USA > Connecticut > Tercentenary pamphlet series, v. 3 The Beginnings of Roman Catholicism in Connecticut > Part 13
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About 1790, the first long-span bridges were seen in America. They were primarily timber-arch spans and practically all were effectively housed to prevent decay. Connecticut utilized improved plans in 1806 in the re- construction of what is now known as the Old Cornwall Bridge, today an historical landmark. It was built upon stone abutments and boasted a span length of one hun-
9
dred and twenty-eight feet. The main trusses were con- structed chiefly of native oak. A secondary double queen-rod truss, all of oak timber, was constructed on the inside of the latticed trusses for the purpose of keeping the main trusses in a straight line. Seven months were required for its construction, and according to the town record, twenty surveyors supervised the job. Patterned after the same plan were bridges over the Housatonic at West Cornwall, Kent, and Gaylordsville and over the Naugatuck at Seymour.
The legislature of 1915 passed an act which, for the first time, placed the obligation for bridge construction upon the state highway department. Inasmuch as the work of bridge building at that time was not very exten- sive, the department made no special reorganization to take on this additional work. The first structure of any importance completed by its engineers was the bridge across the Saugatuck river on the Boston Post Road in Westport. Following this, the department designed and constructed a concrete-arch bridge over the Housatonic river at Derby and, having successfully completed this, it undertook the far larger task of building a bridge across the same river between Stratford and Milford. This was also a concrete-arch structure and is the most expensive single bridge project yet achieved by the highway de- partment, the cost having been approximately one million five hundred thousand dollars.
Since the World War, the development of motor truck traffic has been so pronounced that the number of bridges requiring reconstruction has constantly increased and the department has been compelled to erect many large structures in various parts of the state. Among the most notable and interesting of these are the Cornwall bridge over the Housatonic river, the Reynolds bridge over the
IO
Naugatuck river, the Jewett City viaduct, the Thomaston- East Main Street grade-crossing elimination, the bridges over the main-line tracks of the New York, New Haven and Hartford Railroad at Southport, Milford, and Strat- ford, and the recently completed arch bridge over the Hammonasset river between Killingworth and North Madison.
The selection of the type of bridge depends upon a variety of factors. As a general rule, where good founda- tion material is available and where it is desired to construct a bridge of more than ordinary artistic worth, it has been the policy of the department to use a concrete arch for large spans. Where good foundations are not available or where a low grade line does not give sufficient headroom to spring an arch properly, a steel truss must frequently be employed. Bridges of this type are wholly utilitarian, having little or no artistic merit. They serve merely to span a wide stream without the use of piers. This is a matter of prime consideration where the stream is known to carry considerable ice and debris at times of high water. For ordinary crossings it usually develops that neither excellent foundations nor high grade lines are available. In such cases a beam bridge in either con- crete or steel offers the best and most economical solu- tion. For various short spans, of which there are a great number, a concrete slab is usually chosen on account of the simplicity of its construction.
The obligation for maintenance of bridges on Trunk Line and State Aid roads rests with the state highway department. In the matter of construction, on Trunk Lines, the state bears the entire cost; on State Aid roads, the cost is divided between the state and the town in the same proportion as for State Aid road construction, unless the bridge in question is one which has already
II
been improved by joint action of the state and the town. In this case, the state bears the entire cost.
V
ANOTHER duty devolving upon the highway department is the elimination of dangerous conditions on state high- ways. This type of work applies not only to grade cross- ings on the state highway system, but also to underpasses and overpasses which are considered inadequate, either because of alignment or width of bridge, or on account of traffic conditions.
In determining which crossings to eliminate, the de- partment is influenced by two considerations: first, the necessity for the removal of existing conditions which future increase in traffic might render dangerous; and second, the permanent development of the highway system. First of all, the department seeks to remove narrow bridges located on sharp curves or which have similar hazardous features and, with the cooperation of the transportation companies and the public utilities commission, to construct overpasses or underpasses at existing grade crossings where the carelessness of auto- mobile drivers has already led to accidents. Secondly, it is the desire of the department to proceed with the construction of a modern highway by establishing what it believes to be permanent lines and grades, by acquiring additional rights of way where necessary, and, in a word, by finally locating the highway in what is expected to be its permanent position. In the work of separation of grades, thought is given to the future development of the high- ways and the probable increase in traffic, thus effecting economies in any future program of this kind of con- struction.
12
VI
VARIOUS changes have been made in the amounts that the towns are required to pay for the original construc- tion of highways, and in every change the town has benefited. At first, the state, the county, and the town paid one third each, but, in 1897, the counties were eliminated from any contribution, responsibility, or authority over the roads. At the present time, the towns are divided into two classes: those having average receipts from taxes for three years of thirty thousand dollars or more, pay one fourth of the cost; other towns contribute only one eighth of the cost of original construction.
The demand for highway construction became so in- sistent that, in 1908, the legislature set apart the receipts from automobile fees for the use of the highway depart- ment, and in 1924 the receipts from gasoline taxes were also, by legislative enactment, placed in the highway fund. Previous to 1927 the legislature made specific appropriations to the highway department from the general funds of the state, but since that date the high- way department revenue state-wise has all been received from these two sources.
Originally created for the specific purpose of construct- ing roads, the maintenance of which was left in control of the towns, the highway department has had many addi- tional duties assigned to it. Among these are the main- tenance of state highways, the cost of which since 1923 has been paid entirely by the state; the elimination of dangerous conditions on Trunk Line highways; the im- provement of roadsides; the installation of proper direction and warning signs; the establishment of boundary lines on the highways; the securing of rights of way for the purpose of widening and straightening roads;
I3
and the removal of snow and ice from the state highways. The result of this steady, yet inevitable, expansion in the scope of the department may be readily seen when it is realized that since the appointment of the present com- missioner in 1923 there has been no single branch of the Connecticut state government more extensive, more diversified in activities, or more far-reaching in its ramifications than the state highway department.
An idea of the tremendous growth of the department is furnished by the increase in the size of its budget. From its creation in 1895 to the end of the fiscal year 1896, the highway commission expended $45,530.35. The peak was reached in 1928 when the disbursements of the depart- ment amounted to $16,418,646.18. The amount of work done by the department is now, of course, dependent upon the amount which is obtained from motor vehicle receipts, the tax on gasoline, and federal aid. After 1928 these amounts decreased considerably, with the result that in 1933 the expenditures were only a little over $12,000,000.
There are approximately twenty-five hundred miles of hard surface roads in Connecticut, exclusive of the town roads over which the state has no jurisdiction. In 1931 the legislature passed a law providing for an expenditure of three million dollars a year on the town roads. This grant is not a direct cash transaction to the town, but is available for the use of the town on roads designated in an agreement between the town officials and the state highway department. It may be used for the construction, reconstruction, or maintenance of town roads, but all ex- penditures are handled by the state highway department and the work is done under its supervision.
The United States government also furnishes a certain percentage of the cost of construction of roads which are
I4
parts of what is known as the Federal Aid System in the state. The national government has set up a certain number of through routes on which it has agreed to pay a percentage of the cost of construction. Under the original federal aid agreement, the government furnishes to the state twenty-five thousand dollars per mile as well as fifty per cent of the cost of the bridges necessarily involved. On the national relief projects the federal government furnishes one hundred per cent of the cost, provided the cost does not exceed the original project agreement. On public works projects, the federal govern- ment furnishes thirty per cent of the cost of labor and materials. To secure this money, however, the state must first expend the total cost and then prepare vouchers for the national government's share of these expenditures.
VII
THE increasing duties of the highway department3 are naturally reflected in the growth of its personnel. Until the department moved into its present quarters in the new State Office Building, operations were hampered because of inadequate room and lack of facilities to con- duct properly the affairs of the department. Shortly after moving into its present quarters, the department was completely reorganized in 1928. There are now five bureaus: engineering and construction, business admin- istration, maintenance, roadside development, and high- way boundaries and rights of way.
To give an adequate description of all the activities of these various bureaus would entail many thousand
3 In Connecticut the registration of motor vehicles and the licensing of their drivers and the general regulation and control of traffic on the highways are vested in the separate department of motor vehicles, established in 1917. The department of state police is charged with the enforcement of the motor vehicle laws and maintains highway patrols.
15
written words. It will be sufficient to say that each bureau has complete responsibility for the various func- tions indicated by its name. The bureau of business administration naturally has direct contact with all other bureaus in a number of its functions. The bureau of highway boundaries and rights of way has charge of three matters; namely, land titles, boundary surveys, and right of way purchases. After it has been determined that a specific road shall be constructed, it is the duty of this bureau to search the title to the property to be acquired and to purchase the right of way. It also is continually busy with the establishment of road boundaries which have become lost or uncertain, and with properly marking the boundaries of all state roads. In addition, this bureau acts as a service agency to the general public and to the other bureaus in establishing right of way lines on state roads anywhere in Connecticut. While not so spectacular as some of the work of the department, nevertheless its importance, in view of the necessity for ac- curacy, both in acquiring property and in determining boundaries, can hardly be overestimated.
The bureau of engineering and construction deals directly with all matters involved in the preparation of plans and estimates for road and bridge construction and supervises the actual work of such construction. It also conducts special research in supplies, materials, and methods. It consists of four divisions: (I) location and design, (2) bridges and grade separations, (3) contracts and construction, and (4) materials engineering.
The bureau of maintenance functions by direct authority of the highway commissioner and its sphere is correctly described by the title. It has charge of the maintenance of all highways and their appurtenances, except bridges. Among its important tasks is the removal
16
of snow from the state highways, which has become one of the major activities of this bureau and one which perhaps adds as much to the personal comfort and con- venience of the traveling public as any other work it may do.
In addition to these bureaus, the department also includes the state aid agent whose activities have already been mentioned; the highway public utilities engineer who conducts hearings on behalf of the highway depart- ment before the public utilities commission in matters pertaining to grade-crossing eliminations, improvements of dangerous conditions at existing overpasses and under- passes, and changes or abandonment of trolley lines, and, in general, represents the department in all matters connected with public utilities. This office was created at the time of the reorganization of the department in 1928 and centralized work that had been done previously by the commissioner, the deputy commissioner, and the division engineer. There is also a highway budget en- gineer who handles the preparation and administration of the department's budget, and a highway audit section whose functions are the auditing of the financial transac- tions, accounts, and records of the department.
VIII
FOR a number of years roadside improvement had been undertaken in this country sporadically by individuals upon their own property, by small municipalities, and, in less frequent instances, by counties which had high- way systems. In Connecticut, the bureau of roadside development was organized in July, 1927, as an adjunct to the state highway department, with specific duties to perform.
Starting from a very small beginning, the bureau of
17
roadside development has expanded from year to year and has caused the state to become known country-wide for the scope and character of the work it has accom- plished. Aside from beautification, the work of this bureau results in a direct saving through properly pre- serving roadside slopes, thereby preventing erosion, and through constantly supervising rock cuts to eliminate the possibility of the dislodging of boulders which would be a menace to travel.
When a highway is proposed either for construction or reconstruction, plans for roadside development are at once prepared with a view to conserving good native trees and shrubs that might be destroyed by the con- struction work as well as to arrange for the stripping and piling of top soil where it can be economically saved for future landscape work. On the completion of the high- way, it devolves upon this bureau to grade, seed, or plant raw slopes through cuts and fills so as to stabilize the embankment, thereby eliminating erosion and lessening the cost of maintenance, as well as adding beauty to the highway. Among the many duties which fall to the lot of this bureau are the planting of trees, shrubs, and vines to provide shade and roadside beauty; the maintenance of older shade trees in safe condition; the removal of un- necessary obstructions to landscape and water vistas by the cutting of weeds and grass and the selective trimming and pruning of shrubs and trees; provisions for safety of traffic by the proper inspection and maintenance of roadside conditions such as rock cuts, earth slopes, and embankments; the trimming of trees to provide sight lines at curves, approaches to railroad crossings, highway intersections, and bridges; and the prevention of destruc- tive insect infestations by approved methods of control.
Two other important functions of the bureau of road-
18
side development are the establishment and maintenance of roadside rest areas and the maintenance of historical sites and monuments upon the highways. Intersection triangles, formerly a source of annoyance to the aesthetic, are now maintained as small parks. In laying them out, special attention is given to the idea of assisting traffic; thus, many serve as rotaries. Waste areas on roadsides and island plots between short, abandoned curves and new, straightened highways are also improved; usually they are kept in as natural a state as possible and are planned to harmonize with the surrounding landscape.
Within the boundaries of this state there are numerous trees, boulders, monuments, milestones, and other land- marks of earlier days which are treasured by the people of Connecticut. Many are located within the state right of way and the bureau has, as one of its activities, the restoration and preservation of these landmarks.
IX
HIGHWAY building, since the formation of the state high- way department, naturally divides itself into three dis- tinct epochs: from 1895 to 1913, the promotion of the good-roads movement; from 1913 to 1923, an attempt to meet the demand of the public for the maximum amount of road mileage possible under the appropriations with- out much thought of the width or line or grade of the road; from 1923 to the present, the construction of a type of road which will take care of the ever-increasing traffic without adding to the hazard; that is, by widening and straightening existing roads so as to remove danger- ous curves, by increasing the sight line, by the elimina- tion of grade crossings at railroad and highway inter- sections, and by the correction of other traffic hazards.
Thus is told the story of road-making in Connecticut
19
under the state highway department, which completed twoscore years of activity on June 30, 1935. There are comparatively few living in the state at the present time who have definite knowledge of the department and its work throughout the period since its inception. What the future may develop in methods of road construction and maintenance or what may be needed to accommodate the largely increased traffic demand cannot be predicted. It is fair, however, to assume that the department that has functioned faithfully during forty years and has been sufficiently flexible to grow with the increasing demands, will be found competent to meet and solve the problems of the future.
20
under the state highway department, which completed twoscore years of activity on June 30, 1935. There are comparatively few living in the state at the present time who have definite knowledge of the department and its work throughout the period since its inception. What the future may develop in methods of road construction and maintenance or what may be needed to accommodate the largely increased traffic demand cannot be predicted. It is fair, however, to assume that the department that has functioned faithfully during forty years and has been sufficiently flexible to grow with the increasing demands, will be found competent to meet and solve the problems of the future.
20
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ETHAN ALLEN HIGHWAY Begins in Norwalk ; follows Rt. No 7 north to Mass State Lite.
57
Strutfind Him
PORT1
LOCATION NUMBER
TOWN LOCATION MEMBER
LOCATION NUMBER
TOWN LOCATION HUMBER INTER
TOWN LOCATION NUMBER
INDRE
TOWA LOCATION NUMSEN
Columbia, 184 187, 194,
Guilford
New Britain,
Ridgefield, 227, 242 245, 338,
Veinon, 62 68,
Cornwall,
Haddam,
Coventry. 78.
Hamden,
New Fairfield,
Hampton,
New Hartford, 36, 37,
Salem, 193, 344, 345.
New Haven,
Hartland,
NewIngist,
Saybrook, 30},
New London,
C 6 Hebron, 182, 183
C2
Kent. 119
Newtown, 239. 240, 251,
Sharon, 19, 20. 28,
Norfolk,
05
East Hampton,
East Hartford,
D' Ledyard,
04
CT
Lisbon, 214, 218, 220,
DE
North Stonington, 314,
C3
Litchfield. 125, 137,
Norwalk, 328,
C4
Lyme, 300, 307
Norwich, 223.
Madison, 29.,
06
Did Lyme, 308, 309
Manchester, 341.343,
Did Saybrook, 306.
Mansfield, 89,
Drange, 276-260,
E Stamford, 315,
C
Sterling, 225,
D
C4
Plainville.
E. 3
Plymouth,
Middelben,
BA
Pomliet, 99, 103, 104, Portland,
on, 138-142.
Woodstock, 14, 85, 86, 100-102
GENERAL ISRAEL PUTMAN MEMORIAL HIGHWAY: Begin at Mars. State Line in Woodstock, follows ILI IN to Norwich, then Itt. 22 to New London,
Chester, 297, 298,
02
Granby, 40-45,
05
Clinton, 295, 290,
Greenwich,
Montville, 310,
C4
Preston, 221-222.226,311,312, Prospect, 148, 153-155,
Toltarde
Torrington,
Putnam. 105, 115-116,
Trumbull, 273, 274, 332,
Redding, 246, 250,
Umion, 9-13, 79-81.
From East Willington, over Re. 74 and U. S. RL 44 to Warrenville.
2
Great. Captara
Colebrook, 5, 31, 32. 334, 358, 359,
Groton
Naugatuck
CONNECTICUT
STATE HIGHWAYS AND OTHER IMPROVED ROADS PREPARED BY THE STATE HIGHWAY DEPARTMENT
1935
LEGEND
Improved
Unimproved
B
Canton, 38, 39
C7
Franklin, 206-208, 211,
CS
Middieheld, 340,
C7
Chaplin, 88, 90-93.
04
Cheshire, 156, 282
Goshen, 26, 27, 29,
Mittarde
C:
Thompson, 15-18.
Montoe, 252-254, 256, 270-272,
C7
Toland
CE
Colchester, 190-192.
CA Griswold,
Morris,
5
WASY
JETOIN
207
0
Exoter 207
2. 202
FE
"Fran F
EXETER
È
165
Wood Bury
Merider
N
DLEBURY
151
U.5.68
67 1 5. 202
Moodns
D
125
Fİ
949
151
$1
BSTE
84
A
67
A
O
F
Ball Hill
Broet
US
218
North Sabres
107
59
150
145
Gusbet Pout
Wasthrodk
STI
S
MAP
JONATHAN TRUMBELL HI
MBELL HIGHWAY Line in Salisbury ; follows U S.
203
Begina at N. Y. State Line in Saastury ; Re. No. 44 thru Hartford to Boltan Notes, then U S. RE NO. CA 30 RE Na ET, then Rt. No wy he Needs Ht No. 2 to Pawestuck and R. 1. State Line.
OF
SHOWING THE SYSTEM OF
AHOGYer, 179-162,
87
d, 82, 87.
Avon. 48, 49, 337,
C5 Cromwell, 166. 167, 172-175,
Barkhamsted, 34, 32.
02 Danbury, 228,
Hartford,
E2
Berlin, 152, 164, 105,
83
Durham, 286-289,
02
Bethel, 235-238, 241.
Eastferd, 83.
Bethlehem, 131-135,
East Granby, 46, 50-54,
Bloomfield, 58.
Bolton, 69 71, 74-77,
Borrah, 201.205, Brenkorda
East Haven,
07
East Lyme,
ston. 255. 257, 259, 322, 323.
C2
Bridgewater, 127-128
CA
Brookfield, 229 234
Ellington,
Brooklyn, 97, 98, 106-110
84
Burlington
B2
Cansan, 23, 24,
E2
Fairfield, 330, 331,
Meriden, 157, 163, 281.
CB
Plainfield,
Stonington, 313.
Wolcott, 150 152,
ake to intersection with
Canterbury, 215, 217, 224.
C4
Farmington,
C3
Middlebury, 143-147,
Stratford, 333, Sudfield,
Trunk Line Highways Heute Aid Roads
Improved Romls mnlier than Smule
location Numbers (Placed Opposite intererclams) 1. 160
A
G
132
Cocheuge
Section of Rt, No. 3 from forky Hill to jant north of Hartford, Wethersfield Town Lite.
West Haven, 285%
BEAUMONT MEMORIAL HIGHWAY :
Itt. No. 83 from Lebanon St. on Rt. No. 87 to Willamantie.
MERRITT HIGHWAY :
Wilton, 316 319,
Begins at N. Y. State Line near Glenville, ends at Wash- ingten Eridge, Stratford, Location not determined.
Winchester, 30, 33
C Windham, 196- 198, 200
CANDLEWOOD LAKE DRIVE, WEST !
Windsor, 56. 59. 346, Windsor Locks, 55,
and Ne. 30 at New
Esser, 305.
C6 Marlborough. 177. 178. 188, 189,
03
Oxford, 262-266, 337,
Weston, 320. 321, Westport, 324-327. Wethersfield, 84, 348 350, Willingto,
Southington, 158, 1 South Windtor.
Sprague, 212, 213 Statoed.
Westbrook, 302-304. West Hartford, 161, 351, 352.
Shelton, 275.
D 4 North Branford,
Killingworth, 290, 292, 294, Lebanon, 195,
AZ
North Canaan, 3, 4, 355. 357, North Havent, 360.
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