California Highways and Public Works, May-June 1960

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~, ~ ~ -° ° ~4bC Work has started on the new highway bridge over the upper end of Carquinez Strait to provide a crossing for the San Francisco Bay Area Interstate Loop. The new bridge will cross just downstream (right) from the railroad bridge in the photo above. The City of Benicia is in the foreground in the picture, with part of the industrial area of Martinez just across the Strait, and in the distance the Clayton and Ygnacio Valleys where. the Cities of Con- cord, Pleasant Hill, and Walnut Creek are growing together into one great residential city at the foot of Mount Diablo. In the upper left of the photo are more of the industrial developments which are graduaBly taking up the sites along the waterfront between Martinez and Stoek- ton. At right is Division of Highways ferry MS CARQUINEZ, which will continue to carry traffic between Martinez and Beni- cia until the bridge is finished. See bridge progress story on page 35. Californl a Hig hwa ~ sand Public Words Official Journal of the Division of Highways, Department of Public Works, State of California

Vol. 39 May-June Nos. 5-6

CONTENTS Page Ventura Freeway ------2 By f. E. Sturgeon and K. P. Mock, Resident Engineers Motels ------______11 Summation by James R. Smith, Headquarters Right-of-way Agent Sierra Highway ------16 By Ira H. Alexander, Chief of Geodetic Section, Los Angeles County Engineer Department, and A. K. Goldin, Chief of Survey SeismicTests ------17 By A. D. Mayfield, Assistant District Engineer, G. H. Lamb, Materials Engineer, and Dewey Knittle, Project Engineer Free Fill ------22 By Ralph E. Decker, Senior Highway Engineer, and Fred W. Radtke, Highway Engineering Associate WalnutCreek ------27 By J. F. O'Brien, District Construction Engineer Coastal Bluffs ------31 By R. B. Luckenbach, Assistant District Engineer, and Virginia J. Smith, Administrative Section Benicia-Martinez ------35 By L. C. Hollister, Projects Engineer Cholame lateral ------40 By J. M. Sturgeon, District Construction Engineer FullFreeway ------— ------43 By W. H. Crawford, District Construction Engineer SlipformPaving—L.A. FRONT —The aerial view ------47 COVER By R. M. Innes, Senior Resident Engineer used as the wrap-around color RioVista Bridge ------51 cover for this issue of the maga------McHenry Avenue ------______58 zine was taken from above the new By Joseph J. Spaeth, Assistant City and County Projects Engineer and Ventura Freeway-San Diego Free- F. M. Babcock, Resident Engineer way interchange (foreground) look- Mixer Tests ------______60 ing eastward along the Ventura By Bailey Tremper, Supervising Materials and Research Engineer Freeway in the San Fernando Val- Sand H i I I Road — ------b 1 ley. By Odo Camerotto, Resident Engineer, San Mateo County Talking About —Phofo by Robert J. Rose HighwaYs ------b2 Urban P I a n ni n 5------63 'Tempus Fugit' Corner ------64 Twenty-five-year Awards ------66 Retirements—Division Announces Recent Retirements______65 Martin A. O'Brien ------64 Charles P. Sweet ------=------64 Obituaries—In Memoriam ------57 H. Ray Judah ------`-~~------68

LESTER S. KORITZ, Editor STEWART MITCHELL, Associate Editor JOHN C. ROBINSON, Associate Editor HELEN HALSTED, Assistant Editor MERRITT R. NICKERSON, Chief Photographer

Editors are invited to use information contained herein and to request prinfs of any black and white photographs. Address communications to: EDITOR, CALIFORNIA HIGHWAYS AND PUBLIC WORKS P. O. Box 1499 SACRAMENTO 7, CALIFORNIA Last Two Sections in the San Fernando Valley Opened

By F. E. STURGEON c~nd K. P. MOCK, Resident Engineers

~OVERNOR EDMUND G. BROWNS IlUIl- dreds of sightseers, officials and the general public were on hand on April 5, 1960, to attend ribbon-cutting cere-

°'This fine, modern transportation facility is dedicated to the safe and. efficient movement of people and things — within and through —the great San Fernando Valley and to the continued growth and development of the sociaN, economic and recreational well being of the people of the Southern California Empire.'° —Governor Edmund G. Brown monies on the Ventura Freeway, marking the completion of two sep- totaling about arate contracts together Governor Edmund G. Brown officially opens fhe new freewery as Robert E. McClure (left), of Santa 8 %2 miles of new freeway at a con- Monica, and Arthur T. Luddy (right), of Sacramento, members of the California Highway Commission, look on.

BELOW LEFT—The Ventura Freeway-San Diego Freeway interchange with the big cut through the Governor Brown officially dedi- Santa Monica Mountains visible in the right back- struction cost in excess of $14,000,000. ground. View is south. BELOW RIGHT—Looking Formal opening of these two links cated the freeway as a cavalcade of west along construsfion on the Ventura Freeway completed the Ventura Freeway in ancient and modern automobiles, between Encino Avenue and Kelven Avenue. The community of Woodland Hills is in the Left back- the San Fernando Valley. school bands, gaily decked paraders ground. ~TO PALMDALE /h,~, //U ,n~nib~ 1111/ 1111 1i1 Uro..`\„~u~11 U~~ TO BAKERSFIELD~ ~., i ~~~'Ui„~ /i ~p~~ •q,.•~`11 ~4 ~~n~ ~~ i~ ~~~4pi - - MLT.S i Qh

~ - drp ~ = SAN ~, (ih ~nh~o,~~,_..,,, ~h • FERN 0 rii S

.LQ$_ANGELES_ ~ J ~~ O~ -'- ~ _J-----1 ,~,~~.N~~” ~~ _ ',! m SAN j• i i FE NANDO~ • ” "' TUJUNGA ~ ~'~,, r CHATSWORTH ue MISSION ~ • s9y -" ne ,- -- Ip r ~ ~ J DEV NSHIRE 0~~ • HANSEN ~~~~iq~~~~, ~ % a~ ANGELES DAM _ ~ ~ w SAN DIEGO o ~ ~`~, CREST ~~ m Q FREEWAY ap ~ J O 92,9 \\`\~\ ~ '„~ ,~~~ii, '~Op HIGHWAY

Z ~m~...~,' •~i - o a ~ GOLDEN p O =~-~,,,~~~~; V~ ~uuu~., ~~( ~i ~~~h III~~u m • ~ rare x+90 I ~, ~ //rn `~ FREEWAY ~~ 'hnia,~ 1. %. `. B D£VIL~S GA7E ti Q 27 SEPULVEDA • ~ O= o 'n0` < `, ~l~O ~ U FL000 CONTROL ~ = O~ ~ BURBANK nt ~~qn~~~ L__ d ~ easrN ~ • o VAN °Y m ~ .= Q,4 ~",,;~,\FLINT- ~i z W \ • w ~ O~ i~~n,. `S = `RIDGE i O NORTH - GLENDALE ""'=-~~~ ~ `'__J F Z ioi ~ i ~ NUYS 3 '~e W ~ ~~o HOLLYWOOD/_ °''~~~i~,,.,,,..~.~ma,~~,i,~,.,.....~ ,.., CAL`ABASA~

FREEWAY To ~. X00 ~~~~.~~ \PN~iuj~~~~ }^~ C .. , GRIFFITH .~;~: I~~ENTURA polll//i~o ~uu~~~~ PARK—?~~~-`~ /nxH ij~~>r E A~q~q ?~~uu~~~ qii .~~NIU :.dlll/di. o i~ ~ ~~ i iuu ,~' ~~. ~,~ull /G~~~ `~~~\UUgG.aUrp~.~w•..~tlU~;~uq.~ni ~~1 ~~. ~~~.~\I liiii., ~~N\iii ~~4 ,` ll~i~p _,/ ~~\Ill Mountains,,,,, ~~.~iui~„~~ Gd /l~IN~~~~ ~` 1 ~~Ill

~~~""•e~-~ %`SHILLS

\— r,..~~` ~ ~ `”`muq~i ~ LOS i ,,,~u OLYMPIC BLVD. ~St.- 6 SANTA ,~,iuin n~~a~~"~~vp~~~ 01`0,~~~/pi,,. .,~i MON/CA i`~CIFIC'—~ FREEWAY ~ —~~~~ `O~Sr SANTA 00000000 p Op00a OOnpO .~~~ ADAMS BLVD. ti ~p~~~~ ANGELES Pacific ~ '`~ ONICA LONG hq~ HARBOR LATER EACH 4 B(LO ~ lb Sew DiEao FREEWAY FReEwa TO LOM6 BEACH ~ 5,41 FfRN/aNDO VALLEY FREEWAYS Leven COMPLETED OR f — FUJI FREEWAYS SCALE UNDER CONSTRUCTION ~— ~~ EXPRESSWAYS 2 ~ 0 2 4 BUDGETED ------•~~~• MILES FREEWAY ROUTE ADOPTED ---- 00000 Moy i;i9ca oy.B and pretty girls formed in a parade Sponsors of the colorful affair were This contract also called for re- at the Coldwater Canyon Avenue the Valley-Wide Committee on location of Mulholland Drive in the Bridge in Studio City. Following brief Streets and Highways and affiliate Santa Monica Mountains and con- ceremonies at a "ribbon" symbolized organizations. struction of anew bridge to carry by U.S. Army Hercules and Nike Mulholland Drive across the future East Contract missiles, the motorized cavalcade pro- San Diego Freeway. ceeded in a two-mile-long convoy One of the two projects opened Among the major structures in- west to Woodland Hills and Challc simultaneously on the Ventura Free- cluded on the freeway proper are the Hill, where it paused for a few words way was the contract to the east, be- following: Tujunga Wash Bridge, from former Governor Goodwin J. tween Laurel Canyon Boulevard and Whitsett Avenue Undercrossing, Knight and then doubled back on the the San Diego Freeway. Under con- Coldwater Canyon Undercrossing, eastbound leg of the freeway. tract to Peter Kiewit Sons' Company Ethel Avenue Pedestrian Undercross- A luncheon attended by more than for $8,898,000, it stretches 4.3 miles ing, Fulton Avenue Undercrossing, 300 persons at the Sportsmen's Lodge and has been under construction since Sunnyslope Avenue Pedestrian Under- concluded the day-long festivities. July 1958. crossing, Woodman Avenue Under- May-June 1960 3 ~ y ~,, ;, ,, River Bridge at ~ s~~~ ~ ~ , crossing, Los Angeles ~y Hazeltine Avenue -:s,;, . Hazeltine Avenue, Bridge over Los Angeles River, Tyrone Avenue Pedestrian Under- crossing and Los Angeles River Footbridge, Van Nuys Boulevard Undercrossing, Kester Avenue Un- dercrossing, Noble Avenue Pedestrian Undercrossing and Sepulveda Boule- vard Undercrossing. Plans on the main contract called for grading, structures and paving eight lanes of concrete on cement treated subgrade. Major contract items included 2,450,000 cubic yards of roadway excavation, 7,950,000 mile- yards of haul, 217,500 tons of imported subbase materials, 164,000 tons of untreated base, 51,500 cubic yards of concrete pavement, 32,480 cubic yards of bridge concrete, 66,060 lineal feet of concrete and steel piling, 1,800,000 pounds of structural steel, 1.Q2 miles of sanitary sewer pipe, and 2.7 miles of storm drain pipe. material d crew spreads concrete and places center dowels on the East C'onfract. The major portion of the required for the fills was obtained from the Mulholland material site, approximately 3 %z miles south of the job. This material was within the roadway prism of the proposed San Diego Freeway. No shooting was necessary in excavating—all material was ripped, and then dazed to a 60-foot belt loader. Tractor trucks equipped with "hydro-tarders" and 20-cubic- yard bottom-dump semitrailers were used for hauling. The same haul road was used from the Mulholland area to the interchange of the Ventura and San Diego Freeways as was used on a previous Ventura Freeway project. Hauling and Paving In order to avoid interference with public traffic, the contractor erected additional haul bridges at all but two crossings at which points the right-of- way was of insufficient width to permit building them adjacent to the freeway bridges. Manually controlled signals, synchronized to signals on nearby Riverside Drive, were installed at these two locations. One of these two grade crossings was later eliminated after the deck of the Kester Avenue Undercrossing had been poured, cured and protected from overstressing by special con- A Finishing float wifh a burlap drag makes a final pass over the pavement oea fhe Easf Contract.

4 California Highways a►~d Public Works struction. The contractor erected a haul bridge over the structure b~> spanning the bridge with steel H- beams supported over the freeway bridge abutments and over a temporary pier under the center of the span. This arrangement transferred zero load to the freeway bridge and thus permitted the overweight loads to cross. Pouring of the concrete for the roadway was done in 24-foot widths, using two pavers averaging 1,700 cubic yards per 8-hour working day. An unusual feature of the paving operations was the use of double header forms bolted together in 20-foot lengths and spiked fast to supporting 4" x 10" planks. This was done to provide an unyielding foundation for the heavy 24-foot paving equipment, including an automatic spray curing rig. Outside lanes were poured to a 9-inch truck-load thickness, the inner lanes being of standard 8-inch dimen- Concrefe finishing sion. operat7ons must be made at the junction with the previous day's run. Mulholland Bridge span of Five different types of bridge con- 235 feet is the longest of this mately 85 feet. Another feature of the type ever struction are represented: welded built in the West. At the bridge is walkways with 8-foot-high piers the arched steel girder, concrete box girder, T- soffit is 16 feet deep steel picket railings having tops bent and varies to beam and box girder, cored slab, and 7 feet at the center. The inward as a safeguard for pedestrians. bridge provides curved soffit box girder. The Mulhol- a 56-foot roadway and two West Contract land Drive Overcrossing is the curved sidewalks 5 feet 8 inches wide. The second Ventura Freeway proj- soffit box girder bridge, and its center ect, also opened on April The actual construction of this 5, extends from Encino Avenue to Kelvin bridge presented some extremely diffi- Ave- nue at Chalk Hill, a cult engineering problems. The bridg- distance of approximately four miles. ing was to be done over a 125-foot- Construction of this section, under deep gorge in rough terrain. Because $5,312,645 contract to Oberg Construction of lack of storage space and working Corpora- ton and Oberg Bros. area, the contractor elected to fill the Construceion Company, was breach with excess begun on August 26, excavation from 1958. the adjoining Mulholland relocation Major structures were site, which he did to a height of ap- built on the West Contract as follows: proximately 12 feet from the soffit Encino Avenue Pedestrian of the bridge. Utilizing this earthen Overcrossing, White Oak Avenue falsework fill, he was able to move in Undercrossing, Zelzah Avenue Pedestrian his equipment and materials, including Undercross- ing, Lindley Avenue 120-foot lengths of 2% -inch rein- Undercrossing, Etiwanda Avenue forcing steel, and begin Pedestrian Under- construction crossing, operations. Burbank Boulevard Under- crossing, Reseda Boulevard Under- The Mulholland Bridge is supported crossing, Yolanda Avenue Pedestrian by end abutments and six central Undercrossing, Wilbur Avenue Un- piers; it has one center span 235 feet dercrossing, Van Alden Avenue Pe- in length and two connecting spans destrian Undercrossing, Tampa Ave- each 168 feet in length. The vertical nue Undercrossing, Shirley Avenue distance from the deck of the bridge Pedestrian Undercrossing, Corbin to the traveled way of the future San Thes photo Avenue Undercrossing, Oakdale Ave- shows a portion of fhe scored concrefe Diego Freeway, which will shoulder strip which is described in more defail fn pass be- nue Pedestrian Undercrossing and fihe accompanying article. neath the central span, is approxi- Winnetka Avenue Undercrossing.

'~"1 5

►forn►a ►forn►a

6 6

Cal

Works

Public Public

Highways Highways ar~d ar~d

A A

view view

the the of of new new

Mulholland Mulholland

Drive Drive

Bridge Bridge

spanning spanning

the the future future

San San Diego Diego

Freeway, Freeway, fa

&en &en from from

the the old old

highway highway Boulevard). (Sepulveda (Sepulveda

required required 3,200,000 3,200,000

-yards -yards mile

of of

over-

Fernando Fernando San San Valley. suitable suitable drainage drainage conditions conditions erust, erust, and

Hill Hill cut, cut, transportation transportation the the

yon yon

which northwest northwest the the of of in in

corner corner of of the strip strip is is limited limited locations locations to to where

erly erly and and end end crushing crushing the the of of operation operation

project project

near near in in Bell Bell

the the

Can- Chalk

tacting tacting treads. treads. fire fire Use Use of of the the scored

material material was was obtained obtained from from cubic cubic yards yards a a quarry

was was

located located at at

the the

west-

a a

rumbling, rumbling, washboard washboard

effect effect

on on con-

mately mately

140,000 140,000 tons tons of of untreated untreated base way way excavation excavation

quantity quantity

of of

1,660,000

shoulder shoulder

areas areas on on ramps ramps by by producing

of of

the the

Fernando Fernando San San

Valley. Valley.

Approxi-

tract tract was was

that that almost almost

of of all all

the the road-

signed signed to to discourage discourage vehicular vehicular use use of

Rinaldi Rinaldi Street Street in in

northeast northeast

the the

corner

interesting interesting An An

aspect aspect

of of

this this

con-

projections projections

inch inch in in

%Z %Z

height. height.

It It is is de-

cated cated

Sepulveda Sepulveda at at Boulevard Boulevard and

iwo iwo Operations

flush flush pavement pavement

with with and and

with with raised

from from

the the Eden Eden tVlemorial tVlemorial Cemetery Cemetery lo-

water water

flow.

Jersey, Jersey, scored scored the the strip strip is is 2 2 feet feet wide ported ported subbase subbase material material

was was obtained

anticipated anticipated

future future

increased increased

storm

highways highways used used on on in in the the State State of of Approximately Approximately New 250,000 250,000 tons tons of of im-

of of

the the

Caballero Caballero

Creek Creek

Channel Channel for quarters quarters design design section section

from from a a type

ground.

to to

box box augment augment

the the drainage drainage

capacity ment. ment. Adopted Adopted

by by

Sacramento Sacramento

Head-

Hill Hill area area

is is in in fill fill

over over virtually virtually

level

double double 9' 9'

10' 10' x x reinforced reinforced concrete right right on on

the the edge edge of of

the the

ramp ramp pave- with with ect ect exception exception the the

Chalk the the of of

box box culvert culvert mental mental adjacent adjacent

scored scored concrete concrete

to to the the

shoulder shoulder

e~usting strip tate tate the the operation. operation. fill fill entire entire The The

proj-

eastbound eastbound

onrarnp onrarnp feature feature 9' 9' another another

x x

an an

l l 0' 0' reinforced reinforced experi- concrete Winnetka Winnetka Avenues, Avenues, in in order order

to to facili-

offramp offramp

and and the the Burbank Burbank

Boulevard which which the the State's State's contractor contractor built other other the the at at west west from from end, end, Calvin Calvin

The The Reseda Reseda

Boulevard Boulevard

westbound trol trol District District under under wanda wanda agreement agreement Yarmouth Yarmouth to to Avenues, Avenues, and and by the

the the

Los Los lation; lation; Angeles Angeles one one County County at at the the east east end, end, from from Flood Flood Eti- Con- Shoulder Shoulder Strips

tion tion cost, cost, $40,000 $40,000 roads roads age age residential residential for for was was contributed contributed circu- traffic traffic by

crossings.

In In addition addition

Channel, Channel, the the

to to completion completion and and State's State's two two of of construc- front-

srructing srructing

the the

bridges bridges

and and pedestrian

Creek, Creek,

Tampa Tampa

Channel Channel

and and Corbin crosses crosses way way

overhead.

reinforcing reinforcing

steel steel

was was used used

in in con-

culverts culverts

at at

three three locations, locations, Caballero to to reduce reduce

skew skew the the

where where

the the free-

concrete concrete

and and

3,317,000 3,317,000 pounds pounds

struction struction reinforced reinforced

of of

concrete concrete was was box reconstructed reconstructed

on on new new

alignment

appro~mately appro~mately

18,115 18,115

cubic cubic

yards yards of

The The

first first order order of of work work was was off off con- ramps ramps and and

Burbank Burbank

Boulevard

concrete concrete pavement pavement

was was

required;

reconstructed reconstructed

where where

they they

join join

on on

and

to to

20 20 scrapers scrapers for for shorter shorter the the haul. 50,000 50,000

cubic cubic yards yards of of

Portland Portland

cement

treated treated

subgrade. subgrade.

City City

streets streets

were dump dump trucks trucks the the for for long long haul haul up and and November November 23, 23,

1959. 1959.

Appro~umately

Portland Portland

cement cement

concrete concrete

on on cement-

belt belt loader loader

which which loaded loaded bottom- and and concrete concrete

pavement pavement

started started

surfacing surfacing

an an for for

8 -lane -lane

freeway freeway

with

ations ations were were required. required. Push Push cats cats fed fed a were were started started on on 19, 19, November November

1959,

Worlc Worlc consisted consisted

of of

grading grading

and haul. haul. Two Two separate separate earthmoving earthmoving oper- Cement treated treated - subgrade subgrade operations I 096 L aunt-~(aVy

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8 California Highways and Public Works head, Seaward Avenue Overcrossing, Vista Del Mar Undercrossing, Sanjon Creek Bridge, Ventura Underpass, Chestnut Street Overhead, California Street Overcrossing and Ash Street Pedestrian Overcrossing.

Right-of-Way Steps are now being taken to convert the e~sting Ventura Express- way from Calabasas to the City of Ventura into a full freeway by elim- inating grade crossings. Public meet- ings, design studies and right-of-way acquisition have been in progress for this phase of the conversion. Right-of-way for the four-lane divided portion of Ventura Boulevard in Ventura County from the South- ern Pacific Overhead north of the City of Ventura to Seacliff is pres- ently being acquired. In this seven- mile stretch considerable relocation and reconstruction of the Continen- tal Refining Company facilities must be made. Right-of-`vay is being acquired as funds become available. In acquiring the right-of-way for the bypass of the City of Ventura many difficult and involved problems were encountered. In one case it was necessary to purchase a sizable portion of the main plant of a large lumber company. This property covered a large rectangular area fronting on A view northward taken above a completed portion of the San Diego Freeway. The interchange with the Ventuea Freeway can be seen in the foreground (left). The arterial to the rPght is Sepulveda Boulevard. five streets which included a main Sepulveda Flood Control Dam is at center left. office, showroom, parking area, railroad facilities, spur track on property the beach frontage in the City of The acquisition from the Walt Disney and storage yards. The company sup- Ventura was taken and it was neces- Productions involved the moving of plied eight branches throughout Ven- sary for us to replace a similar area many old movie sets from the part the tura County with various types of for the part taken for freeway pur- State acquired. This area was formerly milled lumber, doors and- casings. It poses. Easy access is now possible to used by Walt Disney as a storage was necessary to rearrange their entire this recreational area, and with a large ground for old sets. operation, loading docks, spur tracks and expansive development program Also of and, in addition, provide other areas interest was the acquisi- for this area under way by the Divi- tion for their use. of a part of Griffith Park, which sion of Beaches and Parks, and the affected a section of the park known In another case the right-of-way construction of a small boat harbor in as Travel Town. Travel Town con- passes diagonally through several large the immediate area, this should prove sists of a collection of old steam en- lemon groves operated under lease as to be one of the finest recreational gines and other antiquated means of one unit, with a large packing and spots along the entire coast. transportation. This attraction had to processing plant on the premises. The route of the Ventura Freeway be relocated. Another unique acquisi- Many problems were involved in re- as adopted from the Hollywood Free- tion is a bowling alley (this acquisition arranging irrigation facilities, wind way to the holden State Freeway at as of this date is not complete). machines, providing drainage and Griffith Park cut through a pictur- wind breaks, farm roads and other esque residential area known as To- Summary facilities to keep these properties op- luca Lake which, of course, housed The Ventura Freeway is officially erating in an efficient and profitable many individuals employed by the described as beginning at the Golden manner. entertainment world as well as such State Freeway at Griffith Park and Also, a large area of State Division organizations as NBC, Columbia terminating at the Santa Barbara Beaches and Parks property along Studios and Walt Disney Productions. county line 75.4 miles distant. 32.4

May-June 1960 q

10 10

California California Highways Highways Public Public and and Works

cluding cluding the the system. interstate interstate existing existing Montgomery Montgomery Freeway Freeway in project project is is mid -1962.

standards standards

expressways, expressways, for for

modern modern in- boa boa Avenue Avenue in in San San Diego Diego and and the Estimated Estimated completion completion date date the for for

Included Included

time time first first the the be for for will will motorist motorist a a full full freeway freeway between between Bal- million million pounds pounds of of steel. reinforcing reinforcing

ings ings

for for classes classes

roads roads all all streets. and and of of when when concluded concluded will will afford afford the crete crete laced laced with with -half one and and four four

for for signs, signs, pavement pavement signals, signals, and and mark- is is one one of of a a series series contracts contracts of of which consume consume 18,000 18,000 of of yards yards cubic cubic con-

manual manual standards covering covering modern modern This This first first section section to to advertised be be ing ing operations, operations, "the "the while bridges bridges will

way way will will in in result result -date a a up new, new, -to in in the the contract. of of earth earth will will excavated excavated be be the the grad- in in

The The general general revision revision under now now four -level -level structure structure will will included be be items. items. More More a a than than million million yards cubic cubic

Association Association of of County County Officials. 395. 395. Four Four bridges bridges in in addition addition to to the ing ing several several of of the the many many contract

nicipal nicipal Association Association National the the and and the the at at junction junction of of US US US nitude nitude and and 101 101 can can be be best best appreciated appreciated by by not-

representatives representatives of of American American the the Mu- proposed proposed four -level -level traffic traffic interchange An An indication indication of of project's project's the the mag-

Ordinances, Ordinances, and and includes also also now now Sixth Sixth Avenue, Avenue, which which will will include include the route.

Committee Committee Uniform Uniform Traffic Traffic on on Laws Freeway Freeway between between Park Park Boulevard Boulevard sections sections and existing existing along along the the present

Traffic Traffic Engineers, Engineers,

of of the the and and Narional of of the the first first units units of of the the San San 15 15 Diego traffic traffic signals, signals, numerous numerous and and inter-

Highway Highway State State Institute Officials, Officials, the the June June on on 2, 2, 1960, 1960, for for the the construction eliminate eliminate will will 30 30 railroad railroad crossings,

American American the the Association Association of of tives tives of Bids Bids were were opened opened in in Los Los Angeles National National City. City. The The new new development

formerly formerly representa- tee, tee, composed composed of of

previous previous editions. editions. commit- joint joint The The

Committee Committee (Southern (Southern

Section) Section) the the of of State State Chamber Chamber of of Commerce:

Devices, Devices, which which trol trol

developed developed

also also

the

of of

District District

XI XI of of the the State State Division Division of of Highways, Highways, and and Frank Frank

G. G. Forward, Forward, chairman chairman

of of the the Highway

Roger Roger Woolley, Woolley,

S. S. member member Committee Committee Uniform Uniform of of the the Traffic Traffic on on California California Con- Highway Highway Commission, Commission, Jacob Jacob Dekema, Dekema, engineer engineer charge in in

Studying Studying a a

model model

the the

proposed proposed of of

-395 -395 US US 107 freeway freeway interchange interchange Diego Diego in in San San are are to to (left (left right): prepared prepared being being by by National National joint the the

The The revision revision new new the the of of manual manual is

1954. made made were were in in

published published in in and and 1948 1948 limited limited changes

The The last last the the edition edition of of manual manual was

pected pected be be completed completed to to this this summer.

for for vices vices Highways Highways Streets Streets and and is is ex-

ual ual Uniform Uniform Traffic Traffic on on Control Control De-

Commerce, Commerce, that that revised revised said said the the Man-

Public Public Roads, Roads, Department Department U.S. U.S. of

Tallamy, Tallamy, who who the the heads heads Bureau Bureau of

Administrator Administrator Bertram Bertram D. D. Tallamy.

announced announced was was Federal Federal by by Highway

markings markings ment ment is is now now under under way way it

for for highway highway signs, signs, pave- signals, signals, and and

the the vided vided accepted accepted national national standards

manual manual which which

for for years years many many has has pro-

general general A A revision revision of of the the basic

Traffic Traffic Devices On On

Revision Revision Manual of of

000,000.

amounts amounts tion, tion, more more to to $83,- than than

right -of acquisition acquisition -way -way construc- and and

the the of of Ventura Ventura Freeway, Freeway, including

state state funds funds to to date date development for for

Seacliff. Seacliff. The The expenditure expenditure total total of

head head of of north north the the of of City City Ventura Ventura to

the the Southern Southern Pacific Pacific Railroad Railroad Over-

tura tura County County the the near near end end west west from

Freeway Freeway wood wood 7 7 and and miles miles in in Ven-

from from Buena Buena Vista Vista Street Street to to the the Holly-

include include 2.8 2.8 near near miles miles the the end east east

exceptions. exceptions. Gaps Gaps yet yet to to be be financed

budgeted budgeted construction construction for for with with two

completed, completed, under under construction construction or

County. County. Portions Portions of of the the route route are

U.S. U.S. 101 101 RELOCATION RELOCATION THROUGH THROUGH 43 43 County, County, miles miles SAN SAN DIEGO DIEGO SCHEDULED within within Ventura

are are miles miles located located within within Los Los Angeles How Essential Are Accessibility And Visibility to business Success?

A REPORT OF THE LAND ECONOMIC STUDIES SECTION, RIGHT-OF-WAY DEPARTMENT

Summation by JAMES R. SMITH, Headquarters Right-of-Way Agent

THE succESS of the modern motor hotel—like any business venture—re- flects the successful combination of a great number of factors. Not all of these factors will contribute equally to motel success. In any given instance some will be of extreme importance, while others may be of only passing moment; and to a great extent, their order of importance may reflect. only the current opinion and appraisal of the particular expert involved. Almost without exception, however, motel experts collectively have un- equivocally cited "location" as the most critical of the various motel success elements. With similar unanimity, motel planners have proceeded from this base to a simple, BEFORE: Large undeveloped land parcel adjacent to US 40 near Sacramenfo, California, in 1953. As a three-phase ad- result of the construction shown in fihe left and lower center (to allow for bath the merging of two monition: If you wish your motel to freeways and the separation of local traffic), the direct access and unlimited visibility aspects of this be a success, locate it (1) directly ad- property are fo be signifiicantly altered. jacent to a highway; (2) on a directly accessible site that is (3) clearly visible to passing traffic. And with this sequence, locarion and its two major elements—direct access and unlimited visibility—are correspondingly established quite firmly in motel locational theory. Yesterday—a "prefreeway" yesterday—one needed only to tour the nation's highways to confirm that motel developers were—again almost without exception—heeding all three elements to the letter, and with apparent success. Today, however, the picture is not nearly so clear. A tour of Cali- fornia's expanding freeway network, at least, reveals more than enough examples of de luxe motels—seemingly in successful violation of the traditional locational criteria—to prompt AFTER: Deluxe modern motel constructed on the proper}y after completion of the freeway and after the new admonition-producing ques- the access and visibility restrictions were clearly evident. tion: How important to the success of the Valuable Answer three people to whom the answer modern motel are the locarional ele- While there are many people to would be of extreme importance, the ments, direct access and unlimited visi- whom the answer to this question main basis, perhaps, for decisions in- bility? would be of general interest, there are volving substantial sums of money.

May-June 19b0 11 controlled facility upon both the property and the operation remaining, are the issues of prime moment. Clearly, factual knowledge of the motel success factors which are being ef- fected, and the extent to which any impairment of them is likely to be reflected in the overall success of the operation (and hence its market value) would be vitally necessary. It is true, however, that because highway needs and concepts have changed over the years, right-of-way acquisition currently is not directly affecting existing motel properties as frequently as in the past. Moreover, the expectation that right-of-way pur- chases will involve even fewer such parcels in the future is a reasonable and logical one and may be readily documented. The preponderance of recent freeway right-of-way acquisition is on new alignment, generally Aerial photograph showing the circuitous route rr~ofavists traveling toward Sacramento must follow to reach the motel. Disiance from freeway turnoff to motel parking lot is 1 mile. through areas where existing "roadside" businesses are not as yet in exist- ence. It follows, then, that fewer ex- These three are the motel investor, the Motels have traditionally been isting streets and highways are cur- motel lending agency, and the high- "roadside" businesses, and as a result rently being improved to full freeway way right-of-way agent. of the process of improving highways standards than was formerly the case, throughout California, all or portions The basis of current lender and in- and thus even fewer future acquisi- of both existing motels and potential vestor interest in the visibility and actions of all or portions of established motel sites have frequently been di- cess facets of motel location is readily "roadside" businesses are likely. apparent. They are concerned with rectly affected by right-of-way ac- It is therefore apparent to the right- anything which might significantly in- quisition. Acontinuing study of perti- of-way agent that keeping abreast of fluence the success of a proposed motel nent aspects of the motel business by changing motel locational concepts is venture. the right-of-way profession thus be- not altogether "operations research" Modern motels—in the one-hundred- came necessary for several significant on an increasingly recurring right of and-up room sizes which are fast be- reasons. way problem, insofar as the acquisi- coming the standard—are constructed When acquiring a going motel in its tion of existing motels is concerned. in many instances at overall costs entirety, the right-of-way agent—in With respect to the effects of right- which approach $12,000 per unit. order to pay a complete and well of-way acquisition upon the pote~atial Thus the total investment upon which documented "just compensation"— motel site, however, the situation is an adequate return must subsequently simply must know all there is to know somewhat reversed, and continuing be generated is clearly substantial, and about both the specific operation study of locational theory can be ex- ventures can therefore little af- under acquisition and the overall field such pected to reveal much useful infor- upon any untimely in general. In short, his position must ford to be based mation of value in accurately ap- advised planning. What are the be that of awell-informed buyer, and or ill- praising and fairly acquiring these success; which are most it follows that timely, accurate knowl- ingredients of types of sites. critical and most important; and how edge of such fundamentals as the ele- they are reflected in a given site—the ments of motel success will clearly Location and Sueeess: A Case Study answers to these questions become the be a basic part of his motel data fund. Approach basic factors on which both investor When right-of-way acquisition is With motels, as with any other busi- and lender commitments are likely to affecting only a portion of either an ness, the earning of a fair return will turn. existing motel operation, or a potential depend not on one but on many fac- Right-of-Way Concern motel site, complete knowledge of the tors, with each factor contributing factors The right-of-way agent's interest in various success and their re- proportionally to the final total. A the problem is also a direct one, and lationships becomes even more criti- grouping of the major elements of only slightly less apparent than is the cally important. In these instances, the motel success, for example, would connection between motel investors effect of the right-of-way taking and certainly include such factors as man- and lenders. the construction of the new access agement, location, competition, age,

12 California Highways and Public Works size, etc.—all necessary ingredients of limited visibility and markedly and subsequently related to the entire profitable motel operations. indirect access from an adjoining operation's initial and continued It is, moreover, evident that in each freeway facility. success. particular instance, the contribution 2. Determine just how important Sacramento Inn and individual importance of the "location's" various subelements "If you can find it, you'll love it." various factors will differ. For exam- have been to that motel's success, This is the way a Northern California ple, a good manager can, up to a by determining where they fit businessman summed up his impres- certain point, overcome many of the into its particular picture. sions of the case study, "Sacramento disadvantages of competition, motel Inn," after returning home from a ~, age, etc. Just as clearly, however, all A modern, de luxe motel which convention at that California motel of the success ingredients must be clearly meets all of the conditions located adjacent to U.S. Highway 40 present in relatively harmonious pro- noted in (1) above, has been chosen near Sacramento. portions, or the entire motel operation as the first of a continuing motel case And apparently more than enough will not have a fair economic chance. study series. (From time to time other patrons are both making the discovery Of all the success factors, the loca- case studies will also he summarized in and finding their way back again to tional element is undoubtedly most future issues of California Highways keep this motor hotel's- owners and critical. It is also probably the most and Public Works.) manager busy providing suitable ac- difficult to pin down. A review of the In the following sections, the loca- commodations. Although only some literature—much of which is noted in tion of the motel selected with respect 2 %Z years old, the Sacramento Inn has the "References" at the end of this to a major freeway will be described already expanded twice. Currently, a article—reveals that, over the years, a good motel location has apparently come to mean proximity to a highway, visibility front a high~zvay, and access to c~nd froyn a hzghway. Thus premised, an inflexible, "either-or" kind of sequence has developed, and the emphasis on location has tended to move to the extreme—success has rrieant location on a highway, unlim- ~ec~ vsibility;.in ,all; di-rections from a highway, and direct access to and from the premises. All of the other success factors have taken a back seat to these locational criteria, and many a motel business failure has been blamed entirely upon inadequacies in ~I the locational "big three" without any i attempt to see if nonsuccess might not ~ be more accurately related to some of the other factors as well. Inexorably, as seems to come to -all "black and white" dichotomies, the "shades of gray" examples have recently begun to appear upon the motel scene. Successful instances of motel operations without direct highway access and with only relatively limited highway visibility, can be found here and there throughout the State. Today they are becoming fairly numerous, and they seem still to be on the increase. A sound, case study kind of analysis has thus become available, and a direct, uncomplicated approach can now be taken. One such approach follows: 1. Find an outlying motel in profit- Aerial photograph show)ng circuitous route moiorisls traveling from Sacramento must follow to reach able operation which has only the motel. Total distance involved in this approach 1s 1.3 miles.

May-June 1960 ~ 3

14 14 Highways Highways California California Public Public and and Works

from from freeway freeway cess cess US US 40 40 is adjoining adjoining safely safely assumed assumed short, short, he he knew knew access access how how ! ! ) direct direct and and considerably

other other accompanying accompanying photographs, photographs, ac- available available would would which which have have find find allowed his his way way if if back, back, could could even even be it it

clearly clearly from from and evident evident the the aerial aerial an an larly larly who who investor investor had had other other sites to to leave leave subsequently subsequently the the freeway freeway and

school school

o o f f ity" ity"

As As developers. developers. is

motel motel

vestor vestor choose choose such such a a location, location, particu- lost, lost, it it is is said, said, as as will will he he bother never never

o o f f the the visibil- "direct "direct unlimited unlimited access - Why, Why, then, then,

informed informed

would would in- an an

soon soon enough. enough. The The has has customer customer been

lates lates every every success success

one one of of criteria the the

Investor's Investor's Analysis

ditional ditional

planners, planners, motel motel is is not not at at :~J.1

on on that that which which the the site site it it is is

vio- located located nzitted.

inn inn the the itself. itself. (This, (This, to to tra- according according

achieved achieved

success success

of of in in fact spite spite the the need need have have been been subsequently subsequently

cona-

one one is is when when almost almost opposite directly directly

Sacramento Sacramento

Inn Inn is is of of has it it interest; interest; zaras zaras ment ment not not advisable, advisable,

no no

moneys

from from the the freeway freeway is is first first possible possible

only

for for

this this largely largely very very the reason reason that that indicated indicated that that amillion- dollar dollar invest-

atively atively complete complete view view of of the the

motel

of of motel motel And And success. success. it it is actually actually quantities, quantities, and and had had the the initial initial analysis

mile. mile. both both And And from from directions, directions, a a

rel-

case case

study, study, This This is is then, an an example, example, seemed seemed it it to to pvesent, pvesent,

were were knoz~rn

freeway freeway to to the the the the inn inn is is an an even even

one

acceptance already already —have —have been been noted. and and any any particular particular locational locational

problems

from from ing ing northeast the the —the —the trip trip

from

both both

initial initial of of and and customer continued continued elements elements for for sites. sites. other other The The freeway,

Driving Driving into into Sacramento— approach-

a a sense sense which which evidence empirical empirical in in are are analysis, analysis, and and comparison comparison

with with

similar

to to the the inn. fence fence

the the respect, respect, subsequent subsequent expansions— and and were were available available for for

careful careful study,

parking parking lot lot along along and and the the freeway

its its owners' owners' filled filled expectations. expectations. this In In were were clearly clearly apparent apparent upon upon the the

ground

ing ing lot lot entrance; entrance; thence thence through through that

the the opening, opening, has has more more inn inn than than ful- tional tional and and advantages advantages disadvantages

turning turning into into a a "Sears "Sears Roebuck" Roebuck" park-

November November same same year. year. of of the the From From its difficult difficult to to visualize. visualize. All All of of the the

loca-

to to and and along along a a county county

road; road; thence

was was months months and and later, later, completed completed in visibility visibility and and access access have have might might

been

follows: follows: is is From From as as the the

long long offramp

and and commenced commenced 100 100 units — four freeway freeway period period when when such such things things as

are are required required to to follow. follow. The The

sequence

segment initial initial — facilities, office, office, dining dining choose choose or or utilize utilize the the site site in in the the pre-

the the along along very very route route which which patrons

S, S, 1957. 1957. uary uary Construction Construction 1 1 the on on pulsion pulsion or or commitment commitment of of any any kind kind to

away away from from the the inn inn itself, itself, measured

sible sible project project the the entire entire started started Jan- on on highway" highway" situation —there —there was was no no com-

the the freeway freeway leave leave a a 1.3 1.3 at at point point miles

55 -year -year lease lease The The which which made made pos- instance instance was was in in this this no no "before "before

the

driving driving from from Sacramento

—one —one

must

$2,000,000 $2,000,000 the the class. structed structed and and opened opened to to travel. travel. There

Approaching Approaching from from the the southwest—

investment investment land land and and into buildings buildings in in adjoining adjoining the the freeway freeway had had been been con-

for for the the boosting boosting inn's inn's guests, guests, the the total is is clearly clearly restricted. selected selected and and the the motel motel built built a a f f tey

205 205

of of units units total total modern modern are are neither neither available direct direct short, short, nor nor and and visibility note note It It is is that that well well to to this this site site was

to to off off and and how how return. return. The The implied implied between between correlation correlation visibility visibility and and motel motel success success is is not not borne borne ou} ou} in in the the case case studied, studied, however.

to to According According

traditional traditional motel motel locational locational fhis fhis is is too too theory, theory, late —the —the motorist motorist is is to to not not Likely Likely turn turn back, back, it it can can 6e 6e even even if if he he assumed assumed to to knows knows where where turn

Sacramenfo Sacramenfo

The The appears appears Inn Inn to to as as it it as as he he fhe fhe passes passes motorist motorist direcfly direcfly opposife, opposife, the the where where only only a a point point relatively relatively clear clear view view the the of of premises premises is is possible. more visibility from passing traffic? success. And the construction of suc- Eckert, Fred W., "Objective Compazisons —The Hotel vs. the Motel," The Appraisal Journal, And why has success blessed this in- cessful "motel rows" along former XXV, No. 3, Part 1, (1957), 356-372. vestment in such a presumably "para- highway routes which have been "by- Glassbuiner, Fred R., Factors Affecting the Success of Motel Operation in Bakers{eld, California, doxical" spot? 1VIr. Elwood F. Male- passed" by new freeway alignments Bakersfield Savings and Loan Assn., Bakersfield, ville, the Sacramento Inn's vice presi- would seem to suggest that less em- California, April 17, 1959. dent and general manager, sums it up phasis upon new highway Haverkom, Thomas W., "America's Vigorous Post- location war Enterprises: The Roadside Motels," Traffic this way: might also be reasonably premised. Quarterly, April 1958. "There are many (See "Roadside Merchandising," Cali- Kane, C. Vernon, Motor Courts—From Planning to factors which con- Profits. New York: Ahrens Publishing Co., Inc., tribute to motel success or failure; fornia Highways and Public Works 1954. among them, site access and visibility magazine, July-August 1957.) Kane, C. Vernon, "Motor Trends—Bigger and better, but at what kind of a risk?", Architectural certainly have their place. Even during this changing era, Forum, February 1954. "However, so definitely Kelly, John F., "Motels and Freeways." Reprinted do such however, certain "success" criteria from California Highways and Public Works things as recognizing a need for a have persisted relarively unchanged magazine, January-Febrnary, 1954. motel within any general area; deter- "Location Is The First Consideration," Motels, The and unchallenged. Among these, that Money Maker, Chicago: Patterson Publishing mining the overall type and standard which emphasizes unlimited visibility Company. (No date.) of facility which such a need may from passing traffic as the locational Lundberg, Donald E., and C. Vernon Kane, Busi- ness Management: Hotels, Motels and Restau- indicate; and, of course, after estab- "must" undoubtedly has undergone rants, Peninsular Publishing Company, Talla- lishing just this very kind of motel, the least modification; and direct hassee, Florida, 1952. Miller, Richard A., "The Odds on Motels," Archi- seeing to it that a top level of service access from adjacent traffic lanes has tectural Forum, August 1957. is subsequently provided. probably run a close second. Motels, Hotels, Restaurants and Bars. An Axchitec- "In any given situation, just tuxal Record Book. New York: F. W. Dodge how Until recently, there seemed little Corp., 1953. these and other success factors will Podd, George O. "Significant Postwar Trends in be need to question or re-examine these arrayed can only be determined by an Hotel Operation," The Appraisal Journal, XXV, two key concepts. Now, however, No. 4 (1957), 603-617. individual, on- -spot the survey. Quite the results of changing highway con- Smith, James R., "Roadside Merchandising." Re- often, what holds true for one situa- printed from California Highways and Publil cepts—controlled-access freeways, no- Works (July-August, 1957). tion will only rarely hold precisely tably—have been directly responsible U.S. Bureau of Forei~ and Domestic Commerce. true for any other. Establishing and Operating a YearRound MoYOr for new motel developments which Court. By Hacxy Barclay Love. Washington: Li.S. "I think it is quite clear, however, seemingly discount traditional theory. Government Prinring Office, 1946. that the old good-location formula— U.S. Department of Commerce. Motel Planning. Uncritical acceptance of these key Business Service Bulletin. Washington: U.S. direct access and unlimited visibility elements—and indeed yesterday's en- Government Printing Office, 1954. equal motel success—no longer states tire location formula itself—may no the case as correctly as it may once longer be entirely realisric. A re- Old Roads Recalled, have, and certainly all the `Sacramento appraisal of the relative position and Inns' which are being built these days importance of all motel locational fac- New Ones Praised would seem to support this view." tors seems now to be clearly required, Following is an excerpt from a re- and quite apparently it is the "un- Conclusion cent letter received by the Editor orthodox" but successful freeway- from Mr. Van Arsdale Smith of Motels have been traditionally both 620 oriented entrepreneurs who are forc- Terrace Way, Bakersfield, who highway and traffic oriented. This ob- ing asecond look at traditional theory. viously qualifies roadside-motorist-service orientation as a veteran Califor- The motel nia motorist: has largely been responsible for certain owner and investor, the highway "As an `old timer' began "success" concepts which have per- right-of-way specialist, and who driv- the motel ing at the ripe old of sisted relatively unchanged over the lending insritution may find, age 10 years in in just these a `one lung' Oldsmobile, model years as the basis of motel locational recent developments, sig- 1902, nificant indications of when we had mostly just dirt roads, theory. The basic admonition to locate change in what I may well be termed have had the good fortune to wirness first and foremost on a site adjacent to the last of the motel locational theory the whole gamut of highway a highway is excellently illustrative. "holdouts." develop- The motel noted—The ment culminating in the system of Locational theory has not come Sacramento Inn—is of particular magnificently engineered freeways down through the years altogether interest as a case study example in point. now being built. unmodified, however, and outward Clearly in this instance, circuitous "For many years I have received evidences of certain evolutionary access and limited visibility have not restricted the magazine California HighzUays changes have recently become both successful motel operation. and Public Works and have marveled apparent and numerous. The recent at the ingenuity of the Division of tendency, for example, to locate REFERENCES Highways in designing these free- motels in various parts of the "down- American Automobile Association, "Americans on WSyS. town" section—many times on the the Highway," A Report on Habits and Patterns in Vacation Travel, Washington, D.C., Sixth "One thing I am sure of, is the fact more traditional hotel sites—raises Edition (1956). that freeways are indispensable in some doubE as to the relative impor- Baker, Geoffrey, aad Funaro, Bruno. Motels. Pro- California or any other area of mass tance of "highway" locations gressive Architecture Library. New York: Rein- to motel hold Publishing Corpoxarion, 1955. travel by automobile, truck and bus." lt~ay-June 1960 15 • e~~ ~ `~ /~ /~ Geodimeter Speeds r r v Relocation Survey

By IRA H. ALEXANDER, Chief of the Geodetic Section, Los Angeles County Engineer Department, and A. K. GOLDIN, Chief o$ Survey over 40 miles. THE ANTELOPE The adoption of the Antelope Val- Palmdale, a distance of ~isTxrcT VnrirY, located in ley Freeway on a location at some dis- The control for this consisted of sec- VIIthe northeasterly tance from the present Sierra High- tion line ties and dubious triangulation region of Los An- way places it in an area not covered stations whose values have been ques- geles County and by the district's survey Control Sys- tioned, due to earth movements since of District VII, is a tems, and precise horizontal control their establishment. The situation was lightly settled, rela- was urgently needed for that area. considered critical and a check on required. tively flat, desert The use of the Model 3 Geodimeter the Control System was terrain covering an gave the district survey staff a method The assistance of the Sacramento immense area. Dur- that was fast, accurate and economical Headquarters Geodimeter Crew was ing the last few years industrial, busi- to accomplish this task in the shortest enlisted and a horizontal control net- ness and residential development of possible period of time. It also will work was established terminating on the area has increased at a very rapid serve as a check in establishing new the Llano Base Line, that had previ- rate due to the aircraft facilities that controls on our older Control Sys- ously been established near the Pear- have been established there. tems on the Sierra Highway. blossom Highway by Los Angeles Increase in population and resultant County. increases in land values of the area ConTrol Brought North In 1954 the Los Angeles County require that plans for design, drainage Horizontal survey control for the Engineer's Geodetic Crews had pro- and right-of-way acquisition for the Co-ordinate Control Maps of the dis- duced an arc of first order triangula- Antelope Valley Freeway be based trict had been brought northerly tion over the San Gabriel Mountains upon surveys of a more precise order from the Golden State Freeway along. which included_ their Llano Sase Line. than were previously available. US 6 (Sierra High~~ay) and into ... Contonued on page 69

radio used to communieafe wifh fhe master station. Wish the jeep on the Wifh the jeep on fhe left is shown the stave or refleetor unit and the walkie-talkie eleetric current to operate both the master unit and its lights and the right es shown the master geodimefer unit, the theodolite, the portable generator for radio rece7ving set for the master unit.

16 California Highways and Public Works • m Portable Equipment Aids eI S I I I~ C es S Excavation Study on US 6

By A. D. MAYFIELD, Assistant District Engineer, G. H. LAMB, Materials Engineer and DEWEY KNITTLE, Project Engineer

TxE use of porta- the rock, it was determined drilling method. A refraction seismograph sur- DtsTxtcT ble, refraction type and coring would not provide the vey appeared to be capable of obtain- VIIseismic equipment needed additional information for se- ing the desired information at mate- for selection of ex- lection of the most suitable excavation rially reduced cost. The seismic type cavation rriethods at sites encountering rock is occurring more frequently in the construction industry. Increasing use of seismic data in the industry has prompted our efforts to secure closer determination of earthwork cost by using a refraction seismograph to in- vestigate subsurface rock formations at large cut sites. Initial construction on the Antelope Valley Freeway, U.S. Highway 6 relocation, will consist of major grading operations southwest of Palmdale. This portion of the freeway is situated in the rough foothills northerly of the San Gabriel Mountains. Erosion has produced deep incised canyons and numerous exposed beds of sandstone, conglomerate and fractured basalt which have been uplifted by geologic forces. During the preliminary materials investigation, it was estimated approximately 3,000,000 cubic yards of in- durated sandstones, conglomerates and fractured basalts could not be excavated entirely by rippers and scrapers. It was evident that some blasting and shovel work would probably be necessary, Amore accurate estimate of the amount of excavation that could be done by scrapers and ripping was needed. Boring with rock bits was considered too costl5r. A great number of holes would be needed and very expensive pioneer roads would have to be cut in to the drilling sites over relatively inaccessible terrain.

Core Method InadequgTe The geology of the area was well exposed. Because of the difficulty in attaining a direct correlation between the rate of drilling and ability to rip Marv)n McCauley sets ofi a shat point for a seismic record,

May-June 1960 ~ 7

18 18 California California Highways Highways and and Public Public Works

because because of of complicated complicated bulky mine mine and and and and depths depths differences differences in in degree from from the the shot shot the the point, point, wavelet wavelet front

fully fully used used in in engineering engineering used used projects is is seismic seismic in in the the method method to to deter- main main front. front. Beyond Beyond certain certain a a distance

refraction refraction seismograph seismograph has has The The not not velocity velocity been a a sound sound -front of of wave surface surface the the during during progress progress of of the

nels nels

and and bridges. bridges. recently, recently, Until Until the

starts starts wavelets wavelets

upward upward toward toward

the

Sound Sound

Velocity Velocity

Used

projects, projects, as as such such highways, highways, dams, dams, tun- each each higher higher speed speed This surface. surface. layer layer

cessfully cessfully in in several several used used engineering can can be be point, point, it it is is measured. bent bent the the along along interface interface of

mininD mininD industries industries has has and and been been suc- and and ward ward and and downward, downward, downward downward which the the the the from from of of velocity velocity shot

logic logic studies studies by by petroleum petroleum the the and causes causes sound sound As As the the wave progresses progresses outward -front -front waves waves moving moving out-

It It more. more. has has been been widely widely in in used used geo- paint paint of of origin origin called called "shot "shot the the point" direct direct route route in in low low gear.

surface surface investigations investigations for for 20 20 years years or a a sharp sharp blow blow or or a a dynamite dynamite at at a blast blast than than going going more more on on slowly slowly a a muddy

used used a a basic basic as as in in shallow shallow tool tool sub- equipment equipment operates operates on on the the theory theory that speed speed to to a a reach reach destination destination sooner

The The refraction refraction seismograph seismograph has has been use use on on engineering engineering projects. projects. This of of detour detour roadway roadway smooth smooth at at high

sections. now now becoming becoming standardized standardized a a tool tool for be be would would highway highway travel travel on on a a longer

the the refraction refraction tests tests roadway on on the the the the refraction refraction portable portable seismograph seismograph is analogy analogy sound sound to to wave -front -front travel

and and compared compared results results with with obtained obtained in plicated plicated equipment equipment is is available available and in in crystalline crystalline second second hard hard rock. rock. An

were were made made the the extensive extensive on on outcrops more more smaller, smaller, compact, compact, and and less less com- consolidated consolidated ?0,000 ?0,000 soil soil to to feet feet per

For For site. site. purposes purposes of of correlation, correlation, tests and and miniaturization miniaturization of of the the past past decade, 600 600 from from feet feet second second per per in in loosely

of of fracturing fracturing an an within within excavation technological technological advances advances in in electronics material. material. velocities velocities -front -front Wave range

survey survey also also indicate indicate

would would the the amount equipment. equipment. However, However, the the with with recent of of consolidation consolidation the the of of underlying

Looking Looking westerly westerly along along location location of of Antelope Antelope Freeway Freeway Valley Valley Bee Bee Canyon Canyon with with in in foreground foreground Santa Santa and and Clara Clara background. River River in in Figure 1. Enlargement of }ype of seismogram being studied by engineers in photo to the left.

A seismograph recording camera and fire controls Nick Silken and Marvin McCauley review a photo- with a dark room, developer and fixing bath. graphic record from fhe seismograph like the one shown in Figure 7. 8<

will arrive at the geophones before the arrival of the slo~~er direct wave. h Several -o portable seismographs are c ai available 0 on the market currently. One U such unit was demonstrated at the d site by 2VIr. Horace Church. This - 3 equipment consisted of a battery-operated electronic counter, ~ 2 a geophone, v an eight-pound sledge hammer, a strik- E ing plate and a wire which runs from the sledge hammer to the counter. The electronic counter unit, about the size O 20 40 00 ioo of a small overnight case, is placed on 60 iZO ~av Aso iav tvv Lc~ 240 Y60 Seismometer Spocinq- Ft. the ground. Wires are connected to The depth at which these change3 occur can be computed the unit from the sledge hammer and the geophone which is plugged into by the ground. The striking plate is Formula for two layer problem Vo Velocity of placed on the ground, a measured dis- 1st material V~ = Velocity of 2nd material ~0=1/2 ~~ - ~O •Xc tance from the geophone. The plate ~Z = Velocity of 3rd material ~1 + ~o XC = Distance intercept is then struck by the hammer and the Formula for T~ 1st of time intercept three layer problem counter unit is activated by a spring TZ 2nd time intercept 2 contact switch attached to the ham- ~o Thickness of 1st layer ~ ~~2~T 2~ V2 - ~Zo ~~ ~— mer. The time from the instant of the ~~ Thieknes~ of 2nd layer 1" ~ - ~ V V VZ Vo blow until the seismic front reaches v2 - v~ 2~ the geophone is recorded in the elec- Figure 2. A time-disfance graph used in seismic recordings. tronic counter. The plate is then moved in line with the geophone to another measured distance and the operation is repeated. The distance intervals used are dependent upon the depth and amount of detail required 400 FPS by the observer. This type of instru- ~/PPABLE MATER/AL e ment is reported ~~ to be satisfactory for ~ 5600 TO /O,000 FPS investigations to a depth of 50'. By the use of blasting as an energy source, the depth of the investigation can be extended. Portable Unit 4SO+a0 The district requested the assistance of the Headquarters Materials and F6gure 3. Atypical cross section showing velocity zones. May-Jane 19f:0 19 the project centerline as a check on the results determined along the centerline profile. On developing the recording paper, a permanent record is obtained showing the time of the firing break and the time that it took the seismic wave-front to reach each geophone. (This is shown on Figure No. 1.) Wave Travel Measured The time for wave-front travel from the shot point to the respective geophones is determined graphically by interpolation from the time lines placed at 10-millisecond intervals on Figure 4. A sketch showing proposed excavation in a sandstone conglomerate bed. the photographic record sheet. As will be observed on Figure 2, field distances from the shot point to geophone loca- Research Department's refraction seis- several thousand times and fed into tions and the corresponding time in- mograph crew. In response to this sensitive mirror galvanometers in the terval produces atime-distance curve. request, Marvin McCauley and Nick recording camera. A light beam re- The slopes of the various sections of Silken of the Geology Section brought flected by each mirror onto rapidly the time-distance curve are dependent a portable seismograph unit to the site. moving sensitive paper imprints sig- upon the velocity of the shock wave Although this instrument functions nal variations from each geophone. in each type of material and the depth similarly to the one demonstrated by (Please refer to Figure No. 1.) The of the contact surface or interface be- Mr. Church, the operation is consid- rate of travel of the paper and the tween materials of different type. In- erably different. It consists of a multi- firing instant are synchronized. tersection points on the time-distance channel recorder using 12 geophones. One-third to one pound of 40 per- curve are a function of the thickness A seismic wave activated at a shot cent dynamite is used to create the of each layer and the depth of the point. is picked up by the geophones seismic wave. The spacing of the geo- contact surface. The velocity in each located at intervals along a predeter- phones is varied to provide the accu- segment is equal to the incremental mined line and carried to a high gain racy desired. Cross profiles using the distance divided by the incremental amplifier where the signal is increased geophones were run at right angles to time.

and amplifier. Mike Nigro ee~sfialls a geophane along the shot lene< Refraction seismograph equipment with recording equipment a0 California Highways ar~c1 Public Works A general interpretation of the velocity ranges encountered are: Velocity feet per second Excavation method Below 4,000 Rippable (conventional earthmoving equipment required) 4,000 to 5,000 Variable. Ripping is questionable Over 5,000 Blasting will be required The velocities of the material inves- tigated are considered useful in providing an indication as to whether ripping or blasting methods will be required during excavation of the proposed cuts. Other factors such as joint pattern, stratification, degree of weathering, the amount of fracturing and the tectonic history of the rock can effect rippability. In some instances, water saturation can raise velocity in a low-speed material or lower velocity in a high-speed material in appreciable amount. However, the grid condition of this particular locale precludes much concern for a variance from the general interpretation. In order to provide data for the assistance of pro- UPPER and LOWER. Typical terrain on the Antelope Valley freeway wifh the centerline of the freeway spectivebidders inthe determination of superimposed. the type of excavation methods to be employed, it is planned to prepare a serie's of cross sections through the excavation sites on which will be indicated the different velocity zones for the purpose of calculating the different types of material. A typical example is illustrated in Figure 3. On the premise that this information is becoming more generally under- stood by the construction industry, it is believed the providing of velocity zone cross sections will give a more accurate guide to the manner in which the excavation can be accomplished. With this information, interested bidders will have a better guide to subsurface conditions and the State will benefit by receiving lower bid prices. E. D. Drew, Associate Engineer Ge- ologist and M. McCauley, Junior En- gineer Geologist of the Headquarters Materials and Research Department aided in the seismic investigation.

REFERENCES (1) R. Buxton Rose, M.A.—"Seeing Rocks Undex the Ground" Southwest Builder and Confxac- tor, June 9, 1950. (2) Horace K. Church, C.E.—"Reckoning Ripable Rock" Bulletin by Shepard Machinery Co., Los Angeles, California.

Mt~y-June 7 960 21 Embankment Material 'Stockpiled' ree w In Place for Future L. A. Freeways By RALPH E. DECKER, Senior Highway Engineer, and FRED W. RADTKE, Highway Engineering Associate way and the Harbor Freeway. In AS FREEWAY C011° for freeway embankments in advance however, the stockpiling ui~~x~~i struction gaans of the actual freeway construction at every case, State's contractor and V ~ ~ headway in the little or no cost to the State. This is was done by a excavation material came from a Los Angeles area, done through making available to re- the projects It has been only the State Division sponsible persons certain areas within state freeway last two or three years that of Highways is state-owned freeway rights-of-way as within the enlarged upon this stretching the disposal sites for their excess excava- the State has to accept approved em- gasoline tax dollar tion material. procedure bankment material from other govern- to provide as many The stockpiling of excess embank- and from private miles of free ment material on nearby freeway mental agencies rr►ore contractors. way as possible at the least cost to rights-of-way from a going freeway From the beginning we realized the public. As a part of this "1Ylore- project has been practiced for many making arrangements with out lOililes-of-Freeways-at-Less-Cost Pro- years. There are many instances that people for placing fill material gram," District VII has initiated a where this was done on the Santa side -owned rights-of-way made it procedure whereby it obtains earth Ana Freeway, the Golden State Free- on state

226,000- State's contractor from excess excavation on Harbor Freeway. This Campacfed embankment for San Diego Freeway in City of Torrance placed by program, as detailed in the accompanying artecle. cubic-yard fill is in addiflon fo the 1,080,000-cubie-yard 1959 disposal

California Highways and Public Works 22 mandatory to organize a standardized procedure, not only for the State's protection but also to assure complete fairness to the people involved.

Potential Sites De}ermined Approximately a year ago this ac- tivity was made the responsibility of the District Right of Way Clearance Section. The Clearance Section con- tacts the District Design Department to determine which freeways have potential embankment sites and how much fill material these sites will ac- commodate, After the right-of-way is acquired by the State, locations which contain large embankment areas normally requiring imported material for construction are given an early prior- ity for clearance of buildings and utilities to prepare these areas for potential disposal sites. As these sates become available, we are in a position to consider requests from outside parties who have excess earth for disposal. Elpplicants are advised of the general requirements for use of state lands for disposal sites. Experience has shown that we cannot economically handle small quantities of material and a minimum of 5,000 cubic yards has been established. We have also found it necessary to have the work done under a standard Main- tenance Department Encroachment Permit, to which Special Provisions are attached and made a part. Also, a Faithful Performance Bond is re- A view of the future Golden State Freeway apgnment in the vicinity of the Glendale Freeway Ynfier- quired from the permittee. Control of change. In the foreground are 14 disposal sites with compacted embankments, a total of approximately 400,000 cubic yards of material. Los Angeles River in background. these encroachment permits was dele- gated to the Right of Way Clearance Clearing and Grubbing, Concrete Re- The permittee is required to furnish Section since this section is also removal, Embankment Material, and the State with a faithful performance sponsible for the demolition and clear- Embankment Construction), Disposal bond, known as a P-4 State Highway ance of buildings and the relocation of Materials, Expense of Inspection, Permit Bond. °The amount of such of utility facilities which must be and Protection of Work. These Spe- bond is determined by the State, but accomplished prior to commencement cial Provisions are similar to and con- usually will be based on the amount of stockpiling operations. sistent with state requirements for of material proposed for embankment Coreclifeons Attached freeway construction projects. as stated in the Permit, as follows: The time duration of an Encroach- Special Provisions to guarantee the Qucrnttity of ment Permit authorizing construction Amount of proper placement and compaction of material bond of embankments on state-owned land sugtable embankment material con- 5,000 cu. yds. ______X5,000 will normally vary from sistent with freeway construction re- 30 to 90 10,000 cu. yds. ______10,000 days, depending upon 20,000 cu. yds. or more quirements are attached to and made the amount of _____ 20,000 material the permittee has available for a part of the Encroachment Permit, A disposal purposes. Generally brief summary of the general re- and include in general the following: the time allowed is as follows: quirements for embankment construc- Work Control, Authorized Use of tion follows: Disposal Site, Work Hours, Qztantity of ynateraal Tiyne la~nit Storage In advance of embankment cQn- of Permittee's Equipment and Ma- 5,000 cu. yds. ______30 days struction, all existing material within terial, Standards of Construction (con- 10,000 cu. yds. ______60 days 20,000 cu. yds. or the disposal area which is unsuitable sisting of Workmanship, Foundation, more ------90 days for embankment foundation shall be

Gad removed from the site to a location outside of adjacent state-owned lands. The site is to be cleared and grubbed. Material which may be acceptable, such as cement pavement, slabs, curbs, gutters, etc., shall be broken up, removed and/or prepared for embankment as directed by the State. The embankment material must have a minimum R-Value of 15, be free of objectionable material, and be approved by the Division of Highways.

Compaction tests The permittee is required to protect existing street curbs, gutters and sidewalks which are to remain in place. He is also required to furnish and erect any necessary posts for signs furnished by the State, and furnish and erect any other protection considered necessary by the State to prevent un- authorized dumping. The cost of compaction or material quality tests requested by the permittee shall be paid by the permittee. Except as otherwise The proposed alignment of the Santa Monica Freeway between Vermont Avenue and Budlong Street. provided in the Special Provisions, in- Approximately 200,000 cubic yards of material has been placed of this location. spections performed by the State will be done without cost to the permittee. The State will make disposal sites available on a first-come basis. The disposal site is for the sole use of the permittee, the amount of material placed and its source to be as set out in the Permit. Under no circumstance shall the permittee accept material from other sources for disposal on the site, subcontract for material from other sources, or accept payment from others for permission to dispose of un- authorized material from unknown sources. The Special Provisions, which have been developed by the District Con- struction Department, include para- graphs on clearing and grubbing, concrete removal, embankment construction and protection of work. These are sufficient in detail to insure the State that any embankment construction by the permittee will be equal to freeway embankment placed under a major freeway construction contract. The issuance of the Encroachment Permit creates a contractual relationship between the State and the permittee. The permittee is given the exclusive use of a specified site for Approximately 40,000 cubic yards of material under permit is being placed by a private contractor placing state-approved fill material in from excavation obtained from the Pacific Telephone Company building site located at Fourth Street and what will later be a freeway embank- Grand Avenue, City of Los Angeles. Note dust control by wafering of street.

24, Cr~liforni~ g-1►ghways and Public 1V1/orks Looking north on fhe future Glendale Freeway weth existing Alfesandro Streef eaf }be rlgPet side of phafo. Dfstricf Vll has under permet 100,000 cubit yards of freeway embankmenf in this vicinity.

Uisposa/ sifies on the Golden State Freeway in the vicinity of Riverside Drive and Allesandro Street, viewing northerly across Riverside Dr]ve, with City of Glendale in the background.

May-June 1960 25 Looking northerly on Route 107 weth South Main Street interchange in foreground and showing interchange separating Sign Routes 24 and 21 in background.

~g California Highways and Public Works Orinda to Monument Boulevard is This interchange is perhaps the volved in the work was the construc- now in service. most outstanding feature of the proj- tion of frontage roads, city street Approximately one mile east of the ect. With its five major structures and connections, an extensive drainage Pleasant Hill Interchange, the free- attendant ramps, the three-level inter- system, a concrete-lined channel way also branches south to a connec- change provides for smooth flow of change, and the installation of a sig- tion with Sign Route 21 at Crest Ave- traffic between State Sign Routes 24 nalized intersection. nue near the southerly city limit of and 21. Including this main inter- Walnut Creek. The main interchange change, there were five major inter- In Interstate System which carries traffic northerly to changes which involved the construc- The north-south portions of this Monument or southerly to Danville tion of 16 major structures. project are a part of the federal inter- has been aptly described locally as a The work consisted of construction state highway system which will giant "Y," and also provides direct of 4- and 6-lane sections of concrete eventually encircle the lower portion connection to the existing city street roadway with provisions for an ulti- of San Francisco Bay and connect system of Walnut Creek. mate 6- and 8-lane freeway. Also in- with US SO in Vallejo. Of interest to

View of "Y" interchange in Walnut Creek. LQOkiny northerly on Sign Route 24 fio Oakvale Road Overcrossing with North Main Street interchange in background. gay-.~~,~,~ ~ X60 ~g

30 30 California California Highways Highways Public Public and and Works

slippage content content The The tons. soil. soil. sistant sistant of of in in 50 50 the the State State Engineer. Highway Highway

aggravated aggravated moisture a a page page high high by by eral eral stressed stressed rod rod a a pile, pile, load each each to to supervision supervision being being P. P. As- Sinclair, Sinclair, of of J. J.

the the plane plane main main circular circular of of to to slip- a a system system rods rods was was of of ing ing consisted consisted to to two two W. W. a C. C. Names, Names, gen- under under the the all all

the the instability instability

due due

cut cut

of of was was

the the

in three three tons tons and and stress- per per Bridge Bridge square square the the Department Department foot, foot, representative

made made Borings Borings indicated the the area area in in

allowable allowable resident resident on on soil soil about stress stress an an Murray, engineer engineer of of W. W. J. J. was was

ment ment undertaken.

were were

were were was was project project there there 14 14 Based Charles Charles Harney, Harney, piles piles L. L. per per Inc., beam. beam.

specialized specialized cial cial investigation investigation and and treat-

General General of of 75 75 holes. holes. 1960. 1960.

Each Each

contractor contractor on on the

pile pile and was was deep deep

feet feet

of of 5, 5, footings footings spe- bents bents 4 4 Nos. Nos. and and

and and work work 24" 24" May cast cast was was all all in in completed completed in in drilled diameter diameter vertically vertically

of of

the the the the

top top

and and spread

for for

cut cut the the

Construction Construction 1957 began began rods rods from from in in to to June June the the the the soil soil through through piles

support support westerly westerly for for the the at abutment abutment

diameter diameter 1 1

%" %"

transferred and and

was was

of of approximately approximately 1,000 1,000 feet. during during stability stability excavation. excavation. To To insure

strength strength high high alloy alloy steel steel rods rods stress stress of 14 14 height height with with of of for for a a a a feet, feet, length evidence evidence bridge bridge of of the the showed showed of of in-

Beam Beam loading loading achieved achieved was was through the the slope slope 70 -foot -foot of of vicinity cut cut in in the the channel channel 36 36 crete feet feet -lined -lined in in width

Oakvale Oakvale the the Overcrossing. Overcrossing. Road Road

The of of consisted consisted construction construction of of a a con-

Use Use Alloy Alloy Steel

of of vicinity vicinity the the abutment abutment westerly westerly of San San Ramon Ramon relocation This This Creek. Creek.

a a toe toe to to tie tie slope. the beam beam countered countered of of at at unstable unstable was was the the cut cut quired quired in in the portion portion relocation relocation of of of a a the the

of of the the difficulties difficulties One One major major project project the the the the Route Route on on en- abutment abutment Sign Sign the the slope slope 21 21 top top re- and at at of of

Construction Construction the the leg leg southern southern of of of wide, wide, five five thick thick feet feet anchored anchored and and to ect ect posed posed problems. many many construction construction

Complexity Complexity $8,500,000 $8,500,000 of of this this reinforced reinforced concrete concrete proj- 15 15 inches beams, beams, of of the the further further area. stabilizing stabilizing cut cut

via via a a series series changing changing of of detours. zontal zontal was was the the through through slope slope applied applied drains drains installed installed three was was as as a a means

stages stages the the of of construction construction operations structure structure extensive extensive of of an an hori- system system Highways Highways construction. construction. of Loading Loading

traffic traffic addition, addition,

was was In In carried carried

through coarse coarse rock. rock. both both sides sides On On of of the is is probably probably in in a a Division Division first first of

with with relation relation construction construction operations.

near near of of slope slope the the top top was was with packed packed to to excavation. excavation. The The prior prior method method

used

relocations relocations utility utility close close required required cor-

the the

structure structure of of Southerly Southerly

acup -out

the the restoring restoring

which which loading loading

existed

developed developed large large area, area, number number a a of

approximate approximate

flattened flattened an an

3:1 3:1 to to slope.

stabilize stabilize

was was to to

made made slope slope

the the by

so so often often As As is is the the a a highly case, case, in in

removed removed was was

ing ing

and and slope the the streets streets improvements, improvements, and and the the decision

structure structure

Northerly Northerly of of

the the one one build- installation installation shields shields of of such such this this area. in in be be could could flattened flattened not not due due to to e~sting

stabilized stabilized

of of this this

section section slope. of of cut cut interstate interstate the the This This system. system. is is first abutment. abutment. Since Since westerly westerly the the slope

Slides Slides

occurred occurred

also also on on either either side designating designating 680 680 Route Route of of the the federal behind behind of of cut cut the the of of location location the

blue blue shields shields and and overhead overhead on on ward ward signs into into successfully successfully the the to to worked worked an an road road top existing existing at at date.

freeway freeway red, red, of of are are section section the the roadway roadway the the white toe toe of of at at during during the the 1957 1957 up- cut cut the the of of and and winter winter has and and

motorists motorists the the traveling traveling opened passed passed newly newly the the belo~~ belo~~ This This stabilization stabilization slope slope of of elevation elevation the started was was

Oakvale Oakvale Road Road Overcrossing Overcrossing on on Sign Sign Rouie Rouie south. south. 24, 24, looBeing looBeing Slope Slope stabilization stabilization shows shows tie article, article, -down -down described described through through process, process, in in at at extreme extreme right. Cliff' Erosion on US 101 S Problem Od S d u Causes Major Repair

By R. B. LUCKENBACH, Assistant District Engineer, and VIRGINIA J. SMITH, Administrative Section

THE FORCES Of DISTRICT riatUx'e, together with certain man- xI made erosive forces, have in- tensified and accel- erated the deterior- ation of a cliff which supports U.S. Highway 101 in San Diego County. Just south of the coastal community of Encinitas US 101 follows a bluff along the Pacific Ocean which has been subjected to weathering and erosion by rain, wave action, and percolation of underground waters,

At its March 1960 meeting the California Highway Commission al- located $490,000 for further erosion control and bluff protection work along US 101 between CardifF and Encinitas, to the north of the project described in this article. Bids for the work were opened in Los Angeles on June 2, 1960. causing the face of the cliff to gradu- ally retreat to the extent that the roadway was endangered. The California Division of Highways therefore began studies to find a method of stabilizing the bluff or relocating the highway. Following a large slipout which occurred in March 1958, plans were completed for installing temporary bulkheading as an emergency measure. At this time a complete study of the entire area was initiated to learn what A view of the slide area on US 101 near Encinitas caused by heavy rains and renewed underground preventive measures should be under- flow. (San Diego Union photo.) taken for permanent protection. By this time the cliff had retreated to within one foot of the guardrail. An portion of the ribht-of-way, using the mately $20,000 was spent on this extended rainy period in April of the shoulder area for the northbound emergency work. same year resulted in a large cave-in, lanes, while the Maintenance De- The problem involved in the over- causing the loss of shoulder and partment constructed the bulkhead all study was a complex one; there guardrail (see photo). Traffic was retaining wall to restore the full trav- was need for immediate correction, as temporarily routed along the easterly eled way to use of traffic. Approxi- well as for protective measures to pre-

May-June 1960 31 ocean, these waters found a pathway through a soft sandstone layer some 15 to 20 feet below the top of the cliff. Following studies by the district, a plan evolved which would provide stage construction to improve the condition and stabilize the cliff, since relocation of the highway at the time was not economically fea- sible. Method Chosen The area involved is partly within the San Elijo Beach State Park and it appeared desirable to choose a method of correction which would provide a minimum of encroachment on the public beach. And, of course, any solution must provide a maximum of protection with a minimum of expenditure. Various proposals were considered, but most had to be dis- carded as economically unfeasible, or because of the formidable problem of handling traffic. Some of these alter- nate proposals are shown in the attached drawings. They range from reinforcement of one-half mile of cliff to reinforcement of two 100-foot areas. The plan decided upon provided for the first step of a stage-construction stabilization program using a rock fill backed by earth at the base of the cliff. This proposal minimized both the cost factor and the beach encroachment (see drawing). The beach encroachment in this instance is 41 feet. Another phase of this same proposal was the installation of 800 feet Emergency bulkheading installed by state highway maintenance forces on US 101 near Encinetas prior of perforated metal pipe underdrains to the work described en this article. along the easterly side of the highway to intercept and carry drainage waters across the highway and deposit them where they could no longer en- serve the highway on a long-term As the weathering of the face of the danger the cliff. During the period basis. So a dual study was begun. One cliff progressed, a talus deposit devel- required to make the study and pre- important factor was the average daily oped at the foot along the beach pare the job for construction, District total of 25,000 which must be pro- which is just 2.5 feet above the highest XI maintenance forces made weekly vided for in an area that affords no tide observed and 20 feet behind the checks to chart the progress of the additional usable width, as the high- line along which the tide intersects cliff erosion and to stand ready to way is crowded between the ocean the beach. make any necessary emergency re- bluff on the west and the railroad In addition to the percolation of pairs. tracks on the east. Although the pro- rain and natural underground water posed freeway location in this area through soft layers, or aquifers, in- Agreement Is Negotiated will be further inland, the present creasing residential development on It was also necessary to negotiate Highway 101 will always be required the higher land to the east contributed an agreement with the Division of for increasingly heavy local traffic excess free water from leaching sys- Beaches and Parks for permission to after the new route has been con- tems and irrigation. Since the natural obtain needed imported borrow mate- structed. direction of flow was toward the rial for the earth fill by excavation

32 California Highways and Public Works from an area which was planned for future parking space in the state park. Contractor Ralph B. Slaughter began work on July 30, 1959, to per- XI-SD-2-A form the necessary construction to If~101CpTED TV PICAL CQO55 retard the recession of the bluff line. SECTION OF EXISTING ADJACENT C~.IFF Under this contract and in accord- Srp.374 +Oro Srn.400*00 ance with the agreement with the ~,~r~~ -_ Division of Beaches and Parks, the contractor prepared a jeep road over which equipment could travel from the top of the cliff to the beach be- LOOIf/NG low. This road will also be used by DSTONE SOtiTH state park equipment in the future. ....:. _...,... During the period of construction .. . two minor slides occurred within the limits of the contract in addition to ~~~~~ one larger slide in the area proposed Peasvecrwe View for the next step of the stage construction program. This geologic profile of fhe slide area shows the location and ma&eup of the underlying strata. One of the first steps in the project was the removal of the saturated talus Under this contract 6,000 tons of any other time it was impossible for material at the base and from the face heavy riprap and 1,300 tons of his equipment to work on the narrow of the cliff, spreading it out in lifts lighter riprap were placed at the toe beach shelf. In fact, on two occasions about one foot deep to facilitate dry- of the slope between Stations 376 and his equipment vas caught and stalled ing and permit its replacement in the 386, a distance of approximately 1,000 by tides. completed fill. It was necessary for feet. It was necessary for the contrac- After removal of the sloping sur- the contractor to place riprap along tor to time the placing of this riprap face from the bluff for its full height, the beach to protect this stockpile. to coincide with low tides, since at a 1 %Z to 1 embankment section was

Face of Gua~d.Pdi/

SPECIAL STRUCTUPE DETAILS Z4=^4 24~--14~—/ No Scale Exisf e i --- I L~ oQe~510 i 6va~d,Pai/ ~-- ~~.P.,2. :~.~~ e5~ ~ i ~ ~ 4~Yar, /to°~, eii~ Fi%/ei Mdferia/ /D. OO' ~5,~ ~ _~ II~F~,~/~ Ta/us Ede✓ BPMP. `~C/%ffFdce FiomS/aj77t4/ ~~d~J Sfa.3BStS0 ~Pip~ao Sfa. 38/fDO fo .~8G~o0 ~~ i ~ZMi~ Sa~d(B/a~.eef~Backt //] i --~ ~--/,S' ~ ~ Ta/us j-~/p=~' i~ / ZMin Sand i7oo E v i ~ ~ / ~B/ankeJ~~ck~i/ E~~ i2oo d~ i ~ ~Grave/ Beach Sand ~~l fys ~s ~ Bedo'ed iYlal'/.~ N oT Es ,2iP~aP Sta.377t3o fo 38/{0o E.HS,,P. is Extra HeavySfo~e ,PiP~~P• ,~~~ L.S. ,2. is L ighf.Sfo~e ~~iao. E/e% 9.0.~'to i~oo' ~Z. ~ /~ /us f,~iyhesf Observed Tice is 4.91' deachSand .HS _ _ -- BeddedNlat/ TYPICAL SECTION ~Pi~oi'd~o Sfa.376 ~0o fo 37730 Sta.377+30 to Sta.379+50 Scale:l"=20' A typical section diagram showing some of the special structure details involved in repairing the slide damage on US 101 near Encinitas.

,Nia y-June 7 960 33 Lookeng soufheasferly at US 101 showing limits of bank protection work. Dark area in center shows full rock riprop section ai toe of completed embankment. Light area to north shows partial rock riprap section and stockpiled talus. the next contract which has been advertesed will provide for removal of talus, completion of riprap section and placement of compacted embankment plus additional work to the north. Right center of photograph shows beach access road and parking area farmed by excavation of necessary borrow material. placed against it. With each lift of the metal pipe on the easterly side of the cliff would be done at low tide, the fill atwo-foot section was cut out highway, parallel and adjacent to the contractor had to give prime consid- adjacent to the cliff and backfilled highway and the railroad. This pipe, eration to the handling of traffic on with sand to allow water to percolate which will intercept subsurface drain- this heavily traveled highway. One- through this sandy layer rather than age, was placed approximately 19 lane traffic in each direction was through the surface layer of soil feet below pavement grade in a bed carried through the job during the which was then put in place. of gravel filter material. The effi- initial pipe installation during work- ciency of ttus drainage system is in- ing hours. However, at night two Seeding Prevents Erosion dicated by a daily yield of 28,000 lanes in each direction were available After placement of this fill mate- gallons at the outlet. to traffic. rial on the slope, it was necessary to Vibrations of the earth, caused by Other problems which presented place fertilizer and straw, and then to passing trains on the track only 20 to themselves during the construction seed with barley, Italian rye and ber- 30 feet away presented a hazard to period included continuous water muda to prevent erosion of the sur- the men working in the trench, and seepage which appeared in different face, Ice plant was not considered the Santa Fe railroad therefore ar- areas, and the two slides previously suitable due to its heavy surface ranged to have its trains reduce speed mentioned. growth and poor root system. while passing through the construc- The contract was completed on As previously mentioned, the con- tion area, thus minimizing the danger. November 18, 1959, at a total cost of tract work included the placing of In addition to timing his operations $114,465.80, exclusive of construction approximately 800 feet of perforated so that the work at the base of the engineering.

34 California f°laghways and Pudic Works New Methods Used I~~~ d r~ ne z In Substructure Work

By L. C. HOLLISTER, Projects Engineer

TxE CaLiFOxNin Legislature in 1955 made possible the construction of two new highway bridges across Carquinez Strait, which had long been a bottle- meck for highway transportation. The Legislature authorized the Cali- fornia Toll Bridge Authority to issue up to $80,000,000 in revenue bonds, redeemable from tolls, to finance the construction of an additional parallel bridge on US 40 near Crockett and another structure between Benicia and Martinez to replace the existing ferry. The new parallel Carquinez Bridge, costing a total of $46,000,000, is now complete and has been opened to traffic since November 1958. In Au- gust 1959 two contracts were awarded which officially started work on the second bridge across Carquinez Strait between Martinez and Benicia. This new structure will be another important link in the interstate high- This 78•inch drill will bore the holes for the steel caissons. An air lift pump will remove the material ns way system and will provide an outlet it Is eut. to the north for one of the fastest growing areas in California. It will The Carquinez Strait at this point is provide for four lanes of traffic on a provide a direct connection to the somewhat wider than at the two paral- concrete deck 62 feet wide between Sacramento Valley and points east and lel Carquinez Bridges, and because of curbs. This width will be sufficient for north for cities such as Martinez, Con- this greater width the water is not as a 10-foot division strip between op- cord, Walnut Creels, Dublin and San deep nor as swift. The total length of posing lanes of traffic. This area will Jose. the new structure is 6,215 feet and will be marked by painted lines, making

The box footing for Pier 12 has been floated into place and anchored in The approach piers under construction. Sfeel erection on the approach position. The next operation will be to rig up for drilling the 78-inch holes spans began early in May. for the steel evissons.

May-June 1960 35 ~'~~~/ is %~!i % i~ c Cnmuinv~ ~1'¢QWflV i0 i ~~ ~~~ ,//i 'F. i //~//~ /, /e ////,o j' i ~~ ~;.

E L E V A T I O N

6Z15~ —~-~-- 346~330 A29` ? @ 528=3696' 429 985' %/- -.. r ~ ,... t

$ENttiA ~ ,, ~~ ,:i; h1AR71Ncl` X. ~ ~~' PLAN

BENICIA-MARTIN£Z F3R4DGE

An aer7af view of the Benicia-Maefinez Bridge site. Approach pier con- A skefch of the Benicia-Martinez Bridge showing fihe principal dimensions. structfan can be seen at the lower left. The Carquinez Bridge ds in the upper right.

~ q i

36 California Highways and Public Work An artists sketch of the bridge and Benicia interchange as it will appear A sketch of the bridge as it will appear when completed. If will be a high- in the future. The city of Martinez is to the upper right and Mount Diablo level structure with no openings required for river navigation. upper left.

Scale 0 1148 2296 4592 Feef

Mpy-June 1960 ~7

38 38 Public Public Highways Highways Works and and California California

the the highway highway will will -level bridge bridge of of 1962. be be a a high malting malting which which can a a honeycombed honeycombed box box

Unlike Unlike bridge, bridge, the the railroad railroad ing ing the the bridge bridge into into however, to to designed designed traffic traffic 18 18 cells, in in is is the the partitioned partitioned summer

each each end. All All contracts contracts floated floated be be timed timed as into into for for place. place. open- The The and and will will footing footing

with with girder girder spans spans 25 25 steel steel on each each approach approach end end of of the the on on feet feet land be be built built structure. deep, deep, could could

429 429 two two at at feet feet and and one one at at 330 330 feet Solano Solano County County 44 44 which which freeway freeway wide wide is is and 86 86 approaches approaches feet feet feet feet long, long, at

way way truss truss spans spans are are seven seven at at 528 528 feet, let let soon soon for for to to Costa Costa the the and entire entire the the elect elect footing, Contra Contra do do so, so,

vides vides for for a a series series of of speed speed trusses. trusses. The The high- full full contractor contractor Contracts Contracts should are are to to ahead. ahead. type type that, that, if if the the be

%z %z bridge, bridge, the the bridge, bridge, like like 3 3 railroad railroad pro- months months for for a a but but footing footing the the work work of of design design is is now now calls calls going dation dation a

length length of of structure. structure. The The both both new new highway contracts contracts delayed delayed idea idea for for of of the the these these Briefly, Briefly, foun- the the new new about

the the area area and and provides provides shortest bridge. bridge. for for Last Last the the strike strike summer's summer's steel steel has Benicia Benicia Bridge. Martinez - at at the the

is is geologically geologically perstructure perstructure the the best best location location ($8,469,465) ($8,469,465) in of of this this main those those encountered to to situations situations similar similar

The The location location of of these these the the substructure substructure two two structures ($5,769,000) ($5,769,000) su- and and physical construction construction for for design design and and

about about 200 200 feet feet downstream downstream from from it. phy phy Division Division has has the the contract contract for for both deepwater deepwater pier future future fluence fluence on on

cific cific Company Company Inc., Inc., railroad railroad through through bridge bridge its its and and Judson is - Pacific Pacific Mur- considerable considerable have have in- should should isfactory, isfactory,

parallel parallel to to the the adjacent adjacent Southern Southern Pa- The The Yuba Yuba Consolidated Consolidated Industries features, features, if if proved proved sat- features. features. These These

The The bridge bridge passage passage alignment alignment of of is is boats. not not quite construction interesting interesting new new and and eral eral

not not have have to to will will be be opened opened for for the involves involves Location Location sev- Is Is Downstream and and progressing progressing rapidly rapidly

biles. tical tical clearance clearance for for river river navigation navigation and is is now the the substructure substructure Work Work on on

the the

space space available available stalled stalled automo- deck deck for for structure structure providing providing 138 138 feet feet ver- SubsfrucTure

the the channel channel where where currents currents are are swifter. info info bedrock. additional additional five five feet feet

additional additional anchors anchors if if construction construction en en deeper deeper required required parts parts for for pier pier of is is the the hole hole is is smaller smaller bored bored 62 drill drill an -inch -inch then then drill, drill, replaced replaced and and by by a a

lines lines so so anchor anchor have have far far been been two with with attachments attachments available available for for used, used, 78 bores bores into into bedrock. bedrock. overburden overburden the the -inch and and two two a a hole hole feet feet through through the the

Step Step 3 3 consists consists of of anchoring anchoring the the box box footing footing accurately accurately in in place. place. Four cutt)ngs, fop. fop. This This removes removes the the by by an an airlift airlift the the pump pump which which drill, drill, assisted assisted

casing casing a a 78 by by a a rotary rotary drill drill is is drall drall positioned positioned rig rig this this at and and driven driven -inch -inch

place. place. 80 Through -inch -inch Step Step 4 4 wnsists wnsists casing casing of of setting setting in in an an temporary temporary

~~ ~~

— — — — y:~wa

—_ —_ _ =1 =1

_ _ y

ie ie w,.. w,.. \

0 0 o oo oo

0 0

o o ~o ~o 0 0 0

marine marine ways ways info info the the bay. down down the the

14 14 1,500 1,500 tons tons has has a a draft draft weighs weighs of of about about feet. site. site. and and Footing Footing partitions partitions proper proper the the box box box box footings. footings. footing footing is is After After slid far far curing curing

miles miles box box to to the the footing footing bridge consists consists 30 30 towing towing Step Step approximately approximately 2 2 of of

Step Step 1 1 concrefe concrefe consisted consisted boflom boflom of of forming forming slab, slab, and and walls walls placing placing and

TOW TOW BO% BO% FoO FoO r siTf /x~ /x~ ro ro

I I

i i

i i '_

,,,, ,,,, a,., a,., ~,.., ~,.., C C

/e.. /e.. Fo.~.,.y

O O v v o o O O O O

Tej Tej r s s

OI OI

~G~O~ ~G~O~ ~~O

e,;e~. e,;e~. ~~ ,,, ,,,

0 0 0 0 o o V V

o o 0 0 0l

0 0 0 0 0 0 0 F/ee~~~g Os..%rt~ // x l~ L~ ~f'-~,,,,,roo'e;". ,„

Eh. ~ >'0' j v

1 Ne~.la y c..y ' II

FILL Cal55aNS w/TM TNEMIf COrvCRE )f

Step 5. The permanent 72-inch steel caisson is placed in the temporary Step 6. Bottom of hole is thoroughly cleaned casing down through the predrilled hole and seated on the rock ledge two and inspected by divers to insure 4hat the caisson will rest on and be anchored feef info bedrock. The temporary casing is then removed and made ready info good sound rock. A cage of heavy reinforcing steel is then lowered for the next drill hole. The permanent steel caisson shell is made from fo the bottom of the rock hole and the caisson one-inch high-strength steel plates fabricated by welding. is then concreted in up to the box footing.

~s~ ~~~~~~ ~~~~

~.. 9 a....z4

vnye. Bea.. J/;p ia.m i ve ~..•e 110 II Ei.._ -i5. '.F' A' 11.P. s..i,

SPep 7. The load of the floating box footing is now ready to be transferred fo the caissons. This is done by placing heavy steel beams with hanger Step 8 consists of eompleting rods across the four corner the box footing with a 12-inch concrete caissons at high tide. As the tide goes out the slab over load the fop and starting the concrete shaft which will be of the concrete box footing eomes to rest on these four caissons. The constructed by the slip form method. Concrete shafts will extend remaining caissons are then anchored to }he box faofing. With above the footing the load fo o maximum of about 130 feet to form the transferred to the caissons the footing and pier are ready supports for the steel truss for completion. shoes. be floated. Ten of the cells have 84- sufficiently stiff to stand on a vertical make sure that the rock footing is of inch steel pipes extending from the plane when excavated. sound material and that the bottom to well above the water line. area is clean for receiving concrete. After the footing has been securely Material Is Pumped The next step involves placing a anchored in position, 6-foot-diameter The next step is to lower a -inch reinforc- 78 ing steel cage in the steel caissons are rotary drill and airlift bottom and con- lowered through each pump into the creting the of temporary caisson up to the footing the 10 84-inch steel pipe sleeves casing and drill and pump block. and sunk to bedrock, which is 120 to out the material down to bedrock and 'The four corner caissons 130 feet below mean sea level. This two feet into it. At this point the 78- are the first to be placed and idea is similar to that used by oil com- inch drill is removed and replaced by concreted in. During this operation, panies in the construction of their a 62-inch drill which will drill at least the 86 by 44- foot box footing huge offshore oil drilling platforms. five additional feet into bedrock. is still floating. The next step therefore involves trans- Sinking the 10 six-foot-diameter If inspection. reveals the rock to be ferring the load of the box footing to steel caissons to bedrock is accom- sufficiently sound the drill is removed the four corner caissons. This is done plished in the following manner: and the 72-inch steel caisson shell is at high tide, and as the tide goes out First a temporary casing 80 inchEs lowered into place at the bottom of the footing comes to rest on andzs in diameter is lowered into the water the 78-inch hole. The drilled hole five securely anchored to the four corner and overburden to a point where the feet below the caisson is then cleaned caissons. When finished the footing anud, sand and gravel overburden is and inspected by deep sea divers to ...Continued on page 57 May-Jerre 1960 39 Thirty Miles of US 466 o a m e a era Modernized in Six Years

By J. M. STURGEON, Construction Engineer

THE SECTION Of DisTRicT U.S. Route 466 ~j that runs between the City of Paso Robles in San Luis Obispo County and US 99 near Famoso was planned in the earliest days of California's highway program as an eventual main east-west connection between the southern end of the Great Central Valley and the Central Coastal area of California. Geography, population development, and the obvious demands of commerce all pointed to the potential of this "Cholame Lateral" for development into a major artery for both commercial and pleasure traffic. For many years, however, low- standard alignment through the hills of the Diablo Range, coupled with hazardously narrow roadway widths, kept this potential from becoming an actuality. In the late 1940's and early 1950's, trafFic surveys indicated that increasing commercial traffic, together with significant increases in the number of private vehicles using the road not only warranted the improvement of the portion of the highway lying within San Luis Obispo County, but made such improvement imperative.

Work Begins Starting in 1953, the first section of what eventually was to result in complete reconstruction, on almost - entirely new alignment, of the better than 30 miles of this Cholame Lateral lying east of Paso Robles within San Luis Obispo County, was placed under contract. This first contract called for the construction of some 7.3 miles of new two-lane highway between Huer Huero Creek, two miles east of Paso Robles and a point about one mile west of the Estrella River. The next year another contract An aerial showing the improvement of the ascen! to Polonio Pass with the previous highway on the right. View is eastward toward the Kern county line. was let to cover construction, again

40 Califarn~a Highways and Public Works on new alignment, of almost three complete the remaining 17 miles, in Prieto Road (the start of the 1953-54 miles between the end of the first con- effect, all at once, by means of three "Through Cholame" project). The tract, across the Estrella River, to a concurrent contracts. contract was for $259,188. point some two miles east of the First On May 22, river. This same year, a 2 %2 -mile Contract Awarded 1959, the Director of length through the small community The first of these contracts to be Public. Works accepted this latter of Cholame was built to eliminate let was awarded to the Madonna project as complete. On October 1, some particularly dangerous curves. Construction Company of San Luis the second contract awarded (between This stretch ran between Palo Prieto Obispo on August 28, 1958.. It pro- Sign Route 41 and the Kern county vided for the Road and the point where State Sign construction on new line) was accepted, and the final 8.7 alignment of some 8.7 miles Route 41 (Route 125) turns off to between miles of the first contract, the "Shan- two miles east of the Estrella River cross the hills to Fresno via Cotton- don Bypass," was accepted on Novem- and a point some two miles northeast wood Pass. In this two-year period, ber 6, 1959. then, some 12% of the town of Shandon. Completion miles of new two- During construction the two con- lane highway, built to of this $1,022,594 contract was sched- modern stand- tractors on the three projects, together ards, were made available uled for early November of 1959. to the users with their suppliers and materials of this road. On October 3, 1958, a second con- men, excavated approximately 2,034,- In 1956, a contract was let tract was awarded to the Madonna to con- 000 tons of -earth (1,453,000 cubic struct a full freeway on US 1Q1 Construction Company for some yards), and dug, screened, crushed or through the City of Paso Robles. $717,087 worth of construction on This otherwise processed some 370,000 tons contract also provided for a some six miles of new alignment be- new of graded aggregates for the bases and connection at Paso Robles tween Route 125 east of Cholame and between the asphaltic mixes used. A mining U.S. Routes 101 and 466, and for the the Kern county line. Completion operation involving the production in construction on new alignment of was scheduled in August 1959. two a little over one year, of almost two miles of 466 to meet the start of the The third contract let, and the first and one-half million tons of material 1953-54 contract at Huer Huero of the three completed, was awarded from the earth was just one factor of Creek, providing a total of 14 to the %z miles Phoenix Construction Company the many concerned in completion of of continuous,.modern two-lane high- of Bakersfield on October 8, 1958. these contracts. way from Paso Robles eastward. This last contract called for recon- In mid-1958 the sudden availability struction, mostly on existing align- Projects Are Unusual of the so-called "antirecession" fed- ment, of slightly over 2 %2 miles be- These figures become rather star- eral aid funds made it possible to tween Lucy Brown Road and Palo tling when it is emphasized that these

Improved alignroenf of US 44b showing #h~ former highway passing through fhe town of SM~andon (upper feft).

Mai-June 1960 q,~

42 42

California California Highways Highways and and Public Public Warks

of of by by one one these these slides. highway. Highways Highways in in 1957.

approach approach also also

road road necessitated

was was

speed speed limit limit zones zones on on miles miles 120 120 of of state He He began began for for the the work work Division Division

of of Relocation Relocation a a rancher's rancher's proposed

sion sion of of

Highways Highways

established established 173

which which he he

received received his his B.A. B.A. 1957. in in

slides slides that that in in such such developed developed material. During During the the past past

fiscal fiscal year year

the the Divi-

versity versity of of Southern Southern California California from

larger larger

projects projects to to handle handle fairly fairly major

his his discharge, discharge, he he enrolled enrolled at at the the Uni-

had had

to to tions tions

be be

undertaken undertaken

on on both

Central Central California.

Corps Corps of of Engineers Engineers

in in

Following 1952. 1952.

stantial stantial excavation excavation additional additional opera-

economical economical

routes routes

to to

the the coast coast of

York York before before entering entering the the U.S. U.S.

Army

instability instability toward toward as as Sub- cut cut slopes. slopes. the the crest crest of of one one the the of of safest safest and and most

Rubinstein Rubinstein

attended attended

New schools schools in in that that shales shales nasty nasty had had tendency a a tamed tamed to to the the point point of of being being merely

Haven, Haven, Connecticut. were were accompanied accompanied by by clay clay silts silts and through through commercial commercial traffic, traffic, has has been

reau reau of of Highway Highway selenite selenite crystals crystals Traffic Traffic occurring occurring area, New in in the the in in have, have, for for years, years, acted acted as as deterrents deterrents to

studying studying Yale Yale at at deposits deposits the the of of violent violent in in twists twists Bu- the the University University gypsum, gypsum, form form and and dangerous dangerous of grades

on on the the old old road. road. Polonio Polonio Pass, Pass, tuition tuition and and living living where inspectors inspectors Grading Grading while expenses expenses some. some. that learned learned

of of the the pyramiding pyramiding maintenance maintenance costs award award includes includes to to problems problems $2,200 $2,200 defray were were help help plentiful plentiful and and trouble-

could could the the not not afford afford constant constant drain the the academic academic for for year year The construction construction on on 1960 any any As As -61. -61. project,

strained strained

stantly stantly

maintenance maintenance

budget

darion darion at at Fellowship Fellowship Yale Yale University districts districts other other

State State

each each of of the the

year.

the the Highways, Highways, Division Division of of whose whose

con-

awarded awarded

an an Automotive Automotive

Foun- Safety Safety duplicated duplicated is is many many times times the over over in in

loss loss and and time time operational operational expense, expense, and

Headquarters, Headquarters, Sacramento, Sacramento, has has been Further, Further, of of these these ment. ment. each each projects

to to

both both pensive pensive

public public the the traveling traveling in

at at engineer engineer Division Division of of Highways complexity, complexity, difficulty difficulty length, length, or or align-

accident accident

high high

in in ment, ment,

potential, potential, ex-

M. M. Allen Allen Rubinstein, Rubinstein, bridge assistant assistant

considered considered out out of of the the ordinary ordinary

in in size, structurally structurally narrow, narrow, inadequate inadequate pave-

Traffic Traffic Scholarship of of these these that that none none contracts contracts could could be 17 17 eliminate eliminate miles miles

some some of of twisting,

stretches stretches -lane -lane of of

two and highway, highway, construction construction tricontract tricontract was was surge surge to

Bridge Bridge Wins Engineer Engineer

contracts contracts were were for for effect effect construction construction of immediate immediate of of The The this this last

Pass Pass Range. and and the the Temblor Temblor

The The intersection intersection Polonio of of Sign Sign to to Roufe Roufe 466 466 looking looking 41 41 and and An An east east aerial aerial US US of of the the highway highway from from reconstructed reconstructed IookPng IookPng west west Cholame. ~~~`` /~ /~ San Bernardino Freeway Now ~/ v Continuous for 60 Miles

By W. H. CRAWFORD, District Construction Engineer

ON MARCH 3, The portion in Los Angeles County co-operation with San Bernardino DisTxtc'r 1960, interchanges (30.6 miles) was completed in 1956. County. e r e completed VIII ~'~' Improvements The previously mentioned and opened to pub- Necessary construction at Cherry, Citrus, and Cedar lic traffic on U.S. Although construction of this im- Avenues, which made it possible for Highway 70-99 at portant highway to full freeway this highway to be operated as a full Cherry, Citrus, and standards has been accomplished as freeway for its entire length, Cedar Avenues, rapidly as availability of funds would was a part of a carefully planned program which marked permit, the demands of traffic have providing near simultaneous construc- completion of con- already made numerous improvements tion of interchanges at three locations struction on the San Bernardino Free- necessary. Many improvements have on US 70-99. These locations, way necessary to convert this modern been made to the original freeway each covered by a separate contract, Los Angeles to San Bernardino high- construction in Los Angeles County were at Haven and Milliken Avenues; way from expressway to full freeway since the completion of that portion at status. in 1956. At the present time, widening Cherry, Citrus, and Cedar Avenues; and at Sierra and Riverside Avenues. Public traffic using the San Bernar- from four lanes to six lanes between dino the Los Angeles county Freeway can now travel its entire line and 5.7 Maxwell Contract length of 60 miles with miles westerly is under contract to no stops for The final stage of converting this signals or interference Matich Constructors and W. F. Max- with cross expressway to full freeway was started traffic. The San Bernardino well Co. Other projects nearer Los Freeway on October 30, 1958, when a contract extends eastward from Angeles, providing for widening from the Santa Ana was awarded to W. F. Maxwell Com- Freeway near the Los Angeles six lanes to eight lanes, will be under Civic pany of Fontana. This project at Center via US 70-99 to a construction this summer. In District junction Haven Avenue and at Milliken Ave- with the Riverside Freeway VIII, plans for widening from four east of nue, 2.05 miles in length, consisted of Colton, and thence north lanes to six lanes between Los Angeles via US 91- overcrossings and interchange ramps. 395 to its termination at county line and Vineyard Avenue, a State Sign Each bridge had precast, prestressed Route 30 (Highland Avenue) distance of 6.8 miles, are now being in the concrete girder spans, with composite northerly part of the prepared. Also, a diamond interchange City of San reinforced concrete deck, supported Bernardino. The 60.2-mile length and an overhead over the Southern of on reinforced concrete bents and abut- the San Bernardino Freeway is nearly Pacific Railroad at Pepper Avenue, ments. The use of precast girders equally divided between Los Angeles one mile west of Colton, are being rather than the conventional type County and San Bernardino of County. prepared for construction this year in reinforced concrete girders requiring

Cherry Avenue overcrossing is in the center of the pictuse; Cherry Avenue railroad overhead is to the left of it. These structures and espproaches replace flae former grade crossing at this location.

Mc,y-June 196Q 43

44 44

California California Highways Highways and and Public Public Works

traffic. traffic. The The importing importing of of 339,000 339,000 tons the the railroad railroad to to construct construct complete complete in- the the Sierra Sierra Avenue Avenue the the and and Riverside

formed formed

without without interruption interruption

to to public tween tween the the traveled traveled existing existing way way and the the previous previous girders girders project, project, the the for

ing, ing,

drainage drainage and and

revision, revision, was was per- There There insufricient insufricient being being distance distance be- Differing Differing from from the the on method method used used

ing ing construction, construction, ramp ramp

highway highway light- and and interchange interchange facilities.

Daylight Daylight

Work

work work Other Other on on the the project, project, includ- Avenue Avenue Sierra Sierra Riverside Riverside and and Avenue,

movements.

girders girders took took place. crossings crossings and and overheads overheads railroad railroad at

out out

incident incident

interference interference or or

with with train midnight midnight after - when when hours hours erection erection of of of Colton, Colton, consisted consisted of of freeway freeway over-

ordinated ordinated

operation, operation,

completed completed with- which which traffic, traffic, was was during during light light the between between Sierra Sierra Avenue Avenue and and the the City

overhead overhead

structures structures

was was

a a -co- well be be inconvenience inconvenience but but slight slight to to public This This 4.43 4.43 project, project, miles miles length, in in

ern ern

Pacific Pacific Railroad Railroad tracks tracks at at the The The erection erection short short proved proved time time to 1958.

81- foot

girders girders

-long -long

above above the the South-

Brothers Brothers Company Company 3, December December on on

Inconvenience Inconvenience

TraAie TraAie

Slight

end end

of of

the the

girder. girder.

Handling Handling the of of

was was contract contract a a awarded awarded to to Winston

four -hour -hour period.

cranes, cranes, truck truck

one one

operating operating at at each

project project

The The

next next be be

completed to to

was was the the erection erection of of girders girders

16 16 a in in

plished plished simultaneous simultaneous by by effort effort

of of two

Winston Winston

Bros. Bros.

Contract

were were erected. erected. The The best best production girders girders at at bridge bridge the the site site accom- was was

%z" %z"

33'9 33'9

from from ing ing to to in in 83'1" 83'1" length, Strahm Strahm was was the the resident resident engineer. to to the the job job trucks. trucks. by by Erection Erection of of the

each. each. Sixty girders girders -four -four 1959, 1959, in in 28, 28, all, all, rang- cost cost at at a a of of $639,940. $639,940. H. H. F. pany pany of of Colton, Colton, and and were were transported

time time of of approximately approximately minutes 20 20 The The project project was was completed completed August cated cated by by Concrete Concrete the the Conduit Conduit Com-

in in erecting erecting the the girders girders in in the the average a a control control flood flood channel. stressed stressed concrete concrete girders girders were were fabri-

skilled skilled in in this this operation operation and and succeeded dustrial dustrial site, site, and and the the third third opened opened up structures. structures. All All of of the the precast, precast, pre-

and and bents. bents. The The contractor contractor was was ing ing well terrain, terrain, another another developed developed an an in- length, length, were were used used in in overhead the the

them them

to to position position the the on on abutments graded graded tour- to to conform conform to to surround- stressed stressed concrete concrete girders, girders, 81'0" 81'0" in

used used

transport transport to to the the girders girders erect and and site site One One when when completed completed was was con- overcrossings, overcrossings, 30 30 and and precast, precast, pre-

erating erating at at each each of of end end the the girder, girder, and and were are are an an improvement improvement to to the the were were area. used used in in the the construction construction of of the

needed. needed. Two Two cranes, cranes, truck truck one one graded graded op- predetermined predetermined to to elevations crete crete girders, girders, each each in in 68'2" 68'2" length,

transported transported were were to to the the bridge bridge as the the site site near near project. project. All All of of sites sites the the were Fifty -two -two precast, precast, prestressed prestressed con-

by by the the contractor contractor on on the the Girders job. job. tained tained three three from from material material sites sites link link located fence fence throughout throughout the the project.

stressing stressing girders girders the the was was performed The The imported imported borrow borrow used used was was ob- of was was -way -way replaced replaced with with 72" 72" chain-

The The work work precasting precasting of of and and necessity necessity pre- of of hauling hauling on on the the freeway. ing ing -wire -wire barbed fence fence along along the the right-

accumulated accumulated

to to traffic traffic clear. in in the the roadway roadway embankment embankment without trol trol access access the the to to the the freeway, freeway, exist-

allowed allowed

between between such such periods periods to to allow the the place place material material final final in in its its position interchange interchange location. location. To To better better con-

erecting erecting girders. girders. Sufficient Sufficient time time scheme, scheme, was the the contractor contractor was was to able able 5,000 5,000 feet feet for for over over 3,300 3,300 at at feet feet each

ceeding ceeding 30 30 minutes minutes for for the the purpose purpose the the of of of by by use use swell- planned planned hauling alignment alignment with with minimum minimum a a radius radius of

blocked blocked periods periods for for of of time time not not sites sites on on side side each each ex- of of the the freeway, freeway, were were and constructed constructed on on new new curved

5 5 a.m. a.m. During During these these hours, hours, the the traffic traffic was freeway. freeway. obtaining obtaining By By material railroad. railroad. Pavement Pavement and and other other facilities

between between the the hours hours of of midnight midnight sary sary and to to this this haul haul material material on on across or or ramps ramps for for between between the the freeway freeway and

Girder Girder erection erection was was permitted permitted venience venience only to to traffic traffic had had it it neces- been been existing existing expressway expressway to to provide provide space

through through construction. proaches, proaches, might might have have caused caused sary sary incon- to to realign realign and and reconstruct reconstruct the

vided vided passage passage safer safer of of public public in in construction construction the the traffic of of bridge bridge and and Riverside Riverside ap- Avenue, Avenue, it it neces- was was

falsework falsework for for construction, construction, their their borrow borrow of of pro- material, material, terchange terchange which which was was facilities facilities used at at Sierra Sierra Avenue

Completed

Interchanges Interchanges Recently

CONTRACT CONTRACT CONTRACT CONTRACT CONTRACT

395

MAXWELL MAXWELL MEAGER MEAGER WINSTON WINSTON BROS. E. E. L. L.

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Ave. Highland Highland Avenue overcrossings were erected during daylight hours. Conditions be- ingfavorable and there being adequate space, temporary detours were constructed around the bridges for handling of traffic. Use of the temporary detours applied only between the hours of 9 a:m. and 3 p.m. on the day girders were erected. That time was selected for operation of the detour as the traffic volume for those hours was less than during any other six- hour period during daylight hours. Except for the material used in the construction of the south bridge approach to the Riverside Avenue overhead, where a haul road outside the traveled way was possible, all imported borrow was hauled by truck over county roads and along the freeway to its point of use: Other than the slight nuisance of heavily loaded trucks traveling on the freeway, there was no interference with public traffic by reason of construction on this project. This project was completed on Oc- MIDNIGHT CONSiRUCT10N—Under the glare of auxiliary spotlights, workmen manned heavy equipment to IiA precast prestressed concrete girders info position of the three-level inferchange of San Bernardino tober 22, 1959, at a cost of $1,610,973. Freeway of inferseclion of US 70-99, with US 91-395. Work on this sector was performed of midnight Arthur W. Nelson was the resident December 17, 7958, as traffic on the freeway was halted for short periods. (Photo by San Bernardino engineer. Sun-Telegram.)

Yeager Contract ~ ~ , The last of the three projects completed on the San Bernardino Freeway was that awarded to E. L. Yeager Company on December 3, 1958, and completed March 3, 1960. This project, 5.51. miles in length, between Mulberry Avenue and Cedar Avenue, converted the remaining section from expressway to full freeway status. Diamond-type interchanges were constructed at Cherry Avenue and at Citrus Avenue, overhead crossings of the Southern Pacific Railroad at these streets were constructed, an offramp at Cedar Avenue was reconstructed to higher standaxd, drainage structures were revised, and better control of access was obtained by re- placing existing property fence with 72-inch chain-link fence. To obtain space for interchange construction at Cherry Avenue and Citrus Avenue, it was necessary to realign the existing expressway outward from the Southern Pacific Rail- road, which is parallel and adjacent to Citrus Avenue Overhead during construction after erection of precast prestressed concrete girders, the south right-of-way showing near absence of falsework and minimum of interference to train movemen}s. (Photo 6y line of the San Bernardino Sun-Telegram.)

May-June 1960 45 Bridge Toll Machines Removed After 1 Yea r The two automatic toll collection machines which have been in operation experimentally on the San Fran- cisco-Oakland Bay Bridge for the past year were removed in Mays State Highway Engineer J. C. Womack said the machines did not prove substantially advantageous as far as expediting the heavy traffic on the bridge was concerned. "We can see from our year-long trial period where automatic toll collection equipment has probably been helpful on certain toll roads," he observed. "But on the Bay Bridge, where a substantial portion of the traffic uses commute tickets, we appear to be better off in the long run with manual collection." The machines were installed in one eastbound lane and one westbound lane at the Bad Bridge toll plaza, with the thought that if they proved ad- Reeently complefed Riverside Avenue Interchange and freeway on US 70-99. Looking east. vantageous they might be installed in additional lanes. The experimental in- stallations were marked with highway. Thirty-five hundred feet of importing 793,000 tons of fill material. sins re- stricting their use to motorists with existing pavement at Cherry Avenue No hauling of imported borrow the exact 25-cent change. and at Citrus Avenue were realigned across the free`~ay was necessary as in the same manner as at Riverside and sources of material were available on Under heavy flows of traffic, par- Sierra Avenues. each side of the freeway. This method ticularly at commuter peak hours, of construction, whereby imported Womack said, there were indications Fort}--four precast, prestressed con- borrow was brought in from each side that multiple automatic toll collection crete girders, 68 feet 2 inches long, of the freeway for bridge approach lanes would not work uniformly well were used in the construction of the and ramp construction, resulted in vir- and might actually cause congestion overcrossings, and 16 precast, pre- tually no interference to through traf- and accident hazard. He noted that stressed concrete girders 111 feet long, fic on the freeway. the Tribor~augh Bridge Authority in New York had discontinued the use and 12 precast, prestressed concrete This project vas completed at a of automatic toll collection equipment girders 81 feet long were used in con- cost of $1,665,071. The resident engi- on the Bronx-Whitestone Bridge after struction of the overhead structures. neer was Calvin Mauck, a similar trial, The girders were fabricated by the The completion of these three proj- "We are proud of the reputatio~i Colton Conduit Company at their ects within a period of 16 months of our toll collectors and other bridge Azusa plant, and were transported to removed the last vestiges of the ex- employees for efficiency, courtesy, the job by truck. Erection was per- pressway type of highway from a and service to the motoring public," formed by use of truck cranes. De- 16 %Z -mile section of the San Bernar- Womack said. "However, we will tours were available to route traffic dino Freeway and removed the haz- continue to look into all possii~le around the overcrossing structures be- ardous trafric conditions that existed tween methods of increasing the economy the hours of 9 a.m. and 3 p.m. at the six at-grade intersections of the on bridge operation and of expediting the days girders were erected. At expressway and the four grade cross- ether times, traffic was afforded clear ings at the SPRR. traffic." and unobstructed passage through construction. °The new construction also brought California freeways, rural and ur- about complete control of access to ban combined, had a fatality rate of No Borrow Hauling the freeway and provided up-to-date 2.83 per 100 million vehicle miles for Construction of embankments for signing conforming to latest standards 1958 as compared with the 1957 rate ramps and bridge approaches required for Federal Interstate Route 10. of 3.62.

~6 California Highways and Public Works s New Technique Used O I I I I d V I n • , On Harbor Freeway

By R. M. INNIS, Senior Resident Engineer

TxE FIxsT slipform form paver, this is the first time that (reported on in the January-February ~is~'xicT paving on a major keyways, tiebars, and adjacent lane issue of this magazine) in that the ver- VIIfreeway in metro- paving have been performed by the tical alignment or grade is not depend- politan Los Ange- slipform method in Califurnia. ent upon a wire and electronic sensing les was recently The slipform paver utilized was devices. This machine depends instead completed by manufactured by a well-known mid- upon the smoothness of the subgrade Ulcropina, Polich, & western equipment manufacturing and the straightedge characteristics of Kral and J. E. Had- firm, and has been in use for several the 22-foot tracks to obtain the re- doclz Ltd. on the years on highway construction out- quired smoothness. The screed or ex- Harbor Freeway side of California. This type of slip- trusion meter, as it is termed, is rigidly between 124th Street and 190th Street. form paver differs primarily from that set for depth of pavement required. Besides introducing this type of slip- used in the northern part of the State Therefore it is readily evidenced that

center t7ebars. Slip form paver being fed by two dual-drum concrete paving mixers. Man standing on platform in front of machine is placing

May-June 1960 47

V1/orks

Public Public and and Highways Highways California California 48 48

Profilograph. the the day day using using California California screed. the the behind behind

noted

be be

will will

vibrators vibrators

internal internal 10 10 the the of of position position The The !ravel. !ravel. of of limit limit forward forward its its at at now now is is screed screed The The each was was then then grade grade profilographed profilographed

sub- treated treated - cement completed completed The The

Tolerances Close Close

superelevations. and and transitions transitions

the negotiate negotiate easily easily control control could could

blade the the automatic automatic using using operator operator

blade lathe, lathe, the the marker marker the the on on noted noted

percentage crossfall crossfall the the With With rollers. rollers.

wheeled and and pneumatic pneumatic usual usual steel steel the the

by obtained obtained was was Compaction Compaction day. day. per per

treated treated - subgrade cement of of feet feet square square

94,500 or or lineal lineal feet feet 3,500 3,500 averaged averaged

contractor the the control, control, blade blade tomatic tomatic

au- with with equipped equipped grader grader motor motor one one

and grader, grader, motor motor one one standard standard mixer, mixer,

road- pugmill pugmill one one traveling traveling Utilizing Utilizing

Averages Production Production

mixing. after after grade grade

final for for subgrade subgrade treated treated - cement

of of top top the the the set set to to hubs hubs were were final final

the and and windrowing, windrowing, initial initial after after grade grade

sub- treated treated - cement the the of of bottom bottom the the

check to to down down inches inches placed placed four four was was

set second second the the the the material, material, balance balance

to placed placed was was set set first first The The complete. complete.

was subgrade subgrade treated treated - the the cement fore fore

be- hubs hubs working working of of three three sets sets used used

Haddock, E. E. J. J. The The contractor, contractor,

steel. reinforcing reinforcing round round -inch -inch % % of of

lengths were were -inch -inch 30 tiebars tiebars used used The The

lane. adjacent adjacent the the for for necessary necessary tiebars tiebars

.the

also also cleared cleared but but

paver paver slipform slipform

position. rearmost rearmost its its in in is is Screed Screed srreed. srreed. operated operated

the

for for path path

stable stable

track track

a a

provided provided by by -ofi -ofi hydraulically strike initial initial for for position position in in form form paver paver front front slip slip of of placed placed in in Concrete Concrete being being

only not not 27 27 wide. wide. This This feet feet treated treated

cement- contractor contractor the the roadway roadway the the

on lane lane 24foot 24foot the the 25 25 For For initial initial feet. feet.

also also every set set were were crossfall crossfall of of percent percent

the lathe lathe indicating indicating and and marker marker stake stake

line 24 lane. lane. One One the the -foot -foot of of sides sides

line line both for for 25 intervals intervals along along -foot -foot at at

set and and of of the the pavement pavement edge edge from from

feet three three offset offset were were treated treated subgrade subgrade

the the to to of of cement- top top Grade Grade stakes stakes

Staking Construction Construction

mum mum aggregate.

maxi- inch inch is is % % of of subgrade subgrade treated treated

cement- the the for for base base untreated untreated The The

subgrade. treated treated - cement of of 4 4 inches inches

is pavement pavement the the concrete concrete Underlying Underlying

inches. 8 8 lanes lanes the the inner inner and and pavement pavement

9 -inch is is roadway roadway each each of of 24 24 feet feet

outer The The roadways. roadways. concrete concrete 48 -foot -foot

two provides provides Freeway Freeway Harbor Harbor the the of of

portion this this for for section section The The typical typical

Subgrade treafed treafed Cement-

tance.

impor- is is prime prime of of subgrade subgrade good good a a The average reading for the job is 6.5 inches per mile. The smoothest cement-treated subgrade profilographed at 3.1 inches per mile. As can be noted, the subgrade average is under seven inches per mile specified for the concrete pavement surface.

DescripTion of Paver The paver, weighing approximately 38,000 pounds, travels on two tracks each 22 feet in length. Each track is powered by a three-h.p. D.C. variable- drive motor. This enables the operator to regulate the speed of each crawler track to maintain alignment. Steering is guided by a plumb bob over a string line. The paver's primary power source is a 32-h.p. four-cylinder air- cooled engine driving a hydraulic pump and a 10-k.~~. generator. Now to follow the concrete through the machine. The concrete is placed on the grade between the front wings or sideplates of the slipform paver by two standard dual-drum paving mixers. The concrete is initially struck off by a 24-foot hydraulically operated screed having five feet of fore and aft travel. This is operated by the slipform paver operator and is used to balance Closeup showing method used to insert keyway section in front of slip form paver. This is done only the concrete evenly across the front on initial lanes. of the machine. Also, this screed has vertical manual adjustments which are used in superelevations. set approximately one-half inch higher work as is necessary. The machine, than the trailing edge which is set to extrusion meter, and trailing forms are Internal Vibration grade. The exact amount of pitch, all set 24 feet wide with no apprecia- Behind the strikeoff, and in front of which is adjustable, is dependent upon ble narrowing of the section at any the extrusion meter, the concrete is the mix design, water content, etc. point. vibrated by a series of 10 variable-fre- The outer six inches, measured trans- Along the latter portions of the job quency internal spud-type vibrators. versely, of this plate are adjustable and the contractor attached a chevron These operate submerged approxi- were turned up from three-eights to float behind the machine which oper- mately 2 %2 inches above the subgrade one-half inch. This compensates for ated between the trailing forms. This and are powered by a separate 180- mortar loss and resulting edge drop improved the smoothness and reduced cycle A.C. motor generator. No diffi- in the trailing forms. By adjusting the the labor of the hand finishers. culty was encountered in obtaining edges of the extrusion plate, mortar concrete of specified density. loss and edge drop can be compen- Companion Lane Behind the vibrators and immedi- sated for and a true section obtained. The companion or adjacent lane ately in front of the extrusion meter Behind the extrusion meter the surface paving posed no great difficulties. The is a tamper bar. The tamper bar works is given a belt finish by a 24-inch paver was blocked up and one crawler to a lower limit of approximately one- oscillating rubber belt. track rode the e~usting slab. One 16- fourth inch below the leading edge of foot trailing form was used and was Trailing Forms the extrusion plate and insures that diagonally supported to the back The contractor started using two large aggregate particles are tucked frame of the slipform paver by a 16-foot sections of trailing forms at the screed plate without leaving spring-loaded truss. under each edge of pavement; however, after surface. tears in the completed the operation smoothed out, only one Tiebars No Problem Controlled Edge Slump 16-foot set of trailing forms on each As mentioned in the initial part of The extrusion meter is a 42-inch- side was found to be necessary. The this article, keyways and tiebars were long by 24-foot-wide steel screed need for trailing forms is only that of placed. The keyway sections, 20 feet plate. The front edge is rounded and having time for edging and such hand- long and drilled at 30-inch centers,

ivlay-June 7960 49

Public Public Works and and Highways Highways California California 50 50

3,171,783. 3.07 3.07 percent. of of increase increase were irregularities irregularities large large Any Any edges. edges.

1959, 1959, 3,077,229; 3,077,229; 1960,

April April

—April —April traffic a a had had structures, structures, the the of of traveled traveled straight- floats floats or or 14 lightweight lightweight -foot -foot

Bridge Bay Bay Oakland Oakland - San San

heavily Francisco most most the the

Bridge, Bridge, Bay Bay

Oakland Oakland

with slab slab longitudinally longitudinally the the checked checked

Francisco- 13.54 13.54 San San

percent. percent. of of

gain gain

267,516. 1959, 1959, April April 1960, 1960, 235,618; 235,618; finishers machine, machine,

the the

Behind Behind

a showed showed

Bridge Bridge

Rafael Rafael mond -San -San

—April Rafael Rafael Bridge -San -San Richmond

Concrete Edging Edging Fresh Fresh Rich- the the 14.25 14.25 and and percent percent up up was was

1,009,347.

1960, 1960, April April

450; 450;

Bridge Carquinez Carquinez The The last last

year. year. time time

point.

1959, 1959, 883,-

—April —April

Bridge

Carquinez Carquinez

this

19.04 19.04 percent percent over over

of of increase increase this at at hand hand floating floating the the eliminate eliminate

an 329,063. with with 1960, 1960, second second April April 276,435; 276,435; was was

1959, 1959,

Bridge Bridge

Hayward Hayward

hoped hoped to is is it it forms forms trailing trailing and and float float

Mateo- —April San San Bridge 21.29 21.29 percent. percent. The The Hayward Hayward - up up Mateo was was San San

chevron the the on on

modification modification

additional additional

which Bridge Bridge

Dumbarton Dumbarton the the on on was was

1960, 1960, 182,181. April April

150,196; 150,196;

some With With tool. tool. edger edger the the to to prior prior

increase

percentage percentage

The The greatest greatest

1959,

Bridge —April —April

Dumbarton Dumbarton

just edge edge the the floated floated - hand machine machine the the

1959. April April with with compared compared

side side of

each each

on on

finisher finisher edging. edging. A A

was was tial tial follows: as as as 1960 1960 April April in in increases increases substantial substantial

the the

ini- 1960 1959 1959 and and performed performed forms forms of of April April trailing trailing the the for for bridges bridges showed bridges bridges toll toll state -owned -owned area area

of end end the the to to the attached attached traffiic traffiic on on Edger Edger tools tools vehicular vehicular Total Total Bay Francisco Francisco San San five five all all on on

Traffic Traffic

Gain Traffic Traffic paver. Show Show slipform slipform Bridges Bridges Toll Toll State -owned -owned

the of of front front the the on on form form mounted mounted

a a and and plat- workman workman a a by by concrete concrete the the

below Martin. averaged averaged

has has surface surface

pavement pavement

placed placed manually manually

were were ter ter tiebars tiebars

Lee finisher finisher head head and and nett, nett, foreman, foreman, the on on profilograph profilograph

the the day day

per per and and

The The cen- keyway. keyway. the the of of in in holes holes the the

Ben-

Roy Roy

superintendent, superintendent,

Rollston, Rollston, yards cubic cubic 2,000 2,000 as as

high high as as been been

has has

inserted manually manually tiebars tiebars were were straight straight H. were were representatives representatives

Contractor's Contractor's

mixers two two

with with The The

production production

the through, through, passed passed the the As As keyway keyway slipform. the the

were were

sawed. joints joints

front front of in in

the the of of concrete concrete machine. placement placement the the on on form form the the of of trailing trailing

all slab slab the the and and

straddling straddling a a

machine machine

proper

and and

machine, machine, the the of of

progress progress

the the to to end attached attached was was form form trail trail

by applied applied

mechanically mechanically

was was

pound pound

steady

content, content,

water water

constant constant

ample: ample:

slotted of of length length -foot -foot Afour

through. through.

com- Curing Curing performed. performed. then then was was

ex- for for

smoothness; smoothness;

the the

govern govern

grade grade

passing passing keyways keyways

the the with with

ward ward

burlaping and and edging edging final final The The usual usual

sub-

besides besides good good

factors factors

Many Many

for- traveled traveled then then machine machine slipform slipform

minimum. a a at at was was job job the the of of portions portions

Imporfanf Water Water Content Content

The the the of of paver. paver. side side the the to to fastened fastened latter the the during during This This work work slab. slab. the the

mile. per per 2.8 2.8 rods inches inches or or across plates plates bridges bridges keeper keeper portable portable into into inserted inserted from from bull bull float float

at the the lowest lowest mile mile

with with per per inches inches large six six a a using using finishers finishers by by out out taken taken grade grade and the the on on were were wired wired together together

operation. in in float float showing showing chevron chevron form form slip slip paver paver of of view view Rear Rear

,..... ,..... _

- -

_ ,.. ,.. ,~;. Y I ~ Modern Lift Structure ~o ~J Spans Lower Sacramenfo

LONG AWAITED Uy ~~sTx[cT residents of Rio xVista and nearby towns, is the completion of the ne~v bridge structure across the Sacra- mento River at Rio Vista. In opening ceremonies sponsored by the Rio Vista Chamber of Commerce featuring speeches by Lieutenant Governor Glenn M. Anderson, Senator Luther E. Gibson of Solano County, and T. F. Bagshaw, Assistant Director of Public Works, the bridge was opened to traffic on April 1, 1960.

This description of the Rio Vista Bridge project was prepared by G. W. Smith and G. D. Gilbert, Senior Bridge Engineers, E. F. Van Zee, Associate Bridge Engineer who was also resident on the job, and S. J. Robinson and R. T. Fuller, As- sociate Bridge Eleetrical and Me- chanical Engineers.

It is a highly important link in the realigned portion of the State Sign Route 12 which extends from Rio Vista to the Mokelumne River some three miles east. Route 12 is the most direct route from the delta region to the San Francisco Bay area. During the harvest season a large amount of produce is trucked over this route from the adjacent farming country. new structure wherein some 1,300 feet old structure which was built in 1918. Peak river traffic occurs during the of steel trusses were constructed. Ap- The old structure contained several summer monthso As proval many as 780 for construction of the final types of spans, a 70-foot concrete tied bridge openings have portion occurred dur- of the bridge was given by arch, a 343-foot Strauss double-leaf ing the month of September, the which is U.S. Corps of Engineers on Feb- bascule, three 120-foot concrete tied an average of 26 per ruary day. 2, 1950. arch spans, and approximately 1,670 Upon completion of the Sacramento Moneys were made available for feet of timber A-frame trestle spans. Deep Water Channel Project, ocean- financing the final portion in the In 1945, the old timber A-frame going vessels will be passing through 1958-59 fiscal year. Cost of the 1445 spans then in poor condition were re- this structure plying their trade be- portion of the structure was $730,000, placed by a series of 180-foot steel tween world ports and the Sacramento which with the $3,370,000 cost of the truss spans on a new alignment lo- Valley. present project added, makes the total cated 60 feet upstream from and par- Easf P~orfeon Completed cost of the bridge $4,100,000. allel to the oId bridge. A crossover for The year 1945 marked the comple- Completion of the present contract traffic was constructed between the tion of the easterly portion of the marks the complete replacement of an truss spans and the westerly portion May-June 1960 51 ..

v_.

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Abuf I Pier 2 Pier 3 Pier 4 Pier 5 Pier 6 Pier 7 Pier 8 Pier 9 Pier 10 Pier II Pier 12 Pier 13 Abuf 14

ELEVATION

of the old structure, so that from 1945 In the construction of the circular Crete piles. For these piers, the con- to 1960 a combination of new and old shafts of the truss piers a heavy steel tractor constructed a 48 ft. x 54 ft. structure was used. sheet pile cofferdam was used for each steel sheet pile cofferdam heavily The recently constructed portion of shaft up to the bottom of the con- braced with five frames of welded the main structure is about 1,150 feet necting web walls, which is just above steel "H" pile sections. The 7-ft.-6-in. long and extends westerly from the normal high tide elevation. The pier thick layer of concrete was placed by end of the truss spans constructed in shafts were formed with circular steel means of two tremie tubes to seal the 1945. It was handled in two contracts, forms which were previously fabri- bottom of the cofferdam to permit de- one for the substructure and one for cated and used in the construction of watering. The 1,100 cubic yards of the superstructure. The total length the piers for the easterly half of the structural concrete required for the of the completed main structure is bridge in 1945. tower piers was formed and placed 2,446 feet. The superstructure con- The towers No. 5 and No. 6 consist using conventional methods. tract also included the construction of of cellular concrete shafts 36 ft. x 42 Concrete an approach structure located imme- ft. in outside dimensions. They. are for all piers was delivered to the job diately west of the west abutment divided into three cells. Each pier is site on the parallel existing bridge"~by"' consisting of 441 feet of continuous founded on a footing 46 ft. x 53 ft. transit mix trucks. One-way traffic concrete slab spans. The substructure and 10 ft. 6 in. thick, 7 ft. 6 in. of control on the existing bridge was em- contract amounted to $960,000 and which is a tremie concrete seal. Under ployed while the transit trucks were the superstructure contract including each footing are 145 prestressed con- unloading. the slab approach spans on the west end $2,410,000. Cost of the 441 feet of slab approach spans alone was $124,000. The new structure has a 26-foot roadway with afour-foot sidewalk on each side. Minimum vertical clearance for vehicles in the truss spans is 15 feet. The new 306-foot lift span across the river channel provides a 270-foot clear opening for navigation between fenders. In the up position it allows 135 feet vertical clearance above flood plane elevation of 12.80.

Substructure Contract Construction on the substructure contract was started on April 2, 1957. Piers for the approach spans consist of two tapered concrete shafts connected at the top by a concrete web wall. Each shaft rests on a 14-foot- diameter circular footing which is founded on 16-inch-diameter prestressed concrete piles. Each footing has anine-foot-thick tremie concrete seal. Design load for each of the piles is 45 tons. A view of the bridge raadway looking wesfward.

52 Cal►farrria Highv~ays ar~c~ Public Warks To drive the 145 16-ft. octagonal channels connected by lacing and prestressed stay concrete piles for each plates. Connections for these members pier, the contractor used the same are riveted, with some uses being method made which was used in driving the Sidewolk of high-strength bolts. steel H piles for the easterly piers. This method employed a steel pipe Lift Span Described slightly larger than the concrete pile The lift span has an appearance of to guide the pile while it was being striking simplicity. This is accom- driven. To locate the pile accurately, TYPICAL SECTION plished by the use of the tower drive. a steel template frame was attached to The operator's house is located on the top cofferdam frame. The bottom Superstructure Contract Pier 5 with the operating machinery of the pipe was imbedded slightly in The superstructure contract con- placed in the tops of the towers. the sandy bottom and was held in sisted of placing 1,150 feet of steel A curved chord Warren-type truss place by the template at top. The con- truss spans and, in addition, the 441 was used to carry out the same gen- crete pile was then placed inside of feet of slab approach spans. eral appearance as the other truss the pipe and driven to bearing with Flanking the lift span are five steel spans. All of the main members are built a steam pile hammer using a specially truss spans (one on the east end and up from channels, plates and `vide flange sections, for easy constructed steel H pile follower. To four on the west end). The trusses painting were designed access. Floorbeams, as in the approach get the concrete piles down to the to look like those constructed in 1945 yet including spans, are 36-inch wide-flange sec- specified tip elevation, the contractor latest features and methods wherever possi- tions. Stringers are wide flanges, sup- used two 4-inch jets supplied by a ble. The web members in the new porting alightweight concrete deck. three-stage, 500-psi., 600-g.p.m. pump. Warren-type trusses mainly consist of At one end a seating detail guides The substructure contract was com- rolled wide flange sections. Top and the lift span both laterally and longi- pleted October 30, 1958. bottom chords consist of two 15-inch tudinally; at the expansion end it is

Looking wesf toward Rio Vista clong }he upstream side of the completed sfrucfure. May-June 1960 53

54 54 Highways Highways Works California California Public Public and and

place ELEVATION— ELEVATION— Lovelock, Lovelock, To To form form Nevada. Nevada. and and LIFT LIFT SPAN

gate gate was was near source source from from obtained obtained a a

275 275 of of aggre- lbs. lbs. per per This This cubic cubic foot. foot.

Clear Clear

Channel Channel

uarum: uarum: u.a.~.~. (an (an weight iron iron a a ore) ore) solid solid having having

magnetite was was heavyweight heavyweight concrete concrete

lbs. lbs. Aggregate Aggregate this cubic cubic foot. foot. for for per per

counterweights. counterweights. 216 weighs weighs the the for for

the the lift lift concrete span, span, of of the the weight weight

order order towers. towers. the to to balance balance of of In In the the

beams beams the the linked linked sheave sheave to to top at at the the

constructed constructed was was position the the up up in in

The The counterweight counterweight tower in in each each

Counterweight Counterweight Construefion

shale. expanded expanded was was

concrete lightweight lightweight for for the the gregate gregate

138 138 weighing weighing lbs. lbs. foot. foot. per per Ag- cubic cubic

-half -inch -inch one topping topping grout a a of of

98 98 weighing weighing per per with cubic cubic lbs. lbs. foot foot

consisted consisted lightweight lightweight concrete of of

Concrete Concrete the the deck

ods. ods. lift lift span span for for

306' -0"

placed placed and and conventional conventional meth- using using

house house formed and and deck deck roadway roadway was was

changes changes Concrete Concrete in in control of of the the weight weight required required the the for for lift lift span. 33- preassmbled preassmbled -high in in erected erected foot

to to take take blocks blocks future possible possible care care of of and and south south were faces faces towers towers of of the the space space available.

holes holes are are provided provided balance for for placing placing feet feet above above water water The The elevation. elevation. north limited the the because because bridge bridge of of site site the the

In In tower. tower. counterweight, counterweight, open each each 205 100 loads loads height height up up -ton -ton of of to to a a tractor tractor yard yard did did a a at work work not not have have

care care by by balance balance of of chains chains in in each tower tower derrick derrick which which lift could could crane crane barged barged con- site. site. to to and and The The the the job job

the the counterweight counterweight ropes ropes taken are are the the use use operated operated of of asteam- floating tractor's tractor's yard California, California, Richmond, Richmond,

the the lift lift span. span. Unbalanced Unbalanced of condition condition structural structural was was erected erected All All steel steel with units units were were truss truss assembled assembled con- in in the the

a a steel steel frame, frame, of the the weight weight balance balance preassembled preassembled All All tower tower and sections sections 4, 4, December December 1958.

heavyweight heavyweight

concrete concrete

around poured poured was was the the which which on east east tower, tower, started started field field bolts bolts connections. for for

Counterweights, Counterweights,

consisting consisting

mills. mills. The The first first erection of of steel steel order order strength and and connections connections high shop shop -

has has a a stairway stairway the the heijht. full full tower tower ordering ordering of of steel steel structural structural from from the used used contractor contractor all rivets rivets The The for for

easy easy to to access access tower tower also top top each each and and 24, 24, on on 1958, 1958, April April contract contract the with with connections. steel steel structural structural for for all all

automatic automatic elevator elevator electric electric providing started started superstructure Work Work on on the the bolts rivets rivets strength strength tion tion or or high of of -

mean mean low low

Each Each an tower tower water. water. has has

contract contract The The plans plans op- allowed allowed the the Features Consfruetion Consfruetion

are are approaumately approaumately above 210 210 feet feet

trusses.

to to the the

nected nected

various various floors floors house. of of the the

The The towers highest highest of of the the points points con-

and and

members members erected erected

steel steel were were

Concrete Concrete give give stairways stairways access access

to to

the

of of the the 14 -foot -foot diameter diameter sheaves.

system lateral lateral

and and bracing bracing deck deck

the the

thus thus provide provide a a maximum maximum of of

safety.

Sheave Sheave placed placed guards guards over over are are each were were erected,

for for

tresses tresses

span span

each each

river river and and both both roadway roadway and traffic, traffic,

points points the span. span.

third third

of of After After

the the

tower tower leg leg the the as as tracks tracks for for rollers.

designed designed been been to to view view to a a clear clear give give

supported supported falsework falsework the on on bents bents

at at

No. No. 2D, 2D, finish finish are are to to each attached attached

controlling controlling has traffic. traffic. roadway roadway It It

sections preassembled preassembled 102 -foot -foot

truss truss

-176 -176 ASTM ASTM Grade Grade A 2, 2, annealed,

and and equipment equipment interlocking interlocking panel panel fo'r

The The

erected erected

in was was

lift lift work. work. span span

Stainless Stainless conforming conforming steel steel rails rails to

operator's operator's control with with house house the the

derrick derrick false-

tower tower without without

floating floating

at at approximately approximately

6 -foot -foot

centers.

equipment. equipment. the The The includes includes top top floor floor

assembled assembled

span span

the

individual individual

units units

by by

plates plates

Stiffener Stiffener

are are

placed placed

on on the the legs

the the switchboard houses houses electrical electrical

pre- were were in in

complete complete

erected erected trusses trusses

gether gether

to to

form form -point -point

a a star. four

roadway roadway floor, floor, The The at at level, new new

-foot -foot span of of approach approach the the

140

Each Each

the the

legs legs

plates plates consist consist of of

to- welded welded

provides provides for for equipment equipment storage. and and

boom.

accessibility accessibility

In In for for

painting. painting.

the the main

standby the the encloses encloses roadway roadway under under

height height

necessary necessary

of of

crane the the

derrick derrick

nent nent

feature feature

of of

the the

tower tower the legs legs

is is

conjunction conjunction floor floor in in lower lower with with space

tide tide

of of the the

help help

the

to to

high high obtain obtain

directly directly

the the

piers. piers.

on on

The The main main promi-

5. 5. three three consists consists Pier Pier of of The It It floors. floors.

on on

top top bearings bearings of of required the the

towers towers

the the

approach approach trusses trusses

as as

span span set

they they

the the located located ment, ment, side side is is of south south in in

ter ter 10 complete complete -ton -ton

sheaves sheaves

with with

their

ing. ing.

The The

towers towers

are are of independent independent

structure structure houses houses which which control control equip-

14- of of Erection Erection

two two

foot- the the

diame-

by by connected connected

and and

lateral lateral struts struts brac-

house, house, operator's operator's a a The The concrete

of of the the

preassembled preassembled tion tion

sections.

Each Each consists consists tower tower of of legs four four

House Control Control

erected erected erec- concurrently concurrently with with the the

lowers lowers Piers on on Main Main

rope rope future future for for replacement. position position east east and and of of the the west west towers towers faces faces were

span span is is 1,550,000 1,550,000 counterweights counterweights pounds. the the choring choring tons tons the the up each. each. in in The The steel steel the members members for for

guided guided laterally laterally Weight Weight Hanger Hanger are are sections sections lift provided provided plates plates only. only. for for of of an- weighing weighing approximately approximately 32 concrete for the counterweights at a height of 141 feet above the roadway required some ingenuity on the part of the contractor. The solution consisted of constructing a bottom form, hung from the structural steel frame of the counterweight, to support the weight of a two-foot layer of concrete. After obtaining the proper strength, the bottom two-foot layer of concrete served as a support to carry the construction weight of the remaining 15-foot height of counterweight. Connection of the 40 two-inch- diameter wire lifting ropes to the counterweights and lift span was accomplished by jacking up the lift span approximately two feet with hydraulic jacks at the four corners of the span and at the falsework bents. After all lifting ropes were connected, the jacks were released and the lift span was lowered to raise the counterweights slightly to permit the removal of hanger link pins and thus free the counterweights from the sheave A view downstream showing the lift span raised. beams. All lifting ropes were then adjusted by means of the anchoring eye- bolts to within 2 percent of equal tension.

Handling TraAie During bridge construction it was necessary to maintain unobstructed flow of vehicular and waterborne traffic. When in 1944 plans were prepared for the easterly 1,300 feet of the structure, pier locations and length of structure were based on no change in location of the navigable channel. How- ever, when plans for the Sacramento Deep Water Channel were being for- mulated in 1947, the Corps of Engi- neers requested that the centerline of the new navigable channel be located some 575 feet to the east of the existing. This necessitated reconstruction of the vehicular crossover used since 1946 and the development of a new plan for handling traffic. Available roads for vehicular traffic during periods when structure was closed would have entailed long de= tours over substandard roads. The cost of signing and maintenance of these roads would have been excessive and the circuity of these detours would have been very time-consuming as A veew upstream showing the lift span lowered. The control house is on the pier to the left.

May-June 1960 55

56 56 CaNifo,rrticr CaNifo,rrticr Highways Highways and and Public Public V1/orks

erator erator DETOUR DETOUR PLAN PLAN - simply simply TRAFFIC holds holds down down the the "raise"

loop loop type. type. To To raise raise the the the the span span op-

control control was was developed developed of of the the closed-

To To these these ends ends automatic automatic an an span

to to control control of of traffic.

more more properly properly give give his his full full attention

mechanical mechanical details details of of span span control control and

allotivs allotivs the the operator operator to to be be free free of of the

the the bridge bridge operation operation automatic. automatic. This

of of the the bridge bridge were were designed designed to to make

in in mind, mind, the the electrical electrical control control features

imposed imposed upon upon an an operator. operator. With With this

yet yet tedious tedious and and time - consuming consuming jobs

lift lift span span is is one one of of the the most most important,

Accurate Accurate stopping stopping and and seating seating a of of

Electrical Electrical Features old old navigable navigable channel. horsepower tower. tower. This This saving saving of of 90 90

completion completion

of of the the over over truss truss new new horsepower horsepower the quired quired a a 75- in in motor motor each period period the the span span is is up.

through through

traffic traffic

the the lift lift new new and span, span, -type -type

bushing bearings bearings would would re- have have to to gates gates protect protect the the public public

during during the

the the old old

structure, structure,

routing routing of of

water weight weight sheaves. sheaves. use use The The bronze of of also also roadway roadway gates gates

and and pedestrian

for for

removal removal

of of the the

easterly easterly portion portion of friction friction bearings bearings to to support support the the coun- with with stroke stroke 37 37 a a of of inches. inches. There There are

No. No. over over 1 1

was was

removed. removed. allowed This This in in is is due due part part the the large large use use to to a a of of anti- up up and and down down by by a a hydraulic hydraulic

cylinder

2, 2, traffic traffic

was was routed routed over over cross- it it

and and

pounds pounds counterweights lift lift of of and and span span approach approach spans. spans. post post Each Each is is

driven

completion completion Upon Upon

of of

crossover crossover

No. power power required required is is operate operate 3,000,000 to to up up are are mounted mounted below below the the deck deck of of the

tower. tower. The The only only that that fact fact 60 60 horse- roadway. off off the the bridge bridge when when the the lift lift is span span

horsepower horsepower motor motor located located each in in needle needle beams beams placed placed to to support support protect protect the roadway roadway traffic traffic from from running

is is span span driven driven lift lift The The a a 30- by by removed, removed, pile pile and and bents bents and and Positive Positive steel post -type -type barriers barriers which

between between the the

roadway roadway and and arch arch were Mechanical Mechanical Features landing landing below below the the machinery machinery deck.

crete crete tied

span. span. -arch -arch

Several Several hangars from from just just above above the the roadway roadway to to a

through through

side side the the existing existing of of PIER PIER an an S con-

three -

passenger passenger elevator elevator which which travels

TYPICAL TYPICAL SECTION

constructed. constructed.

was was 2 2 involved involved This This entry tower tower has has an an electrically electrically operated

span span timber timber and and fenders, fenders, crossover crossover No. In In addition addition to to the the stairway, stairway, each

After After completion completion

of of new new

the the lift tenance -free -free operation.

to to roadway. truss truss the the lubricating lubricating bronze bronze bearings bearings for for main-

adequate adequate roadway roadway clearance clearance for for entry are are also also stainless stainless steel steel have have and and self-

of of sidewalk sidewalk removed removed were were to to provide tower tower leg. leg. Like Like the the rails, rails, rollers the the

of of truss, truss, the the with with along along 180 180 about about feet stainless stainless steel steel rails rails fastened fastened to to each

placed placed over over the the chord. chord. top top Five Five panels

travel travel by by rollers rollers which which move move on

eral eral bracing bracing supported supported a a strongback by by The The lift lift span span guided guided is is during during its

pile pile bents, bents, and and the the chord chord top top lat- and and horsepower horsepower diesel diesel engine.

truss truss ing ing span span supported supported was was on on timber watt watt generator generator is is powered powered 167- by by a a

crossover crossover side side No. No. one one of of i, i, the the exist- erator erator set set was was installed. installed. The The 100 -kilo-

through through side side the the of of elristing elristing spans. spans. On of of utility utility power power adiesel- engine engine gen-

genious, genious, since since required required they they entrance To To guard guard against against a a possible possible failure

of of Both Both span. span. these these were were in- quite quite 400,000 400,000 pounds.

span, span, lift lift and and No. No. west west the the 2 2 of of lift Each Each bearing bearing supports supports a a load load dead dead of

vehicular vehicular traffic 1 1 —No. —No. east east of of the the new and and outside outside diameters diameters 25 25 % % of of inches.

and and were were steel steel constructed constructed handle to to having having internal internal bores bores of of 16 16 % % inches

struction, struction, crossovers crossovers two two of of timber ported ported by by two two spherical spherical bearings roller roller

To To out out carry carry the the planned planned stage stage con- counterweight counterweight Each Each sheave sheave is is sup-

construction construction of of tower tower Pier Pier 6. breaking breaking strength strength of of 320,000 320,000 pounds.

deepwater deepwater channel. channel. It It interfered interfered with wire wire each each ropes ropes having having a a minimum

not not used used to to be be due due relocation relocation of of the connected connected by by two 40 40 - inch - diameter

the the beginning beginning this this of of contract contract could The The lift lift counterweights counterweights span span and and are

The The crossover crossover in in use use since since 1946 1946 and 14 14 tons tons each each are are and and in in feet feet diameter.

handle handle vehicular vehicular traffic. of of welded welded construction, construction, arc - weigh weigh 10

old old and and construction construction new new to to properly counterweight counterweight The The sheaves sheaves rope rope are

of of crossover crossover structures structures connecting connecting the alone.

engineering engineering practice practice dictated dictated use the the in in connected connected fixed fixed horsepower horsepower charges

as as well well annoying annoying to to motorists. motorists. Good represents represents a a saving saving of of $650 $650 per per year button on his control console. In response, the span control automatically accelerates the span upward, within the first six feet of travel, to an accurately controlled normal speed of 90 feet per minute. The span can be raised to the fully open position in just less than 90 seconds. Near the top of the travel, through a series of limit switches, each creating a demand for reduced span velocity, the controls slow the span to a smooth stop. The brakes are then set automatically. By holding down the "lower" button the span can be returned to the seated position. However, in seating, the span controls perform an additional function to those described for raising. After the span has reached all four seats the span control automarically drives the span tightly against the seats and then sets the brakes. The Earl Highley, one of fhe four drawbridge operafors on fhe Rio Vista Bridge, operafes the span control operator may then release the "lover" panel. button. The object of tightly seating the span is to prevent its bouncing BENICIA-MARTINEZ against the seats under highway Continued from page 39.. . traffic as it would do if it were simply will be completely anchored with con- hanging by the suspender ropes and IN MEMQRIAM siderable rigidity to all10 of the in light contact with the seats. caissons. To stop the span at any intermedi- From this point on the concrete District VII ate point between "fully open" and pier shafts will be constructed by slip Merle J. Markland, Highway Equip- "fully closed" the operator need only forms to the bottom of the steel shoes ment Operator-Laborer. release whichever button, "raise" or supporting the main trusses. District "lower," is being held down and the VIII Atley T. Moore, Skilled Laborer. span control automatically deceler- Deep WaTer Pier Design ates the span to zero velocity and sets The sequence of operation is best District XI the brakes. The span may be moved illustrated in the sketches showing Kenneth E. Wyatt, Assistant High- either up or down from any inter- steps 1 to 8, inclusive. Much interest way Engineer. mediate position. has been shown in this type of deep- Shop 2 The span control performs another water pier design construction and Everett W. Bossuot, very important and essential function. and more detailed information Highway will be Equipment Superintendent It is required to maintain the span in available at a later date. II. level position at all times. This it does Each pier when completed will be State-owned Toll Bridges to a high degreee of accuracy, seldom enclosed in a heavy concrete pile pro- John Ribeiro, Laborer. permitting more than a fraction of an tective fender to guard against any inch difference in elevation between possible damage or shock from navi- is scheduled the ends of the span to start in September or even though they gation. October are 306 feet apart. of this year. During April 1960, work was in O. A. Johnson, who At this writing there still remains was resident progress at Pier No. 12 which is the engineer for the some removal work of the old parallel Carquinez bridge. second pier out from the Contra Costa Bridge, is in charge It is anticipated that all work of construction in the County shore. Box footing for the activities on the superstructure contract will be Benicia-Martinez com- next pier has been completed and structure, with Wallace pleted about July 1960. Ames again ready to be towed to the site. Con- serving as his chief assistant. Lord and Bishop was the contractor struction schedule calls for completion for the substructure, and Judson of the piers by December 1961. Almost 43 tons of obsolete records Pacific Murphy Corp., of Yuba Con- Steel erection of the Martinez ap- were sold as waste paper by the Divi- solidated Industries, Inc., for the su- proach girders is to start this summer, sion of Highways during the last fiscal perstructure. and erection of the heavy truss spans year.

May-June 1960 57

Works

Public Public and and Highways Highways California California 58 58

1960. March March interseetion, interseetion, the the toward toward Orangeburg Orangeburg south south Avenue, Avenue, hooking hooking McHenry McHenry — NOW

_ _ :- :- ,:" ,:" ~;

equiva- was was storm storm drain drain the the and structing structing area area entire entire the the for for system system sewer sewer city city funds. from from

con- cost cost of of for for estimate estimate The The city's city's a a storm was was planning planning Modesto Modesto of of City City paid were were -way -way -of costs costs Right project. project.

time. the conditions, conditions, these these alleviate alleviate To To sewer and and street street completed completed recently recently

period period reasonable reasonable a a

system system within within the was was for for required required funds funds highway highway Planned Sewer Sewer Storm Storm

drain storm storm cost cost the the the the of of finance finance not not state storms. of of $1,300,000 $1,300,000 Approximately Approximately

could the the found found it it and and city city prevailed, prevailed, heavy heavy rain- during during inundated inundated of of tially tially Modesto. the the for for City City magnitude magnitude

them construct construct which which to to funds funds with with was was par- way way traveled traveled the the that that tent tent considerable of of problem problem drainage drainage cult cult

available than than projects projects worthy worthy more more the the to to ex- deteriorated deteriorated had had diffi- drainage drainage a a solved solved time, time, the the at at same same and, and,

having of of situation situation the the usual usual ever, ever, Natural 15,000 15,000 vehicles. vehicles. of of movements movements Avenue, as as McHenry McHenry locally locally known known

How- highway. highway. the the of of improvement improvement traffic average average daily daily to to 109, subject subject was was Route Route of of State State Highway Highway section section

to prior prior drain drain the the of of storm storm installation installation highway The The area. area. the the in in existed existed ways ways 1.7 -mile a a of of the the construction construction dited dited

for called called situation situation the the Logically, Logically, natural natural water- No No water. water. storm storm of of action action expe- This This drain drain system. system. storm storm

lanes. traffic traffic additional additional the the disposal for for evaporation evaporation and and tion tion a and and highway highway

two of of construction construction the the and and way way percola- upon upon depended depended which which tion tion widened a a for for way way

-of- right of of width width increased increased an an for for situa- drainage drainage ready ready unsatisfactory unsatisfactory -of- rights traded traded

called plan plan Highways Highways of of Division Division the the alan an aggravated aggravated traffic traffic and and local local to to Highways, of of

and Avenue Avenue McHenry McHenry under under placed placed added capacity, capacity, the the highway highway creased creased the the Division X X of of

to to be drain drain pipe pipe concrete concrete inforced inforced had had de- area area urban urban this this in in velopment velopment District and and tion, tion,

re- -inch -inch 84 and and 72 -inch -inch an an for for called called de- type" type" commercial commercial "Ribbon- limits. limits. organiza- nicipal nicipal

plan The The city's city's

Avenue. Avenue. McHenry McHenry city Modesto Modesto the the inside inside were were which which mu- their their through through X X

for capacity capacity

highway highway increased increased

ning ning of portions portions road, road, -type -type rural lane lane and with with ~,,,orking ~,,,orking

DISTRICT DISTRICT

plan-

was was Highways Highways of of Division Division the the a a two- was was situation situation existing existing The The citizens, LocnL LocnL

Engineer

Resident Resident BABCOCK, BABCOCK, M. M. F. F. and and

Engineer, Projects Projects County County and and City City Assistant Assistant SPAETH, SPAETH, J. J. JOSEPH JOSEPH By By

r r n n e e

c c

Road ~• ~• Congested Congested Widen Widen V V To To

Up Team Team Modesto Modesto State, State, `/ `/ McHenry Avenue, October 1959, while construction operations were under way. lent to the State's estimate of cost for As a result, a formal co-operative maintenance acquiring the additional of the storm drain sys- rights-of-way agreement was executed in July 1957, tem after for the highway project. completion. The State It was at this which provided that the city would agreed to point that the local citizens, construct the storm drain through (1) acquire and convey to. the State system and four the McHenry Avenue Improvement -lane street section. the rights-of-way necessary for the The magnitude of Association, offered to donate the land the right-of-way highway widening project; (2) com- acquisition problem, for the City of for widening the highway if the city plete the design of, and furnish con- Modesto, is indicated by the fact that would pay .for disturbed improve- struction plans and specifications for, 144 parcels were involved, many of ments and if the State would con- the storm drain system; and (3) pro- which had buildings or other im- struct the storm drain. vide for the continuous operation and provements to be relocated. The assistance rendered by the McHenry Avenue Improvement Association is gauged by the fact that all of these 144 parcels were settled amicably. Payment was made by the city for improvements only. No payment was made for land. The contract was awarded to McGuire and Hester, of Oakland, in May 1959 and the project, under the supervision of General Superintendent C. Aldrich, was completed in February 1960. When construction started, a pamphlet, which outlined not only the work to be done but the order of work, together with a small project map, was furnished to all adjacent property owners. During construction, numerous newspaper articles plus daily newscasts from a local radio station assisted in keeping the public informed and expediting traffic through the construction area. These actions, plus excellent co-operation from the utility companies and a contract specification which limited the length of open storm drain trench to 100 feet, helped to create a very fa- vorable relationship with the travel- THEN—McHenry Avenue, looking south toward the Orangeburg intersection, Norember 19$4. ing public and adjacent land owners. May-June 1960 59 Uniformity of Concrete Mixed Under Varying Conditions Studied

By BAILEY TREMPER, Supervising Materials and Research Engineer

~xE MaTExraLS and Research Depart- ment has completed tests of the uniformity of concrete mixed in a 34 E dual-drum paving mixer operating under variable conditions of batch size and time. The U.S. Bureau of Public Roads co-operated in financing and furnishing test data. The tests were requested by Mr. Harold Allen, Chief, Division of Physical Tests, Bureau of Public Roads. Mr. Allen said that the states have widely different requirements for time of mixing and ma~mum size of batch in concrete paving mixers and that specification limits should be based on factual data of measured performance of mixers and that if such data were available better recon- ciliation between the requirements of the states should be possible. He requested that as many states as possible perform tests. It was realized that tests of a single. mixer made at one time would not provide answers of univer- sal application. However, a group of A crew carries on tests to determine the percentage of air in mixtures of concrete. Note the series of tests made in a number of states might wash buckets fn the foreground. provide information on which realistic decisions could be made.

Test Selected Batches In compliance with Mr. Allen's request, provisions were made for mixing concrete in batches of 34.0, 37.4 and 40.8 cubic feet, each mixed for 30, 5~ and 70 seconds. 100 batches of each of the nine combinations were to be mixed in succession and samples from the first and last portions of selected batches as discharged were to be furnished to the State for testing purposes. Special provisions for such work were included in a project, III- Pla-17-A,Roc,B. This project is on US 40 (Interstate Route 80), between Roseville and Newcastle in Placer County. Contract 59-3TC17-FIPD involving this work was awarded to A. Teichert &Sons. Preparation for the tests were made soon after award of the contract. In order to secure samples directly from ... C'ontinued on page 71 the general arrangement of the test area showing the dual facelifies for two wash crews.

60 California Highways and Public Works r

s f O~ San Mafeo County Completes i 2.9-mile FAS Highway Job

By ODO G. CAMEROTTO, Resident Engineer, San Mateo County

DURING 1958, the San Mateo County timber, and its plentiful supply in the due to recreational facilities at Sears- Board of Supervisors authorized the mountains nearby, turned to a lumber- ville 1ake. County Engineer and Road Commis- ing town. Lumber wagons and stage- Road Section Realigned sioner to initiate a co-operative project coaches used the road to get to May- The project was designed as the with the State Division of Highways field, now the area known as South initial stage of a future four-lane high- and the U.S. Bureau of Public Roads Palo Alto, and Redwood City. During way, the northerly two lanes being under the Federal-aid Secondary the wet winter months, Sand Hill constructed at the present time. The Highway Program for the improve- Road, because of the nature of its future four-lane project will accom- ment of Sand Hill Road. underlying soil, was by far the best modate four traffic lanes 12 feet in A portion of taus San Mateo County route to take to the Bayside commu- width, with five-foot shoulders in cuts, primary road is FAS Route 1004 and nities. The other route to Redwood and with eight-foot shoulders in fills, is the final link of road to be improved City, through Woodside, was fre- together with a 12-foot median strip under the Federal-aid Secondary Pro- quently muddy and impassable. dividing eastbound and gram in the Alpine Road-Portola westbound Increased traffic. Road-Sand Hill Road loop which TraAie Design and construction serves the more thickly populated The Leland Stanford Junior Uni- engineering for the project were provided areas of Woodside and the Portola versity, aprimary landholder in this at county expense and personnel Valley at the westerly end and the area, has recently started construction by operating under the direction of Don Cities of Menlo Park and Palo Alto at of homesites on its lands adjacent to S. Wilson, County Engineer and Road the easterly end. This project extended Sand Hill Road. The historic Sharon Commissioner. County personnel con- from Whiskey Hill Road, about one property, one of the last remaining mile sisted of Odo G. Camerotto, Resident south of Woodside, to Santa Cruz large estates on the Peninsula, is also Avenue, south of Engineer, Edward Bohlen, Office En- Menlo Park, a dis- in the process of being subdivided. It, tance of 2.9 miles. gineer, and George Gaddy and Stan- too, adjoins Sand Hill Road at .the ley Combs, Construction Inspectors. History easterly end of the project. The pres- About 640 eucalyptus trees, 5,600 This road was ence of these subdivisions has and will first used in the 1850's shrubs and 53,000 ice plants will be to transport continue to increase traffic on supplies and people to Sand used for landscaping on the San Fran- and from the Hill Road. The two historic town of Sears- -lane highway at cisco-Oakland Bay Bridge approach ville; located just west this location carries of this project. about 3,500 vehi- (US 40-50, Sign Route 17) between Searsville was originally a gold rush cles per weekday which increases to the Port of Oakland and the East Bay town but because of the demand for 5,000 vehicles per day on weekends Distribution Structure.

A view of Sand Hi!! Road before reconstruction by San Mateo Counfy. A view of $and Hill Road after reconstruction under the FAS program.

May-June 1960 ~1 Talking about Highways e~~~~;~ e~~ ~~

These comments about highways it is well they did not wager money weather conditions. In this it is no dif- appeared recently in California news- on that prediction.'—Editorial in Hum- ferent from any other thoroughfare. papers or were taken from other boldt Standard, Eureka, "Under best of conditions the free- sources: ~ ~ ~ way is no safer than the drivers using it. And, unfortunately, a few bad "We Cuss Them, Buf They Work" New Era on Boulevard With the opening of the Ventura drivers can endanger the lives of all Malcolm Epley in his "Beach Comb- good ones." ing" column in the Long Seach Press- Freeway, "a new era has dawned" ~ ~ ~ along Ventura Boulevard, the former TelegYa~n tells of several fast, long- Consider Stomach Condition distance freeway trips which he and highway, according to an editorial in George W. Savage in his San Ber- acquaintances have made since the the Studio City Czrtcphic. nardino Sun Telegyczan column com- completion of the Ventura Freeway "The eternal traffic congestion, long mented on reminiscences of E. Q. Sul- in the San Fernando Valley. the merchants' nemesis, has been alle- livan, former district highway engi- viated. "I mention these experiences, not neer, printed in "Profiles," publication to prove that local people are fast "Now's the time for boulevard busi- of District VIII, Division of High- drivers, but to remind that, section nessmen to plan vital, promotional ways. by section, the freeway builders are programs; to provide adequate park- "What interested us especially," accomplishing what they set out to ing; to begin thinking about beauti- Savage noted, "was his quote from a do. fication of their buildings and the February 11, 1924, editorial which ap- "It takes time, and a lot of us get boulevard in general. All these mer- peared in the San Bernardino Sun: pretty impatient, but there finally chandising assets, hitherto discouraged "`It is to be hoped that we have comes a day when traffic takes off on because of the intolerable traffic, can heard the last knock aimed at the con- another new and vital link in the now be cultivated." dition of the Old Trails Highway be- dangest highway system on earth." ~ ~ ~ tween this city and Needles, so long Epley reports that it is now possi- Make Haste Slowly as it is maintained in its present condi- ble to drive 120 miles from Ventura The San Mateo Tames and News tion. When it is possible for motorists to San Juan Capistrano without en- Leader offered this editorial comment to cover the 248 miles from the Col- countering atraffic light. concerning a fatal accident on the orado River town to this city in seven "That indicates what has happened Bayshore Freeway which occurred hours, or a maintained speed of 35 to facilitate traffic movement in an during a storm: miles per hour for the entire distance, area that would have, without the "If all of the drivers on the freeway it might indicate that the driver who freeways, the greatest jamups imag- had used common sense and slowed complains about the condition of the inable. We cuss the freeways, but down their customary speed to a pace road ought to consider the condition. they're working." allowing full control of autos, despite of his stomach. It is not the highway ~ ~ the rain and gusty crosswinds, there that is bothering him.'" Good News in Humboldt would have been no fatality and no "Just image the cases of dyspepsia there would be today," Savage added, "More good news seems to emanate accidents. "if motorists had to travel this busy from the Highway Commission, via "But a few careless drivers tried to route at only 35 miles an hour." our local Division of Highways ofFice, drive through the storm at high speeds than you can figuratively `shake a —ignoring the poor visibility and rain- Construction will begin soon on the stick at.' We only wish all important slicic condition of the roadway . $20 million, 6,010-foot bridge over news was half as good. "The result was tragedy, the maim- the main channel of Los Angeles Har- "Latest item was District Engineer ing of accident victims and heavy bor. It will be Southern California's Sam Helwer's announcement that property damage. Thousands of man- first toll bridge and financed by Toll funds for the Fortuna Freeway have hours of work were lost because a Bridge Authority bonds, state high- been upped to $3 million, thus making few tried to save a few minutes. way funds, and highway user tax it possible to finish that necessary job "Some loose-thinking people blame funds. a year ahead of schedule. That was a the freeway for this. But it is not the real break. fault of the freeway. The California Highway Commis- "It wasn't long ago that many peo- "The fault lies with the careless and sion has adopted a freeway routing ple hereabout were saying that they reckless drivers who abuse the use of relocating portions of State Highway did not expect to see a freewayed the freeway and refuse to realize that Route 87 (Oroville-Chico Road) in route to San Francisco `within our it is subject to the need for due cau- Butte County between Wick's Corner lifetime.' As matters are turning out, tion to be observed under adverse and U.S. Highway 99E.

62 California Highways and Public Works T

Highway °fl~Cia°5 pf r d o a n n~ n AASHO-AMA Seminar

STATE and federal highway officials "The Spatial Form of the City," the careful design and construction of took part in a seminar on "Urban presented by M. M. Webber, Asso- our circulation systems, highways and Planning and Its Relation to General ciate Professor of City Planning, gave transit. Urban Development" April 11-13 at insight on how transportation and "To win this success, we need to the University of California, Berkeley. land use aspects of the master plan exploit the growing movement to- The seminar was the first of a series are integrated with all aspects of a ward co-ordination among the number planned for various secrions of the city's development so as to assure of governmental agencies and levels United States by the American Asso- attainment of the fundamental goals that are concerned with land use and ciation of State Highway Officials, of a city. with highways, and also the better through its special committee on Ur- Factors in Use Pattern professional understanding that is de- ban Planning Seminars. Rex M. Whit- Paul F. Wendt, Professor of Finance veloping between highway engineers ton, chief engineer of the Missouri and Director, Real Estate Research and city planners." State Highway Commission, is chair- Program, University of California, Harmer E. Davis, professor of civil man of the special committee. emphasized that "as cities grow with engineering and director, Insritute of At Berkeley, the arrangements were the expansion of their economic base, Transportation and Traffic Engineer- made by the university's Institute of they tend to develop a rational pat- ing, moderated the three-day session. Transportation and Traffic Engineer- tern of land use based on comperition Participants included highway offi- ing, including not only campus facili- of uses." However, Professor Wendt cials from eight western states, and representatives ties but also the obtaining of some of pointed out that basic land use pat- of the U.S. Bureau of the outstanding experts who con- terns may be modified by transporta- Public Roads, the American Munici- ducted the sessions. tion routes which improve access of pal Association, AASHO, and the land, as well as by irrational property Joint AASHO-AMA Committee. General Plan Needed development and by specific physical California representatives in attend- Highlights of the seminar included conditions. ance included State Director of Public discussions led by T. J. Kent, Jr., Pro- A promising technique as to how Works Robert B. Bradford, Deputy fessor of City Planning, University to evaluate the impact of improved Director Harry D. Freeman, State of California. Kent pointed up the transportation services, extension of Highway Engineer J. C. Womack, need for a general plan, defined the sewer and water systems, available and nine other high-ranking officials technical elements of the plan, de- land for development, tax rates, etc., of the Division of Highways. scribed the legislative function of the on land use development was demon- plan and concluded with an analysis strated by Alan M. Voorhees, Traffic FEDERAL-AID CONTRACTS of the weaknesses in the present plan- Planning Engineer, Automotive Safety ning practice. Foundation. Such evaluation of land A total of 6,743 federal-aid highway use development can be an effective construction contracts was awarded "One of our major weaknesses," basis for traffic forecasts and delinea- through the various state highway de- said Kent, "is our inexperience at the tion of highway transport systems. partments during 1959, involving a job of building new cities and expand- Richard M. Zettel, Research total cost of approximately $2.5 billion, ing and reorganizing old cities. In Econo- mist and Lecturer, according to the Bureau of Public California our efforts to understand Institute of Trans- portation and Traffic Roads, United States Department of and dominate the powerful forces that Engineering, discussed Commerce. are radically changing our the complex facets of high- cities and The contracts awarded in 1959 had regional landscape are way finance in relation to the urban only 10 to 15 an average cost of about $370,000. years old. I also feel quite transportation system. certain that They varied in size from less than the constructive hard-driving Co-ordination Keynote postwar $25,000 to about $8,000,000, with an program of the California State The Divi- main theme of the seminar was equitable distribution throughout the sion of Highways to provide summarized freeways by John T. Howard, entire range. Twenty-nine percent of in and around the cities of the State head, Department of City and Re- the federal-aid highway construction will be seen, in retrospect, gional Planning, as one of Massachusetts Insti- contracts awarded by the state high- the major explanations for tute the estab- of Technology. way departments were for amounts lishment of effective local planning "The future livability and prosper- less than $50,000. Another 17 percent programs and the prepararion and use ity of our cities," Howard said, "will of all contracts were for amounts be- of general plans by our city and be largely measured by our success in tween $50,000 and $100,000, and 23 county governments during the dec- co-ordinating the careful design and percent were between $100,000 and ades of the 1950's and 1960's." control of our urban land uses with $250,000.

May-June 1960 63 Martin A. O'Brien Eureka Engineer Retires on lV1ay 1 `Tempus Fugit' Corner Retires on June 30 Charles P. Sweet, Assistant District Engineer, Operations, District I, in Twenty-five years ago. The fol- Eureka, will retire on June 30, 1960, lowing items appeared in the May and after 38 years with the California June 193S issues of Calif oynia High- ways and Public Works. Division of Highways. A native Cali- fornian, he was educated in Ferndale US 99 Relocation schools and at Construction of the proposed Ken- ~~h~ ~! Healds School of nett (Shasta) Dam will necessitate the Engineering in San rebuilding of some 16 miles of State Francisco. Except Highway Route 3 (US 99) in Shasta for a three-year County and approximately 37 miles period spent as as- of the Southern Pacific Railway. sistant city engi- Preliminary surveys for the reloca- neer for the City tion of both highway and railroad of Santa Barbara began in February of this year, and (1927 - 1930) Mr. fieldwork on both surveys was prac- CHARLES P. SWEET Sweet has been tically complete by June 1. Plans and employed by the State of California estimates are in progress. since April 1919 in some phase of engineering. Beauty Award Winner .. ... in a bridge contest and not a Starting work in Eureka as a sur- card game, is the new state-designed veyor on highway construction proj- "Smith Point" Bridge on the Red- ects he advanced to the position of wood Highway where it crosses the assistant resident engineer on con- South Fork of the Eel River just struction projects and resident engi- south of Garberville. neer on the early work done by It is the first continuous steel girder honor camp forces from state prisons bridge built on a curve in America in the Redwood Creek area in Hum- and was awarded honorable mention boldt County. In 1925 he was trans- in a national competirion for the most ferred to the San Luis Obispo district beautiful steel bridge built last year. where, in addition to supervision of road and bridge construction projects, Emergency Measure he also worked on special studies in Protests against federal taxation of connection with the State Materials gasoline were filed with members of and Research Laboratory of Sacra- Congress by more than 250 organiza- mento. (Among these special studies tions representing millions of citizen was a test of the degree of compaction taxpayers, and 21 states adopted me- obtainable with the first sheepsfoot morials asking that the tax be ended roller used in compacting highway June 30, 1935. embankments in California.) The gasoline tax, it was pointed out, After his employment with the City was enacted in 1932 as a temporary of Santa Barbara he returned to emergency measure and was re-en- Eureka where he advanced from resi- acted in 193 3 and again in 1934. dent engineer on highway construc- Ramona Boulevard Planting tion projects to district office engi- The first comprehensive state high- neer. In 1935 he was appointed way landscaping project was started district construction engineer. He was on Ramona Boulevard from Los An- promoted to assistant district engi- geles civic center to Garvey Avenue. neer, operations, in 1951. About 8,000 trees and shrubs and Sweet has two sons; Charles, Jr., 25,000 ground cover plants were (Resident Engineer in District IV) placed under this first state landscap- and Raymond (City and County Co- ing contract on record, for which operative Engineer, District I in $30,000 in federal aid money was Eureka). He also has a daughter, Mrs. allotted. Francis Walker of Ferndale.

64 California Highways and Public VI

May-June 1960 65

Works Public Public and and Highways Highways California California 66 66

. quarter) quarter) many neous neous signs. there there are are only only "not "not that that said said He He

miscella- other other and and first 2,536 2,536 beauty." the the construction construction of of in in freeway freeway projects projects opened opened panorama panorama changing changing and and

and signs signs guide guide 11,762 11,762 "unparalleled tory tory signs, signs, an an with with dollar - for for motorists motorists the the multimillion vide vide 12 12 project project

7,198 7,198

regula-

signs, signs, 5,774 5,774 pro- warning warning would would of of route route the the said said Bradford Bradford B. B. per 10.5 10.5 bidders bidders of of average average tition tition (an (an

consisting signs, signs,

27,270 27,270 of of

Robert

total total a a

Works Works for for

Public Public of of Director Director compe- keen keen to to due due is is this this Apparently Apparently

requests approved approved of of Highways Highways vision vision

route." State.

the the to to

cost cost at at be be

built built lower lower

Di-

year the the year

fiscal fiscal past past the the During During

entire

the the of of

construction construction and and design design to continue continue quarter quarter may may second second the the in in

the govern govern should should

Parkway, Parkway,

Valley Valley

bids for for advertised advertised California California

ects ects in in

Mississippi the the to to applied applied as as beauty', beauty',

length. proj- in in

miles miles highway highway about about

1,030 1,030 that that appears appears it it

dustry, dustry,

and

safety safety

`utility, `utility, terms terms

The The

quality. quality.

would would

California California in in The The route route

in- construction construction

the the in in equipment equipment and and

aesthetic and and

safety safety

of of

utility, utility,

order order

structure.

financing financing the the present present

under under

of of materials costs costs and and rising rising

increases increases

high a a for for designed designed

appropriately appropriately

years

20 20

approximately approximately in in complished complished

wage of of

pressure pressure

continued continued

Despite Despite

be should should route route the the

areas areas urban urban

For For

ac- be be could could

said said he he

000,000 000,000 which which

agencies. 1959. state state of of appropriate appropriate quarter quarter

through through

fourth fourth

$900,- over over little little a a

at at

proper proper standards standards

easements the scenic scenic in in or or occurred occurred by by which which needs, needs,

cent cent drop drop

-way -way of

to up up highways highways these these

of of

cost cost bringing bringing

right- per- 12 12 beyond beyond than than land, land, the the suitable suitable of of of of decrease decrease

rate rate

sition sition lower lower

the He He

estimated estimated funds. funds. highway highway state state

is is acqui- by by 1959, 1959, a which which accomplished accomplished of of be be may may quarter quarter

which which fourth fourth

with standards standards adequate adequate proved proved to to

areas, rural rural the from from through through percent percent landscape landscape 4.1 4.1 or or 9.3 9.3

points points

natural natural

of of im- be be of of

events, events, course course the the

in in normal normal

the drop preserve preserve to to a a 219.8, 219.8, at at stands stands designed designed now now and and index index

located located

The The

and and in in will, system system highway highway the the state state

be should should course. route route downward downward scenic scenic its its the the

comprising comprising

continued continued

Index Index

is 985 985 route route California California in in the the miles, miles, of of

Cost highways or or e~sting e~sting Construction Construction n,ew n,ew

"All "All Highway Highway

California California

95 95 or noted noted that that percent, percent, Bradford Bradford

the 1960 1960 of of quarter quarter first first the the

During During

recommended: report report The The scenic scenic and and areas." recreational recreational merous merous

1960

of of

Quarter Quarter

First First

nu- to to will will easy easy it it also also access access provide provide country.

itself, itself, highway highway viewed viewed from from but this this

the of of parts parts other other in in established established Route Route for Down Down Index Index Cost Cost

of of miles miles scenery scenery be that that can can beautiful beautiful Mississippi the the and and Routes Routes Smoky Smoky

Great and and Appalachian Appalachian Ridge, Ridge, Blue Blue

the with with route route a a as as pleasure pleasure pare pare

com- would would route route proposed proposed The The

M. M. Gehl H. H. U. U. Arthur Arthur Erickson whole."

a as as California California of of the the State State and and 4 Shop Shop VI District District

traversed area area the the of of nomic nomic welfare welfare

E. E.

Blinn Clarence Clarence

eco- the the promoting promoting in in value value and and cal cal T. T. Myers Frank Frank

C. C.

Henry Henry Anderson

histori- of of sites sites areas, areas, recreation recreation areas, areas, Higginson H. H. Edward Edward

V District District

scenic renowned renowned of of use use world- public public Shop Headquarters Headquarters

and

preservation preservation the the in in asset asset fostering fostering

R. R. Weymouth George George

priceless

be be

a a would would area area through through the the West

Cecil Cecil

W. W. Couch Leon Leon

route is is scenic scenic

a a fornia fornia that that such such

Doran R. R. John John

District District

Cali- of of area area the the of of coastal coastal character character

Bridges Toll Toll

-owned -owned

State

natural "The "The that that states states The The report report

H. H. Willett Clifford Clifford

route. of of the the portions portions for for W. W. their their plans plans Roberts David David Smith C. C. Don Don

and studies studies and and ordinated ordinated co- current current III District District XI District District

con- but but separate separate states states in in preparing preparing

H. H.

Pickrell Henry Henry

of of those the the and and co- seek seek operation operation E. E. Brown Robert Robert

Lammers Victor Victor

and and Washington of of governors governors Oregon Oregon X District District

II District District the with with Brown Brown confer confer Governor Governor

that The The recommended recommended committee committee

Updyke Bernice Bernice

I. I. Wagner Paul Paul

Crass B. B. Herman Herman Canada.

Tyack J. J.

Clifford Clifford

Alexander P. P. Seth Seth Mexico Mexico to and and from from gon gon Washington Washington

Ann Ann

Tucker

VIII District District Ore- areas areas California, California, of of coastal coastal scenic scenic

A. A. Keyes

Kenneth Kenneth

the through through Scenic Scenic Drive" Drive" extending extending

Bosworth H. H.

Horace Horace

N. N. Wilczek Chester Chester

a a International "Pacific "Pacific proposed proposed

Oi~ice

Headquarters Headquarters

Griffin B. B. James James has Council Council of of Governor's Governor's the the sources sources

VII District District HIGHWAYS Re- OF OF Public Public Works Works and and on on Natural Natural DIVISION DIVISION

the the

G. G. Standing Standing Brown, Brown,

Committee

Works Public Public and and Highways Highways California California edition edition of of February February - January

to to a a Edmund In In Governor Governor report report

the in in listed listed those those

since since awards awards

-year -year 25

received received have have who who

Employees Employees by by Urged Urged Committee

AWARDS -YEAR -YEAR FIVE FIVE TWENTY- TWENTY-

Route Scenic Scenic Coast Coast Belts Favored For R-SR Bridge Users Nations I Convention Drivers, Passengers Will Get Pamphlet For ASCE Planned State, county and city officials in Tourists using the Richmond-San Many employees of the Division charge of the operation of motor ve- of Rafael Bridge will soon receive an in- Highways who are hicles almost without exception favor members of the formative pamphlet answering many American Society of Civil the use of seat belts by drivers and Engineers of the questions asked about the will attend the national convention passengers, according to a recent ar- of bridge by those crossing it since its the organization which will ticle in the Los Angeles Herald-Ex- be held completion in 1956. in Reno June 20-24. press by feature writer Charles Page. The. pamphlet, which will be avail- The Sacramento section Page reported that "an untold num- of ASCE able on request at the toll stations, in- and its Nevada branch are ber of lives and injuries are being cohosts cludes amap of the area served, a for the convention. General saved by the use of automobile seat chairmen brief description of the other bridges for the meeting are safety belts in public-owned vehicles, R. Robinson forming the "steel triangle," and a Rowe, Sacramento, principal and greater use of the device is being bridge more detailed description of the Rich- engineer of the Division urged by public officials of Highways on the basis mond-San Rafael Bridge including and former of this experience. national director for Dis- current toll costs for various vehicles. trict XI, and Dean Howard B. Seat belts are not new in public ve- Blodgett The map shows how the three bay of the University of Nevada. Stewart hicles, Page reported. In 1955 belts bridges—the Golden Gate, San Fran- Mitchell of Sacramento, retired Divi- were installed on state-owned ve- cisco-Oakland, and the Richmond-San sion of Highways bridge hicles, and virtually emergency engineer, is all ve- Rafael—form the scenic "steel tri- program chairman. hicles in Los Angeles City and County angle" spanning San Francisco Bay. More than 100 papers, are equipped with belts. sponsored by It also shows how the Richmond-San 11 of the society's technical divisions, The article refers to statements by Rafael Bridge provides access from will be presented during the State Director of Public five-day Works the interior valley and East Bay cities meeting. Several Robert B. Bradford of the papers to be in a letter to di- to the rich recreational areas of the presented vision heads. are concerned with the con- northern California coastal counties. version of sea water for domestic, agri- Bradford's letter emphasized that Another section of the pamphlet cultural and industrial purposes, and the use of seat belts is mandatory in contains information as to the length, the problems involved in utilization of the Department of Public Works, and cost, and capacity as well as the type land with a saline content. pointed out that two state employees of span construction of the bridge. Highway programs, particularly in killed in recent accidents "might still Toll schedules for various vehicles the mountain areas, will under be alive had they used seat belts." be from motorcycles to three-axle buses study with the ASCE highway divi- Los Angeles police officers are sold are contained in the pamphlet. A spe- sion conducting two sessions, and on the use of belts, Page wrote, par- cial section is devoted to telling the holding joint sessions with the con- ticularly if they are on patrol duty driver what to do in case of an emer- struction division and the surveying where emergency runs are routine. gency while on the Richmond and mapping division. He cited the case -San The highway of two officers Rafael Bridge. program who "are confident includes three panel discus- they were spared sions. death only because of their safety belts." Tours and programs are being planned for the ladies. The two men escaped with concus- Contractor's Letter sions when their vehicle was involved Asks Co-operation in a collision "with an impact so great realize, of course," said the letter, Personal that the siren, fastened on a front fer~- letters to the public notify- "that the presence of construction ing them of the der, ended in the seat after the impact beginning of work on equipment in any neighborhood is seven and and the two roils taken by the car." one-half miles of freeway welcomed only by citizens under the construction A veteran accident investigator for on U.S. Highway 91 age of six. For the rest of us, it's some- were received the Los Angeles Police Department in Corona recently thing of an inconvenience—but it is told Page of an accident resulting from the contracting firm of Fred- only temporary." ericksen and when a car skidded on slippery streets. Kasler in an effort to Fredericksen and Kasler state that gain community "The driver, whose seat belt was interest and under- they will be glad to co-operate with standing. fastened, received a stomach jolt, but the community in meeting problems his passenger, ignoring the belt, was The letter indicated that it was to in dirt moving, dust, traffic, safety and thrown from the car and received a the financial best interest of the indi- noise. Their equipment operators are fractured skull." vidual taxpayer and property owner trained to take every precaution, but, Page reported that there are so to have the work completed as quickly they warn, "parents are cautioned that many other cases, that officials say and economically as possible. To ac- equipment holds great fascination for they can be certain installation and complish this it was necessary to use our mechanically minded younger use of belts pays off in lives saved. heavy construction equipment. "We set."

May-June 1960 67 . ••- • ~: ~.•- ~- a • • ft~ ~~t - F1m Ray Jutlgh ,, - ~ • ten The millionth driver to cross the Former State Senator H. Ray Judah, The Bridge Department of the Cali- Richmond-San Rafael turned Bridge 78, died on May 5 in his home city of fornia Division of Highways an- out to be truck Hoagland driver Dean Santa Cruz after a short illness. nounced publication this month of its of Fresno, and his vehicle was a truck Mr. Judah served as a member of "Manual of Bridge Design Practice" and trailer operated by County Kings the California Highway Commission for sale to interested individuals in the Truck Lines of Tulare and carrying from May 1936 to March 1939, in- U.S. and abroad. canned evaporated milk. cluding more than a year as its chair- The publication grew out of the Hoagland was a surprised driver as xnan. large number of requests for the in- as he pulled into the westbound toll A native of Menlo Parle, he was a formation since it first appeared in lane just before 4 p.m. on Sunday, grandnephew of Theodore D. Judah, multilith form in 1952 as in-service March 27, and was asked to wait for chief engineer of the Central Pacific training material. The manual has been a moment after paying the $3 toll for Railroad in the 1860's. He was a co- revised several times since then and the five-axle refrigerated combination. founder of the Santa Cruz News in is believed to be the only published 1907, and remained as its publisher work containing complete and prac- until it merged with the Sentinel in tical procedures for the design of the 1938. He also served as manager of the usual types of bridges. Santa Cruz Civic Auditorium and as The 14 sections of the manual cover chamber of commerce manager. He such subjects as Bridge Economy, Re- retired in 1959 as auditorium manager. view of Moment Distribution, Bridge He was one of the organizers of the Loadings, Slab Srid~-es~' (longitudi- California Newspaper Publishers As- pally reinforced), Design of T-Beam sociation and was its president for t~vo Highway Bridges, Design of Box years in the late 1920's. Girder Highway Bridges, Simple Mr. Judah was elected to the State Span Rolled Beam Bridges, Design of Senate from Santa Cruz and San Benito a Welded Girder Highway Bridge, Counties in 1940 and served until he Szmple Span Composite Girder Bridge, decided not to run again in 1952. Design of a Deck Girder Railroad He is survived by his wife, Eva Bridge, Design of Through Girder Railroad Bridge, Simple Span Deck The ten millionth driver to cross the Richmond- Bowman Judah; two daughters, Mrs. Truss Bridge, "theory of Prestressed San RafaeB Srfdge s➢nce it opened in September Barbara Sprague of Santa Cruz and 1956, was truck driver Dean Hoagland of Fresno Mrs. Janice Futch of Hayward; and a Concrete, and Design of a Prestressed (left). Hoagland, whose five-axBe combination was Concrete Girder. hauling refrigerafed canned milk from Chowchilla brother, Floyd Judah of San Francisco. 4o Eureka, is shown receiving a letter from Gov- The "Manual of Bridge Design ernor Edmund G. Brown, delivered by Assis#ant Practice" can be obtained from the State Derector of Public Works T. Fred Bagshaw ~Plg~lf~. County Vehicle Fees State of California, Printing Division, Documents Section, North 7th Street He was greeted by a group of state Total $i 15 /Million and Richards Boulevard, Sacramento officials and newspaper photographers County shares in $115 million of 14, California. Postpaid prices per and was handed a letter from Gover- motor vehicle license revenues will be copy are: $12.50 (within U.S. except- nor Edmund G. Brown calling atten- smaller during the 1960-61 fiscal year ing California), $13 in California (in- tion to the "10,000,000" milestone in for 38 of California's 58 counties due cludes sales tax), $13.50 outside con- the history of the 3 -year-old bridge %z to the 1960 federal census, according tinental U.S. providing a direct overwater link be- to State Controller Alan Cranston. tween the Redwood Empire area and Distribution of the revenue is based the East Bay and central Valley on population figures contained in the final. years of the old census period° regions. most recent federal census. The reve- This often means that there will be a Representing the governor at the nue, which is in lieu of a local prop- wide disparity between the allocations on vehicles, is brief ceremony was Assistant Director erty tax collected by for the last year of the old census the State with approximately 50 per- of Public Works T. Fred Bagsha~>. period and the first year of the netiv cent being returned to the cities and one. Others present included Norman C. 50 percent to the counties. Raab, chief of the State Davision ~f Since the federal census is taken Estimated apportionments for cities San Francisco Bay °I°oll Crossings, who only once every 10 years, the popula- will not show such great fluctuations supervised construction of the bridge; tion figures used in allocating these since population figures are adjusted Bridge Manager A. P. Simatovich; and funds may not reflect actual popula- regularly to encompass special cen- Toll Lieutenant R. A. Schimmel. tion changes, especially during the suses, annexations and incorporations.

68 California Highways and Public Works GEOD~METER

Continued from page 16 ... The purpose of this triangulation net was to provide primary control upon which subsequent lower order nets could be based. These secondary nets were to control photog°rammetric mapping and location of a transmoun- tain highway, which was to follow the East Fork of the San Gabriel River. The Llano Base Line was established to provide amuck-needed extension of the geodetic Control Sys- tem of Los Angeles County into the Antelope Valley.

Difficult Terraen This county triangulation project involved field observations in exceed- ingly rough terrain, the occupation of stations up to 9,000 feet in elevation, To the left is the master unit ready for observations and measurements. To the right is the theodolite fo and many grueling climbs far the measure the horizontal angles between stations being observed.

The double reflector slave unit used for measuring long Tines. District survey personnel with i'he single reflector slave unit used for measuring short lines.

May-June 1960 ~9

70 70 California California Highwa~rs Highwa~rs Public Public and and Works

adjust adjust triangulation triangulation our our The The nets. nets. use Line Line would would be be seen seen in in its its entirety. triangulation triangulation are are systems systems self - evident.

control control to to into, into, check check evaluate evaluate and elevation elevation vey vey an an crews crews so so that that Llano Llano the the Base lines lines in in long long taping taping and

would would

give give

the the the the district district needed the the geodimeter geodimeter conventional conventional over over "Little "Little sur- Sisters," Sisters," point point line line set set a a at on on

base base

line line available available the the area area in in

and

The The economic economic benefits benefits of of utilizing measured measured from from station, station, one one called

because because it it was was the the first first latest latest order

ing ing sketch. sketch. our our co- ordinate ordinate

segments segments Both Both were

maps.

decided decided to to use use the the Base Base Llano Llano Line

measuring measuring ties ties

to to controls controls

other other ments ments

for as as accompany- illustrated illustrated in in the the

The The

District District Department Survey Survey

establishing establishing triangulation triangulation

nets nets and and for accomplished accomplished by by measuring measuring two two seg-

Base Base Line Line Gives Gives Coroirol

for for

measuring measuring lines lines great great of of in length, length, measurement measurement by by geodimeter geodimeter was the the

is is dimeter dimeter a a most most

satisfactory satisfactory

method

towers, towers, along along tered tered The the the

the the line. line. base base picture.

Llano Llano Base Base Line. Line. use use The The of of the the geo-

the the State State

was was

Division Division not not Highways Highways

of of possible, possible, en-

of the the without without use use

other other lines lines as as were were employed employed on on the

of of neer neer

their their Survey Survey Division, Division, before

-9, -9,

E could could not not Intervisibility be be done. done.

procedures procedures were were

employed employed on on

the

E. E. tion tion

of of T. T.

Mankey, Mankey, Division Division

Engi-

and and the the East East Base, Base, Butte Black Black Station Station

previous previous

measurements. measurements.

The The same

Engineer Engineer

Department Department

under under

the the direc-

West West Base, Base, Little Little Station Station Rock Rock H -11,

fidence fidence

in in exactitude exactitude the the

of of

those

performed performed

the the

by by

Los Los Angeles Angeles

County

A A direct direct measurement measurement between between the

controlled controlled we we and and now now full full have have con-

lishment lishment of of

the the

Base Base Llano Llano

Line Line

was

finished finished

their their

distance distance

measurements. lines lines that that have have not not been been so so rigidly

All All

the the

geodetic geodetic

work work

in in

the the estab-

tem tem after after the the geodimeter geodimeter crew crew had

dimeter dimeter measurements measurements

in in of of other

some some 20 20 miles miles

away.

angles angles used used in in the the triangulation triangulation sys-

This This

has has district district

used used

the the geo-

in in

southerly southerly

the the portion portion the the net of of

turned turned the the horizontal horizontal and and vertical

highly highly

acceptable.

of of

1 1

part part in in

100,000 100,000 with with a a fixed fixed line

weather weather permitting. permitting. The The district district crew

purposes purposes

district's district's of of

the the

use use and and is

Base Base

Dine Dine a a had had preliminary preliminary closure

have have accomplished accomplished been been one one night, in in

of of sure sure

a a is is

precision precision

for for suitable suitable

all

net. net.

is is interesting interesting It It to to note note the the Llano

to to due due inclement inclement weather. weather. This This could

gave gave

a a closure closure of of

1/78,000. 1/78,000.

This This

clo-

adjustment adjustment

entire entire of of the the triangulation

Llano Llano Base Base Line Line required required nights three three

state state forces forces

the the

Llano Llano of of Base Base

Line

used used

in in the the subsequent subsequent least least squares

The The geodimeter geodimeter measurement measurement of of the

The The geodimeter geodimeter

measurement measurement

53,251.53 53,251.53 feet. feet. latter latter This This amount amount was

tal tal and and vertical vertical angles.

control control maps. sea sea level level a a giving giving geodetic geodetic distance distance of

slave slave

and and unit, unit, measurings measurings of of horizon-

into into rated rated

district's district's the the between between end end co- was was stations stations ordinate reduced reduced to

work work

did did the the of of light light tending tending of of the

processed processed

data data was was in in 2,564,000. 2,564,000. turn turn part part incorpo- in in Finally, Finally, this this distance

instrumentmen instrumentmen

and and the the district district men

Survey Survey Office Office probable probable within within a a week. week. of of The error error ~- ~- .021 .021 foot, foot, or or 1

=iere =iere trained trained ~

geodimeter geodimeter

operators operators or

were were sults sults

returned returned to to length length the the District at at ground ground elevation elevation with with a

department. department.

The The headquarters headquarters men

electronic electronic

computer computer section. section. The The 53,259.24 53,259.24 result result re- of of feet feet as as the the geodetic

four four

men men

from from the the district's district's

survey

quarters quarters and and processed processed through through the reduced reduced The The taped taped gave gave length length a

headquarters headquarters from from and and augmented augmented by

were were

submitted submitted to to Sacramento Sacramento Head-

tape tape

length.

dimeter dimeter crew crew consisted consisted of of two two men

All All

data data field field

and and measurements

tual tual difference difference in in

elevation elevation

for for each The The state state personnel personnel the the geo- of of

chaining chaining to to bucks bucks determine determine the the ac- Are Are Data Data Processed

precision precision at at low low a a very very cost.

item item

required required

spirit spirit over over leveling leveling

the

of of operations. operations. area area It It first first gives gives order base base line line measurement.

alignment, alignment,

tension tension and and

slope. slope.

The The

last

covering covering a a large large part part district's of of the the to to Sisters Sisters Base Base East East the the gave gave

required

for for

tions tions calibration, calibration,

temperature, temperature,

sag,

of of control control for for our our co- ordinate ordinate maps Little Little Sisters Sisters to to West West Base Base

and and

Little

and and

applying applying the the

necessary necessary

correc-

this this of of base base provides provides line line perimeter a a difference difference The The in in distance distance the the from

National National Bureau Bureau by by the the of of Standards,

had had which which been been calibrated calibrated previously

involved involved SO -meter -meter using using invar invar tapes

geodetic geodetic taping taping used. used. were were Briefly, Briefly, this Oifferrnce Oifferrnce O. O. 6 6 9

53,251.53' 53,251.53' By By

~~ ~~ Tooii~9 Tooii~9 C /oaai~ /oaai~ =~78,000~

and and cedures cedures standards standards of of first first order

By By Ceodim~te~ Ceodim~te~ 53,252.22'Faet = =

1954. 1954. September September to to 15, 15, All All 2 2 pro-

eight -man -man an an over over period period party party the the of BASE BASE EAST EAST L L /TTL /TTL BASE E E /STERS /STERS WEST WEST S

/ON STAT

------

Llano Llano of of

Line Line done done the the Base Base was was

/NE BASE BASE L LL.4N0 LL.4N0

East East (Llano (Llano The The Base). Base). actual actual taping

92E 92E 252.22 83 83 (69, ~S, ~S, "= "= 53, 53, 179.05" 179.05"

to to -9 Base) Base) station station E Butte Butte Blacic Blacic

GtodatiC GtodatiC Gaod Gaod :ntl`er :ntl`er Oistonct Oistonct 53,25222 tion tion Rock Rock Little Little = H -11 -11 West (Llano (Llano

the the Antelope Antelope from from floor floor Valley Valley sta-

Geodetic Geodetic Toped Toped Oietonee Oietonee = = 53,251.53' /5 /5 926.83

laid laid forces forces county county was was out out by by along Oistonce Oistonce ~

Ceodimeter

approximately approximately line line miles miles in in 10 10 length

c~od~t;~

tion tion points points defined defined the the by by a a used, used, base

strengthen strengthen geometric geometric the the

configura-

Geodetic Geodetic Ceodimeter Ceodimeter Oislonce Oislonce = = 69,/7905

at at distant distant points. points. the the To To help

second, second, 10 10 of of a a 1 1 / / sighting sighting on on lights

theodolite theodolite a a directional directional reading reading to

MEASUREMENTS GEODETIC GEODETIC SI(ETCH SI(ETCH OF OF

was was turning turning night night performed performed at at with

county county personnel. personnel. field field angle All All MIXER TESTS According to criteria established for erate loss in strength with increasing performance, Continued from page 60 ... all of the tested batches size of batch as shown in the following the mixer drum during discharge, the except one were mixed to an accepta- tabulation: contractor cut a hole in the side of the ble degree of uniformity. The unac- discharge bucket at the top and in- ceptable batch was the last one dis- Relative compressive Size of batch strength, average of stalled an inclined swivel chute which charged prior to the noon shutdown. cubic feet all7nixing times could be swung in and out of the dis- At this time the first drum of the 34.0 ------_ 100 charge stream from the mixer as the mixer presumably 37.4 ------__ 97 was empty. It is 40.8 bucket was being filled. Samples of reasoned that the transfer chute was ------93 concrete during discharge of the first not closed and that remnants from the The test results of themselves do not and last quarters of the batch were first drum dribbled into the second have great significance except as to the collected in wheelbarrows which the drum and did not become thoroughly performance of a particular mixer in contractor delivered to pans on the intermingled before discharge. While a particular state of condition. When opposite side of the roadway. this may be an isolated example of considered together with similar data abnormal operation, possibility provided by other states, it is probable 100-Batch Combinations the of its occurrence that dependable conclusions leading Testing of the samples was per- is present twice each to day shutdowns greater uniformity in specification formed by personnel of the Materials when are made at noon re- and night, and quirements can be reached. and Research Department. From each at other times if there group are prolonged delays in paving opera- The contractor used two mixers op- of 100 batches of each combi- erating nation of tions. in tandem. Batch sizes were size and mixing time either varied three or Although, with one exception, satis- simultaneously in both mixers, four batches were selected but for sampling factory intermingling of the constitu- mixing time was varied only in the and testing. Each batch mixer was timed ents was accomplished under all oper- used for testing. It is not pos- accurately with a stop- sible watch by ating conditions with this particular to distinguish between the prod- personnel of the Bureau of ucts Public Roads. mixer, the trends were examined with of the two mixers in the constructed The tests a view to the possibility that unsatis- pavement. The effect of the performed on each por- batch tion of each factory mixtures might be produced size on future performance of sampled batch were the slump, air content, in other mixers that might be in poorer pavement can be studied but no unit weight of air- conclusions free mortar, weight condition or that might be inherently can be reached as to the of coarse aggre- effect of variations gate per cubic foot of concrete, less efficient. The data point to the in mixing time. com- following pressive strength and cement content. tentative conclusions: Comparison of these test properties For 34 E paving mixers in good con- Dredge, Fill V1/ork between the two portions of the batch dition, mixing times as short as 30 provided data for evaluating the uni- seconds appear to produce acceptable For fridge to Start formity intermingling of the constituents. with which the ingredients The State Department of Public were distributed throughout the Condition Important Works has opened bids on the work batch. In addition to these results, For 34 E paving mixers, batches of dredging and constructing fills in a comparison of of all compressive 40.8 cubic feet (20 percent connection with widening of the San strength results for overload) each combination may not be satisfactorily intermingled Mateo-Hayward Bridge. of batch size and mixing time pro- when mixed for The work calls vided data for periods up to 70 sec- for the dredging of measuring the effects onds, unless an access channel on the quality the mixer is in first-class adjacent to the west of the concrete pro- condition. end of the bridge duced under these approximately 8,000 conditions. feet long and 1,00 feet The Very careful planning and supervi- wide to a mini- required number of 900 mum depth of 14 feet; batches was sion on the part of the contractor were and for the mixed during two days of transporting of the dredged operation: July required in order to discharge batches material 25 and 26, 1959. The to a designated fill area adjacent work of mixing, of cement and aggregates into the skip to the sampling and testing bridge approach road on proceeded smoothly of the mixer at a rate fast enough to Brewer due to careful perform Island. preparation on the the mixing consistently within part of the con- a Approximately tractor and laboratory period of 30 seconds. $70,000 is available and to trial for the work. runs previous to the test dates. Apart from producing concrete in which the ingredients are uniformly Norman C. Raab, chief of the Divi- New Mixer Used distributed, the question remains as to sion of San Francisco Bay Toll Cross- The mixer used by the contractor the effect of mixing conditions on the ings, said this will be the first major was relatively new and most of the quality of the resulting concrete. The overwater contract on the $35,500,- original blades had been replaced with compressive strength of the concrete 000 project to widen the two-lane San new ones prior to starting work on is one measure of its quality. The test Mateo-Hayward Bridge to four lanes. this contract. The results obtained data indicate little or no effect of mix- The access channel will were, therefore, be used for applicable to mixers ing time within the limits of the test contractors' floating equipment of a particular for make in good condition. program but they do point to a mod- subsequent structural work.

May-June 1960 71

brinted brinted

1M 1M CALIFORNIA CALIFORNIA

PRINTPNG PRINTPNG STATE STATE

OPFICF OPFICF 98263 98263 5 -60 -60 47,000

Assistant Assistant

Highway Highway TELFORD TELFORD Engineer State State E. E. T. T. Deputy Deputy Chief, Chief,

Architecture Architecture

and and Engineering ERNST ERNST MAAG MAAG

Area Area

III, III, Los Los Angeles

W. W. EARL EARL

HAMPTON Disrric► Disrric►

M. M. A. A.

SWING SWING

v!r . .

Area Area

Sacramento I!, I!,

HUBERT HUBERT S. S. HUNTER HUNTER

Deputy Deputy

Chief, Chief,

Administrative

MANLEY MANLEY W. W.

SANLBERG SANLBERG

, ,

Area Area I, I, San San Francisco.

ANSON ANSON

BOYD BOYD

State State

Architect, Architect, Chief Chief

of of Division SINCLAIR SINCLAIR Assistant Assistant J. J. State State P. P. Highway Highway Engineer

SCHOOLHOUSE SCHOOLHOUSE SECTION

AREA AREA STRUCTURAL STRUCTURAL District District IV ENGINEERS DIVISION DIVISION OF OF ARCHITECTURE

fLARENCE fLARENCE

T. T.

TROOP TROOP Area Area III, III, los los Angeles Assistant Assistant M. M. MacDONALD MacDONALD E. E. . . Chief

1. 1.

WILLIAM WILLIAM

COOK COOK

Area Area

Sacramento II, II, PIANEZZI PIANEZZI S. S. 1. 1. BEN BEN R. R. Assistant Assistant . . BALALA BALALA Chiet

Principal Principal

Bridge Bridge Engineer

THOMAS THOMAS M. M.

CURRAN CURRAN

Oakland Area Area I, I,

HESS HESS P.UDOLF P.UDOLF Assistant Assistant Chief NORMAN NORMAN C. C. RAAB RAAB Chief Chief of of Division

WAGNER WAGNER E. E. Chief Chief Deputy Deputy CONSTRUCTION CONSTRUCTION AREA AREA F. F. Righf~ai~Way Righf~ai~Way . . Agent SUPERVISORS

CROSSINGS TOLL TOLL BALFOUR BALFOUR Chief Chief C. C. FRANK FRANK Right•of•Way Right•of•Way Agent

Supervising Supervising

Mechanical Mechanical DIVISION DIVISION and and

Electrical Electrical

OF OF Engineer SAN SAN FRANCISCO FRANCISCO BAY

Right -Way -of CHARLES CHARLES W. W. RHODES

HENRY HENRY C. C. JACKSON JACKSON .Supervising .Supervising

Specification Specification

Writer

ROWE ROWE Bridge Bridge

R. R. . Engineer

R. R. Studies

Special Special

—

ROBERT ROBERT J. J. . . PALEN PALEN HARRY HARRY

S. S.

FENTON

Supervising Supervising Estimator Assistant Assistant Chief

DOWNING DOWNING

DALE DALE Engineer Bridge Bridge .

Southern Southern Area

—

RAYMOND RAYMOND J. J. CHEESMAN CHEESMAN

HOLLOWAY HOLLOWAY

JONES

,Chief ,Chief

Architectural Architectural

Draftsman Assistant Assistant Chief

JAHLSTROM JAHLSTROM 0. 0. Bridge Bridge Operations I. I.

, Engineer —

CHARLES CHARLES

PETERSON PETERSON

GEORGE GEORGE t. t. Principal Principal

HADLEY

Structural Structural Engineer Assistant Assistant

Chief

HOLLISTER C. C. Projects Projects Engineer

Carquinez L. L.

—

JAMES JAMES A. A.

GILLEM GILLEM

ROBERT ROBERT Principal Principal

E. E. REED REED Architect . Chief Chief Counsel

L. L. Bridge Bridge ELLiOTT Planning A. A. Engineer —

Supervisor Supervisor

of of Project Project Management

Legal

.Engineer M. M. H. H. operative operative WEST WEST and and of of Projects City City Co- THOMAS THOMAS LEWANDOWSKI

G. G. M. M.

WEBB .Engineer Traffic Traffic

TOM TOM MERET MERET . . RIGHTS -WAY -OF Assistant Assistant State State

Architect

SORENSON SORENSON

EARL EARL

. E. E. Equipment Equipment Engineer

DIVISION DIVISION

OF OF CONTRACTS CONTRACTS AND

LOS LOS ANGELES ANGELES OFFICE

M. M. REYNOLDS REYNOLDS F. F. . Planning Planning Engineer Survey Survey

1. 1. L. L.

E. E. PETERSON Program Program and and

Engineer Budget Budget STUART STUART R. R. DAVIES DAVIES . . Supervising Supervising

Electrical Electrical

Engineer

State

-owned -owned Toll Toll H. H. C. C.

McCARTY Bridges Office Office

Engineer

0. 0. E. E. ANDERSON ANDERSON . . Supervising Supervising

Mechanical Mechanical Engineer

HOWARD HOWARD C. C.

WOOD

Bridge Bridge

Engineer

SCOTT SCOTT H. H.

Personnel Personnel LATHROP Public Public and and

Information

ALLEN ALLEN H. H.

BROWNFIELD BROWNFIELD

.Supervising .Supervising

Structural Structural Engineer

J. J. DEKEMA

...... XI, XI,

District District

San San

Diego

GEO. GEO. LANGSNER

Engineer Engineer

of of Design

GUSTAV GUSTAV B. B. VENN VENN

Chief Chief

Specification Specification Writer

G. G.

JOHN JOHN

MEYER

District District

X, X, Stockton

H. H. FORGE B. B. LA LA

Engineer Engineer Federal Federal

of of Secondary Secondary Roads

EDWARD EDWARD G. G. SCHLEI6ER SCHLEI6ER

Principal Principal Estimator

E. E.

R. R.

FOLEY

District District

IX, IX, Bishop

HVEEM HVEEM r'. r'. N. N.

. Materials Materials

and and Research Research Engineer

CLIFFORD CLIFFORD L. L. IVERSON IVERSON

Chief Chief

Architectural Architectural

Draftsman

C. C.

V. V. KANE KANE

District District

VIII, VIII, San San

Bernardino

MILTON MILTON

HARRIS

Construction Construction Engineer CARLETON CARLETON

L. L.

CAMP CAMP . .

Principal Principal

Architect

GEORGE GEORGE

A. A. HILL

District District VII, VII, Los Los

Angeles L. L. FUNK FUNK L. L. .

Planning Planning Engineer

HENRY HENRY

R. R.

CROWLE CROWLE Administrative Administrative

Service Service

Officer

A. A.

L. L. HIMELHOCH District District VII, VII, Los Los Angeles FRANK FRANK

E. E. BAXTER

Maintenance Maintenance Engineer

Supervisor Supervisor of of

Professional Professional

Services

W. W.

L. L.

WELtH

District District VI, VI, HIGGINS HIGGINS Fresno E. E. R. R. . WILLARD WILLARD E. E. Comptroller STRATTON

HASH A. A.

M. M.

District District V, V,

San San Luis Luis

Obispo J. J. McMAHON E. E. THOMAS THOMAS Assistant Assistant State State CHINN CHINN Highway Highway Engineer

Supervisor Supervisor

of of

Scheduling Scheduling and and Control

R. R.

A. A. HAYLER

District District

IV, IV, San San

Francisco LYMAN LYMAN R. R. GILLIS LEE LEE Assistant Assistant State State !AN !AN Highway Highway WATSON WATSON Engineer Supervisor Supervisor of of

Project Project

Ca- ordination

L. L.

A. A.

WEYMOUTH

District District

IV, IV, 1. 1. San San Francisco A. A. LEGARRA Assisfianl Assisfianl State State Highway Highway Engineer Principal Principal Architect

—

Project Project

Management

ALAN ALAN

S. S. HART HART . District District WILLIAM WILLIAM 1. 1. III, III, W. W. R. R. Marysville TRASK VICK Assistant Assistant State State Highway Highway Engineer

MILES H. H.

S. S.

CHARLES CHARLES District District II, II, M. M. Redding J. J. P. P. MURPHY HERD HERD , , Chief Chief Deputy Deputy State State Construction Construction Highway Highway Engineer Engineer

SAM SAM

HELWER

ARTHUR ARTHUR District District CHAS. CHAS. F. F. I, I, DUDMAN DUDMAN Eureka E. E. WAITE WAITE . Assistant Assistant Deputy Deputy State State Highway Highway State State Engineer Architect

District District State State

Engineers Highway Highway Engineer, Engineer, Chief Chief of of Division HEADQUARTERS HEADQUARTERS OFFICE

1. 1. C. C. WOMACK

DIVISION DIVISION OF OF HIGHWAY5

S. S. ALAN ALAN WHITE WHITE Departmental Departmental Personnel Personnel Officer

JOHN JOHN H. H. STANFORD STANFORD Assistant Assistant Director

T. T. F. F. BAGSNAW BAGSNAW . . Assistant Assistant Director

HARRY HARRY D. D. FREEMAN FREEMAN Deputy Deputy Director Director (Planning)

RUSSELL RUSSELL ). ). GOONEY GOONEY . . Deputy Deputy Director Director (Management)

FRANK FRANK A. A. CHAMBERS CHAMBERS . . Chief Chief Deputy Deputy Director

ROBERT ROBERT B. B. BRADFORD BRADFORD Director

DEPARTMENT DEPARTMENT OF OF PUBLIC PUBLIC WORKS

JACK JACK COOPER, COOPER, Secretary Sacramento

JOHN JOHN 1. 1. PURCNIO Hayward

ROGER ROGER S. S. WOOLLEY San San Diego

ARTHUQ ARTHUQ T. T. LUDDY Sacramento

ROBERT ROBERT E. E. McCIURE Santa Santa Monica

JAMES JAMES d. d. GUTHRIE San San Bernardino

CHESTER CHESTER H. H. WARLOW, WARLOW, Vice Vice Chairman Chairman Fresno

of of Public Public Works

ROBERT ROBERT

B. B. BRADFORD BRADFORD .Chairman and and Director

CALIFORNIA CALIFORNIA HIGHWAY HIGHWAY ,COMMISSION

Governor Governor of of California

EDMUND EDMUND G. G. BROWN 1914

Tu Eureka In the early days of the state highway ational areas must be well engineered for system, when California was sparsely safety. V1l~averville populated and there was a woeful short- Both views are made at approximptely age of funds for improvements, mountain the same spot, looking north toward the roads got little attention. The one in the Trinity Alps from a spot slightly sou4h of old photo above was good for its day. Weaverville. This route is now US 299. 299 .,~~ Mountain traffic was light, and mountain The portion from Redding to Weaver- drivers were expected to be competent— ville was taken into the state highway those who weren't stayed out of the system in 1909, the remainder of the mountains. route to Arcata and Eureka in 1915. A Today's drivers want To Redding to range freely portion of an older alignment no longer through the mountains, and routes such as in use is seen at lower right in the bottom Douglas this which give access to important recre- photo. ~ Ity

To Hayfork

1958 ~~, ~, .,.

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