California Highways and Public Works, September-October 1962

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'S Hi~ hwa Y Pro~ ram Featured in Two ~rticles The California Highway Commis- "Land Removed From Tax Rolls." the beginning of the article by com- sion and the Division of Highways (In most instances, the displaced own- parison of an excerpt from a 1909 mo- were the subjects of two feature arti- ers will relocate in the same general torist's diary of a 6-day, 83-mile trip cles appearing in automobile club pe- area in a facility of higher valuation. rife with blowouts, broken axles and riodicals recently. Secondary additional benefits occur in rims and muddy roads and the terse The problems and procedures of the the form of stimulus to construction entry of a 1962 motorist who left San Highway Commission are explained in and a general upgrading of the com- Jose at 7 a.m. on a business trip and "Freeway Routes and the Highway munity.) arrived without incident in Sacramento Commission" appearing in the August "Decrease in Land Values." (Eco- 2 %2 hours later. 1962 issue (Part 2) of Auto Club Neays nomic studies have proved beyond a After calling attention to the current Pictorial, published by the Automobile doubt that construction of a freeway freeway system throughout the State, Club of Southern California. in a community raises land market the article gives astep-by-step account While recognizing the inevitability values.) of how a freeway route is adopted, de- of disagreement over freeway routes, "Freeways Are Unsightly." (Land- signed and constructed, stressing the the article points out that of "511 miles scaping is now an integral part of free- co-operation between local communi- of freeway routes adopted (by the way design. "One needs only to fly ties and state authorities which has commission) in 1961, only 65 miles in- over one of our urban areas to observe made the present freeway and express- volved controversy of any appreciable that in many neighborhoods the only way network possible. green belt in view are the freeways.") degree." There are now 2,425 miles of multi- "Loss of Parks." (This is avoided Many of these problems, article lane divided highways in the State of the where possible but where park prop- which 1,000 miles are full freeway, the says, are due to lack of understanding erty provides the only economical of the State's freeway program article points out. Another 400 miles coupled route, the amount of property ac- with the natural tendency to resist of freeway are under construction. quired is held to a minimum,'often re- that change if change appears to be placed in kind and extra pains taken to However, within the next 20 years that it is going to be disruptive. blend the freeway with the landscape.) California's traffic load is expected to The article then lists some of these The planning, design, construction more than double. normal fears and explains why they and maintenance of state highways are "Despite the enormous challenges of seldom materialize. They are: all dealt with in an inclusive article building highways adequate to the "Chinese Wall." (Actually, enough appearing in the September-October needs of the future," the article con- over and under crossings and inter- 1962 issue of Motorland, official maga- cludes, "the California Division of changes are provided not only to han- zine of the California State Automobile Highways is moving ahead, confident dle local traffic but to make such cross Association. that the State's master plan for high- traffic movement much safer than be- The change in transportation ease ways will enable motor vehicle traffic fore.) and speed is dramatically set forth at to flow smoothly and safely." California Hig hwa y sand Public ~or~.s Official Journal of the Division of Highways, department of Public Works, State of Cal~fornic

Vol. 41 September-October 1962 Nos. 9-10

CONTENTS Page BridgeOpening ------— ------2 Last Ferry ------5 By J. J. Teuscher, Administrative Section, District X Redlands Freeway ------~ By W. H. Crawford, District Construction Engineer Freeways and Cities ------13 Traffic Relief ------______16 By Heinz Heckeroth, Executive Assistant, District VII Kidproof Railings ______19 By A. L. Elliott, Bridge Engineer, Planning Slip-form Job—Fresno ------24 By N. E. Humiston, Resident Engineer Two-county Link 28 By Newton E. Templin, Road Commissioner Fortuna Project 31 By E. B. Thomas, Senior Highway Engineer Ventura County Freeways 36 ,By E. T. Telford, Metropolitan District Highway Engineer Traffic Stripes 47 6,240 Miles 49

FRONT COVER—Children watch freeway traffic from Bradford Is Speaker at 30th Annual A.B.T.T.A. Meeting 50 the 7urnbridge Drive pedestrian overcrossing on U.S. Federal Aid—'51 to '62 51 50-99 south of Sacramento. See "Kidproof Railings" By G. G. McGinness, Assistant Office Engineer beginning on page 19. Phofo by John Meyerpeter. San Diego-Coronado Crossing 58 Nash Retirement Brings Staff Changes ______59 Funds Are Allocated to Cut Road Deaths _ 59 BACK COVER—Looking west along construction on the Ventura Freeway from above telephone Road in Folkins Is Champion Lawn Bowler of World 60 the City of Ventura. Sign Route 726 joins the new Funds Allocated for Prehistoric Salvage 60 freeway at the bend (right center). See "Ventura Route 152 Relocation______County Freeways" beginning on page 36. Photo by Initial Funds for Sign 62 Robert Rose. Twenty-five-year Awards ------63 Retirements Milton Harris 61 N. R. Banger# ______62 M. R. 'Mique' Nelson ______59 ~~? George R. Barry ______62 Burnell Van Dalsem ______60 ~ ~~ ~ ~'~ Leland T. Crane ______63 Department List ______61 ~,~,~~.~"~'t" ..~. Obituaries In Memoriam ______63 Spencer Cortelyou 46

LESTER S. KORITZ, Editor STEWART MITCHELL, Associate Editor JOHN C. ROBINSON, Associate Editor WILLIAM R. CHANEY, Chief Photographer Editors ore invited to use information contained herein and to request prints of any black and whits photographs.

Address communications to: EDITOR, CALIFORNIA HIGHWAYS AND PUBLIC WORKS P. O. Box 1499 SACRAMENTO, CALIfORN1A • o r I ~ ~~ ~ ~ New Span Joins Benicia, Martinez; Ends 115-year-old Ferri Service

On September 15, the Benicia-Mar- A flight of delta-winged Air Force over the bridge until midnight of the tinez Toll Bridge was opened to jets swooped overhead a few moments first day. traffic. later and, as if to complete the scene, Thus, after three years under con- Governor Edmund G. Brown's of- a gray military transport chose at that struction, the new $27,500,000, 6,215- ficial proclamation of this fact deliv- moment to slip beneath the central Eoot bridge and its freeway approaches ered from the deck of the ferryboat span of the structure. were officially opened, carrying State Carquinez below the bridge at the Sign Route 21 across the Carquinez stroke of noon, was followed by a Throughout the day, parades, pic- Straits. blast of horns and whistles, the cheers nics, street dancing and sport events There was also a sad note to the of spectators and a cloud of released took place in Benicia and Martinez. ceremony. It marked the last voyage balloons and homing pigeons. All auto traffic was allowed toll free between Benicia and Martinez of the

Governor Edmund G. Brown, behind fhe microphones (center), announces the Benicia-Martinez Bridge to be officially opened as released American and State flags rise into the air borne by balloons.

2 California Highways and Public Works An aerial of {he new Benicia-Martinez Bridge taken a few days otter if was opened to traffic. the view is southward toward the City of Martinez in the distance.

September-October, 1962 3 Motor Vessel Carquinez and the end of the oldest ferry service in the Say area, which had been in operation for 115 years. (See "Last Ferry" on page 5.) Long envisioned by civic and state officials and highway planners, the new bridge is another important link in the interstate highway system and will provide an outlet to the north for one of the fastest growing areas in California. It provides a direct connection to the Sacramento Valley and points east and north for cities such as Martinez, Concord, Walnut Creek, Dublin and San Jose, as well as metropolitan Oakland. As a section of Interstate Route 680, it also constitutes a key link in the circumferential freeway route around the San Francisco Bay area which includes U.S. 40 and the proposed Juni- pero Serra Freeway on the Peninsula. Constructing of the bridge was made possible by the Legislature in 1955 when it authorized the California Toll Bridge Authority to issue $80 million in bonds to finance a second parallel Carquinez Bridge and the

The new bridge has a vertical clearance of 138 feet above the water and is 6,215 feet long. This photo Benicia-Martinez Bridge. is looking south from the Benicia side. The second Carquinez Btidge was completed in November 1958. First contract on the Benicia-Martinez Proj- ect was awarded in August 1959. The Benicia-Martinez Bridge has four lanes of traffic with a 10-foot- wide median separating opposing lanes. It has a 138-foot vertical clearance for navigation. Some novel money- and time-saving methods were used in construction of the bridge. For example, the concrete pier footings were built on shore, floated into place, anchored and sunk into position. The concrete piers were constructed by the new slipform method, a 24- hour continuous operation in which the form was jacked up at the rate of about 10 inches an hour until the 100- to 130-foot-high stems were completed. The major contracts in the construction of the bridge were a $5,769,000 contract for the substruc- ture and an $8,469,000 contract for the superstructure, both awarded in The freeway approach fo fhe bridge at the Martinez end, looking north tcwarc~ fhe bridge visible in fhe 6aekground. August 1959.

~ California Highways and Public Works Benicia-Martinez Service Ends ,4fter Opening of New Toll Bridge err a s

By J. J. TEUSCHER, Administrative Section, District X

On September 15, 1962, the Benicia- ferry be established to belong to Rob- Martinez Ferry made its last trip across The M.V. Carquinez has been ert Semple until 100 families lived in the Carquinez Straits. This date marked sold to the State of Florida for the town—then the proceeds were to be not only the end of the state-operated $86,001. It will be used as a part devoted to the public schools. the of Florida's ferry ferry system, but also the end of 115 of State sys- General Vallejo's stipulations were mouth of yeaxs of ferry service in the tem across the the St. immediately carried out. The town was San Fran- Johns River on the Atlantic Coast cisco Bay area (except for a new Tib- east of Jacksonville. named Francisca (shortly to be re- uron commuter vessel). On that date named Benicia) and a ferry was put the new Benicia-Martinez Bridge was into operation. The first ferry was a opened to the public. and Mr. Thomas O. Larkin for $100 scow built by Charles Heath for Dr. In 1847 General M. G. Vallejo on the condition that (1) the city to Semple. Since the currents in the Car- deeded a portion of his holdings on the be established there be called either quinez Straits were very strong, the Carquinez Straits to Dr. Robert Semple Francisca or Benicia, and (2) that a ferry would usually end up down-

The "Carquinez" makes one of her last runs across the straif between Martinez and Beniaa.

September-October, 1962 5 stream some distance from Benicia engine overpowered the smaller one, Ferries Traded forcing the customers to walk back to thus moving the boat in a wide circle. The City of Martinez traded the the town. The second ferry was a The mechanical difficulties were soon Issaquah for the Charles Vcrrz Dan2me sloop-rigged vessel with a green bow corrected and the boat proceeded to and also acquired the City of San and long protruding horns (appropri- Colusa. Her first trip was her last—the Rafael from the government. After ately named the Green Horn). The engines were disposed of and she was World War II the Charles Van Day~ne second ferry improved on the service converted to a barge. was tied up and the City of San Rafael by landing not so far downstream. When the Central Pacific Railroad became the regular ferry. With the put into operation its two huge ferries condemnation of the City of San Ra- Rate for Horses in 1879, the railroad distance between fael in 1953, the year the State of Cali- Of interest is the following item in Sacramento and San Francisco was re- fornia took over the ferry as part of the July 31, 1847, issue of the Califor- duced by 60 miles. These two ferries, the state highway system, the Charles nian published at San Francisco: the Solano and the Port Costa were the Van Dam~ne was the only ferry in op- "Ferry at Benicia City largest in the world. The Solano, car- eration across the Carquinez Straits. In In establishing the rates of ferriage across ryingboth passenger and freight trains, 1955 the Charles Van Dayr~r~e was the Bay, I have reference to the gentle was 420 feet long, 116 feet wide, and damaged and subsequently condemned. horses which might be led onto the boat. 17 feet high. It had a displacement of From early in 1955 to late in 1956 the But as wild horses and mares have to be tons and could 2 locomo- hauled in, I have been under the neces- 5,450 carry only ferry between Benicia and Mar- sity of charging fifty cents each, more tives and 24 passenger cars or 2 loco- tinez was a passenger ferry. In Novem- than for tame horses:' motives and 36 freight cars. The Con- ber 1956 the Carquinez was built and tra Costa was added to the service in Preceding this appearance of this ar- placed in service until the cessation of 1914. It was 13 feet longer and 2 feet ticle an event of note took place during ferry operation September 15, 1962. higher than the Solano and had a dis- a routine crossing of the straits. A sud- It is estimated that more than 4 placement of 7,198 tons. den squall appeared, causing the boat million vehicles have crossed the Car- Straits and to pitch. Some of the horses 'became quinez between Benicia Funds Provided since the is alarmed and started to kick. Part of the Martinez system started. It When Captain Coffin was forced to to estimate the number of boat gave way,plunging the horses into not possible give up his ferry line between Benicia made the water. Many were drowned while individual passengers who have and Martinez due to railroad competi- but the figure would un- some others reached shore. Among the the crossing tion, the two towns were without a doubtedly exceed 6 million for the 115 ones that reached land was General direct connection until the State Legis- years of operation. Vallejo's prize white mare. general lature provided funds for connecting NorE: The author is indebted for many of Vallejo promptly called the island on the several county seats with state high- which the historical facts in this article to LeNoir she landed, "Isla de la Yegua" ways. State Sign Route 21 was entitled Miller's "Railroad Ferry Days" in the Benicia or "Mare Island." to some of these funds as it connected Arsenal Magazine, March 1951, and to Jac- With gold excitement at its height the county seats of Fairfield, Oakland, queline McGart Woodruff's book Benic%a— the Promise of Calif ornia, 1947. in 1849, Semple's ferry became a very San Jose and Martinez. profitable enterprise. He averaged DSO In 1915 the Martinez-Benicia Ferry a day even though he had to operate Company operated the paddle-wheel EMPLOYEES REASSIGNED the ferry by himself—his help had taken boat City of Seattle (built in 1888). It All 24 of the men employed on the off for the gold fields. He was offered was operated until 1943 until taken Benicia-Martinez Ferry which discon- X63-$5 per man to cross the straits and over by the U.S. Navy for use between tinued operation on September 15 had up to 30 customers waiting at a Mare Island and Vallejo. The company have been offered other jobs with the time. built the City of Martinez in 1917, State Division of Highways, and 19 of FirsT Steam Ferry which was used until 1929 when it was them have accepted. In the early 1850's, Captain O. C. replaced by the Issaquah. Personnel Officer Marian Smith of the division said that as a result of Coffin the first The American Toll Bridge Company operated steam ferry- several months of conferences between took over the ferry system in 1929 and boat across the straits. He later built highway officials at the Stockton dis- the State this up to three boats and continued operated it until 1939 when trict office and the ferry employees, operation until the Central Pacific Rail- of California bought the Carquinez and jobs were located for the 19 who were road built its train carrying ferries. Antioch Bridges and announced that it interested. Of the remaining five, two ferry, as Also in the early 1850's, Semple had would no longer operate the are retiring from state service and traffic would be diverted across these three have resigned for other eri- constructed a steam ferryboat which two bridges. Objections were raised to ployment. he named the steam en- Colusa. The this plan so the ferry was offered to After the shutdown of the ferry ginesfor the boat were not of the same Solano and Contra Costa Counties, the service the men will transfer to jobs as size, but with cogwheels and other nec- Cities of Benicia and Martinez, and to drawbridge operators, Sacramento essaryparts, the men thought they had the ferry employees,in that order. Sub- Delta ferry operators, or highway men (two of them on the the powers of the engines equalized. As sequently the ferry system became the maintenance new toll bridge). the boat started to move, the larger property of the City of Martinez.

6 California Highways and Public Works New $16,000,000 Project s reevva Serves Local, Interstate Traffic By W. H. CRAWFORD, District Construction Engineer

Completion of DisTxici' two large-scale free- ~JIII projects for way construction by Matich Con- structors and W.F. Maxwell Company; and Fredericksen & Kasler and Gordon H. Ball, Inc., have ended continuing traffic problems on U.S. 70-99 through the Redlands— Loma Linda area. Weekend peak flows between the Los Angeles metropolitan area and the desert resort areas around Palm Springs and Twentynine Palms have long suffered from traffic congestion in the Redlands area due to the traffic signal controls and restricted speed zones. The accident rates for sections of the now superseded highway have been higher than the statewide rates for similar types of highways. These projects, which extend the freeway on U.S. 70-99, a distance of 10.8 miles from the intersection with U.S. 91-395 south of San Bernardino to 0.9 mile east of the city limit of Redlands; provide six lanes of pave- ihis aerial, looking northwest from above the University Streefi undercrossing, shows the completed ment for this major transcontinental freeway through Redlands and the San Bernardino Va~fey in the distance. The old four-lane highway route, also designated as Interstate is fo the left. ROUte 1~. ...Continued on page 9

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E MATICH LONSiRUCTORS 8 w. F. ~nnX xEi'. CO. CONiR.~~i ~ FRE~ERICKSEN & KASLER 8 GORDON H. BAIL CONiRACi -`-~ A map of the freeway through Redlands and the Loma Linda area. Location of the materials sites used during construction are also shown.

September-October, 1962 BEFORE—US 70-99 through Redlands before the freeway was completed. the photo shows westbound traffic held up by the franc signal at Waterman Avenue.

AFTER—Traffic moves along the new freeway near the Palm Avenue undercrossing.

8 California Highways and Public Works REDLANDS FREEWAY 1962, complete 68 miles of continu- full freeway or divided expressway Confinued from page 7.. . ous full freeway on Interstate 10, from which is rapidly being converted to Two Confrads downtown Los Angeles to 2.6 miles full freeway standards. Construction The two contracts, which were east of Redlands. Easterly on this in- to full freeway, for a distance of 6 opened to traffic with impressive rib- terstate route, for a distance of 58 miles east of Banning, is provided in bon-cutting ceremonies on August 28, miles to Indio, the highway is either ... Confinued on page 10 EDITOR CITES ADVANTAGES OF ELEVATED FREE~lAI( IN REDLANDS The following editorial, headlined ,7 ~ ~ ~ "The Beautiful Freeway and Redlands 2~~~, E ~~ •~~~ ~ % ~ ~~~ Future" was published in the August ~ ,. ,~ ~,~, .,, 29, 1962, issue of the Redlands Facts. It is reprinted by permission of Frank E. Moore, editor: To anyone riding on the new freeway through Redlands, the most char- acteristic reaction will be "my, what

a beautiful town." The freeway shows .~: .,~~JF/ like route in the .ri,/ji off Redlands no other ~~~ ~ community. For the first time since 3}pgq ~~ ~ ~., ~~ ~ ~''6~bA 9t#1~ .: ~~~ Smiley Heights was closed to the public, the motorist views Redlands in its full glory. The landscaping of the freeway is now being planned. Like any roadway there are a few eyesores along the way, but these will be screened by plantings envisioned by the City Park Commis- sion and the State Division of High- ways. Inits final form a few years from now, this will be one of the most beautiful of roadway in the West. stretches OId US 99 in Redlands following the opening of the freeway. Redlands business men are "sold" on the What this means for the future is not benefits of the freeway fo their city and have put up signs such as this one telling everyone so. too difficult to imagine. Redlands from the freeway will be its own best adver- tisement. How many people will it The freeway will cause changes in way Commission. A word, too, should beckon? Drive around Southern Cali- traffic patterns in the community. The be said for the civic leaders who played fornia and then make your own guess. on and off ramps and the arterials lead- such ari important role in helping to It will be plenty, but let us hope they ing to them will stimulate new driving reach a solution to one of the knottiest don't come in a deluge. habits for many a Redlander. This will problems that confronted Redlands in For the economy of Redlands, the mean new residential and business de- its 75-year history. long term advantages of the freeway velopments. The freeway through Redlands cost will be important. The through traffic As Redlands faces the future, it is $7,946,638 plus the cost of the right of with its noise and hazards will be above appropriate to note that this extraor- way. The stretch from Redlands to the town. The city will no longer be di- dinary roadway would not have been Octopus cost $6,839,180. Right of way vided by masses of cars and trucks that built on such an excellent route had it for the two jobs ran to $7,104,000. This have crowded Highway 99 much of not been for the officials of the city of expenditure of X23-million is the larg- the time. Now it will be possible to Redlands and for the city planning de- est public expenditure to be made in cross town conveniently and safely. partment which first had the courage this area in history. This will return the downtown dis- to originate it. There will be additional costs of im- trict from City Hall to the Colton ave- To anyone who followed the devel- proving local connecting streets such nue hill, to Redlands. It will no longer opments of the freeway over a 10-year as Tennessee street and Ford. This will be sliced by the Highway. period, it is a marvel that it was possi- come in time as the traffic creates the Some businesses which cater to high- ble to reach such a satisfactory out- demand. way traffic may feel an adjustment for come. Redlands of tomorrow will be Taxes on highway users pay the bills. a while, but the pattern elsewhere has grateful for the judgment exercised by In return, the driving public has a road- shown that the long term result is fa- public officials of city, county, the way that will be universally proclaimed vorable. State Division of Highways and High- superb.

September-October, 1962 9 REDLANDS FREEWAY Continued from page 9... the current state highway budget with construction. expected to begin this winter. The westerly of the two projects that were opened to traffic simulta- neously on this freeway was the contract between U.S. 91-395 and Colton Avenue. Under contract to Matich Constructors and W. F. Maxwell Company for $7,500,000, it stretches 5.8 miles and has been under construction since February, 1961. The new alignment runs north of and is approximately parallel to the e~sting highway. It passes north of the business district of Loma Linda. Eleven bridges are required on this unit to separate cross traffic. The major contract items included 192,000 cubic yards of roadway excavation, 4,350,000 tons of imported borrow, 200,000 tons of imported subbase material, 127,000 tons of untreated base, 233,000 square yards of concrete pavement, 21,100 cubic yards FREEWAY CONSTRUC710N—A slipform paver fed by two dual-drum mixers paves three lanes with one of bridge concrete and 5,100,000 pass. Shown successively back of the paver are the pipe float, burlap drag and spray outfit for pounds bar reinforcing steel. application of curing membrane. The materials for the embankments and construction of subbase were obtained from the nearby Santa Ana River. Arrangements for one source from which the Contractor obtained 600,000 tons of material were made by the State. From other sources arranged for by the Contractor, 3,950,- 000 tons of material were obtained. These material sites in the Santa Ana River were excavated to lines and grades established by the San Bernar- dino County Flood Control District with resulting excavations conforming to county plan for future channel development. Total daily production during the period of heavy earthmoving operations averaged 29,500 tons per day. This was accomplished by using two separate spreads, one from the state- designated source and adjacent areas (scraper haul), and one from contractor-developed source between extensions of Mountain View Avenue and Nevada Street (truck haul). The average production for the scraper operation was 12,000 tons per eight-hour day. Ten rubber-tired FREEWAY CONSTRUCTION—This slipform paver carries vibrating plates and drums of plastic tape (white arrow) for longitudinal joints. scrapers were used for hauling with

10 California Highways and Public Works two large crawler tractors used in the excavation as push loaders. The average production from the contractor-developed source was 17,500 tons per 10-hour day. The material was pushed to belt loaders with bulldozers. Bottom-dump trucks were used for hauling. A substantial increase in the speed of the operation at this source was achieved by use of a truck scale with an in-motion weighing device. By means of an electronic attachment, it was possible for the trucks to proceed across the scale platform at reduced speed and, without stopping, register the weight of the load. The scale provided duplicate tape records of the weights, one for the State Division of Highways and one for the contractor.

Pavement Widths The 36-foot width of concrete pavement on this contract was placed with a Lewis slip-form paver. The two outside lanes, 24 feet in width, were placed monolithically. The adjacent inside lane was later placed with the paver reduced to a 12-foot width. To obtain pavement grade, this machine depends upon the smoothness of the subgrade and the straight edge characteristics of its tracks. The screed is rigidly set for depth of pavement required. Asix-inch-diameter pipe float was operated manually behind the paver to improve the smoothness of LANDSCAPING—Planting palm trees at the University Street overcrossing along the new freeway. the finished pavement. Smoothness specifications for the completed pave- tance of approximately five miles. cubic .yards of concrete between 3.30 ment permitted 0.01 foot deviation Construction of this unit, under a.m. and 7.30 p.m., a total of 16 hours. from a 12-foot straightedge longitudi- $8,500,000 contract to Fredericksen During the early hours of darkness, nally and 0.02 foot transversely. High & Kasler and Gordon H. Ball and concrete was end-dumped from the spots were ground off with a concrete Gordon H. Ball, Inc., was begun in trucks at the abutments and was bump cutter. The riding qualities of April 1961. wheeled over ramps from the hopper the pavement are very good, with an Fifteen major structures are required in 15 buggies. The hand-operated average reading of 2.0 inches per mile, on this project to separate cross traffic buggies placed about 350 cubic yards as determined by the California pro- and provide adequate interchange fa- during the day in an area directly be- filograph. Daily production of con- cilities. At one of these structures, neath low overhanging high-tension crete was 1,200 cubic yards for the 24- the Colton—New York Undercrossing, wires. Beginning at about 6 a.m., five foot width of pavement and 1,000 record concrete pours were made. truck cranes, each with two concrete cubic yards for the 12-foot width. The structure provides two sepa- buckets, began work. During the final Job superintendent for the con- rated roadways 66 and 68 feet in hour and a half, the remaining contractor on this contract was Ed width. It is a four-span, reinforced- crete was placed with a single truck Morris. The State was represented by concrete, box-girder bridge about 380 crane. Paul Kirst, resident engineer, and .Don feet long supported on reinforced- The pour was made difficult by the Alden, Bridge Department. concrete column bents and abutments. overhead wires and traffic on Colton The easterly unit of this freeway The box-girder section is 6.5 feet deep. Avenue. For 80 percent of the time, extends through Redlands on new On January 23, 1962, the soffit and the cranes had to be spotted at the alignment from Colton Avenue to 0.9 stem pour was made for the right street level below with placing done mile bey>ond the east city limit, a dis- bridge. The contractor placed 1,527 by signaling from the deck level.

September-October, 1962 concrete pavement, 34,800 cubic yards bridge concrete and 5,100,000 pounds reinforcing steel. In addition to the roadway excavation amounting to 1,300,000 cubic yards, it was necessary to import 2,258,000 tons of material to complete construction of the embankments and provide material for subbase, 1,511,000 tons were obtained from optional sources arranged for by the State and 747,000 tons were obtained from sources developed by the contractor. During full-scale grading operations on the Fredericksen & Kasler contract, the production of roadway excavation was 15.,200 cubic yards per day and the production of imported borrow averaged 11,900 tons per day. The roadway excavation was moved with 12 rubber tired scrapers. Two large crawler tractors were used to assist in loading. The unported borrow was hauled with 20 bottom-dump truck and trailers. Three dozers and a modified loader were used.. for loading the vehicles. One Operation On this contract, the 36-foot width of concrete pavement was placed in one operation with a Guntert & Zim- merman slip-form paver. During this one-pass operation, the longitudinal joints at the lane lines were also formed by insertion of a polyethylene plastic strip two inches in depth in the fresh concrete. Looking north over fhe Wabash Avenue Interchange. the new freeway in This section (left to righ/) follows the general alignment of Reservoir Canyon. An important distinguishing char- acteristic of this paver is the electronic Concrete was batched from two struction joint was placed in each guidance system which maintains the batch plants located a few miles away deck providing for four pours of machine on predetermined alignment on Alabama Street. about 375 cubic yards each. and grade for the completed pave- On March 27, 1962, the soffit and ment. guidance is accomplished by stem pour was made for the left Pours Believed Largest use of sensing elements which operate bridge. The contractor placed 1,598 Each of the above soffit pours of along tensioned piano wires preset at cubic yards of concrete between 5.00 1,527 cubic yards and 1,598 cubic constant lateral and vertical offset a.m. and 5.30 p.m., a total of 12 %Z yards is believed to be the largest from the pavement edge. hours. The pour proceeded the same single concrete pour ever made on a As on the adjoining project, a six- as above, except that only four"truck state bridge structure of the box- inch pipe float was manually operated cranes were used. About 400 cubic girder type. It is also believed that the behind the paver to improve the yards were placed with the buggies. previous largest pour (also made by smoothness of the finished pavement. A factor which contributed to the Fredericksen & Kasler) was 1,460 The same specified tolerances for decrease in placing time over that in cubic yards. smoothness also were in effect. the other pour was the spotting of Other major items of work on this The production with two mixers two of the cranes on the deck slab project include 1,300,000 cubic yards averaged 2,250 cubic yards of con- of the right bridge. of roadway excavation, 59,700,000 sta- crete per day. The riding qualities of There are appro~umately 750 cubic tion yards overhaul, 2,152,000 tons the pavement are excellent with an yards in each of the two top deck imported borrow, 106,000 tons im- average profilograph reading of 1.5 slabs. Because of the large area and ported subbase material, 95,500 tons inch per mile. The overall range for excessive widths, a longitudinal con- untreated base, 288,000 square yards daily runs was from 0.3 to 4.0.

12 California Highways and Public Works State Engineers Right, reevva s oyes Say Banning, Beaumont

(Editor's note: The following arti- fic previously. But now the traffic is 1961, and a 14 per cent increase in the cle, originally in two installments, ap- almost as heavy as before." number of loans. peared inthe July 15 and July 22, 1962, Banning's city manager, W.F. Peter- "And that," added Eaton, who is also issues of the Riverside Press-Enterprise. son, said: "It's been our experience that vice president of Banning's Chamber of It was written by George Ringwald of the town seems to have continued to Commerce,"is about the growth of the the Press-Enterprise staff.) grow ever since that thing was put in. community, T would say." There've been very few businesses that One of the town's leading real es- It's taken a while, have folded up, outside of a couple of tate men, Jimmy Thompson said: "For DISTRICT but the San Gorgo- cafes that were operating on a shoe- the first six months, everybody said the ~~~I nio Pass Communi- string anyway. Shortly after the free- town was going to die. Now,there's as ties of Banning and way went in here, we lost one service much traffic as ever, and they're talk- Beaumont .have station, and that was because his lease ing about needing a traffic signal on learned what the ran out." Eighth Street now." State Division of Statisfiu Prove Highways engi- Statistics bear him out. Land Prices Up neers has said all The number of water meters, for in- Thompson and associate Chester along: Freeways stance, has climbed from 3,041 in 1958 Hendricks, both old-timers in the com- that by-pass a community don't hurt to 3,288 in to 3,562 in 1960, to munity, say you can't buy any acreage. the town's business—they help it. 1959, 3,720 in 1961. The number of com- for less than X2,500 an acre today, anc The lesson hasn't been brought commercial electric meters has shown a it goes up as high as $7,000, in an in' pletely home yet in Beaumont, because similar steady climb—from 479 in 1958, dustrial zone. the first shock hasn't quite worn off; to 488 in 1959, to 515 in 1960, to 519 "Seven years ago," said Hendricks, it is not quite a year since the state in 1961. "there was one fellow who sold all of opened the new freeway routing of In July of 1956, which was when the his orchard land for $650 an acre; now, Highway 60-70-99 south of the town's once-feared freeway opened in Ban- it's priced at X3,500 an acre." business district, and it takes at least a ning, t~e city's population was 8,628; At X2,500 and X3,500 an acre, it is year usually for business to start bounc- today it is estimated at 11,300. In 1956, simply not economically feasible to ing back. Banning's assessed valuation was under use the land for growing cherries or Beaumont's neighbor to the east, $10 million; today it stands at more peaches and apricots, and it is indica- Banning, appears to have completely than ~ 13 million. Postal receipts have tive of Banning's growth—which has recovered. gone up from X117,145 in 1958 to never been of the spectacular boom But then it has been six years now X176,541 in 1961. type, although it has grown in stature since the freeway route was opened This hardly looks like a town that in recent year as an industrial site—that just south of Banning's main business is dying on the vine, as motorists catch- almost all of its 4,000 acres of orchard district. ing apassing glimpse of it from the are now gone—into residential subdivi- "The first few weeks after it opened," freeway might suspect. sions, into commercial businesses, into recalled one oldtimer, "it seemed real W. B. Eaton, manager of Banning's industry. dead—and very strange to be able to Security First National Bank branch, Even in the hinterland along the find a parking place on Ramsey Street noted that the bank has had a 16 per highway between Banning and Beau- (which carried the state highway traf- cent increase in deposits from 1957 to mont, a stretch of several miles of

R^ ,~

To Ri.e

The San Gorgonio Pass Freeway through the cities of Beaumont and Banning carries all US 60-70-99 (Interstate Route 70) tragic through the area.

September-October, 1962 13 has taken fhe the San Gorgonio Pass Freeway, looking easfward. Beaumont is in fhe left fore and middleground, Banning in the distance. The freeway through traffic load off the city streets. mostly undeveloped land, property is now listed at $500 and $600. In the is, in fact, impressed by the number of owners are today asking $2,500 an acre rapidly developing west end of Ramsey attractive new business buildings — a for land that sold for $500 an acre four Street, business property is listed at new shopping center, a new savings years ago. $350 a front foot today, and just a few and loan office, new appliance stores, new service stations. (It is in this sort of no-man's land, years ago you could have bought it incidentally, that the few scattered for $50. A market on downtown Sixth Street businesses—a restaurant here and there, Recovery Underway —the route of the highway traffic be- a fruit stand, a service station, a motel If Beaumont is not quite recovered fore the freeway—is closed, but it was —were hardest hit by the freeway, from that first shock of the freeway the general trend of development to- since they relied so heavily on highway operation, most of the town's business- ward the north and east that forced it traffic. men will tell you that it's well on its out, not the freeway. In downtown Banning, business way. And a drive around town cer- The city clerk, Bernice Conine, property that was priced at $300 and tainly doesn't show any evidence of a notes that the cancellation of business $400 a front foot before the freeway business community on the skids; one licenses since the freeway has been neg-

14 California Highways and Public Works ligible. The city's sales tax receipts did An underpass is needed "very badly," thing of it is that the freeway had a decline since the freeway—from $47,- Peterson feels. good effect. Our business got better 532 in fiscal 1961 to $46,968 in fiscal after the freeway opened. The first day One Complaint 1962—but it was a slight drop, and it it opened, it didn't look like there was could undoubtedly be laid to the fall- If there is one complaint that Ban- any traffic at all, but that night we ing off at the motels, restaurants and ning and Beaumont both have, it is that were full. There were people who had service stations, which are effected to there are not enough off-ramps or that come this way and they got so they gradually recover. there is not sufficient notice of them to hated Banning because of the trafric C. B. Linguist, manager of the First the motorists approaching the towns. jam." Said Peterson: "People who want to Western Bank in Beaumont, said, "I've Beaumont's Mayor Allen said: "Some go to Idyllwild or the airport or any seen this happen in other areas where of the motel operators tell us it hasn't of the manufacturing plants—if they I've been. Like all areas by-passed by hurt them at all. Salesmen stop off now miss the Eighth Street off-ramp, they freeways, there's a period of adjust- that didn't before—they like it better have to go half way to Cabazon before ment. It hasn't recovered completely, because it is quiet." but it will in time." they can get back." The freeway has done for both Ban- And ladies attending meetings of the Actual Help ning and Beaumont what the two com- Beaumont Woman's Club on Sixth Street will. tell you they're delighted It is not just that the new freeway munities might have been a long time with the change—"you never could routing of 60-70-99 past the twin com- in doing for themselves—if ever. hear anything before, for all the truck munities of the San Gorgonio Pass, In both towns, the route picked (for traffic going by," said one. Banning and Beaumont, has not hurt obvious reasons of economy) was them—it is that most of the civic lead- through their worst sections, and it There have been a number of restau- ers and businessmen of the communi- eliminated many of their substandard rants close up on the old highway strip ties feel it has actually helped them. buildings, both residential and com- between Banning and Beaumont, but As Beaumont's Mayor Aubrey Allen mercial. those who didn't panic and could hold expressed it: "All in all, I think it's a As H. E. Flannery, Beaumont's di- on to survive that initial shock that fol- good thing. The town will probably rector of planning and building, com- lows for six months to a year after any now grow along different lines—it's mented: "It certainly has taken out a freeway rerouting will tell you that the much more satisfactory for our people lot of old buildings that normally business is slowly starting to find them to be able to come downtown and shop would have taken us a long time to get again. now." removed. It has helped to beautify and (Some highway businesses, however, Banning's City Manager, W. F. Pe- clean u~ the town." are not likely to ever return. The little terson said, "I remember back when The freeway has certainly had no countryside fruit stands and hot dog we had all that traffic, the people who ;' adverse effect on the value of adjacent stops may be gone forever from the were in that line of cars were anxious property—as some feared it might. new land of freeways—"a casualty to Banning businessman to stay in line and get through town as One Beaumont real estate dealer, progress," one fast as they could. Now, they can get Emil Wohlgemuth, noted, for instance, called them.) off and paxk a while and use some of that a 10-acre parcel lying between the It is the same story everywhere you our facilities." freeway and Beaumont's Sixth Street go. There had been some apprehension (the old highway route through town) "I have a feeling in one sense it's in Banning that the freeway would split sold for $40,000 -some years back, and helped," said Beaumont hardware store the town in two. (Although most busi- is now being held for $200,000. operator Myrl Beck. "People who nessmen wanted the freeway built as "I thought it ridiculous," said didn't like to cross town before with close as possible to the old business- was Wohlgemuth, "but sooner or later I all the trafFic, now can come in with highway route along Ramsey Street— believe someone will buy it for that." ease. south along ratherthan farther the base "I really think that in the long run of the San Jacinto Mountains, where The general feeling in the two Pass it is going to help us," Beck added. the state highway engineers originally communities was that restaurants, serv- planned it.) But this hasn't happened. ice stations and motels—the businesses "When I first came here 32 years "In fact," said Peterson, "I consider relying most directly on tourist traffic ago," he said, "the highway came up the railroad more of a detriment to the —would be the hardest hit by the new Fifth Street. It's moved three times town than the freeway." freeway routing, and the exception was since I've been here and twice before. When trains are stopped along the generally realized, although even in There've been five different highways Southern Pacific's tracks through town, these businesses there are some who through Beaumont and four different Peterson explained, there is not only a feel` the freeway helped rather than business sections, and none of them tieup of industrial employes wanting hurt. amounted to anything because. we were to get back to work after lunch, say, Motel Business Up always waiting for the next move. but there is the more serious possibility Patrick Dundas, a Banning motel "Now," he said,"we can build a busi- of preventing police or fire protection owner and president of the town's mo- ness community and forget the high- from reaching the other side of town. tel Association; .said: "The peculiar way."

September-October, 1962 15 ~~ I ~ ~ I ~ Loop Freeways Ease Congestion In Metropolitan Los Angeles

By HEINZ HECKEROTH, Executive Assistant The recent com- DISTRICT pletion, and opening to traffic, of V II new freeway seg- ments in District VII has provided many travel alter- nates on the network in the downtown area. A new high level of service is now afforded metropolitan freeway users; with less probability of interruption of smooth traffic flow due to congestion, and more desirable speeds of operation with resultant travel time savings. Very significant relief is noted on the Santa Ana Freeway in the civic center "slot area" between the four- level structure and the San Bernar- dino—Santa Ana Freeway junction. With the option of alternate routes, the slot volume has decreased from an average of 185,000 vehicles per day to 160,000 per day-13 percent less total .BEFORE—Traffic congestion on the Hollywood Freeway in the Cahuenga Pass before if was widened. volume. Peak-hour relief averages 7 percent, creating smoother flow through the area. The Golden State Freeway, no~~ open from the East Los Angeles In- terchange to Lankershim Boulevard in the valley, has virtually eliminated congestion on San Fernando Road and Riverside Drive due to very large diversions to the freeway from these thoroughfares. As a bypass of the downtown area, a very steady growth is noted. When open only from the Pasadena Freeway to Lankershim, the daily volume was 54,000 vehicles per day, but the current volume is 111,000 daily just west of the Pasadena- Free- way Interchange. As a truck route, the growth is phenomenal, an increase of 40 percent over earlier truck volumes while Hollywood Freeway trucking has decreased by 16 percent. Total volume on the Hollywood Freeway has not decreased, but traffic flow is smoother due to the alternate routing now available; offpeak relief is very noticeable, and because of AFTER—The Hollywood Freeway in the Cahuenga Pass after it was widened to five lanes of tragic each lesser demand through the "slot," way. Nofe the median barrier fence dividing the roadways.

16 California Highways and Public Works GOLDEN STATE -SANTA MO N(CA GOLDEN STATE-SANTA MONICA FREEWAY LOOP FF~EEWAY LOOP

WEEKDAY TRAFFIC FLOW WEEKDAY TRAFFIC FLOW

~BURBANK A°Q __

io6;soo G L E N D A L E so'~

rwcoo F `8 a.. , ,., 13001

~~ E

LOS. ANGE

Califarna Dirision of ~Highwaya- District VII Traffic Devi. peak-hour flow is likewise smoother and less congested. The Santa Monica Freeway, closing the "loop" between the East Los An- geles Interchange and the Harbor Freeway, has made a tremendous contribution. Volumes have steadily grown since the opening of the last link at the end of March, the current daily average being 97,000. The opening dates of the various sections of the loop freeway system are as follows:

GOLDEN STATE FREEWAY Los Angeles River to Alameda Street, length 2.2 miles, opened to traffic in September 1457. Glendale Boulevard to the Los An- geles River, length 2.5 miles, opened to trafFic in December 1957. Alameda Street to Burbank Boule- vard, length 1.3 miles, opened to traffic in May 1959. Sixth Street to Pasadena Avenue (includes the San Bernardino Freeway Interchange), length 2.4 miles, opened The Santa Monica-Harbor Freeway Interchange, a part of the Loop. The view is eastward. The section to traffic in March 1960. of the Santa Monica Freeway in the final stages of construction when this photo was taken (foreground) is now open fo traffic as far as Vermonfi Avenue. The Santa Ana Freeway to Sixth Street, length 1 mile, opened to traffic in May 1961. Burbank Avenue to Lankershim Boulevard, length 5.3 miles, opened to traffic in July 1961. Arnold Street to Glendale Boulevard (includes the Glendale Freeway In- terchange), length 3.0 miles, opened to traffic in January 1962. Pasadena Avenue to Arnold Street (includes the Pasadena Freeway In- terchange), length 1.0 mile, opened to traffic March 1962.

SANTA MONICA FREEWAY Hooper Avenue to the Santa Ana— Golden State Freeways (includes the East Los Angeles Interchange), length 1.8 miles, opened to traffic in Decem- ber 1961. ~'Vlain Street to Hooper Avenue, length 1.2 miles, opened to traffic in January 1962. Oak Street to Main Street (includes the Harbor Freeway Interchange), length 0.8 mile, opened to traffic in March 1962. Hoover Street to Oak Street, length 0.5 mile, opened to traffic in June Looking north along the Golden State Freeway section of the Loop. In the foreground is the Elysian Viaduct and Pasadena Freeway Interchange. 1962.

18 California Highways and Public Works • I ~~~ ~ I I ~ ~ Safety Ofl'ers Challenge On Pedes#rian Crossings

By A. L. ELLIOTT, Bridge Engineer, Planning When Tom Sawyer walked along the top rail of a picket fence, his only concern was to be careful lest he tear his pants—for that would certainly have resulted in Aunt Polly tanning his hide. He didn't anticipate the modern day concept that if he tore his pants or impaled himself on one of the pickets, he could then sue the property owner. Had there been a freeway nearby and had Tom hurt himself because he walked on top of, on the outside of, or crawled through the railing of one of its pedestrian overcrossing structures, Aunt Polly could have brought the matter up as a community issue, asking the state to provide a safe railing for the protection of their children. What is a safe railing on a pedestrian overcrossing? The meaning of the term seems to have changed over the years. A few years back, a safe railing was one which was high enough and strong enough so that if a person walking be- A concretes railing of a decade ago. The rail was three feet high and the windows were 10 inches wide. side it stumbled or fell against it, it was high enough and strong enough to prevent his falling through or over. Now, a safe railing has become one which cannot be climbed, cannot be crawled through or on the outside of, one which has mesh small enough so that things cannot be thrown through or over onto the traffic below, yet it still must be open to provide visibility and ventilation. The only feasible solution thus far has been complete enclosure of the pedestrian area with wire mesh, with provision made at the ends so there can be no access to the outside of the cage. A "cage" is just what it is, and it spoils the looks of the structure as well as many of the pleasures of walking across it.

Transi?ion lVot Sudden This transition from an open railing to a cage has not come suddenly. Most of the change has come in the past 10 years. During these recent years there has been a drastic change in the defini- tion of what "safe" means. Actually Here the concrete railing has been faced with a chain link fence so children cannot climb oul through this is only part of a great social change the windows and an additional fence has been placed on the edge of the sidewalk to keep them from jumping out into the street.

September-October, 1962 19 This was tha it;proved steel rail wife fhe round top to prevent walking and closer ballusters to prevent crawling through. This was 7954 and the joys of throwing things on the cars on tRe freeway below had' not been discovered. of much longer duration. Relief is Some years ago the customary rail- on the sidewalk where he belonged. sought under the laws of negligence ing on a state highway bridge was The railing was a foot wide on top, and more than ever before. Substantial a concrete rail three feet high with probably a few boys walked on it—if damage verdicts are now awarded on round-topped windows 10 inches wide they didn't get caught by their moth- grounds never dreamed of ~in Tom between 6-inch concrete posts. This ers. Sawyer's day. With this change in so- was a strong and adequate railing. A The first modification came as an cial attitude toward liability and dam- 10-inch window was wide enough for improvement of appearance and also ages has come a changed concept of a small child to crawl through but if improved safety. Because there was a the responsibilities of the State toward one tried to, someone presumably chance of a small child falling through preventing accidents. boxed his ears and told him to get back the 10-inch windows and increased concern about such possibilities, and because a somewhat lighter weight railing looked better and gave greater visibility in urban locations, a steel railing was developed. It was three feet high. It had one-inch-square ballusters with six-inch open spaces, and it was flat on top.

Causes Criticism Criticism was not long in coming. Pictures were published of small children squeezing through between tl~e ballusters or walking on top. The rai - ing became a challenge. There was n shortage of able Tom Sawyers, but we seemed to have completely forgotten Aunt Polly's approach to the problem. A meeting was called in one city to protest the railings which the State proposed to put on the structures carrying streets across the new freeway. The chief of police succinctly sug- gested that a proper application of a willow switch here and there would soon cure the problem of children climbing on the railing. His suggestions As the idea spread of throwing things on cars passing underneath, chain link fences were added. this fell on deaf ears. Aunt Polly had not was little deterrent, however, as they could lob things over the fop with good accuracy. The next step was rnmpletely enclosing the walkway. attended the meeting.

20 California Highways and Public Works We wondered how the three-foot height and the six-inch openings of our railing compared with those used in the rest of the country. We asked each state how it made its railings and how wide the openings between ballusters. We found that 65 percent of the states used railings three feet or less in height. Also 73 percent of them used balluster openings of six inches or more. In other words, California was more cautious than mist of the states. 1~Tevertheless we raised our sidewalk railings to 3 %2 feet to get an extra margin of safety. An enterprising bridge engineer whose wife worked in a clay nursery devised a test slot through which the children were encouraged to try to climb. 1~TTineteen four-and five-year- olds did their best. The controlling factor turned out to be the size of their heads. All of them went through a 6 %Z -inch opening. Four were stopped by a 6-inch opening. Six were stopped by a 5 %z -inch opening and the remaining nine could not get through a 5- inch opening. On the basis of this very scientific information, the balluster spacing was reduced to five inches clear. This reduction in balluster spacing reduces the "see-through-ability" and is specially objectionable from the side where the railing is viewed at an angle as from a side road approaching an intersection near the end of the bridge. The close-spaced ballusters form a solid screen and shut off the vision of vehicles crossing the structure or approaching from the side. This was the answer to the suicide reputation of the old Arroyo Seco arch. the new structure has this vicious-looking but effective railing. The walkable flat top of the rail was New Railing Developed en- then criticized. Existing railings were About this time another factor Some took matters into modified. Vertical and sloping plates communities tered the railing picture. With the their own and bolted chain-link were welded on top. Short spikes were hands advent of freeways, thrill-seeking fences to the Some fences set along the top of the rail. These railings. youngsters found pleasure in dropping were by the State at city re- were all to a degree successful but installed things on the cars passing underneath. quest. Anew railing was developed were uniformly unsightly. The design They found windshields could be with one-inch-square solid bars with of the railing was changed again. broken and considerable excitement five-inch openings extending 5 feet Manufacturers who had invested in %z into the air. This was an adaption caused with a minimum expenditure costly jigs to make the railing began from the special railing devised for the of effort. A new cry arose. This had to develop a frustrated look. The rail- Colorado Street arch in Pasadena to to be prevented. Torso tanning is no ing was made narrower and was prevent suicides. This rail, with its lonDer an acceptable solution. The rounded on top. Then .some kids be- construction had to be such as to make gan riding it like a horse and inching eight-foot height and the sharpened dropped their way out across the span while points turned in toward the roadway, it impossible for things to be they straddled the railing. One boy had proved almost 100 percent effec- on cars below. High mesh fences were doing this fell off. He was not seri- tive. There was one exception. The erected. These were found to be in- ously hurt but his wails echoed up and victim stood on top of his car and effective. The kids lobbed rocks and down the State. dove over the railing. pop bottles over the top with devas-

September-October, 1962 21 tating accuracy. The entire walkway had to be enclosed.

Metal Shell Is Installed A railroad passing under the Balti- more—Washington Parkway found itself obliged to install asheet-steel shell over the sidewalk on the overcrossing to prevent kids dropping things onto the trains as they passed underneath. Here in California we enclosed the entire walkway on pedestrian crossings near schools. An eight-foot fence

on each side and mesh across the top. This was another challenge. The kids climbed outside and on top and used the flat mesh on top as a trampoline. Now we build the top rounded. It became quite a feat to work one's way across along the outside of the cage. To prevent this, various devices were tried. Wing fences flaring out from the ends of the cage are effective if they extend far enough out into thin air. Complefely enclosed, even on the ramps, fhis pedestrian strucFure near Sacramento looks very well A city, thinking to econo- protected. This apparently is regarded merely as a challenge by the children. The entire length of fhe mize, placed such a fence out in the roof of the cage across the freeway and down the ramps, is beaten down where countless children have middle of the structure. The kids were crossed and bounced on the top of the cage instead of staying inside where }hey should be. (See photo below.) supposed to reason that if they could not get clear across, they should not start. One boy got out to the middle and tried to get around the projecting fence. He fell and was killed. Preventive fences are installed at each end to try to keep the kids from getting outside at all. Barbed wire was used for a few installations but while barbed wire may be used as protection against animals and criminals, it is not cricket to use it against children. Now the end fences are just bigger and longer. Litterbugs Also Offend Children are not the-only offenders. In spite of antilitterbug laws and prop- aganda, all manner of junk is flung from moving cars. If that car is crossing abridge or viaduct, there can be serious danger to those passing or working underneath. Railroads and manufacturing plants under our viaducts are holding in abeyance suggestions for horizontal screens to protect them from objects thrown from cars crossing the viaducts until we can see how serious this problem is. This may well be the next defacement which A close-up of fhe pedestrian overcrossing shown in the above photo. Note how fhe roof of fhe enclosure we will have to attach to our struc- has been beaten down by children climbing on flop and bouncing on it as on a trampoline. The next step is to round the top. tures as a symbol of the juvenility and

22 California Highways and Public Works This railing was much better looking than the chain link fence but was foo attractive to climb on, both inside and outside, and provided little interference to the rock and bottle droppers. irresponsibility of a small segment of names and initials. Opaque glass or plas- act as though we were caging little our citizens. tic panels have been seriously consid- wild animals. What does all this protective fenc- ered but they would shield the occu- The problems of providing an ade- ing do to the looks of the structures? pants from public view—a situation quate and good-looking railing become It generally makes them look terrible. which entails other problems. In addi- evident. The variety of different pro- Ironically, it is the State that is usually tion, any kind of a solid panel cover tective railings throughout the State criticized for designing "boxy, util- for the structures would cut off venti- gives tangible evidence of the continu- itarian" structures. lation and make the interior intolera- ous effort we have been making. This bly hot under a summer sun. To date business of coping with the misehie- Designer's Dilemma we have not been able to come up with vous inventiveness of a growing child We are caught in a dilemma. We any satisfactory solution better than is frustrating to say the least. To date must build accident prevention into the mesh fencing. It is regrettable that we do not have the feeling that we are our structures and at the same time try we must thus clutter our structures. always winning. We need Aunt Polly to make them good looking. A bridge However, lacking the training and re- and her strap. Her punishment was covered with chain-link fencing is not sponsibility which would make these severe and immediate. Possibly it was attractive. Other things have been con- junior citizens, and some senior citi- harsh but also it probably developed sidered. Clear glass would be broken. zens, aware of their obligations to character and respect for property. In Clear plastic would be carved full of others and to public property, we must the long run Aunt Polly's way was best.

September-October, 1962 23 i- or m o— res no Tehnique~ Deser,~~d By N. E. HUMISTON, Resident Engineer

The brilliant DISTRICT teamwork of con- ~jI tractors, equipment manufacturers and highway engineers that has scored so many notable suc- cesses in creating the modern marvel of highway transportation constantly continues the dra- matic advancement of construction technology that has characterized the development and expansion of the state highway system in California almost from the beginning. One important illustration is the slip- form method of constructing portland cement concrete pavements which is today contributing in significant measure to the accelerated program of highway construction to provide Califor- nia and the nation with thousands of miles of safe, efficient highways and freeways at minimum cost. The paving train. reduced fo half width for the Third lane. As some of us recall so vividly, slip- form paving was introduced in Cali- fornia less than five _years ago with great expectations and much enthusiasm. In the intervening months and years, the early enthusiasm waned and flickered in the face of seemingly in- surmountable operational difficulties. However, despite all setbacks and with painful regard for the expense, the highway team doggedly refined the method and improved the equipment until today with over 4501ane-miles of mainline highway constructed to exact- ing specifications the slip-form process is emerging as the primary method of concrete paving. Further improvements and refine- ments will continue to be achieved as experience grows. This article, one of a continuing series on the subject, reports the innovations and techniques employed on a current project involy- ing 95,000 cubic yards of concrete pavement placed with nonautomatic slip-form paving equipment. The pipe float finishing machine reduced in width fora 12-foot slab.

24 California Highways and Public Works The contract is one of three for converting U.S. 99 to full freeway standards from the Kings River in Tulare County to the completed section through Fresno, a distance of over 20 miles. An overall story of the entire relocation is planned for a later issue.

Construction Methods In electing to exercise the contract option permitting slip-form paving the contractor recognized that very close grade and cross-section tolerances for the subgrade under the pavement would be vitally important in meeting the tight specification requirements for pavement smoothness. Consequently, it was decided early in the contract to exploit the long wheelbase land plane principle, utilized in the construction of the slip-form paver, in subgrading both the aggregate base and the over- laying cement-treated base. Thus the general plan adopted was to finish both base courses and then the pavement utilizing equipment with the same driving gear and long wheelbase plan- An aerial view of a section of the South Fresno Freeway under construction. ing action. Aggregate Base cross section ready for compaction. The two machines involved, a sub- Subsequently, two windrows of ag- The subgrader consists of a steel grader and a paving machine, are essen- gregat~ base were placed on the pre- framework about 30 feet in length and tially mechanical straightedges 30 feet pared subgrade, the amount of material 24 Feet wide, supported and self-pro- in length and capable of working to being carefully controlled by three dif- pelled through four crawler treads either 12- or 24foot widths. Sufficient ferent methods. First, automatic con- mounted at each corner. Provision is spreading and compacting gear is at- trol devices were installed on the gates made to reduce the width of this tached to insure that the mat of mate- of each bottom dump trailer. These de- machine to twelve feet. rial being placed meets the required vices operated by means of a wheel Suspended from the frame is a mov- rolling on the surface of the subgrade tolerances for thickness, grade, and rid- able s~►oveling device used to spread actuating the trailer gate through a se- material uniformly the width ing quality. Both machines were built across ries of lever arms and limit switches. of the machine. Two heavy, adjustable by the same manufacturer. The trailer gates opened or closed ac- screeds oscillate over a distance of cording to need so that regardless of about 12 inches and strike the material AggregaTe Subbase the relation of the trailer to the sub- off at the desired thickness. The for- The contractor first constructed a grade auniform volume of material ward crawler treads run on the surface subgrade at the top of the aggregate was distributed. These devices worked of the previously trimmed base mate- subbase. The subbase material was de- well so long as the windrows were rial and the rear treads ride on the sur- livered to the grade by trucks and small enough for the truck and trailer face of the material being placed. The scrapers, roughly shaped with motor to straddle completely the spread of height of the screeds relative to the graders, and compacted. Grade stakes the preceding truck. elevation of the crawlers can be ad- were placed two feet outside the Secondly, the volume of the wind- justed as needed;.... After compaction, planned edge of pavement and an elec- rows was checked by comparing de- the surface of the base was again tronically controlled motor grader was livered tonnage against the distance trimmed with an electronically controlled motor grader and checked for used to trim a track grade appro~- spread; and thirdly, the windrows were cross slope and grade. mately six feet in width over these sized with a shaping device mounted stakes. This track grade was used as a on a motor grader. Cement-treated Base runway for the subgrader which then After the windrows were placed, The third operation was basically a trimmed the surface of the subbase ma- the subgrader was used to .spread and repetition of that described above with terial to planned grade. trim the base material to the proper the exception that the windrows of

September-October, 1962 25 base material were cement-treated prior to being placed and compacted. This material was placed two feet ',"° ~~ ~ ~ ~, y~ ~~~, I~ wider on each side than the planned ~.~ width of pavement, which provided a track grade for the slip-form paver. ,~ ~- .. These _ 4~ track grades were further checked for uniformity by string lin- _ _ ing, and any appreciable roughness ,~ was removed by trimming or by filling with sheet asphalt as needed. A ~a~ number of profilographs were run on these track grades for the paver and ,.. an index of well below 10 inches per mile was achieved.

24-foot PnvemenY After preparation of the cement treated base, a 24-foot width of class "B" concrete pavement was constructed with the slip-form paver. This machine is similar to the subgrader in appearance and dimensions. In addition to the shoveling device, which in this case was used to spread the concrete, abank of internal vibrators, a fixed vibratory screed, and two oscil- A team of concrete mixers deposits fresh concrete in a spreader box ahead of a slip-form paver. lating screeds were suspended from the frame. Side forms extended about 10 feet to the rear. A 24-foot-wide spreader box was towed behind one of the two twin-batch mixers. The mixers dumped directly into this spreader box which sized the proper amount of concrete ahead of the paver. Two transverse bump cutters were towed along the surface of the concrete directly behind the paver. This double set of vibrating screeds was suspended from a framework which is mounted on and carried by two pans approximately 30 feet apart. The screeds acted as the midpoint of a straightedge, cutting and filling any roughness left by the paver. On an earlier project, the manufacturer provided two four-inch-diameter aluminum pipes towed by hand to float the top of the fresh concrete prior to the burlap drag. A 10-inch aluminum pipe supported and towed by a motor driven carriage was devised for this ,project. The pipe was stiffened internally and could be swung in any direction for floating The slip-form paver towing transverse bump cutters. A polyethylene plastic strip is placed for a centerline joint. forward or backward and could be

26 California Highways and Public Works lifted from the surface. The first of two burlap drags was mounted on this machine along with a water nozzle providing a light fog spray. The finished surface was checked for uniformity with 25-foot-long piano-wire straightedges mounted on small motor-driven tractors for easy maneuverability. Any high or low spots indicated were corrected by cutting or filling and by a final floating with the pipe.

12-foot Pavement After completion of the inirial 24- foot pavement, both the subgrader and the paver were reduced in width ~'»_-• :'` to place the additional 12-foot width ~ ',~ of base and pavement. Ap d~ During this operation the left -hand -r~~ .. tracks of the paver operated on the surface of the previously placed concrete. Two mixers were used, but it was found necessary to make several t'~ ` modifications before a satisfactory .;, production rate and profile index could be obtained. The number of internal vibrators per foot of width was doubled and the rear tread of tk~e paver was given a slight amount of toe-in so that the rear of the paver had a tendency to push itself toward the other slab. The relative width of the pipe float had to be increased, and it was found necessary to operate it at a more acute angle than on the 24- foot pavement.

Rescreening Aggregates To insure maximum consistency of concrete, the contractor used an air- entraining agent and rescreened the coarse aggregate at the plant prior to The motor driven carriage finishes fhe surface with diagonal 10-inch aluminum pipe. batching. This last was accomplished by blending coarse aggregate in ap- Smoofhness Results any additional roughness. The daily proximately the correct proportions The profile index on each days run profile index on the 12-foot pavement on the tunnel belt and rescreening into on the 24-foot pavement averaged has steadily decreased to a rate now two sizes on vibrating screens on top under 3 inches per mile. The center of comparable with the 24-foot pave- of the bunkers. A small amount of the slab was generally smoother than ment. Very little grinding of the fin- waste material resulted from this either of the edges. The majority of ished slab appears to be indicated. method, but better uniformity of the the roughness was in low spots evi- Project manager for Westbrook- mix was achieved. Little trouble was dently due to subsidence of the con- Morrison-Itnudsen is Oliver Pope of encountered with the moisture con- crzte. It was also found that high or Lodi, California. The author is resi- tent in fine aggregate, since it was low areas did not usually extend dent engineer for the State and J. M. manufactured and stockpiled well in across the slab, nor did starting and McDo`vell is district construction en- advance of use. stopping the paver appear to induce gineer.

September-lJctober, 1962 27 O Divided Highway Connects `~N I ~ O—~O ~.A ~ Katella Avenue, Willow Street

By NEWTON H. TEMPLIN, Road Commissioner, Los Angeles County Completion of DISTRICT the Federal-aid V77 Secondary &Urban 11 Extension project linking Willow Street in Los An- geles County with Katella Avenue in Orange County was highlighted by an unusual ribbon cutting ceremony on May 31, 1962. This highway is an intercounty arterial which now extends from the City of Redondo Beach in Los Angeles County to the City of Anaheim in the County of Orange. In addition to local, county, city and other dignitaries, delegations from nearby Knott's Berry Farm and Dis- neyland were on hand to signify the areawide importance of this highway construction project at the ribbon-cutting ceremony, which was held on the deck of the San Gabriel River Bridge. With accompaniment from the Long Beach Municipal Band, the opening of With the roadway to traffic was formally ac- the aid of a carrot, the burro is enticed fo chew through fhe ribbon and officially open the new divided highway connecting Los Angeles County's Willow Streef and Orange County's Katella Avenue. complished when the familiar old min- Participating in fhe ceremony were (left to righf) Frank G. Bonelli, Los Angeles County Supervisor; er's burro from Knott's Berry Farm A. S. Koch, Orange County Road Commissioner; Miss Kafe Rea; Berry Farm's 'Old Miner'; Mrs. EI(a chewed through the ribbon Wallop; Dr. Orville Cole, Long Beach Chamber of Commerce, and Edwin W. Wade, Mayor of Long —and a Beach. The name 'Katella' was made up of the first names of Miss Rea and Mrs. Wallop, both daughters nearby carrot! of Orange County pioneer John B. Rea.

Flighway F{ow Continuous of Los Angeles County and the western City of Los Alamitos and Orange This highway, known as Willow portions of Orange County. However, County, and the remainder in the City Street in Los Angeles County and Ka- the need has now become more critical of Long Beach and unincorporated tella Avenue in the County of Orange, because of the recent development and territory of the County of Los Ange- is now continuous for a distance of 29 population expansion within the area. les. It consists basically of a four-lane miles and passes through eight cities. This improvement is a major step in divided highway with shoulders and Prior to completion of the facility the the development of an integrated high- curbed median. Included are four road was nonexistent between Stude- way system needed to serve the large bridges, two of which are prestressed baker Road in Los Angeles County and industrial, commercial, residential and concrete girder bridges and two of a point easterly of Coyote Creek in Or- agricultural centers of these two areas. which are reinforced-concrete rigid- ange County. The completion of this It will serve to materially alleviate traf- frame structures. link now provides a direct connection fic congestion that has developed on The area surrounding the project is between the communities on either side parallel routes. The route will provide of the San Gabriel River and Coyote connections between the future San relatively low and flat except at the Creek, including access to the Los Diego and the San Gabriel River Free- levees of the San Gabriel River and Alamitos Naval Air Station. ways, the existing Long Beach and Coyote Creek, which extend some 16 Southern California residents have Santa Ana Freeways and the future feet above this plane. For this reason, long realized the importance of ade- extension of the Harbor Freeway. approximately one-third of the road- quate intercounty connections be- The length of this project is 1.6 way was constructed on fill, to a maxi- tweenthe Long Beach and harbor areas miles, with 0.7 mile located within the mum depth of 22 feet.

28 California Highways and Public Works The roadwork consisted of grading with two 28-foot roadways separated serve the multimillion-dollar El Dorado the highway and surfacing with asphalt by a six-foot median and with two Park, which is currently under devel- concrete on cement treated base and sidewalks. The girders were of the pre- opment in that area by the city. These constructing miscellaneous drainage tension type and were fabricated at the structures also provide two 28-foot structures, median, curb and gutter. casting yard of the contractor. roadways with median and sidewalks. The San Gabriel River Bridge and All of the bridges are pile supported. Coyote Creek Bridge are four-span Access Bridges Built The contract was awarded by the reinforced-concrete deck structures, Two single-span access road bridges State Department of Public Works on with prestressed concrete girders. Each were constructed within the City of June 29, 1961. Work began on July bridge is approximately 268 feet long, Long Beach portion of the project to 17, 1961, and was completed and ac-

An aerial view of the new highway looking west from above Kafello Avenue in Orange County Toward i6e San Ga6rPe1 River and Los Angeles County beyond.

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A map showing the location of the new F.A.S. highway on the county line connecting Katella Avenue and Willow Street. cepted on May 23, 1962—appro~- Angeles County Supervisors Frank ~. The successful undertaking and mately 3 %z months ahead of the re- Bonelli, of the First District, and completion of this project involving quired date for completion, despite Burton W. Chace, chairman of the major highway construction within the lengthy and heavy rains which board's road committee, were particu- two cities and the unincorporated ter- fell in the area during the period of larly active in their support of the ritory of two adjacent counties, the construction. project from its inception. The Los obtaining of state and federal aid in The total cost of the improvement Angeles County Road Dep rtment connection with the financing of the was approximately $1,236,900. It was provided construction engineering work, and the resultant economies financed with federal-aid secondary and inspection for the project under achieved by reason of being able to and state highway funds together with the direction of resident engineer Ray- combine the individual portions of the funds from local county and city gov- mond G. Hegwer. highway within the several jurisdic- ernments, and was one of the first tions into one complete project, were Origin of 'Katella' projects in the Southern California made possible only by the ability of area to utilize the urban extension An interesting story on how Katella several counties and cities to work funds in addition to federal-aid second- Avenue in Orange County first re- harmoniously together. It is an out- ary financing. It was also the first ceived its name was related at the standing example of what can be intercounty FAS project in the area. ribbon-cutting ceremony. The avenue accomplished through intercounty co- was first named in about the year operation on highways of mutual im- Coun4y Co-ordinates Design 1896, at the same time the Katella portance. By reason of mutual agreement and School. District was formed. It was SAN DIEGO-HARBOR FREEWAYS co-operation between the counties then a narrow dirt road used mostly A 4.5-mile section of the San Diego and cities involved, the Los Angeles for sugar beet trucks and was said to Freeway from Hawthorne Boulevard County Road Department, under the be about "a foot deep with dust." Mr. and 164th Street in Lawndale to a direction of N. H. Templin, road John B. Rea had two daughters, one junction with the Harbor Freeway commissioner, co-ordinated the design named Kate, and one named Ella, so has been opened to traffic. This proj- of the project with the County of he joined their two names together ect completes a 1Q-mile stretch ex- Orange the City of Long Beach. tending to the Long Beach Freeway and for Katella. Thas was many years ago Design of the portions of the project in Long Beach. but the two sisters Kate (Miss Kate within the County of Orange was The southbound lanes of a 4.7-mile performed under the direction of A. Rea, age 85) and Ella (Mrs. Ella section of the Harbor Freeway from 5. Koch, road commissioner, and the Wallop, age 80) still reside in Orange 248th Street to the Pacific Coast portion within the City of Long County and they were present for the Highway was opened August 28. The Beach was co-ordinated with the staff dedication of this road project which northbound lanes were opened in late of Jess Gilkerson, city engineex. Los bears their name. September.

30 California Highways and Public Works New Freeway Relieves or u na ro e~ City's Tragic Congestion By E. B. THOMAS, Senior Highway Engineer

On July 24 the DISTRICT Fortuna Freeway, I extending from two miles south to three-tenths of a mile north of the City of Fortuna in Humboldt County, was completed. This 3.9-mile section of U.S. 101 is a four-lane divided freeway and connects with similar sections previously completed on both the north and the south. It fills in the only gap in 16 miles of freeway, extending from the Robinson Ferry Bridge over Eel River, about two miles north of Scotia, to the old Beatrice Overhead at White Slough, about six miles south of Eureka. As a further extension of this improved highway, there are currently two other freeway projects under construction just south of Eureka. One is scheduled for completion this year and the other in 1963. These will cover the area from Beatrice Overhead to Eu- reka and will then complete 35 miles of four-lane divided freeway from Robinson Ferry Bridge to the Mad River, 2% miles north of Arcata, in- terrupted only by the portion through the City of Eureka. Eureka is now served in part by a four-lane street section and in part by atwo-street cou- plet, and no major change to this system is planned in the near future. Completion of the Fortuna project represents the culmination of many years of work by District I personnel. Some of the original reports concern- ingthe deficiencies of the existing highway dated as far back as 1937.

Right-of-way Acquired Portions of the right-of-way south of Fortuna were purchased on a con- ventional basis as early as 1945 and were later converted to freeway by purchasing access rights. The original plan was to widen the e~sting highway The new Fortuna Freeway, looking north over the Rohnerville undercrossing. Humboldt Beacon photo. through Fortuna to four lanes. Due to

September-October, 1962 31 changing needs and policies in the sub- the results of an external type origin- ing these years the river ate away hun- sequent years, when the project stood destination survey made in 195 3. dreds of acres of farmland and moved idle for lack of construction funds, the As a result of this planning, access the river bank several hundred feet to- line was reprojected, passing along the to Fortuna is now conveniently pro- ward the highway in the vicinity of the westerly side of the city and was estab- vided at three locations: by the Roh- planned Rohnerville Undercrossing. lished as a full freeway. nerville Undercrossing at the southerly To stop further erasion and safeguard There was originally considerable entrance to town, the 12th Street Ov- our future construction site, the Divi- adverse thinking by local people con- ercrossingnear the center of town, and sion of Highways co-operated with the cerning abypass of the city, although the Fortuna Overhead on the north. Army Engineers in the construction of as traffic problems increased through The final route was adopted in 1954, the Sandy Prairie Levee, a protection the years there was a decided change and freeway agreements with the city works which extends for approxi- noted in that view point. Considerable and county were signed the following mately 3 %z miles parallel to our high- thought was given to the situation and year. way. The State contributed $200,000 the planning was greatly influenced by River Erosion toward this levee, which was con- Serious erosion of the easterly bank structed in 1959-60. This sum repre- Map below shows fhe location of the new freeway of the Eel River during the winters of sents the actual slope protection value which rtow carries through traffic that formerly 1957 and 1958 caused much apprehen- the Division of Highways derived used fhe old highway, here labelled "Existing Traveled Way," through the Cify of Fortuna. sion over the proposed alignment. Dur- from the project. Construction of this

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32 California Ffighways and Public Works levee, protecting thousands of acres of tion within the undisturbed area. The 32 accidents recorded here, two of valuable land, is, in effect, a "fringe only exception is a small portion of a them resulting in fatalities and 13 more benefit" accruing to the citizens of the county road connection which skirts in injuries. The new alignment elimi- Fortuna area as a result of our highway the edge of the wash. nates this crossing, remaining on the construction, for, without our co- westerly side of the railroad until north operation and contribution, the Army Major Bents of Fortuna where the crossing is made Engineers would not have gone Two of the major benefits which re- at the Fortuna Overhead structure. through with this work. sulted from this improvement are the The erosion which took place prior elimination of the Alton railroad grade Shopping Area Congestion to construction of the levee was suffi- crossing and the alleviation of the traf- In Fortuna, the old highway fol- cient to necessitate redesign of the fic problem in Fortuna. lowed the main street over a length Rohnerville Undercrossing. This was At the Alton railroad grade crossing of approximately two miles. Of this the old highway parallel and adjacent length, originally designed as a trumpet inter- is about six-tenths of a mile is a to the Northwestern Pacific Railroad 48-foot-wide street through change and extended approximately the on both the north and south sides of shopping area with parking permitted 315 feet into the area washed out by the crossing. The crossing is accom- on both sides. Although Fortuna is a the river. By redesigning this facility plished on a reverse curve and is posted city of only 3,500 population, it at- as a diamond-type interchange, it was for 30 miles per hour. During the pe- tracts shoppers from many miles, and, possible to keep most of our construc- riod from 1959 to 1962 there have been with virtually all business centered on End of Projec,_ t _

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September-October, 19b2 33 The 12th Street Overcrossing on fhe new freeway wifh the Cify .of Fortuna in the background. Humboldt Beacon photo. the one street, traffic congestion is a practically level alluvial soils of the Equipment Damaged major problem. With through high- Eel River Valley. Grading was very One of the major hazards to this way traffic added to that developed light and presented no problems. operation, insofar as the contractor locally, the downtown peak traffic This was primarily a borrow job, was concerned, was the old car bodies rose to more than 17,000 vehicles per there being about 200,000 cubic yards and pieces of large bandsaw blades day in summer months, and it was not of excavation and over 600,000 cubic washed down from the lumber mills uncommon to have vehicles backed up yards of imported borrow. Borrow upstream and buried in the gravel bar. for several blocks behind the one consisted of riverrun gravel obtained On numerous occasions pieces of this traffic signal in town. The new free- from a large bar on the Eel River, scrap were picked up by the loader way provides immeasurable relief to adjacent to the project. The borrow and damaged or destroyed the belt, the downtown area in the way of less was hauled in DW-20's and DW-21's invariably resulting in lost time and parking, smoother congestion, easier towing large bottom-dump trailers in considerable repair expense. traffic flow and added safety. tandem with their regular scrapers. A Surfacing consists of four inches of Actual construction was com- loader was used to load asphalt concrete on cement-treated menced in September 1961, shortly Sierra belt re- base, and all base and surfacing aggre- after the contract was awarded to both the scrapers and trailers and obtained from the same Clifford C. Bong & Company of sulted in maximum loads being at- gates were Arcadia. The new roadbed lies on the tained at all times. source as the borrow. The various

34 California Highways and Public Works FORTUNA PROJECT Concluded plants required for production of the materials were set up adjacent to the right-of-way, near the center of the job. Mercer Fraser Company of Eu- reka was the subcontractor on all base and surfacing items.

Cha rn ber C~ua rterly Features Highways On the editorial page of the Sep- tember 1962 State Chamber of Com- merce quarterly, California—Magazine of the Pacific, the editor points out "Unless a practical working partner- ship of governmental and private in- terests can be attained California will be engulfed by its bigness." This statement sounds the keynote to the special issue, which is intended to bring readers up to date on current highway and transportation advances in the State, as well as to show the problems which must be faced in the Congestion on Main Street of Fortuna during July, just before the opening of fhe new freeway. future. More than 90 percent of the issue is devoted to stories on California highways and transportation, repre- sentative titles of which include "Free- way Planning," "Right of Way," "California's Highway Commission," and "Freeways and Community De- velopment."

BRIDG@ TRAFFIC INCREASES In the first two weeks since its mid- September opening, the Benicia-Mar- tinez Bridge has carried more than 4,000 vehicles a day on weekdays and many more on weekends, despite the fact that the freeway approach on the Contra Costa side is still under construction and bridge traffic must still use atwo-lane connection in the Mar- tinez area. On September 16, a total of 12,232 vehicles passed through the tollgates. The ferry which the bridge replaced carried an average of fewer than 500 cars a day during August, its last month of operation. The heavy traffic using the bridge was hailed as auguring well for the economics of Looking north of the Alton Railroad Grade Crossing on the old highway. Nofe the poor alignment and sight distance. Contra Costa and Solano Counties.

September-October, 1962 35 en u ra ou n reevv~ s

By E. T. TELFORD, Metropolitan District Highway Engineer

Ventura County, perate climate, where mountain and ""The 10 planning areas of Ventura DISTRICT an area of rugged beach recreation areas are practically County are experiencing widely diver- VIImountains, vast next door. gent rates of growth. This . is, in part, ranch lands and a InteresTing Phenomenon because of the pro~mity and economic beautiful seacoast, The growth of Ventura County in influence of the Los Angeles metro- is growing with the terms of population statistics is an in- politan area which has helped accel- rest of Southern teresting phenomenon as told by John erate development in the southeastern California.Light in- D. Tapking, Planning Director, Ven- portion of the county as well as stimu- dustrial expansion tura County Planning Department: lated growth throughout the whole with subdivisions, "The population of Ventura County county. The Simi area, for example, is business and services that commonly on July 1, 1962, was 234,360, almost currently growing at a rate of over 36 attend the influx of population are 19,000 more than one year ago and percent and has almost doubled in size transforming the county into a key over 3 5,000 above the April 1, 1960, since the 1960 census. The Conejo and community, making it a part of South- census figure. Based on the population Camarillo areas are also rapidly devel- ern California's booming metropolitan as of July 1, 1961, the present annual oping with growth rates of over 1 S economy. rate of growth is 8.8 percent, a sub- percent and 12 percent respectively." Accessibility and availability of stantial increase over the 6.5 percent Annual Growth Rates space are two of the most important annual rate of growth that occurred Ventura County growth rates, on attractions of the county, making the in 1960 and the 73.7 percent total in- an annual percentage basis between shift by industry and commerce from crease that took place between 1950 July 1, 1961, and July 1, 1962, for the the adjoining crowded urban com- and 1960. This present high rate of various planning areas are given as plexes advantageous; for the residents growth, which gives no indication of follows: Camarillo, 12.5; Conejo- and personnel manning local industry having reached a plateau, places Ven- Coastal, 15.9; Moorpark, 10.5; Ojai, and business, there is the refreshing tura among the fastest growing coun- 8.2; Oxnard, 7.9; Santa Paula, 2.5; prospect of country living in a tem- ties in California. Si~ti, 36.6; Ventura, 6.7.

Calleguas Creek Overcrossing under construction on Pacific Coasf Highway in fhe vicinify of Poinf Mugu.

36 California Highways and Public Works Ventura Freeway construction, looking eastward from the west end of the job. Note the benched slope fo the left of the highway.

The six cities of Ventura County tiring J. V. Kimber, reparts that as advanced from 705 in June 1960 to are also gaining in population, as illus- of August 1962 outstanding contracts 753 as of March 1962. The major trated by the following table: in progress on county roads amounted source of county funds for local roads Estimated papulatian to more than $250,000 and represented is the state-collected and distributed July July Rate of Ranh City 1961 1962 growth various improvements on such routes fuel and in lieu tax and traffic fine 1 Oxnard 42,200 47,037 11.46% as Ventura Boulevard, 2 San Buenaventura__ 30,621 32,728 6.88% Victoria Ave- revenues, amounting to $2.1 million 3 Santa Paula ______13,932 14,294 2.60% nue Extension, First Street (Simi), per annum. These moneys are being 4 Port Hueneme ______11,763 12,583 6.97% 5 Ojai ___ 4,804 5,211 8.47% West Road, Royal Avenue, Ventura invested to best advantage by Ven- 6 ______4,838 4,851 Fillmore .27% Road Extension, Cochran Street tura County in building its road net- County Roads Bridge, Katherine Street Bridge, Hil- work. Ventura County Road Commis- mont Road, Ventura Boulevard and Since 1956 the State Division of sioner C. G. Smith, succeeding the re- Tica Road. County road mileage has Highways has expended in excess of

September-October, 1962 37 ing of all entrances and exits from the freeway except at interchanges.

Telephone Road—Palm Street The Ventura Freeway is under construction at two locations within the City of Ventura. The most easterly project extends from Telephone Road to Palm Street, a distance of 4.6 miles, and is being constructed under $9,148,- 400 contract. Actual work began on March 14, 1960. The estimated completion date of this stretch of the Ven- tura Freeway is the latter part of October 1962, with stage opening to traffic a little earlier. Ribbon-cutting ceremonies were held by the Ventura Chamber of Commerce on September 27. The six-lane facility will have eight bridges and one pedestrian overcrossing. When completed, the freeway will have temporary connections at the westerly end of the city, at existing U.S. 101, with east and westbound ramps at Oak Street and California Street, pending construction of the connecting freeway link to the west. The east portion of the job is built on imported borrow originating from the Ventura Port District Small Boat Harbor, two miles distant. 2,700,000 cubic yards of material was secured

STATE OF CALIFORNIA from this site under difficult conditions DEPARTMENT OF PUBLIC WORKS FREEWAY utilizing dragline and bottom-dump DIVISION OF NIGH WAYS Comp/e ted trucks, followed by push loading ~- ~ ~ s Undei Consf with DISTRICT VII ~ ~ G , scrapers. In addition to building a haul 1 ~OOOO Budgeted road, the contractor sank 28 wells _ EXPRESI'WAY FREEWAY PROGRESS around the edge of the excavation to FREEWAY OOC 0000000 Rte. Adoo/ed a depth of 50 feet and pumped out VEI~iTURA COl1NT7 the Auy~st /961 ground-water seepage. This operation Location of freeway planning and consfrucfion and their current status is shown in the above map was on around-the-clock basis, lasting of Ventura County. 1 %Z years. Drainage $25 million on freeways in Ventura highway user and traffic benefits for Fatalities County, including rights of way and twice the current population (234,360, Some of the drainage facilities con- construction. An August 1, 1962, July 1, 1962) and twice the present structed to handle existing barranca breakdown indicates 19 miles of tom- motor vehicle registration (112,463, runoff include a 16-foot field-assem- plated freeways and 20 miles of ex- June 30, 1962). bled structural plate pipe 626 feet in pressways in operation, with 13°miles length at Arundell Barranca near the under construction. The county has Ventura Freeway Sign Route 126 Freeway interchange; 274 miles of constructed state high- The 32 miles of Ventura Expressway a 14- by 9-foot structural plate pipe ways of all types and 101 miles of from the Los Angeles-Ventura county arch 526 feet long, cambered because adopted freeway routes. Division of line to the Ventura Overhead is being of area of extreme settlement; and an Highways plans, as set forth by converted to full freeway standards as 8-foot structural plate pipe 392 feet Senate Bill 480, 1959 California Legis- fast as funds become available and plans long paralleling the Southern Pacific lature, are projected forward to the can be prepared. This conversion con- Railroad at Lemon Overhead. year 1980, when an estimated X291.1 sists of grade separation structures Other incidental work centered million will have been invested in 199 either over or under the present ex- around ramps and frontage roads. Tel- miles of freeways in Ventura County. pressway together with interchange egraph Road was realigned and wid- This investment will be reflected in ramps and frontage roads and the clos- ened to four lanes for some 800 feet.

38 California Highways and Public Works Seaward Avenue was similarly treated, traffic from old U.S. 101, giving appre- Palm Street—VenTUra Overhead having been converted to a four -lane ciable relief to local and through On February 28, 1961, work began overcrossing in an 1,800-foot section. traffic, besides affording a pleasant on three miles of the Ventura Free- Shore Drive was eliminated from San prospect of Ventura's orchard, shore way from Palm Street, the end of the Pedro Street to San Jon Road, a dis- and mountain beauties. contract to the east, and the Ventura tance of 3,500 feet, and replaced by This portion of the Ventura Free- Overhead bridge at the entrance to a modern frontage road. Chestnut way was paved in part with a slip- Emma Woods State Park, where con- Overhead over the freeway and rail- form paver which laid the concrete nection will be made with e~usting road was converted into a southbound in 36-foot widths, or three freeway U.S. 101. Part of the project involves freeway connection from Meta Street. time, completing runs as lanes at a construction of one mile of the Ojai Among the other construction long as 1,600 and 1,700 feet in a single com- Freeway (U.S. 399) and full inter- plications was the relocation of a working day with a comparable 24- change with the Ventura Freeway, inch main city sewer at Front Street amount of yardage. It should be noted eliminating a hazardous at-grade inter- to a new location opposite the freeway that a satisfactory degree of pavement section at and crossing it at Oak Street. The area smoothness was also achieved in the U.S. 101. Both projects are adjacent the beach bluffs was a natural fast-moving operation, which utilized under $7,757,400 contract scheduled water storage basin and had to be re- the central mix method of supplying for completion in May 1963, though placed with a like installation with a the paving train. the Ventura Freeway section may be pumphouse at San Jon Creek. r~_ Major construction problems were ~--~ encountered in the two cut sections at the middle and west end of the job, L_ ~~ ~_r - - where ground water was present within _. five feet of the land surface. The subgrade was in clayey silt and free ground water. VENTURA • SCALE IN MILES In order to stabilize this condition, o,o, 0 j~~$ the contractor excavated to 2.5 feet below the subgrade and replaced existing 399. material with pervious sand—an ex- \ ~~ ~ s tremely difficult and expensive opera- 1 tion. The contractor also installed sub- terranean gravity perforated metal pipe 4 in an extensive drainage network in X38 the downtown COUNTY \ section of the freeway. ~ OJAI Here, too, 1,500 feet of solid retaining Q,~~~ Fir wall was erected because of adjacent ~° .5. buildings and ewy the limited right-of-way FI LLMORE Ro~1B 79 width. F~1'

SANTA 79 \ Surcharge Settles 23

During construction the surcharge .55 VENTURA for bridges in embankment areas began 3 to settle. At Telephone Road, Main and Fw iB Simi Valter fM~' 9 Lemon Streets the slump reached as 0 i53 1 4 o much as 2.7-3.2 feet during surcharge 155 ~~~~• ~o~ p• settlement periods. The adjacent recre- ~'(\\\OXNARD Co\\ z ational area along Shore Drive on 'i53 F ~ the ~r' — --~ beach was improved by freeway con- s struction, since 80,000 cubic yards of /Ventura 4": FwY 265 excess excavation was placed here in ALT ~ o ~. first stage construction of this park, STATE OF C~LI FONHI~ n • of P~NTN ENT OF YII BIIC WOPIfS ~ ~ DIVISION OF HIGMwAY9 ALT. ~ covering an area approximately 2,500 101 feet long by 800 feet wide. DISTRICT VII 6 P Q Construction detouring of traffic .~e9and CALIFORNIA FREEWAY AND n D LEGISLATIVE ROUTES on busy U.S. 101 Highway through the city was necessary at Telephone EXPRESS6NAY SYSTEM Q SIGN ROUTES ~ EXISTING STATE HIGHWAYS Road and Main Street. However, the VENTURA COUNTY opening to traffic of the new freeway A~y~31 X962 ~~~ NEW STATE HIGHWAYS The freeway and will permanently divert existing heavy expressway system established for Ventura County by Senafe Bill 480 is shown in fhe above map.

September-October, 1962 39 opened to traffic as far west as Taylor proach roads, frontage roads, ramps with Moorpark Road, work proceeded offramp by early November 1962. and a steel girder bridge carrying on the Ventura Freeway bridge struc- In all, 10 bridges and one pedestrian Ranch Conejo Boulevard—Borchard ture and approach roadways. The Ven- undercrossing at Ventura Avenue will Road over the freeway; also the tura Freeway was widened from four be built. The longest bridge, 977 feet, widening of the existing reinforced lanes to six for %mile, with provision will span the Ventura River. Two concrete slab bridge over Arroyo to complete the eastbound roadway other bridges, Garden and West Ven- Conejo Creek. The interchange is es- first. This work has since been com- tura Overheads, will cross the South- sentially a two-quadrant cloverleaf pleted and the new pavement will be ern Pacific Ojai line. with westbound and eastbound on- striped to accommodate on a tempo- warden Street was widened for and afframp connections. In addition rary basis both outbound and inbound 1,000 feet to provide a suitable en- to the bridge and approaches, a struc- Ventura Freeway traffic, at which time trance to the 31st Agricultural Dis- tural section of existing Ventura Free- construction can proceed on the north trict Fairgrounds (Seaside Park); way was reinforced with four inches freeway roadway. Completion of this Front Street, another entrance to Sea- of asphalt concrete on top of old port- structure will provide a diamond inter- side Park, was improved for 1,500 land cement concrete and the shoul- change with Moorpark Road, permit- feet; and 700 feet of Beach Street was ders built up. This work was done on ting on and off movements for east- constructed along the waterfront. At the eastbound roadway, from Conejo bound and westbound freeway traffic. Peking and Harriet Streets a city distance Summit eastward fora of As of this writing, the southbound dump was uncovered during initial This 3,500 feet. construction necessi- roadway of Moorpark Road is com- grading operations and 50,000 cubic tated detouring of Ventura Freeway pleted and has been in use to both yards of unsuitable material distributed traffic to westbound three- lanes in a northbound and southbound traffic in the fills. The hauling of fill mate- mile section. Every effort was made while the other half of the roadway is rials for the job was accomplished to minimize inconvenience to the being completed. This important fa- without interference to traffic by traveling public and the detour was cility as well as the main line Ventura means of a state easement, allowing discontinued after a period of two Freeway have both been kept in serv- the contractor to make use of a state- months. ice to through and intersectional traffic owned haul .road. On September 6, 1962, the New- during construction under elaborate bury Park Chamber of Commerce Major Slide detour conditions. dedicated this important interchange A major 1,000,000-cubic-yard slide at special ceremonies. in September 1961 at the westerly end Water Feeder Line of the project from the freeway cut Moorpark Road Interchange An interesting feature of this proj- slope resulted in a serious design and Serving the community of ~ Thou- ecthas been the concurrent installation construction problem. At an estimated sand Oaks and proceeding in a gener- of a 30- and 24-inch steel-lined con- additional cost to the State of $1 mil- ally north-south direction, Moorpark crete water feeder line by the Calleguas lion, basic design was altered and pro- Road is being revamped and separated Municipal Water District under state vision made to raise the original free- from the Ventura Freeway, its present utility encroachment permit. This line, way grade level 60 feet over a terminus. Work underway since Au- passing through the median area of one-mile stretch at the west limits of gust 21, 1961, under $1,621,746 con- Moorpark Road, from Olsen Road to the project. Design engineers and geol- tract calls for the construction of a Village Lane, stretches three miles ogists deemed this the most feasible grade separation at the Ventura Free- through the job and is part of a corrective measure, which would also way, the widening of existing Conejo $22,000,000 water improvement proj- tend to buttress the unstable north Creek Bridge and the reconstruction of ect designed to serve the water needs slope. Hence the freeway cut, 250 feet Moorpark Road to a four-lane divided of Conejo Valley until 1975, when high before the slide, was laid back on facility as far as Olsen Road, a distance Feather River water will be made avail- 2- to 1 slope; so a -foot that what was of 3.7 miles. When completed in mid- able. Thus, burgeoning Conejo Valley originally to be a sag between project December of this year, Moorpark Road will very shortly receive the added limits will now be a vertical curve at (presently measuring 17 and 22 feet in stimulus of a stable and ample water 2.5 percent grade. width) will have a 32-foot paved road- supply from the Metropolitan Water District. This new line will principally Borehard Road Interchange way in each direction with a curbed supply the fast-growing residential and The $536,000 Borchard Road inter- 16-foot median and left-turn pockets. light industrial expansion in the area, change is one of a series of projects in The roadway pavement will measure relieving the demands on well water Los Angeles and Ventura Counties, four inches in thickness. which has become increasingly scarce. which will convert the present Ven- The first order of work was to pre- tura Freeway to full freeway standards, pare Moorpark Road for detouring In addition to the aforementioned eliminating intersections at grade. This and temporary widening, followed by water main, other water lines and utili- project is located in Newbury Park, construction of a %-mile detour to ties had to be accommodated in the another boom area in Ventura County. handle Ventura Freeway traffic. With construction area. These included gas The work, started on May 24, 1961, traffic using the two-way bypass sec- mains, crude oil lines, power and tele- and now completed, consisted of ap- tion and the temporary connection phone overheads.

40 California Highways and Public Works PHOTO ABOVE LEFT—The recently completed four-laning of Saviers Road, looking north from Bard Street. ABOVE RIGHT— Road, a recent improvement in the Hueneme Looking west along Hueneme area. Four-lane highway joining the near end of the project Moorpark Road improvement in (right io left) is Saviers Road. BELOW LEFT—The Thouspnd Oaks looking north from the Ventura Freeway under construction (foreground). LOWER RIGHT—The Borchard Road-Ventura Freeway Interchange in fhe Newbury Pprk area. Unusual success was achieved with the slip-form paving apparatus, which laid 12-foot and 24-foot sections of concrete on the Ventura Freeway section of the project. Measurements taken by the profilograph indicated an especially smooth pavement surface of a high of 2.16 inches per mile and a low of 0.48 inch.

04her Interchanges Tentatively scheduled for the near future are an interchange at Hampshire Road together with an undercrossing at Live Oak Road (estimated cost for the two is $675,000); an interchange at Newbury Park ($750,000); and an interchange at Old Conejo Road ($470,- 000). During the 1962-63 construction year, interchanges and frontage roads will be constructed. at Triunfo Road ($495,000); at Geneive Street just west of Camarillo ($475,300); and at Cen- tral Avenue and Garden Acres, together with a pedestrian overcrossing at Occidental Drive ($950,000). Upon completion of all this work, 101 be from the The Ventura Freeway will pass over Moorpark Road on this interchange structure now under construction. U.S. will full freeway Los Angeles county line to Vineyard Avenue just east of Ventura, except for one location at Cunningham Road which has been temporarily deferred in order to co-ordinate the design with the Moorpark Freeway for which public hearings are now being held. Construction will also get under way within the next two to four years, depending on the availability of funds, on a project for converting the four- mile length between Vineyard Avenue and Telephone Road to full freeway. Six bridges will be required, four of which are major structures. A proposed bridge for the westbound roadway across the Santa Clara River will be 2,000 feet in length, and separation structures will be constructed at two locations over the Santa Paula branch of the Southern Pacific Railroad; also, an interchange at Victoria Avenue. U.S. 101 Alternate will be carried over both roadways of the Ventura Free- way in lieu of the present bridge over the eastbound roadway. Approxi- mately 1,100,000 cubic yards of imported borrow will be required for embankment. The total cost is esti- Looking south along fhe Las Posas Federal-Aid Secondary Road project. At left is Caguna Peak near Point Mugu. mated at $7,000,000.

42 California Highways and Public Works Construction will also be underway 1963, calls for an initial four-lane con- Road was relocated as a detour for within the next few years for modifi- struction with provision for an ulti- one-half mile to permit construction cation at the interchanges at Rice mate six lanes. The completed facility of the Wells Road overcrossing. Road—Santa Clara Avenue and at Rose will have six bridges and one pedes- When the Sign Route 126 Freeway is Road—Ditch Road at a cost of $3 50,- trian overcrossing which is a pre- completed and opened to traffic, Tele- 000, and for construction of a separa- stressed-in-place structure. A massive graph Road (the present state high- tion structure at Cunningham Drive at 14- x 14-foot reinforced-concrete box way) will be improved for permanent a cost of $300,000. at Harmon Sarranca will constitute a relinquishment to Ventura County. Completion of these projects, to- farm undercrossing for pedestrian and gether with the Agoura Road inter- vehicular traffic on abutting ranch Planning change in Los Angeles County, which lands. The Sign Route 126 Freeway begins is tentatively scheduled to be under- The most interesting feature of this at the Montalvo intersection and ex- way at about the same time, will pro- at-grade freeway is the drainage system tends easterly into Los Angeles County vide afull freeway between down- which consists of five miles 'of four- where it makes connection with the tawn Los Angeles and the City of inch gunnite channel for on- and off- Ridge Route, or the Golden State Ventura. site drainage flanking the north side of Freeway. Its total length in Ventura the freeway, amounting to 3,200 cubic County is apro~mately 36 miles. A Ventura-Santa Barbara County Line yards. Two 168-inch structure plate 14-mile portion between Montalvo Northwest of Ventura from the pipes 270 feet and 128 feet in length junction and Orcutt Road in Santa e~risting Ventura Overhead, the future pass under the freeway at Harmon Paula is presently. adopted and the re- Ventura Freeway will be on the land- and Arundell Barrancas for the unin- maining 22 miles is currently under ward side of the Southern Pacific terrupted drainage of these channels. study with a target date for adoption tracks as far as the Chanslor Oil Re- On the east end of the job, Wells in late 1963. finery at Seacliff, where the alignment crosses over the tracks and goes out into the ocean for one-half mile to avoid the refinery. North of Seacliff the freeway will follow the alignment of the present four-lane divided highway to a point one-half mile south of the Santa Bar- bara county line where it will join a freeway project presently being designed in District V. For the length from the Ventura Overhead to one-half mile south of the Santa Barbara county line, approximately 3,000,000 cubic yards of excavation and 4,000,000 cubic yards of embankment will be required. Separation structures with interchange ramps will be provided at Sea- cliff and at Mussel Shoals; also five small road separation structures. Total cost is estimated at $9,000,000. Con- struction may start on the first portion, including the section at Seacliff out in the ocean, within the next three to four years, subject to the availability of funds.

S'rgn Route 726 Freeway First construction on the Sign Route 126 Freeway, paralleling Telephone and Telegraph Roads in Ventura County, began on August 29, 1961, on a 5.4-mile section linking the future Ventura Freeway with Wells Road. The $3,922,222 project, the estimated completion date for which is May The Victoria Avenue overcrossing and cloverleaf on Sign Route 126 in Ventura.

September-October, 1962 43 struction is estimated at $2,800,000 and right-of-way at $800,000. The Highway Commission, on May 23, 1962, adopted the route for the Ojai Freeway between Foster Park and Cozy Dell Canyon northwest of Ojai. The adopted route follows, in general, the east bank of the Ventura River. The Ojai branch of the South- ern Pacific will be moved at four locations and crossed once on structure. Embankment on the west side, adjacent to the Ventura River, will be protected by riprap or other embankment protection. The location of grade separa- tions and interchanges have not yet been determined. The length of this second project will be 8.4 miles; cost is estimated at $9,900,000 for construction and $2,- 400,000 for right-of-way. When completed in future years, the Ojai Freeway (U.S. 399) will extend 57 miles from the City of Ventura to the Santa Barbara county line. As yet no route location studies are in progress on the route north of Ojai.

Pacefic Coast Freeway A section of the Pacific Coast Free- way in Ventura County has been completed since 1957 when 6.8 miles of the route was opened to traffic between Calleguas Creek and Date Street, at a total cost of $2,413,000. The overall length of the Pacific Coast Freeway (U.S. 101 Alternate) in the county is 21 miles between the Los Angeles county line near Malibu and El Rio. The entire route is adopted except for a four-mile stretch between the south This drainage channel flanks the Sign Route 126 Freeway. city limits of Oxnard and El Rio, which is currently under study with a target Design along. Starting Foster Park are well date for adoption in mid-1963. The one- mile south Plans are nearly complete and bids from a point fourth southernmost nine miles of the Pacific crossing with the will be called for early in 1963 for an of the present grade Coast Freeway in the county is also Ojai the Southern Pacific 8.5-mile extension of the Sign Route branch of under study by the Division of High- (south of Mills School), the freeway 126 Freeway from Wells Road to ways, for relocation and possible re- the and con- Santa Paula. The proposed freeway is will pass over railroad adoption in 1963. on new alignment south of Telegraph tinue to Foster Park, south of the Road—Harvard Street. Six miles of the present highway along the base of the Calleguas Creek Overerossing length is in county area and 2.5 miles mountains. Since April 11, 1962, a project has through the City of Santa Paula. Separation structures will be required been underway to construct an over- Fifteen structures will be built. The over the railroad and over Ventura crossing on the Pacific Coast Freeway project is budgeted at $7,000,000 in Avenue, and complete interchanges at at Calleguas Creek, seven miles south- the current 1962-63 fiscal year. Canada Larga Street and Casitas Pass east of Oxnard. This facility, in addi- Road. tion to Wood Road overcrossing and Ojai Freeway Construction may get underway a pedestrian overcrossing to the west, Preliminary plans for an Ojai Free- within the next five yeaxs, depending will provide further vehicular access way project between Mills School and upon the availability of funds. Con- for the U.S. Naval Test and Missile

44 California Highways and Public Works Center, which abuts the freeway. The $642,000 project, athree-quadrant interchange with east- and westbound ramp connections and four bridge lanes, will be completed in late Novem- ber of this year.

Other Road Projects Besides work completed and in progress on major freeway jobs, overcross- ings and separation structures in various quarters of Ventura County, a number of minor projects on state and local roads are also getting attention. This is a continuing policy of the State Division of Highways—keeping Cali- fornia's existing secondary and feeder routes in good repair and building new improvements where these will con- tribute to the safe and efficient movement of people and goods. Some of these projects are listed briefly as follows: Las Posas Road extension between Laguna Road and Pacific Coast Freeway, 4.2 miles, a new two-lane facility under $481,000 contract scheduled for completion in No- vember 1962; Saviers and Port Hue- neme Roads, four miles, conversion of Looking west along the paved roadway of the Ventura Freeway toward the Southern Pacific Ojai Line existing two-lane facility to four-lane overhead. divided highway with left-turn channelization, a $889,500 project already completed; Santa Susana Pass Road at the Los Angeles—Ventura county line, 2.7 miles grading, surfacing and re- alignment, aX127,000 project scheduled for completion in October 1962; grading and surfacing of 15.5 miles of various routes, a $91,000 project already completed; Telegraph Road at Ashwood Avenue and Sexton Road, 0.1 mile; signals, lighting and channelization, a $53,968 project already completed; also, bids were opened in August from a budgeted $28,600 for signals, lighting and channelization at Vineyard Avenue and the Ventura Freeway,and at Oxnard Boulevard and Pacific Coast Highway.

Simi Valley Freeway The Simi Valley Freeway (State Sign Route 118), begins at State Sign Route 126 near Saticoy and extends easterly to the Los Angeles county line, a distance of about 30 miles. The easterly nine-mile portion of this route between Madera Road in the Simi Valley and the Los Angeles county line has Construction on the Ventura Freeway near the west city limits of Ventura. The embankment to the right been adopted. The remaining 20 miles was a slide area. Cars drive along present US 701 at fhe center of the photo.

September-October, 1962 45 Spencer Cortelyou

After enjoying 13 years of retirement—preceded by 38 years of state service—Spencer V. Cortelyou died August 9 at age 83, in Claremont. Mr. Cortelyou, who had been Assistant State Highway Engineer in charge of District VII, was one of the leaders in the development of the freeway concept which resulted in the construction of California's first freeway —the Arroyo Seco Parkway between Los Angeles and Pasadena (now known as the Pasadena Freeway), opened December 30, 1940. Mr. Cortelyou was affectionately known as "Father of the Freeways," having actively participated in the many studies leading to the freeway system in the Los Angeles metropolitan area. Prior to his retirement in 1949, location, design, and construction were well under way on the "backbone" of the Los Angeles freeway system: the San Bernardino (then known as the Ramona), the Hollywood, the Santa Ana, and the Harbor Freeways. As one of the original employees of the California Division of Highways, Mr. Cortelyou started as Principal Assistant to Division Engineer W. Lewis Clarke on February 1, 1912, in Ventura Freeway construction }hroug6 the City of Venfura. The view is eastward. The Venfura River and District VII, which claimed his entire bridge is center and, just beyond, the Qjai-Ventura Freeway Interchange. career of distinguished state service. (Districts were then called divisions; and District VII originally included is currently under study with a target axnard is under study in conjunction the Counties of San Bernardino, River- date for adoption in late 1963. with the Pacific Coast Freeway be- side, Imperial and San Diego—as well tween Oxnard and El Rio. as its present three Counties of Los Santa Paula Freeway Angeles, Orange, and Ventura.) The Santa Paula Freeway (State Moorpark Freeway Sign Route 150), begins at Rincon The Moorpark Freeway (State Sign As a young man, he graduated from Point just north of the Santa Barbara Route 23), begins at the Ventura Free- the University of Nebraska in 1902, county line and joins State Sign Route way near Newbury Park and joins where he gained recognition equiva- foot- 126 in Santa Paula via Ojai. There are State Sign Route 126 in Fillmore via lent to "All American" honors in no current studies under way at this Moorpark. Its total length is 16 miles. ball. time as to the ultimate location of this A California Highway Commission He is survived by a son, Curtis; a freeway. hearing was held on September 19, daughter, Mrs. Betty Thompson; two Calleguas Freeway 1962, in Thousand Oaks, following a brothers; eight grandchildren and one The Calleguas Freeway, port?ons of district public hearing in January 1962 great grandchild. which bear State Sign Route 34, ex- to discuss route study location results tends from the City of Hueneme to of a seven-mile portion of the Moor- freeway was presented, with estimated State Sign Route 118 near Somis, a dis- park Freeway lying between the Ven- construction and right-of-way costs tance of some 14 miles. A short length ture Freeway and Tierra Rejada Road. ranging from $22.1 million to $23.3 of this freeway between Hueneme and Data on three basic lines for the future million.

4b California Highways and Public Works New Thermoplastic Applicator ra oc ri es Proves Worth in Heavy Use Areas G'ertain traffic stripes and pedestrian crosswalk striping subject to heavy use in metropolitan areas require frequent replacement. In many of these critical areas, replacement can be made only under difficulty at times of least usage. The traffic lacquer used on the highways is good, and has long life, but for certain critical locations, some- thing with better wearing qualities even though it costs more is more economical. For this reason, the use of hot melting, nonvolatile thermoplastic compounds developed for traffic marking .was considered. Recognizing the advantages of a thermoplastic-type stripe, Division of Highways Maintenance Department requested the Equipment Department to purchase and assemble on a 2 %Z - ton truck, all of the components necessary for applying thermoplastic traffic striping. Two units were constructed for use on an The complefe thermoplastic striping truck. Note the location of fhe hand applicator at the rear of the experimental truck and the hydraulic tailgate which is used to load and unload the applicator.

applicatar in operation. The stripe Note the base truck parked in the Charging the applicator with hot thermoplastic compound that has been background out of the way of traffic. heated in the kettle.

September-October, 1962 ~.~ basis in the Los Angeles and San Fran- cisco metropolitan areas. 1~t Equipment Department Head- quarters, two 2 %Z -ton tilt-cab trucks were equipped to handle the thermoplastic striping. This required designing and building special truck. bodies to carry a liquid petroleum fired kettle which would melt 800 pounds of the plastic material in one heating. To support this kettle, fuel tanks, heat exchange oil tanks, and a storage bin for the solid material were required. Special toolboxes and access steps to the truck were also required. The thermoplastic applicator, which is hand operated, is carried from job to job on the truck. It is loaded and unloaded by means of a hydraulically operated tailgate, which also acts as loading platform when the applicator is charged. The entire striping unit is self-contained, so that it may operate away from its headquarters without the necessity of frequent returns for service. In operation the material is heated to approximately 600 degrees in the kettle, and then is poured into the hand-operated heated applicator from the heated material is poured Liquid petroleum in these fuel tanks is used for the thermoplastic heating operation. which onto the pavement at temperatures between 400 and 450 degrees. The stripes can be poured in widths of 4 inches, 8 inches, and 12 inches. The depth of the stripe is approximately one-eighth of an inch. If beads are required, they may be mixed in with the heated material for exposure as the stripe wears, and a surface layer of beads may be dropped onto the stripe from a bead dispenser mounted on the applicator. The material wile harden sufficiently within eight minutes at an atmospheric temperature of 90 degrees to allow " traffic over the lines without pickup or impression. At SO degrees Fahren- heit the material requires five minutes to harden. The plastic will not break down or deteriorate when in its heated liquid form for long periods of time, and repeated heating does not harm it. Material costs are much higher than traffic lacquer. Application is much slower than painting: However, the increased wearing ability and the elimination of repeated striping under adver~e conditions compensate for the added cost of the thermoplastic stripes. Charging the kettle with solid fhermop/asfic material. Repeated heating of the material does not harm if.

48 California Highways and Public Works ('~ Route Adoptions Now Exceed J Half of State Freeway System

The California Highway Commis- FREEWAY ROUTE ADOPTED ABERDEEN sion has passed the halfway mark in ESORT the adoption of routes for the 12,414- ~, EX/ST/NG ROUTE pr mile California freeway and express- pP ~D way system established by the 1959 ~ xs - ,a Legislature. As of August 23, when - ~o -~ ~~~~ Ro gishoP the commission closed its August meet- ~~s Rl✓EF ing, 6,240.5 miles of freeway routes had been adopted. The halfway point ~ ~~i~~ was actually reached in July when the '44ue •f commission adopted 10.1 miles of August involved a public hearing by Weldon and Weldon designated as a freeway routes to bring the total to the commission itself. Such hearings freeway. Route itself adopted in 1956. 6,213.2 miles. were waived by the cities and coun- Los Angeles County—Routing for Interstate Standards ties involved. the Route 61 (Glendale) Freeway in The freeway Los Angeles and Glendale and expressway sys- Routings Listed between tem includes nearly 2,200 miles of Avenue 36 and Verdugo Boulevard, a July and August freeway route state highways on the national distance of 6.3 miles. The route runs inter- adoptions: state system, which are being built to east of the e~sting highway, which is Imperial interstate standards. The system will County—Routing for 6.5 part of Sign Route 2. miles of U.S. Highway also include a number of miles of 80 about five miles Timber Trestle Replaced "two-lane expressways" which will west of Winterhaven. Route follows have access control for traffic safety the existing highway. Mendocino County—Routing for an and the preservation of the highway Inyo County—Routing for the re- access-controlled highway on State against random encroachment. location of 10.9 miles of U.S. High- Sign Route 1 in the vicinity of De The freeway and expressway sys- way 6-395 between five miles north Haven Creek. Will eliminate a wide tem eventually will link all cities of of Independence and Black Rock, loop and allow for replacement of a 5,000 or more population and will about 10.8 miles south of Big Pine. timber trestle. carry 59 percent of the total vehicle Route runs for the most part about a Modoc County—Routing for the re- travel when completed. Completion is mile to the east of the e~sting high- alignment of two miles of U.S. High- scheduled in 1980 at an estimated cost way and on a more direct line. way 395 in Modoc County between of 10 %Z billion dollars. 0.7 mile north of the Lassen-Modoc Adopted in 1956 County line and 0.1 mile north of Hearings Are Waived Kern County—Three miles of State County. Road 63 near Likely. Route None of the corrunission's eight Sign Route 178 (Walker Pass High- runs just to the west of the present freeway route adoptions in July and way) between three miles west of highway and generally parallel to it. GLENDALE FREEWAY 0 J Im ,Previous/y Adopted

~a ~ e~~p. \ ROUTE L ps F9c — CANADA ~i ~~ VERDUGDO A ~:. A ~ E F O~ Q ~ L ~~_- J 2 ~' ~VERpCGO BLVD. ~J AO~k C e S .~?^% ~ BBL FREEWAY ROUTE ADOPTED ~~ ~~ o~ ~~ P" ?~ V~~

September-October, 1962 49 FREEWAY ROUTE ADOPTED CAPITOL AVE ~ ~ A 16 ~ N OLSOM G~ -p ~ ~ ~ 9 P ST m F N ~O F- IZ— N IZ- p ~ ~ N Iry ~ In 50 S. P. R. R. G N Q Z T S T a-~ T ST O S ATE, S T ~~ ~ ~ C R A M EsNZT O aa~ CALIFORNIA M STATE a W BSA,. FAIRGROUND

San Di OCity Lin ~P~~-_., ~! ~o~;> ~" `~ \ \ S A N D I E G 0 QPr~ ~% Previous/y Adopted Route 280 / Previous/y Adopted Route 24/

Sacramento County—Routing for ~.~ miles of U.s. H~ghWaY so ~n say- AT 30th ANNUAL A.B.T.T.A. MEET ramento between 34th Street and BRADFORD IS SPEAKER ~„ Brighton. The route runs south of the present highway (Folsom Boulevard). ``~`_ r It is adjacent to and parallel to the ~~ ~ ~, Southern Pacific Railroad tracks and ,r close to the industrial development east of 57th Street.

Future Freeways ~ + ~ ConnecTs ~' ~`\ t g~ San Diego County—Routing for 5.1 miles of State Highway Route 285 in ~' ~°~~~~ "~ ~ y ~~ E ~~ the San Diego area between the ~ ~~ ~ ~ ~,~ ~z'~ ~~ -;.. adopted route for State Highway = ~ ~~ ~ ~ ~ ~ '► ~! ~, E ~~ ~ . -- Route 241 (Interstate 805) and the ~ '' -a ; ~~~. ~ s ~ ~~p' `~ adopted route for State Highway ___ "` ``_ -~° Highway Transportation Agency and Secretary of Route ZHO. Robert B. Bradford, Administrator of the California the California Toll Bridge Authority, was one of the principal speakers at the 30th annual meeting of fhe Tile p1aIlIIeCl R011te 2g5 F'TeeWS~' gmerican Bridge, Tunnel and Turnpike Association, held in San Francisco from September 30 to October and Treasurer of the Davenport Bridge Wlll serve aS a major CflSt-West COri- 4. Others shown are (left to right) H. G. Lohmiller, Secretary Commission, Davenport, Iowa; Norman C. Raab, Projects Engineer, Division of $an Francisco Bay Toll 11eCt1Tlg' tllg'~'1W7y between the LZVO Crossings; and John Pershing, General Manager of the Richmond-Petersburg Turnpike Authority of other future freeways. e;~timo~d, Virginia, and president of the association.

50 California Highways and Public Works e era e — o By G. G. McGINNESS, Assistant Office Engineer

(This supplements the article by Assist- aid systems on a SO-50 matching basis; Publie Hearings ant Office Engineer R. F. Reynolds, which and an increase in the federal ratio of The policy of the California High- appeared in the January—February 1950 participation in the cost of right-of- way Commission as adopted on July issue of California Highways and Public way from 33 %3 percent to 50 percent. 15, 1948, provided for the Works.) holding of The 1950 act also included two new public hearings where From the first apportionment in 1916 proposed free- features of importance to the states. way improvements through June 30, 1951, California had contemplate use of One was the requirement for the estab- other than the traversable received a total of over $281,000,000 of state high- lishment of a secondary road unit in way. This policy was amended federal aid and other federal funds on July each state highway department desir- 23, 195 3, and restated on February which aided in the financing of our 18, ing to utilize federal-aid secondary 1955. The commission again revised highways and roads. Since June 30, its funds. The other new feature pro- freeway route adoption 1951, the total has risen to over $1,700,- procedure in vided, as acondition of approval of any 1958 "to provide additional 000,000 including the apportionments guarantees federal-aid project involving the by- that local views will be fully heard and for the 1961-62 fiscal year. The fed- passing of any city or town, that the carefully considered." (See California eral aid for the 1962-63 fiscal year state highway department certify to Highways and Public Works, March— amounts to more than the total for all the Commissioner of Public Roads that April 1958.) the 35 years prior to July 1, 1951. it has had public hearings and consid- The 1950 federal act also increased The national statement of policy ered the economic effects of such a the ratio of federal participation to 100 concerning future federal-aid for high- highway location. percent in the improvement of a fed- ways, as adopted by the American As- Both of these requirements had al- eral-aid highway project within Indian sociation of State Highway Officials on ready been provided for in California. reservations, nontaxable Indian lands, November 21, 1949, resulted in the enactment of federal-aid legislarion that incorporated, for the most part, the association's recommendations.

Aet of 1950 The Federal-aid Highway Act of 1950 provided federal-aid highway authorizations totaling $500 million for each of the fiscal years ending June 30, 1952, and June 30, 1953. While this act did not include an authorization for the Interstate Highway System nor were the authorizations for the other three classes of federal-aid roads as e~rtensive as recommended by A.A.S.H.O., it did, however, provide fora $50 million annual increase over the sums authorized by the 1948 act. Also the 1950 act embodied, with some modifications, the association's recommendations concerning the following: the use of federal funds for the retirement of bonds issued by a state for the construction of toll-free facilities; the withholding of federal funds from a city or county for failure to properly maintain a road which they have agreed to maintain instead of withholding from the state as a whole; the authorization of $5 million for dis- damaged highways on the PRIMARY—US 107, the Redwood Highway, in Marin Counfy is on the Federal-Aid Primary System. This aster federal view is looking south across fhe Greenbrae Interchange and Corfe Madera Creek.

September-October, 1962 51 and national parks and monuments un- years, respectively, as estimated reve- half in the ratio which the population der the jurisdiction of the Department nue in accordance with state law. of each state bears to the total popu- of Interior. The sums of $6,530,546 and $6,540,- lation of all the states, as shown by 919, which represent 87'/z percent of the latest available federal census, First Intestate Funds the secondary apportionments, were (with the guarantee that no state re- The Congress of the United States, reapportioned by the State to the ceives less than three-fourths of one recognizing the importance of early counties for improving county road percent of the money), and one-half improvements to the national system sections of the secondary or feeder in the manner provided for app~rtion- of interstate highways, provided an ini- road system in accordance with the ing primary federal-aid funds. Thus rial authorization of $25 million a year California Secondary Highways Act the interstate apportionments were for atwo-year period, beginning July of 1951. based two-thirds on population, one- enactment of the Fed- 1, 1953, in the New FAS Procedure sixth on axea, and one-sixth on post eral-aid Highway Act of 1952. A radical departure from previous road mileage. At that time California's The 1952 act also increased the federal-aid legislation and procedure share of the total apportionment was yearly authorizations for the other appeared in the Federal-aid Highway 6.19 percent. three classes of federal-aid highways Act of 1954. This was the permissive The 1954 federal law also increased from a total of X500 million to X550 acceptance by the Secretary of Com- the ratio of federal participation in million for the 1954 and 1955 fiscal merce of a certified statement by the expenditures for interstate projects to years. state highway department that an ap- 60 percent of the cost plus an in- Basis for Apportionmsnf proved programmed secondary or creased percentage for the so-called The apportionment of interstate feeder road project had been com- "public lands states." Under the 1954 funds was made to the states on the pleted in accordance with the stand- act, federal participation in California same basis as provided by existing law ards of design and procedures of con- interstate projects was 66.75 percent. for the apportionment of primary struction adopted by that state and The research powers of the Secre- funds, i.e., on the basis of area, popu- previously approved by the Secretary tary of Commerce were considerably lation, and post road mileage. The fed- of Commerce. This certificate re- broadened by the provisions of the eral matching ratio for interstate funds placed the long-established procedure 1954 act so that the Bureau of Public same 50-50 basis as au- remained the of plan, specification and estimate sub- Roads might engage in research on all classes of thorized for the other three mission to and approval by the Bu- phases of highway construction, main- pri- federal-aid highway funds, i.e., reau of Public Roads on each indi- tenance, safety, financing and traffic re- mary, secondary and urban (also vidual project. conditions and have authority to test, ferred as "A," "B" and "C" funds, Since one of the primary o ~ectives develop, or assist in the testing and respectively, from the sections of of the federal-aid secondary ~ighway development of any material, inven- the federal highway acts pertaining program (that of aiding the counties tion, patented arricle or process. Such thereto). in developing adequate highway engi- research work may be carried out in Public demands for expediting high- neering organizations) was well along co-operation with any other branch of way construction were partly met by toward complete accomplishment in the government, state agency, author- an added stimulus in the approval of California, there was no longer a need ity, association, institution, corpora- the Federal-aid Highway Act of 1954 for close federal supervision. It, there- tion (profit or nonprofit), or any which provided a total authorizarion fore, was only natural. that California other organization, or person. for each of the fiscal years ending one of the first to sign an would be Authorizes Other Studies June 30, 1956, and June 30, 1957, of agreement under the plan. This be- Secretary of Commerce was di- $875 million. This yearly amount in- came effecrive February 1, 1955. The rected by the 1954 act to include in cluded X700,000,000 for the ABC The substitution of state for federal the highway research pro- systems and $175,000,000 for the inter- engineers in the field during the de- authorized gram studies of economic highway state system. sign and construction phase of the geometrics, structures, and desirable California's apportionments under FAS projects has developed a closer weight and size standards for vehicles the 1954 act are shown in the accom- association between the counties and using the public highways and of the panying table. the State resulting in a better under- feasibility of uniformity in state regu- APPORTIONMENT UNDER 1954 ACT standing of mutual problems. CALIFORNIA lations with respect to such standards System 19SS-S6 F.Y. 1956-S7 F.Y. Apportioning Method Changed and submit reports thereof of such Primary ______X14,495,550 $14,521,798 Secondary ______7,463,481 7,475,335 The 1954 Federal-aid Highway Act studies to the Congress of the United Urban ______15,378,016 15,417,145 also changed the method of apportion- States. Interstate ______9,770,990 9,792,836 ing interstate funds among the States. Another important feature of the Total ______$47,108,037 $47,207,114 Instead of equal weight being given 1954 act was the directive requiring The total sums of X47,108,037 and for the factors of area, population and the Secretary of Commerce to prepare $47,207,114 were added to the Cali- mileage of post roads, the new inter- a codification for action by Congress fornia State Highway Fund Budget state money was divided among the of all existing federal laws pertaining for the 1955-56 and 1956-57 fiscal states in the following manner: one- to federal-aid highway construction

52 California Highways and Public Works and to supplement such a proposed codificarion act with recommended federal-aid highway legislation. The result was that the federal laws relaring to highways were revised, codified, and re-enacted on August 27, 1958, as Title 23, United States Code, "Highways."

Financing Study Perhaps the most important provision contained in the 1954 act is the one that required the Secretary of Com- merce to make a complete study and submit a report to Congress not later than February 1, 1955, of all phases of highway financing, including a study of the cost of completing the several systems of highways in the states and of the progress and feasibility of toll roads with particular attention to the possible effects of such toll roads upon the federal-aid highway programs. Preliminary estimates obtained from this report (enritled "Needs of the Highway Systems, 1955-84," House Document No. 120, submitted to Con- gress March 25, 1955) were used as a SECONDARY—This new bridge over the Tuolumne River on Stanislaus County Federal-Aid Secondary basis for President Eisenhower's 10- Road 914 (Geer-Albers Road) north of Turlock is one of fhe many recent projects financed by FAS, Stafe year national highway program. and county funds. The Federal-aid Highway Act of 1956 implemented the President's pro- The sums authorized by the 1956 ards adequate to accommodate the gram by authorizing the appropriations act for fiscal 1957, 1958 and 1959 were types and volumes of traffic forecast shown in the accompanying table. apportioned on the same basis as those for the year 1975. under the 1954 act. The apportion- Estimates Required FEDERAL-AID HIGHWAY ACT APPROPRIATIONS ments for subsequent years were to be For fiscal The 1956 act provided that sums to based on revised estimates of cost. be appropriated for the fiscal years year ending ABC Interstate The federal share of cost of projects June 30 systems system 1960 through 1969 would be appor- on the interstate system was increased 1957 X125,000,000 $1,000,000,000 tioned among the several states in the to percent plus an 1958_------850,000,000 1,700,000,000 by the 1956 act 90 ratio which the estimated cost of com- 1959 875,000,000 2,000,000,000 increment based on the area of public pleting the interstate system in each 1960 2,200,000,000 within which, at the land the state state bears to the sum of the estimated 1961_ 2,200,000,000 time, made federal interstate participa- 1962–------2,200,000,000 cost of completing the system in all of tion in California 91.68 percent. 1963 2,200,000,000 the states. It required such estimates to California's additional apportion- 1964 2,200,000,000 be submitted to the Congress by the 1965 2,200,000,000 ments under the 1956 act are shown Secretary of Commerce in January 1966 2,200,000,000 in the accompanying table. 1967 2,200,000,000 1958, 1962, 1966, 1967 and 1968. When 1968 1,500,000,000 CALIFORNIA'S ADDITIONAL APPORTIONMENTS approved by Congress, these estimates 1969 1,025,000,000 UpDER 1956 ACT were to be used in making apportion- 1957-58 1958-S9 ments for following fiscal years. Total______X24,825,000,000 System fiscal year fisccsl year It also provided that apportionments The above authorizations for the Primary ______$17,656,495 $18,821,209 9,051,859 9,762,001 would be available for expenditure for 1957 fiscal Secondary year were in addition to Urban ______---- 19,000,084 19,461,116 two years after the close of the fiscal those under the 1954 act resulring in Interstate ______96,947,850 115,365,437 year for which they were authorized a total apportionment to California for and that funds covered by formal fiscal 1957 as follows: Total______-- $142,656,288 $163,409,763 agreement for specific projects would Primary _- _ $17,118,341 The Federal-aid Highway Act of be deemed expended. This same prin- Secondary ______8,8G6,491 1956 provided for 41,000 miles of high- ciple applies to ABC funds as well as Urban _____- 18,211,275 ways comprising the "national system interstate. Interstate ___ 66,820,982 of interstate and defense highways" to The act set definite weight and width Total_____- $110,957,089 be fully completed in 1972, to stand- limitation for vehicles using the inter-

September-October, 1962 53 state system. If state law permits these flood control, drainage and reclama- for the ABC systems under the regular federal limitations or similar limitations tion works are not utilities, the reloca- formula for apportionment and ratio effective under state law on July 1, tion or reconstruction of such facili- of participation. The authorization for 1956, whichever is greater, to be ex- ties must be handled as construction the interstate system was increased to ceeded, no apportionment of interstate contracts. Often it appears expedient $2,500,000,000 for each of these fiscal funds to the state can be made. to have such work done by the owners years but the 1959 act cut the fiscal The interstate standards require rather than include it in a highway 1961 authorization back to $2,000,000,- construction of highways with the construction contract. 000. (At the same time the fiscal 1959 characteristics of freeways and with authorization was increased to $2,200,- State Retains Responsibility access fully controlled. The 1956 act 000,000 by the 1958 act.) Although federal regulations permit prohibits the addition of points of California's apportionment these a state highway department to have of access to or exits from an interstate funds are shown in accompanying work done on a federal-aid project by an project without prior approval of the table. Secretary of Commerce. a local public agency, the State retains The act contains a section full responsibility for all phases of STATE'S APPORTIONMENT UNDER 1958 providing HIGHWAY ACT for predetermination of prevailing such a project and the necessary pro- System 1959-60 F.Y. 1960-61 F.Y. wages by the Secretary of Labor cedures. are prone to complications which make this manner of perform- Primary ______$19,253,224 X17,451,261 under the Davis—Bacon Act. In com- Secondary ______9,970,730 9,224,241 pliance with this section, the Secretary ance undesirable: All of the federal Urban ______20,017,148 19,946,525 Interstate of Labor's wage decisions are included approvals needed for a project han- ______252,779,750 181,086,840 dled by the in the contract special provisions for State, such as programs, Total ------$320,020,852 $227,708,867 every interstate project. plans, specifications and estimates, and concurrence in award of contract, are The above interstate apportionments Hearings to Be Certified necessary when handled by a local reflected a new formula by which Cali- The matter of public hearings was public agency. fornia received over 10 percent of the enlarged upon in the 1956 act. For a The labor compliance provisions nationwide total, based on the needs to federal-aid highway project involving including wage decisions by the Secre- complete the interstate system as esti- the bypassing of, or going through, tary of Labor, copies of contractor's mated in 1958. any city, town or village, either in- payrolls, and reports are equally ap- Although the fiscal 1961 authoriza- corporated or unincorporated, the plicable to projects on the interstate tion for interstate was $2,000,000,000, State must certify that public hearings system performed by a local agency. the amounts estimated to be available have been held, or an opportunity for Complications can arise if t e agency from the trust fund were not consid- hearings has been afforded, and that uses other than the approve current eredsufficient to cover the expenditure the economic effects of the location standard specifications of the State. of that sum so the above interstate ap- have been considered. If hearings are Also, certifications that the right of portionment is based on a national total held, copies of the transcript of such way is clear can be difficult to obtain of ~i,soo,000,000. hearings must be submitted to the from a third party. The ABC apportionments above for bureau. Whenever possible, all work in con- fiscal 1961 reflect the apportionments The 1958 resolution of the Califor- nection with a project on the inter- reduced by one-half of the money nia Highway Commission, based on state highway system is handled as a needed to pay back the borrowed "L" practices in effect prior to 1949, set regular state highway contract except funds, which will be subsequently ex- forth the policy and procedure for when the work involves a utility facil- plained. compliance with the above hearing ity. requirement. For the immediate acceleration of The Highway Revenue Act of 1956 the rate of highway construction on Based upon a report of a study made provided for a federal gasoline tax the ABC systems, the 1958 act also by the Secretary of Commerce, in co- of 3 cents per gallon and revised authorized the additional amount of operation with the state highway de- other highway user taxes. A Highway $400,000,000 for the fiscal year ending partments and other interested parties, Trust Fund was created into which June 30, 1959. It also authorized an ad- the 1956 act authorized the participa- the motor vehicle fuel and other high- ditional $200,000,000 for the interstate tion of federal funds in the cost of way user taxes are deposited. Despite system for the same period. relocation of utility facilities necessi- expenditures from the trust fund California's apportionment tated by the construction of a federal- the authorizations and apportionments, of these additional funds was follows: aid project. cannot exceed receipts (except in as Because federal apportionments are cases where advances may be made 1958—S9 fiscal based on the estimated cost to com- from the General Fund). System year additional plete the system, it is essential that Primary ------_ $8,647,217 federal fund participation be obtained Act of 1958 Secondary ______—______4,485,055 in alI improvement work in connec- The Federal-aid Highway Act of Urban ------. 8,941,216 Interstate ___.______11,594,516 tion with the interstate highway sys- 1958 authorized $900,000,000 for fiscal tem. As storm drains, storm sewers, 1960 and X925,000,000 for fiscal 1961 Total X33,668,004

54 California Highways and Public Works The Federal-aid Highway Act of 1961 approved the apportionment of interstate funds for the fiscal years end- "ing June 30, 1963, 1964, 1965, and 1966 on the basis of the estimate of cost of completing the interstate system as submitted to Congress on January 11, 1961. California's apportionment factor for these years is 9.656 percent, based on X2,458,512,000 to complete the interstate system in California and $25,461,- 915,000 to complete the whole nationwide system. It also amended the authorizations for the interstate system to the following:

Fiscal year ending June 30 Authorization 1957______X1,000,000,000 1958------1,700,000,000 1959.______2,200,000,000 1960------2,SOO,000,OOQ 1961------_-___------1,500,000,000 1962______2,200,000,000 1963------2,400,000,000 1964______2,600,000,000 1965------2,700,000,000 1966------___ 2,800,000,000 URBAN—The heavily traveled Harbor Freeway in Los Angeles, running from fop to bottom in this photo, is an example of a Federal-Aid highway on fhe Primary system; wifhin an urban area. The interchange 1967------2,900,000,000 at left center connects it with the Santa Monica Freeway, Which is on the Interstate Sysfiem. 1968------3,000,000,000 1969------3+000+000+000 The above funds, known January estimate of ABC as 7, 1958, of cost 1970______3,000,000,000 "D"funds, used for projects interstate system were to be completing the as the 1971_____ 2,885,000,000 on which contracts could be awarded basis for apportioning funds for the or work commenced prior to Decem- 1960 fiscal year and the 1959 act pro- Total $36,685,000,000 ber 1, 1958, and completed before De- vided further that it be used for the cember 1, 1959. These funds were ap- 1961 and 1962 fiscal years. The 1961 act extended the four-cent portioned in the regular manner but The 1959 act increased the federal federal gasoline tax indefinitely and in- the federal share of projects to be fi- tax on gasoline to 4 cents from Oc- creased various other highway user nancedwith this money was two-thirds tober 1, 1959, to January 1, 1961. taxes which are deposited in the High- way Trust Fund. plus the "public lands" additive. The Federal ~Iighway Act of 1960 To further accelerate the "D" fund authorized $925,000,000 for the pri- Another important provision of the program, the 1955 act authorized mary and secondary systems and urban 1961 act was to permit the use of the $115,000,000 as loans to the states extensions airspace above and below the grade which might have difficulty in provid- for the 1962 fiscal year and for ing matching money. These were the same for the 1963 fiscal year. line of the highway pavement known as "L" funds which were paid California's apportionments for these purposes that will not impair the full back one-half in fiscal 1961 and one- years are shown on the accompanying use and safety of the highway. half in fiscal 1962. table. As it was anticipated that revenue California used "L" funds as follows: CALIFORNIA'S SHARE OF 1960 HIGHWAY from taxes to be deposited in the 1958-59 fiscal ACT FUNDS Highway Trust Fund would not keep System year"L"funds 1961-62 1962-63 pace with the authorized spending, in Primary ------$3,163,812 System fiscal year fiscal year reimbursable obligation Secondary ______1,074,665 Primary ______$19,664,114 $22,247,521 October 1959 Urban _—______1,050,650 Secondary ______9,303,650 10,532,114 ceilings were established by the Bu- Total______—___ $5,289,037 Urban ______24,525,621 25,004,182 reau of Public Roads. California's ceil- [nterstate ______220,070,812 228,847,200 As indicated earlier, the Federal-aid ing for fiscal 1960 was set at $226,965,- Highway Act of 1958 approved the Total______$273,564,197 $286,631,017 000. Within this period intermediate

September-October, 1962 55 ceilings were set which created cumu- COMPARISON OF APPORTIONMENTS of one-third area, one-third popula- AND RELEASES larive ceilings as follows: tion, and one-third post road mileage. Apportion- The values of these elements at present Aefual Obligations Fiscal year meet Releases are as follows: July 1 to September 30, 1959____ X21,427,000 Unobligated In area, the United States has October 31, 1959 35,363,000 balance 6/30/59__ X138,121,654 3,618,659 square December 31, 1959______.__ 62,603,000 miles, California 1959-60 $226,965,000 square March 31, 1960 ______144,784,000 158,693 miles or 4.39 percent 1960-61_____ 227,708,867 235,584,000 June 30, 1960______226,965,000 of the United States total. 1961-62____ 273,564,197 288,774,000 In population (.1960 census), the On July 1, 1959, California 1962-63______286,631,017 174,703,0001 had a Subtotals__. United States had 181,672,719, Cali- balance of X926,025,732 X926,026,000 X138,121,654 of the 1959- 1962-63---- -_----__------246,190,000@ fornia 15,717,204 or 8.65 percent of 60 and prior apportionments which 1963-64____ 305,255,800 79,075,000 3 the United States total. was subject to these spending ceilings. In post roads, the United States has As can be seen from the increments Totals X1,231,281,535 $1,251,291,000 of 2,665,294 miles, California 73,524 X13,936,000 and X2'7,240,000 for the i First quaztei 1962-63 'Scheduled fox last tluee quarters 1962-63 miles or 2.76 percent of the United second and third 3 Estimated periods respectively, first quaztex 1963-64 States total. the ceilings created a low rate of obligation in the first part of the fiscal It is anticipated that the release for (B) Secondary System year which prevented the first quarter of 1963-64 will be California from The apportionment totaled ~ 10,178,- making full use of the apportionment more than sufficient to bring the total 000. This is over 3 %Z percent of the and resulted in a releases in balance with the total ap- slowdown in our $285,000,000 authorized for all of the rate of project portionments. advertising. By July 1, states. 1960, all but a few dollars of the funds Under reimbursement planning pro- The apportionment of secondary available had been obligated. The sum cedures, we may proceed with proj- funds is based one-third on area, one- of $58,896,000 was made available ects in excess of the reimbursable third on rural population, and one- on July 1, 1960, and like amounts obligation ceiling by agreeing that third on post road mileage. The rural on August 2, 1960, October 10, 1960, federal reimbursement will not be population element is as follows: and February 10, 1961, making a total made until funds are available for of X235,584,000 released for the fiscal payment from the Trust Fund. These For the United States, 55,364,668; for California, 2,144,049 (3.87 percent year ending June 30, 1961. By May are called "E" projects. In July 1962 of the United States total). 17, 1961, all but X35,671.32 of this "E" projects in California totaled The other two elements are the available money was obligated. about X26,000,000. These have been converted and their value deducted same as for primary. On May 19, 1961, $72,189,000 was from the current reimbursable obliga- made available for Extensions obligation; the tion balance and reimbursement will (C) Urban balance was $18,507,509.36 on August be in accordance with an established The apportionment totaled $25,274,- 21, 1961, when $72,195,000 was re- schedule over athree-year period. 000. This is almost 11 percent of the leased. On December 1, 1961, X237,500,000 authorized for all states. and The Federal-aid Highway Act of March 15, 1962, additional releases of 1961 authorized $2,600,000,000 for the Urban funds are apportioned on the $72,195,000 were made available mak- interstate system for the fiscal year basis of population in places of 5,000 ing the total for the year x¢288,774,000. ending June 30, 1964, and $2,700,000 or more which in 1960 was as follows: By June 30, 1962, practically all of for fiscal 1965. In the 1962 act Con- For the United States, 120,347,251; this available money was obligated. gress authorized $950,000,000 for the California, 13,173,572 (10.95 percent For the 1962-63 fiscal year, ~420,- primary and secondary systems and of the United States total). 893,000 has been scheduled for obliga- urban e~rtensions for the 1964 fiscal year (D) Interstate System tion. Of this amount $76,401,000 was and $975,000,000 for 1965. released on June 14, 1962 and ~9.8,302,- The federal-aid apportionments to The apportionment totaled $247,- 917,800. This 9.656 percent of the 000 on August 14, 1962. These two re- California for the 1963-64 fiscal year is X2,600,000,000 authorized by the 1961 leases during the first quarter of fiscal will be substantially as follows: Federal-aid Highway Act for all 1963 together with the prior releases (A) Primary System states. equal the total of the unobligated The apportionment totaled $21,886,- These funds were apportioned on balance of the apportionments on July 000. This is a little over 5 percent of the basis of the 1961 estimate of the 1, 1959 and the subsequent apportion- $427,500,000, after provision to appor- cost to complete the system which is ments for fiscal 1961, 62 and 63. tion not less than 0.5 percent to each as follows The accompanying table is a com- state, which was authorized for ap- For the United States, ~25,461,915,- parison of the apportioned funds and propriation to all states by Congress. 000; for California, X2,458,512,000 reimbursable obligation releases since The apportionment of primary funds (9.656 percent of the United States the controls were made effective. to the states is computed on the basis total).

56 California Highways and Public Works Summary of Federal Aid to California this provision, programs for federal-aid areas, may now, under the 1962 act, be for 7963-64 Fiseal Year projects in any urban area of more than located both in rural and urban areas. ______X21,886,000 Primary 50,000 population will not be approved This provision will alleviate a situation Secondary _____ 10,178,000 wherein counries often Urban ------25,274,000 without a finding by the Secretary of in California Interstate ______--- 247,917,500 Commerce that such projects are based found themselves with deficient FAS on a continuing comprehensive trans- roads in the urban fringe areas which $305,255,800 Total portation planning process carried on were not eligible for FAS financing. co-operatively the state and the lo- Also, with more FAS projects reach- This total is ,over 8 %Z percent of by some perhaps crossing city- the $3,550,000,000 authorization for cal community. ing and closer co-operation all of the states. For federal adminis- Of the funds apportioned for expen- county boundaries may well be an tration and reasearch, 1 % percent was diture on the A, B, C, and interstate between these agencies derived from the deducted before apportionment to the systems, since 1944 federal law has al- additional benefit federal-aid program. states and the above authorizations lowed 1 %Z percent to be spent for high- have been reduced by this percentage way planning and research. As previ- BRIDGE prior to figuring the estimates of ap- ouslymentioned, the research activities FEATHER RIVER portionments. of the Bureau of Public Roads were The new $9 million double-decked Federal-aid bridge over the west branch of the The esrimated federal-aid appor- broadened by the 1954 Highway Act. As evidence of the in- Feather River and a 13-mile section of tionments for the 1964-65 fiscal year research in the U.S. 40 Alternate from Wicks Corner are as follows assuming the same creased emphasis on highway field, the 1962 act makes the on the Oroville-Chico Road to Jarbo factors as used for the 1963-64 fiscal 1 %Z percent of the Gap in the Feather River Canyon has year: expenditure of the funds for planning and research man- been opened to traffic. This construc- Primary $22,437,000 datory. The act also provides that, in tion is the first link of the X25 mil- Secondary 10,421,000 to one-half lion rerouting of the Feather River Urban 26,348,000 addirion to the above, up Interstate ______257,453,000 of 1 percent of the A, S and C appor- Highway necessitated by the pro- rionments may be spent for highway jected Oroville Dam project. Another X316,659,000 research and planning upon request by highway link from two miles south of Oroville to the city limits will be An entirely new phase has been the state. federal-aid secondary highway completed this month. A third link added to the highway right-of-way ac- The system, previously confined to rural is under construction. quisition program by a provision in the 1962 Federal-aid Highway Act which concerns relocation assistance to individuals, families and businesses displaced by acquisition or clearance of rights-of-way for any federal-aid highway. Under this provision, the state highway department must give satisfactory assurance to the Secretary of Com- merce that advisory assistance will be given to displaced families before authorization will be granted to call for bids on a federal-aid project.

Relocation Paymen4s The act also provides that the federal government will participate in relocation payments made by a state highway department to the extent of $200 in the case of an individual or family or $3,000 in the case of a business or nonprofit organization. A state is not required to make relocation payments unless authorized by state law. Another provision of the 1962 act, which reaches into an area that has been given increasing consideration by highway engineers, concerns transpor- INTERSTATE—Interstate 5 traverses California from south to north. This section of it is a part of US 701 tation planning in urban areas. Under in the San Clemente area, about midway between San Diego and Los Angeles.

September-October, 1962 57 dr1 le O- OrOnd O r~ e

In accordance with authorization proposal on record on which the tives appeared at the CI'BA meeting, given by the California Toll Bridge Corps of Engineers can make a find- while opposition was expressed by the Authority at a meeting in San Diego ing-of-facts report. City Council of Coronado and some on October 8, the Division of High- The Corps of Engineers has respon- organizations in that city, and by em- ways has made a formal application to sibility under federal law for permit- ployees of the ferry service now car- the United States Army Corps of En- ting installation of structures across rying vehicular traffic between the gineers to construct a toll bridge be- navigable waters. In accordance with two cities. tween San Diego and Coronado. its regular procedure involving large Governor Edmund G. Brown, The proposed structure, to be built structures, the corps is expected to call Chairman of the Toll Bridge Author- of steel and reinforced concrete, calls for public reaction in malting its re- ity, emphasized that approval of the for four lanes of trafric with a 10-foot port. applicarion for a permit did not mean median dividing strip. Minimum ver- Support for the proposal was ex- that the authority had approved pre- tical clearance would be 185 feet pressed by numerous organizations in cise termini for the toll project, espe- above mean high water through most the San Diego area whose representa- cially at the Coronado end. of the width of the main 960-foot navigation span. The location of the proposed bridge, as recommended by the Divi- sion of Highways in a 151-page report submitted to the CTBA summing up studies carried on under authority of the Budget Acts of 1961 and 1962, is between Crosby Street in San Diego and Fourth Street in Coronado. A bridge at this location, costing an estimated total of $29,627,000, was recommended as being the most practical of nine alternate possibilities studied, seven of which were found to be financially feasible. Five of the al- ternatives involved two-lane tube construction; the other four involved four-lane bridges (four-lane tubes ~~ere found too costly to be considered). It was brought out at the two-hour meeting and hearing of the CTBA that opposition to the bridge project is expected from the United States Navy; but the application for a permit PHOTO ABOVE shows recommended bridge line "E" between Fourth Sfreef in Coronado to Crosby Street in San Diego. The view is noHheastward. PHOTO BELOW is of an archifecfural drawing showing is necessary in order to get a definite the deck-type truss proposed for bridge spans in the 960-foot range.

58 California Highways and Public Works District VII Loses HASH RETIRES: STAFF CHANGES ARE LISTED M. F. 'Mique' Nelson Two promotions and a retirement Myron F. "Mique" Nelson retired have been announced by the California September 28 after 11 years as artist Division of Highways. and delineator with the Division of R. V. Potter, an assistant planning Highways district office in Los An- engineer, has been named to the post geles. of systems research engineer, replacing His cartoons have appeared regu- A. M. Nash, who retired October 1. larly in statewide C.S.E.A. publica- J• tions. His is also well known for his engi birdseye drawings of freeway interchanges which aid the layman in visu- alizing the appearance of future freeway construction, a technique he developed during his freelance days in Oakland before he came to work for the division. Born in Tulare, California, Nelson grew up in Oakland, where he became a freelance commercial artist. He served with a Red Cross ambu- lance unit in France during World asses War I. died He was associated with Walt Dis- ney Productions for 17 years, where Prior to his promotion Potter was he became art director. liaison engineer for co-ordination of highway activities with the works of Retiring because of ill health in other governmental agencies. Except 1948, Nelson went into freelance mag- for service with the Army Corps of azine writing. His stories and articles during World War II, in have appeared in Red Book, Argosy Engineers which h~ held the rank of captain and and Colliers. He joined the Division won six medals and two battle stars, of Highways in 1951. Potter has been an employee of the Nelson is married and has two Division. of Highways since 1929. He grandchildren. is a native of New York City and attended the New Jersey College of En- Funds Are Allocated gineering and Rutgers University. Jorgensen started work with the Di- To Cut Road Deaths vision of Highways in San Francisco Governor Edmund G. Brown has in 1930 between semesters at the Uni- announced that the California High- versity of California and took a full- way Transportation Agency has been time position in 1931. He was trans- authorized to use X25,000 of the State's ferred to Sacramento headquarters in allotment of federal highway safety 1934 and went to San Diego in 1936 research funds to launch ayear-long statewide advertising campaign designed to reduce California's growing The California Highway Patrol and highway death toll. the advertising firm of Cunningham "The action by the United States and Walsh, representing the Advertis- Bureau of Public Roads in authorizing ing Association of the West, have been the expenditure of this money paves working together on the preliminary the way for the start of a project phases of the program for almost two J. F. 10RGENSEN computer. which offers a unique approach to years, Patrol Commissioner Bradford He is a past vice president of the highway safety," Governor Brown M. Crittenden said. Western Association of State High- said. "To my knowledge, this kind of "These two mass communications way Officials and has served on program, which combines advertising media are contributing their air time important national committees con- with research, has not been tried any- and poster spaces to this program cerned with highway design and con- where else in the nation." without charge." struction.

September-October, 1962 59 Folkins Is Champion Construction Expert Funds Allocated for Lawn Bowler of World Retires in Bay Area Prehistoric Salvage The Division of Highways has a Burnell Van Dalsem, Assistant Dis- The California Highway Commis- world champion in its ranks. He is trict Construction Engineer, retired sion i~ August allocated X10,000 for Dick Folkins, senior highway engineer August 1 after more than 34 years salvaging prehistoric remains of archae- in the programs and budgets depart- with District IV of the California ological importance that otherwise ment of District VII who was adjudged Division of Highways. would be destroyed by freeway con- the outstanding lawn bowler of the Born in San Rafael and educated in struction. world at a recent competition in the public schools of Martinez and Seven sites believed to contain much Seattle. Santa Clara, Van Dalsem joined the information on the westward migra- To earn the title, Folkins led his Division of High- tion of the Yuman-speaking Indians team in seven games against competi- ways in San Fran- were discovered by the University of tion from this country, Australia, New cisco in June 1928. California Archaeological Survey, Los Zealand, England, South Africa, and Many years of Angeles, between Laguna Junction in Canada. His four-man team made a his service with the San Diego County and Coyote Wells clean sweep of all seven victories in Construction De- in Imperial County. They lie in the the international partment were path of the proposed relocation of race and in addi- spent with various U.S. 80 as a freeway. tion copped the Marin County proj- Large quantities of pottery and American Lawn ects including the ~~ stone artifacts have been found on the Bowling Associa- Waldo approach to B. VAN DALSEM surface at Cottonwood Creek, the tion's Rettie trophy to the Golden Gate Bridge. most significant site, one mile south of in the triples, which For the past 13 years he has been Laguna Junction, and at several loca- ran sur games. The assigned to District IV headquarters tions in Walker Canyon, east of competition was as Assistant District Construction En- Boulevard, and in Devil's Canyon, on held July 1-10. gineer in charge of office engineering. the eastern border of the Jacumba Mountains southwestern Folkins says the DICK FOLKINS Van Dalsem is a member of Marin in Imperial County. Their discovery offers prom- international competition the Lodge 191, F. & A. M., and from was ise that by careful 1955 through 1961 he served as secre- excavation and stiffest he has ever entered and that analysis of the areas, the tary-treasurer of the Division (of High- cultural se- the teams from the British Empire quence at sites ways Quarter-century Club. the can be recon- were among the strongest there. He structed, according to archaeologists. He and his wife, who now live in has previously parricipated in a num- The State Division of Beaches and San Rafael, had one son, killed while ber of national tournaments and has Parks will act as the co-ordinating serving with the U.S. Army in Ger- nine other trophies to display from agency between the Division many in 1952. of High- these victories. ways and the archaeological workers Folkins bowls on the average of who will remove and pack objects of once a week at his own club, the Ar- value. royo Seco, which consists of approxi- Gillis, Spickelmire The United States Bureau of Public mately 70 members. He himself has Write ARBA Bulletin Roads has declared it a matter of na- been playing for 37 years and' says tional policy to preserve or salvage The American Road Builders' Asso- ruins, sites, artifacts, fossils or other that the number of people interested ciation has published "And Now Slip objects of antiquity. The project will in lawn bowling in Southern Califor- Form Paving" as ARBA Technical be financed in part by federal funds, nia is gradually increasing, although Bulletin No. 250. authorized for this purpose by the those interested in formal competition The 24-page ilustrated bulletin, Federal-aid Highway and Revenue are becoming fewer. written by L. R. Gillis, Assistant State Act of 1956. The division boasted another cham- Highway Engineer, and Leigh S. pion several years ago in Tommy Spickelmire, Paving Engineer, both of Kono, a drafting aid in the highway the California Division of Highways, constructed on the state highway system in 1912. planning survey, who shattered many summarizes the experience with slip- Technical Bulletin No. 250 may be world weight-lifting marks as a mem- form paving in California since the purchased from the American Road ber of the United States Olympic first experimental project in 1956. The Builders' Association, World Center team at Helsinki in 1952 and subse- bulletin also discusses various changes Building, Washington 6, D.C., for 50 quent international competitions. in portland cement paving methods cents per copy. Quantity discounts Kono has since left the division to go used in California since the first port- will be quoted on request for 25 or into private business. land cement concrete pavement was more copies.

60 California Highways and Public Works MiIton Harris Department Announces Latest Retirements District fred R. Mattos, highway maintenance Milton Harris, longtime highway Harry A. Albright, groundsman, 7 man II, 28 years; Kenneth B. Pettis, engineer with the California Division years; Leland T. Crane, senior right- highway field office assistant, 29 years; of Highways, died on September 25, of-way agent, 17 years; Alton D. Cass M. Rose, senior highway engi- in Sacramento, after an extended ill- Cromwell, highway maintenance man neer, 24 years. ness. An employee of the division al- II, 28 years; Floyd E. Davis, highway most conrinuously since 1928, he had maintenance man II, 9 years; William District VIII been assigned as V. Ferrill, highway foreman, 27 years; Loren D. Stanton, assistant highway ~~ ~• construction engi- Richard H. Ramsey, supervising right- engineer, 3 years; Chester H. Taylor, neer since 1954. of-way agent, 26 years. highway maintenance man I, 25 years; He had previ- Leo P. Wagner, highway field ofFice ously served as dis- District II assistant, 28 years. trict engineer for George R. Barry, senior highway District IX with engineer, 31 years; Geoffrey Rogers, f headquarters District IX in highway maintenance man I, 37 years; Bishop, and had John H. Creed, senior highway en- Henry E. Thorpe, highway foreman, `" ~ held other assign- gineer, 34 years; Herman Holt, high- 34 years. MILTON HARRIS ments in District II way superintendent, 31 years. (Redding), District IX and Sacra- District III mento. Prior to joining the division he District X Loy Alston, highway foreman, graduated from Oregon State College W. Ewell W. Arnold, chief engineer, and served as a first lieutenant in 34 years; John J. McLaughlin, high- ferry system, 2 years;. Ray A. Green, World War I. way maintenance man II, 34 years; drawbridge operator, 13 years; George When construction materials became Daniel W. Pingree, highway foreman, Soward, ferry operator, 10 years; scarce in the early days of World War 34 years; Adelaide Reilly, intermediate Russell M. Stewart, deckhand, 1 year. II Harris was assigned the responsibil- typist-clerk, 10 years. ity of working out the materials pri- District XI ority problems for necessary highway District IV Maude E. Yauck, senior stenogra- construction. He was recalled to mili- Ray F. Adams, highway mainte- pher, 18 years. tary service with the Army Corps of nance man II, 26 years; Edwin H. Engineers in July of 1942. Boese, highway maintenance man III, Headquarters Office Harris served in Italy as a lieutenant 30 years; Joseph Casini, highway Olive Armstrong, senior stenogra- colonel with the Allied Military Gov- maintenance man I, 18 years; Alfred pher, 32 years; Nelson R. Bangert, su- ernment and was traffic engineer for E. Cooper, highway superintendent, pervising highway engineer, 34 years; the City of Rome. He was awarded 26 years; Arthur M. Elton, highway E. Helen Halsted, assistant information the Cross of St. Maurice and Lazarus maintenance man III, 29 years; Walter officer, 36 years; Carolyn B. Vogt, in- by the Italian government, and the J. Flynn, storekeeper I, 16 years; termediate stenographer, 10 years. Lateran Cross by the Vatican. Hugh ~. Mun.ro, highway foreman, Upon his return to the Division of 26 years; Burnell Van Dalsem, high- Headquarters Shop Highways in 1946 he was placed in way engineering associate, 34 years. Arthur O. Martinson, general super- charge of inspecting and purchasing intendent of highwa;~ shops, 32 years; war surplus materials for the Division District V Emory E. Peck, senior machine parts of Highways in the Sacramento head- Mark L. Cardwell, highway super- storekeeper, 29 years; Albert C. Smith, quarters. Later, as service and supply intendent, 34 years; Jean M. Permasse, heavy equipment mechanic, 26 years. engineer, he had full charge of and de- highway maintenance man II, 29 years. veloped procedures for procurment, Shop 2 warehousing and distributing all mate- District VI Wilbur B. Clemmons, machine parts rials and supplies used by the division. Charles E. Powers, senior highway storekeeper, 12 years. Early in 1953 he was promoted to dis- foreman, 11 years; Harry H. Sewell, trict engineer at Bishop, and in De- highway foreman, 34 years. Shop 5 cember 1954 he returned to Division William R. Ramsey, automobile me- Headquarters as construction engineer. District VII chanic, 25 years. He was appointed assistant operations Clifford F. Bartlett, electrician I, 11 engineer in August 1962. years; James H. Clark, skilled laborer, Shop 7 Harris is survived by his wife Sa- 24 years; Joseph A. Kaiser, highway Albert A. Hilton, highway equip- bina. landscaping leadingman, 14 years; Al- ment superintendent II, 41 years.

September-October, 1962 61 Maintenance Expert Initial Funds for District II Engineer N. R. Ba ngert Retires SSR 152 Relocation George Barry Leaves After 34 years service with the Di- The California Highway Commis- George R. Barry, senior highway visian of Highways, Nelson R. Bang- sion in August voted an initial alloca- engineer in District II (Redding) re- ert, supervising engineer in head- tion of funds for a joint project with tired on July 3, 1962. He had been quarters maintenance department the Department of Water Resources with the Division of. Highways for retired July 31. He was appointed as- for the relocaring of 10.3 miles of the 30 years. sistant maintenance engineer in 1933, Pacheco Pass Highway (State Sign Barry began his state service as an and has had the same job ever since. Route 152) on the north shore of the assistant draftsman in Stockton in for the States Bangert started his career with the San Luis Reservoir, now under con- 1930. He worked United from to 1935 as Division of Highways as a draftsman struction. The relocated section will Forest Service 1933 engineer on forest highways. in the District VIII office in San extend from one mile west to 9.3 miles location state service at Bishop Bernardino in 1928, and shortly there- east of the Santa Clara—Merced county He re-entered then served successively after worked in the same district as an line and will ultunately cost in excess in 1935 and in various engineer- assistant resident of $14 million. ing assignments engineer and as a State Highway Engineer J. C. Wo- with the bridge de- highway mainte- mack told the commission that the partment, District nance foreman. In water project developers, the Depart- III at Marysville, 1930, he became ment of Water Resources and the and District X at maintenance fore- United States Bureau of Reclamation, Stockton. In 1950 man at Barstow, will participate in the expense of the Barry transferred and in 1931, an as- highway relocation. to the division sistant resident en- As the reservoir's dam will be con- in gineer in Imperial headquarters structed across the e~usting two-lane GEORGE R. BARRY Sacramento, where County. In 1932, N. R. BANGERT highway by early 1965 and the proj- senior just prior to his headquarters assign- he received his appointment as ect will require constructing 12.4 primary duties ment, he was maintenance superin- highway engineer. His miles of four-lane expressway on a expediter and pro- tendent at Indio. at Sacramento were roadbed graded for six lanes through curement officer for steel and copper in Alton, Illinois, Bangert Born rugged terrain, it is imperative that products for the State during the to California in 1907, attending came highway relocation work pegin as Korean conflict. school in Pomona, Los Angeles and Womack said. soon as practicable, In 1953 Barry transferred to Dis- Alhambra. He was graduated from the The project includes building dual trict II in Redding, where he served as University of California in 1928 with reinforced-concrete bridges, each 560 district construction engineer until his a bachelor of science degree in civil feet long, across the San Luis Forebay retirement. engineering. portion of the reservoir and provid- Born in Enumclaw, Washington, Bangert served as maintenance rep- ing for connections with roads to Barry attended grade school in Enum- resentative on the Division of High- service local recreational areas that claw, high school at Kent, Washing- from waysBank Protection Committee eventually will be developed in the ton, and graduated in 1930 from Poly- One December 1953 to his retirement. vicinity. technic College in Oakland with a of the major accomplishments of this The commission allocated X100,000 bachelor of science degree in civil en- in of committee was publication 1960 from the 1962-63 state highway gineering. comprehensive reference book en- a budget as an initial contribution to the He is a member of the California titled Bank and Shore Protection in project at today's meeting. A total of Society of Professional Engineers, an California Highz,vay Practice. state highway funds in excess of $5 Elk, and member of Dale Carnegie When the United States Navy re- million will be required as the Divi- Club International. quested the consulting service of an sion of Highways share. asphalt paving engineer on the Island 67 PROJECTS ADVERTISED of Guam for two weeks in April 1946, During September the Department Bangert was given this assignment be- provement of maintenance station facil- of Public Works advertised for bids cause of his extensive experience in ities. Bangert is an associate member of on 67 highway projects with an esti- construction and maintenance of bitu- the Highway Research Board and of mated value of $58,785,900. Another minous surfaces. the American Society of Civil Engi- 52 contracts for $11,034,200 were Other highlights of Bangert's career neers. awarded and 55 contracts for $9,845,- are his extensive work in the develop- He and his wife Ethel make their S00 were completed. Bids were re- ment and standardization of mainte- home in Sacramento on Vallejo Way. ceived from 218 contractors for 45 nance equipment and the programming The}T have two grown daughters, projects, an average of 4.8 bidders per of the orderly replacement and im- Dolores and Virginia. project.

62 California Highways and Public Works Rig IN MEMORIAM ht-of-way Agent Twenty-five-year List Leland Crane Retires The following employees received Leland (Lee) T. Crane, assistant 25-year awards during July and District district right-of-way agent of district August: Raymond Totten, highway main- I, Division of Highways, Eureka, re- tenance man II tired on August 1. District Gordon Harry Veach, associate right-of-way Lee began his career of state service S. McIntosh agent with District I in 1945 as an assistant District II right-of-way agent after spending 20 Virgil B. Cade District II years working for the County of Los William J. Lowes Elsie E. Atkins, intermediate typist- Angeles in engineering and right-of- .. _ John P. Williams clerk way work. Born in Deerfield, District VIII District III '~ Michigan, Crane Henry J. Marsh Robert N. Smith, highway engi ~ '~ ~ ~ ~ '' moved to Colorado neering associate ~ at an early age and District IX ~~ ~ completed his high Lawrence O. Ford District IV ~~ ~~~ ~ school education in Manuel Variz, highway mainte- South Denver. He Headquarters Office nance man II attended the Uni- Dwight H. Alderson ~' versity of Colb- Charles A. Rider District V LELAND T. CRANE rado, where he Bridge Department Louis J. Beuttler, highway mainte- studied engineering, and, during nance man World War II, took additional engi- Harry T. Carter neering courses at the University of District VI Materials and Research Southern California. Department Edgar R. Madewell, engineering aid Lee moved to California in 1923 Eleanor Z. Smith II after serving in the Army during Richard J. Manley, highway engi- World War I. He first worked in neering technician I California for the Southern California .T.T.E. Sets An n ua James W. Follis, highway mainte- Bell Telephone Company, leaving in nance man II 1925 to work for Los Angeles County. Conference at UCLA As assistant district The 15th annual California Street District VII right-of-way agent, crane has been in charge of and Highway Conference has been Warren G. Klingler, highway main- various right-of-way functions, in- scheduled for January 24-26, 1963, at tenance man II cluding negotiations, appraisals, and the University of California, at Los Ledell Edwards, groundsman right-of-way operations. Angeles. Edward S. Haynes, junior civil en- He is an active member The conference is sponsored by the gineer of the Elks Club, the American Right of Way university's Institute of Transporta- Association, tion and Traffic Engineering. It brings District IX and the California State Employees' Association. together the representatives of state, Ivadell M. Smith, highway field of- city and county road and street Crane and his wife Neoma plan to de- fice assistant partments for technical discussions Theodore H. Smith, assistant high- take an extended tour of the United States next spring. and also features nationally prominent way engineer guest speakers. The Cranes have two sons, Leland Headquarters Office T. II, of Seattle, and Keith, of Weaver- The second Hazel Charleston ville. link of the Newport Shine, interme- Freeway, diate clerk a 3.5-mile segment from Chapman Avenue in Tustin to the Melbourne H. West, principal BRIDGE RECORDS high- SET Santa Ana Freeway, was opened to way engineer Heavy traffic on Sunday, August 5, traffic on September 4. The first leg Milton Harris, principal highway set a new daily traffic record on the was from the Riverside Freeway to engineer Carquinez Bridge, when 65,828 vehi- Chapman Avenue. The freeway even- cles cross the span. The following tually will connect with the Coast Bridge Department week, August 12, 66,377 vehicles were Freeway near Costa Mesa, a distance Charles C. Blount, foundation driller tallied. The previous high was 64,225 of 17.7 miles. The cost of the project Stanley Madan, stock clerk vehicles a day, set on June 17 of this so far, including rights-of-way, has Larkin F. Payne, foundation driller year. been X20,678,000.

September- October, 1962 63 STATE OF CALIFORNIA EDMUND G. BROWN, Governor HIGHWAY TRANSPORTATION AGENCY ROBERT B. BRADFORD Administrator DEPARTMENT OF PUBIC WORKS ROBERT B. BRADFORD, Director FRANK A. CHAMBERS . Chief Deputy Director Analyst RUSSELL 1. GOONEY . Deputy Director (Management) T. F. BAGSHAW . Assistant Director JUSTIN DuCRAY Departmental Management Personnel Officer HARRY D. FREEMAN Deputy Director (Planning) 10HN H. STANFORD Assistant Director S. ALAN WHITE Departmental

DIVISION OF HIGHWAYS J. C. WOMACK State Highway Engineer, Chief of Division CALIFORNIA HIGHWAY COMMISSION CHAS. E. WAITS . Deputy State Highway Engineer -of-way ►tight Chairman and 1. P. MURPHY Deputy State Highway Engineer RUDOLF HESS . Chief Right•of-Way Agent ROBERT B. BRADFORD DEXTER D. MacBRIDE Assistant Chief Director of Public Works A. LE6ARRA Deputy State Highway Engineer J. RAY E. O'BIER Assistant Chief GILLIS Assistant State Highway Engineer ARTHUR T. LUDDY Vice Chairman LYMAN R. R. S. J. PIANEZZI . Assistant Chief Sacramento J. E. McMAHON Assistant State Highway Engineer 1ACQUES i. ZEEMAN Assistant Chief LAMES A. GUTHRIE San Bernardino GEO. LAN6SNER Assistant State Highway Engineer Districr !, Eureka FRANK E. BAXTER Assistant State Highway Engineer SAM HELWER District Engineer ROGER S. WOOLLEY San Diego J. C. BURRILL Comptroller Disfricf 11, Redding JOHN ERRECA Los Banos C. G. BEER Urban Planner H. S. MILES District Engineer ABRAHAM KOFMAN San Jose L. L. FUNK . Planning Engineer nistric~ 111, Marysville FRANKLIN S. PAYNE Los Angeles F. N. HVEEM . Materials and Research Engineer ALAN S. HART Assistant State Highway Engineer JACK COOPER, Secretary Sacramento J. F. JORGENSEN Construction Engineer uistrict Iv, san Francisco SCOTT H. LATHROP Personnel and Public Information ~, p, SINCLAIR Assistant State Highway Engineer C. T. LEDDEN City and County Projects .Engineer L. A. WEYMOUTH District Engineer H. C. McCARTY Office Engineer R. p. HAYLER District Engineer HAIG AYANIAN District Engineer District VIII, San Bernardino E. 1. L. PETERSON Program and Budget Engineer C. V. KANE District Engineer R. V. POTTER Systems Research Engineer Dis4rict V, San Luis Obispo F. M. REYNOLDS . Planning Survey Engineer E. R. FOLEY District Engineer District IX, Bishop t C. A. SHERVINGTON District Engineer EARL E. SORENSON . Equipment Engineer District VI, Fresno E. L. TINNEY Maintenance Engineer W. L. WELCH District Engineer District X, Stockton W. L. WARREN Engineer of Design p;stricr vu, Los Angeles JOHN G. MEYER District Engineer G. M. WEBB Traffic Engineer E. T. TELFORD Metropolitan District Engineer Diego A. L. ELLIOTT Bridge Engineer—Planning District XI, San A. L. HIMELHOCH District Engineer JACOB DEKEMA Assistant State Highway Engineer L. C. HOLLISTER Bridge Engineer—Special Projects GEORGE A. HILL District Engineer I. 0. JAHLSTROM . Bridge Engineer—Operations A. C. BIRNIE District Engineer State-owned Toll Bridges DALE DOWNING . Bridge Engineer—Southern Area A. W. HOY District Engineer CHARLES L. SWEET . Bridge Engineer

DIVISION OF CONTRACTS AND RIGHTS-OF-WAY (LEGAL) ROBERT E. REED . Chief Counsel GEORGE C. HADLEY Assistant Chief HOLLOWAY JONES Assistant Chief HARRY S. FENTON Assistant Chief

DIVISION OF SAPI FRANCISCO BAY TOLL CROSSINGS NORMAN C. RAAB Chief of Division BEN BALALA Principal Bridge Engineer

DIVISION OF ARCHITECTURE EARL W. HAMPTON Acting State Architect, Chief of Division EARL W. HAMPTON Depu4y Chief, Architecture and Engineering ARTHUR F. DUDMAN Assistant State Architect (North) HUBERT S. HUNTER Deputy Chief, Administrative TOM MERET Assistant State Architect (South) CHARLES M. HERD Chief Construction Engineer

DIVISION OF AERONAUTICS CLYDE P. BARNETT Director, Chief of Division

fYlftt!(I tl1 CA LIPORNIA SigTE PRINTING OFPICE ~]ZGOO IQ-()L SI~OOO Transportation Agency Exhibit Tours State This year the Division of Highways, a part of the Department of Public Works, joined with the two other agencies of the State Transportation Agency—The Department of Motor Vehicles and The Highway Patrol— in an exhibit which was shown at the State Fair in Sacramento, at the Los Angeles County Fair at Pomona, and at the Fresno District Fair. The exhibit, which explained the co- operation of the three agencies in providing better and safer highway travel, Metropolitan Highway Engineer Edward T. Telford of District YIl, Los Angeles, looks over the 7ransporta- was well received at all three fairs, and }ion Agency exhibit at the Los Angeles County Fair in company of Sallye Jo Howell, fair queen (center), attendants. at Sacramento won a blue ribbon in end her two the transportation class. In Sacramento a detailed scale model of the area of the planned Second- Third Street Freeway in that city was used, and in 'Pomona a section of the William Tuthill, Division of Highways Bridge Department Architectural Design Section, does last minute Cross Town Freeway in San Diego touchup of model displayed in transportation Agency exhibit at Sacramento State Fair. as an example of interstate route design. In Fresno a model of the Santa A~onica-San Diego Freeway Inter- change in Los Angeles was exhibited, as well as the Sacramento model. The exhibit was designed to be quickly erected and dismantled. Taken down on Monday, September 10, in Sacramento, it was in position ready for viewing in Pomona on the following Thursday. Since the Fresno Fair directly followed the Los Angeles County Fair, the same quick transfer was necessary. Since the Fresno Fair, parts of the exhibit are being used in still other parts of the State to explain to the public the workings of the various parts of the State Transportation Agency. The exhibit was continuously manned at all three fairs by highway patrol officers and examining officers of the Department of Motor Vehicles. Building and setting up was by Divi- sion of Highways personnel. Design was by Joseph Ralph of the Division of Highways Audio-Visual Section. ~' ~-~ ~„ , ~ ~. C t►~ q ,

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