USA > Massachusetts > Middlesex County > Reading > Town of Reading Massachusetts annual report 1938 > Part 16
Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).
Part 1 | Part 2 | Part 3 | Part 4 | Part 5 | Part 6 | Part 7 | Part 8 | Part 9 | Part 10 | Part 11 | Part 12 | Part 13 | Part 14 | Part 15 | Part 16 | Part 17 | Part 18 | Part 19 | Part 20 | Part 21 | Part 22 | Part 23 | Part 24 | Part 25 | Part 26
January 21 and 22, 4 inches of snow fell. Temperature 32 degrees above zero, slight wind. January 24, a wind of gale force from the South-east arrived, driving before it a torrential rain-fall. The accu- mulated snows from prior storms quickly melted and turned the streets into rivers. Every effort was made to open catch basins and culverts and drain the streets. Many house cellars were flooded by the heavy
Highway Department
208
rain and melted snow. Several wash-outs occurred on streets and sidewalks during this storm.
Other snow-storms during the year were as follows :
February 20-Snow-fall 6 inches, Temperature plus 20 degrees, wind N. E., moderate to fresh.
February 25-Snow-fall 4 inches, Temperature plus 24 degrees, wind light.
February 28- Snow-fall 3 inches, Temperature plus 31 degrees, wind gale force.
November 24-25-Snow-fall 4 inches, Temperature plus 15 degrees, high wind.
November 27-Snow-fall 53/4 inches, Temperature plus 29 degrees, high wind.
It was necessary to sand icy streets and sidewalks almost daily during the winter months. Thawing days and freezing nights caused continuous icy conditions.
No major break-downs of motorized snow-removal equipment oc- curred in 1938. All units operated efficiently and in accordance with a planned snow-removal program. The department's three heavy truck-plow units-one Walters and two Sterling five-ton trucks-aided materially in plowing heavy snow-falls. The two tractor sidewalk plow units functioned efficiently, and during several storms, after covering their own routes, were assigned portions of horse-drawn sidewalk plow routes. It is becoming increasingly difficult to engage horses for this work, and the department should have two more tractor sidewalk plow units. In fact the department was unable to hire the requisite number of horses for the 1938-39 winter season. The number of horses avail- able is four less than actually needed. Faster, more efficient and eco- nomical plowing is done with the tractor units than is possible with the horse units. While a horse, in heavy snow, can only work a few hours without rest, the tractors can go on indefinitely. Also, a much cleaner job of plowing is accomplished by the tractor plows, as with their added weight and larger, better shaped plow-blades they can plow closer to the sidewalk surface and roll the plowed snow cleanly up and over snow-banks out of the way. Drifted snow that formerly required shoveling before horse-drawn units could plow presents no obstacle to tractor plow units.
Snow fences to prevent drifting snow from filling the roadways were erected early in the Fall at known danger points, with the ap- proval and permission of several abutting property owners. Snow fences are a good investment, cutting down plowing costs in sections where previously deep snow-drifts had formed. During the Summer months, the snow-fences are repaired, painted and stored under cover to prevent disintegration and loss.
Highway Department
209
GENERAL HIGHWAY MAINTENANCE
The highway surfaces in the Spring of 1938, for the most part, were in better condition than that of previous years, showing the re- sult of the increased maintenance appropriation in 1937 and the result- ing added amount of maintenance work made possible thereby.
Road surfaces also are showing the results of proper sloping and crowning by the use of the Adams Road Hone, which prevents forma- tion of water pockets and the resulting softening of the roadways by seepage of the puddled surface water.
Maintenance work on roadways started early in the Spring, the first application of road oil being made on May 12. Sections of 10 streets were honed with the Adams Road Hone, and sections of 39 streets were scarified, graded and rolled. Sections of 89 streets were sprayed. The mechanical sand spreader was used in most instances to sand the road oil on these roads. During the year, a total of 144,436 gallons of road oil were applied on streets.
K. P. patching was carried on extensively, to prevent holes in road surfaces from further raveling. A total of 9,136 gallons of cold patch liquid was used; gravel, sand and pea stone being used as a base for the patching mixture. Twelve tons of ready-mixed patching material were purchased for this work. Gravel patching was accomplished as a temporary measure on many streets before scarifying and resurfacing work was done.
Chapter 90 maintenance funds were again allotted for maintenance work on Chapter 90 roadways. These funds were expended on West, Salem, Woburn and Haverhill Streets. On West Street, the center strip of roadway was seal coated and pea-stone covered. Salem Street received a like treatment, and in addition thereto, guard rail posts were reset and replaced where necessary and painted. Tree lawns on Wo- burn Street were loamed, graded and seeded. Both shoulders on Haverhill Street were tarvia treated and sand covered, brush was cut on the roadsides, and guard rail posts and cable repaired, replaced where necessary, and painted. The cable guard rail had been broken in several places by skidding motor vehicles.
CHAPTER 83 CONSTRUCTION
The following listed streets were accepted as public ways under the provisions of Chapter 83, Section 26, General Laws, which statute authorizes the assessment of betterments for road construction, at An- nual and Special Town Meetings.
Highway Department
210
ANNUAL TOWN MEETING-MARCH 14, 1938
Granger Avenue: Haverhill St. near No. 536 Westerly 469.59 feet.
SPECIAL TOWN MEETING-MAY 23, 1938
Lawrence Road: Main St. Easterly and Southerly to Hampshire Road 1,196.86 feet.
Waverly Road: Hillside Road Westerly to dead end 708.21 feet.
Fairmount Road: Hopkins Street Northerly to North (Private St.) 533.96 feet.
The total length of streets accepted as public ways in 1938 is 2,908.62 feet or .55 miles.
The construction of Lawrence Road has been completed. A power shovel was used for excavation, which was quite difficult owing to much ledge. Drainage was installed in a section of the road before construction. A bituminous macadam surface was constructed on that section of Lawrence Road from Main Street 250 feet Easterly, said section having a 14% grade. This type of surface was constructed to eliminate washing and creeping of the road surface. The remainder of the roadway was constructed of tar-treated gravel. Gravel side- walks surfaced with stonedust were constructed on both sides of the roadway.
Waverly Road construction has been started but not completed. A power shovel excavated the roadway and some of the gravel borrow has been placed. Earth borrow was obtained from Chapter 90 con- struction jobs and used in the deeper fills. The roadway is passable for traffic and will be completed in 1939. Because of deep fills it was considered best to allow these fills to settle through the winter months before laying the finished surface.
No construction has been started on Granger Avenue.
Oak Ridge, Pine Ridge and Sylvan Roads, located in "Colonial Village" off Oak Street, and accepted as public ways under the Bet- terment Act at a Special Town Meeting held November 15, 1937, were constructed in the early Spring. On these roads, it was only necessary to surface the roads with asphalt, as the real estate developer had caused the roads to be graded and penetrated before acceptance.
At the March 1937 Annual Town Meeting, Fairmount Road, run- ning from Hopkins Street Northerly 533.96 feet to North Street, on which were located seven modernly designed and constructed houses, was reported to the Town by the Board for acceptance under the Bet- terment Act. The Town Meeting refused to accept Fairmount Road.
The property owners on Fairmount Road, unable to obtain an acceptance of the road by the Town, although 100% of the cost of con- struction would have been assessed to them, then presented to the
Highway Department
211
County Commissioners, on January 4, 1938, under Section 27, Chapter 82, a petition requesting the County Commissioners to accept Fair- mount Road as a public way. The County Commissioners held a public hearing regarding this acceptance on January 11, at which hearing no person appeared in objection thereto. On February 1, 1938, the County Commissioners decreed that Fairmount Road be declared a public highway, that all damages, costs and assessments relating to the con- struction of Fairmount Road be borne by the Town, and that entry be made and construction completed by the Town before July 1, 1938. The Board then again presented the acceptance of Fairmount Road to the Town at a Special Town Meeting held May 23, 1938, and the ac- ceptance was voted. The department then proceeded to construct Fairmount Road as ordered by the County Commissioners.
Alterations and Relocations
Three relocations or alterations were voted in 1938. At the March Town Meeting, a portion of the Easterly line of West Street abutting properties numbered 237, 239 and 241 West Street, was relocated. No visible change in the physical features of the existing street line was made, as the existing sidewalk had formerly crossed private property. With the application of the abuttors for granolithic sidewalks, how- ever, it was necessary to make the change in street line. The abutting property owners voluntarily deeded the Town the portions of their property affected.
At a Special Town Meeting held May 23, 1938, the North-westerly and North-easterly intersections of Mineral and Vine Streets were relocated and rounded on a twenty-foot radius, the two property owners affected deeding the land taken to the Town. The corners were rounded in accordance with the relocation, granite radius curb- ing installed, and the street surfaces rebuilt.
There are many sharp, unrounded corners on Reading streets, which create a traffic hazard especially for trucks which cannot nego- tiate sharp corners. It is the policy of the department to each year widen certain of these corners if the owners of abutting properties do not object.
The relocation of the North-westerly intersection of Kingston and Mt. Vernon Streets, started in 1937, has been completed. A power shovel excavated the earth from the area of relocation, and a protrud- ing ledge was blasted and removed. A stone retaining wall was erected around the corner, a gravel and stone-dust sidewalk built, and the street resurfaced. This relocation eliminated a particularly dangerous condition on Mt. Vernon Street.
The public-spirited citizens who make these relocations possible
Highway Department
212
by relinquishing a portion of their property to the Town should be commended for their unselfish attitude and sense of civic cooperation.
Two relocations, voted in former years, were made on sections of the street line on Grove Street. The curve on the Easterly side of Grove Street, North of Henzie Street, was widened; the street exca- vated, earth fill and gravel borrow placed, graded, and tar surfaced. A catch basin and drain pipe were laid at a culvert, and guard rail posts set.
On the Westerly side of Grove Street, North of the Meadow Brook Golf Club-House, a sharp curve was widened; and a steep embank- ment, which obscured the vision of motorists, was excavated, partially removed, and the remainder sloped. Flights of steps constructed of railroad ties and gravel were installed in the slope for the use of golfers.
The section of Pearl Street from Nichols' Lane Northerly to Main Street was in deplorable condition and almost impassable. One of the oldest, if not the oldest, road in Reading, the roadway consisted simply of two wheel-ruts, with no traffic turnouts. A steep grade crowned with a solid ledge created a traffic hazard. A power shovel excavated the roadway, the ledge was drilled and blasted, and the broken stone used as a sub-grade on the road bed. Gravel was placed and graded, and asphalt surfaced. The crown of the hill was lowered, and stone retaining walls erected in the cut-off. It is recommended that, at its juncture with Main Street, Pearl Street be relocated so that traffic will not, as it now is, be compelled to enter Main Street to continue on Pearl Street. Pearl Street is extensively used by citizens in the North- easterly section of Reading desiring to avoid the heavy traffic on Route 28, Main Street.
On Summer Avenue, East of Main Street, a steep grade made entrance onto Main Street extremely difficult and dangerous. When the road surface was wet or icy, it was nearly impossible to stop and then enter Main Street. To eliminate this condition, after due legal formalities relating to notice and public hearings were complied with, the Board, acting as the Board of Survey, voted to change the grade of Summer Avenue from Main Street 350.0 feet Easterly.
Preliminary to effecting the grade change, storm drain pipe and catch basins were laid in the section of Summer Avenue to be changed. Earth fill was secured from Woburn Street Chapter 90 construction and other sources, graded, rolled and a gravel surface placed. Asphalt will be applied to the gravel surface in 1939. In the deepest fill, the roadway was raised approximately seven feet. Temporary wooden guard posts and rails were installed as a safety measure. Traffic is now enabled to stop on a flat grade before entering Main Street.
Highway Department
213
At the Westerly intersection of Parker and Haven Streets, it was found that, by an old relocation, the corner had been officially rounded but had never actually been relocated on the ground. The old straight curbing was removed, the corner rounded to conform to the old relo- cation, and new radius curbing set. The street surface was recon- structed in the locus of relocation.
CHAPTER 90 CONSTRUCTION
At the Annual Town Meeting in March, 1938, the following sums were raised and appropriated for the improvement and construction of portions of Woburn and Lowell Streets: for Woburn Street, $4,- 500.00, for Lowell Street, $4,500.00. The State and County together granted the sums of $13,500.00 for each street, making a grand total of $18,000.00 for each street.
Woburn Street was constructed of Class I bituminous concrete pavement from the Boston & Maine Railroad Crossing to Lowell Street, 2,872.0 feet in length. Chapter 90 funds, from the State and County, were not released to Reading until September 20, and con- struction work, which was scheduled to start September 22, was de- layed by the September hurricane and storm emergency reconstruction until September 27. The street was excavated with a power shovel; drainage installed, catch basins and manholes constructed and ad- justed to grade; new curbing installed and old curbing reset, and other necessary preliminary work accomplished.
Gravel fill and broken stone base was placed by department and extra employees. The Class I pavement was furnished by a private contractor, and laid with local labor. Bituminous sidewalks totaling 859 square yards were laid, tree lawns loamed and graded, but not seeded as the season was too far advanced. Construction work was completed December 13, 1938.
Lowell Street was intended to be constructed from the end of the 1937 construction to near High Street, but due to the late starting date, September 27, the great amount of drainage work to be done and inclement weather, construction was only completed to Willow Street, 1,000 feet in length and totaling 3,300 square yards of bitumi- nous penolithic surface. Much drainage was scheduled to be installed on this job, and to speed up drainage construction a steam shovel was used for trench excavation. A 24 inch auxiliary culvert was installed under Lowell Street at Intervale Terrace. Most of the drainage has been installed, which will facilitate road construction when the road- way is finished in 1939. The section of roadway completed was exca- vated by a steam shovel, gravel borrow obtained from the Town Pit,
-
Highway Department
214
and the penolithic surface constructed by town employees. Some 500 lineal feet of granite curbing were installed on the North slope of Lowell Street hill, to prevent washouts by surface water. Due to the lack of convenient detours, the roadway was constructed in two halves, with one-half the roadway open at all times to traffic. The penolithic sur- face was about to be installed when the November snow-storm and continued cold weather greatly impeded progress. Work of this nature should be done in the Summer months, as snow and cold weather are not conducive to proper road construction. Work on Lowell Street was stopped January 5, 1939 and will be resumed as early in the Spring as weather permits.
The late release of Chapter 90 funds by the State is deplorable. These funds should be released early in the year so that the work could be done in the summer months. Years ago these funds were released early in the year and the work done in the warm weather as it should be. It seems peculiar that the State cannot do so today.
Granolithic Sidewalks
Granolithic sidewalk construction nearly doubled in square yards that of 1937. A total of 2,726.73 square yards were constructed in 1938, on a total frontage of 4,000.51 lineal feet abutting 50 different proper- ties. Of these, 46 sidewalks were installed under the Betterment Act, totaling 2,484.50 square yards on a total frontage of 3,709.79 lineal feet. These sidewalks varied in width, according to the location, from 4.5 feet to 7.5 feet. The average total cost per lineal foot of frontage for normal widths of granolithic sidewalks in 1938 was $1.06, or $.53 per lineal foot of frontage to the abutter. Under the provisions of the Betterment Act, the abutting property owner pays to the Town one- half the cost of construction of the sidewalk. Payments may be appor- tioned over a period not exceeding ten years, provided, however, that no one yearly payment shall be less than $5.00. Interest is charged on the unpaid balance yearly, and the amount of the charges included on the annual real estate tax.
These Betterment sidewalk installations included construction of sidewalks on Salem Street, South side, John Street t. Wilson Street ; Salem Street, North side, Harnden Street to Pearl Street; Woburn Street, South side, Chute Street to High Street; Pleasant Street, North side, Main Street to Middle Street; Pleasant Street, South side, No. 111 to John Street. The old sidewalks on these locations were con- structed of dirt, very rough and uneven, and heavily traveled. These
Highway Department
215
installations follow a definite program laid out by this department which will, in time, result in granolthic sidewalks being constructed on all streets adjacent to the Square. Good sidewalks are a good invest- ment. Only in the past two years have appropriations for sidewalks been such that any appreciable amount of granolithic sidewalks could be constructed.
Several applications for granolithic sidewalks are on hand, re- ceived in 1938 but not installed because of lack of funds. These appli- cations will be given priority in 1939 construction.
The following table illustrates granolithic sidewalk construction in 1938.
GRANOLITHIC SIDEWALK CONSTRUCTION BY STREETS
Street
Number Lots
Feet Frontage
Square Yards
Cross Street
1
60.00
34.57
Deering Street
1
118.60
57.54
Gilmore Avenue
1
105.10
57.08
Hanscom Av nue
1
92.18
57.01
Haven Street
1
60.00
34.58
John Street
1
83.95
49.59
Kingston Street
2
139.70
86.99
Middlesex Avenue
2
225.95
137.20
Mineral Street
1
29.20
14.55
Pleasant Street
11
649.00
433.08
Salem Street
18
1,573.43
1,167.02
Sanborn Street
5
576.30
435.29
Vine Street
1
51.60
31.55
Woburn Street
3
204.00
114.83
Lowell Street
1
31.50
15.75
Totals
50
4,000.51
2,726.73
Each year more property owners apply under the Betterment Act for granolithic sidewalks than can be constructed from available funds. It is suggested that persons contemplating such applcation make the application early in the season, in order that their application may be granted and the season's sidewalk program efficiently mapped out. In several instances, owners of abutting properties have applied simulta- neously. This generally results in lowering the cost of construction, as, with all the necessary equipment at hand, work progresses much more rapidly than do separate isolated jobs. .
Highway Department
216
STONE DUST SIDEWALKS
Stone dust was applied to many dirt sidewalks in various loca- tions, to temporarily improve existing conditions. Stone dust was also applied to gravel sidewalks constructed on street acceptances, abut- ting new houses, etc. A total of 211.55 tons were used on sidewalks.
GRAVEL SIDEWALKS
Gravel sidewalks were constructed on outlying streets where for- merly no sidewalks existed, in front of newly constructed dwellings, and on street acceptances. A combination sidewalk and berm was con- structed on Lowell Street, southwest side, Northerly from Middlesex Avenue, to prevent surface water flowing across private property. Approximately 4,100 square yards of gravel sidewalk was constructed on a frontage of approximately 6,800 lineal feet.
GRANITE CURBING
New granite curbing totaling 1,532.85 feet of straight, 336.43 feet of radius, and 49 driveway returns were set in 1938, these figures including eighteen installations made as betterments. The following table de- fines new granite curbing installation by streets in 1938:
GRANITE CURBING INSTALLATION BY STREETS
Street
Number Lots
Feet Curbing Installed Straight
Radius Returns
Total Length Feet
Hanscom Avenue
Intersection
2.00
13.00
15.00
Haven Street
1
44.60
2
44.60
High Street
3
192.55
15
192.55
Hillcrest Road
1
122.00
4
122.00
John Street
1
68.30
2
68.30
Kingston Street
2
117.00
4
117.00
Lowell Street
4
479.00
6
479.00
Parker Street
Intersection
58.55
58.55
Pleasant Street
Intersection
21.70
21.70
Sanborn Street
3
62.90
3
62.90
Vine Street
Intersection
87.96
87.96
West Street
1
68.00
2
68.00
Weston Road
1
65.20
2
65.20
Woburn Street
4
246.60
142.42
7
389.02
Salem Street
1
13.20
2
13.20
Winthrop Avenue
Intersection
5.50
12.80
18.30
John Street
1
46.00
46.00
Totals
1,532.85
336.43
49
1,869.28
Highway Department
217
Preliminary to the Chapter 90 construction of Woburn Street, six sharp corners at intersecting streets were rounded out by installation of radius curbing, allowing traffic to more easily negotiate these cor- ners. Also on Woburn Street, 442.2 lineal feet of curbing was moved and reset to grade.
On other streets, because of sidewalk construction, relocations, etc., 477.6 feet of straight curbing, 32.1 feet of radius curbing and 8 driveway corners were reset to conform to new grades and/or street lines.
BOUND STONES SET
Bound points were set as required by law to define street lines, as shown in the following table :
Street
Location Set Set
Kingston Street West Side, near Mt. Vernon
At angle point 1
Priscilla Road Puritan Road, Easterly, to Dead End
Accept. of 1937 11
Puritan Road
Lowell Street to John Carver Road
Accept. of 1937 16
Lawrence Road Main Street to Hampshire Road
Accept. of 1938 16
Grove Street Forest Street to Golf Club
Relocation of lines 9
Woburn Street
High Street to Sanborn Street
Reconstruction of 1938
6
Linden Street Intersection of Lowell Street
Sidewalk construction
2
Vine Street East side, near Mineral Street
Relocation of corner
2
John Street N. W. corner John & Pleasant Streets
Sidewalk construction 1
Salem Street
South side at John & Eaton Streets
Sidewalk and Sewer construction 2.
Pleasant Street North side-Parker to Middle Streets
Sidewalk construction 3
No.
Total 69
218
The bound points set were all regulation cut granite bound stones, and were accurately placed. As will be observed by examining the above table, most of the bounds were set on street acceptances and reloca- tions and some were made necessary by sidewalk construction.
Several bound stones were reset when found moved by construction jobs or other causes. These were carefully checked by our engineer when reset.
STORM WATER DRAINAGE
Storm water drain installation in 1938 was substantially increased over that of preceding years, due in the main to W. P. A. drainage projects. The drainage system was extended a total of 8,203.70 lineal feet, with pipe ranging from 6 inch to 30 inch diameter; 94 catch basins and 39 manholes were constructed, and 47 curb inlets set.
The W. P. A. storm water drain project installed storm drains on portions of Green, Elliott, Haven, Minot, Pleasant, Vine, Oak and Parker Streets and Pinevale and Center Avenues. Drainage conditions on these streets were especially bad, and were corrected by the new drains.
The following table shows the streets, length and size of pipe where storm drains have been laid :
STORM WATER DRAINAGE Size and Length of Pipe Installed
Location
30"
24"
18"
15''
12"
10"
8'
6''
C. B.
M. H.
C. I.
Totals
Green St.
1,008.0
11
2
10
1,008.0
Pinevale Ave.
711.5
8
5
7
711.5
Pleasant St.
669.5
4
3
2
669.5
Elliott St.
363.0
221.5
28.0
2
2
612.5
Haven St
438.3
7
5
438.3
Center Ave
493.0
34.0
6.0
5
2
4
533.0
Parker St.
292.2
51.0
4
1
343.2
Woburn St
Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.