISION OF CONSTRUCTION. In perfecting a working engineering organization, the Division of Highways, had really separated itself into two natural divisions; one administrative, the other constructive. The main office in Springfield formulated the general policies, passed judgment upon specifications or general problems, and through the Bureau Chiefs ex- tended a consulting hand to the District Engineer, who was responsi- ble for the general field construction. Previous to 1917, the field engineering had been handled by young technical engineers, many of whom had become proficient in the construction work. However, most of these were away in the army when the demand for experienced men came and those available were of unknown ability. In an effort to utilize to greatest advantage the few experienced ones, they were appointed resident engineers with responsible charge of twelve to twenty miles of improvement. In all cases they were supplied with assistants sufficient in number to in- sure personal contact with every piece of construction. All field 23 questions of these assistants or inspectors were referred to the Resident Engineer* To assist the main office in keeping in touch with the progress, weekly report© showing amount of completed work and general activi- ties were prepared by the Resident Engineer and forwarded to Peoria. Here these were checked, triplicate copies prepared, one of which was forwarded to the Federal District Engineer in Chicago, and duplicates were advanced to the Springfield Department. When construction was undertaken on such a large scale, involv- ing an extensive organization, frequent visit® and much personal su- pervision were necessary from the District Engineer, if uniformity of results was to be secured* At these visits, a rough check was made of the correctness of the weekly report© on construction. Also, it was usually found that the Resident Engineers had many important questions on which they desired information. As set forth in the specifications, it was necessary to arrange monthly estimates to the contractor on the basis of payment of ninety per cent of the value of completed work. The volume of this work was taken from the report of the engineer in the field. The payment estimate when prepared was carefully checked; whereupon* it was for- warded to the Engineer of Construction where arrangement© were made for prompt payment. The first years subsequent to the war were times full of uncer- tainty for the contractor. The Division of Highways appreciative of the circumstances contributing to the delays, adopted a liberal pol- icy of time limit of construction. It was only in rare instances that the engineers were obliged to insist upon more effort. Should a few casual suggestions not produce the desired results, a letter 1 v . . ■ . ' ; : —34— was sent from the District Engineer 9 ® office, inviting the attention of the contractor to specific items that had been neglected. Fail- ure on the part of the contractor to correct hie errors or to pro- ceed with construction satisfactorily, called for a detailed report to the Engineer of Construction. It is gratifying to note that all contracts on Project 5 were completed in an agreeable, friendly man- ner* When work was completed in every detail, all parties interested, contractor, construction engineer and federal government were advised and a day of final inspection was arranged. In an effort to adjust the question of additions and deductions and have the final estimate in readiness for immediate release after final inspection, an item- ized statement of each contract was presented to the contractor for approval. In brief, this statement indicated the value of the ori- ginal contract as awarded ; and was supplemented with a detailed analy- sis showing the location, character and value of all changes. By this arrangement, there was no possibility of confusion or misunder- standing. As required by law, the contractor was required to supply the Department with an affidavit to the effect that all sums due for materials, equipment and labor, had been paid. This affidavit ac- companied the final payment estimate. An engineering work as large as that undertaken by the Division of Highways for the federal-aid program, was one involving a large amount of standard construction. The general engineering work was so standardized that it could all be handled along standard lines. Then too, under such conditions, much of the work might be turned over to the less experienced engineers^ '“the more experienced members of the organization being intrusted with the general supervision or 25 assigned to the solution of special problems involving oomplicatedL design. VIII. SPECIAL FEATURES OF CONSTRUCTION. Most of the way from Peoria to Chillicothe, the highway winds in and out in some measure conforming to the shore line of the Ill- inois River, but with space enough between to permit improvements on the river side, except for a distance of about one-half mile near Rome. Some years ago , prior to the federal-aid construction, the County of Peoria haul erected a concrete gravity wall as a protection to the more exposed point. After this work, yet previous to the surveys, the encroachment of high water had made it apparent that added protection was necessary if the work was to be secured against future floods. A detailed study of the conditions indicated the impracticabil- ity of gravity wall protection* It was felt that a six inch re- inforced concrete slope— wall built on a slope of one to one, with its toe dug three or four feet into the river bed, which was shallow at this point and dry in low water season, would furnish anpl© pro- tection. With these ideas in mind, concrete was placed in the summer of 1919$ and probably not more than ten per cent of this work remained unfinished at the close of the season. The early spring floods of 1930 came in March and continued at the flood stage for several days. Coincident with the flood oame wind storms of unusual severity which produced extremely high waves in the river. In extreme flood stage the width of the river approx' imates three miles, so that under wind conditions, the wave act ion was so intense as to cause damage to earth fill and concrete wall. The attached pictures are indicative of conditions. Gravity Wall Tilted Out. Coarse Aggregate in Place for Pavement Construct ion. PHOTOGRAPHS OF DAMAGED GRAVITY WALL Flood Conditions Showing a Breach in Old Gravity Protection Wall - V -'V., iO ■ Constructing Concrete Slope-wall in Front of Gravity Wall® PHOTOGRAPHS OF CONCRETE PROTECTION WALL Concrete Slope-wall After Flood Receded. — - 28 -* — PHOTOGRAPHS OF COMPLETED CONCRETE PROTECTION WALL Gravity Wall Reinforced by Concrete Slope With New Guard Rail on Top. View of Highway Showing Completed Pavement and Concrete Guard Rail. — — - Plot® TV - /907 77 — — 1 - — 77 76 76 75 75 ~<£>/7e/t7/y2 > 3 24 23 26 27 • 29 When the river lowered sufficiently to permit inspection, engin- eers from the local office made a careful survey of the conditions. Probably twenty per cent of the gravity wall had been destroyed and an equal per cent of the new elope— wall protection was gone. Further portions of the river bank and beaches, apparently secure before, were destroyed to such an extent that the existence of the highway was endangered. At the crest of the floods, records indicated the elevation of the finished roadway was about one foot above the water. Inasmuch as the pounding of the waves had destroyed much of the earth fill and concrete, it was suggested to raise the elevation of the crown of fin- ished roadway two feet over that shown on the original plans. In later investigations it was hoped to determine the frequency of ex- cessive flood conditions. On the basis of the records of the Peoria Branch of the U. S. Weather Bureau, charts were prepared showing the height, duration and frequency of floods which had previously oc- curred. Attention is invited to Plate IV, which represents in graphic form the flood conditions for the past twenty-nine years, in which flood stages of twenty feet or over, Peoria datum, have been recorded. By a study of the gauge readings taken in Peoria and comparison ■ _ of these with the survey elevations, it appeared a flood stage of twenty feet, Peoria datum, was equivalent to the survey elevation of AA seventy-six feet. For convenience the curve© given in Fable III are on the basis of the survey level datum. While this study was under way, two alternate plan© presented themselves. It was suggested to abandon whatever work had been done on the original alignment and choose one of two possible locations —.30 farther west, one location parallel to and immediately east of the Hock Island Railroad tracks, the other similar in nature but lying on the west side of the railroad. Each had the particular merit of security from action of the river; but extended through private pro- perty which gave promise of unusual difficulties and expense if right' of- way was to be secured. Again, existing improvements would be served only indirectly. Public sentiment asserted itself in behalf of the original road to the extent that the Division of Highways chose to Keep the road in the original location, much preferring to expend funds for protection against the river rather than to purchase new right-of-way for one of the alternate routes. With the location fixed, it became the duty of the engineers to design a protectiom device that would be effective yet nominal in cos . To increase stability, the slope of new work was increased from one ok ***■ to one, to one and one-half to one. Further, all hew slope-wall was reinforced with three-eighths^inch square bars spaced twenty-four ■ inch centers in each direction. Those segments that remained in good condition were strengthened by extending the concrete at least four feet below the bed of the river in proximity of the shore. In perfecting the design, two special features were considered favorably: one was the paving with six-inch concrete of the earth shoulder lying between the concrete highway and the slope-wall, the other was the construction of a concrete guard-fence consisting of an eight—inch wall built vertically and monolithically with the slope-wall to a height of two feet above the pavement. The delay consequent to these many important changes, together with the radical increase in the amount of concrete, made the con- tractor reluctant to undertake the construction of the added work at : \ - v* v- v ! i t: . * v» '• . . J v. - , • r 31 — the proposal figures. Possibly under the legal rights of the con- tract, the contractor would have been obliged to proceed under the clauses governing the original contract, place the concrete slope- wall at the unit prices given in the contract, replace the destroyed portions of the old wall , and replace without additional compensation all earth shoulders or fill that had been destroyed by the wave ac- tion. Obviously any adjustments along these suggested lines, although legal, would have been arbitrary and unfair to the holder of the original contract. In appreciation of the unforeseen river condition as well as difficulties attending war-time construction, the Division of Highways arranged for full payment of all completed work* and, in addition, allowed an item for damages caused by failure to render de- cisions promptly. The question of river protection was finally agree ably adjusted when arrangements were made to have the Department com- plete the work by day labor* As the summer drew on, portions of the pavement were completed which gave the workmen an opportunity to take up both the repairs and new construction. A camp was established and the entire work placed in the hands of an experienced foreman who conducted the work, met all pay rolls or construction expenses^ and was in responsible charge of the general character and progress of the work, subject, however, to the direction of the District Engineer. After the weekly payment of expenditures, a pay-roll statement was submitted to the local office for approval. Rei mbur semen t to the foreman was made from the State Auditor usually within ten days from the receipt of the pay roll stat emento In spite of the late start, the weather encountered in the win— ..j 1 ter of 1920-1921 permitted .the placing of concrete almost every day ao that the work was fully completed before spring, as per plan, with the exception that the paving of the earth shoulder was omitted. The total value of the work as finished approximated $50,000. A general idea of the improvement may be gained by observation of the accompanying, photographs on pages 36 , 37 and 28. At the time of original choice of location, the moat ardent sup- porters of grade elimination could only hope for future development at the point the highway crosses the Santa Fe Railroad in Chilli- cothe. Two years had not elapsed before the importance of eliminat- ing these several tracks (two main and six switch) became so apparent that local authorities presented a petition to the Public Utilities Commission. A date of preliminary hearing was set on which the prin- cipal parties virtually settled their differences on the basis of division of work; i« e«, the Santa Fe Railroad was to assume the responsibility of constructing and maintaining the subway structure and drainage system necessary thereto. The state, county, township and village were to do the excavation, complete the paving and assume* future maintenance on the same. As an agreement was reached amica- bly, it was only necessary for th8 P u blic Utilities Commission to confirm the understanding by an order for grade separation. In the first plan of improvement, two alternate ideas were ap- parent; one the construction of a subway, the other the construc- tion of an overhead crossing. In tentative estimates, the over- head crossing figured more than $30,000 the cheaper. Strangely en- ough, there was not a single advocate for such a type. Possibly the unsightliness of such a scheme influenced everyone in expressing a preference for the subway. The unusual number of tracks made an excessive amount of exoava- tion ? as the distance from end to end of ties gf the outer tracks was more than one hundred feet. Unfortunately the grade of the tracks at the old highway orossing was two or three feet below the profile of the road. The general idea of the Public Utility Commission re- quired a minimum clearance of fourteen feet which, after allowance was made for depth of superstructure, necessitated the earth being removed to a grade which was eighteen feet below the top of rail. The present siding tracks, six in number, were utilized as stor- age for the freight cars which collect at the freight division and ample right-of- way , four^hundred feet in width, was available for future development at such time as the freight traffic warranted* Inasmuch as freight traffic in 1919 and 1930 was of enormous volume, it seemed logical to arrange a length of subway excavation that would accommodate additional traoks in the future. Briefly, the prelimin- ary plans for grade separation involved a subway excavation four « hun- dred feet in length exclusive of four per cent approach grades, twen- ty-four-feet clear roadway with a minimum clearance of fourteen feet. When detailed plans wereprepared with side slopes of one and one-half to one, the total volume of out was estimated at 36,500 cubic yards. The contract for Section M had been partially completed with practically no work in the vicinity of the tracks. It was expected that some delays would occur which would cause considerable loss to the paving contractor. To obviate this and insure him against added cost, a supplementary contraot was executed known as Section **M-1'’ which covered the earth grading in the subway proper as well as other earthwork extending north for one -fourth mile beyond the ends of the approach grades* As "there were several thousand yards of material 34 to waste * it was thought desirable to utilize a portion of it in im- proving the grade and alignment near a bridge at that point. In arranging for an award of this work, bids from private con- tractors were requested on three general classes of work, namely; excavation south of the tracks, excavation beneath the tracks. and excavation north of the tracks. After due consideration, award was made to the Federal Paving Company, whose bid price was $1.00, $3.00 and $0.75 respectively. During the progress of work, conditions made necessary a fourth classification which will be explained later. The indicated difference in price of materials north and south of the tracks was because of anticipated difficulty in disposing of the excavation which must be wasted. The contractor had hardly be- gun with his steam shovel when an excellent gravel deposit was en- countered. This material, which probably represented ninety per cent of the total quantity, consisted of a fairly clean, dry gravel ranging in size from two and one-half inch diameter to coarse sand. The contractor was able to profitably dispose of several thousand yard® of this road gravel for street purposes in the Village of Chillicothe. As the working season advanced and men and teams became more plentiful, a second shovel was placed at work on the north side of the tracks. It was necessary, on account of the extreme top width, to out three swaths with each shovel, two of about nine -foot depth removing the upper layer and a later oenter-cut down to grade. As each shovel approached the tracks, they increased the depth of excava- tion until they were probably as much as four feet below the grade required. In this hole it was proposed to waste the excavation which was later to be removed from beneath the tracks. V r . . . ' . . ■ ■ : * ” . 1 - ■ *•; ' • - 5 : 1 ' ; l C I . 0 . v ; -i ■ • O ; .... J t . V , . | i ~ . . . ; (Is traffic must be maintained at all times, ser the Santa Fe, in ad- vance of work on the concrete abutments, started to drive piles for h the falsework on the north tracks. Their first plan was to drive four bents of piling for each track, one bent on each side of the abutments. These piling, when capped and timbered, supported the tracks and also permitted the excavation and construction of the con- crete abutments without interruption to traffic. After excavation was under way, the nature of the material en- s i countered suggested the use of wells in the gravel for subway drain- age. The original idea of a twenty- four inch tile running north one* half mile to a creek, was difficult and expensive for the reason that through much of the distance excavation of twelve to twenty-five feet was necessary. A tentative estimate indicated a possible cost of $7500. The Santa Fe engineers saw possibilities of appreciable sav- ing to their company, should they be permitted to substitute this indirect disposal arrangement in place of the expensive tile connec- tion. These wells were to be ten feet in depth, ten feet in dia- meter, dry brick walled and topped by a manhole or cover placed just j outside the curb line of the pavement where they would be readily accessible should it be necessary to remove sludge or other accumula- tions. Inasmuch as the future maintenance of the drainage system evolved upon the Railroad Company, the Department readily consented to the change. At present these wells are in place, but as the pavement is not yet placed, no idea can be gained of their effective- ness. The most surprising experience on the entire subway so far en- countered, was the difficulty of driving the piles for track support during excavation. The Santa Fe utilized standard, heavy railroad 36 \ ! equipment consisting of one seven thousand pound Bucyrue steam hammer* capable of striking approximately seventy blows per minute, for plac- ing these pointed oak piles twelve to fourteen inches in diameter. The progress was so unsatisfactory, twenty to thirty driving hours being required to drive a thirty-foot pile to required grade, that a second hammer, similar in nature, was placed at workf all piles were tipped with a steel nose to prevent brooming and to in- crease, if possible, the penetration. This met tod was pursued in providing falsework for the four north tracks but progress was slow and the cost excessive* By a system of switches and turnouts, traffic was routed over the four north tracks and the steam shovel continued its operations until the tracks were again reached* On removal of the shovel, temporary piles were driven, falsework constructed and traffic re- turned to normal* When inspection of the original site took place, no mention was made of the pipe lines of the Prairie 0^-1 and Gas Company which were later found buried about four feet beneath the ground surface, some fifty feet north of the north track. These go uld not be removed, neither could they be disturbed. This changed the original classi- fication point# on excavation; it made necessary a readjustment with the contractor at a new figure of $1*50 per cubic yard for all exca- vated material between the tracks and the pipe line. Various schemes were proposed for removing the material under the north traoksbut the contractor chose to do so by means of a drum and endless cable attached to a hoisting engine with which he operated a slip scraper back and forth between the bents. This ar- rangement worked efficiently and no doubt removed the material econ- j j omically. fl l' : . : i. • J ; . «• v. +. c. . ! 1 . >. - . .. •V- X'JS .. C : •; •. : . . -r~ . 37— In most engineering work involving the use of piles, the driving is continued until the penetration secured toy the last tolow of the hammer approaches the limits set toy the standard engineering formulae. Those experienced in work of this character also pretend to predict the nature of the materials encountered or the causes that contribute to the resistance offered. In the case of the subway, the excava- tion of the material later gave an opportunity to gain an insight into the condition that contributed to the difficulties of driving the temporary piles,. As the gravel was removed and the piles exposed, it was found that not more than fifty per cent of them extended to the limits of the excavation. Of these many were broken, others split, some broomed and many tumbled over as soon as the gravel was removed. Possibly not more than twenty-five per cent were effective enough to do the work for which they were intended. It would seem that a dense, clean gravel presents such unusual resistance to pile penetration that other means of improvement should be given preference rather than attempt the temporary pile trestle bent construction, IX. CONCLUSIONS. As the Peoria-Henry Highway stands today virtually complete, it is opportune to look back in retrospect to some errors which oc- curred in the location, design and construction, ever mindful that the criticism should be tempered with moderation when corrparing pre- sent and past highway construction policiies. In the four years that have elapsed since the original conception of this road, vast changes in public sentiment have taken place. The standard types of improvement in use in 1917 axe today considered inadequate to J 38 acooranodate the number of vehicles or to sustain the loads imposed upon them. Today it would seem apparent that the location near Rome or extending south from Chillicothe can be justly criticized for several reasons. It would have been much safer to re-locate an entire new highway on the west of the Rock Island tracks from the first grade crossing north of Mossville to Chillicothe, again meeting the present highway at the first turn west of the Rock Island station. This would shorten the distance possibly three-eighths to one-half mile, save that number of miles to through traffic, reduce the cost of im- provement by an appreciable amount, and eliminate the only two rail- road grade crossings on the project. Also, the suggested location is would not have incurred the expense of river protection or the main- tenance of same, not to mention all confusion, delays and damage© such as were incident to construction on the present location. The first effort to eliminate right-angle turns by means of circular curves with tangent dietances of one hundred and fifty feet, was looked upon with apprehension by many of the engineers in the Department. To have thought of providing superelevation would have brought the Division harshly in opposition to many who thought such action extended an invitation to high-speed traffic. Between the dates of location and completion, aocepted tangent lengths increased to three hundred feet in standard practice, and superelevation was brought into popular favor. Many tangent lengths on construction were increased over the figures indicated on the plans, but unfor- tunately the limitations set by the original right-of-way options made material increase impossible without a reopening of adjustments which would have been inpracticable and undesirable. In the earlier — 39 — work superelevation on curve® was attained by beginning the rise seventy-five feet back from the point of curvature on the tangent. Experience taught that the appearance was improved and much better riding qualities were secured if this superelevation was a maximum at the point of curvature anA-h&d~b#en secured by a gradual increase from a point one hundred and fifty feet back on the tangent. A more difficult problem need not be imagined than that of de- signing a highway of adequate width, not to accommodate present traffic alone , but to anticipate in as far as possible the demands that will be imposed in future years. As one of the main St ate highways, it gave indications of importance f but the recommendations of the District Engineer and Engineer of Design for an eighteen foot pavement were disregarded, possibly for financial reasons. There can be no question but that the policy of minimum right-of-way ad- justments to avoid friction, at the sacrifice of width of graded roadway or width of pavement, will in time impair the general utility of the highway* How much better it would have been to have con- structed a graded width of thirty feet, which certainly would have been more ample to aoconmodate the demands of the future* The Peoria-Henry Highway stands today as one of the principal sections of the longest stretch of permanently surfaced federal-aid highway in the United States. The problems presented in the con- struction were in several instances extreme, and possibly many will wonder at the large volume of additional work or special features, yet such could neither be anticipated or avoided* In comparison with standard practice of today, several glaring defects have been pointed out, but not so much with the spirit of criticism as the hops that they may enable others to eliminate similar errors in the future highway program* J '• . * -X t * <- u S T