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VOL. 2 FEBRUARY 1 953 NO. 8

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LINCOLN ROCK. WENATCHEE. WASH. 1323 19 © 23 A. G. SIMMER WENATCHEE

LINCOLN ROCK -- WENATCHEE, WASHINGTON ■Prepared by Department of Highways Personnel Office, 220 Transportation Building, Olympia, Washington

Arthur B. LangI ie WI 1 ] 1 am A. Bugge Governor Director of Highways

Fred G. Redmon, Chairman fashington L. B. Wa]1 ace State R. A. Mo i s 1 o 0. E. Stone Highway Judge Geo> B. Simpson Commission

W. C. Pedersen Acting Personnel Officer

Wi ll iam Read A1 Sol berg George McCusker Illustrator Editors

Published by Highway Planning Division

COVER; The man depicted in rock in the photo on the cover is Abraham Lincoln, whose birthday was observed this month. The man who took the picture and authored the poem thereon, "Memorial To Abraham Lincoln," is Alfred G. Simmer, our Department Photographer who recently retired. We have selected this one from his vast collection, which perhaps you may not already have seen, to emplify his ability and artistic talent. (We hope the poem reproduces.) For a tribute to this man who took so many photos for the Department see the interest ing biographical sketch on page 3. Duvall, Washington December 25, 1952

Dear Editors:

How about a "Mr. Dumbjohn" column in which the engineers could give us "Dumbjohns" a little of their hard earned knowledge? I'm sure almost every maintenance man has some technical question he would like answered.

For instance:

1. What is the coefficient of expansion of concrete? Or more to the point, how much longer would a block of pavement 30 feet long be at 80 degrees than at 30 degrees Farenheit?

2. Is the asphalt base the same for MC2, RC4, asphalt cement of 60 penetration, e- mulsified asphalt, and crack pouring compound?

3. What is the reflectorizing agent in the new type signs?

4. Why do blondes always induce a long low whistle that sounds like "w-h-e-e-u-", while brunettes get a snappy one that sounds like "tweet-tweee"?

5. Why do they always pick such queer characters for Sectionmen?

Sincerely,

LEE MINSHULL Sectionman, Seattle Maintenance Division

Reader Minshull:

Answers to your technical questions:

1. The linear coefficient of expansion of concrete for the average in the range of all mixes (it varies with the mix) is 0.00000604. Thus, a 30 ft. block of concrete pavement will be 0.009 ft. longer at 80°F. than 30®F. (Total increase in length of a solid when heated is equal to its length times the change in temperature times its coefficient of linear expansion.) 2. All are madQ of steam refined asphalt but are of different consistencies. Does that answer it?

3. "Scotchlite."

4. You have the "Dumbjohn" engineers stumped on this.

5. The only answer we could obtain is "so they can ask questions like this one."

Ed.

Dear Editors:

Thought your readers might enjoy this old- timer photo from my scrap-book of Ed Nettle- ton, taken in 1928 or '29 around Pomeroy. I read each issue of the NEWS avidly.

Bod Ryker .Asphalt Institute

Eds. Note) Hod is a former employee of the Department and v>as on Ed's crev at the time the pho to was taken. L d, by the way, r e c ently traded jobs with Y/. B. (Bad) Manson and is now serving as District 4 Office Engineer. Bud is now in the position of State Aid Engineer.

"Which way for the train to Boston?" inquired an old lady,

"Walk straight ahead," said the gateman, "turn to the left and you*ll be right."

"Young man, don't he facetious with me."

"All right, madam, turn to the right and you'll be left!"

On the average, motorists in New South Wales, Australia, run their cars for about 10 years.

Sometimes "distance lends enchantment," but not when you're out of gas.

HIGHWAYS OF HAPPINESS SIMMIE

By Bill Miller

It happened 3/4 of a century ago, over in Danzig, Germany. A tiny mite of a baby boy came bounding into the world, one who was destined to carve out a life which has followed long and devious trails. Fortunate indeed are those of us who have been privileged to cross that trail and sip from the cup of friendship of our old "buddy." Alfred G. Simmer (Simmie to his friends) was born in 1875 and received his early education in Budapest until he came to San Francisco the age of 15. Making his home with an aunt and uncle, he con- tinned his studies showing an insatiable desire to ever broaden his knowledge.

With Simmie every job was a means to an end, and the end was further education in some line of endeavor always related to the job at hand. He wanted to master the language of his newly adopted coun try and 1894 found him teaching school in Port Angeles. But the kilowatt "bug" bit him early in life and he found a lot of satisfaction in the pursuit of the electrical field, specializing on telephone switchboard operation.

Meanwhile, while others slept, he was taking a course in civil engineering r and drafting. In the latter he devel oped unusual ability in decorative let tering, which later produced a little side income when badly needed. Then architecture had its appeal. But noth ing could stifle the hidden apprecia tion for the beauty he never failed to "SOURDOUGH" ALFRED G. SIMMER. see all around him. taken in his younger days in Alaska

He was married to Mary Louise Setril (whose birthplace was Vienna, Austria) in Seattle in -October 1903, and soon after left with his bride for Nome, Alaska. There in the rugged frozen north these two with their own hands built their home and quickly adapted themselves to the primitive conditions around them. His work was at that time with the telephone company, and our Simmie had the "know how" to install the first switchboard ever operated in that country.

His nights were spent in special lettering and development work for a photographer, and he perfected himself in this line of work, later to become his life work. It was at this time that his first child was born - a son, who was to become Dr. Edwin G. Simmer of Rio Vista, California, where he now resides with his wife and three children. Simmie returned to Seattle in 1910 and built a couple of houses. As a captain in the Signal Corps of the National Guard he did a great deal of photographic work while on maneuvers with that body at American Lake. He had such a fund of technical information that his services were sought out by construction firms, architects and, particularly, the Washington State Highway Department. If Simmie wanted a picture, he got it - whether it meant climbing amountain, hanging frc ledge, crossing a swamp or fording a river. His famous "Apple Blossom" picture graces the lobby of one of Wenatchee's finest hotels. A rugged individual he is - yet always tender, considerate, polite and never failing to observe the chivalry of his early training as an• artist (he is an advanced student of the piano and French horn).

He conducted a photographic studio in Wenatchee for 17 years before joining the Highway De partment in 1939. He began employment with the Department in the Bridge Division, later serving in Planning Division and doing special photography. In 1946 his wife passed away and with the same resolute dependence on "The Man Upstairs" (his touching reference to Deity) he faced life alone.

Having retired from active duty with the Highway Department, he gave up his home in Olympia last fall and went to California to divide his time with his son in Rio Vista and his daugh ter, Dorothy (Mrs. Ed H. Littooy), in San Francisco.

His kindly, sparkling smile, his quick youthful step, his effervescent good humor and his ability to observe the little problems of the other fellow and to ease his burden as much as he could have notched a pathway deep into the memory of many who recognize in our Simmie the fighting heart of a great man. May the golden days ahead for him bring peace and the rich blessings he so rightly deserves.

DISTRICT NO. I

Kay Conger

DIARY OF A DISTRICT REPORTER

December 26 - Christmas over and everyone at the office Exhausted. Very quiet here - prac tically all offices around town closed....Must get started on District 1 NEWS; Ho Hum, too tired.

December 29 - Received "Letter to the Editor" from Lee Minshull for publication in February issue. Also, nice letter from Lee saying Chet Bluher is taking over the "District 1 Flivver" this month. Wish more people took the interest in the NEWS Lee does....Just discovered Eddie Furbush (retired) has moved to his new home on Vashon Island, where his mailing address is Route 2, Vashon, Washington....Hear Mrs. E. B. Doling is in the Jiospital; here are best wishes for her speedy recovery....Understand Ed Perry is home from the hospital and conva lescing rapidly....Another of our sick folk, H. H. Damman, back on the job....People around the office a little brighter today.

December 30 - Home with the flu today. Learned on calling the office to report that George Beck's father has passed away in Portland. The senior Mr. Beck was past 90.

December 31 - A poll of the office indicates everyone anticipating quiet celebration tonight; no night club reservations at $30 per! Happy New Year!

January 2 - Received the promised travelogue of the '^District 1 Flivver" by Chet Bluher, Sectionman, Seattle Division. Also, had telephone call from Pete Leonard with promise of an other "old timer" story. How I appreciate these people who voluntarily submit stories for the NEWS....Also, received communication from Bill Read, Ed-in-Chief, the NEWS. He says he would like this material as soon after January 5 as we can Recuperate, Wha'd he mean?

January 5 - Today's the day! Can't stall on the NEWS any longer. Pete Leonard brightened my day by coming in at 8 with the story he had promised. And hooray! A story I didn't expect just came in - from Frank Gulp, Resident Engineer on the Alaskan Way Viaduct. Be sure to read this one; it's a different type of construction story....Let's see now, we have a story on new construction, one from the Maintenance department, and an "old timer." What are we waiting for? Let's go to press!

NEW MAINTENANCE HEADQUARTERS AT ENUMCLAW

A much needed facility will be added in District 1 by the construction of a new maintenance headquarters plant at Enumclaw. The. contract, just let, calls for a two story, frame build ing, 136 X 50. Offices will occupy an area 36 x 50 on the first floor. The garage and shop will cover an area 36 x 100 on the back of the office building. The upper story, which will not be finished at present, eventually will be used as a bunk room. Included in the office space will be rooms for the Maintenance Superintendent and his two Clerks, Resident Engineers and a drafting room. The shop will be equipped with a hoist for greasing and a jib crane for heavy duty lifting.

Wohleb and Wohleb of Olympia are the architects; G. E. Turnquist Construction Company of Seattle is the contractor.

The existing office and shop buildings will be used for storage. Additional land was bought adjacent to the old site in order to provide ample space for the new building and for parking of cars. This new building will be the third of the new type maintenance headquarters build ings in the District. It should be ready for occupancy by early fall.

Congratulations to Mr. and Mrs. David A. Jolly, Jr., who were married at the University Baptist Church, Seattle, on December 27. Mrs. Jolly, the former Shirley Hartford of Seattle, is an ex-Telephone company employee. Dave, a Junior Engineering Aide, works on Ray Wilkerson's crew in the north part of the District. The newlyweds have established a home in Mount Vernon.

FORMER EMPLOYEE KILLED BY POWER SHOVEL Lloyd R. (Bob) Clark, a King County road district power shovel operator, was killed January 6 when the shovel he was operating overturned on him at the Cadman gravel pit 2 miles east of Redmond. Bob Clark was very well known in our District, as he worked for the Department on snow removal, as a Mechanic and Heavy Duty Equipment Operator from 1925 to 1946.

THE ALASKAN WAY VIADUCT, SCHEDULE "D"

By Frank Gulp

I shall try to refrain from mentioning the usual problems that occur in this type of construc tion work - such problems as: 1) lowering and bridging footings to accommodate railroad traf fic, 2) notching footings to clear adjacent building footings, 3) substituting longitudinal cantilever retaining wall footings because pile drivers could not clear power wires above and miss a 12 inch sewer and 16 inch water main below, 4) finding underground pipes in the wrong place, not shown on the plans or abandoned, 5) supporting adjacent building footings which were above our footings, 6) clearing buildings by 2 inches or less with pile driver hammers, 7) trying to find working room amongst cars parked all over the place. Instead, I will mention some of the other occurrences.

In our excavation work on this contract, we didn't find any old locomotives, but we did un cover the stacked slashings of what must have been an old lumber mill. We also found an old brick sea wall near First Avenue South and Railroad Way. Another item which did not make the contractor very happy was the 36 inches plus of built-up pavement slabs in several footing areas.

One of our biggest headaches (the Viaduct seemed to be incidental) was to keep traffic moving during construction. We did fairly well in that respect except on one occasion. During peak traffic in early morning and late afternoon we found it impossible to handle First Avenue South in one lane each way. This particular time our asphalting operations on the southbound side of the avenue were nearly finished as traffic was approaching its afternoon peak. Then, a car in the only southbound lane available broke its front axle. Well, it was just a short time until traffic was backed up nearly all the way through Seattle on First Avenue. We had almost every city traffic cop on the job. We needed Cysewski that time.

The erection of the steel span over First Avenue South presented such a traffic problem the City requested the work be done on a weekend. All traffic except Transit buses was re-routed around First Avenue between King and Connecticut Streets. Transit installed cut-outs, con trolled by a master switch, on the in and out bound lines in the steel span area. This per mitted shifting the trolley buses to the opposite side of the street from the steel erection.

Incidentally, the trolley shift over was accomplished by having a man run behind the bus and pull the trolley poles down after enough speed had been attained to coast to the opposite side of the street. The trolley poles were reset on the wires (660 volts D.C.), and the same procedure used on the far side of the steel span to get back to the proper side of the street. A signal system was used to keep the two-way single line in operation.

The combination of a good fabrication job by Pacific Car and Foundry, a good steel erection crew and a good lay-out job by our crew made it possible to errect the three span, skewed frame, 6% grade, curved a,t one end steel unit in exactly the twenty hours estimated.

One of the most remarkable jobs of falsework pile driving I have seen was uncovered at King Street. The plans called for our drainage to connect with an existing "y on the 48 inch King Street sewer. The trench was dug about six months after the piling was driven, disclosing a 12 inch gas main approximately 9 inches clear of the sewer. For some unknown reason this main was omitted from the plans showing the underground utilities and consequently it was over looked by the contractor in his falsework planning. After the Gas Company had been duly in formed, further exploration disclosed a brick wall alongside and 16 inch transverse caps under the sewer (the sewer is on an underground trestle). In two places the wall jutted out and left about 9 inch square openings. Two piles hit these openings. The rest went between the sewer and the gas main.

As you would expect, the piling had cracked the gas main. But the leak went undetected because the asphalt pavement had sealed the surface. Before the leak could be repaired, someone threw lighted material in the excavation (at night). The combination of supersaturated soil, asphalt and the leaking gas made quite a fire under the viaduct. Two truck loads of sand helped re duce the flames but it was about 10 hours before the Gas Company extinguished the fire. For tunately, it was a low pressure main. The structure suffered no apparent damage.

During the course of this project eight different City agencies, four private utilities, six railroads and sixteen private firms were involved, in addition to the contractor, the adjoin ing contractor and, the State and Federal Governments.

I almost forgot to mention that incidental item, the Viaduct. We constructed that in our spare time. TRAVELOGUE OF THE DISTRICT I FLIVVER, CHAPTER 3

By Chet Bluher

Being too busy last month to take the Flivver from Fall City to Redmond, Lee Minshull took it there for me. Then it seemed as though he couldn't get rid of the thing, so he brought it back to Fall City and left it in the yard. But we are used to that. At times J it seems there is an under Si'-/ standing around the Division: If nobody can use it, store it at Fall City. But we don't mind; in fact we enjoy it, get to visit with all the different «<■ 'sS<^'\ dead C.AT ;4|Ni^ V PAffiOU ;;--®# i crews bringing in and taking out material. But I'm not going to store the Flivver there.

(u WV'jlf I pgjjWe're 2 alternategoing to taketo North it over Bend. W y / J here is an interesting 9 fy-A mile stretch of road. Just a- bout the first road over Sno- ' —1.— qualmie Pass started here. Steam boats came up the Sno- DISTRICT 1 FLIVVER qualmie River from Monroe to Fall City, and from there pas- sengers went by horse and wagon to North Bend and over the summit going east. Then the old highway from Seattle went through Issaquah, Fall City and over this road to Snoqualmie Pass.

I don't know just what kind of fuel Minshull has been using in the Flivver, but don't think it would take more than a little push now and then to keep it moving around the District. So we will push it on.

As we head across the bridge we travel on a nice smooth blacktop mat laid over the old con crete. This mat was put down last fall and is so smooth you can't even hear the bearings rat tle in the Flivver. About a mile of this along the river, and then the old concrete again. Up a little hill; made it in high too. Mostly small farms along this stretch.

Oh, oh, looks like somebody is having quite an argument up ahead - red hair waving in the breeze and tobacco juice flying. Yep,, just as I thought; Harry Smart and Sol Spokley, our District Sign Men, having an argument. We'll see what it's all about. Guess Sol was up deer hunting there last fall and now he wants to take that "Deer Crossing" sign down. "Can't see any reason for it's being up here at all!" I point out to him there are lots of deer along here before season opens and after it closes. Get that settled peaceably; yep, Claude McCaffree looks back and says they are shaking hands.

Another little stretch of blacktop mat here; goes to the State fish hatchery at Tokul Creek. Here we have one of those roadside parks and a picnic table. Did good business on it last summer too. Lots of fishermen stop here to look at the fish they didn't get and eat their sardine sandwiches.

Before we start up the hill I will get Clyde Brashears and Claude McCaffree to sand the bridge and the corner. It freezes six months of the year here (almost). While they are sanding I'd better turn the Flivver around. We're going to have to back her up the Falls hill. Made it 0. K. Stop here and let it cool down while we take a look at Snoqualmie Falls. Johnson just blew the noon whistle; better get out the grub boxes and eat. From here we cross the Snoqualmie River again and on into Snoqualmie, the most lit up little town in the State, so they say. (Street lights, 1 mean.) From Snoqualmie to North Bend we go up the center of the upper Snoqualmie Valley. At one time this was the largest hop field in the United States, but now it is partly a residential district, having small farms and two large dairy farms. Oh, oh, that sounded like a tire blew, and no spare. Minshull couldn't afford to put a spare on it when he started the Flivver out (the budget you know). Well, look who's coming; McElroy, our Field Mechanic. You can always depend on him to show up when you've got trouble; usually gets you going too, some way or another. Yep, he gets out his welding outfit and welds the hole in the tire, and we are ready to go again.

That place right there is called the "Toll Gate Farm." There used to be a gate across the road here and anyone going over Snoqualmie Pass stopped to pay toll. Now we cross the south fork of the Snoqualmie River and go on into North Bend. The highway intersection with US 10 from Seattle is in the center of town. The Issaquah crew comes this far, and Merle Larson's crev; comes down from the Pass highway to this point.

Don't see anything of Larson or his crew at North Bend. Better coffee at Camp Mason maybe. They are probably busy plowing snow and sanding up on the hill, but 1 will leave the Flivver at the service station to get the carbide lights filled, anti-freeze put in the radiator and the side curtains put on. Wouldn't want the headlights to go out or have it freeze up at this point. Just as soon as Larson gets a break in the weather 1 hope he will bring his crew down and push the Flivver to Denny Creek and back.

Eds, Note) Will Merle Larson and his crew be able to slide down off the hill to take the Flivver to Denny Creek? Will the weld hold in that tire? Will the anti-freeze stay in the radiator? Can we get volunteers to pilot the Flivver somewhere each month? It is Lee Minshull's idea to have this "ancient beast" run all over the District. Can this mad pace be kept up? Will she hold together? Don't miss next month's exciting chapter.

GATHER 'ROUND THE HUB BOYS

By Pete Leonard

And I'll tell you about the case of the lost location crew. The year was about 1937. D. D. "Mark" Forgey, you all know as commander of District 1, was the Location Engineer. We were working on the location of PSH 2, Preston' to North Bend.

We had quite a large party made up of the surplus of two or three crews that normally would have been on construction if it had not been in dead winter. I remember Lee Bruner was trans- itman; Roy Nelson, Head Chainman; Jim La Point, Rear Chainman; Alex Kamkoff and Gene Patton, Axemen, Earl Crippen, A1 Zingmark and Bert Squance, topog; Jack Cahay and the writer on levels; plus several others.

D. D. was always there cracking the whip and trying to keep the boys headed in the general direction of North Bend. The weather was bad, the terrain was on edge and the brush was so thick a chipmunk couldn't get through it on his hands and knees. We pushed our "P" line east from Preston until it took us about two hours to hike back out to our cars. We then decided we were about half way.

So we thought we could leave our cars on the North Bend end and hike west to our line, and that way progressively cut down on the dead haul to the project. The idea was fine, except we should have employed a scout to blaze a route. As it was, the first morning we drove to the North Bend area and prepared to leave our cars it became evident we had 17 men with 17 different ideas about where the line was. These 17 men proceeded to travel in 17 different directions looking for line.

In ten minutes, so help us, the woods were full of S. I.'s stumbling, falling and cursing their way through the brush. As each man found his route to line was in error he would let out a bellow to see if anyone else had had better luck. The men within ear shot would then think the man hollering had found line and would start in his direction, only to find a vast expanse of nothing but brush and misery.

Well, it was about noon before the first man got on line and about 3:30 p.m. when the last man arrived. I will always remember encountering Roy Nelson standing in an alder thicket for all the world like a bull elk. As I approached, Roy said, "You know, I was never so morti fied in my life; I haven't the faintest idea of where line is."

Forgey, being a conservative and possessed of a little more gray matter than the rest of us, followed the "P" line out from Preston that morning as he always had. In spite of making a trip to the District Office and running two or three other errands, he was still the first man to arrive at the scene of our labor.

Mark then proceeded to sit down on a log and do a slow burn. However, after seeing the sheepish look on each man's face as he stumbled in, wet and beaten from four hours of ridge running, his Irish humor came to the surface and he rolled on the ground and howled in glee. He also worked us overtime that night by way of punishment.

.•e-

r .

PHOTO BY C. KELLY WELLS CHRISTMAS PARTY AT DISTRICT 1 OFFICE. Women of District 1 shown just before Christmas luncheon started. (Story of the femmes' party appeared in the January issue.) Left to right: Haye Dove, Velda Watters, Lottie Daum, Margaret Reilley, Doris Husted, Carrie Halverson and Zena Gilbert. Others who attended the party but not pictured here: Marie King, Yuri Kuwahara and Kay Conger. DISTRICT NO. 2

Lloyd Stone

NEW HIGHWAY WORK STARTED

Bids were opened in Olympia on December 16 for the construction of the first half of the new East Wenatchee - Rock Island Highway. The contract, awarded to P. L. Saddler of Wenatchee, was for approximately $228,000 for the 4.45 mile section. Right of Way was purchased for what will eventually be a 4 lane road The present road is to be 44' with 24' of asphalt. Bids were to be opened January 13 for the second section of this work.

The picture is of a survey party taken in 1933 at the summit of Twisp Pass. Reading from left to right, they are: Andy Anderson, Rodman; Earl Banker and Ed Nelson, Axemen; Ed Sloane, Rear Chainman; Ralph Batdorf, on gun; Gil Dibble, Axeman; A1 Purvis, Stake Artist; Ed Foster, Head Chainman; Jim Humphreys, Levelman.

Hie towel draped over Jim's head was almost standard equipment as protection against some of the king sized mosquitoes that they ran into that summer. Frank Gulp, Topographer on the crew, can vouch for that. Woody Wilson, who submitted this photo, says that he could not find a picture' he has of Frank's topog crew in OTO COURTESY OF WOODY WILSON full anti-mosquito attire.

Sloane and Batdorf are now Residents at Wenatchee. Gulp, a Resident at Seattle; Humphreys is working at McNary Dam. Location of the others is unknown. Rusty Drew tells me that the mos quitoes found Frank Gulp especially to their liking.

ENGINEERS WIN 3rd AWARD

The Wenatchee District engineers completed their 2nd consecutive year without a lost time ac cident. They also won the safety contest in 1950 with one lost time accident and a frequency of 4.75. We wish to commend each and every one of these employees for the interest and effort that was put forth to establish this fine safety record.

We, at the District Office, are looking forward to seeing you come through the coming year again with another no lost time record. It isn't impossible, but it will take a lot of co operation and continued work from each of you. Gongratulat ions!

» • » » »

The John Perrys are the proud parents of a boy born December 28. Jack has two sisters. The proud father works for the engineers at Wenatchee. Gongratulations, but where are the cigars? Mr. and Mrs. Harry Deising and family spent the Christmas holidays with Harry's parents in California, Harry is the Wenatchee Maintenance Division Superintendent.

Louie Bouchard has been called back into the service. Louie's picture was in the NEWS a few months ago (October) showing him taking flight training with the Navy reserve. Louie will go to San Diego for further training. He has been with the engineers for the past five years. We wish him all the luck.

The picture shows a few of the people who were present the evening of December 19 at the an nual Christmas party for all District 2 personne1.

The party committee, headed by Ted Morehouse, Sr., furnished food (including roast turkey) and refreshment to more than fifty employees, their wives, husbands and guests. In addition to the food and refreshment, dancing and music were also enjoyed. Left to right around the table are: Juanita Voege, Pat Voege, Patty Reed, Penny Prassis, Don Gill, Marie Dungan, Bert Parkins, A1 Gracey, Martha Gracey, Ted Morehouse, Jr. and Bettymae Anderson.

last clear chance

By M. L. Van Uechelen

An old English law which was established over a century ago and was adopted by this country many years later known as "The Last Clear Chance" is established by law and recognized by the courts in this country today.

"The doctrine of the last clear chance is that the party who last has a clear opportunity of avoiding an accident, notwithstanding the negligence of the other party, is considered respon sible for it."

A driver of a motor vehicle who thinks he has, and insists on maintaining, his so-called right-of-way may be in for an additional shock when he finds that he was considered at fault for not avoiding or preventing the accident.

This law would be needless if all drivers would develop a courteous attitude. It is better to yield the right-of-way than to suffer injury, financial loss, or possible death. DISTRICT NO. 3

Archie Hatson

PORT ORCHARD DIVISION

Crosswalks for deer painted on the highway are apparently the new look in traffic control. On PSH No. 14 (Shelton to Bremerton highway) near the railroad overpass north of Belfair

can't 5ee

^ DEER ^ CROSSING. c:^

I --'f

DRAWN FROM A CARTOON BY MRS. JESSE FOSTER. WHOSE HUSBAND IS A PORT ORCHARD DIVISION MECHANIC there appears to the motorist enroute north a standard W-56 "Deer Crossing" sign, prominently mounted on a post on the right shoulder of the road. On the asphalt surface of the roadway a neatly painted crosswalk in white, with the customary diagonal lines, is plainly visible to the approaching motorist.

It seems thaC last Halloween a group of safety-conscious young citizens, seeing the need for safe passage for deer who might not trust the quick reaction of all vehicle operators, paint ed the crosswalk to accommodate the fleet four-footed animals. Using the headlights of two automobiles to see by, with a person operating the stop lights on each car on the opposite shoulders of the road, they completed their task in safety.

In the opinion of one local citizen (probably a hunter), the crosswalk for deer makes as much sense as the sign. We believe this is one Halloween prank that we can take good-naturedly and marvel at the sense of humor of our young people. We will add this: There are two deer Cxossing signs, a good distance apart on opposite shoulders of the road, to warn motorists tl.rough this reforested area that deer do cross the highway and that they represent some hazard to motorists and to the deer themselves.

NEWS FLASH

At the safety meeting held at Port Orchard December 18, 1952, Victor H. Pinard passed out cigars to the employees and visitors before the group ate the delicious repast prepared by wives of employees, an annual noontime Christmas affair in that Division. The cigars? Mr. and Mrs. V. H. Pinard are the proud parents of a baby boy born in December. Now the surprising thing about it is this--not one of the Walter Winchells in the Port Orchard Division could believe it when they saw the brief notice in the paper, so they did some inquiring and found out that sure enough, our young (though silver-haired) Maintenance Superintendent of Division No. 2 and Mrs. Pinard had pleasantly surprised everyone. Mr. and Mrs. Pinard expected to be come grandparents again last month (December) too!

Very much in evidence at the Christmas luncheon were the wives of Jesse Foster and A1 Ori and other wives that we are sorry we can't identify. Our own June Bloom was at her post as usual. To the Editor: Dogonnit, those other attractive matrons there are sure good cooks, and if it weren't for hurrying back to Olympia I would've remembered their names.

OLYMPIA VITAL STATISTICS

Richard D. Coats came into room 3 downstairs with an announcement that on December 10, 1952, at 9:05 p.m., Robin Blane Coats, age 0, weight 7 lbs. 4 oz., entertained the personnel of St. Peters hospital by appearing ahead of schedule expected. Robin Blane, a boy of unusual a- bility, covered the distance in about 2 hours flat. (The previous two Coats children arrived in something like 36 hours and 17 hours.) So, as a consequence, our hero, Dick, an engineer with R. M. William's Rough Riders, was taking the two older children to Seattle when the big event occurred. Congratulations to Mr. and Mrs. Coats and best wishes to Robin Blane.

"Ife must do something to remedy the status quo,^^

"What is the status quo?"

"That, brother, is latin for the mess we're in!"

"Look here, waiter, is this peach or apple pie?"

"What does it taste like?"

"It tastes like glue,"

"Well, then it must be apple pie because our peach pie tastes like putty!"

HIGHWAYS OF HAPPINESS

13 DISTRICT NO. ^

W. B. Munson

PSH HO. I, PAXTOM ROAD TO ROCKY POINT PAVING

On account of unfavorable weather conditions which prevailed during the month of December, the contractor, Fiorito Brothers, was unable to complete the 3.6 mile section of cement con crete pavement by January 1, 1953. From indications at time of this writing it appeared it would require one or two days of the new year to accomplish this. In order to overcome some of the difficulties of the soft subgrade, soil cement was used to stabilize the 4" depth of sandy material and the contractor also resorted to using a sliding

LEFT - View looking north towards Kelso at the crossing of the old Pacific Highway where the nedian strip is widened from 4 feet to 15 feet to provide for left-turn ing movements. C. B. Miller, Resident Engineer, and Tony Calibres, superintendent for Fiorito Brothers, standing on the mobile platform. CENTER - Paving operations with use of timber sliding platform to protect subgrade from rutting up under paving truck traffic. RIGHT - Art Davidson and Lowell MacDonald checking on the yield of the mix from the dual-drum paver. platform device for protecting the subgrade from cutting up under the heavy batch truck traf- e' rn' ^ .: >»oavv A'' V 10" timbers and was aDDFOXimateIv 11

suit, no lost time or delays were experienced. The progress on this paving improvement moved along satisfactorily. The average runs for 12 foot pavement ranged from 1,500 to 2,200 lineal feet per day.

TRAFFIC FACILITIES IMPROVEMENT OF WESTERLY APPROACH TO NEW COWLITZ RIVER BRIDGE IN KELSO According to recent information furnished by Mr. J. A. Gallagher, Jr., District Traffic En gineer, the last of the synchronization equipment has been received from a firm in Connecti cut and bas been installed to provide progressive traffic flow on the approach to the new bridge and also to favor morning and evening directional flow. Jim says this system is called a "Triple Cycle Triple Off-set Progressive Traffic Actuated Traffic Signal System." With such a complicated name the installation should work perfectly. new packwood maintenance building

We are submitting a photograph of our Packwood Maintenance building and site on PSH No. 5 at the west end of the White Pass Sec-

section. Because of the increased work neces- ■|H||||||||||LJ^ sitated to keep the pass open during the by snow the summer bay shed 40' x 100' was purchased and erected on a site near the west city limits of the town of Packwood. To date, the total expenditures for the building erection are not in. However, the steel structure portion of the building was purchased and erected for approximately $9,000 and the dormitory and office space were constructed for a little over $11,000, making a total of $20,000 for the building complete. The Hallidaie Machinery Company erected the Butler building, and Larry Collins, contractor, finished the 20' x 40' end section where the windows are shown into a dormitory, office, parts room and lavatory. They also constructed the concrete floor in the shop, concrete ap proach aprons and the concrete foundation and installed a sewage unit. The installation of the water system and the surfacing of the site were performed by our Maintenance forces as well as the installation of the radio. The gas and oil house, setting adjacent to the shed, was a Butler building erected by Hallidaie Machinery Company, with the foundation and pump island being constructed in the contract of Larry Collins. The winter of 1951-52 was spent in the shop of the Gifford-Pinchot Forest ranger station at Packwood. Although we appreciated the indoor space for working on equipment, we were very crowded and the storage space for equipment and supplies was most inconvenient. Th^ section shed now serves for maintenance and snow removal on 28 miles of mountain highway. e site was purchased from the Menasha Woodenware Company at a very reasonable cost and includes ap proximately 3-1/2 acres. There was considerable stumpage and downed logs on the site, and they were cleared by contract for $1,500. District 4 is very happy to have the facilities constructed for the winter of 1952 53. In conjunction with a small temporary shed established at Indian Creek the Maintenance boys will attempt to keep traffic rolling over White Pass. We feel that we should thank Wade Bevans and his helper. Jay Walker, Ralph Ormsbee and his District-wide crew and also the Hallidaie Machinery Company and Larry Collins, contractor, for their cooperation in expe diting the construction under many adverse conditions. Not mentioned above but quite important were the services of Donald J. Stewart, architect in Vancouver, who drew the plans and wrote the specifications for the finishing of the in side of the building and the wiring, plumbing and mechanical details necessary in its con struction. We feel that the services of the architect saved the State considerable money in obtaining the satisfactory job that was done.

MARYHILL to ALDERDALE - PSH NO. 8 During the last of December and first of January, Locating Engineers in District 4 spent considerable time studying data on file in the office of the Corps of U. S Army Engineers in Portland. They studied the construction of the proposed John Day dam and how it may al- fect future construction of PSH No. 8 between Maryhill and Alderdale. The details and the date which actual construction is contemplated have not been definitely established by the U. S. Army Engineers. Preliminary data in dicates that the elevation at the top of the dam will be 292 feet above mean sea level and approximately 110 feet above the normal water surface. Opinions on the length of time until construction will be under taken varied from five to eleven years.

Creek, a distance of approximately 14 miles, will not be affected by the John Day dam E. E. Nielson, District Locating Engineer, and construction. However, from Rock Creek H. M. Cochran, Resident Engineer, looking over easterly to Alderdale the lower level flats the projecticd route of PSH No. 8 between Mary- will be inundated, and it will be necessary hill and Rock Creek. to locate over more rough and rugged ter rain. This condition prevails in particular over and across a two-mile section east of Roosevelt.

LEFT - Looking east from the end of the rock bluffs west of Cliffs. From this point easterly to Rock Creek, a distance of approximately 10 miles. Construction of High way No. 8 will not be difficult or excessively costly. RIGHT - View looking east down a box canyon approximately 205 feet long, with verti cal rock walls more than 100 feet in height. This canyon is within the one and on£- half mile section (just west of Cliffs) of the most difficult and costly construction located between Maryhill and Alderdale.

A 5-man crew stationed at Goldendale will continue work on this project until 'the location is completed so that acquisition of necessary right of way may be undertaken immediately when funds are available for this purpose. At a later date, this location crew will be moved far ther east and stationed at Alderdale, Roosevelt or Arlington. The annual District 4 Christmas party was held in the shop Wednesday afternoon, December 24. After a light repast consisting of doughnuts, coffee, cookies, fruit, cigars, candy, etc., gifts were exchanged, Ernie Axford presiding as Santa Glaus assisted by Paul McKay. All gifts were later donated to the Salvation Army.

I !V-:r

UPPER LEFT - Gifts being presented to Salvation Army. UPPER RIGHT - Ernie Axford, back to camera, playing Santa Glaus assisted by Paul McKay, extreme right,

LOWER LEFT - Group at party. CENTER - Ray Olson, Dis trict Safety Engineer, trying out new Yo-Yo. LOWER RIGHT - Bob Beaver, right, describing the one that got away.

Officer: "You interested in a commiss ion?"

Recruit: "No, I'm not too good a shot. I'd rather work on a straight salary."

IDAHO HIGHWAYS NEWS DISTRICT NO. 5 |

Fred S. Roseborough

T. P. Doyle, District Engineer, District 5 suffered a severe heart attack on Sunday, December 28 about 5:00 p.m. He is in Valley Memorial Hospital, Yakima, and his condition though critical is improving. The entire District and his many friends wish* him a speedy recovery.

Eds, Note) We know this is the sent iaent of 2500 employees of the Department of Highways,

Harold White of the District Accounting office has deserted the ranks of bachelorhood and married Lorene Rogers of Yakima on November 1, 1952; we wish them every happiness.

Our former Receptionist, Mrs. Nina Wood gave birth to an 8 lb. 10 oz. daughter on December 18. Mr. Wood reports the family is doing nicely. Their daughter has been named Marcia Jean.

Arthur Ryan, Assistant District Maintenance Clerk, announced the arrival of a Christmas package - a daughter born December 30, and her name is Carolyn Patricia.

Mrs. N. F. McKay is in Providence Hospital, Seattle, recovering from an operation performed on her knee December 19. At this writing she was getting along fine and expected to be home before long.

Several people have informed me that I have neglected mentioning their trips over various holidays; I assure you it was unintentional and had not been informed.

Eds, Note) Readers, please remember your District Reporter has another job, the one he's paid to do. He does not have time to seek all the news. You can help him by reporting worthy news items to him,

Mr. & Mrs. Donald 0. Walker spent the festive November 27 in Seattle. Many of the Headquarters group will remember ''Francis."

*********

STORING SMALL QUANTITIES OF FLAMMABLE LIQUIDS

Remember this, it only takes a few ounces of a highly flammable liquid to burn you seriously or perhaps fatally. The potential explosive power of gasoline is one-third greater than dyna mite. Therefore, the principal consideration is to keep all quantities confined as much as possible in well marked, fire-resistive containers.

Here are the most important things to keep in mind:

1. Store all flammable liquids in either an approved oil house, in a fire-proofed room or in fire proof cabinets. 2. See that all tanks, containers and cans are marked in some distinguishing man ner and are labeled as to the contents. 3. Never permit anyone to smoke, use open flames or strike sparks where flammable liquids are used or stored. 4. Use only approved safety cans for working quantities. See that they are kept in good condition.

18 5. Keep all containers tightly closed, except when the liquid is being put in or withdrawn. 6. Avoid the use of glass bottles. They are too easily broken. 7. Learn how to extinguish flammable liquid fires, and be prepared for an emergency 8. Never use a container for any liquid other than that for which it was intended. 9. Keep all oily rags and waste in the approved metal containers.

OLD T I MERS COLUMN

I X

8 T/- ■ ,T fe- :v^^■

1 f ■1

Here are some "old timers" of District 5, many of whom are now in other Districts and in other jobs. TOP - Standing L to R: Top Row; Bill, Mahre, George Allen, Russ Everson, Bill Cameron, "Fat" Chance, Clarence Russell, Joe Lambert, Fred Dowe; Bottom Row: Oscar Wheeler, Otto Berghoff, Henry Ifard, Mell Root, Tom Young, Newton Cole. Everson, Berghoff, Russel and Root are still in District 5. UPPER LEFT • Crusher site on PSH No, 2, 2 miles east of Easton, Washington, about 1935. RIGHT - You all surely can recognize the beaming countenance in this photo. He is usually seen around or near Ephrata, District 2. Hi, you Virgil, where did you get that cane? LOWER LEFT - L to R: J. A. Maxwell, Pat Patterson, Bill Cameron, Frank McNiel, Andy Boogard, Dad Million; kneeling: Fred Dompier. CARBON MONOXIDE (Hints to the Motor Car Driver)

Carbon Monoxide is a deadly gas, killing quickly and without warning if in large quantity. Even in minute concentration it may induce drowsiness and a fatal inattention on the crowded highway.

Fresh air is the one sure safeguard against it.

1. Before starting your automobile engine, open the garage doors wide. 2. Never crawl under your car while the engine is running. 3. Keep the engine in good condition, with combustion as complete as possible, by frequent inspection, adjustment and repair. 4. Make sure that all parts of the manifold, exhaust pipe and the muffler do not leak. ' 5. Be doubly careful to prevent gas leaks through a manifold car heater. 6. Never drive with all the windows of your car closed. 7. Sleepiness while driving may indicate the presence of carbon monoxide. Stop at once, get out and walk around in the open air; then drive with windows open. 8. Avoid following other automobiles too closely; their exhaust contains carbon monoxide which may easily drift into your car.

DISTRICT NO. 6

George V. Schultz

NEW SPOKANE VALLEY HIGHWAY

Announcement of the approval by the State Highway Commission of a definite route for the new Spokane Valley limited access highway has been made from Olympia. The route selected is the northernmost of three routes lying between Trent Road (SSH No. 2-H) and Sprague Avenue (PSH No. 2, U.S. No. 10) considered for the east and west freeway through the valley, from Spokane to the Idaho state line.

Hie decision of the Commission now opens the way to acquirement of right of way and construc tion of approximately 11 miles of 4-lane limited access highway, beginning at the east limits of Spokane and terminating at a junction with the existing Sprague Avenue highway about one mile west of the Liberty Lake Road.

Total cost of right of way, engineering and construction, including grade separations, serv ice roads and traffic interchanges initially planned, is in the neighborhood of $7,000,000 according to W. A. Bugge, Director of Highways. Completion of the entire 11 miles of new 4-lane highway is tentatively scheduled by stages for the spring of 1956, provided legislative appropriations are ample meanwhile. First pri ority in construction will be from the Spokane city limits easterly to intersect Argonne and Pines Roads. These roads will serve as convenient connections for the diversion of much traf fic from Trent Road to the new highway, which will become the better route for those who are bound for the Spokane city center, and to the residential areas in the south part of Spokane. Right of way maps are being hurried in the office of District Engineer J. R. Tillman.

20 The approved route begins on the east city limits midway between the intersections of Second snd Third Avenues with Havana Street and continues due east almost a mile! thence, curving to the left to run in a general northeasterly direction for the next two and one-half miles with grade separations or interchanges at the crossings of Sprague Avenue highway and the Union Pacific railway tracks, Broadway Avenue, Park Road and Argonne Road. The new highway will cross Argonne Road about one-half mile south of Trent Road, making Argonne an important means of access for a large volume of traffic from Trent that origi nates at Millwood, the Trent industrial and military area, the lakes and northern Idaho. This and access by means of Pines and other roads will afford great relief to the current congestions on Trent between Millwood and Spokane, according to the planning engineers.

From the Argonne Road it will bear a little north of east for a mile to University Road, then a little south of east for a mile to a grade separation and traffic interchange with Pines Road. From Pines Road the highway will run east for nearly a mile; thence, in a southeasterly direction for two miles to the Flora Road with a grade separation and traffic interchange at the Sullivan Road and future grade separation at Flora. From the Flora Road the freeway will bear almost east for a distance of two miles to a junc tion with the existing 4-lane pavement of Sprague Avenue highway (U.S. No. 10). Plans provide a future grade separation and interchange at the crossing of Barker Road, about one-third mile north of Greenacres.

Eds. Note) With that description, we won't need our road naps, George,

Any future improvement of U.S. No. 10 from the junction point, one mile west of the Liberty Lake Road, eastward to the Idaho line will be on widened right of way of the existing 4-lane highway. No construction is contemplated for the near future since the existing four lanes are adequate for the lighter traffic on the east end, say the engineers.

Two other routes were considered by the Highway Commission. One was identical with the ap proved route except that for three miles it would lie just north of and parallel with Mission Avenue. Disturbing 20 more dwellings than the approved route, it would have involved greater severance damages, heavier construction costs and less enticement to attract traffic from Trent Road.

The other route considered and discarded would have been common to the approved one for the first two miles from Spokane, and then would have lain several hundred feet north of and par allel with Broadway Avenue for the next six miles to Greenacres vicinity. It would have re quired the removal of 80 more dwellings than on the approved route, and the slight saving in distance would not, on basis of foreseeable traffic, capitalize the added cost nor compensate for the dislocation of community life created by its adoption. The Broadway Avenue route would have been so far removed from Trent Road that cross travel to it from Trent would have been materially less than for the approved route, according to the opinions of traffice engineers.

"The tremendous increase in traffic on the Sprague Avenue and Trent highways, with resulting congestions, has created need for early relief in a limited access highway on a location which can be expanded in capacity as future traffic necessitates," said Chairman Fred G. Redmon, of the State Highway Commission.

"The Highway Commission believes that traffic conditions east of Spokane must be afforded re lief similar to that from Tdcoma to Seattle and between Seattle and Everett where new free ways are planned in preference to expanding the existing closely ribboned highways," added Mr. Redmon.

"Bordered on one side by railroads and on the other by hundreds of fine homes, schools and business establishments, it is neither practicable nor economical to widen the right of way of Sprague Avenue highway to afford permanent relief. The cost of right of way alone would

21 exceed the total cost of the new limited access highway, to say nothing of the disarrange ment of community life by destruction or removals of these properties.

"Our selection of the new route followed a thorough study of all possible routes, having a- mong other considerations the route which would best divert traffic from Trent. The new highway will carry practically all the through traffic of U.S. No. 10 and enough of the Valley traffic to lessen the load upon Sprague highway to a safe volume. More important, the new highway will commodiously flow traffic in and out of Spokane on the one-way street sys tem of Second and Third Avenues, which is functioning very effectively," said Chairman Redmon.

During the early spring in 1952, local maintenance forces helped to eliminate the shaded area on the Chewelah hill by removing the trees and clearing the wooded area adjacent to the right of way on the west side of the roadway to an additional 75 feet in width and over a half mile in length. In past winters, the hill has been the scene of numerous accidents, in cluding one fatality, due to the ice surface within the shaded area, with the rest of the road bare and dry. There have been no accidents on the hill this winter and the "gang" have that satisfied feeling of a job well done.

W. E. "Dick" Adams, District 6 Superintendent of Equipment, was born January 14, 1893, in the "Corn Husker" State of Iowa. Shortly after moving to the west he became acquainted to a very lovely young lady, Blanch Pierce, and they were united in mar riage on July 2, 1916 at Ephrata.

I was not able to get much information as to his ac tivities previous to 1924, at which time he joined the Highway Department as a Mechanic. He continued at this position until April of 1944, at which time he was made Shop Foreman. On October 1, 1950, on the re tirement of the late Mr. J. S. Jones, he became Superintendent of Equipment for District 6. /: This snapshot caught Dick in a very happy mood. Our boss, Mr. Tillman, sitting on the opposite side of the desk but not shown in the picture, had just in formed him it would be okay to raise the rentals on W. E. ADAMS equipment. This information did everything but make the Maintenance Superintendents happy.

We in District 6 are very fortunate to have a fellow of Dick's caliber in charge of our equipment.

* * * * * * * * *

Harold Miles, a Colville Division Leadman Located at Hunters, was wed to Fern Kennedy of Fruitland on December 11, 1952. Our best wishes to you, Harold and Fern, for a long and happy

Murray Zuehlke, Field Mechanic located at Davenport, and his wife were joined by a large group of relatives and friends to celebrate their 25th wedding anniversary on Sunday, November 16, in the Masonic Temple at Davenport. This very nice reception was made possible by the efforts of the Zuehlke's two daughters, Virginia Hutsel and Barbara.

Ralph Johnson spent the Christmas holidays with his brother at Orofino, Idaho.

Milt Morse and wife enjoyed the Christmas holidays with Mrs. Morse's parents and relatives at Yakima.

Lou Kassa, District 6 Gardener, went through quite a serious operation on November 17 in a local hospital. Lou is slowly recovering at his home.

Andy Anderson, a District Shop Mechanic, was confined to his home in Cheney from December 6 to 15 because of illness. Andy was back and going strong for our Highway Christmas party.

Harry Rehms, a Spokane Division Maintenance Man, was confined to his home with scarlet fever from December 11 to 22. Harry had plenty of evidence on his face on his return to work that he had been well broken out.

A. H. Bruegeman, an old time Maintenance Man located at Lind, has been confined to his home since December 17 with plural pneumonia.

Mr. R. P. Newland and Mr. Van Mechelen were in District 6 December 10 and 11 very much on business. We are always glad to see you, Pat and Van.

Walt McKibben, District Location Engineer, was made an honorary member of Sigma Tau, engineer ing fraternity at W.S.C., a short time ago in recognition of his engineering work since he left school.

The following very fine young fellows have recently joined our District engineering force: Patrick M. Nyman, Ronald D. Blayden, Eugene V. Vogrig, Noel B. Elliott, Ronald E. Bockstruck and Rosco G. Cloyd.

Colville Division personnel were shocked to learn that Harry Dunwoodie, "old timer in this Division", has been in a Phoenix, Arizona hospital for two weeks suffering from heart trouble. He has been spending the winter in Arizona. He announced his retirement from the State High way Department to take effect as soon as possible.

Here is a snapshot of our District 6 bowling team that went so gloriously commercial in their ad in the January NEWS.

FRONT ROW, Left to Right:

Harold Rowley, Milt Morse, George Schultz

BACK ROW, Left to Right:

Barney Huffaan, Mutt Hatcher, Walt McKibben The third annual Christmas party for employees of District ■ :-,j 6 was held on Friday afternoon, December 19, 1952. One I hundred and forty from all over the District attended our |U ■ i/USui fine party which was held in Jimmy Camp's spruced up paint I i shop, with Jack Milne's carpenter shop serving very ade- BUl quately as kitchen. ^ ~ Highlight of the party was the appearance of Santa (George ^ Schultz) who distributed gifts to all. (Wonder who wrote jBHLAwgJyggojypiyjJpg this?) Names of all those attending were drawn on an ex- arrfiiE ''' change of gifts basis. Many of the presents were quite novel. Resident Engineer John Roberts, for instance, received as his hJ ^ ^ Sif'' ® massive logging chain weighing at least 200 pounds; we understand the chain is to aid in the removal of his from sundry

The lunch display was impressive as usual, with a long row of CHRISTMAS PARTY trays along one whole side of the room containing the beauti- BUFFET LUNCHEON TABLE fully prepared dutch lunch. Mrs. Dorothy Dent, a representa tive of Nescafe coffee kept gallons of good hot coffee avail able at all times, and we are sure that no one left the party dissatisfied. Our Christmas party and the annual summer picnic afford the only opportunities for many of our employees to get together and enjoy a good visit and find out the B' doings in other parts of the District. n % \ t " i ' > r ■ ^ i|H| In making this Christmas party a complete success, a tip ■ efforts of Norm McCutchen, Ed Kiji IBi 1 J Hatcher and Ernie Nimnicht in charge of the food, to K^iliL Herman Groth for readying and cleaning the party rooms, and especially to Roy Kane in the important role as chair- ■ ; man (pro tem) of the procurement committee, and last but not least in the success of this party was the very fine I ■■ hH ^ ,i|j job done by Barney Huffman as general chairman.

* * * * * * * *

CROSS SECTIONS

THOSE RESPONSABLE FOR THIS WONDERFUL SPRED, LEFT TO RIGHT: Along about the winter of 1923-24 Guy Harvey, then Dis trict Engineer, had an all-star party consisting of Roy Lyle Thompson, "Athabaska Kid" Tillman, Chief of Party, Carl Fritts, Clarence Harvey, Bently, Barney Huffman, Norm "Red" EicheIberger, Ed Culver, Frank Flagan, Max Koehler McCutchen, "Mut" Hatcher and Harlan Nelson on a rush location job up on PSH No. 4 and Ernest Nimnicht between Keller and Republic.

The crew was camped in an old dilapidated unchinked log cabin at West Branch. It was the only habitation available and the fact that it was located in the center of a thriving "moonshine" industry had nothing to do with its selection. One end of the cabin was partitioned off and Tillman, exercising his prerogative as Chief of Party, had claimed that as the master bedroom. A nice new thermometer was hung on the outside of the window casing in such a manner that by scraping a little frost off the window he could read the thermometer without getting out of bed.

A brisk, raw wind was blowing one morning over about three feet of snow when the crew filed out into the bleak dawn. Ed Culver, on the Way past the end of the cabin, leaned over and read the thermometer.

"Twenty-eight below," he muttered to the other men. "I wonder if that sawed off so-and-so is going to send us out today.''

The walls didn't have ears but there wasn't anything the matter with Tillman's, who was tucked in bed on the other side. The unkind words came through the unchinked walls with perfect clarity and shocked him into wakefulness. Bitter thoughts surged through his mind. The abuse a Party Chief had to take in the line of duty was overwhelming at times. His men, interested only in the magnificent salary paid in those days, were not impregnated with the lofty motives of self sacrifice and loyalty to the Department that made Tillman stand firmly against all obstacles until his mission was accomplished.

He recalled vividly the conversation he had had a few weeks before with Guy Harvey in the District Office. "Roy," Guy had said looking him square in the eye, "this project is going to be let for contract in a few months and the location work MUST be completed this winter."

He pondered as he slowly dressed. There was no use in trying to explain motives and ideals to the crew. Still, he thought, it might be possible to reach their inner consciences with a few well chosen words. A few minutes later he met them at the door. His eyes roamed over the silent crew for several seconds and then, with the calmness and dignity befitting a Party Chief, he spoke.

"Out on the line, you bums. Day's breaking. Are you going to loaf around camp all day?"

He stood deep in thought for awhile after the crew had departed. It really was tough on those men working outside at 28°below. Maybe something should be done about it. After all, they were a fair bunch of engineers - at least as good as you could expect.

Suddenly, he darted to the door and ran outside. The men were still in sight as he came to a stop at the end of the cabin. Then, with a vigor borne of determination he raised his arm, snatched the thermometer from the wall and broke it into pieces.

The kind of a warm glow that comes from doing a good deed came over him as he walked back inside. Now, by golly, his men wouldn't suffer so much when they went out to work because they just wouldn't know how cold it really was.

P.S, The project wasn't cons true ted until 10 years later!

Eds, Note) For a photo of these poor ''all"stars" who were so ruthlessly sent out into the cold see p, 31 of the September '52 NEWS,

RIGHT OF WAY DIVISION

Care Reese

We are happy to welcome Burwell Bantz into the Right of Way Division. His engineering expe rience, particularly that gained while he was Director of Highways (1941 - 1945), is proving most valuable to us in his work of assisting our attorneys with condemnations and other court actions. You in the District Offices will probably be seeing quite a bit of him during the next few months.

The Seattle Gas company has filed an application for a franchise to cover distribution of

25 natural gas along State highways in a portion of western King county. At this writing, the Director of Highways does not have enough specific information to take action on the appli cation, but we are watching all developments with interest. Could be that Washington is going to get natural gas one of these days, after all.

V. B. (Pete) Otis gets his name in this issue by having been elected vice president of the Washington chapter, American Right of Way Association. We unders'tand that he planned to re sign the office if elected. Modest soul, isn't he?

Individual chapters of the National Secretaries Association have recently formed a state organization with Caro Reese appointed its first state president. (Fanfare!) This associa tion is attempting to elevate the secretarial profession -- to get higher salaries for the gals and higher efficiency for their bosses by sponsoring an educational program for certi fied professional secretaries.

(For those who know Caro only as a Right of Way Agent and land surveyor, it is to be noted that she spent most of the year 19^0 as a typing and shorthand instructor at Kinman Bus iness University in Spokane and served her last three years of active duty in the Naval Reserve as "Head of the Secretariat, Supervisor of Shipbuilding, USN, and Assistant to the Industrial Manager, PSNS" in Portland, Oregon. This experience undoubtedly qualifies her as a "secretary," To get this state-wide appointment, we are wondering whether she has been p.laying politics, or was someone just looking for a sucker to work with two other state officers in drawing up a set of by-laws.)

SAFETY

SAFETY IS MANY THINGS

"Safety is not a crutch; it is a shield. Safety is not only a pair of steel-toed shoes, but also the common sense habit of working in those safety shoes.

"Safety is not a contest between departments or individuals. It is a contest waged by each individual against the ambulance, the hospital and death itself.

"Safety is not a sleeping pill to make us forgetful of responsibility to our own life and limb and the life and limb of the other fellow.

"Safety is not the safety engineer who rides the circuit to see how safety is being treated. It is thinking and acting safely regardless of whether a safety engineer ever comes around.

"Safety is not a set of statistics, for statistics are only a gauge, measuring the degree of our safety performance.

"Safety is not something we can leave to the other fellow to do something about. It is a combination of all these things and more. But safety is not going to be worth much unless its banners are held high by everyone -- from the company executives to the man who drives a truck, runs a machine or pushes a pencil.

"If safety is to cut deeply into the unnecessary funerals, the wheel chairs, the tears and sorrow and the terrifically high cost of accidents, injury and death, then it must become a religion for all those who face even the simplest hazards."

26 HEADQUARTERS CHRISTMAS PARTY

By Lee Barney

The board room was the scene of festivities for the Headquarters Christmas party on the afternoon of the 23. Employees gathered after lunch for cake, coffee, extras and conversa tion. The last ingredient was enjoyed more by many employees than the more solid nourishment because it had been a year since they had had the opportunity to visit in person. Others met for the first time to see if their mental pictures of a fellow employee, known by telephone contact only, fit their true selves.

The board room was effectively decorated showing the unmistakable touch of A1 Solberg's artis tic hand. The table was beautifully decorated by Phyllis Wellman and Lou Bowyer, using a miniature Christmas tree, ornaments, greens, candles, red ribbon and "canned" snow.

Darrell B. Hedges, Master of Ceremonies, opened the program with a few remarks and introduced Mrs. Bugge as a welcome guest for the occasion. Mr. Bugge gave a sincere Christmas message, then, with the assistance of Bill Pedersen, presented the Headquarters* Service Awards which were as follows;

Ten years: Nan A. Dunn, Earl H. Kilborn, V. B. Otis, John M. Howard, John T. Melville, J. Carroll James, Kenneth G. Miller, Roy L. Greene.

Fifteen years: Caro I. Reese, Neil R. McKay, Ward L. Gooding, Lowery W. Cody, Leon D. Sayers, Max G. Oldfield.

Twenty years: Alice Hinkelman, George Stevens.

Twenty-five years: W. W. Jayne, M. A. Gould, Lloyd H. Morgan, D. P. F. Holloway, George T. O'Connor, Hudson P. Wickwire.

A twenty-five year service award for public service in highways was made to Rex Still by the American Society of State Highway Officials. The same award was extended to Mr. Richard Barber and Mr. P. J. McKay, Districts 2 and 4 respectively.

Mr. Bugge was called to the front and presented a gift from the supervisory personnel of Headquarters. At the request of Mr. Hedges he broke his tradition of not opening a gift before Christmas morning and had Mrs. Bugge open it for him, a one-suiter piece of luggage.

Bill Pedersen entertained with some of his popular accordion numbers and accompanied Dick Burt when Dick sang a solo. Then the two joined forces and gave forth with a lusty duet which was thoroughly enjoyed. Fred and Merlyn Flahaut formed a father and son team at the piano and de lighted their audience with their playing. Shirley Pavola sang some popular numbers to the accompaniment of Bill Pedersen and his accordion.

A clever skit, "Signs of the Times" or "What Say the Wise Men", produced by W. J. Miller, was presented by members of the Department. The participants were: Shirley Pavola, Don Brown, Inez Foreman, Joyce Shahan, Bill Read, Geor^ge Andrews, Gene Sisson, Karen Petersen, M. L. Van Hechelen, Mary Knouse, Doris Barber, Bill Kirkman, and Earl Kilborn. "Bill" Bugge got a big kick out of banging a gong when contestants Bill Jayne, Lloyd Morgan and Wendell Kent were unable to determine what the highway signs depicted in the skit were.

At the conclusion of this skit, the entire cast was called to the stage and Mr. Miller pre sented a "loving cup" to Mr. Bugge. The "cup" was composed of a piston with handles of cab door handles, part of a steering gear, and was mounted on a large roller bearing base - symbolizing dynamic driving power, wisely guided and held in the firm grip of able supervi sion, the whole structure operating without friction.

27 Melba Abbott Miller, gracious wife of Mr. W. J. Miller, sang some lovely songs that were ap propriate to the Christmas season. She was accompanied by Fred Flahaut. Mrs. Miller led the group singing of Christmas carols.

At the conclusion of the program, Mr. Hedges called the various committees to the front to be recognized. These committees were: Bill Pedersen, General Chairman. Decorations - A1 Solberg, Chairman, Traffic; A1 Madison, Planning; Norinne Peterson, Right of Way; Jim McKillip, Motor Pool. Entertainment - Fred Flahaut, Chairman, Accounting; Ward Rasmussen, Accounting; Oren Thoe, Motor Pool. Food - Lee Barney, Chairman, Personnel; Phyllis Wellman, Accounting; Gertrude Burwell, Library; Alice Bowyer, Landscape. Serving Girls - Mildred Warter, Planning; Carol Angelos, Plans and" Contracts; Ethel Kelly, Legal; Helen Murphy, Stenographers; Alice Olmsted, Materials Lab; Corrine Grout, Bridge. Collections - Phyllis Fox, Personnel. Public Address System - Ellis Taylor, Radio.

Employees were then given the choice of leaving early or staying to dance to the music of Fred Flahaut and Rill Pedersen. A few stayed for a while to take advantage of the excellent music but most everyone got an early start on his plans for Christmas Eve and the fog. The appetites of the employees were not up to expectation so there was quite a surplus of refreshments. The Salvation Army was called for help, and they picked up the remaining food to be included in the baskets to be distributed to needy families.

MOTOR VEHICLES ARE VITAL TO AMERICA'S DEFENSE ECONOMY

On an average day, half of all adults in the United States ride at least once in an automobile.

The most frequent reason why people ride in automobiles is to get to work. Of the 59 million persons who rode in passenger cars during an average day, 22 million did so to get to their jobs, either part way or all of the way. This was 40 percent of the total number of people em ployed in nonagricultural activities. A total of 5.5 million persons rode in cars in connection with their business, and 1.4 million used cars on the farm. Therefore, a total of 28.9 million persons who used automobiles did so either to get to work, to accomplish their work, or both. Shopping is the second most frequent reason why people use cars, and on an average day 13 mil lion adults drive to the store.

Trips connected with making a livelihood, including home-to-work transportation and use of the car on the job, account for 55 percent of all driving. The addition of shopping trips raises the total to 68 percent.

Motor vehicles traveled 500 billion vehicle-miles in 1951. Truck transportation accounted for 137 billion ton-miles of intercity freight service during 1951; this is a 9 percent increase over the 1950 figure of 126 billion ton-miles. In both urban and intercity service, the nation's truckers hauled 75 percent of the total freight of all carriers. As an employer, the truck industry ranks second only to agriculture in the number of persons employed.

We can ill afford to jeopardize our national security in another world war with our road system in its present condition. Nor should our economy be subjected to the increasing waste of exist ing facilities and the loss of vehicle and man-hours caused by traffic congestion and delays.

Automotive Industries from Highway Research Abstracts

28 PLANNING DIVISION

By Mildred Warier

The average month throughout the year Has thirty days, or so I hear; Yet, the days between each "Highway News" Seem lesser and lesser like a burning fuse. Of course, that might be just because The Legislature's busy changing our laws; And the Planning Division, while always busy, Each Legislature works at a pace most dizzy.

For instance, there is the traffic information We're working up for that body in relation To proposed new roads all over the state-- So few can I here take the time to relate: There's Port Angeles to Moclips, and Pateros to Beebe, Moses Lake to Odessa, and that Cascade Tunnel, maybe? Our Commission's most commendable highiyay report To the 33rd Legislature had this as home port. It was published and illustrated by our personnel. And we think it a publication without parallel.

The Truck Weight Study for years 1950-51 Was distributed this month, are we glad that one's done! The brass (C.K.G.) goes from one hearing to another. Seems the Cross-Sound Bridges have brother fighting brother. A preliminary report on bridging the Port Washington Narrows Has been issued, awaits approval; so you see how it goes.

The flu had its innings, first this one, then that, 'Till the attendance chart was spotted like an old man's cravat. The stork, as usual, completed his rounds And brought Don Samuelson a girl, 4 oz. 7 pounds. With a daughter he brought Myrln Egolf new joy. And to Don Donaldson's hearth added a new baby boy.

I think that is all, and I hope I've amused you. This reporting is a business I'm really not up to. So, I'm quietly resigning with this very issue; What, no tears? No regrets? I'm the last one to blame you!

Eds. Note) Miss barter's resignation from her reporter job is being reluctantly considered.

29 ONE OF THESE MEN LOST HIS LIFE

A snow slide had occurred.

The "Snogo" was pioneering through the slide.

The soft bolts in the fan and the rotors sheared repeatedly.

The "Go" was backed partly out of the cut for replacement of pins.

Just as the replacement was completed a second slide came down the draw fast - from the top of the mountain.

The river noise prevented the men from hearing the slide until too late.

Of the four men whose lives were endangered one was killed.

HAD YOU BEEN THERE, WULD YOU BE ALIVE TODAY?

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