ENGINEERING
TECHNICAL
FIELD
NOTES
TECHNICAL REPORTS
DATA RETRIEVAL
INFORMATION
MANAGEMENT
PROFESSIONAL DEVELOPMENT
SYSTEM
.
VOLUME
ppr
Notes
Field
Red Mountain Creek
Soil
Bridge
Collapse
Region
Dedicates
Old
Bridge
1
Capacities
of 12- and
Rectangular
Washmigton
Office
FOREST SERVICE
1
Drains
News
SEPTEMBER
1976
S
Ytd1.Y
U.S.
DEPARTMENT OF AGRICULTURE
S
ENGINEERING
Volume
8
FIELD
Number
contained
in
this
has
publication
9
1976
September
Information
NOTES
of employees
been developed for guidance
respon-sibility
of the
United
Federal
cooperating
the
for
The
that
text in
the
publication
be construed
or policy
except
engineers
and engineering
not
intended
namesin
this
by
other than
publication
an
constitute
contractors
of Agriculture
of this information
use does not
its
is
official
and
its
assumes no
its
own
employees.
for the information
and
endorsement or approval
of Agriculture
to the exclusion
suitable.
must not
by
The Department
by the United States Department
or service
may be
Service
Agriculture-Forest
corporation
of the reader. Such
product
of others
The
interpretation or use
of trade firm or
use
convenience
of any
Department of
and State agencies.
States
as
FSM
exclusively
the
represents
recommended
references.
personal
Because
technicians
opinions
or approved
should
of the
read
of the respective
procedures
type
each
of material in the publication
issue
however
for engineers.
FOREST SERVICE
U.S.
DEPARTMENT OF AGRICULTURE
Washington
D.C.
20250
author and
mandatory instructions
this
publication
all
is
RED
MOUNTAIN
CREEK
BRIDGE COLLAPSE
SOIL
Martin C. Everitt P.E.
Materials Engineer
Region
2
col-lapsed
of a Soil Bridge on Red Mountain Creek
Creede Colorado appeared in the Fipld Notes Vol. 7 No. 8 August
On the night of October 11 1975 the structure
figure 1.
There were no witnesses.
after 1-1/2 years of service
figure 2.
An article on the construction
near
1975
All indications are that the collapse was very sudden and probably not
associated with a passing vehicle.
no one crashed into the
Fortunately
un-covered.
void.
The wreckage
was removed from the stream in April 1976 under a Forest
Service contract.
All interested parties observed as the steel was
Many pictures were taken and measurements were made for use in
The configuration of the members was very
later settlement actions.
and careful analysis of their positions probably could
fully
interesting
describe the nature of the collapse.
An Army Bailey Bridge was erected
by Forest Service personnel as a temporary crossing
conventional bridge will be built later.
and
a permanent
with the parties involved and
Since we have not yet reached a settlement
the matter may go to court it is not appropriate to discuss possible
of the collapse at this time.
causes
of long-span structures using soil
not question the general concept
structural material.
However because of this incident we would
caution until one or more of the various proprietary designs is
suggest
fully proven and more is known concerning the various designs.
We
do
as
a
1
be can
grade
picture. the
of edges
2
the at seen
road Original collapse. after days
service.
1975 August
in
upstream
of months
from bridge
few a structure of View
2.
Figure
15 about after
soil
ft 10 x
ft.
50
the
of View
1.
Figure
REGION
OLD
DEDICATES
5
D.
Turner
C.
SIMS
BRIDGE
P.E.
l Engineer
Region
5
Old
The
Sims Bridge was constructed in 1933 and was the first major
construction project completed by the Civilian Conservation Corps.
The
Project Engineer was E. Ray Huber who later served as Regional Engineer
in Region 3 until his retirement in 1962.
The bridge was Mr. Hubers
first Forest Service assignment.
con-structed
A new bridge to accommodate
present-day legal highway loads was
However there is a campground adjacent to the bridge
on the banks of the Sacramento River and the old bridge has considerable
utilitarian value for pedestrian use by fishermen.
This coupled with
the historical value of the old structure
prompted Region 5 to dedicate
the bridge to Ray Huber and to the thousands of CCC enrollees who did so
much good work during the 1930s.
in 1974.
dedi-cation
A large number of Forest Service retirees including Tony Dean and Ray
Huber as well as present-day Forest Service officials attended a
ceremony on June 29.
Ray was presented a replica of the plaque
which has been mounted on the bridge.
The dedication address follows
with a facsimile of the plaque.
SIMS
BRIDGE DEDICATION
June 29 1976
D.
C.
Turner
Some
or
people demonstrate their love
stirring narrative tales.
Some
people do this
by giving
Some people demonstrate their
folks ills of body or mind.
Some people
inspire
us
Some people minister
to
their talent
love
by writing poetry
in the
through the
visual arts.
service of healing
through the performing arts.
our
souls.
Some
our
for mankind
people tend the land and produce our
timber products for beneficial use.
food
our
clothing
and
Still other people combine their engineering intellect and the skill
of their hands to the creation of works of benefit to their fellow man.
3
p6L
-Al
RECOGNITION
3 90MARaatva
P
IN
AAATiffMa
it v
mir
St
V
OF
JB
v
AND
Rt
VIW1tZ/
it
Cataea
UNTIRING
FOR THEIR CONSCIENTIOUS
FOREST
WORK FOR THE
SERVICE
This suspension bridge built in 1933
first
major construction
the U. S.
by
also the
first
who
later
CCC
Forest Service
historical
crews of the 1930s.
and use by
ropF5T
V
ý
the
retain
SERViq
S
9RTMENTOFAGRICUý
in
It
is
by Mr. Huber
a Regional Engineer.
will
interest
the
project completed
project supervised
became
was
bridge
for
pedestrians...
The
its
here today to recognize a man who exemplifies the latter.
There
Such
is also a certain poetry and art to a bridge with graceful lines.
a structure as this should properly be retained as a cherished heritage.
We
are
I
know
better tribute I could pay to Ray Huber and the thousands
of CCC enrollees of the 1930s than to quote
some of Rays own words.
Some 10 years ago Ray wrote the following in his reminiscences
of
no
This project was
CCC boys
a fine project
and
boys and good
was easy
it
had a job was
all
to
all
this
know
good
project.
was depression
it
and
times
the fact
that
we asked. We enjoyed our work we had
we worked hard and there was always the
thought that we were not going
did not
were good for the
that
a great deal of fun with
who
Bridges
build up morale and to have
working on such a
crews
You must remember that
we
start on.
there was always something visibly
build because
to
accomplished
to
to
Those of you
find anything better.
the old times should realize
when we were
that
appoint-ment
hired
we were
told that these were three
they probably
wouldnt
lasted from
we
never
felt
that
May 15 1933
this
month appointments
be carried beyond
was
My
that.
sometime
until
1939...
in
We thought of
insecurity.
needed doing and we were having fun doing
it.
What
and
temporary
as
it
else
of course
that
a job
could a
man ask
We
in
finally
worried our way through
September
1933.
This we understood was the
completed by any of the
CCC programs
mighty proud of our bridge and
same
very
The
pride.
badly
old bridge
overloaded
it
still
as
has
as
I look at
its
it
first
throughout
it
the
today I
distress
and
still
and could see
it
I
bridge
major project
We were
U.S.
feel the
its been
camber and although
shows no signs of
any of the fellows who worked on
same
and completed our Sims
am
sure that
would
feel
the
I do.
I
am sure of that too Ray and if there were any way to have all of
It is impossible
those fellows here today we would have arranged it.
because
share
in
this
we didnt
for us to fully
bridge
your pride
went
into
its erection.
and
the
toil
which
experience the difficulties
this
dedication.
tribute
as
best
we
can by
Therefore we are paying our
which
has
been
have
a
of
the
For you personally we
replica
plaque
fine
remind
of
this
We
it
serve
to
hope
you
may
placed on the bridge.
in
this
is
the
of
have
bridge
work you did and that
feeling
pride you
fully justified.
5
FLOW CAPACITIES OF 12- AND 2l-INCH
RECTANGULAR
OVERSIDE DRAINS
Robert M.
Engineer
Staff
Gallup
Transportation
San Dimas Equipment Development
-
Kg-ion
Ted L. Pickett
Mechanical Engineer
Center
5
alleviate
both road
existed in the San
surface and across-the-road drainage problems
Gabriel Mountains on the Angeles National Forest
Region
special rectangular overside drains were developed in 1968
Over
by David D. McCarthy Field Notes Vol. 3 No. 12 December 1971.
15000 of these overside drains McCarthy inlets have been installed
in the southern California area
and have performed excellently and
presumably would perform excellently elsewhere too although other
Regions havent reported using them yet.
To
5
that
1976 engineers from the San Dimas Equipment Development Center
conducted flow studies
in a controlled
full-scale test to determine
flow capacities so that road designers might better use these drains in
either
the 12- or 24-inch size.
Sharp-crested weirs were fabricated
In April
and
set-up
facility
on the
Angeles
National Forest in a specially designed
figures la and lb.
test
regres-sion
The flow curves for the two different size drains obtained for various
The flow curves
depths in the inlet are shown in figures 2 and 3.
were
plotted using equations developed from actual test data using a
The depths
were measured at the location
analysis technique.
shown in the elevation view in figure 4.
d
The maximum flows that 12- and 24-inch rectangular overside drains
These maximum flows occur
carry are 9.1 and 22.8 cfs respectively.
in normal inlet
installations when flows approaching the inlets are at
Excessive splashing or overflowing
velocities of less than 5 fps.
occurred at greater depths than the maximum depths
shown in figures 2
and
3
because
of turbulence.
The road designer can calculate the expected maximum flow rate from
and then scale the depth
in
runoff and drainage-area information
Based on his confidence in the calculated flow rate and the
fig. 1.
grade and roughness of the channel or roadbed leading to the inlet he
d
may then want
to modify the
installation design to provide
factor.
6
a safety
a.
Inlet.view.
rr
1b.
Figure
1.
Outlet
Weir
view.
and inlet test set-up
7
20
15
10
0
J
LL
5
0
2
4
6
8
DEPTH
Q
0.430
- 0.286
correlation
Figure
2.
d
0.180 d2
coefficient
Flow capacity
at various
10
d-
12
14
16
in
- 0.004
d3
0.994359
depths
for 12-inch
8
rectangular
overside
drain.
9
8
7
6
5
0
J
U.
4
3
2
1
0
1
2
4
3
6
5
7
8
DEPTH
Q
-
0.055
0.305
correlation
Figure
3.
Flow
capacity
d
at various
10
11
12
13
14
15
d-in
0.0097
coefficient
9
d2
0.00021
d3
0.99935
depths
for 24-inch
9
rectangular
overside drain.
16
17
BERM
PLAN VIEW
FLUME
4
INLET
W
ROAD
12-in
Overside Drain
-W
12-in
24-in
Overside Drain
-W
24-in
BERM
WATER SURFACE
d
ROAD
d
FLUME
Depth
ELEVATION VIEW
Figure
4.
Rectangular overside drain.
10
WASHINGTON
OFFICE NEWS
TECHNOLOGICAL IMPROVEMENTS
Heyward T. Taylor
Assistant Director
OPTIMUM
ROUTE LOCATION
The Optimum Route Location OPTLOC system is a set of computer programs
Its principal function
designed to aid in the location of rural highways.
at the detailed level is selection of those routes which minimize some
combined total of construction and operation costs.
The selection is made
from all feasible alternatives within a given band of interests.
The
selection process which is based on the use of dynamic programing
generally operates in three dimensions thus it results in defining
both the horizontal and vertical locations of selected routes.
Within
this
framework
use of the
system may be restricted
to
the
selection
of minimum-cost vertical profiles for any given horizontal alignment or
the evaluation of any route whose location i-s completely prespecified
to
should the user so desire.
Analysis of a typical project usually involves several
applications of the
For example the location engineer may employ the different levels
system.
of operation horizontal or vertical to compare computer-selected routes
with other routes which are selected either fully or partially by manual
methods.
Alternatively
consequences
information
purpose of multiple applications may be to examine the
such
as the basic cost
of variations in items or input data
the limiting geometric standards
the
locations
of control
or
the
regions.
Variations in input data may be structured to reflect alternative policy
those
decisions which are available to the highway planners particularly
restrictions
the
feasible
locations
of
items which place specific
on
routes
and which may be influenced to a greater or lesser extent
by environmental
institutional or other considerations rather than by the purely economic
criteria considered by the programs.
recognize that there are many aspects of the evaluation and selection of
best
highway locations which are not amenable to computer analysis but are
of
and
location
reserved for the judgment
engineers.
experienced planning
Thus in the broader sense the function of OPTLOC is to assist the planners
decision-making process by identifying the most economically efficient
locations which can be achieved within the limits imposed by each set of
of making
decisions and by detailing the quantitative consequences
We
alter-native
decisions.
11
was originally purchased by the Forest Service in 1970 and was
available on the UNIVAC 1108 at the National Bureau of Standards
however program limitations made it difficult to use in production.
Earlier this year we purchased some major enhancements to the system.
These are presently being loaded and tested at the Fort Collins Computer
Center FCCC and we hope to have the system available at FCCC for limited
OPTLOC
made
use by October 15 1976.
At that time documentation
will be sent
should be available from them.
Regional Offices and copies
12
to
the
CONSULTATION
STANDARDS
Charles R. Weller
Assistant Director
THE HIGHWAY SAFETY PROGRAM
History
The Highway Safety Act 1966 requires that in a federally administered
area where a Federal agency controls highways open to public travel
the controlling agency shall comply with applicable Highway Safety
Standards.
The responsibility for implementing and administering the
is divided between two agencies within the Department
safety standards
of Transportation DOT.
They are the National Highway Traffic Safety
Administration NHTSA
and the Federal Highway Administration FHWA.
Last
October the Chief signed Memoranda
of Understanding with NHSTA
and
applicable to the Forest Service
The Proceedings of the National
in
Highway Safety
N.M. October
Signing Meeting held in Albuquerque
You are urged to read the Proceedings
and if copies
are
21-21 1975.
not on the Forest they can be obtained from your Regional Office.
FHWA.
which
These identify the standards
included in FSM 1535 and
are
Current Activities
Much
Last
developing Road Design Standards.
April a task force met in Denver Colo. to review FSH 7709.11 Chapter
21 and recommend necessary changes to bring the Forest Service into
The target date for approval and
compliance with Safety Standard 12.
publication of the changes to the handbook is January 1977.
effort
is being put
into
Members of the task force
included Lee Landman R-1 Jim Hogan and Lou
Hepfl R-2 Paul Weaver R-3 Leon Evans R-6 Bill Stalcup R-8 George
Scherrer
R-9 Lee Kocmick R-10 and Willard Clementson and Rich Weller
WO.
low-volume
addition to these efforts the American Association of State Highway
and Transportation Officials AASHTO is in the process of updating
Policy on Geometric Design for Rural Highways - 1965 Blue
for
Chapter VIII Local Roads and Streets will include standards
roads.
AASHTO requested FHWA to develop the standards to be
included in that chapter.
In
A
Book
The FHWA appointed a task force to do the work which in turn created an
The
committee is made up of individuals
Advisory Group to assist them.
from other Federal agencies including the Forest Service.
To date
FHWAs Task Force has developed two drafts and presented them to the
The Forest Service response
Advisory Group for review and comments.
to each draft has included input from the Regions
The final draft
should be completed by mid-September
and it will then be presented to
AASHTO for approval.
13
work is of particular interest to the Forest Service because FHWA
to use it as a guide
for approving Road Design Standards that
are submitted by all Federal agencies.
This
intends
l4
OPERATIONS
Harold L. Strickland
Assistant Director
FOREST HIGHWAYS
Forest highways are an integral and necessary part of National Forest
Road Systems.
Several actions over the years have diluted the Federal
role in planning and developing these highways.
expressed the Forest Service concern over the Forest
program in several letters to the Federal Highway Administration
FHWA.
He recently submitted a staff paper of both background
and current concerns with 3 recommendations
Chief McGuire has
Highway
1.
2.
3.
Redefine Forest Highways System in line with concepts and
criteria of the 1940 regulations and prior legislative history
as extensions of the Federal-Aid system in and adjacent to
National Forests.
Request new legislation permitting funding of both on- and
off-net roads with authorizations adequate to carry out programs
for the systematic
completion of the system.
Implement rules and regulations that provide stronger Federal
project
responsibility and authority in system designation
selection and programing.
presen-tation
suggested that the issue be presented to the Executive Committee
Western Association of State Highway and Transportation Officials
FHWA agreed and the
WASHTO in Seattle at their June meeting.
was made using the following outline
It was
of
I.
Introduction
A.
Forest highway
A.
Recent
a.
b.
system
legislative impacts
1970 Act - change definition
system - 1500 miles of Class
3
required FH be on a FA
FH disappeared.
Act - functional reclassification - drop minor
collectors and local roads - 2000 miles of FH to
1973
disappear July
1
1976.
15
2.
Effect
a.
connectivity
on
Forest development road system to Federal-Aid system
Too many gaps.
federally funded roads.
through
B.
b.
Avoid appearance of duplication
Too much overlap.
c.
No distinct criteria separating FH from other programs.
Authorizations
A.
we
same
a.
Total FA program
b.
Inflation has
1975
What
Federal programs.
Program Level
1.
II.
of
1960
doubled
more than halved value
is 40 percent
to
propose
since
of
of
dollar
1960
do
Redefine
system to clearly identify need for continuing a
separate and distinct category of funds aimed at meeting need
to connect Federal-Aid systems with Forest Development Road
re-defined
System.
B.
Develop
cost
data to
justify funding
levels
needed
for
system.
C.
III.
IV.
What
Suggest
we want
to
legislative changes
accomplish A and
B above.
from WASHTO States
A.
Assistance
B.
Aid in developing
the proposal.
in
designating the
system
and developing cost
suitable legislation proposal
data.
and support
for
is our opinion that if we dont modify the Forest Highway program
more adequately accomplish the initial intent
of Congress we
could well lose the whole program.
It
to
16
Where we are today
1.
The Administrative Committee of WASHTO has been assigned the
task of working with us in reviewing our proposals.
2.
The legislative action to amend the Forest Highway definition
and apportionment has been submitted in both FHWA and FS 1977
legislative programs.
3.
Complete microfilm files and staff paper presentations of the
History of Forest Roads and Forest Highways from 1916 to date
have been sent to Regional Offices.
4.
Administra-tive
basis to Walt
Information will be furnished on a current
the WASHTO
who
is
a
member
of
R-3
Furen
Regional Engineer
Committee.
5.
6.
Legislation is being drafted and
regulations
are being authorized.
Field offices will be asked to define with States revised
Forest Highway routes in the near future when legislative
action status is assured.
17
TO READERS OF
INVITATION
FIELD NOTES
Every reader
author of an
a potential
is
for Field Notes.
article
If
we
you have a news item or
you to send it for
accu-rate
short
you would
article
publication
Field
in
like
Service
engineers
invite
Notes.
submitted to the
Material
to share with
Office
Washington
for publication
should
by
be reviewed
the
Washing-ton
Office
to see
informative and of
interest
respective
Regional
may
material
submitted
however
short articles
Office
black
Field
Notes
and white
is
the
list
Washington
Each
ask
number
to engineers
is
current timely technically
FSM
Service-wide
from several short sentences
items are preferred.
to
The
length
of
pages
typewritten
submitted to the
All material
should
illustrations
all
7113.
several
be
original
drawings or
Regional
Station and
photos.
Forests and Forest
your Office Manager
of copies
sent
Office directly
to
If
you
Service
or the
to your office.
retirees.
Regional
are not currently
on the
Information Coordinator to increase
of back issues
Copies
all
are also
available
from the
Office.
Region
questions
information
distributed from the Washington
Area Headquarters
mailing
the
be typed double-spaced
should
.gloss
vary
or news
that
has
an Information
The
and material for publication.
McCabe
R-1
Bill
R-2
Allen Groven
R-3
Bill
Coordinators
Strohschein
should
direct
whom
Coordinator to
Coordinators
Ted
R-5
Jim McCoy
R-6
Kjell
R-8
Ernest
Bakke
concerning
personnel
USDA
Forest
Norbert Smith
R-10
Frank Muchmore
WO
Attn Gordon
12th
L.
format editing
publishing
Rm. 1108 RP-E
Rome
Independence
Washington
Telephone
D.C.
Al Colley
Quinn
Service
Staff
submit both
R-9
problems to
Engineering
should
are
Wood
R-4
questions
field
or Rita E. Wright
Ave. S.W.
20250
Area Code 703-235-8198
dates and other