Evening journal., 1920-01-20
GRUBB TELLS OF
HIGHWAY Meeting
Governor Townsend Invites
Road Builders to Meet
in Wilmington
INTERESTING PAPER
READ BY UPHAM

County Engineer Charles A. Grubb.
who attended the NTH annual conyen-
ton Of The American Association OF
state Highw3y Officials In Louisville
last month presented an interesting re
port on matters discussed 20 the Levy
Court this morning. Mr.. Grubb states
In his report that comprehensive
program covering an phases Of high
way work was carried on. One OF the
most interesting papers before the con
Nention was by Charles NJ. Upham.
state highway engineer for Delaware.
Of this paper Mr.. Grubb says:
Mr.. Upham spoke on The Design OF
Modern Road Surfaces With Especial
Reference TO Alignment. Grade. Width
ana Thickness In the location OF the
highway he FIRST considered us pur-
pose, scenic or commercial. For a
scenic road he explained that the aim
was to furnish lanes FOR pleasure riders
with regard for safety, beauty. preser-
walton OF trees and damage 10 resi-
dences. For a commercial road ne felt
that The alignment was Identical with
railroad lOcatiOn-ihe ideal alignment,
a straight line between two points,
and that such should be approached as
closely as possible. He considered the
final location 90 be an economic com
proT,lse between alignment and grade
and as the one permanent detail OF
greatest importance. As the breaks In
alignment were very noticeable on a
hard surface, Mr. Upham emphasized
that FOR the sake of appearance, they
should be made at The top OF a hill and
that the curves then should be made
as Nat as possible. Another feature OF
highway location which Mr.. Upham
outlined was the policy OF locating the
main roads near but not through con-
gested sections as villages or towns
Such an Arrangement permits The Wiz
lage or town TO enjoy the benefits OF
the good road but frees 10 from the ad-
ditiOnal congestion OF through traillc
AS TO width OF right OF way and inn
proved roads, Mr. Upham said that
such were dependent upon alignment and
grade From letters received from vari-
Gus states he reported 10 was realized
more room was needed on many impr0v-
roads. He recommended a width OF
right Of way OF 60 feet in rural and 81
feet in congeslec areas. 90 provide
space for trees. roadside treatment, beau
tifying and parking Where property
values prohibits widening al once Id
suggested Tie setting OF a new build
ing line for new structures or those re
placing old ones. The improved width
should be dependent upon character
and amount OF traffic and The persona
oqustlon OF the drivers. Mr.. Uphan
said that single traflc roads OF nine Zee
should have hard shoulders ana IRE
uuent turnOuts. For two way trshl
he reported the general idea seemed Y
be n width OF IS feet. 3 feet hard shout
ders. for three way from "a feet 10 .
/ feet. ,o,o ..
For roads having traflc OF 300 We
bleles per day an IS foot wldth wa va
considered suflcient, FOR trailie OF oOV
o. io 70 feet. for heavier traillc. lane
should be established, and on an curNe'
m 40 per cent. over the widlh shoui'
no increased from pc 10 PI.
The grade for the commercial hlgl-
vav. is. Of course, the level ROAD a. ~,
Transporting loads this Is tne nus 's,
economical. since this Is mol practl-
cal Mr.. Upham explained ruilns
grade which con be overcome by mos'
Vehicles should be established. siA
ner cent he reported, is generally con
seded 10 be the limiting or ruling
,,-ode on anv stretch all grades should
hs within this limit, even to obtain
such makes necessary a curved aligh-
ment nd an times. however obtaining
long line OF vision. General prin-
cinles employed by Mr.. UI>lsm We're
as mower increases proporuohd.tls
with reduction Of grade. and as surisce
resistance Is greater than grade or w
unimproved road and grade Is greaiel
ibsn surface resistance on me I'M
moved reod when The unlmproVeu
road IS being constructed. the graae
ebould he reduced. Mr.. Upham salu
mai the desirable thickness depends
unon traffic. type Of pavement SUD
grade and drainage. Most old pave
ments have f,iled due 20 overlooking
Taklne into consideration these rae
tors the pavement must be designed
TO resist compression, shear ana Deaiil
ections. The latter Of these IS ule
hardest 20 provide for, due TO eco
rOmic reasons. Great care slouiu po
taken 10 insure That the sub-grade is
thoroughly drained. A layer OF fresh
stone under The pavement and con-
nected with underdralns was suggested
for the purpose In conclusion, Mr..
Tpham stated that he believed the con-
crete pavement TO be the logical road
n laods were distributed, but II loads
were exceedingly heavy. the concrete
should be covered with asphalt"
In concluding his report, Mr.. Grubh
said:
Il feel that attending the convention
was worth while, because Of the I'M
portance Of the subjects presented and
The opportunity which d Afforded Ia
learn OF highw1y activities. problems
and their solutions as concerns organi-
cations, specifications, surveys, plans
methods OF construction, relations be
tween contractors and engineers. ma
uonal railroad conditions and improve
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