Every evening, Wilmington daily commercial., 1920-01-20
UpHAM ADDRESSES
ROAD ASSOCIATION
Interesting Report Submitted to
the Levy Court by County
Engineer Grnbb.

4 comprehensive program covering slI
phases q iiighway work was preeented ot
tile meeting IS fha American Association
Of state Iiiabwat t);lcials, st Louis
vile, ky., in u very interesting style,
County Enpiueer Charles e. Grubb, who
attended. reported 10 The Levy Court
tsdax Tho following excerpts are taken
from Nr Grubbs report
Ill STATES Weie represented with the
excepsioa of thrsa Papers were present
ed ny englaeefs II many Of the state
dcoarinenis and of the &. 5. BurcatG
The ieiea 81 discussion WIS to bring out
thg conditions nteS t5ling ~ 9e.lous partH
Il the is.ted ~tGfcs, as fgI ust. it"e ih1
paper presented by Mr. UpbaHtpi Dcla-
ware WAS discussed By representatives.
from Michigan, Washington and New
York. I'm this way general idea of con-
ditions prevailing throughout the United
States was obtained.
In addition to the engineering papers, q
representative of the General Contractors
Association addressed the association,
giving the contractors viewpoint. Also
paper prepared by a representative OF
tho United States Railroad AdminIstra-
ton ut Washington, portraylng the trans
portation problems was read.
MIR. Upham spoke on "The Design Of
Modern Road Surfaces with Especial
Reference to Alignment, Grade, Width,
and Thickness In the location of the
highway he first considered its purpose,
scenic or commercial. For scenic road
he explained that the aim was 20 furnish
lanes for pleasure riders, with regard for
safety, beauty, preservation of trees and
damage to residences For a commercial
road he felt that the alingmcnt was
identical with railroad location, the ideal
alignment, straight line between two
points aud that such should be approach
cd as closely ne possible. lie considered
the final location ~ be an economic com
promise between alignment and grace
and, ~ the one permanent detail, OF
greatest Importance As the breaks IN
alignment were very noticeable on hard
surface. MIR Upham emphasized that,
for the sake Of appearance, they should
fe made nj the top of hill and that the
curves then should be made as fiat as
possible Another feature of highway
location which Mr. tpham outlined vas
tho policy of locating the main roads near,
but not through congested sections, as
villages or towns. Such an arrangement
permits the village or town n enjoy the
benefits Of the good road, but frces i
from the additional congestion Of through
traffic.
With, ALIGNMENT AND GRADE.
As 10 width of right Of way and irn-
proved roads Mr. Jpham sad that such
we're dependent upon alignment and
grade from letters received from various
States he reported i was realized more
room waa needed Oh many improved
roads. He recommended n dth OF
right OF way Of 60 feet in rural and ~ feet
IN c0ugestnd areas. % provide space for
trees, roadside treatment, identifying and
parking Where property value prohibits
widening at oare he suggested the sitting
Of n new building Inc for new structures
or those replacing old ones. The inn
proved width should be dependent upon
character and amount Of traffic and the
personal equation OF the drivers. MIR.
Gpham said that single traffic roads Of
nlEc fect should have hard shoulders and
freuaent tarn0uts For two-way traffic
he reported the general idea seemed 20
b. 4 width Of Is feet Z feet hard shoulders,
for three way from u feet To so feet.
For roads having traffic of 1900
vehicles per day an IS feet width was
considered sufficient, for traffic Of 5000
vehicles q TO 30 for heavier traffic lanes
sho,.ld be established. and on all curves
Gf 10 degrees or oTer the width should
ba increased The Grade for the CON
marcial highway Is. Of course, the level
rasd rs Tor transporting loads this IS the
ue56 economical St1ce TINS Is not praetl-
s.i, MIR Cphan explained . ruling grade
which can be overcome by most vehicles
should he established. Six per cent he
reported is generally conceded 70 be the
limiting or ruling grade. On &ny stretch
ali grades should he within this limit, il
even IL obtain such, makes necessary :
curved alignment a. All times. however,
obtaining long line Of vision. GencrsI
principles emphasized BY Mr.. Cpham
we're as power increases proportioRately
With reduction Of grade and as surface
resist ance IS greater than grade on the
ludmproved road and grade Is greater
than surface resistance ou the improved
roed. when tie unimproved road IS being
constructed the grade should be reduces
Mr. Upham SAID that the desirable
thickness depends upon traffic. type OF
pavement, suhgrade and drainage. Nest
old paYements have failed due To over
loading. Iaking into consideration these
factors the pavement must be designed
10 re- ist compression, shear and beam
actioas The latter Of these is the hardest
to provide Tor dee % economic reasons.
Great care should ie taken to insure that
the subgrade IS thEouebly drained A
tager OF fresh stone under the pavement
and connected with uEderdrains was
3 suggested for thS purpose In conclusion,
Mr Jpham stated that he believed the
eontrtt. pavement to be the logical
road Il loads we're distributed, but If
loads were exceedingly heavy the CON
crete should be covered with asphalt.
Il feel, Air Grub says in conclusion.
THAT ATTENDING the convention was worth
while. because of the Importance Of the /
subjects presented and the opportunity /
which il afforded to learn Of highway
activities, problems and their solutions /
aa careefns organization, specifications,
slu gf.Ss. plans, methods of construction, /.
between contractors and eng .
ncers, national railroad conditions and
Improvements in read equipment, a. I
well As the opportunity to meet and be
come acquainted with many of the best I
highway engineers and officials Of the +
country. - the tories were discussed I .