California Highways and Public Works Public Works Building Official lou'rnal of the Division of Highways, Twelfth and N Streets Department of Public Works, State of California Sacramento

FRANK B. DURKEE GEORGE T. McCOY Director State Highway Engineer KENNETH C. ADAMS, Editor HELEN HALSTED, Associote Editor

Published in the interest of highway development in Cali. fornia. Editors of newspopers and others are privileged to use matter contained herein. Cuts will be gladly loaned upon request. Address Communications to CALIFORNIA HIGHWAYS AND PUBLIC WORKS P. O. Box 1499 Sacramento, California

Vol. 31 January-February Nos. 1,2

Page Typical Snow Battle Scene on U. S. 40 During Recent Record Storm. Photo by John Shaver, Photographic Section, M. R. Nickerson, ChieL Cover Epic Battle, II lustrated______By N. R. Bangert, Assistont Maintenance Engineer Man vs. Snow, Illustrated _ 8 By Art Hoppe, San Francisco Chronicle Sierra Crews Fight Drifts, Illustrated _ 11 By Jack Welter, San Froncisco Examiner Christm as Gift, Illustrated _ 13 By R. C. Kennedy, Secretary, California Highway Commission Ramona Freeway, III ustrated _ 17 By B. N. Frykland, Resident Engineer Santa Ana Freeway, Illustrated _ 20 By W. L. Fahey, District Engineer Ridge Route, lIIustrated______25 By C. P. Montgomery, District Construction Engineer U. S. 99 Job, II Iustrated _ 29 By W. M. Nett, Resident Engineer New State Highway Through Placerville, Illustrated _ 32 By Jerome F. Lipp, Right of Way Agent Bay Bridge Refi nancing 35 Street Sweepers, II lustrated__ 36 By Norman H. Heggie, Assistont Physical Testing Engineer New Index, 11,1 ustrated______40 By Richard H. Wilson, H. C. McCarty and R. R. Norton Mu nici po I Job, III ustrated _ 42 By Bernard P. Westkamper, City Engineer, City of Tulare Orinda Slide, Illustrated _ 45 By E. W. Herlinger and Gifford Stafford State Loses Four Maintenance Superintendents, Illustrated _ 48 New Expressway, III ustrated _ 53 By George T. McCoy, Jr., District Construction Engineer Hig hway Deficiencies __ 55 Important Appeal Court Ruling _ 58 In Memoriam, Edward Carlstad _ 61 Index to California Highways and Public Works _ 62 OCCU)trJt~L COllCGE Snow Removal Crews Wage f' ." en Epic Batt e Long Fight Against Record Storm v1AR 12 19::u: LIBRARY By N. R. BANGERT, Assistant Maintenance Engineer

THE GREATEST s~owstormin more than and several of the trans-Sierra routes, further down the grade, engulfed an un- 50 years swept into Northern Cali- normally open to winter traffic, were occupied heavy push plow truck and car- fornia on Thursday, January 10th, closed for periods of a few hours to ried it 300 feet down the slope. eventually bringing to a halt all trans- several days by blizzards and snow- continental traffic on highways and slides. During the latter part of the Second Storm railroads. Howling winds sweeping at month, strong winds deposited great Crews were barely getting roads in velocities of 75 to 100 miles per hour depths of snow on the steep east slopes. the mountain areas back to normal drove freshly fallen snow into moun- These deposits gave way without winter condition when the big January tainous drifts, isolated many mountain warning and swept across' the high- storm began to brew. This storm was communities for days, and set the stage ways. preceded in the Sacramento Valley by

The suddenness of the snowstorm tropped these trucks at Baxter on U. S. 40 on January 11th. Photo by San Francisco Chronicle. for many courageous and dramatic res­ One such avalanche, near the lower several days of rain. On the east side of cue efforts, many of which probably end of the Meyers Grade on U. S. 50, the Sierra, a preview of the storm to remain unrecorded. buried three maintenance men from the come took the form of high winds Storms during the month of Decem­ Echo Summit Station. One man, James S. which swept the snow fields traversed ber packed more than their normal Swafford, died before rescue workers were by U. S. 395 on January 10th, and re­ punch through the Sierra Range be­ able to dig through the 10 feet of packed quired the closing of this route until tween Bishop and the Feather River snow left on the road. Another avalanche, visibility improved. U. S. 50 was closed east of the summit the night of January Reinforcements Rushed 10th as a precautionary measure since I. N. S. SENDS THANKS At the first request for additional a new fall of snow threatened to pre­ Sacramento equipment, the equipment department cipitate fresh avalanches down the January 28, 1952 threw its entire resources into the bat­ steep slopes above the Meyers Grade. tle of plow assembly. Mechanics and U. S. 40, the main trans-mountain ar­ MR. FRANK B. DURKEE shop foremen worked 16 to 20 hours Director of Public Works tery between San Francisco and Salt a day to get the units out. The first of Sacramento Lake City and the most popular truck the six plows at Sacramento left the route through the Sierra, remained DEAR MR. DURKEE: As a veteran shop about 2 a.m. Monday, January open until 1.40 p.m., Friday, January member of the press, and an em­ 14th, the last on Friday, January 18th. 11th. Strong winds predicted for that ployee of International News Serv­ This equipment went into the field ice, I do wish sincerely to pay this day also materialized during the after­ tribute to you and your department without the customary "shakedown" noon hours and made travel along the and all its employees for their co­ run and many of the "bugs" which de­ ridge near Airport slow and hazardous operation during the recent bitter veloped during the first few days of for traffic attempting to reach lower high Sierra storms. operation under extreme conditions elevations. Especially, I am grateful for your would normally have been discovered prompt responses when the South­ and corrected before the machines left Other Routes Closed ern Pacific streamliner City of San the shop. The first auger plow from Eastbound traffic shut off by the Francisco was snowbound in the the southern shop was driven to Sac­ closure of U. S. 40 and U. S. 50 sought mountains. ramento in an overnight drive, and im­ passage over the more northern routes, Had it not been for your very effi­ mediately was sent on to the Truckee such as the Feather River road, State cient communications system headed area by ,;.ray of the Feather River road. Sign Route 24, and the Red Bluff­ by your keen and alert Arnold H. Carver-coupled with the excellent The shop men who delivered equipment Susanville lateral, State Sign Route 36. work of Public Information Editor into mountain areas often found it neces­ These roads gave some relief during Kenneth C. Adams, we all woukl sary to plow a road to their destination. the early stages of the storm but finally have been caught short. Others, upon becoming snowbound, joined closed on Sunday, January 13th, the It's a long serious story, but in a the regular crews in the "round-the-c1ock" first due to high winds and the latter few words with which a newspaper­ operation of clearing slides and drifts. because of drifts and traffic tieups. man can express his deep apprecia­ Mechanics at mountain stations spent U. S. 395, which skirts the eastern tion of your operation, let me say: countless hours at the grueling task of fringe of the Sierra, was closed by high "You did a swell job-and a million keeping the big machines roll)ng. Radio communication played a vital part in winds on January 14th for three days thanks." Best personal regards to you and speeding the ordering of parts when and again on January 20th for an eight­ breakdowns occurred. day period. your staff. Sincerely, Red Bluff-Susanville-Reno Lateral As the area affected by the storm was A. NEIL SHAW State Sign Route 36 received some so great and the road closures so com­ Bureau Manager of the heaviest snowfall in its history, plete, the. first efforts of highway crews Room 224, State Capitol especially between Morgan Summit were directed to bringing relief to as many Sacramento, California and Fredonyer Summit. During the snowbound communities as possibl.e in the first week of the storm, 80 mile an hour shortest time with the equipment available. winds raged at times through this The opening of main roads for transcon­ radio installations to include key equip­ mountain area. A snow depth of 18 tinental traffic became secondary in im­ ment in virtually every foreman's ter­ feet was recorded on the Morgan portance. ritory was strongly confirmed during Summit gauge on January 22. Chester Job for Communications this storm. received a snowfall of about nine feet. Two heavy bulldozers working side by The severity of the storm was well­ As equipment on the high mountain side were required to open the Toad appreciated by Headquarters O!fice, as roads became immobilized by break­ between Chester and Susanville. This field conditions were forthcoming to down or impassable drifts and as snow route received a second jolt on Friday, that focal point by radio and teletype, depths mounted in the foothill areas, January 18th, when gale winds began day and night. The staff of the com­ the need for equipment capable of to rage along the east slope of the munications office at Sacramento, as opening long sections of closed road mountains between Susanville and well as informants in the district offices became sharply apparent. Fortunately, Reno. Fourteen-foot drifts piled over and at the superintendents' headquar­ at Headquarters Shop in Sacramento the road near Milford. Heavy tractor ters in the affected areas, worked six new auger type rotary plows were equipment was pressed into service to "around the clock" for many days, awaiting assembly. An equal number break the drifts and traffic was con­ gathering information on local condi­ were on hand at the North Hollywood voyed through the restricted portions tions and relaying instructions con­ Shop in Southern California. These between Susanville and the Nevada cerning the deployment of men and new units had been obtained to replace state line for a two-day period begin­ equipment. The wisdom of expanding worn-out and over-age equipment. ning Wednesday, January 23.

2 California Highways UPPER-Slalled City of San Francisco and (BELOW) rescue road 10 Irain cui Ihrough by Division of Highways mainlenance crew after many grueling hours of labor.

Feather River Route hampered the movement of traffic at­ buffeted the area from Blairsden to Snow fell on State Sign Route 24 tempting to bypass the closures on U. Hallelujah Junction and at times re­ almost to the city limits of Oroville S. 40 and U. S. 50. Snow fell to a depth duced visibility to zero. Mountainous during the height of 'the storm. Rock of over two feet at Jarboe Gap, five drifts covered the road through the slides in the lower Feather River Can­ feet at Quincy and seven feet at Spring Sierra Valley between Portola and yon and snow slides east of Rich Bar Garden Summit. Extremely high winds Chilcoot Pass. Snowplow units were and Public Works 3 r,r PRESS TH~►NKS FROM UNITED THE UNITED PRESS ASSOCIATIONS SACRAMENTO

NIR. FRANK DURI~EE Director of Public Works Sacramento, Calif or~zacz

IVIY DEAR 1VIR. DURKEE: We S~lOUld =''~ P like to express our appreciation for the cooperation afforded by your depart- ment in aiding us in our coverage of the stalled southern Pacific streamliner. Our thanks go particularly to your communications office headed by Mr. Arnold Carver and to Mr. Ken Adams. Sincerely, WALTER L. BARKDULL Acting ~1~Ianager

Far North LJ. S. 299—Redding to Alturas—also received its share of snow and wind, with closures occurring at Big Valley Mountain and at Adin Mountain. Wind-drifted snow partly filled the upper end of Howard Gulch on the Canby-Tulelake Highway, and bull- dozer operation was required to open the route. Heavy drifting also oc- curred on that portion of U. S. 395 between Johnsonville and New Pine Creek, especially north of Secret Val- ley and on Sage Hen Summit near Likely. The McCloud-Burney connec- tion and the Mt. Lassen recreational stub likewise suffered the effects of high winds. Travel on U. S. 99 north Plow clears path through deep drift on U S. 50 into Oregon, by comparison, was not severely affected, as blizzard condi- slowed or stalled by the excessive drifts maximum snow pack figures: Nevada tions and periods of heavy snowfall and bulldozers were used on several City 26 inches, Downieville 72 inches were of relatively short duration. occasions to break the road open. Por- and Sierra City 96 inches. u. s. aes tions of this road opened at intervals A rotary plow vas brought north to restricted local traffic, and the entire from the Stockton District to reopen The portion of U. S. 395 in Mono route was declared open to all traffic the road tom=arils the lumber town of County north of Bishop suffered heav- on January 29th. During the height of Washington, 18 miles east of Nevada ily from high winds for atwo-weeks' the storm, three bulldozers were used City. Going on this road was tough period beginning January 1~}th. A wet to supplement plo~~ equipment on as snow depths up to eight feet were snow condition, uncommon to the State Route 83 between the Feather encountered, and eight days were re- area, formed an extremely hard pack, River Road and Greenville. quired to plow to a point which could and heavy tractor equipment, special snow units under Navy at Grass Valley-Downieville Area be reached by bulldozers working test by the The Yuba Pass Road, State Sign from the town. Rocic slides hampered Crestview, and explosives Mere mar- Route 49, through Downieville and the efforts of a rotary brought in from shaled to break 10- to 15-foot drifts. Sierra City, was closed early in the U. S. 40 to open State Sign Route 24 Maximum snow readings for several storm by rock slides and heavy snow- through Downieville to Sierra City. of the stations follow:- McGee Creek fall. State Sign Route 20 east of Nevada An opening to the latter city, at many 52 inches, Crestview 72 inches, Con- City also closed due to snowfall and places through nine-foot drifts, was way Summit 54 inches, Sonora Junc- drifting. Records show the following made by January 24th. tion 40 inches.

4 California Highways North Shore Area Snowfall of almost unprecedented pro­ portions, accompanied at times by high winds, blanketed the area at the north end of lake Tahoe. A pack in excess of seven feet developed in some areas. As roads radiating south and east of Tahoe City became impassable to even the heaviest snow trucks, efforts were concentrated on keeping open a life line along the Truckee River between Tahoe City and Truckee. This life line was broken many times by snowslides which developed on the east slope of the canyon, particularly in the vicinity of Deer Park. Swift moving ava­ lanches overran the road in several places to depths of 17 feet and formed solid bar­ This was a typical drift condition that prevailed on U. S. 40 at Donner Summit riers, against which rotary plows made agonizingly slow progress. CLEARING OF SIERRA ROADS WAS HERCULEAN TASK Equipment breakdowns at points far from replacement centers sl.owed the Motor vehicles are proceeding over the Sierra on Highways 40 and 50 for the first time in nearly a month. Back of this announcement is the story of as hectic a battle as man ever waged against the efforts in this area. Efforts to cut emergency elements in the West. roads through to Brockway and to Home­ The roads went under early in January when the clouds dropped eight feet of snow on the Sierra wood and Meeks Bay were frequently in less than a week. As though that were not enough, the storm king threw some 100 miles an hour hampered by the necessity of returning gales at the highway crews, making the task of clearing the highways an impossibility. Thirty-foot drifts-almost as high as a three-stary building-clogged the rights of way and the equipment to new closures along the temptation must have been strong to let the thing lie until spring. Truckee River. Aided by equipment However, working around the clock, afttimes in blizzards and always under the threat of snow brought in from the Sacramento side. via and land slides, the crews finally carved passageways thraugh the drifts to restore the traffic on northern routes, crews completed an emer­ these vital highway arteries. It was a Herculean task when all the adverse factors are considered. The highway department, gency road to Brockway on January 30th. from State Highway Engineer G. T. McCoy down to the men with the shovels, deserves a lot of credit A similar road was pushed as far south as for its dogged efforts. Bliss Park on the west side by February 3d. Only in that way was victory achieved on the Victory and Lincoln Highways. -Sacramento Bee U.S.40

Under average winter conditions, On Saturday night, February 2d, this huge boulder weighing approximately 4,000 tons, blocked U S. 50 sufficient plow equipment is assigned one mile and a half east of Kyburz to U. S. 40 to handle the notoriously heavy falls of snow expected in the Donner Summit area. The storm which' broke into full fury January 11th was not, however, an average storm and, as drifting and low visibility prevailed on all roads in the mountain, area, equipment could not be spared from the side roads. Although assigned equipment on U. S. 40 remained in operation until broken beyond imme­ diate repair or overwhelmed in im­ passable drifts, there came a time dur­ ing the first weekend when virtually all efforts ground to a stop. Isolated crews concentrated on the digging out or repair of equipment and attempted to maintain contact with local sources of supply. The stalling of the crack streamliner of the Southern Pacific near the Yuba Gap Maintenance Station spurred the road crew at that station to superhuman effort to break open the road which permitted the eventual rescue, without mishap, of all passengers and train crew. The story of this dramatic action is recounted elsewhere

and Public Works 5 in this issue of California Highways and in order to re-establish contact with on foot were whisked to the side of Public Works. the east, it was necessary to use large the snow trench and the express was Drifts 10 Feet Deep bulldozers to move mountainous drifts turned over on its side and buried Even before the gale subsided, crews for several miles east of the town and under five feet of snow. During the from the Colfax Station manned addi­ to recut a trench to the state line. Snow first few moments that followed, the tional plows and began to open a nar­ pack in the Truckee area was excep­ operator in the express heard his fore­ row path uphill from Baxters toward tionally heavy, an estimated 10 feet man at Echo Summit giving the road Airport where drifts up to 20 feet in being reported at one time. and weather report to Placerville. depth covered the road. Two rotary Chancing that he might be heard, he Snow Depths fumbled in the dark for the microphone plows, working from the west, met Listed below are a few of the recorded "Old Faithful"-the lone survivor from and called the summit. The foreman snow depths at Norden for December and answered immediately and rushed all Yuba Gap-as it "holed through" the January: biggest drift at Airport at 10 a.m., available men in camp as well as men December 25, 195L 57 inches from nearby utility service crews to Thursday, January 17th. January 1, 1952 121 inches the rescue. The operator in the express Aided by clearing weather, and re­ January 10, 1952 118 inches paired equipment from, Donner Sta­ January 17, 1952 218 inches was able to dig his way to the surface. The men who had been on foot were tion, reopening of the remaining 16 During the period January 10th to Janu­ miles between the train rescue point buried 1Y4 hours; one was revived but ary 17th a snowfall of 138 inches was the other failed to respond although and Donner Summit went rapidly. An recorded. artificial respiration was applied for emergency road sufficient to permit U.S.50 1Yz hours. the bringing in of food and fuel sup­ The storm dealt a somewhat differ­ A maximum snow pack of 170 inches plies was established by Friday, Jan­ ent type of misery to the snow crews uary 18th. Unrestricted traffic was was recorded at Echo Summit on January at Echo Summit and at Placerville on 26th. permitted as far as Donner Summit by U. S. 50. Heavy wet snow accumul;lted A small resident crew stationed tem­ Sunday, January 27th. to great depths on the canyon slopes Work was immediately started on porarily at Tahoe Valley worked dog­ west of the summit and began to slide 'gedly through deep drifts to keep that the opening of the road down the steep across the road at a number of points. east slope. The progress was slow as portion of U. S. 50 open until heavy A bus load of students trapped by the rotary equipment could be brought in the summit cut had drifted with snow rapid fall of snow on Friday night, to a depth of 16 to 20 feet. through Nevada. Such equipment was January 11th, took shelter at the Echo sent from Yuba Gap, via Quincy and Explosives Required Summit Maintenance Station. Several Carson City, as soon as Spooner Sum­ At first, large hand saws were used families from Audrain, Phillips and mit west of the latter city was opened to cut through the upper portion of the Echo Chalet also sought refuge at the on January 28th. Maintenance Station. Snowslides be­ drift to permit more rapid undercut­ Breaking of the last barrier, the deep ting and disposal of the snow face by tween Kyburz and Echo Summit pre­ snowslides on Meyers Grade, per­ vented departure of the bus until the rotary plows. Later, as the drifts mitted the opening of the entire route Thursday, January 17th. consolidated, explosives were required to through traffic on Saturday, Feb­ to fracture and dislodge the snow. At Twin Bridges, on Monday, January ruary 9th. Progress through some of the deeply 14th, a snowslide partly destroyed the At the south fringe of the storm, drifted cuts was very slow, less than store and resort building, killing two occu­ road crews on highways leading to the 300 feet being made at times in 24 hours pants of the structure. Highway radios ski areas east of Stockton were likewise of operation. Similar operations were played a prominent part in the rescue embroiled in a snow battle unequalled started at the lower end of Donner operations, as the Echo Summit foreman for many years. Grade as soon as plows could be re­ was able to summon a rotary plow to assist leased elsewhere from the task of driv­ in digging to the crushed building and in The effort expended by maintenance crews, shop personnel, and other service ing roads to snow-bound communities. enlisting all possible aid from Strawberry Lodge, to the west. units during such a storm cannot be fully Snow depths of 40 feet were encount­ comprehended or appreciated. The mag­ Saved by Radi,o ered in some spots and much of the nitude of the operation, however, can in work ,vas undertaken under the threat Radio communication was also some measure be realized by comparing of sudden engulfment by snowslides. largely responsible for the speedy res­ the snow removal cost figures in the fol­ A narrow service road was punched cue of the three men trapped under 10 lowing table: through by 6 a.m. February 5th, but feet of snow on lower Meyers Grade January Snow Removal Expenditure much widening of the roadway, back on the morning of December 30, 1951. 1950-51 1951-52 sloping of the icy slopes, and shooting As the crews were changing shift at District 11 ______$87,238 $298,279 down of overhang was required before that hour, one of the men going off District 111--_-__-- 76,248 193,075 the road could be opened to traffic shift was in the process of turning a District IX ______18,843 74,264 Friday, February 8th. radio-equipped express around while District X______13,815 39,968 At one time during the blizzard, all two other operators approached nearby ------roads out of Truckee were closed and on foot. As the slide struck, the men $196,144 $605,586

6 California Highways and Public Works 7 MAN Y5. SNOW LETTER OF APPRECIATION new winter flutter down, melting at MR. FRANK B. DURKEE first, but building up slowly-billions By ART HOPPE upon billions. Director of Public Works San Francisco Chronicle By early evening, the white line in The month is October. Sacramento, California the middle of the highway has disap­ Out in the North Pacific, air cur­ DEAR MR. DURKEE: Now that the peared and the two big push plows roll rents swirl and dance. They grow and snow is cleared out of my hair-even out of the barn. Just behind the push swell and a storm is born-the first of though it might still be in yours-I plows, Foreman Tack Snider dis­ the season. would like to take this opportunity to patches his motor grader. Its narrow Slowly the titanic forces begin to thank your staff and road crews for 12-foot blade bears down on the pave­ ment with the full weight of the high­ move. Ponderously they roll south. their courtesy and intelligent coopera­ cabbed truck behind it and it can In the State Highway Maintenance tion during our coverage of the snow­ scrape the asphalt bare. Station at Yuba Gap, 14 miles west of b?und streamliner, City of San Fran­ Donner Summit, the air still holds the Yuba Gap's two big rotaries are kept CISCO. warmth of late summer. The black in reserve in the barn. They are of no asphalt of United States Highway 40 You have a grand gang and you can use until the snow gets deeper. outside the door is warm to the touch be proud of the job they are doing. I By morning, the skirmish is won. -heated by the sun and the thousands know you expect your men in the field The highway is clear except for a jum­ of whirring automobile tires. to be up all night but I think you bled three-foot pile on either side, Inside the maintenance station, all is should know how many times I aroused pushed there by the diagonal blades on quiet. The beds in the dormitory are Ken Adams to get a little bit more in­ the plows. The snow has stopped fall­ empty and the cribbage boards lie idle. formation. He was always more than mg. The summer's work of oiling and willing.. "Better get the rotaries working on the pile," Snider radios the barn from patching the road is over. The winter's Please feel free to call upon me for work has not yet begun. his pickup truck in which he is patrol­ any help I might be able to give you. The 14-foot red steel snow stakes ling the road. We'll need that space for have been spaced along the highway to Sincerely, the push plows if another storm hits." guide the snowplows when the drifts ABE MELLlNKOFF The rotaries roll up the road, chew­ get high. And in the "barn" next door City Editor ing away at the accumulation on the to the station, the huge rotary snow­ San Francisco Chronicle sides, spewing it far from the road. plows stand ready-their augers sharp, On their fronts is a six by eight-foot their fans well-oiled. opening like a shallow upright box. The big dump trucks have been Inside the box three rows of augers, fitted with their concave, lO-foot PRAISE FOR SNOW CREWS meat-grinder-like, send the snow into blades in front, and their beds are filled a two-foot hole in the middle of the with sand and gravel to give weight to MR. JACK SNIDER box. There it is picked up by a whirl­ their rear wheels in the snow. Yuba Gap Highway Maintenance ing fan and shot out in a 100-foot The men are in their homes in Colfax Station plume through a funnel above and be­ and Auburn, Dutch Flat and Alta­ Yuba Gap, California hind the augers. having a Sunday with their families. DEAR MR. SNIDER: I know Art When one has passed, the jumbled In the maintenance station, Pat Hoppe and Ken McLaughlin have told banks are neat and square as though some huge hand had sliced them with Patchel, the cook, reads in his room. you how much the Chronicle appreci­ a knife. "A new storm is bearing down on ated your unstinting cooperation dur­ Northern California," says the slightly­ "1162," comes the voice of the dis­ ing their coverage of the City of San bored voice of the radio announcer. patcher at Yuba Gap to Snider over Francisco. I have written Sacramento "* ** possibility of snow in the high the Highway Department's modern Sierra ** *." telling them what I think, but I would FM radio system. "1162. He's got a Patchell sighs, gets to his fe;t and be remiss if I didn't send a personal broken short axle. Just this side of cranks the bell on the partyline tele­ word to you and your gang. Tin Barn." phone. Your job in the snow has been-I Snider s,,vears softly. This is the In homes in Colfax and Auburn, hope-well recorded in this paper but headache. Breakdowns. Not so much Dutch Flat and Alta, the phones begin I want to add a word of warm appreci­ now, but later in the year when the to ring. ation for your cooperation with our plows are working night and day ** *. By nightfall, the men are back on the guys on the story. The month is January. January 10th station, cursing good-humoredly. The -a Thursday. sky now has darkened and gusts whip Sincerely, The forecaster is talking about a new through the evergreens and stir the ABE MELLlNKOFF storm. But Highway 40, closed for deep bed of pine needles that covers City Editor four days over the New Year's holi­ the Sierra. The first few flakes of the San Francisco Chronicle day, is in good shape. The road has

8 California Highways

rm ~- been widened out to maximum by the Thev know from experience that some blue hands. Three times in an hour * * • rotaries and there seems to be plenty of skiers will swear to anything-starving ten times * * *. room for the push plows to shove aside relatives, doctor needed-in order to Down in Marysville, R. 1. (Nick) any new snowfall. get to resorts. Nicholson, boss of snow removal on There have been only five days since Then, finding no parking spaces off Highways 40, 50 and State Route 24, November 13 when it hasn't snowed. the road, they leave their cars on the is generaling his forces by radio. The pack along the road is six feet highway and the snowplows can't get deep. through. Brand New Rotary It begins to snow again in the morn­ Saturday-Still snowing; road still A brand new rotary is almost ready ing and the push plows roll. By mid­ open to emergency traffic. A falling to go from the State's garage in Sacra­ afternoon the rotaries are out again. tree crashes through the windshield of mento. "All it needs now is a coat of Shifts are changed at midnight. The one of Snider's two rotaries, putting it paint," he is told.

Plows open road through deep drift at airport on U. S. 40 men will work until noon the next day, out of commission for a precious 90 "You can forget the paint," Nichol­ eating sand,viches in the cabs of their minutes. son tells the radio. "Get it up to Snider equipment. Snider orders it lubricated while as is." A howling wind sweeps across the being repaired. Lubricate all equip­ Sunday-The snow is heavier. Five mountains and into the canyons, carry­ ment every 48 hours. His other rotary feet have fallen in the past three days. ing the snow before it. Visibility is cut is having trouble with its fuel pump, Snider is losing ground-even with the to nothing. but it keeps going. third rotary. He only has a one-way At 1.20 p.m. Friday, Snider orders Both rotaries are having trouble with road open now. But the storm lets up the road closed. He still has a narrow, fallen trees and rocks that have slid in the afternoon and by late Sunday two-way road, but the parking lots are down and been buried in the drifts. filled with snow, and only emergency When the augurs on a rotary hit a rock, night, the road is again two-way, traffic can be allowed through. a small shearing pin breaks to save the though narrow, in most stretches. The California Highway Patrol sets heavier machinery and the crew must Monday-A new storm strikes. This up a road block at Colfax and the cops get out into the gale, take off their one is a blizzard with 100-mile-per­ are tough on motorists with excuses. gloves and put in a new pin with their hour winds. The drifts are soon over and Public Works 9 LEFT-Temporary end 01 road just west 01 the Donner Summit Maintenance Station. (Popular ski slope in back­ ground.) RIGHT-Auger type rotary plow cutting through drift just east 01 Donner Summit. the snow markers along the highway Snider, in his pickup, reaches the the job of clearing Highway 40-now and the plow operators steer by feel. third rotary just six miles to the west just a faint depression in the wilderness It is a fine, powder snow falling and the about dark. "Let's get her home," he of white. The night and day struggle wind picks it up and drops it into the yells above the blizzard. of the big rotaries has to begin all over 16-foot-deep trough that is Highway They reach the two snowbound again. And the next day a new storm 40. push plows and the rotary digs them strikes. The two push plows are soon help­ out. The caravan turns back toward The battle in which Snider and the less. Their drivers take shelter in a Yuba Gap. But after only a mile, the 27 men at Yuba Gap took part was only roadside garage. windshield wiper on the rotary breaks. an incidental action in the total war the By midafternoon the word comes Struck blind, she goes up and over the State waged against The Storm. through from headquarters: "Aban­ bank. In all, the State had 1,200 men and don the road." Long, Long Mile some 400 snow plows and trucks in its An hour earlier, the newscast had Without the rotary, the other ve­ battle lines. told of the snowbound City of San hicles are helpless and the men walk a Just how many thousands of tons of Francisco, only a mile and a half from long, long mile through the howling snow they moved, no one will estimate. Yuba Gap, with 226 passengers aboard. darkness to shelter. But department officials say that more And though the Highway Depart­ It is the first time since 1938 that than 35 feet of snow has fallen at Don­ ment had not yet been asked for help, Highway 40 has been abandoned to ner Summit since those first few flakes Snider wanted to get his equipment the elements. last October. back to the barn in case of emer­ The story of how Snider and the The goal of the 1,200 men is simple­ seven men with him dug out their genCIes. ro­ two lanes of black asphalt, ,vith plenty tary by hand the next day and battled of parking spaces. But the new rotary is cut off at Bax­ drifts for 24 hours to rescue the passen­ ters, 10 miles west, by 25-foot drifts. gers on the streamliner has already And for this, the department spends Old 1162 has broken an axle again and been told. an average of $500,000 each year. This is helpless until a truck can deliver the The next night, with the passengers year the snow removal bill is expected parts. safe, the Yuba Gap crew returned to to reach $1,000,000.

10 California Highways out visibility, drift the snow and fill the meadow. One avalanche broke loose SIERRA CREWS roadbed entirely. Then the push plows are high on a mountainside, swept across FIGHT DRI FTS no good and you have to send the rotaries the meadow and highway and snapped through, backing and banging, to open a off a two foot thick tree on the op­ By JACK WELTER single lane. posite slope. Another Echo slide en­ Son Francisco Examiner Stoff Writer IIWe're faced with the added problem gulfed a parked Cadillac. EXAMINER BUREAU, SACRAMENTO, of snowslides. So for lhese conditions have 11 Jan. 26.-Unheralded heroes still bat­ been worse on U. S. 50. Car Squashed tled in the high Sierra today against the But Hellesoe noted that the worst is IIWhen it was finally dug out it looked worst winter of the century. yet to come on U. S. 40, where rotaries like it had been through a big press/' have gnawed their way into a tremen­ Hellesoe said. They are the dog tired members of dous drift a thousand yards eastward state highway crews, fighting in con­ Slides have recurrently blocked the from the division maintenance station stant danger for the 17th straight day Tahoe City-Truckee highway. Only a on Donner Summit. to dig clear the two main transconti­ rotary plow, slicing perpendicularly nental routes. with its cutting bars and feeding snow Steep, Smooth into its powerful blower with its six- Treacherous avalanches of snow liOn the east side of boih summits,1I he .foot high horizontal augurs, can handle have killed three persons along U. S. said, lithe rock formation is very steep and such slides. Hellesoe accordingly con­ Highway 50 alone. But the highway very smooth. We know ihere have been stantly shifts heavy equipment to areas maintenance men with their spewing almost continuous slides and drifts on Donner, and the problem is what will hap­ of greatest need, but seldom without rotary plows have struggled on to the criticism from those deprived of it. flanks of the summits on both U. S. 40 pen when we get to the area subject to and U. S. 50. slide. In one place, the highway cut is 50 Highway 40 has been closed since feet deep on the inside, and on the out­ January 11th, and U. S. 50 since Janu­ Save Stranded side of the road we know there's a big ary 10th. Only once before, during the tank truck stalled. There's no sign of it 1937-38 blizzards, has Highway 40 Their work was largely responsible at 011. 11 for rescue of the City of San Francisco been closed more than temporarily Hellesoe said a snowslide is a more train crew and passengers. Since then since the State began keeping it open sinister menace than the average rock they have saved many another stranded the year round in 1931. On that oc­ or earth avalanche. person and bucked roads through for casion it was closed 10 days. Regular transport of food and medicine to Road Closed clearance of U. S. 50 was begun in buried communities. 1940-41 and 1941-42, abandoned dur­ IIWith a landslide, there usually are ing the war years, and resumed in Often, they have had to backtrack some warning fragments. But a snowslide 1945-46. hurriedly to save themselves when gives no warning whatsoever. You don't snow threatened to close in behind know how they'll react until you get to Tales of heroism, ingenuity and 1I them. But without rest they return to them. backbreaking labor are common the attack against their icy white en­ Primarily because of this ever pres­ among the State's highway men. emy. ent danger, the division of highways One of the brightest is the story of When they can clear the highways has kept U. S. 40 closed above Colfax the events that preceded release of the completely is an unanswered question. even though it has cleared a deeply­ stormbound passengers of the South­ It depends on fate and weather. The entrenched two-way road to Donner ern Pacific's City of San Francisco outlook is not bright. Crews had to Summit. The road also is open from streamliner on January 18th. They work 40 hours on a single drift on Truckee to the foot of the grade on the were transferred from the stranded Highway 40. There are uncountable east side. Traffic similarly is banned train to a relief train at Nyack via a snowblocks ahead of that. beyond Kyburz on U. S. 50, although roadway gouged out by a lone state a good roadway has been opened to highway plow. Main Enemy Echo Summit maintenance station. Foreman Jack Snider of the Yuba III wouldn't attempt to say when we'll Unpredictable weather conditions Gap Maintenance Station fought bliz­ have them open/' said George F. and inability of overworked equip­ zard conditions on Monday, January Hellesoe, Division of Highways mainte­ ment to take time to clear parking areas 14th, to rescue two men stranded in nance engineer. lilt depends entirely on are other factors. Hellesoe said a snow­ push plows above Pioneer Station on the weather. Our biggest enemy is wind. plow began bucking the Echo Summit United States 40. With an "express" IIAnd/' Hellesoe added gloomily, IIwe're drifts then was forced to pull out when truck and a rescued pushplow truck now entering our heavy snow season. the latest storm refilled the roadway as trailing him, he wandered off the edge Ordinarily, our worst snow and blizzard fast as it was cleared. Such incidents of the highway at 7 p.m., Monday, conditions in the Sierra occur from about have occurred repeatedly. under conditions of zero visibility. now to the end of February. IIlf it hadn't been for the hurricanes and Expanding on the danger of slides, At midnight, exhaustion, cold and gales, we could have handled a 200-inch he said there have been two across a hunger forced suspension of efforts to snowfall without too much trouble. But quarter mile stretch of U. S. 50 bor­ extricate the plow. The men made their when you get hurricane winds, they blot dered by an innocent-appearing way to a small lodge near Butts Lake,

and Public Works 11 where they first learned of the Stream­ liner's plight. Shovel Job From daylight until 4 p.m., Tuesday, they labored with shovels to clear 135 feet of roadway and get the rotary back on the road. In the meantime the roadway back to the Yuba Gap station had plugged full again and the rotary's windshield wiper failed. With weather conditions and the mechanical failure blinding the plow crew, Snider used his intimate knowl­ edge of the highway alignment to di­ rect the convoy home via two-way radio to the rotary from his place in the following express truck. The rotary reached Yuba Gap at 4 a.m., Wednesday; a fresh crew took over under mare favorable weather conditions, and four hours later had covered the 1.3 miles to the point where the Streamliner's passengers were picked up by auto from Nyack Lodge. At 11 p.m. the plow completed the return trip to Nyack and the way was clear for one of the most dramatic mass rescues in the colorful history of the high country. "The only other rotary in the area was broken down," Hellesoe said. "It's a funny thing, but equipment, like human beings, is sometimes naturally obstinate. Always before, that one had been a maverick."

FROM ASSOCIATED PRESS THE ASSOCIATED PRESS Sacramento, California January 31,1952 l\J1R. FRAKK B. DURKEE Director of Public Works Sacramento DEAR MR. DURKEE: I must express our appreciation for the splendid co­ operation by the Department of Public Warks during the difficult days of California's big storm a few weeks back. The department's ready help facili­ tated news coverage of the marooned City of San Francisco in the Sierra and of road conditions throughout the State. This was public service at its finest. Sincerely, (Signed) UPPER-Auger plow working in a deep drift east of Donner Summit on U. S. 40, Donner Lake in distance. MORRIE LANDSBERG CENTER-Clearing a path through a deep drift at airport on U. S. 40. LOWER-Twin Bridges resort on Correspondent U. S. 50 partly destroyed by snow avalanche which swept down from slope in background, killing two persons.

12 California Highways Gi~t Hollywood Freeway Through Los Christmas Angeles Civic Center Open to Traffic By R. C. KENNEDY, Secretary, California Highway Commission

THE CITY OF L'os ANGELES received a sey, Chief of Police William Parker, people will get relatively much more Christmas present from the California Assistant City Engineer Lew Arnold, real good out of this lIttle half-mile Highway Commission and the Division Bernard Caldwell, Howard Stites and than they have so far from the six miles of Highways on December 20th, last, Eugene P. Clark, President, Central from Grand to Western. It is important for on that day a half mile of the Hol­ Business District Association. because thousands of drivers now con­ lywood Freeway, extending through Paul Harding, Assistant State High­ gesting downtown streets to get across the Civic Center, was open to traffic. way Engineer in charge of District town 'Will use this freeway instead, and Sponsored jointly by the Downtown VII, called attention to a number of other thousands of our good citizens Business Men's Association, Central members of his department and the will get better use from downtown Business District Association and the different contractors who had made streets. Los Angeles Traffic Association, dedi­ the work possible. Harding lauded "It is important because we can be­ catory ceremonies started at 11 a.m. Spencer Cortelyou, who immediately gin to see the freeway picture start to preceded him in charge of District VII, and who is now retired. Edward R. Valentine, president of the Downtown Business Men's Associ­ ation, spoke on the importance of freeways and especially of this small section that was being opened, and complimented the Highway Commis­ sion and the Division of Highways on the job they were doing. The final address was given by Highway Commissioner Harrison R. Baker. "The opening of this relatively short portion of freeway today is important because it directly affects about 100,­ 000 people daily, about a half a million people daily indirectly, and about four million people with a vision of things PAUL O. HARDING to corne," Valentine said. CITY ENGINEER LLOYD ALDRICH "It is important because it provides Robert Mitchell, President of the access roads for hundreds of thousands develop. People are beginning to rec­ Los Angeles lVletropolitan Traffic of people daily to come and go from ognize the amazing savings in time. Association, presided and the usual, their business, their jobs, and their "People are beginning to be able to coteries of state, city and county offi­ shopping in the biggest destination go from Hollywood to downtown, or cials all made appropriate remarks. center west of Chicago, Downtown from downtown to Hollywood in 15 Among the speakers were: Robert Los Angeles. minutes by automobile. They can go Mitchell, President, Los Angeles Met­ "There was a time when the road from Rosemead and Garvey to down­ ropolitan Traffic Association; Mayor builder thought, rightly, only of a town (or vice versa) in 17 minutes. All Fletcher Bowron, Roger Jessup, Chair­ straight road between two points. Yet this was before the opening of this half­ we know that the State Division of man, Los Angeles Board of Supervisors; mile. These access roads should take Postmaster M. D. Fanning, Harold Highways, and the City Engineer's from 2 or 3, to 5 minutes off that time, Henry, President, Los Angeles City office spent months of man-hours fig­ Council; City Engineer Lloyd Aldrich, uring the most important subject-how depending on the time of day. Oscar Trippet, President, Los Angeles to get the cars where they want to go, "The success of this freeway, where Chamber of Commerce; Harry Volk, from the freeway to office, job, or it's so sorely needed and can be so Neil Petree and Felix Chappellet, Met­ store. sorely tested, will insure the building ropolitan Traffic and Transit Commit­ "The opening of this portion of the of other freeways, throughout Los An­ tee; City Traffic Engineer Ralph Dor- freeway is important because 100,000 geles." and Public Works 13 Baker Tells of Program Commissioner Baker quoted figures to show the huge scope of the Freeway Program in Metropolitan Los Angeles. He said: "As a member of the California Highway Commission it is my great pleasure to represent our Governor, Earl Warren and our Director of Pub­ lic Works, Frank B. Durkee, on this occasion. Governor Earl Warren is vitally interested in the State of Cali­ fornia and in the progress of the high­ way program that was initiated by him and incorporated in the Highway Act of 1947. Mr. Durkee, our new Di­ rector of Public Works, is also vitally interested in the highways of our State. Inasmuch as the Governor has called a meeting of his council to be held today, it is impossible for these two gentlemen to be with us. I know that both of these officials would be here if other state duties did not keep them away. "There is another man who was vitally interested in the development of highways in our State who, if he were still alive, would be with us on this occasion. I am referring to the late beloved Charles H. Purcell who, as Director of Public Works, was largely instrumental in developing our present freeway system. "This is a short but vital link of the Hollywood Freeway-in fact it is probably the most important link in the entire system of freeways. Not only does this link complete the five miles from W estern Avenue but it gives a connection with the Ramona and Santa Ana Freeways. In addition, this link gives a good distribution of traffic from these three freeways into Downtown Los Angeles.

Historic Spot "This is an historic spot. Weare bringing this great freeway into the heart of a city of 2,000,000 people al­ most adjacent to the original plaza where Los Angeles started as a sleepy pueblo in 1781. • UPPER-Ready for ribbon cutting (left to right), Senator Jack Tenney, Robert Mitchell, Ed Ainsworth, Mayor Fletcher Bowron, Commissioner Harrison R. Baker, Supervisor Ray V. Darby. CENTER AND LOWER-Official caravan of autos uses newly opened freeway section.

14 California Highways "This one-half mile of the Holly­ to finish the job. That grand total will be the section from Western Avenue to wood Freeway, which we are opening somewhere in the neighborhood of $55,­ Hollywood, the structures have all today, is the culmination of a spirit 000,000 for the complete Hollywood Free­ been completed. The bids for the of cooperation rarely seen in state way from Los Angeles Street to Vineland. grading and paving of this section were government. I am speaking of the co­ This section that is being opened today opened on December 13th and the represents an expenditure of $4,212,600 operation of the city and county of Los for construction and $2,146,000 for right award will probably be made within Angeles with the Division of High­ of way, making a total of $6,358,600 for the next 10 days. This job is contem­ ways in arriving at an equitable solu­ this particular piece of highway. In that plated to be finished in the late fall of tion of the location of this particular amount is $354,318 contributed by the 1952. At the present time there is quite piece of the Hollywood Freeway. City of Los Angeles and $271,516 by the a little work being done in the way of "Very few people know the amount of County of Los Angeles. This money was structures between Hollywood Ave­ money that has been allotted, by the High­ turned over to the State for grading and nue and Cahuenga Pass. Award of a way Commission, and has been spent by rights of way in removing Fort Moore Hill. contract for construction of the last

Looking westerly, showing in foreground Los Angeles civic center buildings and Hollywood Freeway construction through civic center and westerly the Division of Highways in the construc­ The Division of Highways made available unit of Hollywood Freeway in the tion of this one freeway. Up to date, the to the city and county level land suitable City of Los Angeles is pending. Bids commission has allotted and the Division for the expansion of the civic center. for the project were opened in Los of Highways has spent $49,100,000 on Angeles on January 31st. this freeway from Los Angeles Street to More Work to C,ome The final section of the freeway will Vineland Avenue in the valley. On top of "There are several other contracts be between Mulholland Drive and Ca­ the $49,000,000 there is $5,140,000 in the 1951-52 Budget of which $3,900,000 is yet to be let and quite a little work yet huenga Boulevard and between Gower not yet under contract. In the 1952-53 to be done before the Hollywood Street and Hollywood Boulevard. This Budget there has been allotted $650,000 Freeway will be a complete job. On contract will complete the freeway

and Public Works 15 from Alameda Street near the Union Railroad station through Cahuenga Pass. When the award of contract is made, all major units of the Holly­ wood Freeway either will have been completed or placed under contract. The low bidder on the final unit was Bongiovanni Construction Co., Los Angeles, $2,274,336.30. The project involves the construc­ tion of three bridges, one pedestrian undercrossing, extensions to two exist­ ing pedestrian undercrossings and 11 retaining walls and the grading and surfacing of 1.4 miles to provide a six­ lane divided highway. Coming down to this end of the Hol­ lywood Freeway the contract for the work to be done from the Alameda Street underpass to Lyon Street will be advertised sometime in the spring of 1952 and should be completed some­ time the middle of 1953. From Lyon Street to the Aliso Street bridge the work will be advertised in the spring of 1953 and should be completed some­ time the middle of 1954. In addition to this work on the ground, there is quite a little work to be done on the Aliso Street bridge, which we term as part of the Santa Ana and Ramona Free­ ways.

Harbor Freeway "Many people are interested in the work being done on the Harbor Free­ way. All the work necessary for this particular job, from Temple to Third Street, is under way and should be completed sometime next spring. The Looking easterly along Hollywood Freeway, taken from above Melrose Avenue, showing in foreground the section from Third to Olympic Boule­ split between roadways to accommodate future connections with proposed Santa Monica Freeway vard will be advertised late in 1952 and should be completed late in 1953. found that when we open a section of problematical, but will, no doubt, ap­ "T0 make this section of the Harbor a freeway the traffic somehow finds its proximate 100,000 cars per day. Freeway really do its job, it is going way there. A year ago when we "While these freeways cost millions to be necessary to connect it with the opened the section from Grand Ave­ of dollars they will more than repay Arroyo Seco Parkway. It is now,con­ nue to Silver Lake Boulevard, we had their cost by direct savings to the mo­ templated that in the spring of 1952 the an average of 30,000 cars a day using torists using them, in addition to the contract will be advertised for the that section. When we first extended added convenience in their use and the work from Adobe Street to the four­ the Hollywood Freeway, last Septem­ savings in human lives due to the safety ber, to Western Avenue we found that level structure and this work should be features built into them. While I am 45,300 cars were using that much of completed late in 1952. When that is on my feet I would like to compliment the Hollywood Freeway. Since that done there will be full and complete in­ ~ounty time the growth has been phenomenal both the city and the of Los terchange provided for traffic between and the Hollywood Freeway from Angeles for the manner in which they the Hollywood, Arroyo Seco and Har­ Grand Avenue to Western is now have cooperated with our Division of bor Freeways. carrying over 70,000 cars per day. Just Highways in arriving at a satisfactory "We of the Highway Commission what the total number of cars will be, conclusion to a lot of difficult ques­ and the Division of Highways have after completion of the freeway, is tions."

16 California Highways Engineering Personnel Is Ramona Freeway Organized Efficiently By B. N. FRYKLAND, Resident Engineer

IN SEPTEMBER, '1949, work was started 1 RESIDENT ENGINEER 1 on the first postwar section of Ramona B.N. Frykland Assoc. Hwy. Engr. Freeway, from Evergreen Avenue to Helen Drive, a distance of 1.8 miles. r I SURVEY PARTI ES I . FIELD OFFICE ENGINEERS .1 E.L Thompson Asst. Hwy. Engr This project was completed in April, J D. Hetherington ,," " CHIEF OF PARTY ICHIEF OF PART: I ICH IEF OF PARTY 1951, at an approximate cost of $1,230,­ T.e. Spencer H. H. Wild)' G.T. Gray Asst. Hwy, Engr. Ass!. H..... y.Engr Assf, Hwy. Engr. 000. This work was described in a i I FIELD TESTING ENGINEER I story by P. O. Harding, Assistant State A, Belcastro, Jr. Civil Enill'. Highway Engineer, in the September­ October 1951 issue of the California I I Highways and Public Works Maga­ ISI-7VC38-F I ISI-7VCSO-FI zine. L-, L-, ~ GENERAL ASSISTANT I GENERAL ASSISTANT I GENERAL ASSISTANT I The second section, from Helen A.J.A. Lynn Asst. Hwy. Engr. Roy Cooley Asst. Hwy. Engr. C.1. Palmer Asst. Hwy. Engr.

Drive to Hellman Avenue, Contract I Assist~nfS I I Assisto.nts I I Assisto,nts I as reqUired as reqUired 51-7VC38-F, a distance of 1.5 miles, 05 reqUired was approved in February, 1951, and is ~ ~ now approximately 60 percent com­ I 1 BRIDGE REPRESENTATIVE l 1 BRIDGE REPRESENTATIVE .1 1 BRIDGE REPRESENTATIVE I plete. The estimated date of comple­ w. A. Mcintyre Assoc Sr. Engr. W. B. Jomes Assoc. Bf Engr W.A. Me Intyre Assoc Sr. Engr. tion is November, 1952. The total cost I I r GENERAL ASSISTANT 1 1 GENERAL ASSISTANT 1 I GENERAL ASSISTANT .. 1 will be approximately $1,950,000. J. E. R.D.DoVlck J~ Sr. Eng' G. Do ..... ney Jr. Elf. Engr. M.D. Sheffield Jr Sr. Engr. Haddock, Ltd., is the contractor with I Assistants I I Assista,nts I I Assistants I as required os required as required Henry Ralston, the job superintendent. UPPER-Job organization chart. LOWER-Looking easterly from Warwick Avenue pedestrian overcrossing, The third section from Hellman showing construction in progress on Ramona Freeway. Avenue to Eighth Street, Contract 51-7VC50-F, a distance of 0.9 miles, plete. The estimated date of comple­ Griffith Company is the contractor was approved August 4, 1951, and is tion is March, 1953. The estimated with J. F. Porcher as job superintend­ now approximately 35 percent com- total cost is approximately $1,303,000. ent.

and Public Works 17 Looking eqsterly .from A/mansor Avenue along eastbound roadway of Ramona Freeway, showing Mark Keppe/ High School in City of Monterey Park on right

The fourth section from Eighth. over. the. three contracts the bridges Almansor A~enue BridgecarriesAlmari­ Street to Jackson Avenue, Contract are located as follows: sor traffic over 'the Pacific Electric tracks 52-7VCI9, a distance of 1.7 miles, was Floral Park Bridge carries the tracks of and allroadways. approved on November 28, 1951, and the Pacific Electric Railroad over the west­ The last mentioned grade separations is now approximately 15 percent com­ bound freeway. are 'notofthe interchange type... plete. The estimated date of com­ Floral Park On Ramp carries westbound The Jackson Avenue Pedestrian Under­ crossing is an exfension ofari existing pletion is July, 1953, and the total cost South Frontage Road traffic over east­ bound freeway to westbound freeway. undercrossing under the Pacific Electric will be approximately $2,600,000. The Warwick Road, Campbell Avenue, and Railroad tracks, .made necessary:by the Griffith Company, with]. F. Porcher Marguerita Avenue Pedestrian Overc'ross­ construction of freeway roadwaysoneach as superintendent, is also the contractor ings carry pedestrian traffic over two fron­ side. for this construction. tage roads, the Pacific Electric Railroad Traffic Maio." Problem .. The work in general on the three tracks, and both freeway roadways. .Due to the fact that the jobs lie going contracts consists of grading and Fremont Avenue bridges carry both within the limits of cities of, Los An­ paving two 36-foot roadways of the freeway roadways and the Pacific Electric geles, Monterey Park, and Alhambra, freeway section, grading and surfacing Railroad tracks over Fremont Avenue. The as well as being. partly in unincorpo­ work in this section results in a modified of the necessary frontage roads, accel­ interchange which will permit traffic in­ rated areas, the proper handling of the eration and deceleration lanes, off and gress and egress to both the westbound traffic on the first section, from Ever­ on ramps, and construction of under­ and eastbound freeways. green Avenue to Helen Drive, and on pass and overpass bridges. Prior to the Raymond Avenue Bridge carries tfle the second section, from Helen Drive starting of grading operations a large westbound freeway over Raymond Avenue to Hellman Avenue, was a major prob­ amount of storm drain and sanitary to provide access to the Pacific Electric lem. It was necessary to provide for a sewer construction was necessary, as Railroad substation and team track. free flow of traffic up to 40,000 ve­ well as considerable work by the vari­ Atlantic Boulevard, Garfield Avenue, hicles per day through the construc­ ous utility companies in moving their and New Avenue bridges carry the free­ tion zone at all times. The problem is way roadways, the Pacific Electric Rail­ facilities. not so acute on the third and fourth road tracks, and the frontage roads, or sections although Atlantic Boulevard, Bridges Total 29 off and on ramps over these cross streets. Garfield Avenue, Almansor Avenue, The necessary grade separations for These bridges, with the necessary con­ and New Avenue carry a considerable vehicular, railroad, and pedestrian necting roadways, form complete traffic interchanges. volume of traffic. traffic require the construction of 29 The Sixth Street bridges carry the above­ It is anticipated that the completion bridges and one pedestrian under­ noted tracks and roadways over Sixth of the three going contracts, which crossing. Proceeding from west 'to east Street. . .. Continued on page 49

" 3" PM5. 2.'. 3" EMS on 1.8M. 5" pee. On Im ported Bose B P.C.C on Imported Base Material-Top 4" Cement Material-Top 4" Cement Treated. 3" P.M.5. Treated. TYPICAL CROSS - SECTION

RAMONA FREEWAY THROUGH CITY OF ALHAMBRA i8 California Highways UPPER-Floral Park undercrossing that will carry westbound Ramona Freeway under tracks of Pacific Electric Railway. CENTER-Easterly along Ramona Freeway, Floral Park on ramp in foreground and Warwick Avenue pedestrian overcrossing in background. LOWER-Warwick Avenue pedestrian overcrossing, showing steel girders in place and spiral ramp construction at ends.

and Public Works 19 Rapid Progress Is Being Santa Ana Freeway Made on Important Project By W. L. FAHEY, District Engineer, District VII

SANTA ANA FREEWAY is one of the most important traffic arteries on the system of freeways now being con­ ,/e;?eac7 structed by the State Division of High­ _ rreiZl-'Voy Co/??"o/e/ed or CO/?//dc/ed ways to serve Southern California. It is ••• ,.,ev/C/re ffiZef/V09 Co/?s/rtt/C"r/o/? perhaps of equal importance with the Hollywood Freeway because one free­ way is a continuation of the other. From the standpoint of through traffic the two freeways will operate as a unit. The Santa Ana Freeway extends from Spring Street in the Los Angeles Civic Center Area in a general south­ easterly direction 34 miles to First Street in the City of Santa Ana. The inception of this freeway dates back about 12 years and during that interval, due to the wholehearted cooperation of county and city officials and organ­ izations and the financing provided by the Collier-Burns Highway Act of 1947, Santa Ana Freeway is now well along toward completion.

Of Strategic Value The fact that Santa Ana Freeway follows a northwesterly-southeasterly direction, generally paralleling the \,ry,.. { sf SA".)TA Pacific Ocean coast line, makes it of ( AlVA great strategic value because so many of the other important traffic arteries ./ I in this part of the state have been estab­ ;' lished in a general northerly-southerly or easterly-westerly direction. are completed and open to traffic, as sirable on this section of Santa Ana Development of Santa Ana Freeway, follows: Freeway to get the main roadway por­ bringing as it does Orange County (1) Aliso Street to Eastman Avenue, tion of the freeway completed and closer to the Los Angeles Metropolitan 3.6 miles; (2) Atlantic Boulevard to opened to traffic as quickly as possible, Area, measured in travel tim~" will Union Pacific Railroad Crossing, 0.9 delaying the more expensive and time­ prove of immense benefit to both areas. miles; and (3) Rosecrans Avenue east consuming construction of grade-sepa­ The development of critically needed of Norwalk to Los Angeles Street ration bridges to be carried out during housing projects and large industrial south of Anaheim, 11.4 miles. future years when funds do become manufacturing plants along the route On the third unit listed above it available. of Santa Ana Freeway is an indication should be noted that freeway con­ Five Constructi'on Projects of the economic value of this freeway struction has been completed except in land development to its highest and at the important cross streets. At these At the present time the State Division best use. locations intersections at grade have of Highways has five major construction contracts under way on Santa Ana Free­ been channelized and signalized so that Three Sections Completed way, comprising a total length of 9.4 miles traffic moves freely and safely. Due to and representing an expenditure of almost As of the present time we have three the inadequacy of funds available for $10,000,000. These contracts are as fol­ sections of Santa Ana Freeway which freeway construction, it appeared de- lows:

20 California Highways LEFT-Looking northwesterly along Santa Ana Freeway, showing O.09-mile length of completed freeway under Atlantic Boulevard and under tracks of Union Pacific Railway. In foreground is Atlantic Boulevard overcrossing and in background, left, is construction in progress on Olympic Boulevard overcrossing. The interchange system in the foreground has been referred to as the "Mix-Master." RIGHT- Looking southeasterly along construction in progress in Santa Ana, showing in foreground erection of abutments for 17th Street undercrossing.

Completion Dates Resident Description I Contractor engineer Miles Allotment By the end of 1952 or early in 1953 it is anticipated that all of these con­ 6-lane Freeway between Eastman Winston Bros. Co._ H. E. Belford ___ 1.1 $1,184,300 struction contracts will have been Avenue and Atlantic Boulevard N. G. Hallin completed and that Santa Ana Freeway 6-lane Freeway from Augusta Ave- United Concrete H. Ayanian_____ 2.3 1,742,100 for the 10-mile length between the nue to Washington Boulevard Pipe Corp. & J. M. Curran Los Angeles Civic Center and Rose­ Ralph A. Bell mead Boulevard will be open to pub­ 6-lane Freeway from Washington United Concrete H. Ayanian_____ 1.5 1,546,200 lic traffic. However, Santa Ana Free­ Boulevard to Todd Avenue Pipe Corp. & J. M. Curran way traffic will not have the use at that Ralph A. Bell time of the diagonal freeway routing 6-lane Freeway from Todd Avenue United Concrete H. Ayanian_____ 2.0 2,701,200 shown on the map, from Rosemead to Lakewood Boulevard Pipe Corp. & J. M. Curran Boulevard east of Rio Hondo to the Ralph A. Bell town of Norwalk, for another year or 4-lane Freeway from Broadway to Winston Bros. Co._ f:. C. Smith_____ 2.5 2,656,300 two. This will not be a serious detri­ First Street in Santa Ana F. E. Sturgeon ment because in the meantime traffic Totals______-'______1_ ------9.4 $9,830,100 will have the use of a modern four­ lane divided limited access highway as

and Public Works 21 now completed to the south on Rose­ and providing a clear roadway width Wells Are Replaced mead and Lakewood Boulevards and to of 40 feet, with two 5-foot sidewalks Five domestic water wells of the the east on Firestone Boulevard. was provided at Downey Road. Also California Water Service Company, Another incomplete section of the included in the contract was a rein­ developing approximately 1,900 gal­ Santa Ana Freeway, speaking as of the forced concrete box girder overcross­ lons per minute, which were in the end of 1952, will be the short section ing bridge for Olympic Boulevard, right of way in the vicinity of the in the vicinity of the Santa Ana River. consisting of four spans and about 417 Downey Road and Olympic Boulevard The existing state highway at this loca­ feet in total length supported on rein­ bridges, had to be abandoned and new tion has a paved width of 56 feet, pro­ forced bents and abutments (no piles) replacement wells drilled on new sites viding four lanes for moving traffic and providing a clear roadway width outside the right of way prior to con­ with side lanes for parking of vehicles. of 70 feet with two 6-foot sidewalks. struction of the highway. Thus traffic will not be greatly dis­ The bridge construction on this con­ All excess roadway excavation on commoded although it cannot move tract is under the supervision of N. G. the project was disposed of in embank­ here as freely and safely as it will on Hallin, Resident Engineer for the ment areas on the proposed Los An­ the new freeway when completed. Southern Section of the State High­ geles River Freeway just southerly of Concerning the construction con­ way Bridge Department. the project, the material being placed tracts now in progress, the resident This contract also includes miscel­ and compacted in accordance with the engineers on these jobs make the fol­ laneous drainage structures, curbs, gut­ Standard Specifications. The contrac­ lowing reports: ters and sidewalks, guard railing, chain tor used 15.5 cubic yard model 7-TDT link fence, reinforced concrete pipe Euclid scrapers for hauling roadway By H. E. BELFORD, Resident Engineer culverts and siphons, vitrified clay pipe excavation to the Los Angeles River for sanitary sewers, drainage and elec­ Freeway embankment area. The aver­ ON NOVEMBER 27, 1950, Contract trical equipment and various other ma­ age haul distance was about 3,000 feet 51-7VC23F in the amount of $1,112,­ terials and items of work. and each scraper hauled approximately 920.00 was awarded to Winston Broth­ Rapid Progress 100 cubic yards per hour to the em­ ers Company for constructing portions qankment area during peak operations. To date construction work on this of Santa Ana Freeway, about 1.1 miles The span between bents No. 3 and project is about 58 percent complete. in net length, between Eastman Ave­ No. 4 of the Olympic Boulevard Construction of all north and south nue and 0.1 mile westerly of Atlantic bridge over the westbound roadway of outer highways, the Eastman Avenue Boulevard, Road VII-LA-2,166-D,A. the freeway is 145 feet, 6 inches. This storm drain structure and pedestrian is the longest box girder span con­ The work included under this con­ undercrossing, the Downey Road structed to date in the State and prob­ tract consists of clearing and grubbing, overcrossing bridge, the installation of ably in the entire United States. Con­ removing and disposing of portions of sanitary sewers and storm drain siphon struction of the Olympic Boulevard existing concrete pavements, curbs, pipes has been entirely completed. bridge was delayed about four weeks gutters, sidewalks and structures; Approximately 75 percent of all road­ due to curtailment of reinforcing steel grading a roadbed to provide a six-lane way excavation has been completed divided freeway; surfacing with Port­ and the contractor is now concentrat­ by the Federal Government last fall. land cement concrete pavement on ing on construction of the Olympic However, it is believed the contractor cement treated subgrade over im­ Boulevard bridge, which must be com­ will complete this contract prior to ported base material; placing plant­ pleted and traffic routed over it before August 19, 1952, the revised date of mixed surfacing on shoulders; con­ completion considering lost time for structing accelerating and decelerating any further road construction can be accomplished. This bridge should be non-working days due to rain. at which lanes, interchange roadways and outer time construction easterly to Wash­ highways, and surfacing them 'with completed sometime in April, 1952. ington Boulevard under another con­ plant-mixed surfacing on untreated During construction of the Downey rock base over imported base material. Road and Olympic Boulevard bridges, tract should be completed, making it A reinforced concrete pedestrian un­ traffic is being carried around the possible to open to traffic an additional dercrossing consisting of a box struc­ bridge sites over the outer highways 3.2 miles of this important freeway ture 122 feet in length and 10 feet in and specially constructed detour road­ from its present easterly terminus at Eastman Avenue. width with stairway entrances was ways connecting therewith that were provided at Eastman Avenue. all constructed as the first order of Bridge Str..dures work on this project. Traffic has been By H. AYANIAN, Resident Engineer A reinforced concrete box girder operating over these detours for the extendi~g overcrossing bridge consisting of four past year with practically no hindrance THE RAPIDLY Santa Ana spans about 213 feet in total length, or delays. In fact, we~tbound traffic Freeway is being materially advanced supported on reinforced concrete into the City of Los Angeles has been by a series of three contracts being bents and abutments constructed on re­ faster over the detour than it was over performed.by the United Concrete inforced concrete cast-in-place piles the previous route. Pipe Corporation and Ralph Bell under

22 California Highways UPPER-View looking southeasterly along Santa Ana Freeway, showing in foreground construction in progress on the Olympic Boulevard overpass. LOWER-View looking northwesferly along freeway, showing construction in progress on tie Garfield Avenue undercrossing and Santa Fe Railroad grade separation.

and Public Works 23 LEFT-Looking northwesterly along Santa Ana Freeway construction, taken from just above Paramount Boulevard, showing in central portion 01 photograph approaches graded lor the Rio Hondo crossing. RIGHT-Looking northwesterly along freeway construction in City of Santa Ana, showing in the loreground, lelt, present mutherly terminus of the freeway at First Street and the excavation in progress for foundations for the Fourth Street overcrossing. a joint venture. These three connecting ing, Washington Boulevard Under­ Second Contract contracts in one fell swoop will pro­ crossing, and associated storm drains, The second contract, VII-LA­ vide a six-lane divided freeway from sewers, and frontage roads. 166-A, 51-7VC41-F, covers the work near the junction of Olympic Boule­ from the end of the first contract to vard and Anaheim-Telegraph Road to Heavy Cut Section Todd Avenue. Included are the grad­ 0.2 miles beyond Lakewood Boule­ The grading for this project con­ ing, PCC pavement, storm drains, vard, including nine major structures, sisted of a heavy cut section at the sewers, the Simons Underpass at the three pedestrian overcrossings, and a beginning of the job and the haul of mainline AT&SF R. R., the Garfield pedestrian undercrossing. The only this material, for distances of up to five Avenue Undercrossing, the Green­ exception in this stretch of six miles is miles, for embankments on the, at that wood Avenue Pedestrian Overcross­ the previously completed Griffith time, future contracts. The overhaul ing, and frontage roads. In connection Company contract, 0.9 mile in length, was calculated in mile-yards and with the construction of the Simons at the Atlantic Avenue and Union amounted to approximately 1,000,000 Underpass, a shoofly was built with a Pacific Railroad grade separations. mile-yards. The material was all hauled temporary, timber pile supported, plate girder bridge to carry the rail The first contract, VII-LA-I66-A, in bottom dump truck and trailer units. 51-7VCI7-F, from Augusta Avenue to traffic of over 40 trains daily over 0.2 miles southeasterly of Washington The sum of $1,748,000 was allotted Anaheim-Telegraph Road. Boulevard, includes grading, PCC for this first contract and work started This second contract was allotted pavement, Marianna Avenue On­ on November 3, 1950, and is now about $1,546,000 and work was started by the Ramp, Eastern Avenue Overcrossing, 60 percent completed. The estimated contractor on March 15, 1951. The Kern Avenue Pedestrian Overcrossing, date for completion of all work is in estimated date for completion is in the Gaspar Avenue Pedestrian Overcross- June, 1952. • •. Continued on page 46

24 California Highways Reconstruction as Freeway Ridge Route Now Is Nearing Completion By C. P. MONTGOMERY, District Construction Engineer

FORTY YEARS ago the hardy soul self and his car in crossing the moun­ driving from Los Angeles to San Fran­ tains, now faced a test of endurance cisco left the pavement shortly after as he negotiated the remaining 350 crossing the Los Angeles River, fol­ miles of dusty unpaved roads through lowed the Southern Pacific through the length of the valley. the sand and chaparral, past the rail­ road sidings of Burbank and Pacoima Challenge to Surveyors to the little village of San Fernando. Upon the formation of the Cali­ From here his trip took on the nature fornia Highway Commission in 1911, of an adventure as the road veered a paved highway from the Mexican away from the railroad through the border through Los Angeles and San historic Fremont Pass past Newhall to Francisco to the Oregon line, became Saugus. From Saugus there was a the first order of business. Location choice of either the Bouquet Canyon surveys on this, the main north and or the San Francisquito Canyon roads south artery of the state highway sys­ past Elizabeth Lake, the abandoned tem, were started in the early spring almond orchards surrounding Nee­ of 1912. nach, the old Bailey Ranch Hotel at The mountains between Castaic in Quail Lake and over the Tejon grade, the Santa Clara River Valley and past old Fort Tejon and down the Ralphs Ranch, now Gorman, pre­

Grapevine grade to the floor of the Fremont Pass, a slot through the mountains, 15 sented a challenge to the early location San Joaquin Valley. feet wide and 60 feet deep, constructed in stages by parties. The rugged terrain to be The venturesome motorist, having hand methods during pioneer days, was in service crossed was a primitive area with no until 1910, at that time the most direct route from demonstrated the stamina of both him- Los Angeles to the north trails, heavily covered with oak and

It is difficult for modern day motorists to believe that the present Ridge Route once looked like this

and Public Works 25 UPPER-Aerial view, looking northerly, showing completed Ridge Route in Piru Gage with Pyramid Cut in left foreground. LOWER-Looking southerly, showing com­ pleted Ridge Route with Piru Creek Bridge in the foreground.

26 California Highways pine timber at the higher elevations and nate improved route lying westerly of Piru Project Spectacular a dense growth of brush on the slopes. the old original Ridge Route from Probably the most difficult and spec­ The survey parties in moving their Castaic junction to Lebec became a tacular section of this highway is the camps and transporting ,vater and sup­ necessity and was built in the early recently completed contract through plies were dependent upon pack trains thirties. Piru Gorge from Frenchman's Flat to of burros. To bring the cost of con­ While still known as the Ridge the Alamos Creek Bridge. struction within the limi,:s of the funds Route this new location provided a Earth work quantities involved in the available at that time, the originalloca­ greatly improved alignment with widening of this five-mile section of road­ tion followed acircuitous course over much' less curvature. By following way amounted to 1,110,000 cubic yards the mountain ridges from Castaic past along the Alamo and Piru Creeks and overhaul from cut to fill 15,000,000 Sandberg to Gorman. through Piru Gorge the gradient was station yards. The need for construction of reduced by 10 miles. two bridges over Piru Creek at each end First Contract in 1914 of the Pyramid Cut was eliminated by the The first contract on the original Highway Widening Necessary construction of a channel change to carry Ridge Road was completed by the Lee Very soon the volume of traffic on Piru Creek through the cut along the east More Construction Company of El the new Ridge Route had increased to side 6f the roadway. The widening of the Paso in June, 1914. Subsequent con­ such an extent that the three-lane road Pyramid Cut alone, including the Piru tracts and work by state forces under became critically inadequate. It was channel, required the excavation of over day labor, led to the completion of apparent that the only solution was to half a million cubic yards of a very hard that portion within District VII, as a provide a four-lane highway with the shale rock. The cut face rises to a height IS-foot concrete pavement on 24-foot opposing lines of traffic separated by a of 310 feet from the bottom of the chan­ roadbed in 1920. In spite of the 7 per­ median strip. With funds made avail­ nel or the height of a 25-story building. cent grades, many sharp curves, nar­ able by the Collier-Burns Highway The paving on the southerly three row pavement and traffic tie-ups dur­ Act of 1947, the early completion of miles is four-inch plant-mixed surfac­ ing winter snows, this old road so the Ridge Route throughout as a four­ ing 72 feet to 78 feet in width divided stimulated motor traffic between Los lane divided limited access freeway is by raised bars. The northerly 2.3 miles Angeles and points north, that an alter- assured. consists of two parallel pa;ements 29

Looking northerly on completed section of Ridge Route through Piru Gorge, showing Pyramid Cut on left; channel change on right

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... _... _ _ ~ ~ 2..._ . ____ _._ . ~.._. .. UPPER—Looking south from Pyramid Cuf, showing completed roadway with channel change on left. LOWER—Looking northerly along completed Ridge Route in Piru Gorge. feet in width with penetration treated irafiic Carried Through traffic had passed through grading op- shoulders and separated by an un- The outstanding and probably the erations. Longer though less frequent paved decision strip eight feet wide. most difficult feature of this work was delays occurred during blasting opera- All pavement is supported by a sub- the fact that traffic was carried through tions, a DW10 scraper and bulldozers grade of untreated rock base over a the contract during construction. It were always available at such times to subbase of eight inches of crushed was necessary to control traffic while clear the roadbed as quickly as possible. granite. Subbase and subgrade material grading was in progress and the con- These unavoidable delays seldom were produced by the contractor from tractor conducted his operations to lasted over 45 minutes. This contract a crushing plant set up at the state- insure a maximum of safety and a was completed by A. Teichert and owned granite quarry several miles minimum of delay to the traveling Son of Sacramento at a.cost of slightly above the northerly end of the con- public. While working through cuts less than $2,000,000, under the able tract. The contractor also installed an where there was danger from falling supervision of Adolph $acre, repre- asphalt plant at this location for the rocks, traffic was halted for periods of senting the contractor, and C. J. Mc- production of the plant-mixed surfac- from 20 to 30 minutes, and then all Collough, Resident Engineer. ing. work suspended until both lines of ...Continued on page 46

28 California Highways New Section of Four-lane Divided Highway ~ ~ Straddles Los Angeles-Kern County Line

By W. M. NETT, Resident Engineer

CorrsTxucTiori on an 11.4-mile sec- nate the entire route from the San At various locations in the present tion of U.S. Highway 99 known to the Fernando Valley to the San Joaquin work the old three-lane highway is motorist as the Ridge Route was com- Valley. used for one-way of travel. The new

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UPPER—Completed construction on Ridge Route '~P southerly from Gorman. LOWER—Special blocks on ~' ... concrete apron to dissipate force of water at dis- _ram.:.::...... ~ -°,~* ~tri`.r charge of channel on west side of road just south of Gorman. Note smudge pots used fo prevent freez- h- `ter ing of concrete. f ~_ ~' ~? pleted on November 8, 1951. This por- tion of highway forms the connecting link between two previously com- !~,y*- ~ A ~~~. .. ~ x R pleted four-lane sections, the northern ~ * ,,,. "- '°'- x.; terminus being Fort Tejon, a United ~-~`:,.-nom. °~y.~ ~, - ~y'~,, a '~ n", gyp,, i,;,_ ~- r. ~~ ~ y States Cavalry outpost which played an important part in early California history. The southern terminus is 2%2 miles south of the present Lancaster road, ~..~,.may. ~ ~~'- i~• ~i~► ~.~• bb State Sign Route No. 13S, which was ~!►~i~• part of the old original Ridge Route. ~„° ~"' i~ i ~r ~ iii► ~ r ~, This portion of the old highway from +~► Gorman to Castaic via Sandberg which was by-passed by the three-lane con- ~ ~ ~ ~ struction in the mid 1930's, traversed terrain that inspired the name of Ridge p ~ ~ ~, Route, and which is still used to desig-

and Public Works 29 UPPER-Completed section of Gorman project in Kern County. LOWER-Looking northerly along com­ pleted section of Ridge Route. Community of Gor­ man is shown in foreground to right and Tejon Summit shown in background right.

lanes are of Portland cement concrete pavement 24 feet wide over cement treated subgrade with plant-mix shoul­ ders. Huge Excavation The project was located in two state highway districts. District VII, Los Angeles, was responsible for the pre­ liminary surveys, plans, specifications, and rights-of-way procurement, while District VI with headquarters in Fresno took over the construction en­ gmeenng. Something of the magnitude of the project can be seen in a few of the Jllajor items of work. Well over a million cubic yards of road. way excavation was moved 28,000,000 station yards to reach its final location. Sixty thousand tons of pervious mate­ rial was used as a blanket over a wet meadow area at Gorman, and 237,000 tons of processed base material was used in subgrade construction. Forty-nine thousand cubic yards of Portland cement concrete was poured and 41,000 tons of plant-mixed surfacing was used for shoulders and resurfacing of por­ tions of the old highway.

30 California Highways Structures were constructed at 192 loca­ Other Projects wheel load applications rather than by tions, varying in size from an eight-inch An experimental section of weak­ axle loads as in the standard right drain to a 133-foot reinforced concrete ened-plane joints was put in the con­ angled joint. bridge across Cuddy Creek. There was crete pavement. These joints were With the completion of this project also considerable amount of channel formed by use of the standard mastic and another in Los Angeles County, change work with various types of ero­ paper placed at variable spacings, rang­ and with another project now under sion fences and. protection devices. ing from the standard Is-foot panels construction in Los Angeles County, One of the highest 1951 production to 60-foot panels at right angles to the U.S. 99 will be four lanes from Mc­ records for Portland cement concrete pave­ direction of traffic. A section of vari­ Farland to Los Angeles. ment was attained as 49,000 cubic yards able spacings with the joint on a skew Mr. E. E. Frost was superintendent ·of concrete were laid in 47 starts. The of three feet in the 12-foot lane for N. M. Ball Sons, Contractor. W. largest sing Ie day's output was 1,393 width was also placed to study the M. Nett was resident engineer for the cubic yards, and the smallest was 555. effect of the impact caused by separate State.

LEFT-Looking southerly along completed section of Ridge Route. Lebec is shown in foreground. Tejon Summit is just off upper left corner of photograph. RIGHT-Looking southerly along completed section of Ridge Route southerly of Gorman.

and Public Works 31 By JEROME F. LlPP, Right of Way Agent, District III

THE PLACERVILLE City Council has tingent on the completion of right of been notified that the official agree­ way negotiations. The work to be An artist/s conception of what the ment between the State and the city placed under contract in the coming new Placerville freeway will look which clears the way for the early season includes the Locust Street Un­ like and how it will serve both start of construction on the new free­ dercrossing, the Washington Street through and local traffic is provided way through Placerville has now been Overhead, and the relocation and in this drawing prepared by Van der Goes of the Bridge Department fully executed. adjustment of the railroad facilities at l A copy of the document, signel,l by the east end of the city. State Division of Highways. The free­ way agreement has been signed by Director of Public Works Frank B. Pedestrian Crossings State Director of Public Works Frank Durkee, was received from the office B. Durkee. of District Highway Engineer C. H. Pedestrian overhead crossings are Whitmore in Marysville. The agree­ planned just east of Coloma Street, to ment had previously been signed by provide for the safety of elementary needed for highway construction, the the city. school pupils, and at Bedford Avenue, properties are just purchased outright Funds in the amount of $300,000 near the post office. Both these struc­ were allocated to the Placerville free­ tures will have modern ramp ap­ at their fair market value. way project in the 1952-53 construc­ proaches. However, special cases sometimes tion budget of the California Highway Generally, in California when it is arise in which, despite the fact that Commission. The first call for bids is impractical to relocate improvements moving buildings to a new location scheduled for early this summer, con- on properties within the right of way appears to be impractical, the outright

32 California Highways ~~::----

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purchase of the property and subse- Buildings Moved In addition to the church and club quent disposal of the improvements for Among the improvements within house, the stucco home adjacent to the salvage value not only would have a the required right of way for the club house, required special attenrion severe adverse effect on public attitude Placerville Freeway were the brick because the wife of the owner, a semi- towards the department, but would veneer church of the Christian Science invalid confined to a wheel chair, re- leave the affected property owners in Society, the clubhouse of the Placer- quired aspecially built house on a level an untenable position because of the ville Women's Shakespeare. Club, and lot. impossibility of providing a substitute a specially built private residence. The All buildings, while in excellent con- facility, short of long and tedious new clubhouse, cultural center of the com- dition, were appro~mately 20 years construction. munity, is owned by a corporation old. They could not be duplicated consisting of under present building conditions for Just such a situation confronted the 150 members. This build- ing, which houses a large auditorium, anywhere near their present value. Division of Highways in its right of a dining room, a kitchen, a second- way acquisition program Agreement Wifh Owners for the story all-metal projection room, two Placerville Freeway. This freeway restrooms, a stage complete with foot- In order to expedite the right of way constitutes a realignment of a section lights, and dressing rooms, contains acquisition by reaching some sort of of U. S. Highway 50, one of the Coun- approximately 6,500 square feet. Be- an agreement with the affected parties, try's principal East-West routes, also sides being used by its members, the a meeting was held with the members used extensively by recreation en- club house is used as a regular meeting of the Shakespeare Club at the begin- thusiasts en route to the Lake Tahoe place for many of the city's service ning of our right of way acquisition on area. clubs. the project. The State's acquisition

and Public Works 33 procedure was carefully explained and the possibilities of moving the club house were thoroughly discussed. This same procedure was followed concur­ rently with the owners of the Christian Science Church and the owners of the private residence. It was determin~d in these meetings that all three buildings should be moved to another location so that the loss in usage to the owners and the community \vould be minimized. Whether or not the complete trans­ action, based on moving improve­ ments, would cost the state more than an outright purchase at the fair market value of the properties needed was th~ principal limiting factor in the decision concerning the economics of moving improvements which were within the: right of way. Of course, in any event, Shakespeare Club moved to new location the property acquired was to be paid for at its fair market value. The selected site was an average of State Pays Moving Costs New Site Chosen 14 feet below street level; conse­ Negotiations were conducted on the A site about one block up hill ap­ quently, it was necessary to place 19,­ basis of the owners retaining all im­ peared to be the only practical one 000 cubic yards of fill material to bring provements, and the State's paying the because almost all usable lots in the it to grade. Fortunately, a large vacant estimated cost of moving them. The city's steep-sided narrow valley were lot on a steep hillside, directly across State, in conjunction with the building in use. It was also most desirable for Jackson Street from the site, provided committee of the Shakespeare Club, all three properties. However, the pur­ a convenient material source. the church officials, and the owner of chase of the site was complicated by the residence, secured bids for a!l The owner of the hillside lot gave the fact that it was owned by El Do­ phases of the relocation work, includ­ rado County, which can sell land on1y the State permission to remove the ing filling the site, moving, rehabilita­ by public sale. In order to avoid the needed fill material, free of charge. The tion, and landscaping. Wilkins Draying many complications resulting from removal of the fill dirt from this lot Company of Sacramento were the suc­ this requirement, the state finally pur­ resulted in an improvement to the area cessful bidders for moving the club­ chased the entire parcel and subse­ generally, since enough material was house, while Nick Martinelli, also of quently deeded the land in three indi­ excavated to leave level building sites Sacramento, was low bidder for mov­ vidual parcels to the parties involved. where none had existed before. ing the other two units. While the moving of the brick Christian Science Church was moved without cost 'to owners veneer church intact, without losing a brick, was quite a feat in this steep area, the relocation of the Shakespeare Club presented the greatest problem. It was necessary to cut the building into three pieces and move each separately. Even then, the largest piece was wide!; than Jackson Street, over which the build­ ings had to be moved. Therefore, part of the moving operation included mov­ ing a residence on Jackson Street back 30 feet, destruction of a garage and several retaining walls, and removal and replacement of a front porch from another house. This additional work barely provided sufficient width for the moving operation.

... Continued on page 67

34 California Highways Walter Sandelin Again Appointed Bay Bridge Bonds Com n1 issioner

JANUARY 26TH, F. Walter San­ FRIDAY MORNING, January 11, presently outstanding bonds, repaying ON ON delin of Ukiah received from Gover­ 1952, the sum' of $21,000,000, plus ac­ to the State Highway Fund the sum nor Earl Warren his fourth appoint­ crued interest, was paid into the State of approximately $6,600,000 appropri­ ment as a member of the California Treasury in exchange for California ated in 1933 for construction of ap­ Highway Commission. His new term Toll Bridge Authority revenue bonds proaches, the appropriation providing will end on January 15, 1956. in the amount of $21,000,000 to be de­ for repayment after the original in­ livered to their purchasers. The trans­ debtedness of the bridge had been paid action involved the refinancing of the off; and approximately $7,000,000 for indebtedness of the San Francisco­ alterations and improvements on the Oakland Bay Bridge, including out­ existing bridge.

standing bonds and the amount due Other Series of Bonds the State Highway Fund, and the pro­ The resolution of the authority also viding of additional funds for improve­ provided for a Series "B" and Series ments on the bridge to facilitate the "C" issue of $25,000,000 each, the pro­ movement of traffic. ceeds to be used for the construction It was necessary that the refunding of approaches on the San Francisco be completed prior to January 15, side of San Francisco Bay, and for like 1952, in order to preserve the credit purposes on the east side of the bay. of the bridge looking ahead to the Among the approaches designated on financing of future additional cross­ the east side of the bay is an additional ings of San Francisco Bay. tube under the Oakland Estuary which The sale of the bonds culminated separates the Cities of Alameda and proceedings which had their inception Oakland. Sale of the Series "B" and "C" several years ago, when studies were bonds was not authorized at the No­ made by the Division of San Francisco vember meeting. Bay Toll Crossings of improvements A Series "0" bonds also authorized on" the existing San Francisco-Oakland may not be issued until clarification of F. WALTER SANDELIN Bay Bridge and for approaches thereto state and federal statutes affecting con­ When the new Highway Commis­ wI1ich would fit in with any new cross- struction of new toll crossings of San sion was created in 1943 Sandelin drew ing of San Francisco Bay. ' Francisco Bay. the short term and was reappointed by Mayors Request Refinancing the Governor in January, 1944. He On October 23,1951, the mayors of State Wins Decision was reappointed J ~nuary '15, 1948. the Cities of San Francisco and Oak­ Commissioner Sandelin for many land had joined in a recommendation THE OPINION of the> district court of years has been active in highway de­ to Governor Earl Warren, Chairman appeal in the case ofChas. L. Harney, velopment in the Redwood Empire of the California Toll Bridge Author­ Inc., a corporation, v. Frank B. Durkee, counties. He is a veteran of World ity, that the existing indebtedness of as Director of Public Works of the War I, past president of the Ukiah the San Francisco-Oakland Bay Bridge State of California, reported in 107 Rotary Club, past president of the be refunded and that the new issue of A. C. A. 714, becqme final on January Ukiah Chamber of Commerce and ;/01 bonds include sufficient funds to per­ 15,1952, by the refusal of the Supreme served as vice president and director form work on the present bridge, build Court of California to grant a hearing of the Redwood Empire Association additional approaches on each side of in the case. and as chairman of the transportation San Francisco Bay, and provide funds Following the opening of bids for committee of the association. for a further study of an additional bay the construction of the section of the crossmg. Bayshore Freeway in San Francisco tract to it on the ground that no lower At a meeting of the authority on from Army Street to 17th Street, the bid could reasonably be expected. November 27, 1951, a resolution creat­ Director of Public ,Vorks rejected all The opinion of the district court of ing an issue of bonds not exceeding bids :Ind ordered a readvertisement for appeal reversed the superior court and $80,000,000, to be issued in series, was new bids. Chas. L. Harney, Inc., the upheld the action of the Director of adopted. Only the sale of the first, or low bidder on the first call, brought Public Works in rej ecting the bids. Series "A" bonds, was authorized, that the action in the Superior Court in San The project has now been readver­ series being in the amount of $21,000,­ Francisco to nullify the rejection of tised and new bids are scheduled to be 000 for the purposes of refunding the all bids and to force award of the con- opened on March 12th.

and Public Works 35 Interesting Tests Made of Street Sweepers Various Broom Fibres By NORMAN H. HEGGIE, Assistant Physical Testing Engineer Service and Supply, Headquarters

UA NEW BROOM sweeps clean." This old English expression was handed down by John Haywood in 1546, years before anyone ever dreamed of such a thing as a power broom. As a matter of fact, the first power broom was not invented for another 300 years. "Kanes Famous First Facts" gives the following de­ scription of the first power broom used in the United States. It was demon­ strated on December 15, 1854, in Phila­ delphia and described in the Philadel­ phia Public Ledger in the following manner:

1/A series of brooms on a cylinder about two feet by six inches wide attached to two endless chains running over an upper and lower set of pulleys which are sus­ pended on a light frame of wrought iron behind a cart. As the cart wheels revolve, a rotary motion is given to the pul,leys, conveying the endless chains and a series of brooms attached to them, which being made to bear on the ground, successively sweep the surface and carry the soil up an incline or carrier plate over the top of which it is dropped into the cart./I Figure 1 depicts an early model horse-drawn sweeper. Of course, prior to the advent of the horse-drawn sweeper, the personal attention of the individual "white wing" was required to sweep up refuse on city streets (Figure 2). Power Brooms What a far cry this was from our modern powered brooms! But," of course, everything must have a begin­ ning. Figure 3 shows the modern power broom used to sweep the San Francisco-Oakland Bay Bridge. UPPER-Street sweeping machine, 1905 model. LOWER-Early day sweeper and his outfit. The Division of Highways uses power brooms to sweep the road sur­ Up until recently, little attention available on the open market were face preparatory to applying armor was paid to the actual cost of broom therefore used. It was observed in the coat and nonskid surface treatments, fibre in relation to the sweeping job field that the use of some fibres resulted seal coats and resurfacing blankets be­ accomplished, it being considered that in a more thorough and cleaner sweep­ sides keeping the roadway on bridges the fibre was a means to an end and, as and state highways within city limits it was sometimes difficult to purchase ing job, with better wearing qualities free of debris. some fibres, those that were readily than others.

36 California Highways ....

Test of Fibres pared with the fibres used on different companying loss in weight of 65 percent, The extent of these differences were machines, and also when used on dif­ loss in length 66 percent and cost per mile not known, so, in an endeavor to de­ ferent types of surfacing. Table 1 sum­ of $0,472. On the second winding, the marizes these findings. broom lasted for 179 miles with a loss in termine the relative characteristics and weight of 63 percent, loss in length of 59 wearing qualities of the various broom Percent Loss in Weight percent, and a cost per mile of $0.112. fibres available for use, the Service and A wide variation in percent loss in Plant-mixed surfacing was swept in each Supply Department solicited the co­ weight and fibre length was obtained. case, using the same sweepe.r and.opera­ operation of the Maintenance Depart­ tor. There was no particular notation by The fibres lost an average weight of ment in Districts VIII, IV and on the the operator to indicate factors contribu­ 52 percent during their serviceable life Bay Bridge to conduct a series of tests ting to such a difference. Whether this was on the broom, with a minimum of 32 on the following fibres wound on the due to a difference in the roughness factor percent, maximum of 76 percent. They brooms of their power street sweepers: of the surfacing or a difference in applied were reduced an average of 48 percent pressure, or possibly to a variation in the bass, hickory, palmyra, split palm, syn­ in length with a minimum of 38 per­ inherent quality of the fibre itself is un­ thetic. cent and maximum of 73 percent. known. The bass, palmyra' and split palm are These wide variations were reflected Comparisons natural palm fibres. The hickory is in the cost per mile shown in Table 1 The cores wound with bass, palmyra for anyone fibre, especially for the split from the hickory wood. The syn­ and split palm all seemed to give com­ thetic fibre is a manufactured article. palmyra where average values ranging parable sweeping results, however, it Preparatory to winding the palm from $0.099 to $0.269 per mile were hickory and natural palm fibres, they obtained. A particular point in case can was reported that the bass broom was were soaked or boiled in water, or be taken from the analysis of fibre less efficient than the other two in some steamed. The plastic fibre was applied wound on the broom for sweeper "c." instances, and the palmyra did not pick dry. Time of preparation was not in­ On the first winding with palmyra, the up sand too well, but did give an over­ cluded in the cost analysis. broom lasted for only 43 miles, with ac- all satisfactory sweeping job.

Sweeping Data This is special power broom used on the San Francisco-Oakland Bay Bridge The tests consisted of windina the broom cores, (Figure 4), notin~ the time required and obtaining the weight of fibre and length of bristle at completion of winding. (Completed broom, Figure 6). The broom was then used in its regular manner and run un­ til normal wear was reached. Figure 5 shows a badly worn broom. The mile­ age swept and type of surfacing was noted together with the weight of the fibre and length of bristles remaining on the core at the end of the test run. On basis of these data, the cost of the fibre per mile swept, including cost of winding, was obtained. A total of 3 824 miles of roadway surface was s~ept in obtaining this test data, with an average of 128 miles being swept by each broom. The minimum mileage swept by anyone broom was 43 miles, the maximum 242. We were primarily interested in de­ termining which type of fibre was the most efficient and the most economical to use. The relative efficiency of the brooms was not determined as detailed comments and remarks by the opera­ tors were not generally obtained. However, the relative cost per mile of the fibre, including winding of the broom was obtained on basis of the individual fibre and over-all use com-

and Public Works 37 On basis of the data presented in Table 1, it appears that the average cost per mile of all of the individual fibres is quite close, with the exception of the synthetic fibre, which is obviously excessive. In addition to this cost fac­ tor, this fibre was found to be very brittle and difficult to wind, and when used, broke off at the cable in bunches. This fibre appeared to lack sufficient stiffness to carry the sweepings up on to the belts, yet the tips of the fibre would break off when striking ob­ structions such as rocks, bottles and ends of median bars, and did not result in a good sweeping job. Results ob­ tained with the use of this fibre were so adverse that subsequent tests were not considered advisable. Furthermore, upon inquiry to the City of Sacra­ mento Street Department, we found that they had experienced the same results with synthetic fibre.

Winding of Fibres No difficulty was encountered in winding the various palm fibres. The hickory, however, was found to be quite difficult to wind on the core Modern power broom of Division of Highways without a long soaking period. Con­ siderable breakage occurred when veyor belts, resulting in poor sweeping age and an economic standpoint, be­ using the straight hickory fibres, due quality. sides resulting in the best sweeping job. to their extreme brittleness. There did The cores wound with half hickory The material was intermixed during not seem to be sufficient spring in the and half palmyra did, however, give the winding operation. Stiffness was fibre to throw the material on the con- far superior results, both from a mile- supplied by the hickory, making the

TABLE 1. SUMMARY OF TEST DATA OBTAINED ON SWEEPER BROOM FIBRES Overall cost/mile* on basis of 30 brooms Mean "Split regardless of sweeper or type of sur- averages Palmyra Synthetic Palm" f a cing _ $0.264 $0.241 $0.630 $0.223

Sweeper A _ .202 .099 B _ .284 .255 .370 C _ .250 .258 .199 D _ _ .120 .120 E _ .252 .117 .630

Type of Surfacing P. C. C. _ _ .375 .120 .630 A.C. _ _ .165 .178 .152 A. C. and P.C.C _ .119 .170 .092 .108 P.M.S. and R.MA _ .242 .280 .246 .257 .223

Mileage Data-Regardless of ~weeper or Type of Surfacing Maxi mum .. _ 141 160 242 240 115 190 Minimum _ 108 96 167 43 115 59 Average _ 128 125 129 205 128 115 110

* Cost of fibre plus cost of winding.

38 California Highways broom capable of picking up the denser particles, while the suppleness of the palmyra provided a good "clean-up" quality. Little or no break­ age of the broom was observed during its operation. The operators of the sweepers agreed that the brooms wound with half palmyra and half hickory fibres did a much better job than any other broom tested.

Cost Per Mile In substantiation of these observa­ tions, one of the brooms wound with half hickory and half palmyra swept 242 miles at a cost of $0.092 per mile for the fibre, including winding, on basis of the reported test data. This was the lowest cost per mile obtained on any of the brooms. A low average cost of $0.122 per mile was obtained on the complete series of tests made on this fibre. It was found that the City of Sacramento Street Department had also obtained successful results with palmyra and hickory fibres mixed and, in its opinion, these fibres proved the most satisfactory for their use of the fibres presently available.

CONCLUSION Obviously, the results of this series of tests cannot be considere.d entire.ly con­ clusive, due to the many variable factors involved. Pressure exerted by the broom on the pavement, speed of broom rota­ tion, roughness factor of the pavement swept and possible variation in inherent quality of the fibre are all important fac­ tors, variation in anyone of which could be the basis for undue wear. An analysis of the test data accumu­ lated, together with an over-all picture of the results of the test series indicates that the most economic and thorough job of street sweeping which fulfills our normal requirements can be obtained by equip­ ping our sweepers with broom cores wound with half hickory and half palmyra fibre intermixed. On basis of the results obtained on this series of tests, the Maintenance Depart­ ment of the Division of Highways is wind­ ing their sweeper broom cores with half hickory and half palmyra fibre whenever practicable. It is expected that our sweep­ UPPER-Winding broom core. CENTER-Badly worn broom. LOWER-Completed broom ready for instal/ation. ing costs will be materially decreased and the efficiency of the brooms increased. and Public Works 39 ~``/~ / ~ ~;~ Highway Construction Cosfs ~~ V Reach Record High Level

By RICHARD H. WILSON, Assistant State Highway Engineer H. C. McCARTY, Office Engineer R. R. NORTON, Assistant Office Engineer

Duxi~~ the fourth quarter of 1951 S T A T E O F CALIF 0 R N I A DEPARTMENT OF PUBLIC WORKS the California Highway Construction DIVISION OF HIGHWAYS Cost Index rose 10.6 percent to reach PRICE INDEX an all-time high of 245.4 (1940-100). This fourth quarter rise confirms the CONSTRUCTION COST statement made in October that the 6.9 28( percent drop in the third quarter was a temporary drop from a false peak 27C and that the upward trend effective since the beginning of 1950 would con- 26( tinue during the fourth quarter of 1951. 25( Beginning with 1940 as a base of 100 the California Highway Construction 240 Cost Index shows the cost of highway construction rising steadily to 1948 23C■~■■■■■S~■~~■■ when the index reached 216.6. This was a rise of 116.6 percent during those 22( eight years. During the next two years costs declined; the index for the first 210 quarter of 1950 was 160.0, a drop of x 26.1 percent during those two years. 0200 z With the accelerated national de- fense program and the outbreak of the 190 Korean war, highway construction ~ I80~~~ costs began to rise in the second quar- d ter of 1950, the index reaching 238.3 in ■i~III ~~~~~■ the second quarter of 1951, an increase I70 of 48.9 percent over the 160.0 low in the first quarter of 1950. X60

Upward Spiral 150 As previously stated, the third quar- ter of 1951 showed a drop of 6.9 per- 140 cent, but the fourth quarter figure indi- cates that costs are back on the upward I30 spiral, the index of 245.4 being 53.4 percent over the 160.0 low of the first 120 I~~■,'.■■■■■■■■ quarter of 1950. The U. S. Construction Cost Index ~~] %.,~r■■■■■■■■■ of the Engineering News-Record rose 0.8 of 1 percent during the fourth loo i 19 1941 1942 1943 1944 1945 1946 1941 1948 1949 1950 19 51 .1952 1953 1954 quarter of 1951, which is a slight in- YEARS .,« crease in the rate of rise of this index over the two previous quarters. Cost but as that index rose nearly 6 percent edly has continued during the last figures of the Bureau of Public Roads during the first three quarters of the quarter of 1951. Composite Mile Index for the fourth year it is thought that under current The accompanying chart shows a quarter are not available at this writing, conditions its upward trend undoubt- comparison of the three indexes, all

40 California Highways with a base of 1940=100. Average con­ conditions, still holds as federal con­ Change Change frolll Change from tract prices for the items from which struction programs get under way for Index previous from lst qlr. the California Index is prepared are the Army, Navy and Air Force. This Period 1940=100 period 1948 1950 shown in the accompanying tabulation. defense construction totals some 467 1940 100 194L 125.0 +25.0% million dollars in California. InfiatiQnary Tendencies 194L______157.5 + 26.0% 1943 156.4 - 0.7% As long as inflationary tendencies Considering these various economic factors of rising costs generally, limited 1944 177.8 + 13.7% continue, with the cost of living and 1945 179.5 + 1.0% taxes still on the increase, and while the supply and uncertainties of steel and other materials, and the large defense 1946 179.7 + 0.1% short supply of steel and other essential 194L 203.3 +13.1% materials with attendent uncertainties construction programs, it appears that 194L 216.6 + 6.5% and delays persists, there appears no the rise of highway construction costs 1949 190.7 -12.0% in California will continue for some possibility of any drop in highway 1950 (lsI qlr.) 160.0 -10.5% -26.1% construction costs. months. 1950 t2d qlr.) 180.0 +12.5% -16.9% +12.5% Our statement in the report for the Cost Index Tabulation 1950 (3d qlr.) 189.2 + 5.1% -12.7% + 18.3% 1950 (41h qlr.) 194.8 + 3.0% -10.1% +21.8% third quarter of 1951, that the greater Following is a tabulation of the Cali­ rate of rise of the California Highway fornia Construction Cost Index from 1951 (lsI qlr.) 215.4 + 10.6% - 0.6% +34.6% 1951 (2d qlr.) 238.3 +10,6% +10.0% +48.9% Construction Cost Index over com­ 1940 to and through the fourth quarter 1951 (3d qlr.) 221.9 - 6.9% + 2.4% +38.7% parable indexes is influenced by local of 1951. 1951 (4Ihqlr,) 245.4 +10.6% +13.3% +53.4%

CALIFORNIA DIVISION OF HIGHWAYS AVERAGE CONTRACT PRICES Roadway Crusher Planl·mix Asphalt can· PCC PCC Bar reinforc· Slrucfural excavation, run base, surfacing, crele pavement, pavemenl, slrucfures, ing sleel, sleel, per cu. yd. per Ion per Ion per Ion per cu. yd. per cu. yd. per lb. per lb. 1940______$0.22 $1.54 $2.19 $2.97 $7.69 $18.33 $0.040 $0.083 1941 ______0.26 2.31 2.84 3.18 7.54 23.31 0.053 0.107 1942______0.35 2.81 4.02 4.16 9.62 29.48 0.073 0.103 All 1943______0.42 2.26 3.71 4.76 11.48 31.76 0.059 0.080 projecfs 1944______0.50 2.45- 4.10 4.50 10.46 31.99 0.054 0.132 1945______0.51 2.42 4.20 4.88 10.90 37.20 0.059 0.102 1946______1st Half, 0.41 2.31 4.00 4.54 9.85 37.38 0.060 0.099 Federal aid 2d Half, 1946______0.39 2.27 4.12 5.04 12.39 49.84 0.079 0.142 projecfs only 1st Half, 1947______0.48 2.62 4.52 6.46 12.41 47.03 0.080 0.133 } 2d Half, 1947______0.54 2.39 4.02 6.48 11.58 50.15 0.089 0.123 1st Half, 1948 ______0.56 2.45 4.42 4.91 13.37 49.51 0.094 0.145 2d Half, 1948______0.52 2.64 4.80 7.00 14.01 49.08 0.103 0.131 1st Quarter, 1949______0.49 2.48 4.54 5.70 11.84 48.11 0.089 0.113 2d Quarter, 1949______0.43 2.91 4.63 4.06 11.74 48.63 0.083 0.110 3d Quarter, 1949______0.41 2.40 5.05 4.60 11.53 45.35 0.080 0.093 4th Quarter, 1949______0.43 2.55 3.78 3.50 12.66 44.54 0.078 0.092 1st Quarter, 1950______0.34 All 2.22 3.65 3.74 40.15 0.077 0.081 projecls 2d Quarter, 1950______0.40 2.13 4.48 3.74 10.86 43.03 0.080 0.105 3d Quarter, 1950______0.41 2.32 4.25 5.50 10.91 44.34 0.093 0.131 4th Quarter, 1950______0.42 2.81 4.64 4.61 12.55 43.18 0.098 0.120 1st Quarter, 195L______0.45 3.07 4.06 5.22 11.71 46.38 0.103 0.206 2d Quarter, 195L ______0.63 3.88 4.56 4.63 12.93 51.50 0.105 0.166 3d Quarter, 1951.. ______0.56 2.88 4.59 3.90 12.41 46.14 0.107 0.165 4th Quarter, 1951 ______0.66 2.91 5.66 4.89 12.71 49.38 0.105 0.169

and Public Works 41 Improvement of Cherry Avenue Municipa Job In City of Tulare Is Described By BERNARD P. WESTKAMPER, City Engineer, City of Tulare

THE PURPOSE of this article, in describ­ 2. The pavement width was wider ing and hauling. Compaction of the ing this small job, is to illustrate how than normal for two lanes plus parking subgrade to 90 percent to a depth of one small city is using the funds allo­ and not wide enough for four lanes six inches was secured without ripping cated for construction under the Col­ plus parking. up and relaying it. This was fortunate, lier-Burns Highway Act. It might be We changed our detail on the box considering the maze of gas and water interesting to public works officials in culvert extensions. However, we did pipes just below the surface. One small other similar political jurisdictions to feel that the State's design was too con­ spot which was overwatered during compare their work with ours. If parts servative. In regard to street widths, compaction quivered like a gelatin des­ of this article appear facetious it should we were able to show mitigating cir­ sert when stepped on. Another over­ only serve to emphasis the complete cumstances which warranted accept­ watered spot was caused by a resident seriousness with which we attempted ance of a nonstandard width. along the street watering his lawn and to secure a good job. forgetting about it, thereby running After the plans were approved the Cherry Avenue is important in our the water all night and into the street. city asked for bids. One bid was re­ community because it provides direct ceived and it was for $29,360.40. This access northward to the district hos­ Curbs and Gutters was above the engineer's estimate and pital and passes by one of the principal the amount allocated. Two alternatives Curb and gutter was constructed in elementary schools. The job consisted conventional fashion. The concrete were open to the city; ask for a new of paving 1,280 feet of street. The subcontractor started off with five­ bid and ask for an additional allocation work included roadway excavation, sack concrete whereas the specifica­ from the city's share of gas tax funds. untreated rock base, plant-mix surfac­ tions required six sacks of Portland The city did both. At the next bid ing, curb and gutter, extensions to a cement per cubic yard. Of course this box culvert, extension of storm drain opening three bids were received. The low bid was $26,350.70, by Wells and was instantly corrected. Curb forms and miscellaneous items. Fields Constructors of Visalia, to were checked for elevation with an engineer's level at intervals of about 12 Design whom the contract was awarded. The difference between the bids received feet. This was in addition to setting The design was prepared by the city grade stakes. During and after a recent at the first and second bid openings was with advice of Division of Highways possibly due to a paving plant being rain there were no puddles in the gut­ personnel. Before initiating the design moved into the immediate area and to ter, in spite of the fact that part of the a complete and thorough field survey gutters were on a grade of about .0021. wider dissemination of the information was made of the site. To this we at­ that Tulare was accepting bids on The principal difficulty with the ex­ tribute the fact that we did not have paving. tensions to the 2-foot by 8-foot box to make any changes in the plans dur­ culvert was in obtaining the four tons ing construction. The size of the job Construction of reinforcing steel. Priorities had just did not justify a rigorous analysis of We originally planned to utilize in­ pavement thickness. The section se­ spection by state personnel supple­ come into effect. lected, based on judgment and past mented by our own men. Due to cir­ There was considerable contrast be­ experience, was 2 Yz inches of plant­ cumstances beyond our control this tween the reinforcing in the existing mix; over 5 Yz inches of untreated rock was impossible. Employees of the Di­ structure and the new extensions. The base, over a subgrade compacted to vision of Highways inspected at the old culvert was reinforced with one­ 90 percent, as determined by the Field hot-plant and taught our men how to inch strap iron about 12 inches on cen­ Method Compaction Test, for a depth make compaction tests. All street in­ ter both ways. We hazarded a guess of six inches. spection was taken care of by city that it was excess tire iron stock left The engineer of city and coopera­ forces. over when horse-drawn buggies went tive projects of the Division of High­ Excavation to subgrade was consum­ out of style. ways reviewed our plans and objected mated quickly. In spite of having relo­ to two items: cated the water mains, prior to the The rock base and plant-mix was laid 1. The reinforcing steel in the ex­ start of the work, we still had several over the culvert to avoid the bump tensions to the box culvert at an irriga­ broken service pipes. The contractor sometimes found when asphalt paving tion ditch did not conform to the Di­ managed to sell the excavated material joins a structure. The contractor VISIOn of Highways standard culvert in a neighboring town for about elected to backfill around the exten­ plan. enough to pay for the cost of excavat- sions with sand.

42 California Highways Untreated rock base was spread with course, laid by means of a finishing and paving was done over them. They a spreader box and a motor grader and machine adjacent to the gutters. The were then raised to the pavement sur­ compacted with a rubber-tired roller compacted surface next to the gutter face and patched around. This avoided and a steel-wheel roller.· Grade was was laid one-fourth inch higher than the depressions and bumps sometimes checked against blue tops set at 50-foot the gutter lip. Paving proceeded to­ found when manhole covers, etc., do intervals at the quarter points and ward the center line. The last strip not conform to finished grade. center line. A penetration shot of one­ down the center was laid between two There is one thing we may do dif­ fourth gallon per square yard of SCZ other strips. The contractor was care­ ferent on the next job. That is, use one­ was placed on the rock base after com­ ful on the width of his spreads so that half-inch maximum aggregate in the paction. It was two weeks later that we the last one fit in the remaining space laid the plant mix. In the meantime we without too much difficulty. plant-mix instead of three-fourths inch. kept traffic off the street. As a conse­ The city had, in the past, some It might give a smoother textured sur­ quence the SCZ penetrated a little over trouble with uncompacted joints. On face, more suitable for a city street. three-eighths inch setting up the base this job emphasis was placed on ob­ However, they all look somewhat alike surface reasonably firm. taining good joints. One inspector aftef they have been in use a year.

Cherry Avenue in City of Tulare after improvement

State Cooperation stayed just behind the paving machine The characteristics of the street The Division of Highways was com­ with a straight edge and rule and that is particularly pleasing to us is the pleting a large project in our vicinity. measured the height of the uncom­ drainage. During recent rains, no pud­ Its contractors' plant production was pacted plant-mix at the joint above the dles formed. The water ran off the available to our contractor as long as adjacent compacted strip. He signaled pavement to the gutters and then to the it did not interfere with state opera­ the screed operator if it was starting to catchbasins leaving a dry nonskid sur­ tions. Through the courtesy of the get too high or too low. Maybe this face. resident engineer, plant inspection was helped because we do not have a poor Acknowledgements done by state personnel. Fortunately, joint on the street. The city is grateful to the personnel the plant-mix used on the state project Some of the asphalt rakers could not of District VI of the Division of High­ was made with the same grade of pav­ understand English too well. For­ ways for aiding us on this project and ing asphalt and the same gradation of tunately our principal engineering particularly to the engineer of city and aggregate as had been written into our assistants speak Spanish fluently. As a cooperative projects. specifications. consequence, the raking was well con­ Dr. Thomas Drilling is Mayor and The plant-mix leveling course was ducted. Robert E. Rounsaville is City Manager. laid with a motor grader. The con­ The tops of manholes and valve The work was done under the writer's tractor elected to start the finish boxes were lowered prior to paving immediate supervision. and Public Works 43 TRAFFIC ENGINEERING AND HIGHWAY PLANNING

By GEORGE M. WEBB, Acting Traffic Engineer, Division of Highways·

UG ET THE FACTS," a good slogan in philosophy of our early-day highway highway planner must consider is the any walk of life, is an indispensable engineers, who initiated the first traffic traffic section of the standard Project creed for the highway planning engi­ counts on a few mountain roads back Report compiled by the field offices neer. He must predict future highway in 1913. of the Division of Highways prior to needs, and future development bearing At present, more than a thousand the design and construction of any on those needs. Fortunately, he is not traffic counts are taken throughout major highway improvement. restricted to the crystal ball as the basis California on a Sunday and Monday in The Project Report always includes, for his predictions; he can make esti­ mid-July. The tally starts at 6 a.m. and in considerable detail, not only such in­ mates, not guesses. ends at 10 p.m. on both days, a total of formation as the average daily traffic The data which must be studied and 16 hours for each day. Actually, most on the existing facility, but also data on analyzed by the planning engineer in counts represent two or three, since the composition of that traffic, on its projecting the highway program far they are located at intersections, and speed, and on the turning movements into the future come from many each leg of the intersection is tallied. at all intersections which may require sources. Among the most important In addition to the basic annual count, special treatment. This information, are those which tell the traffic and the Division of Highways takes other taken in conjunction with economic accident story. In fact, since the pur­ traffic counts to show the monthly studies of the area concerned and re­ pose of all highways is to provide for variation in traffic throughout the year viewed in the light of the past develop­ the safe and expeditious movement of and the daily variation throughout the ment of the area and its traffic provides vehicles, a complete traffic picture is week. At 87 of the regular annual sta­ the basis for an estimate of future one of the foundation stones of the tions, a monthly count is taken. At 18 traffic, generally projected 20 years sound planning which must precede of them a count is taken for seven suc­ ahead. sound highway improvements. cessive days in July. The Project Report also contains the accident history of the existing facility, Traffic Data Required How Traffic Is Estimated by type as well as rate. The probable Obviously, if a highway is to be lo­ Finally, when the annual mid-July effect on accident rates of the proposed cated and designed so as to accomplish count is taken state-wide, the Monday improvement is fully discussed. its purpose efficiently, the planning count at the 87 "monthly" stations is Another type of information needed engineer must have at his disposal a made not for 16, but for a full 24 hours by the planning engineer is the answer good deal of information about the (6 a.m. Monday to 6 a.m. Tuesday, to to the question: "Where is the traffic volume of traffic, both present and avoid Sunday night traffic). These 24­ going?" Just as the simplest way to find future: about the behavior of that hour counts provide the mathematical out how many cars are using a given traffic under various conditions; about factors which enable the traffic engi­ road at a given point is to count them, where the traffic is going; about the neer to expand monthly counts and the simplest way to find out where accident situation, including type as other 16-hour counts into 24-hour fig­ people are headed in their vehicles is to well as frequency; and about the prob­ ures. Further computations, using all ask them. We "get the facts" under able accident rate on the various types these counts, can convert the July Sun­ this heading through an Origin and of highway improvements which are day-Monday tallies to the average Destination Survey. under consideration. daily traffic at any given point on the An incidental but important benefit State Highway System. In special situ­ Origin and Destination gleaned from a study of traffic volume ations, a count can be taken at any An Origin and Destination Survey and trends is an estimate of the prob­ time of the year and can be accurately can be complicated and expensive, or able available revenue for highway expressed, through proper application it can be quite simple. The two large­ purposes. A reliable estimate of future of various factors and formulae, in scale ones we have made thus far, one traffic will naturally indicate the vol­ terms of average daily traffic. in the San Francisco Bay area and one ume of taxable motor fuel consumed. One purpose often served by a spe­ in Sacramento, have involved inter­ How is all this information accumu­ cial traffic count is to indicate the need viewing a predetermined percentage of lated? From many sources, and in for improvements at intersections. In residents in their hom~s to learn the many ways. such cases, the count includes a record number, origin and destination of their of turning movements and their vol­ trips for a day. The simple type of Annual Traffic Counts umes. survey is the roadside interview type: The cornerstone of the informa­ Standard Project Report it can be accomplished in a day or two, tional structure is the traffic count. We Another primary source of informa­ since it is based principally on the two owe a great deal to the "get the facts" tion on traffic conditions which the ... Continued on page 60

44 California Highways Installation of 95 Horizontal Orinda Side Drains Was Monumental Project By E. W. HERLINGER, Associate Highway Engineer, District IV, and GIFFORD STAFFORD, Assistant Highway Engineer, Materials and Research Department

THIS is the story of the Orinda slide on the Tunnel Road, State Highway 75, situated 11;; miles east of the Broad­ way Low Level Tunnel in Contra Costa County, and of the methods adopted to stabilize it against a repeti­ tion. An old slide again became active on December 9, 1950, after several days of heavy rainfall. A huge mass of earth, 300 feet wide which extended up the hillside for 800 feet, together with its cover of trees and shrubs, started to flow across the highway at about 10.30 in the morning. Within 15 minutes the gradual movement of the slide had caused complete obstruction of the four-lane pavement and the flow con­ tinued on a diminishing scale for ap­ proximately two hours. A major slide occurred at the same location during the reconstruction of this road 15 years ago, at which time a 30-foot high cutbank was removed on the south side of the road to provide a detour. When the more recent slide came to rest, the roadway was buried for a depth of 30 feet at centerline and the daylighted area also was com­ pletely covered.

Slide Congests Traffic The closing of Tunnel Road im­ mediately caused serious congestion of traffic on both sides of the slide. There are four alternate routes that may be used by traffic from the Bay area to Contra Costa County. The main detour required vehicles to be rerouted north­ erly to Richmond and thence over a narrow and winding two-lane county Aerial photograph of Orinda Slide graphically shews its size. San Francisco Examiner photo. road known as San Pablo Dam Road, to Orinda. Other alternate routes which The detour over the San Pablo Dam Members of the Oakland Police De­ were pressed into service required Road involved an increased distance of partment, supplemented by officers traffic to travel to Berkeley and thence 15 miles while the remaining routes from adjacent East Bay cities, worked via Wildcat Canyon Road to Orinda, added as much as 25 miles to trips from for four hours to unsnarl the traffic via the Redwood Canyon Road to the Bay area into Contra Costa County. jam that resulted from the closing of Moraga and thence to Orinda, or south Because of the distance involved and the road. The task of directing traffic to Hayward and thence via Crow the circuitous routes, it was necessary to detours through the unincorporated Canyon and State Highway Route 107. to place over 200 detour signs. • •• Continued on page 50 and Public Works 45 Ridge Route

Continved from page 28 ...

Last Section Under Contract The last section of this freeway be­ tween Los Angeles and Bakersfield is now under contract to the Claude Fisher Company of Los Angeles. Ex­ tending from the Los Angeles City limits at Tunnel Station for a distance of slightly over five miles to Pico Canyon Road, this contract calls for the widening and realignment of the roadbed, lengthening of existing cul­ verts and the installing of additional drainage structures. The two roadways, separated by varying widths of division strips, are being paved over cement treated sub­ grade with eight-inch concrete, 24 feet in width. The pavement is to be lined with plant-mixed shoulders eight feet wide on the right and five feet wide on the left. The widening and realignment of the roadbed through Weldon Can­ yon involves roadway excavation amounting to over 700,000 cubic yards, most of which has been completed. Paving is now in progress as weather permits. This contract will be com­ pleted in the late Spring of 1952 at a cost of approximately $1,000,000. When the Claude Fisher contract is completed, the 45-mile length of the Ridge Route in District VII between Tunnel Station and the City of Los Angeles and the Los Angeles-Kern County line, will be completed for its entire length as a 4-lane divided limited access freeway. A very important por­ tion of the construction in District VII, Aerial view of construction of divided highway in Weldon Canyon section of Ridge Rovte in the vicinity of Gorman and Tejon Concerning this contract, which also vicinity of Lebec, a story appears else­ Summit, was carried out under a con­ comprised a considerable length of re­ where in this issue of California High­ tract supervised by District VI forces. construction in Kern County, in the ways and Public Works.

Sa nta Ana Freeway imported borrow for the embankments wood Boulevard Separation Structure. not previously constructed under con­ Portland Cement pavement is to be Continved from page 24 ... tract 51-7VC17-F. The freewav is placed along with appurtenant storm latter part of October, 1952. At the carried over Slauson Avenue and the drains, sewers, and a pedestrian under­ present time this work is approxi­ Pacific Electric Railway on a rein­ crossing at Manzanar Avenue. forced concrete box girder overhead. mately 20 percent complete. The third contract carries an allot­ A reinforced concrete and structural Third Contract ment of $2,701,000 and 'is now about steel bridge about 635 feet in length 10 percent completed. The contractor The third contract, VII-LA-166-A, carries the six-lane divided freeway started work on August 20, 1951, and 52-7VC17-F, carries the work to 0.2 across the Rio Hondo. Reinforced con­ completion is scheduled for February, miles beyond Lakewood Boulevard. crete is used for the Paramount Boule­ 1953. The grading consists almost wholly of vard Undercrossing and for the Lake- ... Continued on page 61

46 California Highways UPPER-Construction oper-ations in Weldon Canyon section of Ridge Route, showing traffic being carried through construction on existing pavement. LOWER-Heavy equipment at work on construction in Weldon Canyon. Photo by Caterpillar Tractor Co. and Public Works 47 S~'ATE LOSES FOUR MAINTENANCE SUPERINTENDENTS

AMOrr~ the more than 8,000 employ- maintenance territories into which the foremen, there is no ready replacement ees of the Division of Highways, no State Highway System is divided. for the aggregate of nearly 120 years This group has a more important role to winter the State lost the serv- of state highway experience which ices of four of these key men through these four men represent or for their play, year in and year out, than the retirement. While other capable men accumulated maintenance "know- superintendents in charge of the 61 have stepped up from the ranks of how."

~., ~, ,

.,~. a~.►,'°" .. - ~-;~ ~; ,,

!r' f

LEWIS W. SEYMOUR CARL A. MILLER I KENNETH MENDENHALL

Although he served briefly as a Coming to California in 1907 from After extensive experience in road laborer in the old Sacramento head- Kansas City, Missouri, where he was construction work in Southern Cali- quarters shop of the Division of High- born June 14, 1888, Carl A. Miller held fornia, Kenneth Mendenhall, born in ways in 1917, Lewis W. Seymour's various lumber mill and bridge con- actual career in highway work dates struction jobs and worked intermit- Los Angeles, June 13, 1884, joined the from May, 1919, when he joined the tently for the Division of Highways staff of District V, Division of High- Division staff upon his discharge from beginning in 1917. He entered state ways, in December, 1922, as sub-fore- World War I Army service. He service on a regular basis in July, 1921, man. worked as timekeeper in District III when he was employed as a foreman at for several years. Willits. Mr. Mendenhall `vas advanced to In 1925 Mr. Seymour was appointed In March, 1924, Mr. Miller was pro- foreman in A~ay, 1923, and served in foreman, and was advanced to superin- moted to superintendent and was as- the Santa Maria area. When the posi- tendent in April, 1931. In September, signed to the northern part of Hum- tion of superintendent for the territory boldt County. He 1933, he was transferred to District VI, resigned from state covering Santa Barbara County and the employ in 1925, but returned in Sep- and made his headquarters at Hanford. southern part of San Luis Obispo tember, 1927, as superintendent in the In 1942 Mr. Seymour was assigned southern part of District I, with head- County was established in February, to the Taft territory, and served as quarters eventually located at Garber- 1929, he was promoted to that-post. superintendent there until his retire- ville. ment on January 1, 1952, after more Mr. Miller continued as superin- Mr. Mendenhall retired on January than 31 years of service on the State tendent at Garberville until his retire- 1, 1952, after 29 years of continuous Highway System. ment on December 4, 1951. service in the Santa Maria area.

48 California Highways Engineering Organization Highway Division In order to make the most efficient use of engineering personnel the Is Commended by organization as indicated on the ac­ companying chart has been developed. Road Commissioner This relieves the resident engineer of Commendation for the efficient job a multitude of minor details and allows the Division of Highways has done in him to devote more time to matters of administering the Controlled Materials policy, public relations, major prob­ Plan is contained in a letter received by lems, right of way obligations, and State Highway Engineer George T. discussions with utility companies and McCoy from Sam R. Kennedy, Road city officials regarding their problems Commissioner for the County of Los during construction operations. It also Angeles. Mr. Kennedy wrote: provides the three general assistants, "On behalf of the Road Department, who are all potential associate highway County of Los Angeles, I would like to engineers, an opportunity to gain valu­ express our appreciation for the very able experience in supervising the work commendable job that the State Divi­ as a whole. The various other assistants sion of Highways has performed in on the jobs are transferred temporarily administering the Controlled Materials between the contracts as required, Plan. The efficient manner in which which results in more efficient use of your organization has handled this the engineering personnel and broader complex and burdensome field of gov­ experience for the men themselves. ernmental controls reflects with merit The office work for the three con­ ROBERT l. HOLLIS upon those individuals who have ad­ tracts is handled from one field office ministered this program. by two field office engineers. This re­ Born May 30, 1885, in Mitchell, sults in the elimination of duplicated "Mr. M. Harris, Engineer of Service South Dakota, Robert L. Hollis came effort. and Supply, and Mr. R. H. Fulton, to work for the Division of Highways Assistant Engineer of Service and Sup­ Work of Survey Parties as a laborer in the Chico area on May ply, of your Sacramento office and Mr. 28, 1924. Due to the complexity of freeway R. W. Anderson, District VII Prior­ He was promoted to sub-foreman projects the services of survey parties ities Engineer have been particularly are requited for a large portion of the on May 1, 1926, and became a fore­ helpful and extremely capable in assist­ man on September 1, 1927. contract time. To make the best pos­ sible use of the parties while on the ing and advising the Road Department On June 1, 1935, Mr. Hollis was ad­ job, all survey work is coordinated of the County of Los Angeles in the vanced to Highway Superintendent through the field office engineers who various priority problems which have and was assigned to the Alturas terri­ keep priority lists of staking require­ confronted us. It is my opinion that tory. In November, 1938, he was ments. All requests for staking or other their excellent cooperation and direc­ transferred to Susanville, and on De­ survey work, whether requested by tion has minimized the delay and con­ cember 16, 1941, to the Chico terri­ the contractor or by state personnel, tory. He remained there until he re­ fusion inherent in the inauguration of are made through E. L. Thompson, linquished his post on December 1, such a controlled program." field office engineer, who being a for­ 1951. mer Chief of Survey Party is weB qualified to coordinate this work. Ran10na Freeway The Bridge Department representa­ NICE CHRISTMAS GIFTS tives, under the resident engineer for Christmas gifts in the form of $50 Continued from page 18 ... general administrative purposes, con­ checks from the State Merit Award will cost approximately $5,850,000 and duct their operations as independently Board were presented to William L. will add 4.1 miles to the existing free­ as the mechanics of job control will Van Sherman and Angelo A. Ven­ way, will draw considerable traffic permit. turini of the Division of Highways by from Valley Boulevard in Alhambra, Director of Public Works Frank B. With the job organization set-up Garvey Avenue in Monterey Park, and Durkee and Assistant State High­ other heavily traveled streets and high­ that has been developed we find that way Engineer Richard H. Wilson. ways. This will alleviate the peak hour the responsibilities of members of the Van Sherman and Venturini were congestion on these arterials with a engineering staff have been clarified, awarded certificates of merit and the that duplication of effort has been checks for inventing a rack for resultant time saving for motorists removing and replacing venetian traveling between the Metropolitan eliminated, and that the various con­ blinds which will effect a consider­ Los Angeles area and the many com­ struction activities are coordinated and able annual saving to the State. munities to the east. controlled for maximum efficiency.

and Public Works 49 Ori nda SI ide Continued from page 45 ..• areas to the east of the slide was han­ dled by the California Highway Patrol.

Heavily Traveled Highway The construction of the Broadway Low Level Tunnel, together with the accompanying improvement of the tunnel road, provided the main artery for travel through the barrier formed by the range of Berkeley hills between Alameda and Contra Costa Counties. The opening through the barrier re­ sulted in a rapid development of the central portion of Contra Costa County into a residential area, and the tunnel road has subsequently become one of the Bay region's most heavily traveled four-lane highways. The 1951 annual traffic count indicates a 24-hour Monday volume of 35,000 vehicles with an increase of 7,000 vehicles over the preceding year. A major volume of this traffic repre­ sents commuter traffic, with 44 percent of the total volume occurring between the hours of 7 a.m. to 10 a.m. and from 4 p.m. to 7 p.m. A recent survey of the W alnut Creek-Pleasant Hill dis­ trict indicated that more than 55 per­ cent of the workers living in the area commuted daily to jobs in San Fran­ cisco or the East Bay. As the highway provides the only direct route of trans­ portation between the two areas, im­ mediate relief was urged.

Detour Provided While the seriousness of the situation was somewhat minimized by the fact Drain at roadway level flowing 36,000 gallons per day that the slide had occurred on a Satur­ day morning, the first consideration equilibrium of so large a mass of mate­ and 600 feet in length on the following was to promptly provide a reasonable rial by removing the volume of earth Sunday. The detour was surfaced on detour for four lanes of traffic. The that would be required to clear the Sunday night and was opened to wet weather and large amount of roadway was too great, as an additional traffic at 5 a.m. on Monday in time to moisture in the slide presented a ,diffi­ movement of the slide could have care for the commuter rush. cult and uneconomical dirt moving readily caused as much as 100,000 to problem with a serious hazard to traffic 200,000 cubic yards of material to slide. Horizontal Drains as well. The material in the slide was in This condition dictated removing only The next phase of the work began such a liquid state that as it piled on the the minimum quantity of material on December 14, three days after the pavement the mass above caused ma­ around the toe of the slide to provide detour had been opened, when a terial to move laterally across the road­ a width of roadway sufficient for a drilling crew from the Materials and way. four-lane detour and the necessary Research Department moved to the The loaf-shaped mound that was roadside drainage. State maintenance thus formed served as a strut that forces, supplemented by rented equip­ slide to start the installation of hori­ counteracted the downward thrust of ment, removed approximately 9,000 zontal drains. the slide when a state of equilibrium cubic yards of slide material to pro­ First consideration was given to was reached. The risk of disturbing the vide a bypass detour 50 feet in width draining the active portion of the slide

50 California Highways in order to arrest any further move­ ment which might jeopardize the op­ eration of the detour. It was also de­ sired to drain the unstable mass in order to dry out the material to facilitate subsequent removal of the portion to be excavated. The drilling crew was put on a seven-day work-week schedule for a short time and began installing drains on the western side of the slide at road­ way level. Fourteen drains for a total of some 2,000 lineal feet were completed dur­ ing this first phase of the treatment. These drains were all placed at road­ way level and below, and so located that they would form a part of the permanent installation. An aggregate maximum initial flow of 85,000 gallons per day was developed by these drains, attesting to their effectiveness.

Temporary Work With these measures, the removal of the encroaching slide material and its overload was postponed until after the end of the rainy season, when the ma­ terial could be handled more economi­ cally and without subjecting traffic to a hazard from mud on the surface that would result from working with wet material. Preparations for the final correction immediately followed the temporary steps. A contour survey was made of the entire slide area and district labora­ tory forces started exploration of the area by sinking vertical holes with a one-inch soil tube. The investigation was subsequently supplemented with horizontal borings made by hydrauger equipment and five vertical wells were Slide after excavation, showing switchbacks on bench road bored with a power drill at different levels in the central portion of the slide. ground water. A record of ground where work was necessary was solved Data concerning the soil conditions, to­ water levels observed in these borings by a unique design which provided a gether with ground water elevations is being continued and will be helpful 14-foot width of roadway on a 20 per­ and the depth of the loose broken slide in determining the effectiveness.of the cent grade with three switchbacks. material were obtained. The studies slide treatment. This layout provided dual purpose indicated that four and a half acres of benches which served to collect sur­ ground, involving approximately 250,­ Unique Design face water and afforded a location for 000 cubic yards, were involved in the The plan adopted for the corrective the connecting pipes for the subsur­ movement. treatment of the slide involved re­ face drainage system. In addition, the The easterly half of the slide ap­ ducing the slope to an approximate benches with the connecting switch­ peared to be a huge mud flow, while 2: 1 ratio and drying out the area of backs served as a haul road for mate­ the westerly half was mainly composed loose material by intercepting surface rials and equipment and provided a of broken rock and shale. The test drainage and by providing subdrainage working platform for the horizontal holes indicated a depth of from 30 to by means of horizontal borings at vari­ drilling equipment. 50 feet of loose material in the slide ous levels. The problem of gaining By April 1951, the slide material had area with an abundance of under- access to the different levels of the slide dried out sufficiently to be handled and Public Works 51 without difficulty. Material previously removed from the slide had filled all available dumping areas in the immedi­ ate vicinity and the nearest suitable disposal area was located on the San Pablo Dam Road at a distance of about one mile from the slide.

Traffic Problems Since the slide was located on the northerly side of the highway it was decided to use the outer westbound traffic lane with the adjacent shoulder as a two-way haul road and westbound traffic was restricted to a single lane during hours that work was in prog­ ress. Conflict with traffic at the Orinda intersection was avoided by providing a section of temporary haul road that skirted the intersection for a short distance. Under normal conditions, the congestion at this location is acute dur­ ing peak traffic hours, so in order to Drains connecteel to collecting pipe in interceptor trench minimize the inconvenience and haz­ ard to traffic, the work was performed Road crosses the highway at Orinda a bulldozer trench approximately 200 by day labor and operations were complicated the haul problem. feet long and 15 feet deep in the upper scheduled during off-peak hours. The excavation operations included warer bearing area to serve as an inter­ Heavy traffic on the highway route dressing down and removing loose ceptor; and finally, the removal of the and congested conditions at the signal­ and broken material which was over­ material that encroached upon the ized intersection a short distance to loading the slide; the system of benches roadway. the east where the San Pablo Dam and switchbacks previously described; When the excavation and construc­ tion work had reached the stage where Collecting pipe anel elrains on lower bench the access and bench roads \vere passable, drilling work was started in the upper portion of the slide.

20 Drains Installed The first drains in this area were located in the vicinity of a spring near the lower end of the interceptor trench. As soon as the trench was com­ pleted, drain installations were con­ tinued from its bottom. Large seepage areas appearing on the north side of the trench indicated a large amount of water entering the slide in this area. Twenty drains were installed from the trench and vicinity. The seepage areas were dried up and a total initial flow from all 20 drains was over 200,­ 000 gallons per day with one drain measuring 90,000 gallons per day, in­ itial flow. Several of these drains were approximately 200 feet long; there was considerable difficulty in drilling and casing to such depth. . The drains installed from the trench were connected to an eight-inch per­ forated metal pipe covered with filter ... Continueel on page 59

52 California Highways Another Unit of Coast Highway New Expressway Open to Traffic Year in Advance By GEORGE T. McCOY, Jr., District Construction Engineer

TRAFFle bet,,'een Chualar and Spence struction as one of the first operations of the Salinas project will start this Underpass, in Monterev County, has of the second stage contract. spring and it is planned to proceed con- been routed over a fou.r-lane divided tinuously on this project with succeed- l1Ig' hway smce ' Novem ber 30, 1951- More Work in Spring ing units until it is completed. more than a year ahead of previous Work to commence this spring un- scheduling. Work recently completed der the second stage of the develop- Chualar to Spence Project on the five-mile section south of Salinas ment provides for the shoulder and The two stages of the Chualar to was the first of a planned two-stage transition construction previously Spence project were planned to dove­ development which will result in an mentioned; routing traffic over the tail so that construction would be expressway to carry the heavy traffic new work, followed by widening and virtually continuous, although carried volumes prevalent on this portion of reconstruction of the previously ex- out on't"vo separate contracts. How­ the Coast Highway. isting roadway, together with the per- ever, vigorous prosecution of the work The first stage contract provided for manent construction of crossovers, by the first contractor made it appar­ the construction of new northbound frontage roads, and road approaches ent that he would finish far ahead of lanes. It included provisions for placing to serve the local traffic. When com- schedule. Rather than leave the newly base materials, Portland cement con- pleted, this project will provide the completed northbound lanes idle crete pavement, and the temporary first section of highway south of Sal- and unconnected during the winter road approaches and crossovers re- inas in Monterey County constructed months, particularly when the addi­ quired to provide access to adjacent to expressway standards. tionallane capacity is so badly needed properties. Shoulder construction was The northerly end of this express- in this area., slight changes in schedul­ not provided, since it was not expected way, Spence Underpass, is the point ing were made and the highway placed to be able to route traffic over the new from which the Salinas Freeway will in service on a divided four-lane basis. leave the existing highway to provide The transitions to the existing road lanes until the second stage of con- the modern highway service so ur- were advanced into the first stage con­ struction, Similarly, the transitions gently needed by the heavy traffic tract, the shoulders were shaped and connecting the new lanes to the exist- volumes common to this section. It is given a temporary treatment to retard ing roadway were scheduled for con- anticipated that work on the first unit erosion until surfaced on the second

Construction between Chualar and Spence Underpass on U, S. 101, Photo by Caterpillar Tractor Co.

and Public Works 53 Applying water to base material by means of power sprays to obtain a mo;e uniform spread than is possible by gravity feed stage contract. Traffic will be routed shoulder improvement and surface re­ Farm Vehicles Slow Traffic over a divided highway, except for pair has survived until now, when Another feature related to farming the necessary period next summer major reconstruction is requi;ed. which has caused much congestion on when reconstruction of the existing The highway serves an area that is highways in the vicinity, is the spe­ lanes will force the use of the new as densely farmed as any portion of cially developed vehicles which haul lanes as a two-lane highway for the the world, in addition to carrying a the produce from the fields to the duration of the construction period. main stream of coastal traffic. The sur­ packing houses, from where it is Historical Background rounding land is excellent from an shipped to market. These vehicles gen­ The history of this section is of in­ agricultural viewpoint, but has very erally consist of a tractor unit pulling terest because it is typical of the Coast poor properties when asked to support two trailers in tandem. The trailer Highway through most of this area. heavy truck loads. The poor structural wheels are of a narrow gauge, approxi­ The first improvement occurred in value of the soil is accented by the mately four feet, to fit the rows in the 1916, when, under standards very pro­ nearly complete irrigation program in field; the body is of maximum width gressive for that era, a Portland cement the adjacent fields, which results in to permit carrying as much produce as concrete pavement 15 feet wide and saturation of the native materials under possible. These vehicles operate at four inches thick was constructed. the roadway. Traffic volumes of from speeds much lower than those of the The next significant improvement took ten to fifteen thousand vehicles per main volume of traffic and, of course, place in 1930 when asphalt concrete day, many of which are heavy trucks, contribute greatly to congestion on pavement 20 feet wide and four inches require extensive base construction to the highway. Needless to say, addi­ thick was placed over the existing support the surfacing over the poor tional lane capacity is extremely im- surface. This basic roadbed with quality native soils. . .. Continued on page 58

Completed section of U. S. 101 between Chualor and Spence Underpass

54 California Highways How Defined­ Highway De~iciencies: What Can Be Done By J. W. VICKREY, Assistant State Highway Engineer

The following article is based on an address delivered by Mr. Vickrey before the recent annual meeting of the Highway Section, California State Chamber of Commerce, in Los Angeles.

THE TERM "deficiency" in its applica­ question. It preceded the question medium may be found advantageous for tion to highways probably was used about deficiencies. The Senate com­ some intermediate portion, the road is first, in California at least, in 1944. Dur­ mittee asked: "Of what economic im­ again called upon at one or both ends to ing that year the Senate Committee on portance to California is motor trans­ finally complete the job. To this important State Highway Revenue of the State port?" extent the road has always been and still remains indispensable." Legislature propounded a set of ques­ The first information the committee tions to the California Division of wanted for consideration, therefore, Record Registration Highways, requesting pertinent infor­ was a factual statement of the part that A few months ago a large tire and mation with regard to the physical the highway represents in the eco­ rubber company, in a full-page state­ condition, financial status, and other nomic scheme of things. In other ment in California daily newspapers, matters with regard to the State High­ words, what is the job that highways said this: way System of California. have to do here in California? The "The United States has more mo­ Included in this questionnaire was answer that was made to that question tor vehicles than all of the other the question, "What are the critical at that time by the Division of High­ countries of the world. Two-thirds deficiencies of the State Highway Sys­ ways is, of course, a matter of record of all freight is shipped by truck. tem at this time, and why are they and need not be repeated here in full. Three-fourths of all passenger travel critical?" The answer to this question Function of Highways between cities, towns and farms goes required both a discussion and a defini­ by car and bus. More than 40,000 tion of highway deficiencies. It is im­ It would appear to be desirable, communities are completely de­ mediately apparent, therefore, that the however, to again consider for a mo­ pendent on car, truck and bus trans­ subject is not new, but having been ment just what function highways do portation. Therefore, it is vital that presented again for discussion, seven perform in our economy of today. In the automotive vehicles, on which years later, it is equally apparent that oroer to discuss intelligently the defi­ we so largely depend, be kept mov­ it has not been satisfactorily answered. ciencies of highways generally, or a ing quickly, economically and specific system of highways, common Subject of Great Interest safely." sense dictates that there must be an As a matter of actual fact, this sub­ acceptable' understanding of the rea­ And recently in the daily press there ject of "Highway Deficiencies-How sons for having highways. What do we appeared this statement: to Define Them," and the setting forth expect them to do? What function do "New statistics compiled by the of a bill of particulars under selected we want them to perform? Automobile Manufacturers Associ­ definitions, has been a subject of con­ Back in 1944, the Division of High­ ation show that during an average siderable interest throughout this ways in its report to the Senate com­ week 73 percent of the Nation's Country during the last seven years. mittee said this, in part: private cars are used for traveling to There has been much written about it "Transportation is a fundamental thing. and from work and 53 percent for and just as much, or probably more, It is, in fact, a thing so basic to our whole shopping. (The sum of these two said about it in speeches and papers scheme of living that by the degree of its percentages reflects to some extent presented before highway-minded development we can closely measure the at least multiple car use.) Twenty­ groups. The discussions, however, have progress of civilization itself. All forms of two million passenger cars are used been in the most part concerned with transportation by whatever medium­ each week for earning a living, 16,­ what to do with the deficiencies after water, rail, air, pipe line-make important 000,000 for shopping. Some 2,500,­ they were defined rather than with the contributions; but of all methods employed, 000 persons in the United States use definitions themselves. road transport has always been and con­ tinues to be man's primary means of move­ cars daily in earning a living. Forty­ Included in the questionnaire that ment and intercommunication. For short five percent of all employed persons was propounded to the Division of trips the road has no competition. Even use a passenger car in connection Highways in 1944, there was another where for longer movements some other with their work." and Public Works 55 Let us then for the moment and for to provide wider traffic lanes gen­ preparation of the 1952-53 Fiscal Year the purpose of this discussion, at least, erally throughout the system, multi­ budget. This program was spelled out assume that highways are very neces­ ple lanes over a considerable mileage, job by job, section by section, and sary to our mode of life. Let us at least longer radius curves, and to a con­ county by county, and represented the say we need them to implement our siderable degree lesser grades. It has assembled findings of all California way of life. Then, to what extent or also been necessary to provide in communities on what constituted the to what degree are they fulfilling the many instances grade separations, most urgent highway needs. It totaled purpose for which we want them? Are extensive channelization schemes, in dollar cost one billion, six hundred they entirely satisfactory, or not? Do traffic signals, and other necessary million dollars. they do what we want them to do? Do improved facilities. It is a generally accepted fact, I be­ they do too mlilch or too little? "Thus, during the last 10 or 12 lieve, that the State Highway System And so, with that particular thought years prior to the war, the cost to is not adequate for today's traffic. It is in mind, let me do a little more quoting traffic service over this extended not satisfactorily doing the job the from the experts. In a statement before system had increased very materially public wants it to do. It is deficient. the Senate Fact-Finding Committee on per vehicle unit; and while there had How can that deficiency be defined? State Highway Revenue in Sacra­ been an increase in total gasoline tax Highway deficiencies can be and mento on October 4, 1944, the Direc­ and registration fees, there had been have been defined in the following tor of Public Works, the late Mr. a gradual losing of ground insofar as terms. These terms have been used in Charles H. Purcell, made this state­ over-all improvement of the entire every state that has made an extensive ment, in part: highway system was concerned." study of the problem. Exactly the same What Mr. Purcell Said Population Increase words have not been used in each in­ stance, but the words that have been "The first income from gasoline That statement was made in 1944. used in every instance mean the same tax in California became available in There have been large sums of money the 1923-1924 Fiscal Year, and the invested in highways in California thing in the final definition. last of the bond issue money was ex­ since that statement was made, but 1. Structural Soundness pended the following year. Begin­ during the same period of time there , Roadbeds and bridges which are ning with those years, the income has been an extraordinary increase in structurally inadequate for the type of per mile of road and per registered population and in motor vehiCle regis­ traffic they are called upon to carry are car began to rise, and with the in­ tration. Even with the added expendi­ doubly deficient. Such weaknesses creased income from gasoline tax, tures the improvement of the road tend to restrict or to altogether pre­ beginning in 1927, the annual income system has not kept pace with the clude travel at normal speed and the for highways reached approximately traffic increase, with the result that in movement of legal loads. When this $10 per registered vehicle, or, in the over-all improvement there has still occurs the highway has failed in the terms of miles of road in the State been a losing of ground. fundamental purpose for which it was Highway System at that time, Public Awareness created. A second critical condition slightly in excess of $3,000 per mile. unavoidably results, for in the constant This level of income was maintained I might quote at considerable length endeavor to keep all restrictions on for a short period of time. In 1933 from other sources and from other traffic to a minimum, excessive mainte­ the Legislature allocated one-quarter authorities on the sufficiency of the nance expenditures year after year cent of gasoline tax to state highways highway system to carry the present cannot be escaped. Relief from this can within incorporated cities, and in traffic load. I might even read at ran­ be had only through major action for 1935 another quarter cent was allo­ dom from the great mass of corre­ the permanent cure of these weak cated to major city streets. At this spondence, petitions and resolutions roadbeds and bridges. from persons from all walks of life same time (1933) the State Highway On the State Highway System there System was increased by some 6,000 that daily flow through the office of the Division of Highways at Sacra­ are many miles of highways and miles. This extending of the system literally hundreds of bridges that are over which the funds were -to be mento. The public awareness of the prob­ structurally deficient; many of the expended, both on rural roads and bridges are posted for less than legal city streets, quite naturally reduced lem is evidenced in the State Chamber of Commerce annual listing of high­ loads. This is particularly true in the the funds available per mile of road, outlying areas where freight traffic has way needs, based on discussion at local and likewise per registered vehicle increased by leaps and bounds to get using those roads. public meetings arranged by that or- ganization. . forest products, mineral products, and Wider Traffic Lanes agricultural products to an ever in­ For example, in July, 1951, the Cali­ creasing market. "During the intervening years, be­ fornia State Chamber of Commerce cause of the increase in traffic vol­ presented to the California Highway 2. Traffic Capacity umes and speeds, and the increase in Commission a state-wide program for Experience has taught us that high­ truck traffic-both in quantity and state highway construction and im­ ways carrying over 5,000 vehicles a size of vehicles-it has been necessary provement for consideration in the day, particularly where the peak

56 California Highways movement exceeds 600 vehicles per 000,000 vehicle miles on all highways, hour, should provide more than two roads and streets. Measured in the same Sym posi um on Ai rneld traffic lanes. This is especially true if terms today, the record is down Pavements for Jets there is included in this traffic volume to about seven. That is heartening more than the average freight traffic. news and, if lives were not at stake, a THE U. S. Naval Civil Engineering This inadequate traffic capacity, lack record of which we could be proud. Research and Evaluation Laboratory of space in which to operate, is the But when lives are at stake-and they of the Bureau of Yards and Docks is outstanding deficiency on the State are in traffic today-we cannot point sponsoring a symposium on "Airfield Highway System today. It is more to the record with anything but sor­ Pavements For'Jet Aircraft" to be held apparent in the metropolitan areas and row and shame; what we must have is in Port Hueneme, California, on April on the main line highways. not only a decline in the rate but an 17-18,1952. actual decrease in the number of peo­ Traffic Capacity Lack The symposium is being held to en­ But lack of traffic capacity also exists ple killed. courage and facilitate the interchange to a marked degree on maiw miles of Looking at this situation from the of information and ideas among vari­ two-lane highways, particularly where highway standpoint alone, regardless ous groups engaged in research aimed too narrow width occurs in conjunc­ of any other consideration, experience toward the design or modernizing of tion with obsolete alignment that al­ has taught us that the only type of airfield pavements to withstand the lows insufficient sight distance for the highway that will contribute materi­ effects of jet powered aircraft. present day traffic. Many sections of ally to the solution of the traffic acci­ dent problem is the freeway-divided the Redwood Highway and the Inter­ Sufficiency Rating Formula state Route up the Sacramento Canyon roadways, access control, and sepa­ near Dunsmuir are good examples of rated grades. From a discussion of the subject with representatives of the states at what I mean. Donner Pass (US 40) is Three Categories another. a meeting of the American Association These three categories-structural Inadequate traffic capacity is not of State Highway Officials at Omaha soundness, traffic capacity, and traffic limited just to those roads carrying last October, it appears that this system safety-taken separately or in combina­ 5,000 or more vehicles daily; it also has been applied by the great majority tion, are the terms generally accepted exists on many roads carrying some­ ofstates on rural low-traffic roads only. nation-wide for the purpose of defin­ what lesser volumes. It has not been used on metropolitan ing highway deficiencies; and they freeways. But the figure of 5,000 will shortly have been used by most all states that become even more significant. In 1940 A report of the Highway Research have inventoried their highway sys­ on the 12,500 miles of state highway Board, published in June of this year, tems within the past few years. outside incorporated cities, the average gives a rather complete review and This discussion would not be com­ daily traffic was 1,800 vehicles. In 1950 digest of the Sufficiency Rating For­ plete, however, without mention of it was in excess of 3,000, of which 18 mula and procedures, setting forth the another term that has come into recent purposes for its use, and enumerating percent were trucks. We estimate that use-the Sufficiency Rating. within about 10 years it will be 5,000, both strong points and weak points. It The Sufficiency Rating is a proce­ and that is all too short a time to do is apparent from a review of this report dure under which an arbitrary numeri­ what should be done in order to ac­ that no high degree of uniformity ex­ cal value is assigned to each of these commodate this traffic safely and ex­ ists in the application of the formula categories of deficiency, structural peditiously. in the several states where it has been soundness, traffic capacity and traffic Traffic seems to increase inexorablY used, and that uniform results have safety, just discussed, and then, using and at a faster rate than populatio~. not been obtained. the total assigned numerical value as Coupled with the metropolitan situa­ From the preliminary study that we par and comparing each section of tion, the lack of capacity in the rural have given this subject with regard to highway against its predetermined highway system thus presents an its application in California, we have standard by means of weighted point alarming problem; first of giving serv­ concluded that: values for each category, deriving a ice, and second of giving it in safety. score for each section; and finally (1) it cannot be effectively used This matter of traveling safely brings arranging the sections for the entire without extensive analysis and study us to our third consideration. highway system in order of adjusted over a period of at least two to three 3. Traffic Safety ratings. Such a system was initiated in years; The nationally accepted measure of Arizona by an engineer who is now (2) that as now developed it can­ highway safety is traffic fatalities in employed by the California Division not be applied to metropolitan free­ terms of vehicle miles of travel. Taken of Highways. ways, particularly in connection with as a whole, California in these terms This system has since been used in a determination of metropolitan needs has made outstanding progress. Back several states, including Colorado, as compared with rural needs; and in the years before the war-say in Connecticut, Delaware, Louisiana, (3) that it may cven be of little 1938 or 1939-the record shows for Oregon, Washington and others, value in application to main line free­ California about 13 fatalities per 100,- amounting to 12 or 13 in all. ways outside of metropolitan areas. and Public Works 57 New Expressway Continued from page 54 ••• IMPORTANT APPEAL COURT RULING portant in this agricultural section to minimize the effect of these slow-mov­ ing vehicles, as well as to carry the IN A RECENT decision the District Court respectively. Am0!lg the projects cov­ normal heavy flow of vehicles present of Appeal in a unanimous opinion ered by the terms of the agreement was on this important artery. established the right of a city to con­ one for the construction by the city of The benefit derived from early com­ tribute, and the right of the Depart­ a center dividing strip, and the installa­ pletion of the first contract on the ment of Public Works to accept, city tion of certain traffic signals and street section amounts to six month's service tax funds to assist in defraying the cost lighting, on State Route 2, which is from a modern expressway, as opposed of projects for the improvement of locally known as The Alameda. The to service on a congested two-lane state highways within cities. funds to be used for this project were highway. primarily the city's allocated share of The contractor on the work took The ruling was in the case of Dr. Eugene Perez of San Jose, owner of State gas tax funds earmarked for ex­ full advantage of materials found in penditure on State highways within one of the sources set up for the job. property fronting on The Alameda, who brought suit to enjoin the City of cities, but since under Section 195 of The material in the pit varied from a the code, and under the department's silty topsoil to a very high quality de­ San Jose from expending $15,000 of city gas tax funds for street lighting on previous policy, State gas tax funds composed granite. Three grades of cannot be used for street lighting other material varying from imported bor­ that section of US 101 in San Jose lo­ cally known as The Alameda. The trial than safety lighting, the city agreed to row with no quality specification to contribute out of city funds the esti­ imported base with a rigid specification court denied an injunction and dis­ missed the action, which Dr. Perez mated cost of the street lighting, which were required to construct the fills and was $15,000. base. All three materials, totaling 230,­ carried to the appellate court. 000 tons, were taken from this one Lower Court Denies Injunction Applicable Statutes source. Careful selection of materials ·Dr. Perez, a resident of San Jose and and timing of operations enabled him Section 114 of the California Streets the owner of property fronting on The to supply materials well inside the and Highways Code provides Alameda, brought suit to enjoin the specification for each type of material. "When the commission has allocated city from expending city tax funds on Another interesting feature of the any funds for the construction, improve­ this project, on several grounds. Be­ work was the installation of a 90-inch ment or maintenance of any portion of a cause of the State's interest in the com­ field assembled plate culvert which will state highway within a city, the depart­ pletion of the project and the settling ment may enter into a cooperative agree­ of the legal points involved, the De­ house a belt conveyor under the road­ ment with such city for the performance way, between the railroad spur and of any such work by the department or partment of Public Works intervened loading platform and the warehouse of by such city, or for the apportionment of in the lawsuit, and presented its views the Eckhart Seed Company. This pro­ the expense of such work between the to the trial court, as did, of course, the vision will eliminate the extensive department and such city." plaintiff and the city, in the hearing on trucking across the highway that oc­ plaintiff's application for a preliminary Section 113 of the code provides in curs in connection with the seed com­ injunction. After hearing, the trial part pany's operations. court denied the injunction and dis­ Other significant quantities of work IfAny *** city may aid in the con­ missed the action. performed in the first stage contract struction, improvement or maintenance of On the appeal, which ,vas arg~ed in any state highway within its boundaries the District Court of Appeal on Oc­ include 1,600 linear feet of reinforced by contributing any part of the expense concrete pipe, 16,000 cubic yards of thereof to the department out of any city tober 22, 1951, the only points raised Portland cement concrete pavement, funds available or to become available by the appellant, Dr. Perez, were: 70,000 square yards of mixing and for construction, improvement or mainte­ First, that the improvement of a compacting of cement treated ,sub­ nance of streets within the city.1f state highway within the city was not grade, 3,200 barrels of Portland ce­ a municipal purpose within the mean­ ment, and the 230,000 tons of imported State and City Agreement ing of certain provisions of the State base materials. Pursuant to the authority of these Constitution which have been inter­ The work was very capably per­ sections, the California Department of preted as prohibiting the expenditure formed by the Fredrickson and Wat­ Public Works and the City of San Jose, of municipal funds for other than son Construction Company, who were during the year 1947, entered into a municipal purposes; and second, that represented on the job by Mr. Bernard cooperative agreement relating to the in enacting Section 113 and other sec­ Fredrickson and A. L. Pace. Richard maintenance and improvement of state tions of the Streets and Highways H. Roberts was the resident engineer highways lying within the boundaries Code, the Legislature intended to pro­ on the project, representing E. J. L. of San Jose, and providing for the per­ hibit cities from using, in the improve­ Peterson, District Engineer, District V, formance of certain work by or under ment of state highways within their Division of Highways. the supervision of the State and city, ... Continued on page 64

58 California Highways Orinda Slide Continued from pafje 52 ... material to serve as an underdrain. This pipe also served in the collection of surface run-off during storms, as well as a collecting pipe to carry the horizontal drain water out of the slide area. During the dry summer months the flow in this collecting pipe tapered off to a flow of approximately 7,000 gallons per day, but has increased to 85,000 gallons per day at this writing which is in the middle of the wet season. After completing the installation from the trench an attempt was made to install drains at the extreme upper portion of the slide. Due to the ex­ tremely broken condition of the for­ mation, this proved impracticable and was discontinued; as a similar condition existed at the upper bench no drains were attempted at this level.

Drains Successful Installation work was then begun in the main portion of the slide from the middle and lower benches formed by the access road. These drains appear to be quite successful, particularly those from the lower bench which devel­ oped a total initial flow of some 50,000 gallons per day, decreasing to about 3,000 gallons per day during the dry season; the rainfall in this locality dur­ ing the last three months exceeded 20 inches, and the flow has increased to 40,000 gallons per day. The installation of the horizontal drains was followed by construction of a system of collecting pipes and paved gutters that were constructed on the benches. The pipes serve to col­ lect the water flowing from the drains Vertical drilling equipment of Materials and Research Department and prevent its percolation into the slide mass. The paved gutters serve to was restored, installation of horizontal of drain in 11,700 lineal feet of drilled catch the surface water during storms drains was resumed at the roadway hole. A total flow of 135,000 gallons per and minimize erosion by surface run­ level. Drains were placed at locations day is being recorded during the present off. Both are designed to carryall the which had been inaccessible to the rainy season from this horizontal drain­ water that can be collected out of the drilling crew during the slide removal age installation. The installation of drains slide area. operation. is being continued and it is contemplated that this work will be completed early this The excavation operations in con­ Largest Project of Kind year. nection with removal of the overload from the slide and the material en­ This installation of horizontal drains to The drilling of holes and installation croaching upon the roadway con­ aid in the stabilization of a slide area is of horizontal drains as well as the work the largest single project of its kind that tinued for three months and a total of making the exploratory borings and has been undertaken to date by the Divi­ vertical wells was performed by per­ quantity of 62,000 cubic yards of mate­ sion of Highways. To date, a total of 95 rial was removed during this phase of horizontal drains has been installed for sonnel of the Materials and Research the work. After the original roadway an aggregate length of 10,000 lineal feet Department. These items represented

and Public Works 59 approximately one half of the cost of the work, which totaled $160,000. The other items of work, including the construction of the detour and access road, as well as providing for surface drainage, handling the excavation, and restoring the roadway, were per­ formed by local maintenance crews supplemented by equipment rented on a fully operated basis from contractors and equipment vendors. In addition to the degree of success attained in stabilizing this slide by the partial unloading of material in con­ junction with the drainage installation, it is also gratifying to note the success that resulted from following the plan that was adopted for the scheduling and conduct of the work. In spite of the large amount of work and the volume of material that had to be han­ dled over this congested portion of highway, not a single traffic accident occurred on the job during working hours and the corrective measures and restoration were carried out with a minimum amount of inconvenience to traffic. The operations for moving the slide and restoring the road to traffic were under the direction of Assistant Dis­ trict Engineer R. D. Kinsey, and under the immediate supervision of Highway Superintendent J. c. Campbell and Highway Foreman Jack Peirano. Con­ struction engineering on this project was handled by the senior author. Cor­ rective treatment for slides and the horizontal drilling work 'were under the direction of A. W. Root, Supervis­ ing Materials and Research Engineer, - LEGEND- @ VERTICAL BORING and under the immediate supervision ---l HORtZONTAL CRAIN of the junior author.

To Wa/f7f1f Crux--- Traffic Engineering 222 Continued from page 44 ... questions: "Where did your !trip start?" and "Where will it end?" These surveys, by showing where the traffic wants to go from the points where it originates, enable engineers to estimate how much of the traffic will Plan of slide and horizontal drainage system use proposed alternate routes and which alternate route will serve the fornia Highway Patrol. Copies of all are used in computing the accident rate greatest number of highway users. reports covering accidents on the rural for every section of the rural State state highway system are supplied to Highway System. Accident Reports the Division of Highways for confi­ The importance of accident rate fig­ Still another source of information dential use. These accident reports, ures is obvious. They have a bearing is the accident reporting of the Cali- combined with the traffic count data, ... Continued on page 64

60 California Highways Placerville Freeway IN MEMORIAM Sa nta Ana Freeway Continued from page 46 ... Continued from page 34 ... Edwin (Sarge) Carlstad Structures Returned to Owners The sudden death from a heart All bridge construction work is un­ der the supervision of J. M. Curran, After the moving contracts were attack of Assistant Highway Engi­ neer Edwin Carlstad was a severe Resident Engineer for the Southern awarded, W. H. Rust of the Wilkins shock to his many friends. A valuable Section of the State Highway Bridge Draying Company took charge of the and experienced employee was lost Department. project as a whole. He retained a dirt to the Division of Highways. moving firm to move the material re­ Mr. Carl.stad was born in Wiscon­ By G. C. SMITH, Resident Engineer quired and also obtained the services of sin on March 24, 1890r and settled a local building contractor who had in California in 1910. He was em­ built the clubhouse and the church to ployed in the Engineering Depart­ A CONTRACT was awarded June 22, serve as subcontractors. The base­ ment of the Panama-Pacific Inter­ 1951, to Winston Brothers Company, ment of the clubhouse was first built national Exposition in San Francisco contractors, covering the construction from 1912 to 1915, then by Miller of 2-5 miles of the Santa Ana Freeway and then the material to be deposited and lux in the Bakersfield area as on the lot was moved in and com­ within the city limits of Santa Ana, a surveyor until he enlisted with the from Broadway on the north to First pacted. military forces in World War I in Following this work the foundations 1917. After military discharge Mr. Street (D. S. Hwy. 101) on the south. were built for the clubhouse and Carlstad, or Sarge, as he was affec­ This section of the freeway by-passes church upon the filled ground. Each of tionately known by his many friends, on the east the main business section of the three sections of the clubhouse was reported for work with District IV Santa Ana and passes through residen­ then moved to the new foundation of the Highway Division on Novem­ tial and agricultural land. that had been built. ber 13, 1919, and worked continu­ This contract, in addition to provid­ ously on field surveys and contract ing for grading and paving a four-lane After the placement of the three construction for the more than 32 structures on their new foundations, divided freeway, also constructs the years of his state service. necessary grade separation overpasses the residences disrupted along Jackson During this period he. handled Street, the path of the moving opera­ many large construction projects as and underpasses that are required with tions, were returned to their original resident engineer, and was resident on and off ramps and outer highways. situations at a cost of about $5,000. engineer on a large freeway con­ The grade separation bridges are: Today, the three structures for­ tract at the time of his death. Main Street Overcrossingj merly within the right of way are Mr. Carlstad is survived by his 17th Street Undercrossingj again in service and the market value widow, Emilie; two daughters, Mrs. lincoln Avenue Overcrossing; Barbara Geitz of Hayward, and Mrs. of each has been enhanced materially lincoln Avenue Underpass for the Atchi- Mildred Merrill of Concord; and a son, Topeka & Santa Fe Railroad; by the relocation. At the original site son, Mr. James Carlstad of Klamath Grand Avenue Undercrossing; the buildings had no parking space and Falls, Oregon. Fourth Street Overcrossing; were close to the railroad running Pedestrian Undercrossing at 20th Street. through the city. In addition to the THE GREEN LIGHT elimination of the railroad disadvan­ The contractor has completed the The green traffic light doesn't al­ clearing throughout and has made con­ tage the new site provides parking ways mean it's safe to speed across the space for approximately 50 cars. Fur­ siderable progress on the grading. intersection without looking both Work on all of the structures is now thermore, both the church and the ways, says the California State Auto­ residence have basements which they in progress except at the Main Street mobile Association. Protective driving Overcrossing. Delay in getting this did not formerly possess. The neces­ calls for caution, even when the green sary repainting of exteriors and the construction started is due to problems light says "go." Watch the other fel­ which have arisen in connection with installation of more convenient walk­ low-handle your car skillfully. ways have further enhanced the value detour construction. of all the properties. The grading, paving, and incidental cost to the state would have been construction in connection with the Cost Estimates based on a buy-out at market value, re~ road work is under the supervision of It should be noted that accurate cost quired the cooperation of not only the Resident Engineer F. E. Sturgeon. estimates on all phases of the relocation three owners involved, but also the The contract as a whole is 30 percent work, including substitute property property owners whose improvements complete and the anticipated date for acquisition, had to be made before any were affected in the course of moving. completion is February, 1953. agreements were made in order that a While the over-all saving to the state. comparison could be made between resulting from this rather complicated SIGNS FOR LIFE costs of the moving arrangement and moving transaction, amounts to a rela­ Watch and obey traffic signs. They outright purchase of the properties. tively small amount, the beneficial are not roadside decorations. They are The completion of this project to effects on public attitudes and the there for your protection. Obeying the satisfaction of all parties concerned subsequent aid to further right of way such signs increases your life expect­ and at a cost somewhat less than the clearance is immeasureable. ancy. and Public Works 61 INDEX TO CALIFORNIA HIGHWAYS AND PUBLIC WORKS January to December, 1951

Issue Page Issue Page Issue Page A Coast Highway, See "Highways, Funds Are Allocated, Director Tells US.l01" Ho\v Nov.... Dec. 12 AASHO Resolutions Nov. - Dec. 56 Colorado Street Bridge, See Funds, Counties Share in ForesL __ Nov. - Dec. 35 Access Rights, Also See "Economic "Bridges' Surveys" Commissioners, California State Access Rights and Limitations Highway, and State Chamber of G No Damages from Property Ac- Commerce Meet. Jul. - Aug. 27 Gaviota Pass, Historical Landmark cess Restriction Mar. - Apr. 14 Concrete, Prestressed, See "Pre­ Will Be Preserved Mar. - Apr. 6 Ripon Business Benefited by Ex- stressed Bridge'· Tunnel Work Under Way Nov. - Dec. 36 pressway Mar. - Apr. 30 Containers, Modern Jan. - Feb. 46 Government, Booklet on California Accident Studies (Traffic Engineer- Contract Time, Penalties for Over- State Jan. - Feb. ing) Nov. - Dec 8 run oL Jul. - Aug. 57 51 Grade Separation, I Street Over- Accidents, Miilionth Victim J ul. - Aug. i 7 Cooperative Planning, Westlake head. San Bernardino Sept. - Oct. Community Mar. - Apr. 42 Aggregate Gradation ControL Mar. - Apr. 2i 29 Grant Line Road, FAS 908 Mar. - Apr. 32 Alpine Road Jul. - Aug. 9 Cost Index, First Quarter of 19)1._ Mar. - Apr. 63 Application ofCalifornia Coordinate First Half of 1951. Jul. - Aug. 26 System Jan. - Feb. 38 Third Quarter of 1951. Nov. - Dec. 50 H Arnold Industrial Highway, See Courts, See "Litigation" "Highways' Cow Palace Sept. - Oct. 54 Hamblin, W. H., letter from Mar. - Apr. 64 Arroyo SeeD Prestressed Bridge, See Harbor Freeway, See "Highways- "Bridges" Freeways" Auburn-Applegate Freeway Com- D Hatchet Mountain ReaIignment Nov. - Dec. 49 pleted Mar. - Apr. 58 Headquarters Shop Expands Sept. - Oct. 26 Highway Design and the Business Auto Registration, California Nov. - Dec. 63 Defense, Civil, Part Public Works Community Sept. - Oct. A wards, See "Service Awards," Department Will Play if Emer- 36 .. Merit Awards," .. National gency Arises Nov. - Dec. Highways, Defense Safety Council" Defense. See "Highways for De­ Importance of Highway Con­ struction to National Defense fense" Effort. Jul. - Aug. Design 44 Importance of California High­ B Arroyo Seco Bridge Design Prob- lem Jan. - Feb. 22 ways in the National Defense Effort. Mar. - Apr. 44 Baldock, R. H., Receives Bartlett Highway Design and the Business Award for 1950 Jan. - Feb. 58 Community Sept. - Oct. 36 Highways Interchange Design (2d Install- Federal Aid Secondary Base, Cement Treated ment)_c Jan. - Feb. Inyo County, Panamint Road, Construction in California Jul. - Aug. 40 50 FAS 1065 Jan. - Feb. Subject of Tests Jan. - Feb. 43 Interchange Design (3d Install- 18 ment) Mar. - Apr. 50 San Joaquin County, Grant Bayshore Freeway, See under Line Road, FAS 908 Mar. - Apr. 32 "Highways" Detroit Experiments with Rubber Paving Nov. - Dec. 6 San Mateo County, Alpine Bayshore Highway to Be Freeway_Mar. - Apr. 28 Road, FAS 1048 Jul. - Aug. 9 Bedford, T. A, Enjoying Retire- Development of a Test Method Sept. - Oct. 39 menL Mar. - Apr. 43 Drainage afld Drainage Structures, Freeways Course in Nov. - Dec. Alameda County Bituminous Plant· Mix Surfacing, 21 Use of Rubber in Nov. - Dec. 2 Dumbarton Bridge Purchased_ ____ Sept. - Oct. II Bayshore Freeway dedicated May - June Durkee, Frank B., Appointed Di- . Bayshore Highway to Be Bonner Grade being Modernized Mar. - Apr. 39 rectoL )ul. - Aug. Freeway Mar. - Apr. 28 Boorman, Wetherby, Certificate of Contra Costa County Commendation Jan. - Feb. 37 Signs San Mateo-Hayward and Dumbarton Bridge Bonds Sept. - Oct. 57 Arnold Freeway, Link of In- Bridges dustrial Highway Opened_ Jul. - Aug. 18 Alameda County, San Leandro Bay Bridge Mar. - Apr. 55 Third Link Being BuilL__ Mar. - Apr. 18 Los Angeles County Alameda - San Mateo Counties, E Colorado Freeway Bridge San Mateo-Hayward and Dum- Over Arroyo Seco Jan. - Feb. 22 barlon Bridges Purchased_____ Sept. - Oct. II Economic Surveys Dedicated May - June 5 Los Angeles County By-Pass Effects (Folsom and Im- Harbor Freeway, Arroyo SeeD Prestressed Con- perial) May - June 27 crete Bridge Jan. - Feb. 58 TempleStreet-Fourth Effects of Freeways on Property Street Do Mar. - Apr. I Values (North Sacramento)___ Sept. - Oct. 5 Do Sept. - Oct. 50 Groundbreaking Jul. - Aug. 15 Escondido Study .. Jul. - Aug. II Progress Report. ______Mar. - Apr. 11 Colorado Freeway Bridge over Fairfield Study Jan - Feb. I Hollywood Freeway, Grand Arroyo Seco Design Problem Jan. - Feb. 22 Highway Design and the Business Avenue-Silver Lake Groundbreaking May - June 5 Community Sept - Oct. 36 Boulevard Opened Jan. - Feb. 12 Four Level Structure May -June19,21 Land Economics Section Accom- Do Jul. - Aug. 15 Seventeen Contracts Under plishments Sept - Oct. 37 Way May - June 17 Placer County, Bowman Over- Property Access Restrictions. No head Mar. - Apr. 58 Silver Lake Avenue to Damages From Mar. - Apr. 14 Western Avenue Opened Sept. - Oct. 17 San Bernardino County, I Street Ripon Business Benefited by Ex- Overhead Sept. - Oct. 42 pressway Mar. - Apr. Los Angeles River Freeway, 30 Plans May - June 13 San Diego County, Sweetwater Safeway Finds That Freeway Groundbreaking Jul. - Aug. 15 River Bridge Sept. - Oct. 38 Benefits Its New Vallejo Busi- ness _ Ramona Freeway, Report of Santa Barbara County, Gaviota May - June 7 Accomplishments Sept. - Oct. 12 Creek Bridge Mar. - Apr. 10 Shell Beach Study _ Nov.· Dec. 38 San Diego County Siskiyou' County, Sacramento Temecula Study _ .luI. - Aug. 6 Montgomery Freeway Will River Bridge at Dunsmuir. Sept. - Oct. 4 Westlake Community _ Mar - Apr. 29 Relieve Traffic in South Brunk, G. C., Thirty Years Without Equipment San Diego Jan. - Feb. AccidenL May - June 42 34 Cleaner, Vacuum Nov. - Dec. 46 Three Contracts Nearing Brush Chopper Sept. - Oct. 22 Chopper, Brush Sept - Oct. 22 Completion______Sept. - Oct. 19 Budget,Julyl,1952toJune30,1953_ Nov. - Dec. 15 Stabilizer, P &. H Jan. - Feb 54 Oceanside-Carlsbad Project. Nov. - Dec. 30 Budget Review, How Highway Employment, Order Re Incompat- Santa Barbara County Funds Are Allocated Nov. - Dec. 12 ible Mar. - Apr. 42 Arroyo Parida-Ortega HiIL_ Nov. - Dec. 54 Bypass Effects (Folsom and Im- Employment, Personnel Informed perial) May - June 27 U. S. 40 of Program Sept. - Oct. I Placer County, Auburn-Apple- Equipment Department Expands__ Sept. - Oct. 26 gate ImprovemenL Mar. - Apr. 58 Escondido Study Jul - Aug. II Solano County, Sacramento­ c Evans, Don G., Appointed Con- San Francisco Improve- struction Engineer May - June 12 ments, Report on J ul. - Aug. 63 California Coordinate System, Ap­ U. S. 50 plication of to Highway Surveys EI Dorado County, Placerville- and Right of Way Engineering__ Jan. - Feb. 38 F Five Mile Terrace Nov.... Dec. 22 California State Chamber of Com- U. S. 99 merce Meets with California Fair, State Jul. - Aug. 28 Shasta-Tehama Counties Highway Commission J ul. - Aug. 27 Fairfield Study Jan. - Feb. I Redding-Red Bluff Highway Cement Alkali-Aggregate Reaction, Fire Hazard, Soil Sterilization fOL_ Mar. - Apr. 26 Reconstruction Expendi- Development of a Test for. Sept. - Oct. 39 Flood Damage Repairs Cost tures Total $3,337,222__ 4C Sept. - Oct. 8 Cement Treated Base, Construction $3,400,000 Jan. - Feb. 28 SiskiyouCounty, Dunsmuir-Big in California Jul. - Aug. 40 Folsom Bypass Study May - June 27 Canyon Reconstruction Subject ofTests Jan. - Feb. 43 Forest Funds, Counties Share in Nov. - Dec. 35 Plans Completed Sept. - Oct. 2 Certificate of Commendation, Boor- Fort Moore Hill Gives Way to Free- Spring Hill-Weed Section man Jan. - Feb. 37 way Jan. - Feb. 17 Opened Sept. - Oct. 6 Certificate of Merit, Shop 8 Jan. - Feb. 57 Fossil Found in Fort Moore HilL __ May - June 46 Ramona Freeway, See "Free­ Certificate, 25-Year. Mar. - Apr. 64 Four Level Structure, See "Bridges" ways" Chase, H. Stephen, Appointed Com- Freeway Construction, Affect of, on U. S. 101, (Also see "Freeways") missioner :.. Nov. - Dt:c. 21 Land Values, See "Economic San Diego County, Oceanside- City Creek Highway Opened Sept. - Oct. 35 Surveys" Carlsbad Nov. - Dec. 30

62 California Highways Issue Page Issue Page Issue PaJe Santa Barbara Co~nty. Arroyo N P Warren, Governor. Urges Action to Parida-Orteg HIIL------ov. - Dec. 54 P &1 H Stabilizer. Jan. - Feb. 54 Reduce Highway Accidents Jul. - Aug. 36 a Warthan Canyon, Traffic Hazards GaViota Pass W'II B Pacheco Pass, Portions Realigned__ Mar. - Apr. 34 Removed From Coalinga - San Historical Landmark I e Panamint Road Jan. - Feb. 18 P d Mar. - Apr. Lucas Highway JuL - Aug. 22 6 Parking Area in Roseville Sept. - Oct. 58 WASHO Convention Jul. - Aug. 31 TU;;~IW~rku;d~~w;y~~~Nov. - Dec. 36 Pavement ConstructiOn Records May - June 32 Miscellaneous . Penalties for Overrun of Contract Weed Control, by Soil Sterilization_ Mar. - Apr. 26 Alpine County, Sign Route 88 Time Jul. - Aug. 51 Westlake Community Example of Cooperative Planning Mar. - Apr. 29 and Red Lake Grade Sept. - Oct 24 Personnel Informed of Future Pro- Fresno County, Warthan Can- gram Sept. - Oct. Wilson, Charles E., Governor yon (Coalinga-San Lucas) --J ul. - Aug. 22 Photogrammetry Used in Highway Warren's Letter to, Re Allocation Lake County, ReconstructIon Location and Deslgn Nov. - Dec. 24 of Materials for Highway Con- struction Mar - Apr. 44 Across Tule Lake Sept. - Oct. 46 Hi ghway Agencies Conduct Modoc County, Bonner Grade Course in May - June 44 Wilson, Richard H., Praised by US Road Chief Nov. - Dec. 14 Moderniza~ion------]VIar. - Apr. 39 Plumb Bob Points Nov. - Dec. 52 San Bernardmo County, City Prestressed Concrete Bridge over Creek Highway Opened __ Sept. - Oct. 35 Arroya Seco CI;.annel, See I Street Overhead Sept. _ Oct. 42 "Bridges, L. A. Co. Y San Bernardino - Riverside Property Values, See "Economic Counties Surveys" Yosemite, Picture of Half Dome Mar. - Apr. 38 Redlands-Beaumont Com- Purcell, C. H .. Retires JuL - Aug. pleted May - June 23 Obituary-Inside Front Cover __ Sept. - Oct. Sapta Clara County, Pacheco z 34 Sha:::C"a-;;;.;ty~H;tch~tM;;u~:Mar. - Apr. R Zander, Gordon, Appointed Assist- tam Line Change Nov. - Dec. ant State Engineer. Nov. - Dec. 21 49 ,- Human Relations More Important Redlands - Beaumont Expressway Than Mathematics May - June 50 Replaces Deficient Highway May - June 23 Retirements Hveem, F. N., Appointed Materials Bergman, Rynard Jul. - Aug. 21 Alzueta, Carl-Report on Progress and Research Engineer______IVlay - June II Darling, Harry Coo Mar. - Apr. 31 and Records in Pavement Con- Loaned to Sonora. Mexico Jul. - Aug. 5 Hanson, George c. Mar. - Apr. 61 struction during 1950 May - June 32 Parker, Chas. H. May - June 41 Amesbury, H. Clyde-SiskiyouJob, I Purcell, C. H Jul. - Aug. I New Section of US 99 between Imperial Study May - June 27 Stanton, T. E. May - June 8 Spring Hill and Weed Opened___ Sept. - Oct. 6 Incompatible Employment, Order Stauff, James A.. Mar. - Apr. 25 Re Mar. - Apr. 42 Stover, Harvey D. Nov. - Dec. 61 Baker, Harrison R.-Hollywood Industrial Highway, See "High­ Van Etten, P. H. Jul. - Aug. 21 Freeway, Third Unit of Con­ ways" Right of Way Agents Annual Meet- struction between Grand Avenue ing Jul. - Aug. 55 and Silver Lake Boulevard Dedi- Interchange Design, Traffic Jan. - Feb. 50 cated Jan. - Feb. 12 Do. Mar. - Apr. 50 Roadside Cleaner. Nov. - Dec. 46 I Street Overhead (SBd) Opened __ Sept. - Oct. 42 Roseville Parking Area Sept. - Oct. 58 Baldock, R. H.-Importance of Rubber, Powdered, Its Experi- Highway Construction to Na- mental Field Use in Bitumi- tional Defense EfforL Jul. - Aug. 44 J nous Plantmix Surfacing Nov. - Dec. 2 Barnes, Harold M.-Weed Control Detroit Experiments With Rub- by Soil Sterilization Mar. - Apr. 26 Jones, G. H., Appointed Assistant ber Paving Nov. - Dec. 6 Bartlett, W. H.-Hatchet Moun- State Engineer Nov. - Dec. 21 tain, First Unit of Line Change on Shasta Road Completed Nov. - Dec. 49 S Barton, Robert M.-Prestressed L Safety Record. Brunk May - June 42 Bridge Across Arroyo Seco Mar. - Apr. Safety, Remarks by Gov. Warren__ Jul - Aug. 36 Oldest Swing Bridge (San Leandro Land Values, See "Economic Sur­ San Mateo-Hayward and Dum- Bay Bridge) Mar. - Apr. 55 veys," "Litigations" barton Bridges Purchased Sept. - Oct. II Buckle, J. H.-Highway Foreman Lighting Installations (Traffic En- ServiceAwardCertificates Presented Sept. - Oct. 62 G. C. Brunk on Job 30 Years May - June 42 gineering) Nov. - Dec. 9 Shell Beach Study Nov. - Dec. 38 Bugge, W. A.-Penalties for Over- Litigations, U. S. Court Decision Shillito, R. M., Resigns Sept. - Oct. 56 run of Contract Time Jul. - Aug. 51 Upholds California Sign Legibility Jan. - Feb. 6 Highway Commission Jan. - Feb. 61 Sign, Oceanside Appreciates May - June 39 Cessna, M. E.-Los Angeles River No Damages (San Diego) May - June 40 Signs, Illuminated Nov. - Dec. 10 Freeway Plans for Future Are Los Angeles River Freeway Jul. - Aug. 15 Soil Stabilizer, P &1 H Jan. - Feb. 54 Comprehensive May - June 13 Soil Sterilization to Limit Fire Cornelius, Maurice E;-Reliable Hazard Mar. - Apr. 26 Method of Aggregate Gradation M Stabilizing Route 20 Across Tule Control Is in Use Mar. - Apr_ 21 Lake Sept. - Oct. 46 MacDonald, Thomas H., Commis­ Storm Damage Repairs Cost $3,400,000 Jan. - Feb. 28 Darby, C. H.-Colorado Freeway sioner of Public Roads, Letter Bridge over Arroyo Seeo Jan. - Feb. 22 re Critical Materials Mar. - Apr. 47 Surfacing, Experimental Use of Rubber in Nov. - Dec 2 Darling, H. c., Co-Au.-Applica­ Purcell Letter to MacDonald Mar. - Apr. 45 tion of the California Coordinate Maintaining a Sound Highway Plant-Mixed, Aggregate Grada- PlanL Jul. - Aug. tion ControL Mar. - Apr. 21 System to Highway Surveys and 47 Right of Way Engineering Jan. - Feb. 38 Maintenance Department Func- Surveys, California Coordinate Sys- tions -- Sept. - Oct. tem Jan. - Feb. 38 Duffy, P. F.-Footpath to Free- 29 way-US 99 in Siskiyou Gets Im- Manpower, Personnel Informed of Program Sept. - Oct. provements Sept. - Oct. 2 I T Durkee, Frank B.-Budget Review Merit Award, FirsL Mar. - Apr. 62 (Address, State Chamber of Com- Merit Award Check, H. M. McAl- Temecula Study Jul. - Aug. 6 lister Sept. - Oct. Test, Class "c" Cement Treated merce meeting in Los Angeles) __ Nov. - Dec. 12 55 Base Uniformity Jan. - Feb. 43 Eckhardt, J. E.-Gaviota Pass- Merit, Certificate oC Jan. - Feb. 57 Test Method, Development of. Sept. - Oct. 39 Tunnel Work to Provide 4-Lane Mexico Borrows F. N. Hveem Jul. - Aug. 5 Highway Under Way Nov. - Dec. 36 Montgomery Freeway Will Relieve Traffic Count, July, 1951. Nov. - Dec. 62 Traffic Department Organization Eichstaedt, Howard M.-NewOver- Traffic in South San Diego Jan. - Feb. 34 CharL Nov. - Dec. 8 head at I Street in San Bernardino Mt. Whitney, Pictures of. ______Sept. - Oct. 51 Traffic Engineering in California Nov. - Dec. 7 Opened Sept. - Oct. 42 Traffic Interchange Design, Second Installment. Jan- - Feb. 50 N Fahey, W. L.-Hollywood Freeway Traffic Interchange Design, Third Construction Under Way is Ex- National Defense, See "Highways Installment. Mar. - Apr. 50 tensive and Varied May - June 17 for Defense" Truck Ends on Tailgate Mar. - Apr. 49 F olline, J ames A.-Headquarters Truck Noise Nov. - Dec 60 Shop Parts Department Expands National Production Authority Or- Truck Traffic Increase Jul. - Aug. 48 derM-4 (Regarding Use ofSteel)_ Jul. - Aug. 49 to Meet Requirements Sept. - Oct. 26 National Safety Council Award Jul. - Aug. 39 Turkish Engineer Studies California Fosgate, M. C.-US 40, Two Re- Highway Construction Sept. - Oct. 63 maining Sections of 2-Lane High- Twenty-Five-Year Award Mar. - Apr. 64 way Soon Will Be Eliminated Jul. - Aug. 63 o Frahm, Herbert-Alpine Road, San Obituaries u Mateo County Completes the Corey, Lester G.. May - June 26 Third Section of FAS 1048 Jul. - Aug. 9 Eastman, Thomas Mar. - Apr. 25 Utilities, Location of, Under a High- Funk, L. L.-Photogramrnetry, Hart, William Too Jul. - Aug. 26 way Nov. - Dec. 40 Aerial Photos Speed Up Highway Haselwood, Fred Woo Nov. - Dec. 34 Location and Design ; Nov. - Dec. 24 Hubbs, Marshall H Jan. - Feb. 58 v Petersen, William H .. Jan. - Feb. 49 Gibbons, Fred 0.-TemeculaStudy, Smith, Samuel Joo- Jan. - Feb. 53 Vacuum Cleaner for Roadside Trash Nov. - Dec. 46 What Happens to the Small High- Spirz, William H .. Mar. - Apr. 43 way Town When By-Passed Jul. - Aug. 6 Stepp, Harlan L. Nov. - Dec. 48 Goetz, CoL Robert C. F.-Our Mil- Oceanside Appreciates Highway w lionth Victim JuL - Aug. 17 Sign May - June 39 Oceanside-Carlsbad Project Nov. - Dec. 30 Waddell, T. B., Appointed Assist- Harding, P.O.-Harbor Freeway__ Mar. - Apr. 11 O'Neill, J. E., Elected Head ofAAA_ Nov. - Dec. 58 ant State Engineer. Nov. - Dec. 21 Ramona Freeway. Report of Ac- Order Regarding Incompatible Em- Waggoner, Russell J., Awarded complishments in Los -Angeles ployment Mar. - Apr. 42 Silver Star. Mar. - Apr. 38 County--c------c Sept. - Oct. 12

and Public Works 63 Issue Page Issue Page Haskell, W. W.-An Example of the Sedgwick, W. D.~VacuumCIeaner, Traffic Engineering Development of a Test Method New Machine Gathers Trash and Its Practical Consequences__ Sept. - Oct. ,39 Motorists Throw on Highways__ Nov. - Dec. 46 Continued from page 60 ••• Helwer, Sam-Traffic Interchange Silva, Edward F.-US 50 Project, Design Bad Bottleneck East of Placer- (Second Installment) Jan. - Feb. 50 ville Eliminated Nov. - Dec. 22 not only on the need and the priority­ (Third Installment) Mar. - Apr. 50 Smith, James R.-No Damages, Hess, Rudolf-Business Benefited San Diego Jury Supports State relative need-of a proposed highway Expressway Mar. - Apr. 30 in Freeway Litigation May - June 40 Hippenstiel. Clyde-Modern Ex­ Smith, W. A-Flood Damage Jan. - Feb. 28 improvement, but on the type of high­ pressway Replaces Section of Sorenson. Earl E.-Headquarters Deficient Highway in Riverside Shop Parts Department Expands way design which can best be expected County (Redlands-Beaumont) May - June 23 to Meet Requirements Sept. - Oct. 26 Hoover. H. H.-Bonner Grade Standing, Russell J .-Shop 8 Re- to reduce accidents under certain con­ Being Modernized Mar. - Apr. 39 ceives "Certificate ofMerit" Jan. - Feb. 57 ditions. Hubbard. Wayne--Safeway Stores Finds that Freeway Benefits Its Telford, E. T.-Highway Design The computation of accident rates New Vallejo Business May - June 7 and the Business Community Sept. - Oct. 36 Hveem, F. N.-Thomas E. Stanton Trask, J. W,-Redding-Red Bluff in connection with freeways is an ex­ Retires with International Re- Highway Expenditures now Total nown after 39 Years May - June 8 $3,337,222. Sept. - Oct. 8 cellent example of the superiority of Governor Loans Highway Engi- neer to Sonora. Mexico JuI. - Aug Waite, Chas. E.-Manpower, Divi- facts over theories. We all remember sion of Highways Personnel In- Jorgensen, J. F.- Montgomery formed of Future Program Sept. - Oct. the dire predictions, when the first Freeway. Three Major Highway Whitt, Glenn L.-District Right of Contracts now Nearing Comple- Way Agents Report on Big Job freeways were designed and built, that tion Sept. - Oct. 19 Well D'!ne JuI. - Aug. 55 the higher speeds they would make Wtlson, RIchard H., Co-Au-High- Kennedy. R. C.-Construction of way Costs First Quarter of 1951. Mar. - Apr. 63 possible would mean more accidents Colorado Street Bridge in Pasa- Highway Costs. Second Quarter_ J uI. - Aug. 26 dena Started May - June Highway Costs, Third Quarter-'_ Nov. - Dec 50 and particularly more fatalities. Highway Commissioners Break Withycombe, Earl~ement Treat- . Ground for Two Major Free- ed Base Construction in Cali- way Projects in SOuth JuI. - Aug. 15 fornia Jul. - Aug. 40 Freeways Safer Arnold Freeway, Another Link of Woodin, C. F.-Maintenance, High- Industrial Highway JuI. - Aug. 18 ways Are Not Good Highways The facts have proved just the op­ Hollywood Freeway, Two Addi- Without It. Sept. - Oct. 29 tional Miles Sept. - Oct. 17 posite. Accidents on full freeways­ Young, D. M.-Arnold Highway, Lathrop, Scott H.- Highway Third Link of Industrial High- those with no intersections at grade­ Agencies Conduct Course in way Mar. - Apr. 18 Photogrammetry May - June 44 Young, J. C.-Traffic Engineering are just about one-half the average for Lejonhud, Ralph A-NewFreeway, in State of California Nov. - Dec. 7 Four Units Under Way on Ocean- Young, W.StanIey-FairfieidStudy Jan. - Feb. I the rural State Highway System as a side-Carlsbad Project. Nov. - Dec. 30 Factual Studies Indicate No Dam- Levier. G. W .• Pacheco Pass Re- age from Property Access Re- whole. aligned Mar, - Apr. 34 strictions Mar. - Apr. 14 Lovering, W. R.-Uniformity of By-Pass Effects~onsistentPat- . As for fatalities, the record is even Class "C" Cement-Treated Base_ Jan. - Feb. 43 tern Developed by Division of Highways Studies May - June 27 more impressive. The term "fatality MacDonald, Thos. H.-Maintain- ing a Sound Highway PIant. JuI. - Aug. 47 Escondido Study Jui. - Aug. II rate" when applied to accidents on Main, Percy A-Stabilizing a High- Freeway Values, Abutting Prop- way Over an SO-Foot Depth of erties Show Exceptional Gains_ Sept. - Oct. highways means the number of per­ Mud Sept. - Oct. 46 Manning, John J.-Human Rela­ Zube, Ernest-Powdered Rubber sons killed per 100 million vehicle tions More Important Than Its Experimental Field Use i'; Mathematics, Y Dung Engineers Bituminous Plant-Mix Surfacing_ Nov. - Dec. 2 miles of travel. On the rural State Are Told May - June 50 McCarty, Henry C, Co-Au.-High- Highway System the fatality rate way Costs First Quarter of 1951. Mar. - Apr. 63 averages just about 10. On all of the full Highway Costs, Second Quarter_J ul. - Aug. 26 Highway Costs, Third Quarter__ Nov. - Dec. 50 freeways constructed and in operation McCoy, G. T.-Traffic Count Fig- ures for 1951 Show an Increase__ Nov. - Dec. 62 Court Ruling to date, the fatality rate is 2. This re­ McGinness, G. G.-Modern Con- tainers Jan.. Feb 46 Continued from page 58 ••• duction in highway deaths on freeways Plumb Bob Points Nov. - Dec. 52 Miller, A. A.-Brush DisposaL Sept. - Oct. 22 borders, any funds other than their is even more remarkable when we con­ Morgan, Glen. Co-Au.-Sign Legi- bility Tests Jan. - Feb. 6 allocated shares of state gas tax funds. sider that freeways do indeed accom­ Moskowitz, Karl, Co-Au.-Sign Legibility Tests Jan.• Feb. 6 The District Court of Appeal, in a modate higher speeds. The secret lies Mulcahy, Gilbert-Public Parking to Area in RoseviIle Sept. - Oct. 58 unanimous opinion handed down on in the fact that they are designed Myers, R. L.-Successful Test of accommodate higher speeds with Road Mixing Machine Jan. - Feb. 54 November 16, 1951 (reported in 107 safety and have many built-in safety Norton. Richard R., Co-Au.-High- A.C.A. 706), rejected appellant's argu­ way Costs First Ouarter of 1951. _ Mar. - Apr. 63 ments on both of these points, and features. Highway Costs, Second Quarter_ J uI. - Aug. 26 Highway Costs. Third Quartef-_ Nov. - Dec. 50 affirmed the judgment of the trial Petersen, L. M., Co-Au.-Applica­ court. tion of California Coordinate Sys­ Streets and Highways Code cited by tem to Highway Surveys and Appellate Court Decision Right of Way Engineering Jan. - Feb. 38 appellant of any legislative intention to Pingry, Goo. S.-Westlake Com- munity Example of Cooperative limit cities, in improving state high­ Planning Mar. - Apr. 29 On the first point, the appellate Plecarpo, Clement A-Grant Line court took the view that the improve­ ways within their boundaries, to gas Road Improvement. Mar. - Apr. 32 Porter, Harvey-Warthan Canyon, ment of a state highway within a city tax moneys received from the State. Traffic Hazards Removed from Coalinga-San Lucas Highway JuI. - Aug. 22 was a matter of city, as well as state, On the contrary, the court pointed out, Section 113 alone showed that the Reinhardt, Theodore A.- Shell concern, from which inhabitants of the Beach Study Expressway Spurs Legislature intended expressly to per­ Subdivision Growth Nov. - Dec. 38 city received a special benefit, and was Rhodes, W. T.-Montgomery Free- a proper municipal purpose for which mit the use by cities, in aiding in the way Will Relieve Traffic in South San Diego Jan. - Feb. 34 city tax funds could be expended with­ improvement and maintenance of state Richardson, Rodney C.-Civil De­ fense, Part Public Works Depart­ out violating any provision of the Cali­ highways within their boundaries, of ment Will Play if Emergency Arises Nov. - Dec. I fornia Constitution_ On the second any funds which the city might prop­ Roberts, F. N.-Panamint Road __ Jan, - Feb. 18 Rose, Cass M.-Under a Highway, point, the court held that there was no erly use for the construction and Motorists Travel Over Miles of Pipe Lines and Conduits Nov. - Dec. 40 indication in any of the sections of the maintenance of its own streets.

64 California Highways EARL WARREN Governor of California • FRANK B. DURKEE Director of Public Works • HIGHWAY COMMISSION HARRISON R. BAKER. •••• Pasadena H. STEPHEN CHASE • . Sacramento JAMES A. GUTHRIE .•••.. San Bernardino F. WALTER SANDElIN. • Ukiah CHESTER H. WARLOW ••.•..•• Fresno CHARLES T. LEIGH •...... San Diego R. C. KENNEDY, Secretary .•.•• Sacramento

DIVISION OF HIGHWAYS GEO. 1. McCOY •••.• State Highway Eng!neer R. M. GILLIS. ••• Deputy State H!ghway Eng~neer CHAS. E. WAITE •. Assistant State Highway Engineer EARL WITHYCOMBE Assistant State Highway Engineer F. W. PAN HORST Assistant State H!ghway Eng!neer JW VICKREY. Assistant State Highway Engineer rio H: WILSON.. Assistant State Highway Eng!neer F. N. HVEEM ... Materials and Research Eng!neer GEORGE F. HELLESOE. ••• Maintenance Engineer ET TELFORD. •••••• Engineer of Design DIlN' G. EVANS. .•.•. Construction Engineer H. B. LA FORGE • Engineer of Federal Seco~dary R~ads l. V. CAMPBELL. Engineer of City and Coopera!lve Projects EARL E. SORENSON •••.• Equipment Engineer H. C. McCARTY. .••.•.• Office Engineer J. C. YOUNG ..•..... Traffic Engineer J. C. WOMACK. ....•• Planning Engineer J. P. MURPHY .•.• Principal Highway Engineer DIVISION OF CONTRACTS AND Administrative Service E. J. SALOINE ..•. Principal Highway Engineer RIGHTS OF WAY W. K. DANIElS . Assistant State Architect, Administrative I. O. JAHLSTROM . Principal Bridge Engineer Legal WADE O. HALSTEAD STEWART MITCHElL ..• Principal Bridge Engineer ROBERT E. REED . • Chiel Principal Estimator of Building Construction E. R. HIGGINS. ..•.•••• Comptroller GEORGE C. HADLEY Attorney CARLETON PIERSON •• Supervising Contracts Writer HOLLOWAY JONES • Atforney Right of Way Department Planning and Design Service FRANK C. BALFOUR •.• Chief Right of Way Agent DIVISION OF SAN FRANCISCO P.1. POAGE E. F. WAGNER. .• Deputy Chief Right of Way Agent Assistant State Architect, Design and Planning TOLL CROSSINGS GEORGE S. PfNGRY. •••••• Assistant Chief A. F. DUDMAN •.• Principal Architectural Designer R. S. J. PJANEZZI ••••••• Assistant Chief NORMAN C. RAAB •••• Project Design Engineer CARL A. HENDERLONG E. M. MacDONALD. •••••• Assistant Chief Principal Mechanical and Electrical Engineer District IV DIVISION OF WATER RESOURCES C. l. IVERSON.. .. Chief Architectural Draftsman JNO. H. SKEGGS • Assistant State Highway Engineer WALTER E. LORD • Supervising Specifications Writer A. D. EDMONSTON. . State Engineer, Chief of Division JAMES A. GILLEM • Supervisor Area III (Los Angeles) G. H. JONES. . Assistant State Engineer, Sacramento District V" River Flood Control Project, Supervision 01 Safely P. O. HARDING • Assistant State Highway Engineer of Dams, Sacramento·San Joaquin Water Supervision Construction Service T. B. WADDELL D. C. WILLETT •.•• Chief Construction Engineer DIVISION OF HIGHWAYS Assistant State Engineer, Water Resources Investi­ F. A. JOHNSON. ••. Principal Structural Engineer gations, Central Valley Project, Irrigation Districts District Engineers JOHN S. MOORE. •. General Construction Superisor GORDON ZANDER. ... Assistant State Engineer, NATE W. DOWNES A. M. NASH. ••.••.. District I. Eureka Water Rights and Water Quality Investigations SuperVising Engineer of Maintenance and Operations J. W. TRASK • .. •. District II, Redding MAX BOOKMAN CHARLES H. WHITMORE . District Ill, Marysville Supervising Hydraulic Engineer, Los Angeles Office B. W. BOOKER. . District IV, San Francisco Area Construction Supervisors l. A. WEYMOUTH . District IV, San Francisco HENRY HOLSINGER.. ... Principal Attorney E. J. l. PETERSON.. Districl V, San Luis Obispo 1. R. MERRYWEATHER. ... Administrative Assistant THOMAS M. CURRAN...... Area I, Oakland E. 1. SCOTT. • •• District VI, Fresno J. WILLIAM COOK. .. . Area II, Sacramento W. l. FAHEY. .. District VII, Los Angeles FRANK R. AUSTGEN .... Area III, Los Angeles M. E. CESSNA . District VII, Los Angeles DIVISION OF ARCHITECTURE S. W. LOWDEN. District VIII, San Bernardino ANSON BOYD .•. State Arch itect ALAN S. HART ...... District IX, Bishop Area Structural Engineers, JOHN G. MEYER .....• District X, Stockton H. S. HUNTER. .••...•• Deputy Chief Schoolhouse Section E. E. WALLACE. ....• District XI, San Diego ROBERT W. FORMHALS C. M. HERD...... Area I, San Francisco HOWARD C. WOOD. . Bridge Engineer, San Francisco· Administrative Assistanf to State Architect M. A. EWING . Area II, Sacramento Oakland Bay Bridge and Carquinez Bridge EARL W. HAMPTON • Supervisor of Contract Architects H. W. BOLIN...... Area III, Los Angeles

printed ill CALlFORN IA STATE PRINTING OFFICE ~ 56230 1-52 30300 SEC. 34.66 P. L.& R. California Highways and Public Works U. S. POSTAGE DIVISION OF HIGHWAYS - ~ -- - _ PA' D _ ~~~ P.O. Box 1499 T~:G. ~~?a~~.a~ ~. ~ ~~ I SACRAMENTO, CALIFORNIA ~ -' `~ + ~~~~ ~-~ • Sacramento, C21. — ~'`' j ~) ± ;~' ~ 7 rQ ~ r ~- Permit No. 152 RETURN POSTAGE GUARANTEED' i ai~~~~ ~{~a y'~ ''~ 4`~ {.., sue, ~1 1 `. _ F ',, i

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