CALIFORNIA HIGHWAYS and PUBLIC WORKS Anniversary O¢ Bay ------P

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~~.~~~. ~,, . Public Works 8uifding ~all~or~~~. HI hwa s Twelfth and N Streets g ~ Sacramento and Public forks Journal of the Division of Highways, O~cial `t~ Ei;;~, ;~' Department of Public Works, State of California ~."

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KENNETH C. ADAMS, Editor HELEN HALSTED, Assistant Editor MERRITT R. NICKERSON, Chief Photographer

Voi.3~ November-December Nos.11-12

Poge Angeles Crest Highway Opened, Illustrated ______..______1 By George Langsner, District Engineer

Fatalities on California Freeways 1955, Illustrated______1$

Redwood Empire, Illustrated------21

COVER Improved Methods in Highway Location and Design, Illustrated______.__ 23 lane Lake on Route 171 By L. L. Funk, Supervising Highway Engineer in Mono County receives first blanket of winter Record Budget ------_ 31 snow—Photo by Robert Munroe, Phofographie Section, Magazine Street Overpass in Vallejo Is Completed, Illustrated 37 Department of Publie Works, M. R. Nickerson, Chief Southern Crossing, Illustrated------38

Sherwin Grade, Illustrated ______39 By 1. R. Jarvis, District Construction Engineer

1956 Annual Traffic Count ------42 By G. T. McCoy

Arcata Project, Illustrated ------__------.------44 By E. B. Thomas, Resident Engineer

Merit Award Board Winners.------_ ------db

Dust Palliativzs ------_ 47 By Berndt Nelson, Assistant Construction Engineer

Published in the inierest of highway development in Cali- Old A. C. Pavement, lllustrated------49 fornia. Editors of newspapers and others are privileged to By E. G. Bower, Assistant District Engineer use matter contained herein. Cuts will be gladly loaned upon request. 52 Cest Index ------Address communications to Bridge, Illustrated____ _.._ 55 CALIFORNIA HIGHWAYS AND PUBLIC WORKS Anniversary o¢ Bay ------P. O. Box 1499 By Howard C. Wood, Bridge Engineer California 62 Sacramento, Out of the Mail Bag _-----__--__---.--_--__._ /~('~ ~~(~ Half Century Dream ~C,.~ J of Engineers Realized

By GEORGE LANGSNE~, ( `~N~ Disfrict Engineer

AFTER NEARLY S IlSIf CCritUIy Of CO- ~vay and U. S. Public Roads repre- operative effort and expenditures to- sentatives. taling some $1U,000,000, the Angeles Crest Highway across the San Gabriel Taken Into State Highway System Mountains has been completed, and The Angeles Crest Highway, as after dedication ceremonies on No- Legislative Route 61, was taken into vember 8, 1956, was opened to pub- the State Highway System in three lic use. parts. The westerly section from The Angeles Crest Highway, having Foothill Boulevard in La Canada to its westerly terminus at the intersec- the Mt. Wilson Road at Red Box Di- tion of Haskell Avenue with Foothill vide was brought into the State High- Boulevard in La Canada, extends east- way System by the Bond Amendment erly for 55 miles to the Big Pines rec- of 1919. The middle section from the reational area in the Angeles National Mt. Wilson Road at Red Box to Pine Forest. Flats became a part of the State High- This new highway saves motorists be- way System by Statutes of 1931. The tween Los Angeles and Big Pines, 42 easterly section from Pine Flats to the miles of travel when compared with the Los Angeles-San Bernardino county best route previously available. It makes line was taken into the State Highway the summer and winter recreational areas System by the Statutes of 1933. of the U. S. Forest Service much more Allocations of state highway funds accessible than formerly. for construction on the Angeles Crest GreaT Cooperative E1Fort Highway were first made in 1929 by California Highway Commission. The inception of the Angeles Crest the In subsequent budgets the commission Highway dates back some 50 years GEORGE LANGSNER funds for this project so that when the people of Southern Califor- provided essential work could go forward. nia began to recognize the need for nia, authorized an expenditure of the former members of the additional access to the recreational $2,200 to the engineering firm headed Among Highway Commission hav- facilities in the Angeles National For- by J. B. Lippincott fora reconnais- California homes in Southern California est. While many organizations and in- sance survey to be used as a basis for ing their maintained, through the dividuals had apart in taking the later location studies for the Angeles who have they so faithfully served the original steps toward consummation, Crest Highway. Ernest E. East, in his years California, a lively interest special mention should be made of the capacity as Chief Engineer of the people of furtherance of the Angeles Crest important parts played by the Pasa- Automobile Club of Southern Cali- in where Philip A. Stanton, dena Board of Trade, the predecessor fornia, and Harold F. Holley, as Highway, Bozzani, Harrison R. Baker, of the present Pasadena Chamber of Assistant Chief Engineer (recently Amerigo as present commissioners Commerce; the U. S. Bureau of Public retired), both made many reconnais- as well Guthrie and Robert E. Mc- Roads, the National Forest Service, sance trips with Lippincott and others James A. and by the Automobile Club of South- dating back as far as 1919. These two Clure. ern California. engineers did much to keep alive pub- Top-level Decisions The first engineering work of rec- lic interest in the Angeles Crest High- In carrying the Angeles Crest High- ord that was done on the Angeles way project until the State Division way project through to final comple- Crest Highway was sponsored and of Highways started the location sur- tion there have been, from time to financed by the Automobile Club of veys in 1928 and initiated construction time, many top-level decisions that Southern California. In 1919, Henry in 1929. Thereafter, East and Holley had to be made by the Sacramento W. Keller, as chairman of the Roads maintained a lively interest in the proj- staff. State Highway Engineer G. T. and Highways Committee of the ect and made frequent trips over the McCov and Director of Public Works Automobile Club of Southern Califor- project consulting with State High- Frank B. Durkee are, and have always been, most enthusiastic in their support of action to advance the Angeles Crest Highway. In order to assist in the prisoner rehabilitation program as provided by laws, the decision was made that as much as possible of the construction on the Angeles Crest Highway be done with prison labor working out of honor camps. Many top-level conferences have been necessary between the Sacra- mento headquarters staff of the State Division of Highways and the State Department of Corrections. Between these two state departments a most cooperative spirit has always existed relative to the many difficult problems that have arisen in connection with the utilization of prison labor for state highway construction on the Angeles Crest Highway.

these Men Worked Hard The first camp was first opened under the jurisdiction of the Califor- nia State Prison at San Quentin where J. B. Holohan was then warden. Work continued under wardens Court Smith and Clinton P. Duffy. Through- out the period correctional officer H. A. Hinshaw was in charge of the camp. Working with him were correctional officers George Lessick, James Rodden, S. Knutson, W. Gar- rett, W. Ballard, L. McGinnis, H. Johnson, R. Doggett, H. E. Breakbill, Gus Opitz, A. L. Jewett, John Madi- gan, Bert gothic, Frank Trip, James Ledden, John Butler, Lester Higgins, Ralph Shera, t1. P. Lambdin. Honor camps were closed shortly Looking easterly along Angeles Crest Highway near Dawson's Saddle, showing attractive rock masonry after the United States entered World retaining wall on Ieft War II and reopened in June, 1946, at the direction of Richard A. McGee, Holly Weeks, Walter Stead, John Tis- tween these two groups of highway Director of Institutions. It was then a dale, now retired, Walter Stone, engineers. Generally speaking, the unit of the California Institution for Charles Hamilton, and the late Paul Mate tools care of surveys for the Men at Chino, under Superintendent Brockmeir. ~~esterly section between La Canada Kenyon J. Scudder, and continued Louis W. Baugh is presently in and Red Box, whereas, the U. S. $u_ under Superintendent F. R. Dickson. charge of the camps. reau of Public Roads handled the Chief camp supervisors during the pe- easterly section from Red Box to Big riod were George Winter, no~v field Federal and State Agencies Cooperate Pines. representative of the department; Mal- The location and preliminary engi- In January, 1928, Assistant Engineer colm Harris, now Deputy Director of neering on the Angeles Crest High- J. H. Obermuller, on the staff of Sac- the Department of Alcoholic Bever- way, extending over a period of ramento Headquarters Surveys and age Control; William Beckley and several years, was carried out by per- Plans Department, made a report to Johnnie Breen. Supervisor in charge sonnel of the U. S. Bureau of Public his chief, Fred J. Gramm, Engineer of the opening of the camp was Harry Roads and of the State Division of of Surveys and Plans, in which he out- Hoop. Subsequent supervisors were Highways. There was continual co- lined the preliminary reconnaissance Beckley, now retired, Joe Hendrix, operation and harmonious liaison be- survey of the Angeles Crest Highway

2 California F°9ighways that he had made in company with routings approximating the position of field office engineer on the job assist- Robert L. Thomas, Locating Engineer the high lines surveyed by Waller and ing "Bob" Thomas. These two survey for District VII. (All three of these George. This would furnish infor- parties were supplemented by addi- men have since retired from state mation regarding doubtful grade tional survey party personnel during service.) In his report, Obermuller connections on advanced alignment the years 1929 and 1930. Among the makes these significant comments: standards and permit more reliable District VII engineering employees recommendation for preferable rout- (in addition to those mentioned Ob~rmuller Report ing." above) who made a very considerable "The country from the mouth of contribution to the original location the Arroyo Seco to Red Box was Purcell Starts Surveys surveys on the Angeles Crest High- studied for determination of a rout- Shortly after Obermuller made his way, were: R. L. Adkins, C. T. Berry, ing on which final survey of the proj- report to Grumm, State Highway En- E. F. Burge, W. P. Devine, C. Fox, ect should be started. The two routes gineer Charles H. Purcell authorized C. C. French, A. L. Hawkins, B. E. surveyed in 192 3 by preliminary lines Spencer V. Cortelyou, then district Hooper, A. W. Hoy, R. M. Haver- by Frank Waller, U. S. Bureau of engineer of District VII, to start loca- stick, Henry Hawthorne, V. B. Kolks, Public Roads, the one previously in tion surveys for the Angeles Crest J. Q. McAndrew, B. F. Morris, A. E. 1919, by A. N. George for the State, Highway with Division of Highways Newton, L. F. Phillips, T. T. Peasnall, the routing via the existing Edison forces. A start was made later in 1928 C. R. Smith, N. D. Soderblom, W.H. Company Road, and the possibilities with a survey party of which W. H. Suverkrubbe, and Harry H. Wildy. for alternative positions in location, Irish was chief. About the same time were viewed in the field from the came a second survey party under Problem of Steep Slopes roads and trails and from advanta- Donald G. Evans, who recently re- The Angeles Crest Highway was geous peaks. No representative idea tired from the position of Construc- designed and constructed to provide a of routing can be secured in this tion Engineer on the Sacramento 30-foot roadway with 200-foot radius brush-covered canyon except from headquarters staff. These two survey curves as minimum standard for align- such vantage points. The conclusions parties worked under the supervision ment and as maximum standard for reached on that reconnaissance were of Robert L. Thomas, then Location rate of grade. Considering the rough that hand-level scout lines should be Engineer for District VII (now re- mountainous country passed through run over a considerable portion of tired). Henry Hawthorne was the these are considered as of sufficiently

Index map of Angeles Crest Highway

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and Public VVorlcs 3 high standard. Actually, only a few 200-foot curves were put in at the start and later the minimum was established at 300 feet. Over two of the steep canyons it was found more economical to construct bridges than to build retaining walls to hold back roadway embankments, and in one instance of the location being along very steep side hill, a half bridge was constructed. In many other locations the slopes of the mountain sides were so steep that fill slopes would not catch and masonry retaining walls, reinforced concrete cribbing or metal bin- type cribbing had to be used.

Two Tunnels BuilT The most spectacular construction on the Angeles Crest was the building of two tunnels and these were handled View of westerly portal of 7unnef No. 1 near Camp 37 Honor Camp on Angeles Cresf Highway, with by Camp 37 forces from the present Tunnel No. 2 visible through Tunnel No. 1 location at Cedar Springs. Near West Islip Saddle, the topography is very "little red school house" right there proved the management; the develop- rugged and precipitous. Two steeply in Camp and were instructed in ment and the forest fire fighting abil- sloping ridges projecting out from the 37, all elementary grades by competent ity of his staff by 100 percent. face of Mt. Williamson proved to be teachers furnished by the Pasadena too steep for construction of even In 1933 there was a very destructive City School District. Bringing the narrow pioneer roads. At this loca- forest fire which denuded of vegeta- school to the children saved the 74 tion, two tunnels had to be con- tion the mountain sides and canyons miles of round trip travel that would The first tunnel is 680 feet above Montrose. At that time only a structed. have been incurred had the children in length and the second tunnel is 470 short section of the new Angeles Crest been required to go to school in La was feet in length. The two tunnels are Highway traversible. Mendenhall Canada. says that in his opinion the fact that separated by 87 feet of open-cut road- U. S. Forest Serviee Aid forest service fire fighting equipment way. The tunnels were constructed to and personnel had the use of a por- a section 32 feet wide x 21 %2 feet The story of the Angeles Crest tion of the Angeles Crest high, and the portals have been faced Highway is also a story of the An- Highway to get back into the and with very appropriate and picturesque geles National Forest which it tra- mountains fight this fire, reduced to a very con- rough stone masonry. verses. Had it not been for the active siderable extent the great damage of the Angeles Crest interest of the U. S. Forest Service in On the section caused by this fire. It will be recalled Springs and leaving no stone unturned to get a Highway between Cedar that early in 1934 the heavy rains is high standard road constructed within fall- West Islip Saddle the excavation ing on the burned-off areas of the An- for the most part through hard solid the Angeles National Forest from La Canada to Big Pines, this project geles National Forest caused, what rock requiring that 80 percent of the to as might have been much longer delayed has been referred the "Montrose excavation must be blasted. Flood," that resulted in many Crest in the building. persons The story of the Angeles losing their lives and millions of dol- due to William V. Highway is one of cooperative effort Great credit is lars of property damage. In forest supervisor for Menden- on the part of several organizations Mendenhall, the hall's opinion, had it not been for National Forest for his the and of many people, women and chil- the Angeles Angeles Crest Highway this catas- support in furtherance of dren as well as men. The loyalty of enthusiastic trophe would have been much worse Crest Highway and his the wives and children of State Divi- the Angeles than it was. sion of Highways regular civil service energetic drive for U. S. Forest Road be allocated for 16 miles of employees working in Honor Camp runds to Made National Forest 37, who gave up the conveniences and construction that was carried out by pleasures of urban life to live in small the U. S. Bureau of Public Roads. Bill Mendenhall well knows this cottages adjoining the day labor camp, Mendenhall is most emphatic as to the area. He was born and reared in Pasa- certainly was a big factor contributing great benefit that the Angeles Crest dena. He became a forest ranger in toward the success of the project. Highway has been to the Angeles Na- the Angeles National Forest Lopez The children in camp of school age, tional Forest. He unequivocably states Canyon District, in 1911, and was sta- numbering from 6 to 12, attended the that this new highway facility has im- tioned there for many years. For a

4 California Highwpys UPPER—Completed Angeles Crest Highway at entrance fo Upper Chilao recreational area in the Angeles National Forest. LOWER—Looking easterly showing long embankment slopes where junction occurs between Crystal Lake Highway and Angeles Crest Highway. Completed Angeles Highway fo left. Crystal Lake Road under construction, to right. and Public ~/~rlss short time he served in the Santa Bar- only privately owned land on the An- always gone to the San Gabriel bara National Forest, and then in 1929 geles Crest Highway within the forest Mountains for recreation. was appointed forest supervisor for boundary. Newcomb was one of the "Before the creation of the forest the Angeles National Forest. In this pioneers whose knowledge of the back reserve, however, they got little far- capacity he has watched the Angeles country was officially recognized by ther than the ferny dells and the pad- Crest Highway grow and develop his appointment in 1898 as one of the dle pools at the mouths of canyons. since initial construction was first first forest rangers by the newly or- With the building of trails and dirt started. ganized National Timberland Reserve. roads under ranger supervision, the The creation of Angeles National people began to learn more about the Story of Forest sorest dates back to congressional ac- playground that lay beyond the west- tion in 1891, followed by official proc- The Angeles National Forest con- ern fringes. lamation of President Benjamin Har- sists of some 700,000 acres of moun- "Today, paved highways and auto- rison in 1892. The area was first called tains, canyons and forest lands. The mobiles carry `the people'—thousands "San Gabriel Timberland Reserve." people of this area have always been of them—into the vast interior of the Then in 1908 the name was changed very appreciative of the recreational Angeles National Forest and make to Angeles National Forest. facilities offered by the U. S. Forest them acquainted with its endless miles Service. W. W.Robinson, "The of deep sharp peaks, One of the points of interest on the in his canyons, its Story of the Angeles National For- its chaparral-covered or pine-studded Angeles Crest Highway is Newcomb's est," as published in 1946 by the Title slopes and its rolling, timbered areas. Ranch located just beyond Chilao Insurance and Trust Company of Los They introduce them to a world of Camp grounds about midway between Angeles, described the situation as spectacular vistas, swiftly changing La Canada and Big Pines. This ranch follows: views, mountainsides smoking in mist is 160 acres in extent, homesteaded in "The people of the to~vns and val- or shimmering in the sun, valleys of 1878 by Louis Newcomb. This is the leys of Los Angeles County have dark shadow or hilltops tapestried in

LEFT—Looking northwesterly from Angeles Cresf Highway near Buckhorn Campground showing Antelope Valley in background. RIGHT—Looking northeasterly along Angeles Crest Highway spotted for traffic striping in the vicinity of Cortelyou Springs, shown in center. These springs were named to honor Spencer V. Corfelyou, Assistant State Highway Engineer, Refired.

6 California Highwpys green. During 1945, visitors to the Highway, wrote in Cglif oynia High- forest numbered 1,310,000. The forest ways and Public Works: caters to the people. There is a super- "As the ascent is made, a beautiful vista visor of recreation on the forest super- is unfolded. From certain prominent points a view can be had of Los Angeles, Pasadena, visor's staff, and every ranger has Glendale and many other cities and small `recreational' activities second in im- towns in the flatter country below. On ex- portance only to fire prevention. ceptionally clear days the ocean and Cata- lina Island can also be seen. in planning the construc- Camping Grounds "Care was used tion of this road to avoid making high cut "Charlton Flats, with its stand of or fill slopes which could be seen from the ponderosa pine, incense cedar and big- valley. The beauty of the mountain slopes (pazticularly superin the vicinity of Los Angeles cone spruce, is, under forest north of Hollywood and Beverly Hills) has vision, aparadise for the Sunday pic- been destroyed in many cases by the con- nicker. This place was once the goal struction of subdivision streets and roads of the sweating three-day hiker. Now making unsightly gashes in the forest cover. long fill slopes at exposed drive from Los To avoid these it is the end of a quick places, the excess material was hauled far- Angeles for father, mother and the ther into the mountains and deposited out children, who arrive spick and span of view to make parking places and picnic with twice too much lunch. The grounds. ground is soft with pine needles and Striking Seenic Views l~At. Waterman Ski Lift on Ang=ies Crest Highway the air is fresh with pine scent. "Wherever possible, in the construction of "At Chilao, a little farther on, are this highway, the scenic points have been as to form areas where cars can camping grounds for those who like graded so of Cajon Pass and Wrightwood. In park overlooking the valley below." to go to sleep with the whisper of the winter it has been visited on Sundays pines in their ears. There are trailer In addition to the scenes mentioned by 20,000 people—devotees of skating, units, too, as well as a corral for the by Cortelyou, of the Los Angeles sledding and skiing. The ski tow on horses of those who ride through on coastal plain, there are many striking Table Mountain, overlooking the area, the old Sturtevant Trail from Sierra views of -the San Gabriel Mountains, has a vertical rise of 500 feet. Skiers Madre. Chilao, when snow covered, Mohave Desert, and the distant Sierra get a startling desert view from Table has slopes that are good for safe and Nevada Mountains as one crosses Mountain and also of Mt. Baden- feet, and sane sledding. Cloudburst Summit at 7,000 Powell—black pines against blue- Dawson Saddle nearly 8,000 feet in Highway "The same Angeles Crest white. Blue Ridge, also of this area, elevation. of Southern that introduces the people has ski-heaven slopes." The construction on the Angeles and pleas- California to the beauties Since Mr. Robinson wrote about the Crest Highway was handled as four Chilao and ures of Charlton Flats, Angeles National Forest in 1946, the separate and distinct operations which to other play areas, carries them on U. S. Forest Service has greatly in- however often overlapped each other, of winter Mt. Waterman and the joys creased the scope of its activities. As both as to sections of the Angeles lift toboganning and' skiing. A chair of 1955, Mendenhall reports that the Crest Highway being worked on, and level takes the skier ~xom the highway number of yearly visitors has in- with respect to the time element. The at at 7,000 feet to near the summit creased to 1,700,000. There are also first construction by regular state 8,000 feet, giving him a thrilling view now in use at Holiday Hill and highway contracts was in 1929 and and a tug at the pit of his stomach. Kratka Ridge, additional areas where extended from La Canada four miles On the mountain top are a thousand winter visitors can enjoy the sport of northerly. Then,two day labor camps, acres of open, rolling slopes and two skiing. Additional camp ground fa- Camp D and Camp K, were estab- supplementary tow ropes. To this land cilities along the Angeles Crest High- lished during 1930-33 as a relief meas- of shining snow comes the parade of way are being provided. There will ure to alleviate the unemployment sit- those wearing ski pants, windbreakers soon be in operation on the newly uation, especially for transient home- and many-hued shirts, the people who opened section between Cedar Springs less men in the City of Los Angeles use strange words like `slalom' and and Blue Ridge, three additional pic- and vicinity. This work consisted of `crouch' and `telemark.' nic areas with tables and cooking grading pioneer roads, clearing and facilities located at Pine Hollow, grubbing, and erosion control. Then Scope of Work Increased White Thom, and Lodgepole. in 1930 to 1934, state highway con- "In due time this same highway will tracts completed the construction be extended to the Big Pines recrea- Beautiful Country from La Canada to Red Box. tional area which is under the iuris- In 1934, Spencer V. Cortelyou, then The next phase of construction was diction of the Valyermo Ranger Sta- District Engineer and later Assistant a group of eight contracts, from 1934 tion. Big Pines is now reached from State Highway Engineer, in charge of to 1950, carried out by the U. S. Bu- the desert side of the Angeles Forest District VII until his retirement in reau of Public Roads and financed by way of Mint Canyon, or by way 1949, in describing the Angeles Crest from National Forest Highway Funds.

and Public Works 7 ~ ~~>

~ 8 ~' ~: ~~- , These expenditures, according to Bu- again changed in 1939 to Cedar the editor of the San Francisco News reau of Public Roads records, totaled Springs and was known as Camp 37. prefaced the issue as follows: $1,308,381 and the construction work Honor Camp 37 remained in opera- "What happens after sentence? Where was on various sections of the Angeles tion until it was closed down in Sep- does the prisoner go? What kind of treat- Crest Highway between Red Box and tember 1942 when the World War II ment does he get? What kind of food does he eat? Where does he sleep? What work, Big Pines. situation became acute and shortages if any, does he do? What interest have you, of critical material developed. Opera- State and U. S. Funds the taxpayer, `the people of California,' in tions were resumed in June, 1946, the this prisoner? Do you care, for that matter, Simultaneously with this work be- camp being reopened with William E. whether he comes back alive to the respon- ing carried on by the U. S. Bureau of Melcher and Frank B. Cressy, who sibilities of citizenship or with senses dead- Public Roads, the State Division ened to anything but crime? of had just returned from a tour of duty "You should care, because he is an expen- Highways through day labor work with the U. S. Navy, in charge. Ben sive `guest' while in prison; and potentially orders financed from funds budgeted Henry resumed his old post as super- an expensive ex-criminal, unregenerate and by the California Highway Commis- intendent, taking over from Frank bent upon more expensive crimes upon re- sion extending over the years 1935 lease; or, having served his term in custody, Cressy when the latter was promoted is a new person, with a new outlook upon through 1956, excepting during the to the position of district construction life, with new determination to become a war years, carried out construction engineer for District VII. In 1948, useful member of society. work utilizing honor camp labor. This when Ben Henry accepted an assign- "It was to inquire into these alternatives, vas done in cooperation with the ment in the District VII office, Harry this cost of custody, confirmation in crime, or rehabilitation of the prisoners of the State Department of Corrections. The D. Johnson became superintendent of State, that Al Ostrow, reporter, and Herman work conducted by Honor Camp 31, Camp 37, and has been continuously C. Bryant, head photographer for The Honor Camp 35, and Honor Camp in charge up to the present rime. News, toured the prisons of California, 37, completed all the remaining con- examined every cell, every shop, every yard, During the periods of day labor every infirmary. They saw everything. struction between Red Box and Big camp operation many engineers on the Pines that was not completed by the District VII staff had assignments as S. F. News Articles U. S. Bureau of Public Roads con- resident engineers on this work. "What they found is that California is tracts. Among these were: M. L. Bauders, conducting the most extensive and progres- During the years 1930 through sive experiment in reclaiming human beings, 1956, Eugene Burge, W. J. Calvin, Ralph in straightening out distorted minds, in re- the California Highway Commission has Chase, Ray De Groff, W. D. Eaton, habilitating men and women to become use- made 22 allocations of funds totaling G. E. Farnsworth, E. W. Fehsenfeld, ful citizens ever attempted in the history of $6,336,205 for day labor work on the K. M. Fenwick, J. M. Lackey, W. E. penology. Angeles Crest "The story was told in a series of articles, Highway. Melcher, F. A. Read, P. R. Reed, L. F. The earlier with pictures, and is reprinted here. The camps, Camp "D" and Phillips, and H. A. Wildy. story is entitled, `Send 'Em Back Alive!"' Camp "K," were operated during the During the period of construction years 1930-33 on the section of the In his story Ostrow has considerable on the Angeles Crest Highway the Angeles Crest Highway between La to say about State Highway Honor work was successively under supervi- Canada and Red Box,and were largely Camps. In discussing the operation and sion of District VII Construction En- for the purpose of providing worth- accomplishments of Camp 37 on the gineers L. M. Ransom, A. N. George, while work to relieve the unemploy- Angeles Crest Highway, he said: F. B. Cressy, E. G. Bower, and Bruce ment then existing in the Los "There was enough dynamite in the cache Angeles A. Gentry. During the construction area. The superintendent in charge of to rip open the seams of both Folsom and period, general supervision was the re- San Quentin Prisons, and the men handling Camp "D" was A. N. George, and the sponsibility of District Engineers S. V. it were convicts. resident engineer was M. L. Bauders. Cortelyou (later promoted to Assist- "But Harry Johnson, the rugged State For Camp "K," C. C. Rossi was su- in charge ant State Highway Engineer), P. O. Highway Department Engineer perintendent, William Axtman was his of the Angeles Crest road camp at Cedar Harding (later promoted to Assistant assistant, and M. L. Bauders was resi- Springs, was not apprehensive. dent engineer. State Highway Engineer), M. E. "`We're too busy building a highway Cessna, W. L. Fahey, George Langs- through mighty rough country to worry ner, and Lyman R. Gillis. General su- about such things,' he confided. Operations of Camps "The camp is 6,800 feet above sea level, pervision is now exercised by Assist- amid the scenic splendor of Angeles Na- Later the three honor camps previ- ant State Highway Engineer Edward ously referred to tional Forest, not far from the famous Mt. were established to T. Telford, District VII. Wilson Observatory. This is the type of utilize prison labor as supplied by the upland grandeur that inspired the inscrip- State Department of Corrections. tion on the State Office Building in Sacra- Camp 31, located three miles east of Rehabilitation Program mento: `Bring me men to match my moun- Red Box, was put into operation in tains: August of 1935 with Benjamin H. During the year 1948 the San Fran- Few Escapes From Camps Henry as superintendent and M. L. cisco News reprinted a series of arti- "Freedom seems particularly precious in Bauders as resident engineer. In 1937, cles on California state prisons and the the wide open vistas of the Coast Range, this camp was to a new loca- problems of organization and opera- where bald rocks tower boldly above the moved timber line and great trees sway gently in tion near Newcomb's Ranch and tion that faced the State Department the embrace of pine-flavored breezes. A man called Camp 35. The location was of Corrections. In this reprint edition with a number who has spent several years

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These old photos show snow conditions at Angeles Crest Road Camp No. 37 in Los Angeles County. UPPER LEFT AND RIGHT—A 72-foot depth of snow is indicated by views of tank in center of each photograph. LEFT—Before heavy snow3all. RIGHT—After heavy snowfall with top of tank just visible. CENTER LEFT—Free family quarters near Camp 37. CENTER RIGHT—Camp equipment shop. COWER LEFT—Removing snow from road through camp. LOWER RIGHT—Clearing snow to office entrance.

10 California Highe~rays behind prison bars might easily become in- nia Highways c~nd Public Works,fully of the California Institute for Men toxicated by the fresh atmosphere and de- covered the history and legislation be- near Chino, that is operated by the cide to take a deep draught of liberty. activity as well as detailing State Department of Corrections. One "It's easy to escape from Angeles Crest— hind this but few men do. They have too much to the accomplishments. of the main duties of the honor camp lose by running away, and a lot to gain by The employment of prison labor superintendent is to maintain close staying. for the construction of state highways contact and harmonious cooperative "There are no armed guards and no guns relations with the camp supervisors at Angeles Crest. The custodial force con- in California was first advocated in a sists of two officers whose job, aside from bill introduced in the 1915 Legislature and correctional officers of the State the nose counting, is about the same as that by Assemblyman B. B. Meek of Butte Department of Corrections. The op- of policemen in any isolated construction County, who later held the ofFice of erations of Honor Camp No. 37 on camp. Their job is made easier—or perhaps the Angeles Crest Highway work have harder—by the fact that intoxicating liquor Director of Public Works from 1927 and gambling are banned. to 1931. This bill was enacted into law proven over the years that the pro- "The prisoners work side by side with and became the basis for establishment ductiveness of inmate labor is com- 25 foremen employed by the Highway De- during that year of honor camps in parable to that of free labor. partment. They blast tunnels through the locations throughout the State. mountains, crush rocks, build culverts, pour various Withycombe Report concrete, clear underbrush, cut timber, and As honor camp operations employ- scale the crags to knock loose projections ing prisoners on highway work pro- Assistant State Highway Engineer which might eventually fall and block the ceeded, the need for changes in the Earl Withycombe, in submitting his highway. law was recognized, and the original annual progress report on honor camp "The prisoners expect to stay only six projects as of June 30, 1956, com- months to two years each. All of them are legislation was modified by statutes that close to parole. of 1923, 1935, 1941 and 1947. The law ments as follows: inmates shall be "The Department of Corrections is re- Careful Selection of Workers now provides that paid a daily wage of $3.50, from sponsible for inmate welfare in the camps. "Carefully selected from the inmate popu- The Department of Public Works pays to lation of the California Institution for Men which are deducted necessary ex- the Department of Corrections $3.50 per at Chino, most are volunteers eager to get penses. The law also provides that inmate day on a day's worked basis. The out of confinement and into the bodybuild- nonconvict personnel be assigned to Department of Corrections in turn feeds, ing outdoors, as well as to save up some supervisory positions and to all jobs clothes and pays the inmate $15 per month money before their release. on a six-day week basis, or $18 per month "The punishment for breaking the rules at requiring skilled labor, such as shovel on a seven-day week basis. Angeles Crest is immediate return to Chino. operators and truck drivers. Prisoners "During the last fiscal year all major Men who violate the confidence of the clas- are not automatically assigned to high- grading operations were completed on the sification committee which assigned them to way work in the honor camps; they final 16 miles of the Angeles Crest Highway, the camp by running away lose their parole must first make a voluntary request Road VII-LA-61-C,D between the camp and dates and face an additional penalty of a Blue Ridge, 2.1 miles westerly of Big. Pines. year to life at San Quentin or Folsom for and meet certain minimum require- "Activities during the spring of 1956 were escaping from a state prison. ments to become eligible. There are concentrated on the cleanup of minor slides "The road camps are part of the program far more applicants for service in the and sloughs into the gutter which was per- of the State Department of Corrections de- honor camps than there are jobs to be formed with rented equipment. The power signed to send men out of prison better pre- shovel was utilized in removing a major pared for normal social life than when the filled. As George Tilton expressed it: slide which had occurred during the winter gates closed behind them; to `send them and completing some rock excavation. back alive: Eligibles Eager to Work "Fine grading operations were completed "The number of men who can be sent to "There is probably no greater pleasurable and selected material was placed on the the camps is rigidly limited by security con- anticipation in the gamut of human emo- roadbed for bituminous surfacing operations siderations. There wouldn't be much point tions than the prospect of departing prison to be performed by contract during the in sending a lot of prisoners whose records environment after years of close confine- summer. indicate they would very likely attempt to ment. Having once reached the eligible list, "Unusually good weather conditions also escape from the camps as they are presently the inmate eagerly awaits the time he is to permitted continuation of grading operations run. That would -only make trouble for the be sent to a camp. Immediately prior to on the Crystal Lake Road, VII-LA-62-B for camp officials, and also for the men—since prison departure, he is interviewed person- 1.2 miles southerly from the intersection statistics show that close to 99 percent of ally by a prison official and told that he is with Route 61 at Islip Saddle. This section America's escaped convicts are recaptured:' being placed on his honor to obey all camp requires extensive drilling and blasting op- rules, and that he is expected to work at erations as the location is generally in rock Legisla4ion in 1915 any tasks assigned to him. formation. For many years while he was as- "Upon arrival in camp, new inmates are "A total of 452,658 cubic yards of excavation were moved this year at an average sistant construction engineer on the promptly assigned to comfortable quarters and acquainted with camp routine and rules cost of $1.09 per cubic yard. To date a Sacramento headquarters staff, George by the senior camp supervisor responsible total of 4,179,929 cubic yards have been A. Tilton, Jr. had the responsibility for their custody. The day following ar- moved at an nverage cost of $0.76 per cubic of general supervision over all honor rival in camp, the prisoner comes in active yard. camps operated Depart- contact with state highway personnel for "The inmate quota of this camp is 100 by the State men, but population varies during the year Di- the first time, and the relative freedom of ment of Corrections and the State an outdoor life:' depending on the weather. The average vision of Highways. Published shortly inmate population was 79 for the year, the after his death, George Tilton's book, Honor Camp 37, with respect to re- lower figures during the winter months Prison Road Camps, based on a series sponsibility for the inmates, is under pulling down the average. This spring the district requested an increase to 114 men of articles he had written in CalifoY- the jurisdiction of the Superintendent because of favorable working conditions. and Public Works 11 "During the year H. D. Johnson was superintendent, W. E. Wescott, Sr., was field office assistant and E. F. Burge was resident engineer." Erosion Control Meldon L. Bauders, now District VII City and County Cooperative Projects Engineer, was resident engineer at various times on Angeles Crest Highway construction between 1929 and 1939. During this period, one of the chief problems was erosion control. Mel Bauders states that during the Angeles Crest construction Charles J. Kraebel, senior silviculturist for the U. S. Department of Agriculture, For- est Service, spent considerable time on the job, to the end that adequate erosion control features could be worked out during construction, explaining the whys and wherefores of erosion control, and personally put on practical demonstrations to show how the work should be done, even to seeding of slopes. In 1935 Kraebel's handbook was published, entitled Erosion Con- trol on Mountain Roads. In this book many references are made to the An- geles Crest Highway, and Kraebel's grasp of his subject is well shown by the following excerpts: "The rapid increase of motor traffic into the mountainous parts of California during recent years has compeIled the building of many new high-standard roads and the reconstruction of old roads along modern lines. Much of this traffic is pleasure bent, and the new roads are devoted largely to the opening of recreational areas, particularly in the national forests and national parks. That these roads often disfigure the very charms they are intended to reveal is one of the unfortunate results of the high standards on which they are built and the rugged topography which they necessarily traverse. Another result, even more serious from the economic viewpoint, is the long train of damages from erosion beyond the rights of way for which the new roads are Big recreational showing almost invariably though by no means UPPER—Looking easterly along Angeles Crest Highway approaching Pines area, un- highway. LOWER Completed Angeles avoidably side of road development for motorists who wish to park ofF the — responsible. Crest Highway with centerline marking for traffic striping at Blue Ridge Summif, three miles westerly of Big Pines recreational area. Battle Wifh Nature "No sooner is a new road constructed than the forces of nature are at work to "The direct cause of all this damage is, values are similarly hard hit, in the exter- destroy it. Water and wind, cold and heat, of course, the movement of enormous quan- minaticn of fish in pools filled by the eroded and the constant pull of gravity, all com- tities of soil and rock which are loosened silt and sand, in the destruction of camp bine to break up the road surface, tear down during construction and started on a sud- grounds, in the despoliation of streamside the fills, and round off the squared edges of denly accelerated descent to the sea. In beauty by mud and boulder flows, and in shoulder berms and back slopes—in short, most sections of California a great part of damage to roads and bridges:' to eradicate the entire road and cause the this displaced material finds its way almost area occupied by it to revert to the wild immediately into stream channels, reservoirs, Erosion Work Important state. On newly improved roads the wear water-spreading grounds, and irrigation H. Dana Bowers, supervising Land- by traffic is unimportant compared with the works. The damage to water supplies cre- work of these natural forces, and of these ated by such deposits has in some localities scape Architect for the State Division forces the most powerful by far is water. reached serious proportions. Recreational of Highways, and Kraebel conferred

~ 2 California Highways innumerable times in working out the body's idea was given a trial. In retrospect of sheep's foot roller. We call this method erosion control features to incorpo- it is now somewhat amusing to review the our Type "C" stabilization. We also found rate in many approaches to the problem. Prac- that compaction of the slope surface into the Angeles Crest Highway tically everything was done in an effort to which straw had been incorporated was of construction work, to the end that protect the raw slope surfaces, except the paramount importance. Water more slowly damage from storm water flow would single natural method—the use of grass. Bar- penetrates a hard surface, therefore reducing be kept to a minimum. Regarding this riers of every kind and description, from saturation and slump. The straw imbedded feature of the Angeles Crest Highway steel to fish netting, were employed, all of into the surface serves the same purpose as which required hand labor to install. Tn the grass root mat that would form as the construction, Dana Bowers has this to those days hand labor was plentiful and season progressed. In short, we are now say: cheap, but as the depression eased off and merely imitating, on a speeded up schedule, "Erosion control methods have been con- good times and high prices arrived, it be- nature's age-old method that can be ob- siderably simplified and perfected since the came the popular thought of the day to served on every hillside, but it took us years `early' days of 1935. At that time we were avail ourselves of more economical methods. to see it!" just becoming erosion conscious, a con- "Consequently, because of economics, sciousness that was accelerated by the ever- plus observation and analysis of the various U. 5. Bureau of Publie Roads increasing soil losses occurring on higher erosion control methods that had been in- Many passing references have been cut slopes resulting from the demand for stalled, we finally arrived at the present mad"e in this story to the U. S. improved alignment and grades. method we are using which involves the use Bureau "For many years erosion control was a of straw, cereal grain and other seeds, fer- of Public Roads and the part its per- period of trial and error, and almost any- tilizer, and for compaction a modified type sonnel played in bringing to consum-

Easterly end of Angeles Crest Highway where it joins existing road of Big Pines recreational area

and Public Works 13 mation the completed Angeles Crest Angeles County maintained road from About 15 families of supervisors and other Highway. As shown on the accom- Red Box to Mt. Wilson, the problems `free' workers live in a separate camp about a mile from the prisoners' barracks. The panying tabulation, the U. S. Bureau of making and maintaining these tele- camp's one-room school has eight students. of Public Roads carried out eight sep- vision transmitting installations might Camp Superintendent Harry Johnson has arate construction contracts, building have proven insurmountable. been on the job since it started in 1946. 16 miles of the Angeles Crest . High- Another important project devel- Johnson is eligible for retirement but is at $1,- waiting until the job is finished. Why does way a cost of appro~umately oped by the Los Angeles County it take so long? Take a look back over 300,000. Road Department is the Angeles For- what has already been done. There are two The location engineering for the est Highway northerly to Vincent tunnels through Mt. Williamson totaling Angeles Crest Highway between Red that connects with the Angeles Crest more than 1,000 feet in length. There's a Box and Pines was carried out by huge cut across the face of sheer cliffs near Big Highway at Clear Water Canyon Islip Saddle. It's only one of many as the H. A. Alderton and Henry A. Garber, about four miles from La Canada. road winds up to a summit of nearly 8,000 location engineers for the U. S. Bureau This has proven to be a very impor- feet at Mt. Baden-Powell. of Public Roads. H. A. Alderton is tant additional highway facility for "`At first,' explains Frank Cressy, super- now Principal Highway Engineer in intendent of construction for Division of motorists traveling between the Palm- Highways District VII, `it's almost all hard the U. S. Bureau of Public Roads Dis- dale area of Antelope Valley and the work. When the path is wide enough, bull- trict Office in Sacramento. Pasadena-Los Angeles area. dozers move in to help, but every yard of The operations by the U. S. Bureau the way has to be blasted with dynamite. of Public Roads were under the gen- New Recreation Areas You begin at the top, blow the rocks loose, then roll the debris down into the canyon eral direction of the Division Engineer In the April 9, 1956, issue of 400 or 500 feet below. The camp uses in San Francisco, Charles C. Morris, the Los Angeles Mirror-Nezvs, Staff nearly 1,000 pounds of dynamite every day.' until 1946. Since 1946 and to date, the Writer Charles Ridgway, in describ- "Cressy this week conducted a tour over operarions have been under the gen- ing construction work on the Angeles the road for L. R. Gillis, new district engi- eral direction of the District Engineer neer for construction in Los Angeles, Crest Highway, in part writes as fol- Orange and Ventura bounties. Even for in Sacramento, E. C. Brown. lows: Gillis, it was hard to believe the huge rock Los Angeles County has a big stake "No wide freeway this—just atwo-lane piles leaning against the mountain sides in the Angeles Crest Highway. Until rock-littered trail not quite ready for a were man-made. It looks like dangerous a few years ago, the Los Angeles coat of asphalt. But when the State Highway work and it is. Workers must constantly Commission recently appropriated a final watch for rocks tumbling from above. Bull- County Department of Parks and dozers crawl along the edge tipping dan- operated the Big Pines $180,000 for paving this most rugged of Recreation mountain roads, the realization of a 30-year gerously as they push still more dirt and County Park at the easterly end of dream was in sight. The highway will open rocks into the canyons. And there is a sense the Angeles Crest Highway. This area vast new recreation areas. Exciting ski slopes of pioneering adventure, breaking through will bring Wrightwood and Big Pines Park a wilderness to bring it within reach of has now been returned to the jurisdic- civilization." tion of the U. S. Forest Service as a 27 miles closer to Los Angeles and provide a new outlet to the desert. part of its recreational activities in the As fast as sections of the Angeles "Resident Engineer Eugene Burge can Crest Highway have been completed Angeles National Forest. remember back to 1928 when he helped survey for the beginning of Angeles Crest and the traveled way oil-treated, these In Mt. Wilson Area Highway at La Canada. During the 1930's sections were opened to public traffic, the road construction wound its way past time forth the In 1934 the U. S. Bureau of Public and from that became Lookout Mountain, through Red Box Gap responsibility of the District Mainte- Roads with some $500,000 of U. S. around Mt. Wilson, across Barley Flat to Forest Road money completed a con- Mt. Waterman and Kratka Ridge. Except nance Department. tract for five miles of scenic highway for a turnoff over Angeles Forest Highway to Palmdale, it was a 40-mile road to no- Maintenance DepaMmenf connecting Mt. Wilson with the where. Angeles Crest Highway at Red Box. The first section that was opened "It was in 1946 before engineers rerurned was 2% miles, extending from La Ca- This was a very important highway to open a construction camp at Cedar because it gave the people of Califor- Springs and begin picking away at those nada into the Angeles National For- nia easy access by automobile, via the last 16 miles. With them came `trusties' est. This occurred in the latter part already completed portion of Angeles from Chino Prison, men who thought they of 1931 when I. S. Voorhees was the had it tough for a few years until they came district maintenance Engineer. Subse- Crest Highway to Red Box, to the up against the mountains. quently, other units as completed were hotel and Carnegie Institute Observa- "`Just put a man on a jackhammer for tories on top of Mt. Wilson. It super- about a week if you want to see the mean- turned over to the Maintenance De- seded an old single-lane steep and ness leave him,' advises one supervisor. partment, until 38 miles were in use, curving wagon road on the south Through the years the prisoners-50 to 100 taking traffic as far as Cedar Springs. at a time—have scraped away at the rocks Succeeding Voorhees as. maintenance slope of Mt. Wilson, known as "The under the supervision of 30 Division of Toll Road." During later years the top Highway employees. Almost without ex- engineer was W. L. Fahey, who was of Mt. Wilson has taken on an indus- ception, the Chino men have come away promoted to district engineer in 1950 trial aspect due to the installation of better citizens because of their experience. and who retired from state service television transmission towers atop the Camp Has Own School November, 1955. W. D. Sedgwick mountain. Had there not been the An- "And the men who watch over them succeeded Fahey as assistant district geles Crest Highway and the Los wouldn't trade their job for any other. engineer, and maintenance work on

14 California Highways UPPER LEFT—Looking northeasterly along Angeles Crest Highway of Cloudburst Summit, entering the Mt. Waterman winter sports area. UPPER RIGHT—View looking westerly from Cloudburst Summit, elevation 7,000 feet, showing Angeles Crest Highway winding through the forest. CENTER—View from location 70 miles northeasterly of La Canada showing fhe Angeles Crest Highway along the side of the mountains approaching Red Box, background right. Road fo Swifzer's Camp showing in foreground. LOWER LEFT—View of completed Angeles Crest Highway six miles northeast from La Canada at the 3,000-foot elevation. LOWER RIGHT—Angeles Crest Highway where it enters south boundary of Angeles National Forest. Note crib wall supporting roadbed, center left. and Public Works 15 UPPER—Ribbon cutting by Director of Public Works Frank B. Durkee. Lefi to right: Roger Jessup, Supervisor, Los Angeles County; Victor Jory, Master of Cere- monies; Fred Dickson, Superintendent, California Institute for Men, Chino; Durkee; G. i. McCoy, State Highway Engineer; Harrison R. Baker, former member of California Highway Commission; S. Wesley Break, Chairman, Board of Supervisors, San Bernardino County; Elmer Wilson, Chairman, Convention and Tourist Com- mittee, Pasadena Chamber of Commerce; John Anson Ford, Supervisor, Los Angeles County. LOWER—Honor Camp 37 cottages for State Division of Highways employees. The building at left is the schoolhouse operated by the Pasadena City School District.

16 California Highwa~rs the Angeles Crest Highway is now CONST tiJCT10N CONTRACTS C~IRRIED OUT BY STATE part of his responsibilities. total Resident The maintenance crews who pres- Description Date tonfracEor cost engineer ently maintain the road from the junc- La Canada to 2 ~h mi. north- tion of Foothill Boulevard in La Ca- grading 8.14-29 H. W. Rohl Co. $270,063 A. N. George nada to its temporary terminus at Bridge across La Canada Canyon_ 12- 9.29 Whipple Eng. Co. 35,167 R. W. Van Stan Cedar Springs, work out of the La 1 mi. north La Canada Crescenta and . Chilao Maintenance yz to 4 mi. north—grading Stations. 1.27-30 T. M. Morgan 309,712 A. N. George Paving Co. During the summer months of May la Canada to 2 y2 mi. n~rth— to September, the maintenance of the oiling------12- t-30 Chas. A. Ladeveze 6,366 A. N. George roadway is of a general nature typical 4 mi. north La Canada to Colby C. of many mountain roads. The traveled —grading 4-15-31 T. M. Morgan 452,747 M. L. Bauders `vay surfacing is patched where nec- Paving Co. essary to maintain a smooth, hazard- Bridge across Fern Canyon 8-13-31 Houghton and 31,470 R. W. Van Stan freesurface. The shoulders and ditches Anderson are graded and kept clean of slough At la Canada—oiling 10- 6-31 Square Oil Co. 2,248 A. I. Bird and other debris. Guard rails, sight posts and culvert markers are painted, Between Colby and Mt. Wilson road—grading restenciled and replaced as necessary. ______9-ZO-33 Jahn and Bressi 351,122 C. P. Montgomery Const. Co. A large part of the Angeles Crest Between Cedar Springs and Blue Highway is constructed along steep Ridge—oiling 7-12-56 E. C. Young 135,219 F. W. Luchsinger side hills and through ridges where slopes are acted upon by wind, rain $1,600,114 and snow. To keep the road safe dur- C06a@STCtflDCTION CONTRACTS BY U. 5. BUREAU OF PUBLIC ROADS ing heavy rains, maintenance trucks location Iosf equipped ~vit11 rock plows patrol the Tyke of work Dafes Res. Engr. Angeles Crest Highway constantly. Red Bax to 1.367 miles east__ $131,359 Grading and drainage 1.27-37 E. E. Hapson Frequently between storms crews 4.272 miles to 9.243 miles east 7- 3.37 bather up slide material with skip of Red Box 300,463 Grading and drainage 9-12-35 H. Booth loaders, and trucks haul it to disposal 9.243 miles to 12.5 miles east 7- 3-37 areas. Unlike many other locations in of Red Box______142,700 Grading and drainage 5.17-37 E. E. Hopson the State, slide material and rocks can- 18.96 miles t~ 21.02 10-11-37 not be bladed or dumped in any miles east of Red Box 133,861 Grading convenient gully or canyon. Every and drainage 5. 1-39 B. H. McCain 2' 8"39 effort must be exercised to avoid un- 21.02 miles to 22.75 miles east ~ sightly spoil banks, and slide material of Red Box_____-______142,841 Grading and drainage 9- 8.39 B. H. McCain must be hauled to specifically desig- 8.22.40 nated locations where the disposal will Red Box to i 2'h miles east.. __ 36,346 Read mix surfacing 6.15-39 B. H. McCain not be unsightly. 9.15 miles to 10.12 miles east 10-17.39 For many winters the Angeles Crest of Islip Saddle______145,716 Grading and drainage 5.14-34 Roy Schmitlt Highway has been kept open from La 13.19 miles to 15.90 miles east 7.1235 Canada to Cedar Springs. This is the of Islip Saddle______275,095 Grading, drainage and 1950 C. F. Storm nearest sno~~ country for winter road mix surfacing sports in the Los Angeles area. One of the bid problems without ~ 1,308,381 ready solution is traffic control during snow removal operations. Several at the resorts could not leave. On The California Highway Patrol times in the past, the number of vehi- some of these occasions it became nec- renders splendid cooperation, assign- cles attempting to reach winter sports essary to close the highway temporar- ing extra men and patrol .cars to the resorts has been so great that the snow ily to incoming traffic until the road- area on ~~eekends when the snow plows could not operate and motorists ~vay could be cleared. sport travel is the heaviest.

DR9~/ER AL@RT(~lESS The AAA motorists' organization Alertness 'by drivers can do much Motorists should be aware that the points out that freeways could be toward accomplishing this reduction. most frequent type of accidents on made even safer than they are if the Freeway drivers, therefore, should freeways are rear-end and sideswipe mmiber of rear-end and same-direc- be particularly heedful of sudden collisions, warns the California State tion accidents on these controlled ac- changes in speed, following too close, Automobile Association. cess traffic ways could be reduced. passing, lane-changing, and cutting in.

and Public Works 17 FATALITIES ON CALIFORNIA FREEWAYS 1955

During the calendar year of 1955 CHART N0. there was a total of 65 fatal accidents, CALIFORNIA FREEWAYS resulting in 81 fatalities, on the 208.22 miles of operating full freeways. Fatality Rates by Years 1941 through 1955 Based on 3,061,722,000 vehicle miles of operation, the 1955 fatality rate, 3.0 full freeway, rural and urban, was Annua/ Ro>e 2.65 fatalities per 100 million vehicle miles. This represents a sharp increase ~ .5 0 from the very favorable rate of 1.92 0 ~~~ ~` ~i fatalities per 100 million vehicle miles — --tea\ ~ii ~ v experienced in W 2.0 1954. r a ~ Cumu/a>ive Role (The over-all fatality rate for rural state highways in California in 1955 r ~ .5 was 8.36 per 100 million vehicle J Q miles.) a ChaYt No. 1 shows the fatality rates i~.~ on California full freeways, by years, YEAR 1948 1949 1950 1951 1952 1953 1954 1955 1941 through 1955. It may be noted Annual M.V.M. i9~i to 2 378 49i 708 986 1274 2034 3062 that, although this graph centers about Cumulative M.V.M. o,~, 548 925 1415 2124 31 12 4386 6420 9481 the area representing rates of 2.0 to 2.5, there has been considerable fluctuation in the rate for the individual In addition to the nationwide up- killed. This percentage is unduly high years. In this respect it may be noted swing, there is another important fac- considering freeways are fenced and that the 2.65 is not the highest rate of tor involved in California's increased posted for "Motor Vehicles Only." It record, nor is the 1954 rate of 1.92 rate. This factor is the expanding also represents an extreme increase the lowest rate. A study of cyclic mileage of rural full freeways. from 1954 when there were only two pedestrian fatalities on full freeways. fluctuation in this graph indicates a Whereas, prior records represented In i l of these accidents causing 11 reasonable chance for the rate to again primarily urban freeways, the 1955 deaths the pedestrians were on the drop in the future. record is based on 109 miles of rural freeway in violation of the law. Keep- as compared to 99 miles of urban free- Expanding Fatalities ing hitchhikers and other pedestrians ways. The effects of higher speed on off the full freeways is an enforcement was a year of ex- The year 1955 rural freeways and their inclusion in problem. The increase in number of panding fatalities nationwide. Since mileage subjected to a higher percent- pedestrian fatalities in 1955 is respon- March of 1955, each month has shown age of long-distance travel, resulted sible for a substantial part of the in- an increase over the numbers killed in a fatality rate (rural only) of 3.13 crease in the fatality rate over 1954. for the corresponding month of the fatalities per 100 million vehicle miles Lighting prior year on a national basis. It may as compared to a rate of 2.41 for the well be noted that the two major fa- urban portion of the system. The Table I also shows light conditions cilities which most closely approached building of rural freeways, which is under which freeway fatal accidents California freeways' fatality rate for currently progressing at a faster rate occurred in 1955. It may be noted 1954 experienced substantial increase than the construction of urban free- that only 28 percent of the fatal acci- in 1955. The fatality rate on the New ~vays, is expected to exert an increas- dents occurred during daylight hours York State Throughway increased ing upward influence on the basic with 72 percent occurring during the from 2.44 in 1954 to 2.83 in 1955, composite fatality rate. hours of darkness. Pedestrian accidents and the New Jersey Turnpike in- were similarly distributed with 75 creased from 2.47 in 1954 to 2.76 in Details of 1955 Freeway Fatal Accidents percent of pedestrian accidents oc- 1955. In spite of the substantial in- Table I, showing basic data on 1955 curring during darkness. The period crease in the California rates, it is freeway fatalities, is significant pri- from 11 p.m. to 3 a.m., which in- noted that California's 1955 freeway marily in the fact that 12 of the 65 volved only 5 percent of the vehicle fatality rate is again lower than these fatal accidents were pedestrian acci- miles, accounted for 34 percent of the two comparable type eastern facilities. dents involving 13 of the 81 persons fatal accidents on freeways.

18 California Highways TABLE TABLE II BASIC DA'~A ON 1955 STATE-WIDE RURAL TABULATION OF 1955 FREEWAY FATAL ACCIDENTS BY TYPE AND SEVERITY AND URBAN FULL FREEWAY FATALITIES Approaching Overtaking Single vehicle Tofal vehicles Number of fatal accidents 65 Percent Percent Percent Percent of all Persons killed 81 Items studied No, of total No. of total No. of Total No. accidents Persons injured in fatal accidents__ 61 Accidents ______9 14 16 24 40 62 65 100 Number of pedestrian accidents______12 Persons killed ______18 22 20 25 43 53 81 100 Pedestrians killed 13 Persons killed/accidents _____ 2.0 ___ 1.25 1.1 1.2 ___ Total million vehicle miles 3,061.722 Persons injured 28 46 19 31 21 34 61 100 Fatalities/100 MVM 2.65 Persons injured/accidents ______3.11 ___ 1.2 __ 0.5 __ 0.9 ___ Pedestrians killed 0 0 4 31 9 69 13 100 liem No. Percent LIGHTING of total Daylight 18 28 TABLE III Darkness 47 72 DRIVER CONDITION AND VIOLATIONS INVOLVED IN 1955 FREEWAY FA7ALIilES N~ artificial lighting _ 18 28 Approaching Overtaking Single vehicle Total vehicles From 11 p.m. to 3 a.m.. 22 34 Items studied Percent Percent Percent Percent of all Pedestrian accidents: Driver condition ~~• of type No. of type No. of Type No. accidents Daylight __-----_____--_---_ 3 25 H. B. D. 3 33 2 1 i 10 38 15 23 Darkness ______9 75 Normal ______3 33 6 33 9 23 17 26 No artificial lighting_____ 6 50 Sleepy 0 0 2 11 5 13 7 11 Unknown''` 3 33 7 39 ib 40 24 37 WEATHER Epileptic 0 0 1 6 0 0 1 2 Cloudy or clear 60 92 Causes Raining (1 foggy) 5 8 Speed 4 40 4 22 22 55 30 46 Following closely 0 0 3 17 0 0 3 5 ELEMENT TYPES too Turning ______0 0 4 22 2 5 6 9 Single car accidents 40 62 Parking 0 0 1 61 0 0 1 2 Two or more car accidents._____ 25 3~ Changing lanes _____ 6 60 4 22 1 3 10 8 VEHICLE CONDITION * Eleven additional accidents could reasonably be also H. 6. D, due to statements of witnesses, time of acci- No defects 52 80 dent and facts surrounding the accident. Defects 2 3 Unknown 11 11 (66 percent) and level grade (71 per- head-on fatalities shows a drop from ROADWAY FEATURES cent). 1~'Iore significant perhaps is 1954 when one-third of freeway fa- Curved road 21 32 that 32 percent of all fatal accidents talities were due to head-on collisions, 43 percent of single car and 43 percent of the single car the 18 persons killed in such type ac- accidents are on curved fatal accidents occurred on curves. cidents leaves no room for compla- sections These percentages of fatal accidents cency. 11 percent of two or more nn the relatively small percentage of Traffic density on California's high- car accidents are on curve alignment on California free- est traffic freeways makes it probable curved sections ways should well refute the argument that a crossed median accident will be Straight road ______43 bb of those who advocate deliberate cur- ahead-on and probably fatal. Median Unclassified ______1 2 vature to reduce monotony. guard rails on the heavy volume free- Level grade ______46 71 ways could probably have prevented Up-grade -- — ------— 5 4 Fatalities by Type of Accident the majority of these cross median head-ons. In this respect, Dawn-grade -____--______-_ 8 12 Table II shows a breakdown of ac- it would also have prevented a deliberate attempt Unknown ______7 i t cidents and fatalities by basic accident to U-turn across the median types. It may again be seen that single of the San Bernardino Freeway in the vehicles accounted for 62 percent of Pomona Table I shows that 62 percent of the area which resulted in the death the fatal accidents but only 53 percent of accidents involved a single car, as three young people. This accident is of the number killed. Overtaking ac- compared to 38 percent two or more not classed as a head-on since they cidents accounted for 24 percent of car accidents. Vehicle condition is were run down by a truck in the near the fatal accidents and 25 percent of not an important factor and is specifi- inside lane before completing their the persons killed. Head-on type ac- cally noted on only 3 percent of the maneuver. fatal accidents. cidents, as might be expected, had by far the highest severity with 14 per- Driver Condition Roadway FeaTures cent of the accidents involving 22 per- Under roadway features, also shown cent of the fatalities and 46 percent Table 771 shows driver condition in Table I, the majority of accidents of the persons injured in fatal acci- and basic causes by type of accident. as expected occurred on straight road dents. although the percentage of It inay be noted that had-been-drink- and Public Works 19 ing drivers were involved in 23 percent of the fatal accidents. Drinking was most significant in the single ve- .. ~ hicle and head-on type accidents involving 38 percent and 33 percent of -~- . such accidents respectively. Sleepy and asleep drivers involved 11 percent .~ - of fatal accidents. More significant . -~ vas the fact that driver condition was :C.0 checked as "unknown" or not stated :::: •. ~ • ~... nn 37 percent of the accident reports. ... ~. ~ Of the 24 accidents in which driver .....C.0 .... condition was not stated by the re- .... porting officer, 11 accidents could :::: ...... probably be classed as involving drink- ...... drivers due to the statements of ...... ing ...... witnesses and facts surrounding the e:'.e9:ee ~ ~~ accident. Chart 1070. 2 sets forth graphically the relation between driver condition and hours of occurrence of 1955 fatal

accidents on California's freeways. O I 2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24 The high rate of fatal accidents dur- HOUR OF DAY ing the lightest traffic period between 1 a.m. and 3 a.m. is again apparent together with the high percentage of drinking and fall-asleep accidents during the median as shown in 60 percent a. Pedestrian fatalities which involve ing the early morning hours. This of the head-on accidents. pedestrians illegally on full free- chart again graphically points out in- ways. complete information with the large CONCLUSIONS b. The high percentage of fatal acci- areas of unknown or not stated. 1. Past experience would indicate that dents in the lowest traffic night and the fatality rate on full freeways may early morning hours in which drink- speed are the pre- Violations well experience a drop in the next year ing and excessive dominate causative factors. Table III also notes violations by or two, but the expanding of rural freeways will number severity of type of accident. Speed is the primary at a faster rate than urban 3. The and extreme exert a continuing upward influence on cross median accidents may indicate a cause of freeway fatalities involving freeway fatality rates. need for a more positive divider on those 46 percent of the fatal accidents, with freeways carrying such high volumes that 55 percent of the single vehicle acci- 2. Serious violations are the primary a median crossing will most probably re- dents and 40 percent of the head-ons cause of t!~e following two fatal accident sult in a head-on accident. Fur4her study being primarily due to the excessive categories which contribute very substan- has been initiated to relate median types tially to the freeway fatality rate. to high volume roads. speed. Speed does not appear as the major factor in total highway accidents and ranks third as a causative violation on total freeway accidents; bur for the restrictive class of freeway AMPFfIT~IEATER BEING Eh1LARGED Road Show time, January 28-Febru- fatal accidents, a high percentage of FOR 1957 ROAD SHOW ary 2, 1957. The amphitheater will which occur in light trafFic hours, The Chicago International Amphi- then. have as much display area as 12 speed is by far the major violation theater, already the largest exposition football fields under one roof. involved. hall in the United States; mill be en- The 1957 Road Show will be the larged even more to hold the upcom- Improper turning is involved in 9 largest indoor industrial show of any ing 1957 ARBA -Road Show, Road percent of the total kind ever to be staged in this Country. accidents and 22 Show Chairman Julien R. Steelman, percent of the overtaking type acci- Nearly 250 equipment manufacturers President of the Koehring Company, will have thousands of pieces of ma- dents. Improper lane changes are in- announced. chinery on display and 50 manufac- volved in only 8 percent of the acci- A new addition, 410 feet by 270 turers of highway materials and sup- dents but are a basic" cause of the feet, has been put under construction plies have reserved space for a central vehicle going out of control and cross- and is expected to be completed by exhibit of their products.

~~ California Highways m I ~~ Association Holds 36th ~,~/~o III Annual Convention

JTaTE and federal officials played prominent parts in the Thirty-sixth Annual Convention of the Redwood Empire Association at Boyes Hot Springs, Sonoma County, October 18th through 20th. At the closing banquet, Robert L. Bishop, Santa Rosa, a member of the California Highway Commission, extended greetings on behalf of Gover- nor Goodwin J. Knight. The final meeting was opened by Reed W. Robinson, president of the association, who turned the gavel over to the organization's new president, Ben A. Cober, Ukiah newspaper publisher, after thanking the retiring executive board and introducing the ne~v members. Distinguished Guests State, federal and other officials were extended a welcome by James County Supervisor. F. Lyttle, Sonoma Ben A. Cober, Ukiah newspaper publisher, new president of the Redwood Empire Association, left, and Among the distinguished guests pres- Reed W. Robinson, retiring president

Napa County, Newly elected Executive Board of Redwood Empire Assoceatfon, left fo right: Past President C. H. Demmary, Grants Pass, Oregon; Chester S. Bush, Epsfeen, San Francisco; Don Vice Presiden}; James A. Nealls, Humboldt County, Vice President; Judge Raymond A. Lathrop, Grants Pass, Oregon; Attorney Elliot M. Immediate Emerson, Lake County, Vice President; Frank K. Runyan, San Francisco, Vice President; Elias S. Day, Marin County; Reed W. Robinson, San Francisco, Ludcke, Santa Past President; Ben A. Cober, Ukiah, President; George G. Hoberg, Lake County, Past President; Arthur J. Schilder, Ukiah, Past President; Thomas P. Reinarz, Del Rosa, Member at Large; Clyde Edmondson, General Manager; E. R. Freyer, Piercy, Unit President; L. J. Guglielmeffi, Santa Rosa, Unit President; J. M. President. Norte County, Vice President; Edwin S. Heydenburck, Josephine County, Oregon, Vice President; Martin M. Mulford, Sonoma, Unit Vice

and Public works 2~ ent were U. S. Congressman Hubert DIVISION OF BEACHES AND B. Scudder, Frank B. Durkee, State PARKS RELEASES ROADSIDE Public Works Director and Chairman ,fin ~moriam of the California Highway Commis- REST DE\/ELOPMENT SCHEDULE THOMAS H. IVES sion; State Senators A. W. Way and A schedule of proposed develop- F. Presley Abshire, Assemblymen ments for the initial phase of the ne~v Thomas H. Ives, Supervising High- way Engineer and Assistant Frank P. Belotti and Samuel R. Geddes; state-wide roadside rest program for District Engineer, Materials and Surveys, 41 counties has been released by New- Justus F. Craemer and Ray E. Unte- received. his final call on the eve- reiner, State Public Utilities Commis- ton B. Drury, Chief, Division of ning of Wednesday, November 7, sioners; Paul Leake, member of the Beaches and Parks. The 1956 Legisla- 1956. On his way home from So- State Board of Equalization; George ture appropriated $450,000 for getting noma and a visit to his grandchil- T. McCoy, State Highway Engineer; this program under way. The total dren, death came with startling and F. W. Panhorst, Assistant State High- program proposed in the five-year and socking suddenness in an aufo- way Engineer; T. Fred Bagshaw, As- master plan of the Division of Beaches mobile accident on Waldo Grade. sistant State Director of Public and Parlcs anticipates expenditure of Thomas began his career with Works; E. R. Bonnickson, Acting $2,600,000 for establishment and opera- Highways in 1929, two years after his graduation from Oregon Division Engineer, U. S. Bureau of tion of the entire roadside rest system. Sta4e College. While his interest through Public Roads; Barney W. Booker, Drury stated that, with approval by As- the years has largely been in sistant State Highway mate- Engineer, and the California State Parlc Commission, rials, his outstanding qualifications District Engineers L. A. Weymouth the Division of Beaches and Parrs is in that field lead him through a wide and J. P. Sinclair, San Francisco; and now working full speed to accomplish range of activity. Starting as a Test John H. Skeggs, former Assistant this needed program along California Laboratory Aid in the Headquarters State Highway Engineer. state highways. The projected initial Office, he progressed through the During the convention, Clyde Ed- development is divided into 20 priori- materials testing classes until called mondson, general manager of the asso- ties and anticipates in the first three to the San Francisco-Oakland Bay ciation, said that a spot check made years the construction of approxi- Bridge as an Assistant Bridge Con- by his organization showed that im- mately 200 rest stations along the struction Engineer. There as engineer in charge of proved highways held the Ivey to the major highways. the concrete plant he supervised the plant and de- tourist-vacationist business not "Given first priority in prelimi- only in the signed mixes much the Redwood Empire, the for of the but elsewhere. nary list is a section of highway in bridge. He said this conclusion was reached San Bernardino County from Barstow After a short leave of absence after a survey of the volume of travel to the eastern state line along US 466 he came to District IV in early 1939 over the Redwood Highway (US and US 66. This unit, together with as District Materials Engineer. Later, 101), interior roads and border check priority No. 2, along US 40 Alternate, location surveys were added to his points. in Plumas, Butte and Lassen Counties department and Tom guided these lnereased Tourist Travel will constitute the first completion of activities through the growth of the roadside rest units expected by Janu- forties and the fifties. Edmondson reported that tourist- ary, 1957," Drury stated. Already While Thomas Ives was a native vacationist business showed an in- working in these two units are engi- of Washington he received his en- crease in the northern and southern neers, who are surveying property gineering degree from the Oregon parts of the Empire during College and practiced his the past lines, and the land staff is negotiating profes- season. However, he added, sion largely in California. Prior to business for a relatively small amount of land fell off somewhat in his college work he spent two years the central areas. necessary for purchase. This indicated, he said, that highway in France during Word War I and conditions are a vital factor when was awarded the Purple Heart. On tourists and vacationists plan their solely interested in the construction of separation from the Army Engineer itineraries. the best highways at the lowest cost Corps he became a construction to the taxpayers. foreman in private industry and his Commenting on controversies de- experience, both Delegates to the convention heard military and civil, veloping over the construction of brought into desirability with interest the announcement focus the freeways, Bishop, who officially rep- by of an engineering education. Bagshaw that the highway resented Governor Knight at the con- budget for It is the experience of many that eight vention, stressed the need of greater the California Redwood Empire the good they do finds appreciation understanding of expressway problems counties for 1957-58 was $38,000,000, only upon departure. Thomas Ives at the local level. He said that too up $10,000,000 over the 1956-57 was more fortunate. A host of many differences of opinion have re- budget. friends were his throughout his life, sulted in unnecessary delays in carry- Highway Beautification articulate friends both ,in state serving out these projects. ice and private, who voiced so Supervisor William C. Blake, San many times the qualities of friend- Bishop also made a plea that high- Francisco, also suggested that freeways ship, loyalty and competence which ways be kept apart from politics. He in metropolitan areas should be made were his. said the Division of High`vays was more pleasing to the eye.

22 California Highways IMPROVED METHODS IN HIGHWAY LOCATION AND DESIGN

By L. L. FUNK, Supervising Highway Engineer Federal financing of an accelerated film. Mosaics have become almost in- highway progxam has increased the (This article is based on a talk dispensable in planning studies, as they interest of highway engineers every- by Mr. Funk at the District Engi- provide the best possible over-all proj- where in improved methods such as neers' meeting, August 10, 1956) ect maps for use in project reports and photogrammetry and electronic com- in public meetings. For the latter various alternate routes are generally putations that will increase engineer- areas where there is little mountainous shown in colored ink or tape on the ing productivity. Here in California development. we have been making increasing use mosaic. Such a mosaic, on which sev- Contact prints are used for advanced eral .possible routes have been shown, of photogrammetry durinD the past ma- planning and location studies, for is illustrated in Figure 2. five years and have now had over a terials and foundations investigations, year's experience in the use of elec- for determining drainage areas, sup- Seale Is Important tronic computations for earthwork maps, and plementing topographic In selecting the scale to be used in quantities and traverse. This is an ap- other purposes. When the various obtaining aerial photography, it is im- propriate time to review our current area of two contact prints is overlap portant to remember that enlargement practice and ask ourselves if we are under a stereoscope, the ex- viewed does not add detail and that the making the maximum use of these im- observer can gain a knowl- perienced amount of detail on the photographs proved methods. of the topographic and cultural edge is dependent on the scale of the origi- In discussing photogrammetry for of the terrain that could not features nal photography. For example, a four- highway engineering uses, it is con- be obtained in any other way. A day diameter enlargement at one inch — venient to divide the various products spent in stereoscopic study of the con- 400 feet will not have as much detail which can be obtained into three tact prints, supplemented by a brief as a contact print of the same area at classifications: field review, will provide the location one inch — 400 feet. Also a mosaic (1) Aerial photography with more information than engineer copy will generally have less detail days spent in detailed field reconnais- (2) Reconnaissance mapping than an enlargement at the same scale sance without benefit of aerial photo- (3) Design mapping due to the extra copying process in- graphs. volved in making the mosaic. Aerial Photographs Enlargement of Photographs Aerial photography of one or all of definite The first classification, aerial photo- Enlargements of aerial photographs the types described has a very planning, and graphs, may be either contact prints, are generally limited to three or four place in the location, every highway enlargements, or mosaics, with the lat- times the size of contact prints, al- design of practically to evaluate ter two available on either paper or though with good quality photog- project. While it is difficult photography transparent film. Contact prints are raphy fairly satisfactory enlargements the exact benefits, aerial in man- the basic product of the ,aerial photo.g- up to .six _diameters can be obtained. provides a definite saving still more raphy, being direct prints from the For some purposes enlargements- have power, time, and cost. A certainty aerial negatives. They are generally advantages over contact prints, as they important advantage is the

all better loca- inches by nine inches in size. The provide more working room and can that in almost cases a nine of aerial Division of Highways obtains such be made more nearly to scale. En- tion will result from the use wealth of photography in a wide variety of largements are frequently used for photographs, because of the scales, ranging from as small as one right of way estimates, interchange detail and wide coverage provided. inch — 2,000 feet to as large as one studies, and the establishment of set- The second classification of photo- inch — 200 feet. Several of the various backs where future widening is grammetric products, reconnaissance scales being used at the present time planned. Enlargements made on film mapping, is used for location studies are shown in Figure 1. The scale se- provide positive transparencies from where more than one possible route lected for a particular project depends which ozalid prints can be made in must be considered and where the ter- on the purpose for which the photog- any desired quantity. Such ozalid rain is such that excavation quantities raphy is to be used, the land use or prints provide satisfactory working are an important factor in the location development of the area, and the size copies at low cost. or where grade controls might govern. of the project. The larger scales are Mosaics are assemblies of individual The important difference between used for detailed studies of a single photos, usually made at the approxi- aerial photographs and either recon- route and in areas of intensive devel- mate scale of the contact prints. They naissance or design mapping is that the opment, while the smaller scales are are then copied at the same scale and latter are accurate in scale and are used for preliminary studies covering enlarged up to as much as three diam- based on an actual field survey, with several possible routes and in rural or eters on either photographic paper or this survey being used to control the

and Public Works 23 FIGURE 7— Contact prints at some of the scales being used for planning and location studies. Scales of original photographs: upper le6T, 1 inch = 200 feet; upper righP. 1 inch = 500 feet; lower lef9, 1 inch = 1,000 feet; lower rigBt4, 1 inch = 2,000 feet.

scale of mapping and the differences grammetric mapping again has a feet are one of the most effective tools in elevation it shows. choice of several types of products. of the location engineer. When used In areas where they are available, U. S. in conjunction with Reconneaisstence Worlc stereoscopic study Geological Survey quadrangle sheets of contact prints, the maps will pro- For reconnaissance work, the high- at a scale of one inch — 2,000 feet vide the answer to many location way engineer planning to use photo- with contour intervals of 10, 20, or 40 problems.

24 California ~aighways Where conditions require a larger trol. Such mapping is generally ob- one inch — 200 feet to one inch — scale, or where U. S. Geological Sur- tained on a force account or plotter 500 feet, with contour intervals of 5, vey mapping is not available, we fre- rental basis from mapping contractors 10, and 20 feet. Here again the larger quently use form line mapping from and is usually confined to relatively scales are associated with intensive either existing or new photography. small areas. land use and the smaller scales are used A reasonably accurate map at one inch in rural areas. Mapping of this type — 200 feet with 10-foot or even In Rugged Terrain is illustrated by Figure 3. Such a map 5-foot contours can be obtained from Where it is necessary to study sev- at one inch — 400 feet with 20-foot photography taken with a 8% -inch eral alternate routes covering a wide contours will cover an area over two lens at a scale of one inch — 800 feet band of rugged terrain, we usually miles in width with a single strip of supplemented by a minor amount of contract for reconnaissance mapping photography. ground control. In some cases existing in the same manner as for design map- -The use of reconnaissance mapping road surveys or U. S. Geological Sur- ping, using slightly- different specifi- has practically eliminated the necessity vey data will provide sufficient con- cations. Scales used have ranged from for malting preliminary field surveys

FIGURE 2—Several possible locations have been shown on this mosaic for a public presentation of route sfudies. Scales of the mosaic was 7 inch = 400 feet.

and Public Works 25 _ .f.~~3 Scale in Feet ~~«r ry~P ~-ST'-' 200 0 200 400 6oa ~

FIGURE 3—The upper map as delivered by the mapping contractor was at a scale of 1 inch = 200 feet with a contour interval of five feet. The with ►ower map at a scale of 1 inch = 400 feet 10-foot contours covered a wide band of rugged terrain. Several routes which were studied in detail are shown on this map.

of several alternate routes in order to tute for the final location survey of accuracy. Succeeding steps in the determine the best location. Here the selected raute. Complete construc- mapping process are the photography, again photogrammetry has provided tion plans are being prepared and picture point control, and map coin- the highway engineer with a tool rights of way acquired through the pilation. Figure 4 illustrates a typical which will effect major savings in use of these maps, supplemented by a control survey with two existing con- manpower, time, and cost on many minor amount of field surveying. This trol monuments `which the mapping projects. procedure makes it unnecessary to contractor has used stake the final line in the field until as the basis for the Desigro Mapping the construction contract is ready for traverse he has run through the area Design mapping, the third classifica- advertising. to be mapped. This traverse includes tion of photogrammetric products, is Design mapping is based on a con- monuments see at locations designated now being used on many highway trol survey generally made by the by the State which will subsequently projects as an almost complete substi- mapping contractor to second-order be used for supplemental surveys such

2~ California Facghways re9oy —

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i~o--o- 2-- / 29 B 2j O ~J• `Q 2y ~~~` 2~,~~____~~ — ~~` ~~--L iB ~ /~ ` ~~~'XS ''

~♦ s QBasit Control Monuments h~ on. a ~n b V M-0.:-nom----o--'~ .o ---o-'~ ~ wiz Monuments $et ~A ~ ~i ~O ~ by Contruc4or .~`_ 3 ~ ,~. q. F~~• A ~+a ~? 3~

UPPER—FIGURE 4—This control diagram shows the primary ground control survey for an eight-mile design mapping project. LOWER—FIGURE 5—A single pair of the overlapping, vertical aerial photographs used for mapping a portion of the project in Figure 4 are shown here. Points for photo control were premarked on the ground prior to taking the photographs.

and Public 1/Vorks 27 as property ties, bridge sites, and for A third type or scale of mapping eral highway prograrr~ is already being staking the final line. for design purposes is at one inch — felt.) 100 feet with 5-foot contours. This Great Help to Engineers Picfure Point Control scale is used on projects where the ter- Photogrammetry has provided the The next step in design mapping, rain is quite rugged or is obscured by highway engineer with tools to in- the photography and picture point brush to the extent that 2-foot con- crease his productivity in the fields of control, are illustrated in Figure S. tour mapping by photogrammetric advance planning, location, and de- The aerial photographs were taken at methods would be extremely difficult. sign. The use of electronic computers a scale of one inch — 250 feet from Even in rugged terrain there are fre- is logical as the next step to relieve an altitude of 1,500 feet above the ter- quently small valleys or plateaus so him of some of his more tedious tasks. rain, with 60 percent forward lap. The level that 5-foot contours will not de- Computation of earthwork quantities mapping contractor then selected five pict them accurately. By supplement- has always been one of the longest and points appearing in the overlapping ing the contours with spot elevations, most. tedious of the various steps in areas of each pair of photographs, accurate to one foot, in such areas we the design of a highway project. It is called the models, for vertical picture have greatly increased the usefulness therefore not. surprising that a method point control. He also selected three of this type of mapping. points in each model for horizontal to minimize this work has been well received. control. The elevations of the vertical Maps Are Accurate control points and the position of the The method used in California in- horizontal points were determined by There is no longer any doubt that volves the submission of terrain and field survey methods. design maps of these types are suf- roadbed notes to the tabulating sec- ficiently accurate for computation Positive glass plates, called diaposi- the tion for computation. The terrain of earthwork quantities. Our present tives, made from the aerial negatives notes, in the conventional form of were then placed in the stereoplotter practice is to re-cross-section imme- field cross section notes, are taken diately prior to for and oriented to the horizontal and construction from the contour maps. Roadbed vertical picture point controls, after determination of final pay quantities. notes, prepared in similar form, show On several which the plotter operator was able projects a comparison of the various breaks in the templet to proceed with the compilation or preliminary quantities from photo- which may include ditches, benches, drawing of the portion of the map grammetric maps and final quantities etc., and rates of cut and fill slopes. covered by this particular model. Fig- from field cross sections shows a dif- Data furnished the designer by ma- ure 6 illustrates the portion of the fin- ference of less than 1 percent. Very chine computation include cut and fill ished map at one inch — 50 feet few projects have been reported quantities, mass diagram ordinates, corresponding to the model shown in where the difference was greater than and distances nut to catch points of Figure S. We have found that the one 2 %2 percent. cut and fill slopes. After the results inch — 50 feet scale with two-foot The actual savings effected by the of the machine calculation are re- contour interval is well suited for de- use of design mapping are much ceived and studied for balance and sign on most projects. easier to measure than those obtained other factors, adjustments of line and from the use of aerial photos or re- grade are made by the designer if Spot Blevaloons connaissance mapping. Data reported necessary. New roadbed notes, or in- Until recently the value of photo- by several districts indicate a saving structions to use the original notes grammetric mapping in level terrain, of 40 percent in cost and 70 to 80 per- with designated horizontal and/or except for planimetric details, was cent in manpower as compared to vertical shifts, are then submitted and questionable, as even one-foot contour conventional field survey methods. A combined with the previously sub- intervals are generally not satisfactory further saving of between 20 and 40 mitted terrain notes for machine com- for design purposes in such areas. We percent is achieved in design where putation. By this method any number are now taking advantage of the fact photogrammetric mapping is used. of variations of line and grade can be that spot elevations can be read The use of photogrammetric map- investigated in a fraction of the time directly in the plotter more accurately ping for design purposes has become formerly required. Machine computa- than contours can be drawn and are standard practice in at least four of tion of earthwork quantities is rapidly specifying a grid of spot elevations in the eleven districts and is rapidly in- superseding both the contour grading lieu of contours where the contours creasing in the others. In the period or horizontal slice method and the would be more than 100 feet apart. from April, 1952, to July, 1956, the conventional cross section and planim- Such a map is shown in Figure 7. In Division of Highways contracted for eter method. this case the spot elevations were ex- 1,090 miles of design mapping or an pressed to the nearest 0.2 foot with average of approximately 270 miles Machine Computation the specifications requiring that 70 per year. (Between July 1st .and Machine computarion (Calif oYnia percent be within 0.5 foot of their October 15th of this year requests Highavays and Public WoYks, July- true elevation. In most cases this ac- have been received for an additional August, 1955) is now available for ad- curacy will be sufficient for final de- 275 miles of this type of mapping, justment of traverses, as well as for sign purposes. indicating that the effect of the fed- the solution of any traverse up to 98

28 California Highways O i ~Y ~ Horizontal Picture Control Points ~ Vertical Picture Control Points I Sale in Feet — — Limits of Modef 54 U 50 ~ IOD 150 1 fes~c

FIGURE 6—This portion of the final map of a scale of 1 inch = 50 feet with two-foot cantours was comp7led from the photographs shown in Figure 5 and Public Works 29 courses in length which may include v. two unknowns. The tabulating section is now processing over 2,000 traverse courses per day. Availability of such a wide variety of photogrammetric products and machine computations gives rise to a new type of problem—which of these new tools should the engineer use in a /,, particular situation? To make full use of these new methods in a rapidly changing field, we must provide the /.j .,.s .~.. necessary training; and we must also ~~. have wider dissemination and ex- change of information, both between .~ ~'~ Headquarters Office and the districts and within the individual districts. A program aimed at better communication of this type has recently been FIGURE 7—Spot elevations are used in lieu of contours where photogrammetric maps are obtained for the design of highways in comparatively level terrain. Scale of the original map was feet. undertaken. 1 inch = 50

FIGURE 8—Where the terrain is extremely rugged, phofogrammetric maps at a scale of 1 inch 100 feet with five-foot contours are frequently used for design purposes. The designer has developed the proposed alignment and has shown the trace of cut and fill slopes.

~ F~9 Scale in Fee+ ?, ioo o ino zoa noa

SLOW DOWN BOTH HANDS AUTOMOTIVE DEVELOPMENY It doesn't pay to hurry through city Sleight-of-hand tricks may be all The turbine powered passenger car traffic. Experiments show that a car right for the magician but they are still is a long way from the family ga- driven recklessly through town with out of order ~~hen you're driving a rage, although recent developments in little regard for traffic regulations ar- car. Don't make your right hand guess automotive research and testing lab- rives only a minute or two ahead of what your left hand is doing. Keep oratories have brought the turbo-car one driven safely and in observance both hands on the steering wheel a little closer to reality, reports the of all traffic rules. where they belong. National Automobile Club.

30 California Highways ~~O Y ~ ~ Highway Commission Vofes $350,000,000 for Construction

An all-time record state highway Federal Aid Increased of modern two-lane highways. Nearly budget providing more than $350,- Federal aid, still further increased, 70 miles of two-lane highway projects 000,000 for major construction pur- accounted for most of the additional in the budget are to be built as initial poses for the 1957-58 Fiscal Year— funds in the 1957-58 budget, along units of ultimate four-lane freeways an increase of more than $100,000,000 with a normal rise in highway user or expressways, with access control over the budget adopted a year ago— tax revenues collected by the State. already provided an enough right of ~vas adopted by the California High- For 1956-58, California will receive way for the remaining two lanes and way Commission on October 18th. approximately $134,000,000 in federal a median strip to be added later. One two-lane projects on an ulti- The construction items in the new aid for state highways, plus nearly of these mate freeway basis consists of nearly budget include $220,439,000 for major $5,000,000 in federal funds for county miles, on State Route 90 (Vaca- projects, including construction engi- roads on the Federal Aid Secondary 18 ville-Dunnigan cutoff) in Solano and neering; $127,623,057 for rights of System. Prior to the 1956 federal high- Yolo Counties. way; and $6,000,000 for contingen- way legislation, California's largest cies, which normally is allocated later federal apportionment had been Significant Features for construction purposes. $40,000,000 for state highways and Significant features of the 1957-58 For comparison, the budget for the $7,000,000 for county F. A. S. roads. state highway budget include: 1956-57 Fiscal Year as adopted in State Director of Public Works San Francisco Bay Area—The final October, 1955, contained approxi- Frank B. Durkee, Chairman of the unit, in Oakland, of the 38-mile East- mately $250,000,000 for major con- Highway Commission, pointed out shore Freeway from the Bay Bridge to struction purposes, including rights of that the 1957-58 state highway budget San Jose; in San Francisco, extension way. That budget was augmented in is the first in history to contain one of the Central Freeway (US 101); the August, 1956, by approximately or more construction projects in Walnut Creels Bypass Freeway in $63,000,000 as a result of additional every one of California's 58 counties. Contra Costa County; and further federal aid. "This fact bears out," Durkee said, construction of the Bayshore Freeway "what we announced last June when in Santa Clara County. Funds are pro- Total Budget $464,247,288 the federal program ~~as enacted into vided to round out acquisition of The over-all total budget adopted law. Although the bulk of the addi- rights of way for completion of the by the commission amounts to tional federal funds is earmarked for US 40 freeway in the Albany-Rich- $464,247,288, of which $421,062,057 the National System of Interstate mond area. is for state highway purposes. Highways, the effect of the added Los Angeles Metropolitan Area— In addition to the $354,062,057 for money here in California has been to Completion of the Long Beach Free- construction, rights of way and con- release state funds for expenditure all way from the Santa Ana Freeway to tingencies, the state highway alloca- over the State, wherever the needs are Pacific Coast Highway; a start on the tions in the budget include X25,000,000 greatest." Olympic Freeway (two projects in Los for maintenance, $25,500,000 for pre- Early Advertising downtown Angeles); first downtown Los Angeles unit of the Golden liminary engineering, $2,000,000 for The Division of Highways has al- State Freeway; continuation of the the state-wide highway planning sur- ready advertised $3,500,000 worth of Golden State Freeway in the Burbank vey, $7,500,000 for administration, projects in the 1957-58 budget for area; widening of portions of the Hol- $4,500,000 for buildings and plants bids. State law permits the awarding lywood and Santa Ana Freeways; fur- and $1,750,000 for honor camp proj- of state highway contracts as early ther extension of the Hollywood ects. as January 1st, six months before the Freeway into the San Fernando Val- start of the fiscal year. This provision The nonstate highway items in the ley; extension of the San Diego Free- enables the Division of Highways to budget include $30,187,000 for major way in the Culver City area. make maximum use of favorable con- city streets (%8 cent per gallon of the struction weather, which means earlier Various Projects in federal gasoline tax); $7,920,000 opening of road improvements to aid secondary funds for county roads; In Orange County, the San Diego traffic. Freeway (US 101) is being extended in state highway matching $4,087,854 In addition to extension of freeway southeastward by two projects in the funds to assist counties in the required systems in the State's metropolitan San Juan Capistrano and San Clemente matching of federal funds on F. A. S. areas, the new budget provides for areas. projects; and $904,000 to cities for en- many miles of intercity freeways, and In the San Diego area, current gineering worle. expressways, and numerous sections emphasis is on conversion of express- and Public Works 31 Major Construction Projects in State Highway Buy

Estimated County ~ Route Description mate mileage cost

Alameda_ _ _ _ _ 69 (SR 17) Eastshore Freeway-0.25 mile east of Fallon Street to 0.22 mile west of Market Street; grade, pave and structures for 8-lane freeway (completes Eastshore Freeway between Bay Bridge and San Jose)______0.9 $6,400,000 Alameda______105 San Mateo-Hayward Bridge to Eden Landing Road; shoulders______1.8 100,000 Alameda______105 East 14th Street in Oakland between 77th and 74th Avenues at Arroyo Viejo Creek; reconstruct storm drains______250,000 Alameda______226 East 14th Street in San Leandro to 0.1 mile west of Southern Pacific R.R. Crossing; reconstruct and widen______0.5 165,000 Alameda_ _ _ _ 227 Mountain Boulevard in Oakland, between US 50 near Calaveras Avenue and SR 24 (portions); grade and surface (continuing cooperative freeway project with City of Oakland and Alameda County)___,.______300,000 Alameda ______Various Rights of way on state highway routes (including $12,000,000 for US 50 freeway in Oakland) ______13,757,000 Alpine_____ 34 (SR 88) Red Lake Dam to 1.5 miles east of Blue Lakes Road; grade and surface realignment)____ 5.8 800,000

Amador______34, 65 Lancha Plana Road to 0.5 mile east of Martell; grade surface and structures (realignment) 7.4 1,010,000 (SR S8, 49) Amador______34 (SR 88) Silver Lake to Alpine County Line (portionsl ; grade and surface (reconstruction and realignment)------3.8 400,000 Amador______Various Rights of way on state highway routes______45,000 Butte______21 (US 40 Alt) Bear Creek Bridge; reconstruct______.______25,000

Butte, Plumas ______21(US 40 Alt) Arch Rock, Elephant Butte and Grizzly Dome Tunnels (portions); line tunnels______60,000 Butte ______47 (SR 32) Glenn County Line to 2% miles west of Chico; grade surface and structures (initial 2 lanes of ultimate 4-lane expressway) (See Glenn Co.)______5.9 475,000 Butte______47 (SR 32) Junction IIS 99E via 8th and 9th Streets to Fir Street east of Chico; grade, surface and drainage (to provide one-way couplet)______1.1 230,000 Butte______87, 21 Union School to Montgomery Street in Oroville; grade, surface and structures (initial (US 40 Alt) 2lanes of ultimate 4-lane expressway)______5.4 750,000 Butte______Various Rights of way on state highway routes______360,000 Calaveras_ _ _ 24 (SR 4) Murphys to Big Trees (portions); grade and surface (widening and realignment) _ _ _ _ .. _ _ _ 6.6 550,000 Calaveras______65 (SR 49) Through Mokelumne Hill; grade and surface (relocation) ______2.0 340,000 Calaveras______i7arious Rights of way on state highway routes______90,000 Colusa______. _ _ 15 (SR 20) Williams to Sacramento River Bridge (portions); base and surface (reconstruct), and widen structure (3teer Ditch Bridge)______8.9 350,000 Colusa______Various Rights of way on state highway routes______50,000 Contra Costa______75, 107 East of Pleasant Hill Road to west of Walden Road, with connection to SR 21 at Crest (SR 24, 21) Avenue; grade, pave and structures for 6-lane freeway in vicinity of Walnut Creek (Walnut Creek Bypass)______.. 4.2 7,500,000 Contra Costa__.._____ 75 (SR 4) SR 24 to Brentwood; reconstruct______.._ 6.6 305,000 Contra Costa______Various Rights of way on state highway routes______1,991,000 Del Norte 1 (US 101) Minot Creek and High Prairie Creek; new bridges and approaches______235,000 Del Norte. __ Various Rights of way on state highway routes______75,000 EI Dorado___ 1Z (US b0) Mays to Nevada State Line; grade, surface and structures for 2-lane and 4-lane highway------5.2 350,000 El Dorado_ _.. ______93 Georgetown to 2.4 miles west; grade and surface (reconstruction and some realignment) _ 2.4 145,000 EI Dorado___ Various Rights of way on state highway routes______245,000 Fresno______41 (SR 180) Ventura Avenue, from R Street to Chestnut Avenue; grade and surface (widen to full 4-lane divided highway)------2.3 750,000 Fresno______41 (SR 180) 0.7 mile east of Reed Avenue to 2.3 miles east of Friant-Kern Canal (portions); grade, surface and structure( relocation)______1.a 230,000 Fresno______125 (SR 41) Shaw Avenue to 0.8 mile north of Herndon Avenue, grade and surface (extending 6-lane divided highway)------2.6 400,000 Fresno______125 (SR 41) Ventura Avenue from C Street to Broadway; grade and surface (reconstruct) ______0.4 28,000 Fresno______Various Rights of way on state highway routes______485,000 Glenn______7(U5 99W) 3.6 miles south of Willows to Willows; surface______3.6 100,000 Glenn______47 (SR 32) US 99W to Butte county line; grade, surface and structure (initial 2 lanes of ultimate 4-lane expressway, including new bridge at Stony Creek) (see Butte County) ______11.1 965,000 Glenn______Various Rights of way on state highway routes______220,000 Humboldt______1 (IIS 101) 1 mile south of Dyerville to Englewood; grade, surface and structures for 4-lane freeway (first unit of relocation in Humboldt Redwood S4ate Park area) _ _ _ _ _ .______4.2 2,605,Of?0 Humboldt______~ 1 (US 101) 0.2 mile north of Fortuna to 0.4 mile north of Fernbridge; structures and approaches for 4-lane eg pressway------515,000 Humboldt______1 (IIS 101) 0.4 mile north of Fernbridge to 0.7 mile north of Hookton Road; grade and surface to complete sections of 4-lane expressway______. 4.6 750,000 Humboldt 1 (US 101) Mad River; structure (additional Mad River bridge)______500,000 Humboldt.. ______1 (US 101) Patricks Point to 0.3 mile north of Big Lagoon; grade for future 4-lane expressway______3.5 1,300,000 Humboldt___- Various Rights of way on state highway routes______- _ -_____ 490,000 Imperial__ 187 (SR lib) Sandia to Alamorio; grade and surface (widen)______10.3 1,480,000 Imperial______201 (SR 115) 0.5 mile north of Route 187 to Standard Canal; grade and pave (widen) ______6.3 725,000 Imperial______Various Rights of way on state highway routes______------__ 465,Ofl0 Inyo______23 (US 6-395) Blzck Rock to 4.4 miles south of Big Pine ; grade and surface (widen)______6.4 350',000 Inyo______(US 3°5)23,76 Texaco Corners to Birchim Canyon; grade and s~rfaca(widen)______.______11.5 260,000 SR-State Sign Route.

32 California Highways o~ et For 1957-58 Fiscal year Total $350,000,000

Approxi- Estimated County ~ Route Description mate mileage cost

Inyo______Various Rights of way on state highway routes______$175,000 Kern______(4 US 99) Fort Tejon to 2 miles north of Grapevine Station; grade, pave and structures to provide S-lane freeway (additional 4-lane northbound roadway)______7.2 6,935,000 Kern______4 (US 99) Route 129 to Delano (portions); grade and pave (reconstruct)______10.2 450,000 _ _ _ _ Bern______23 (IIS 6) Ittners to one mile north; grade and surface (realignment) ______1.0 600,000 Kern______57 (SR 178) 2.0 miles east to 4.0 miles east of Weldon; grade and surface (realignment) ______2.0 100,000 Kern______~8 (US 466) 0.3 mile west of east city limit of Bakersfield to Route 143; grade and surface (widen)__ 4.2 270,000 Kern______s8 (SR 178) Buena Vista Slough Bridge; widen bridge and approaches______45,000 Kern______140 5.3 miles east of Arvin to 2.2 miles west of US 466, grade and surface (realignment- White Wolf Grade)------3.3 625,000 Kern______145 (US 395) 0.4 mile north of Inyokern to US 6; grade and surface (relocation) ______5.0 160,000 Kern______Various Rights of way on state highway routes (including $2,100,000 for US 99 freeway in Bakers- field area)------3,131,000 Kings______125 (SR 41) 1.9 miles north of Stratford to Jersey Avenue; grade and surface (widen) ______1.9 190,000 Kings_____.______135 Kansas Avenue to SR 198; grade and surface (widen)______8.0 770,000 Kings______Various Rights of way on state highway routes______615,000 Lake ______49 (SR 53) Cache Creek to SR 20; grade and surface for 2-lane highway on relocation (expressway basis)------6.3 950,000 Lake______------Various Rights of way on State highway routes______35,000 Lassen___ _ _ 73 (US 395) l~dorth of Ravendale to Madeline (portions); grade and surface (reconstruct) ______6.7 750,000 Los Angeles_ 2 (IIS 101) E3ollywood Freeway-Highland Avenue to Lankershim Boulevard; grade and pave additional lanes------2.6 775,000 Los Angeles ______2, 159 (US 10Z) Hollywood Freeway Extension-0.2 mile south of Moorpark Street to ffiing Street on Route 159 and to 0.1 mile west of Laurel Canyon Boulevard on IIS 101; grade, pave and structures for 8-lane freeway______1.7 5,900,000 Los Angeles______2 (US 101) 0.2 mile south of Cheeseboro Road (west of Calabasas) to 0.15 mile north of Lindero Creek; reconstruct______3.5 250,000 Los Angeles ______4, 26 Gclden State Freeway-0.1 mile south of Sixth Street to 0.2 mile north of Mission Road; (IIS 6-99) and on US 60-70-99-Fickett Street to Macy Street; grade, pave and structures for (US 60-70-99) 8-lane freeway------3.1 8,900,000 Los Angeles______4 (IIS 6-99) Golden State Freeway-Alameda Avenue to Burbank Boulevard in Burbank; grade, pave and structures for 8-lane freeway______1.3 3,150,00 Los Angeles______60(US 101A1t) Vermont Avenue to Reed Street; reconstruct______1.3 120,000 Los Angeles_ _ 62 (SR 39) San Bernardino Freeway to Paramount Avenue in Azusa; grade, pave and structures for 4-lane divided higway______3.3 1,235,000 Los Angeles, Szn Ber- 77 (SR 71) 0.3 mile south of Riverside Drive to IIS 60 at Butterfield Road; grade, pave and structures nardino for 4-lane expressway______3.2 900,000 Los Angeles ______77 0.2 mile east of San Bernardino Road in EI Monte to Rio Hondo Wash; grade, pave and 0.8 270,000 structures( widen)------0.8 270,000 Los Angeles_ lb8 (SR 7) San Diego Freeway-0.2 mile south of Venice Boulevard to 0.2 mile north of Ohio Avenue; grade, pave and structures for S-lane freeway______3.5 6,025,000 Los Angeles ______162 (US 66) On Santa Monica Blvd. from Wilshire Blvd. to Sierra Dr. in Beverly Hills; reconstruct_ _ 1.4 100,000 Los Angeles 164 (SR 107) Broadway (Hawthorne) to Hillcrest Blvd. (Inglewood); grade and surface for 6-lane divided highwaY------2.6 315,00 Los Angeles__ 164 (SR 107) 0.2 mile south to 0.3 mile north of 190th Street (Torrance); grade, surface and structure (widen R.R. underpass)for 6-lane divided highway______0.5 145,000 Los Angeles ______a66 (IIS 101) S~ nta Ana Freeway-Lakewood-Rosemead Blvd. to Rosecrans Avenue; grade, pave and structures (widen 4-lane freeway to 6lanes)______5.2 1,200,000 Los Angeles______167 (SR 15) Long Beach Freeway-0.1 mile south of South Junction of Atlantic Boulevard to 0.3 mile south of Rosecrans Ave.; grade, pave and structures for 6-lane freeway (completes Long Beach Freeway from Santa Ana Freeway to Pacific Coast Highway)______1.1 1,750,000 Los Angeles ______168 (SR 19) On Lakewood Blvd., from Gardendale Street to Hall road; reconstruct______1.7 180,000 Los Angeles ______173 (SR 26) Olympic Freeway-Harbor Freeway Interchange (portions);structure and approaches______1,400,000 Los Angeles 173 (SR 26) Olympic Freeway-West right of way line of Santa Fe Railroad Yard to 8th Street; structure (L.A. River and Santa Fe R.R. yard) for future 8-lane freeway_ _ _ 0.3 7,000,000 Los Angeles ______175 (SR 14) On Artesia Boulevard, from Gramercy Place to Western Avenue; grade, surface and structure (Dominguez Flood Control Channel)______0.3 115,000 Los Angeles ______179 (SR 22) US 101 Alt. in Long Beach to Los Cerritos Channel; grade, surface and structures (widen to 4lanes)------1.1 175,000 Los Angeles ______Various Rights of way on state highway routes, including $12,000,000 for Olympic Freeway, $12,000,000 for Golden State Freeway, $9,000,000 for San Diego Freeway, $3,500,000 for Glendale Freeway and $3,000,000 for Hollywood Freeway Extension______.. _ _ 53,270,000 Madera______4 (IIS 99) 0.5 mile south to 1.5 miles north of Madera; grade, pave and structures for 4-lane freeway_ 3.9 3,400,00 Madera______Various Rights of way on state highway routes____..______150,000 Marin______1 (US 101) 0.2 mile north of Richardson Bay Bridge; pedestrian overcrossing ______60,000 Marin______1 (US 101) Greenbrae Intersection to 0.5 mile north of California Park Overhead; grade, pave and structure for 6-lane freeway______.______1.4 1,325,000 Marin, Sonoma______8 (SR 37) Petaluma Creek Bridge; new 4-lane bridge and approach embankments______2,300,000 Marin______Various Rights of way on state highway routes______457,000 Mariposa___ 28 (5R 140) Acorn Inn to King Solomon Mine; grade, surface and structures (widening and rezlign- ment)______------______4.6 1,200,000 Mariposa______6b (SR 49) 2.0 miles north of SR 140 to Coulterville (portions); grade and surface (some realignment)______200,000 Mariposa______Various Rights of way on state highway routes______65,000 SR=State Sign Route.

and Public Works 33 "`"r' " °" Estimated County Route Description mate cost

Mendocino______.__ 1 (IIS 101) 0.5 mile north of Hilvilla to 0.9 mile south of Irvine Lodge; grade and surface for 4-lane eapressway------3.8 $2,000,000 Mendocino______48 (SR 128) Robinson Creek to Maple Creek; base and surface______4.6 250,000 Mendocino, Sonoma__ 56 (SR 1) Gualala River; new bridge and approaches______------0.9 625,000 Mendocino______Various Rights of way on state highway routes______. 325,000 _ _ _ _ _ ; ______Merced______4 (IIS 99) G Street to Bear Creek (portions) reconstruct existing highway_ _ _ 1.4 300,000 ______Merced______122 (SR 140) 0.5 mile east to 4.0 miles east of Gustine; grade and surface (widen) _ _ 3.5 150,000

Merced______122 (SR 140) West of Lincoln Road to west city limits of Merced (portions);grade and surface (widen)______. 550,000 Merced______Various Rights of way on state highway routes (including $750,000 for IIS 99 freeway in Merced area)------1,600,000 Modoc___ 28,73 (US39b) Alturas to Oregon State Line (portions); surface______--- 725,000 Modoc______Various Rights of way on state highway routes______40,000 Mono______40 IIS 395 to Nevada State Line; surface______21.7 275,000 ______Mono------96 Bridgeport to Walker River Reservoir; grade and surface (reconstruct)______4.8 200,000 Mono______Vatious Rights of way on state highway routes______40,000 ______Monterey _ 2 (IIS 101) Through Chualar; grade, surface and structures for 4-lane freeway 1.3 620,000 Monterey______2 (IIS 101) 1 mile north of Greenfield to Salinas River near Soledad; grade, surface and structures for 4-lane ezpressway------5.6 1,090,000 Monterey______2 (US 101) 1.8 miles north of Salinas River to 2 miles south of Greenfield; grade, surface and struc- turesfor 4-lane expressway______7.9 1,600,000 Monterey______56 (5R 1) San Luis Obispo county line to Rocky Creek (portions); cribbing (reconstruct retaining walls)------230,000 Monterey______119 (SR 25) SR 198 to San Benito county line (portions); surface______70,000 ______Monterey _ Various Rights of way on state highway routes______370,000 Napa______49 (SR 29) IInion Station to Orchard Avenue; grade and surface (additional 2 lanes for 4-lane expressway)------2.3 525,000 Napa______102 (SR 128) Sage Creek Bridge; superstructure------15,000 Napa______Various Rights of way on state highway routes______285,000 ______Nevada______3S (IIS 40) Boca to Floriston (portions);detour for future 4-lane freeway construction_ __ _ 350,000 _ _ _ Nevada, Placer_ _ _ 38 (SR 89) 0.2 mile south of Squaw Valley Road to Truckee Wye; grade, surface and structures (widening)------9.4 1,450,000 Nevada______Various Rights of way on state highway routes (including $600,000 for US 40 freeway in Truckee area)------895,000

Orange, San Diego___ 2 (IIS 101) San Diego Freeway-San Mateo Creek to 0.1 mile south of Avenida Cadiz (San Clemente) ; grade, pave and structures for 6-lane freeway_____.______2.4 2,725,000 Orange______2(US 101) San Diego Freeway-1.9 mites south of SR 74 (at San Juan Capistrano) to 0.1 mile south ______of Trabuco Creek; grade, pave and structures for 4-lane freeway_ _ _ 3.6 3,470,000 Orange______175 (SR 14) From Santa Ana Freeway to 02 mile east of Spadra Road in Fullerton; grade, pave and structures for4-lane freeway______3.S 2,900,000 Orange______179 (SR 22) Knott Street to Century Boulevard; grade and surface (widen existing highway to 4 lanesl_ 3.8 400,000 Orange______Various Rights of way on state highway routes (includes $1,500,000 for SR b5 freeway and $1,750,000for San Diego Freeway)------4,140,000 Placer______37 (US 40) Near Magra to 0.1 mile west of Alta Road (portions); detour fcr future 4-lane freeway construction------300,000 _ Placer, Nevada_ _ _ _ _ 37 (US 40) Hampshire Rocks to Soda Springs; grade, surface and structure for 4-lane freeway______b.7 3,100,000 Placer______Various Rights of way on state highway routes______885,000 Plumas______21(IIS40Alt) 0.7 mile west of Spring Garden to Sloat; grade and surface (initial 2 lanes of ultimate 4-lane expressway)------5.2 1,300,000 Riverside______19, 78 IIS 60-395 separation; lighting, signing and speed change lanes______50,000 (IIS 60, 395) Riverside______..____ 19 (IIS 60) 4.0 miles west of US 70-99 to US 70-99 (near Beaumont); grade, surface and structures for 4-lane freeway------4.3 1,150,000 Riverside______43 (US 91) Van Buren Street to Arlington Avenue; grade, surface and structures for 4-lane freeway_ _ 3.7 2,850,000 (SR 18) Riverside______64 Colorado River; new bridge (near Blythe); cooperative project with Arizona_ _ _ .______600,000 (US 60-70) (California share) _ _ _ _ Riverside ______64 (SR 74) Antsell Rock Creek, Servo Creek and South Fork San Jacinto River; bridges and approaches------0.3 220,000 Riverside, San Ber- 187 IIS 60-70-99 to Morongo Valley; grade and surface (widen) ______ii.3 270,000 nardino _ _ _ _ _ Riverside ______Various Rights of way on state highway routes (including $1,000,000 for US 60-70-99 freeway in Beaumont area)------2,731,000 Sacramento, Solano__ 53 (SR 12) Sacramento River Bridge at Rio Vista;sub-structure______1,150,000 Sacramento______Various Rights of way on state highway routes (including $1,500,000 for north-south freeway in and south of Sacramento)______1,955,000 San Benito______2 (IIS 101) San Benito River; reconstruct bridge and approaches______.______--0.1 185,000 San Benito______119 (SR 25) 5 miles north of San Benito River to Paicines; grade and surface (realignment) ______4.6 450,000 San Benito______Various Rights of way on State highway routes______135,000 San Bernardino______31, 58 Victorville to Barstow; grade, surface and structures for 4-lane freeway______29.4 5,200,000 (IIS 66-91) San Bernardino______43 (SR 18) 1.0 mile south of Forest Boundary to Apple Valley; grade and surface (widening and some realignment)------23.9 440,000 San Bernardino______43, 31 6th Street to Devore; grade, surface and structures (to complete 4-lane freeway through (US66 -91-395) San Bernardino to Devore)______11.6 7,300,000 San Bernardino______58 (US 466) Bern County line to Hinkley (portions); grade and surface (widen)______28.2 420,000 SR=State Sign Route.

34 California Hoghways °`"""~°' Estimated County Route Description mate cost mileage

San Bernardino ______Various Rights of way on state highway routes (Including $1,160,000 for IIS 91-395-SR 18 freeway in and south of San Bernardino)______$3,596,000 San Diegom ______2 (US 101) 0.7 mile south of Dairy Mart Road to south city limits of Chula Vista (portions); grade, pave and structures (convert 4-lane expressway to full freeway)______5.2 910,000 San Diego_____._____ 2 (IIS 101) 0.4 mile south of Washington Street to Barnett Avenue; grade, pave and structures (Washington Street Interchange)______1.1 1,340,000 San Diego______12, 77 1.2 miles east of Taylor Street to 0.2 mile east of IIS 395; grade, pave and structures (US 80, 395) (convert 4-lane expressway to full freeway, including revision of Mission Valley Inter- change)------2.4 3,100,000 San Diego______12(US 80) 0.3 mile west to 0.6 mile east of Fairmount Avenue; grade, pave and structures (Fair- mount Avenue Interchange)______0.9 1,700,000 San Diego_ _ _ 77 (IIS 395) Caliremont Mesa Boulevard Interchange; structure and approaches______1.0 800,000 San Diego______195 (SR 76) Fry Creek Bridge and Big Fry Creek Bridge; new bridges and approaches______1.2 200,000 San Diego______200 (SR 94) 17th Street to Home Avenue; grade, pave and structures for 6-lane freeway______1.7 4,065,000 San Diego___ Various Rights of way on state highway routes (including $6,600,000 for IIS 101 freeway in San Diego and $1,250,000 for IIS SO freeway in San Diego-La Mesa-El Cajon area)______8,825,000 San Francisco______2(US 101) Central Freeway-South Van Ness Avenue to Turk Street; grade, pave and structure for 6-lane freeway------1.0 5,200,000 San Francisco ______2 (US 101) Lyon Street to 5R 1 connection; grade, pave and structures for 8-lane freeway______1.3 3,900,000 San Francisco ______Various Rights of way on state highway routes (including $10,000,000 for Southern Freeway)______12,932,000 San Joaquin_ 5 (IIS 50) East city limits of Tracy to Grant Line Road; grade, surface and structures (widen existing highway to 4-lanes, including East Tracy Overhead and channelization at Chrisman Road)------3.9 1,100,000 San Joaquin_ 5 (US 50) Richards Avenue to Charter Way; grade, surface and structures (widen existing highway to4-lanes)------5.0 1,100,000 San Joaquin______75 (SR 4) US 99 to Knights Ferry Road (portions); reconstruct______20,000 San Joaquin______Various Rights of way on state highway routes______265,000 San Luis Obispo _ _ _ _ _ 2 (IIS 101) 0.2 mile south of Camp Fremont to Cuesta Overhead; resurface______3.2 50,000 San Luis Obispo 57 (SR 166) 1.0 mile west of Huasna River to 0.7 mile west of Buckhorn Creek; grade, surface and Sgnta Barbara structures (relocation around Vaquero Reservoir)______7.g 1,165,000 San Luis Obispo _ _ _ _ _ Various Rights of way on state highway routes (including $900,000 for IIS 101 freeway in Pismo Beach area)------•~--- 1,900,000 San Mateo ______2 (IIS 101) El Camino Real-31st Avenue to Poplar Avenue in San Mateo; grade and surface (widen)_ 2.9 375,000 San Mateo ______56, 55 Edgemar to Junction Skyline Boulevard (SR 5) and Edgemar Road; grade, surface and (SR 1,5) structures for 4-lane expressway______1.5 1,300,000 San Mateo______Various Rights of way on state highway routes______1,949,000 Santa Barbara______2 (IIS 101) Wigmore to 1.7 miles north of Los Alamos; grade, surface and structures for 4-lane expressway------5.9 1,900,000 Santa Barbara______2 (IIS 101) 0.5 mile west of Refugio to Tajiguas; grade, surface and structures for 4-lane expressway_ 2.3 769,000 Santa Barbara ______Various Rights of way on state highway routes (including $1,000,000 for US 101 freeway in Santa Barbara)------2,475,000 Santa Clara______2 (IIS 101) El Camino Real-San Tomas Aquino Creek in Santa Clara to Route 114 (Saratoga Road) in Sunnyvale; grade and surface (widen to 4lanes)__.______3.8 945,000 Santa Clara______5, 42 (SR 17) Route 42 (Santa Cruz Avenue) in Los Gatos to Bascom Avenue in San Jose on SR 17 and Tait Avenue to new SR 17 in Los Gatos; grade, pave and structures for 4-lane freeway_ 8.8 5,770,000 Santa Clara ______32 (SR 152) San Felipe Road to Hollister Wye; reconstruct and resurface ______2.3 90,000 Santa Clara______68 (IIS 101 Bayshore Freeway-Stevens Creek to Ellis Street; grade, pave and structures for 6-lane Bypass) freeway------1.1 1,100,000 Santa Clara ______Various Rights of way on state highway routes (including $750,000 for Bayshore Freeway)______1,929,000 Santa Cruz______56, 5 0.3 mile east of Morrissey Avenue to 0.6 mile north of SR 1-SR 17 Junction; grade, pave (SR 1,17) and structures for 4-lane freeway______2.2 1,600,000 Santa Cruz ______56 (SR 1) 0.2 mile east of Swift Street to Wildre Creek; grade and surface (2 lanes of ultimate 4-lane expressway; portion cooperative project with Joint Highway District No. 9) ______2.6 415,000 Santa Cruz______. _ _ _ _ 116 (SR 9) Felton to Boulder Creek (portions ;grade > surface and structures C widening)------5.9 400,000 Santa Cruz Various Rights of way on state highway routes______360,000 Shasta______3 (US 99) Clear Creek to Redding IInderpass; grade, surface and structures (frontage road) ______3.3 365,000 Shasta______3 (IIS 99) 0.5 mile north of Lamoine to 0.8 mile north fo Shotgun Creek; grade, surface and structures (extension of 4-lane freeway in Sacramento Canyon)______6.9 4,520,006 Shasta______3(US 99) Cypress Avenue to Sulphur Creek in Redding; grade and surface (for one-way street couplet and widening)______2.0 190,000 Shasta______Various Rights of way on state highway routes______272,000 Sierra______25 (SR 49) North Fork Yuba River to 0.25 mile east of Ramshorn Creek (portions);grade and surface (widen)------200,000 Sierra______Various Rights of way on state highway routes______95,000 Siskiyou______3 (US 99) Shasta River to Gazelle; surface______7,6 160,000 5iskiyou ______46 (SR 96) 4.5 miles to 5.4 miles east of Hamburg; grade and surface (realignment)______0.9 125,000 Siskiyou______Various Rights of way on state highway routes______570,000 Solano______7 (US 40) Interchange at SR 12; structure and approaches (west of Fairfield) ______1,100,000 Solano______7 (US 40) 0.2 mile north of Vallejo Wye to 0.4 mile north of Redwood Street; grade, pave and struc- turesfor 6-lane freeway______3.5 4,300,000 Solano______74 (SR 21) New SR 21 to 125 miles north of Benicia Arsenal; structure and approaches (Benicia Arsenal Interchange)------375,000 Solano______90 Vacaville-Dunnigan Cutoff-0.3 mile north of Sweeney Creek to Yolo County line; grade, surface and structures (initial 2-lanes of ultimate 4-lane freeway) (See Yolo County) _ _ 5.0 1,070,000 Solano______.______Various Rights of way on state highway routes (including $750,000 for new freeway route in Benicia area)------1,565,000 SR=State Sign Route. and Public Works 3~ °Yra""~- Estimated mate County ~ Route Description cost mileage

Sonoma______51 (SR 12) US 101 to 0.17 mile east of Farmer's Lane; widen and channelize______2.3 $435,000 Sonoma___..______Various Rights of way on state highway routes (including $800,000 for US 101 freeway in Santa Rosa-Healdsburg area)------— — 908,000 Stanislaus______4 (IIS 99) Modesto Freeway-Whitmore Road to Pecos Avenue; grade, pave and structures for 4-lane freeway------2.2 1,300,000 Stanislaus______Various Rights of way on state highway routes (including $1,100,000 for U.S. 99 freeway in Ceres- Modestoarea)------1,300,000 Sutter______16 (SR 20) East and Sutter Bypass to IIS 40 Alt. (portions); surface______------235,000 Sutter______87(US 40 Alt) Knights Landing to Onstott Road (portions); surface and widen structures ______700,000 Sutter______Various Rights of way on state highway routes______..______300,000 Tehama______29 (SR 36) l.b miles east of Lassen Camp to Mineral; grade surface and structure (initial 2 lanes of ultimate 4-lane expressway)______b.2 980,000 Tehama______29 (SR 36) 3 miles east of Tedoc Road to Dry Creek; grade and surface (realignment)______6.2 775,000 Tehama______Various Rights of way on state highway routes______38,000 Trinity------29 (SR 36) Salt Creek Bridge; repair bridge------18,000 Trinity------Various Rights of way on state highway routes______30,000 Tulare------! 4 (IIS 99) 6th Street Overcrossing at Tipton; structure and approaches______165,000 Tulare______10 (SR 198) County Road 80 to Mooney Boulevard; grade and surface for 4-lane divided highway____ 4.3 1,100,000 Tulare______Various Rights of way on state highway routes______1,350,000 Tuolumne______(SR 49,108, 7.0 miles east of Stanislaus County line to Montezuma Road; grade and surface (initial 120) 2 lanes of ultimate 4-lane expressway______8.1 1,500,000 Ventura______2(US 101) Ventura Freeway—Conejo Grade Summit to 5th Street in Camarillo; grade, pave and structures for 4 and 6-lane freeway______4.8 3,400,000 Ventura______2 (IIS 101) Ventura Freeway—Rose Road Interchange; structure and approaches______250,000 Ventura___ __ 9 (SR 118) Arroyo Simi Bridge; new bridge and approaches______0.1 179,000 Ventura______151 (SR 150) 0.1 mile west of 5isar Creek to 0.1 mile east of Santa Paula Creek; grade, surface and structures( realignment)------0.4 215,000 Ventura______Various Rights of way on state highway routes (including $3.000,000 for US 101 freeway in and near Ventura------4,669,000 Yolo___ _ 6 (SR 128) Solano County line to Route 90 at Winters (portions); reconstruct ______9.1 250,000 Yolo------6 (US 40) Solano County line to Swingle; structure (Davis Interchange)______320,000 Yolo------50 (SR 16, 24) East side of Yolo Bypass to near Kiesel; grade and surface (widening and some realignment)------3.0 300,000 Yolo______50(SR 16, 24) Bryte to Broderick; grade and surface (widening)______2.2 110,000 Yolo------90, 6 Vacaville-Dunnigan Cutoff—Solano County line to 2.75 miles north of Madison; grade, surface and structures (initial 2 lanes of ultimate 4-lane freeway) (see Solano County) _ 13.9 3,000,000 Yolo------Various Rights of way on state highway routes______160,000 Yuba------15 (SR 20) Westerly approach to Parks Bar Bridge; grade and surface (realignment) ______1.0 ip0,000 Yuba------— ------Various Rights of way on state highway routes______200,000

SR — State Sign Route. way sections of US 101, US 80 and miles of continuous freeway and ex- tween King City and the completed US 395 to full freeways by construc- pressway from San Bernardino to Bar- freeway south of Salinas. Two addition of interchanges. The Highway 94 stow. Extension of the north-south tional expressway projects are budg- freeway is being extended further into freeway through Riverside is also in- eted on the Santa Barbara County the San Diego downtown area. cluded. ` portion of US 101 along with freeway In the Sacramento metropolitan on us 99 south development in Ventura County from area, Durkee pointed out that con- On US 99 between Los Angeles the Conejo Grade to Camarillo. On struction will begin soon on two pre- and Sacramento, the major projects the Redwood Highway.,(US 101) in viously budgeted projects, one a $2,- budgeted include the conversion of Humboldt County, the first unit of 250,000 six-mile freeway job on US the Grapevine miracle in Kern County the freeway bypassing the State Park 50-99 south of Ellc Grove Road and to an eight-lane full freeway; freeway Redwood Groves is included. the other a $1,400,000 14-mile widen- construction through Madera; and the Improvement ing of US 50 east of Sacramento. He first unit of the freeway through More US 40 added that the findings of a coopera- Modesto. Nearer the Oregon line, an The long-range effort to multilane tive state-city-county trafficways sur- additional 6.9 miles of freeway are US 40 over the Sierra is continued in vey, now in progress, will be a major scheduled for construction on US 99 the new budget, with one 5.7-mile factor in future freeway plans for the north of Shasta Lake in the Sacra- freeway project in the high country entire Sacramento metropolitan. area. mento River Canyon. west of Soda Springs and two projects The longest single full freeway' The major gap in freeway and for major detour construction prep- project in state highway history-29.4 expressway construction on US 101 aratory to future freeway work on the miles on US 66-91 from Victorville between San Francisco and Los An- same route. to Barstow—is included in the new geles has been in southern Monterey There are several major bridge proj- budget. Together with a new 11.1- County. The new budget provides for ects in the budget. Among those in mi1.e freeway project in and north of three projects, totaling 14.8 miles, the half-million-dollar or more class San Bernardino, this will provide 70 which wi?I close much of this dap be- ...Continued on page 48

36 California Highways MAGAZINE STREET OVERPASS IN VALLEIO IS COMPLETED

Crosstown traffic was made con- siderably safer and quicker in Val- lejo when the $460,000 overpass, approaches and frontage roads were opened to public use at Magazine Street on Friday, October 27, 1956. The ne~v structure eliminates a dangerous crossing over busy US 40, main artery over the Sierra Mountains to the East Coast. Threatening skies withheld rain long enough to permit a giant size pair of scissors to snip the ribbon and allow the free flow of traffic from one side of the city to the other. Gathered to celebrate the event were numerous city, county, and state officials, including a large number of interested residents of the area. The Magazine Street Overpass is the first of six to be constructed in the City of Vallejo. When completed heavy traffic in both directions the Overhead. LOWER—Scene at ribbon cutting. Left to right: Colon delay of UPPER—Newly completed Magazine Street will then flow without the O. Kilby, Supervisor, G. E. Derr, Councilman; John Baldwin, Congressman; William F. Goheen, Supervisor; the present signal lights. Chelso A. Magheffi, Secretary, California Highway Commission. and Public Works 37 Experts Report on Financial ou ern ross~ n Feasibility of Proposed Span

AS CALIFORNIA HIGHWAYS AND PUB- Lrc Woxxs goes to press the California Toll Bridge Authority was preparing for a meeting in Sacramento on De- cember 12th, to consider the report on "The Financial Feasibilitv of the Pro- posed Southern Crossing of San Fran- cisco Bay," submitted by the firm of Smith, Barney and Co. of New York. On June 1, 1956, the Department of Public Works entered into an agreement with Smith Barney and Co., to make a study and submit a report on the financial feasibility of the proposed new crossing. Governor Knight ordered the report made public as soon as completed and on October Southern Crossing 23, 1956, it was re- experts. Leff to righf: Norman C. Raab, Chief, Division of San Francisco Bay Toll Cross- ings; leased at a press conference in San C. Cheever Hardwick of Smith, Barney & Co.; George W. Burpee, Coverdale and Colpifts. Francisco. Copies of the report were made available to members of the Leg- the complete Southern Crossing at a that the authority enter into a cove- islature, public officials and others in- basic toll rate of 25 cents for the Bay nant with the purchasers of any bonds terested in this project. Bridge and the Southern Crossing un- issued to finance the costs of the mini- The report includes the following less the applicable revenues as esti- mum Southern Crossing that it would conclusions and recommendations: mated by the traffic engineers are sub- put into effect promptly such adjust- The complete Southern Crossing is stantially exceeded. These suggested ment in the rates of toll applicable to not financially feasible as presently au- conditions prerequisite to the issuance the Bay Bridge and the Southern Cross- thorized at a basic toll rate of 25 cents of additional bonds conform in gen- ing as may be necessary to maintain for both the Bay Bridge and the eral with standard practice in com- net revenues available for debt service Southern Crossing. parable revenue bond issues and, in equivalent to the interest, amortization Although the minimum Southern our opinion, represent the minimum and reserve requirements of the pro- Crossing appears to meet restrictions the require- which would be accept- posed revenue bonds to be issued to ments for aself-liquidating project in able to investors. In any event it finance construction of the minimum combination with the Bay Bridge at would he necessary, in our opinion, .Continued a 25-cent basic rate of toll for both on page 61 facilities, the projected X180,000,000 of Representatives of the Department of revenue bond financing necessary to Public Works at press briefing. Left fo right: Robert E. Reed, Chief Counsel; T. Fred Bagshaw, Assis7anf Public Works Director; E. finance its construction would not R. Higgins, Comptroller of the Department. comply with all of the generally accepted investment standards for such securities and the minimum Southern Crossing must, therefore, be consi~i- ered marginal as to financial feasibility on that basis, particularly in vie~~ of the unfavorable maney market conditions which exist today. In this connection, it should be noted that under the suggested conditions governing the issuance of additional bonds contained in the appended financial studies, in the event of the initial financing of the minimum Southern Crossing it would not be possible to finance the construction of the remaining portions of

38 California 1-~ighways • New Highway Completed Far ervv i n I ~ ~ Ahead of Scheduled Date By J. R. JARVIS, District Construction Engineer

NovEVisEx 10, 1956, became another would be required to complete the to the job rather than trying to make red letter day in the long history of job, one to accomplish grading opera- the job fit the equipment. Much new, Sherwin Grade, a portion of the Three tions with a shutdown over the win- modern equipment was purchased spe- Flags Highway (US 395) north of ter, and a second to place the base and cifically for this job and when it had Bishop, in State Highway District IX. surfacing. However, despite additions served its purpose was moved to other On this date public traffic was routed and changes during construction for projects or sold again. over the new realignment of approxi- which an additional 12 days were al- The old Sherwin Grade was origi- mately 12 miles of state highway lo~ved and 27 days which were un- nally built about the year 1874 by nearly a year earlier than was con- workable due to weather conditions, pioneer James L. C. Sherwin to serve templated when the contract for its the contractor completed all phases of his sawmill on Rocic Creek and he construction was awarded on January the work in 175 working days, be- later extended the road to another 3d of this year. R. A. Westbrook, Inc., tween January 17 and November 14 sawmill at A~ammoth. It was for many and Morrison-Knudsen Co., Inc., sub- of this year, which was about 62 per- years a private toll road. The first con- mitted the low bid on this project for cent of the time allowed. This was struction on this road as a part of the which 270 working days were allowed accomplished by subcontracting por- State Highway System was done in for completion. tions of the work to specialists so that 1915-16 when some realignment was When the time schedule was set up several operations were done concur- accomplished, drainage was installed it was contemplated that two summers rently, and by fitting the equipment and a penetration oil surface was

Showing typical lava rock cui and junction with old highway at foot of grade

and Public Works 3~ Lthl—Aerial photo showing new highway on bridge with old road on right. RIGHT—Looking southerly towards Bishop and White Mountains project. Note heavy cuts and fill on from north end of new road and treacherous "Cadillac Curve" on old road in right center of picture. LEFT—Looking north from middle of project with two of borrow areas on left. Rl GHT— Looking north with four-lane section in foreground and end of project in distance. Old road in Rock Creek Canyon of left.

40 California Highways placed. Since that time the road has served steadily increasing traffic with only minor improvements in pavement width and thickness. The need for major improvement has long been apparent, but costs could not be met. By 1927 a 5 percent maximum grade on the East Mesa was sought and again in 1931 when funds. for a route study were first allocated. In 1948 further demands arose and studies of several alternate routes were made. Finally, in 1953, a project report and aerial surveys were authorized which resulted in adoption of the new route by the State Highway Commission in September, 1954. Funds for construction of this route were made available by the commission in August of 1955 and the last big hurdle had been cleared for a long overdue modernization of Sherwin Grade. UPPER—Showing volcanic pumice cut with Bishop and White Mountains in background. LOWER—Showing typical long tangent on new highway. Many striking contrasts can be marked between the old and the new. The old, tortuous grade had some 84 to the new summit at-7,000 feet. First held them to a minimum. With mod- curves which could not be negotiated state construction on the old road was ern power shovels and carryalls, trac- safely at over 30 to 35 miles per hour done at a cost of approximately $64,- tors and trucks, air drills and paving and the average grade was 8 percent 000 while the completely new road machines the following quantities with some pitches up to 10 percent. cost approximately $1,304,000 exclu- were taken in stride to build the new The new highway has only 16 easy sive of rights of way and engineering. highway. Approximately one quarter curves which are designed for travel Quantities for the original construc- million cubic yards of volcanic rhyo- at 60 m.p.h, and the maximum grade tion are not available for comparison lite rock were excavated and placed in has been held down to 6 percent on but methods of mule teams and fills; some 400,000 yards of earth, a climb from an elevation of 4,470 feet scrapers, wheelbarrows and stoneboats ... Confinued on page 43 and Public Works 41 1956 ANNUAL TRAFFIC COUNT

8y G. T. McCOY, State Highway Engineer

The amival state-wide traffic count, were identical during both years being taken into consideration. taken on Sunday and Monday, July These comparisons for the various route groups are as follows: 15 and 16, 1956, shows an increase of PERCENT G~41N OR LO55 FOR 1956 COUNT AS COMPARED WIiH 7955 7.71 percent over the previous annual count of July, 1955. Gains were gen- Sunday Monday -I-SJ4 -f-8.04 erally well All routes __ ---__------distributed over all routes Main nor4h and south routes______+6.04 -F7J6 and regions although greatest in- Interstate connections x-9.34 +9.44 creases were registered on the "Inter- Laterals between inland aoad coas4__---___--___-___------_____----___---__ x-5.71 +8.60 Recrea4ional routes ------1-1.27 -f-6.22 state Connections," primarily those highways which connect with Ari- The gain or loss of traffic volume for State Highway Routes 1 to 80, inclusive, zona and Nevada highways along which constitute the basis for the foregoing summary is shown in the following California's eastern border. tabulation: 1956 For the fourth consecutive year, Percent gain or loss monthly traffic counts show freight Sunday Monday vehicles increasing at a substantially Route Termini Gain Loss Gain Loss faster rate than passenger vehicles. 1. Sausalito-Oregon Line ____ 1.26 6.84 Also, for the fifth time in the last six 2. Mexico Line-San Francisco 6.24 7.01 3. Sacramento-Oregon Line ______9.42 7 9.45 years, Sunday traffic shows appreci- 4. Los Angeles-Sacramento ______-__--___-______-_-___ 9.79 7.56 ably less gain than Monday traffic. 5. Santa Cruz-Junction Route 65 near Mokelumne Hil! __ 2.32 8.14 These factors, together with the fact 6. Napa-Sacramento via Winters.--______------____--_-__-- 7 2.20 11.34 7. Crockett-Red Bluff ------5.31 7.84 that the "Recreational Routes" as a 8. Ignacio-Cordelia via Napa 2.43 9.19 group shows the lowest traffic in- 9. Route 2 near Montalvo-San Bernardino ______3.66 7.55 creases, all point to the continued 70. RouTe 2 at San Lucas-Sequoia National Park______3.83 4.86 11. Route 75 near Antioch-Nevada Line via Placerville 14.60 7 4.26 diminishing of recreational travel in 12. San Diego-EI Centro _------_------_------4.53 5.99 relation to the total traffic picture. 13. Route 4 at Salida-Route 23 at Sonora Junction 4.92 4.95 14. Oakland to Route 7 near Crockett 3.22 8.69 No change was made from the reg- 15. Route 1 near Calpella-Route 37 near Cisco 8.74 7.42 ular procedure of previous years in the 16. Hopland-Lakeport ------17.15 15.73 77. Route 3 at Roseville-Route 15, Nevada City______8.71 9.08 manner of taking the count. However, 18. Route 4 at Merced-Yosemite National Park__ 10.11 7.41 more directional counts have been in- 19. Route 2 at Fullerton-Route 26 at Beaumont 12.50 13.71 cluded because of expanding traffic 20. Route 7 near Arcata-Route 83 at Park Boundary 4.99 13.38 21. Route 3 near Richvale-Route 29 near Chilcoot via Quinry______3.31 3.19 volumes on multi-lane facilities. Ac- 22. Route 56, CasTroville-Route 32 via Hollister 29.33 10.42 tual recording covers the 16-hour 23. Route 4 at Tunnel Station-Route 11, Alpine Junction 9.42 10.49 period from 6 a.m. to 10 p.m. for both 24. Route 4 near Lodi-Nevada State Line ______8.84 7 6.67 25. Route 37 at Colfax-Route 83 near Sattley 6.34 io:~9 Sunday and Monday, totals being 26. Los Angeles-Mexico via San Bernardino..______9.95 71.32 shown for each hour. At selected rep- 27. EI Centro-Yuma 5.92 0.01 resentative stations, counts are also 28. Redding-Nevada Line via Alturas______1.91 7.7$ 29. Peanut-Nevada Line near Purdy's 3.44 9.00 continued for the entire 24-hour 37. Colton-Nevada State Line_ 10.7 3 9.65 period and are extended to record 32. Route 56, Watsonville-Route 4 near Califs 5.25 1.55 each of the seven days of the week. 33. Route 56 near Cambria-Route 4 near Famosa ____ 17.82 1.37 34. Route 4 at Galt-Route 23 at PicketYs Junction _.___ 1.61 0.80 Traffic is segregated into the follow- 35. Route 1 at Alton-Route 20 at Douglas City______.______18.91 10.79 ing vehicle classifications: California 37. Auburn-Truckee ------13.03 7 6.60 passenger cars, out-of-state passenger 38. Route 17 at Mays-Nevada Line via Truckee River______5.79 2.10 39. Route 38 at Tahoe City-Nevada State Line 2.37 16.17 cars, buses, pickups, two-axle commer- 40. Route 13 near Montezuma-Route 76 at Benton.__._.______24.14 76.05 cial units, three-axle units, four-axle 41. Route 5 near Tracy-Kings River Canyon via Fesno______1.93 0.70 -_-____-___---- 10.23 6.68 units, five-axle units, and six-or-more- 42. Redwood Park-Los Gatos__------______-_-_-__-___-_-- 43. Route 60 at Newport Beach-Route 31 near Victorville 1.30 5.04 axle units. 44. Boulder Creek-Redwood Park__ 17.77 7.92 45. Route 7, Willows-Route 3 near Biggs. 79.71 18.36 Each year some minor changes in 46. Route 1 near Klamath-Route 3 near Gay______7.17 20.96 the census become necessary, such as 47. Route 7, Orland-Route 29 near Morgan______7.22 9.38 the relocation, addition, or discontinu- 48. Route 1 north of Cloverdale-Route 56 near Albion______.______17.84 3.91 49. Napa-Route 75 near Sweet Hollow Summit 10.00 8.17 ance of individual stations; but in 50. Sacramento-Route 15 near Wilbur Springs______6.58 11.86 every instance these are excluded in 57. Route 8 at Shellville-Sebastopol 4.73 4.38 determining comparison with the pre- 52. Alto-Tiburon ____ ---- 5.62 5.75 53. Route 7 at Fairfield-Route 4 near Lodi via Rio Vista__ 12.96 15.40 vious year, only those stations that 54. Route I1 at Perkins-Route 65 at Central House.______..___.______6.59 9.51

42 California Highways 1956 SHERWIN GRADE Percent gain or loss Sunday Monday Continued from page 41 ... Route Termini Gain Loss Gain Loss gravel and boulders were moved; 342,- 55. Route 5 near Glenwood-San Francisco.______12.18 14.32 000 tons of imported 56. Route 2 at Las Cruces-Route 1 near Fernbridge_____-______7.94 6.25 borrow material 57. Route 2 near Sanfa Maria-Route 23 near Freeman via Bakersfield 7 7.49 8.43 were hauled to complete the fills; 58. Route 2 near Santa Margarita-Arizona Line near Topock via 47,000 tons of crushed rock base and Mojave and Barstow------6.71 7.46 59. Route 4 at Gorman-Route 43 at Lake Arrowhead______9.20 7.91 46,000 tons of plant-mimed surfacing 60. Route 2 at Serra-Route 2 aT EI Rio______7.58 3.02 were placed to complete the pave- 67. Route 4 south of Glendale-Route 59 near Phelan ______11.48 6.38 ment. The old pavement was 18 to 20 62. Route 171 near Buena Park-Route 61 near Crystal Lake______.... 7.70 73.01 63. Big Pine-Nevada State Line------9.06 14.71 feet wide while the new is 32 feet 64. Route 2 at San Juan Capistrano-Blythe______2.05 1.85 minimum with one four-lane portion 65. Route 18 near Mariposa-Auburn______.. 1.20 0.54 that is 60 feet wide. Although the new 66. Route 5 near Mossdale-Route 13 near Oakdale.______14.04 10.81 67. Pajaro River-Koute 2 near San Benito River Bridge______23.85 1.08 route saves only 0.43 mile in distance, 68. San Jose-San Francisco_------__------_------10.06 10.55 savings in time, tempers and traffic 69. Route 5 at Warm Springs-Route 1, San Rafael.______1.15 7.72 70. Ukiah-Talmage congestion will multiply through the ------11.60 74.13 77. Crescent City-Oregon Line------__------_-----_------.------31.17 6.68 years to come and the savings in cost 72. Weed-Oregon Line ------2.73 5.75 to the motorist will soon repay the 73. Route 29 near Johnstonville-Oregon Line______11.68 14.33 initial investment in this modern high- 74. Napa Wye-Cordelia via Vallejo and Benicia.______3.15 2.65 75. Oakland-Junction 65 at Altaville------_------_---..------0.92 10.01 way. 76. Route 725 at Shaw Ave:Nevada Stare Line near Benton______16.43 16.32 One feature that may puzzle those 77. San Diego-Los Angeles via Pomona------9.47 7.66 traveling the new road is the series of 78. Route 12 near Descanso-Route 19 near March Field______10.59 3.73 79. Route 2, Ventura•Route 4 at Castaic______9.80 7.77 small lateral dams in many of the cut 80. Route 151, Rincon Creek-Route 2 near Zaca______21.12 16.33 sections. These were placed to prevent erosion and undermining of the pavement by storm water runoff on the Justus F. Craemer Retires From Public Service long grades and will be filled by nature during the first Nationally known as a newspaper- 1939. He served as president of the storms to form man and public official, Justus F. commission in 1942. a series of gentle gutter slopes. State supervision on this major Craemer retired from state service as His other activities as a public serv- proj- ect, which is the largest member of the California Public Utili- ant has included acting as Chairman ever undertaken in the Inyo-Mono Counties ties Commission on November 1st. of the Mountain Pacific States Con- area, was the responsibility of Resident En- Craemer was co-owner of the Or- ference of Public Service Commissions gineer Gene Snyder and his assistants. a~age Daily NezUS from November, from 1942 to 1946 and being President Don Westbrook was general superin- 1909, through 1946. He has been as- of the National Association of Rail- tendent for the contractor. The many sociated in the ov~~nership of the San road and Utilities Commissioners from hours these men devoted to the job Rafael lnclependent-Journalsince 1937. November 18, 1948, to August 11, assured the quality of the finished Craemer was President of 1949. the Cali- product. fornia IlTewspaper Publishers Associa- Craemer's other business activities tion for the period of 1929-30. He include an interest in the ownership was also President of the National Ed- of an orange grove in Orange County TEMPER itorial Association for 1932-33 and he for many years. He is presently serv- A person with a temper often gets has been President of the California ing as a director of the First National into trouble. If a person with a temper Press Association since 1943. Before Bank of Orange. In the past he has loses it when he drives a car, he may that period he was CPA vice presi- served as a Director of the Orange also lose his life, says the California dent for 20 years. Building and Loan Association, Direc- State Automobile Association. Many accidents are caused by one motorist His long life in public service in- tor of the Federal Finance Company trying to get revenge on another. cludes such activities as being a mem- of Santa Ana, Director of the Cali- When you drive, leave your temper ber of the California State Board of fornia State Chamber of Commerce and from 1936 through ].938 Craemer at home or you may not get home. Agriculture (State Fair Board), 1923- was the Chairman of the Republican 1928; private Secretary to Governor State Central Committee. During the 1955-56 Fiscal Year 21 Frank F. Merriam during 1934; Assist- His social and service affiliations in- grade crossings on state highways ant Director of the California State clude memberships in the Rotary were closed or abandoned by changes Department of Public Works, 1935- Club, Orange; the Press-Union League in highway alignment, by construc- 1937; Building and Loan Commis- Club, San Francisco; Pacific Railway tion of grade separations or by aban- Club, San Francisco; the Jonathan donment of railroad tracks, and three sioner, State of California, 1937-1939; Club, Los Angeles; the Family Club, ne~~ crossings were opened, leaving a and member of the California Public San Francisco, and the Common- total of 814 such crossings on state Utilities Commission since January 1, wealth Club in San Francisco. highways as of June 30, 1956. and Public Works 43 ~~~ ~ ro ~~ Intersection Improvement On US 101 and US 299

~y E. B. TF00MAS, Resident Engineer

RECENTLY COMPLETED lIl I~1SCPICC I 1S Increase features atrumpet-type interchange. the project in Humboldt County on 1947 1956 (percent) The free flow of traffic over this new US 101 between 0.6 mile north of Total traffic ______2,800 6,000 214 construction will be a welcome relief Plaza Avenue in Arcata and 1.0 mile 3-axle trucks ______54 400 741 to all concerned. As an interesting S-axle trucks ______80 290 363 south of Mad River, and on US 299 sidelight this intersection is the first between US 101 and the Mad River. The normal increase of total traffic interchange structure ever built in the Of primary concern in the incep- combined with the great increase of geographical limits of District I. tion of this project was the improve- heavy truck traffic made a revision of From the interchange structure US ment of the substandard intersection the US 299 intersection essential. 299 heads northeasterly on new align- of US 101 and US 299. Constructed In Two Stages ment for about 0.6 mile where it joins The existing intersection was a the existing road. From this point to The new facility consists of a four- right-angle abutment of US 299 the end of the project the existing lane divided highway, with a 22-foot against US 101 about 550 feet north of alignment is followed. median strip. The structural section an overhead structure to a railroad and The new alignment mentioned provided for 0.20 feet of Type B and county road. All westbound traffic on above supersedes about one mile of ex- 0.05 feet of open-graded plant-mix Route 20 (US 299) was required to isting US 299, which will eventually surfacing on 0.67 feet of road-mixed stop, then enter the almost continuous be reverted to the County of Hum- cement-treated base and 0.75 feet to flow of north-south traffic on US 101. boldt. Aconnection between this road 1.08 feet of imported subbase material. No traffic lights, turning lanes, or and the new construction has been The project was developed on a lim- channelization for this conflicting traf- provided about 0.8 mile easterly of ited access basis with frontage roads fic movement was practical because of the new US 101-US 299 intersection. provided where required by local the proximity of the existing over- A ctrl-de-sac has been constructed at conditions. head structure. To further aggravate the end of the abandoned state high- The improvement was constructed the situation, all traffic turning south- way at the site of the old intersection. in two stages. The first contract, for erly towards Arcata had to accelerate structures, was let in April, 1955, and from the stop sign, cross the north- Heavy Logging Traffic required an expenditure of approxi- bound traffic flow and travel up a 6 mately $360,000. This structure con- It is interesting to note that the percent grade to the old overhead ap- tract provided atwo-lane separation above-mentioned connection to the proach, a difficult feat for heavily structure for the ne`v US 101-US 299 e~usting road, although only a county loaded trucks. intersection and twin overhead struc- road connection, has the same structures on US 101 over the Northwest- tural section as the freeway. This re- Timber Land Area ern Pacific Railroad and a county quirement is imposed by the fact that US 299, extending easterly from road. a high percentage of all traffic over the Arcata to Redding, taps an immense The southbound lanes of US 101 road will be logging trucks serving the area of timber land which has been are entirely new construction lying seven lumber mills and one plywood heavily logged in post-war years. This westerly of the existing road, and mill along the superseded portion of highway provides the only outlet for therefore required anew overhead US 299, in addition to various mills the timber products, both logs and structure. However, the northbound west of Arcata which are reached via finished lumber, which must be lanes utilize the original roadbed loca- the county road under the overhead trucked easterly to Redding or west- tion and the existing overhead was in- structure. erly to the Arcata-Eureka area where corporated into the improvement. Three-fifths of the construction lies many mills are located and where fa- Timber trestle approach spans were predominately in the flood plain of cilities are available for transhipment removed and replaced with reinforced the Mad River Valley. The grade was by truck, rail, or ship. concrete girder spans, and the existing held somewhat above the surrounding The logging industry has conse- steel girder main span was widened ground throughout this section of the quently brought about a large increase with reinforced concrete to provide a project to provide structural support in heavy trucking over this route dur- 28-foot clear roadbed width. and assure adequate drainage. This re- ing the past few years. A comparison sulted in a "borrow job" with 150,000 of the 16-hour July Monday traffic Trumpet-type Interchange cubic yards of imported borrow being counts for 1947 and 1956 shows the The new intersection, about 1,500 set up against only 29,000 cubic yards following: feet north of the existing connection, of roadway excavation.

44 California Highways Barrow Work A hillside borrow site near the middle of the job, about 1.1 miles east of the existing US 101-US 299 intersection, was set up under a materials agreement and was used by the contractor. This material, a marine deposit of brown sandy clay and gravel, proved to be excellent borrow with R-values ranging from 30 to 74 and averaging 55. The native moisture in the pit was almost perfect, and the material compacted very readily just as spread from the trucks. Two 1 %- cubic-yard shovels and one 1'/z -cubic-yard dragline were used to load a fleet of twenty 8 to 10 cubic yard trucks for the major part of the borrow work. A daily production rate of 4,575 cubic yards in 10 hours was attained. Compaction was obtained using tractor towed sheepsfoot rollers and aself-propelled 4-wheel roller the wheels of which are faced with steel pads. Because the fills are nominal in height and overlay river bottom land which had been under cultivation for many years, compaction of the natural ground was required under all fills and roadway trenching was required to 2 % feet below profile grade in lieu of UPPER—Construction on US 701-US 299 inferchange north of Arcata. LOWER—Looking southerly the standard 2 feet. of US 101-US 299 interchange north of Arcata. and Public Works 4~ Big Clearing Job Development of the borrow pit en- tailed clearing off second growth red- MERIT AWARD BOARD WINNERS wood trees and brush and the removal of old redwood stumps up to 15 feet Employees in diameter. Small debris was burned of the Department of Public Works receiving certificates of award and commendation at the site; but, because of the diffi- during September and October, 1956, are: culty of burning the large stumps, Frank Brunner, Highways, San Diego, ommending that highway district safety en- the $150, for proposing a contractor split them, by blasting, modification of the $ineers design safety routes to be used in minor movement control. This control is case of fire or other disasters in a District down to a size that could be loaded used with a three-phase timer to add a VIII office building. While his suggestion into trucks and hauled them to a dis- fourth phase to the traffic pattern at signal- was not used, it brought to the attention of posal site. It is probable that more ized intersecrions. This enables the timing the administrarion the existence of a prob- effort was expended in clearing on the fourth phase of fluctuate directly lem and proper steps were taken to alleviate the with traffic demand and increases the the borrow site and removing the stumps pos- situation. sibility of a smooth traffic flow. In other Bruce F. Hockman, Highways, San Diego, than was required to clear the entire words, the modification makes possible a certificate of commendation for recom- variable roadway construction area. time feature which means the length mending that the "Earthwork Data Sheet" of Unsuitable a green light on a special turning move- be made in two distinct colors, one for ter- material developed in ment will vary in accordance with the de- several areas of the roadway rain notes and the other for roadbed notes. section mands of traffic making a movement. John E. Gere, Highways, Los Angeles, where the templated excavation pene- Francis Fisk, Architecture, San Francisco, $100 for recommending the use of a slurry trated into the wet, blue-black organic $25 for recommending that column num- seal coat for highway surfaces, and the soils underlying much of this area. It bers (and pile cap numbers) be shown on spraying of the pavement with water before was necessary mechanical and electrical drawings. This applying the mix. Slurry seal coat is an to remove this material suggesrion will be adopted as a general to an average asphalt emulsion mixed with rock•dust and depth of 2 feet below policy on all future drawings, including plaster sand. This mixture can be economi- subgrade with imported borrow or, in mechanical, electrical and architectural, as cally and rapidly applied to badly cracked cases where standing water was en- well as all other drawings, outlining work and shattered portions of highway pave- countered, with river-run gravel. All which must be orientated and correlated ments. While it is not a cure for all prob- unsuitable with the structural plans. lems it can and does act as a protecting material was disposed of in Lucy M. Enriquez, an old excavation Architecture, Los An- overlay and will in some places be substi- near the end of the geles, $25 for recommending that the tuted for the conventional screening seal. work on US 101. This pit was set up printed tracing paper sheets used by project Isadore Goldberg, Hayward; Neid V. Ma- in the Special Provisions as a manda- architects, etc., for preliminary budget plans honey, Sacramento; and John R. Christian, tory disposal site in conformance be cut to one-fourth inch from the inside Buellton; Division of Highway employees, with black border line a right of way agreement. so they will fit in the $25 a piece for suggesting a revision of Form standard flat drawer file cases and that all M-31, Cost Distribution Sheet. future printed drawing paper be printed Robert Miller, Placerville, Highways, 950 Series of Projects either the correct size or be trimmed to fit for suggesting the use of an attachment for these files. the "Tarco" salt spreader which permits op- This is the latest in a series of proj- Eleanor L. Lenau, Highways, Sacramento, eration of the sand control lever from the ects which began in 1952 to provide a $20 for recommending the elimination of driver's seat. This procedure allows one man four-lane divided highway from the posting estimates in vendor's index; the filing to operate the truck and spreader rather north city limit of Eureka, of all water bill postings alphaberically un- than having one man for each operation. through der and Arcata to this point, a total W; making of a posting for each It also permits safer operation by eliminat- distance of city or county on one card with a distinc- ing the need of a man on the rear of the 8.8 miles along US 101 and 1.7 miles tive symbol to designate the city or county truck. on US 299. department. John A. Brown, Eureka, Highways, $20 Plans for extension of freeway Oleg J. Devorn, Los Angeles, and Henry for suggesting a revision in the accounting con- W.Remitz, Sacramento, struction north on US 101 are under Highways, $15 each procedure regarding the collection of the for recommending draftsmen be supplied cost of repairing damages to state property. way with studies with well advanced for parallel edges instead of T-squares in Benjamin L. Potter, San Luis Obispo, the rerouting on a freeway basis from the structural drafting section. Highways (four-time winner), $25 for rec- end of this contract to 0.7 mile north Dale H. Kuiper, Highways, San Bernar- ommending the use of a firm steel founda- dino, certificate of commendation for of Trinidad, a distance of 13 %z miles. rec- tion for raised traffic signals rubber contact The next stage of units. Instead of using sand, asphalt, cement construction ac- similar tually scheduled is and materials for fill-ins, this em- for the reconstruc- April of this year and was completed ployee used steel bars and discarded steel tion of the existing Mad River Bridge in November. The bid for this con- salvage from the maintenance yard, as the and construction of basis for setting the contact units on. a parallel span and tract was $629,285. Mercer, Fraser approaches in the Cherie Mae Carroll, Sacramento, Archi- 1957-58 Fiscal Year. Company, Inc., of Eureka was the No further construction in tecture, certificate of commendation for this vi- contractor on both the structure and calling the attention of management to an cinity on US 299 is presently sched- unnecessary procedure, which resulted grading contracts. The work was un- in a uled; however, revision preliminary studies of der the direction of Alan S. Hart, Dis- of Administrative Notice No. 17. the section from Mad River Bridge to trict Engineer, and the author, for the Preston Ranch, a distance of 1 S miles, Division of Highways. The contract- A total of $1,726,919 was expended are now under way. ing firm was represented by R. W. by the Division of Highways for The current contract, covering Brown, president, and Harley Steven- snow removal and icy pavement sand- grading and surfacing was awarded in son, superintendent. ing during the 1955-56 Fiscal Year.

46 California Highways J(~ ~ I ~ ~ ~ /~~ Highway Engineers Keep v Abreast of New Methods

By BERNDT NELSON, Assistant Construction Engineer, Division of Highways

WxExEV~x highway construction is nuisance that will be more lasting than square yard for the first treatment, in progress there is the potential of our present method would be wel- subsequent treatments requiring about dust nuisance. The ordinary incon- come. one-half pound per square yard. veniences to the traveling public dur- Wetting Agents Water must be available for it; there- ing construction periods such as de- One method of improving results fore in dry areas the area to be treated lays during necessary traffic control, accomplished by using water is by use should be dampened just prior to ap- detours bypassing construction, addi- of wetting agents. Some materials nat- plication. The material is ideal for use tional distances, rougher temporary urally resist wetting, even when dry, where air temperature and moisture surfaces, etc., are accepted by the and the surface of other areas may ac- conditions are such that loss by evapo- average motorist without complaint. quire this characteristic by deposition ration during the day can be regained The effect of dust when uncontrolled, of slight amounts of air-borne hydro- during the nighttime hours of rela- however, is a major irritant, not only phobic substances of unknown origin. tively higher humidity. to the motorist, but to all within reach Where this condition exists, untreated of it—adjacent property owners whose Mixed Wifh Rock Salt water runs off to low areas and ac- crops, animals and homes suffer, busi- cumulates in puddles, the other areas Calcium chloride is in general use nesses—and to those who must' handle .remaining unaffected by the treat- as a dust preventive in the Midwest, the just complaints of those affected. ment. Wetting agents lower the sur- as that area is close to the source of Because of its far-reaching effect, face tension of water surfaces, causing supply. Freight costs represent ap- dust control is accentuated during the quick penetration on contact with proximately 50 percent of the total construction of state highways in or- road material and longer lasting treat- cost of $70 to $75 per ton to the user der to minimize the nuisance that can ment because of uniform and deeper on the West Coast. be caused by lack of control. penetration. Sodium chloride is also used as a dust preventive. Rock salt is the Dust Wetting agents are generally added Control Methods form in which at the rate of approximately one part it is generally used. Often in our highway construction The dust of agent to four or five thousand parts prevention obtained is from program, it is necessary to route traf- a of water for the first application, and different action from that of calcium fic from existing nondusting traveled chloride which prevents dust by keep- ways to other existing roads, or to de- about one part of agent to eight or ten water for ing the surface moist. Because sodium tours constructed for the purpose to thousand parts of subsequent applications. The cost of wet- chloride is not deliquescent, water permit uninterrupted passage of traffic must be added to it to form a solution. during construction of the new grade. ting agents of this nature is generally gallon, in For this reason rock salt is generally It may be even necessary to route the between $2.50 and $3 per 55-gallon drums. mixed with the road surfacing ma- traffic through the construction. At terials and water to the desired depth. times it is not feasible because of the Caleium Chloride Effective The water dissolves the salt and the time element, stage construction or resultant solution Where economical, calcium chlo- binds together the high cost, et cetera, to provide a dust- dust-forming ride is used to alleviate dust nuisance. materials when recrys- free surfaced roadway for a short tallization takes This product which can be obtained place at the surface period. Control of dust from this during the in flake or pellet form is effective be- periods of dry weather. source and from the contractor's haul- About cause it has a strong affinity for water. one and one-half pounds of ing operations is generally done by rock It attracts and absorbs moisture from salt is used per square yard per sprinkling with water. This type of inch of depth desired. The material dust control is used where a more per- the air and is dissolved in the moisture it collects. When added to a dust area, is produced on the West Coast and can manent method, such as paving, is not be obtained at a cost of $14 to $15 per considered economical or feasible. calcium chloride, because of the above action, keeps the surface slightly ton f.o.b. the plant. This is approxi- The results obtained are often tem- mately one-half the cost of calcium an moist. The resulting solution resists porary, ranging at times from chloride f.o.b. the plants in the Middle after evaporation and lasts longer than an overly wet condition shortly ap- West. plication through the drying stage un- application of water penetrating to the til dust conditions again demand a same depth. Some Products on Market repetition of the cycle and so on. Ob- When used as a dust preventive it There are a few proprietary prod- viously, any economical, easy, prac- is spread at the rate of approximately ucts on the market sold primarily for tical method of prevention of dust one to one and one-half pounds per dust control purposes. Although the

and Public Works 47 exact formulations of each are held on the roadway is possible to the road material. The shape of the road confidential by the manufacturers, the same degree as if just water alone had is maintained and surfaces that once information given is that in the manu- been applied. required intermittent watering and facture of the products, waste ma- Equipment—Application by asphalt blading throughout the dry period of terials asphalt from and lubricating spreader truck is not necessary as the the year can be treated ~~ith the ex- oil refining, used lubricating oil, pe- mixture can be applied with the same pectation that the treatment would troleum resins, water and chemical equipment used for applying water, last three to five times longer than additives are used and combined, fur- whether the water spreading equip- without the use of the added emul- ther refined, emulsified or cut back to ment is equipped with regular nozzles, sion. This varies, of course, with the create a product with dust-preventing a drilled pipe header or a spreading depth of treatment, some going to the characteristics when applied to un- pan. A separate operation of mixinD extent of blade-mixing material be- treated road surfaces. the water and the miaring emulsion is cause of the ease of doing so to ob- They are available xo the user at ap- not necessary either. Generally, the tain greater depth. Another advantage proximately $24 per ton at the refin- mixing emulsion is placed in the is that cold, wet weather is not a de- eries. Recommended application by spreading tank first and because of terrent; the increased mixing season the manufacturers is one-half gallon its complete miscibility with water, can be measured in months. per square yard. the water added to fill the tank creates The success of the method as a dust Gaining in popularity because of all the action necessary for uniform palliative lies in the fact that although excellent results, cost and relative per- mixing. the water used has performed a temporary task of settling dust, manency, and in tivhich increased in- Methods. Best results are obtained the it has also acted as a carrier of asphalt terest is being shown, is another if the material to be treated is previ- which remains in a thin film on the method of dust laying that has been ously wetted. This prevents quick treated material after the water has disap- tried with success in several locations drying and promotes penetration of peared by evaporation or percolation. in California and elsewhere. the diluted emulsion mixture. This is The dust particles are caused to Briefly, the method is the use of a especially true in hot weather when cohere or are made heavier by the greatly diluted solution of asphaltic quick drying will prevent penetration asphalt film which accumulates after each mixing emulsion and water—or to put and cause a decrease in the effective application, resulting in it more simply, the continued use of depth of treatment. a successively longer lasting treatment. eater but containing a small percent- Application rates vary, depending age of mixing emulsion. on the type of surface to be treated Materials—The mixing emulsion is and on the ability of the surface to RECORD BUDGET that conforming to Section 56(a) of absorb the application without run- Continued from page 36 ... the Standard Specifications quoted in off. Atotal application of 0.75 gal- part as follows: lon per square yard is considered are: a new Colorado River Bridge at about the minimum for the first treat- Blythe, in cooperation with the State "(2) Mixing Type Emulsion.—The bitu- of Arizona; minous base used in manufacturing mixing ment. Using 90 percent-10 percent a structure to carry the Olympic type emulsion shall be paving asphalt, Grade mixture, this means a net of about 0.04 Freeway over the Los An- geles 120-150 '~ * '" gallon asphalt per square yard. To River and the Santa Fe yards in "When tested in accordance with the Los Angeles; a avoid excessive runoff from tightly new bridge over Peta- standard method of tests of the AASHO luma Creek on State consolidated materials, it may be nec- Sign Route 37; Designation: T59' ~ *mixing type emul- the substructure essary to make more than one appli- for a new Sacra- sion shall conform to the following require- mento River Bridge at Rio ments: cation to obtain the total desired Vista; and new bridges over the Mad River "No separation within______30 days spread. in Humboldt County (US 101) and the "Viscosity, S. F., seconds.______20-100 The mixture has an initial appear- "Residue at 163° C., percent._____ 57- 62 Gualala River, at the Mendocino-So- «• ance similax Sieve test, max. percent______0.10 to muddy irrigation wa- nomacounty line (State Sign Route 1). "Cement mixing test ter, the black color usually associated The substantial allocations for rights not more than 2% with asphalt being only in evidence of way in the 1957-58 state highway "Modified miscibility with after application when an area has water—difference of asphalt budget will be used to clear the path chanced to dry without being sub- residue______not more than 4.5%" for still more new construction in suc- jected to traffic. This, too, disappears ceeding fiscal years, when even larger Although various proportions have within a short period, the only color federal apportionments are expected. been experimented with, a 10 percent evidence visible being a slight darlcen- mixing emulsion-90 percent water so- ing of the treated material. Some who lution seems to be the most practical have used the method claim a second- Fire hazard and noxious weed con- from the standpoint of ease of applica- ary advantage. In fact the primary trol on state highways cost' $549,480, tion, good penetration and the charac- purpose for the use of the method and $1,249,500 was expended by the teristics of being able to be placed has been in cases to promote cohesive- Division of Highways for erosion without pickup, splattering, staining ness whereby the road surface is held control and care of trees during the or interference with traffic. Travel together without "whip-off" of the Fiscal Year 1955-56.

California Highways Completes 30 Years of d ve m en Satisfactory Service By E. G. BOWER, Assistant District Engineer

UNVEx the recent District VIII blanket resurfacing contract, a portion of Mission Boulevard (U.S. 60) between the Riverside county line and Mira Loma has received its first real "assist" in 30 years of continuous duty as a traffic carrier. The original construction consisted of an 18-foot Portland cement concrete pavement four inches thick, constructed in 1914 by the M. R. Com- pany, Inc. of Los Angeles. This job extended from the Riverside county line to the Santa Ana River—a total length of 10.34 miles. By 1926 reconstruction was necessary. Under another contract, four inches of asphalt concrete were placed over the old pavement and six inches (in places) where a sand blanket was placed to raise the grade. It is this pavement which has given 30 years of "unassisted" service. Perhaps a look at the method of placing or the materials used will give us a clue to its long life.

Problems Encountered The final report for this project, written by Resident Engineer H. O. Ragan, gives a graphic account of the problems encountered and the nature of the work: "The old Portland cement concrete pavement 18 feet in width and four inches thick had become badly frac- tured—particularly that part between Ontario and the San Pedro, Los An- geles, and Salt Lake Railroad crossing. The adjacent soil along this portion is extremely sandy; in fact, during windstorms no little trouble has been experienced in keeping the highway clear of drifting sand. The most severe UPPER—Texture of old pavement as if looked before resurfacing. LOWER—Portable condition in this respect existed just batch plant at Champagne Siding. west of the railroad crossing and extending for a distance of about 4,400 and also lower than the original storms had subsided in order to make feet, where the highway parallels the ground. This condition consequently the highway safe for traffic. Thus, to tracks of the railroad. The grade line created a pocket in which the sand avoid future trouble in this respect, of the highway on this section was collected during windstorms and the grade line of the new improve- much lower than that of the railroad necessitated being removed after the ment was raised one to two feet. In and Public Works ~,9 six inches and the top set to grade of asphalt concrete shoulder widening. The headers on the left side were three inches by four inches and set to grade of leading course. Strips one and one- half inches by two inches were nailed on the large headers for pavement courses that followed. Much of the ground encountered east of Wineville was very dry and hard, making it difficult to drive header stakes. The contractor overcame this hindrance by em- ploying ~ ~ ~ an air compressor and drill for opening up the holes for the stakes, and a hammer of his o~vn design for driving them. He estimated that such an arrangement resulted in the saving of five to six laborers per day.~~~»

As~halY Concre4e Surfaee "Before laying of asphalt concrete surface, the old concrete base, from which the loose oil cake had been removed, was well cleaned by sweep- ing with stiff push brooms and then painted with an asphalt paint binder mixture consisting of 40 percent asphalt and 60 percent gasoline. Paint- ing was done well enough in advance of paving operations to allow for evaporation of the gasoline. The mixture was formed by first heating the asphalt to a safe temperature and plac- ~~~~ ing in drums to which the required m ,» ~`" amount of gasoline was added. It was then deposited on the base by buckets and swept as thinly as possible with light push brooms over the full 20- foot width." Materials for construction of asphalt concrete pavement consisted of crushed rock from Reliance Rock UPPER—OId sand subgrade, looking east. Raking old base course. Company, Covina, and Blue Diamond Company, Corona, shipped to the this connection, the contractor was for settlement: The resultant condition plant by rail; sand from a local sand given the choice of building up a new and appearance of the finished high- dune area hauled in by truck; and grade on the old pavement by means way on this particular section is rock dust from the Riverside Portland of imported earth borrow or utilizing favorable. ~ ~ " Cement Company delivered into the the available surplus sand along the contractor's trucks at Crestmore. Pav- sides of the highway. After studying Work Begun in 1925 ing asphalt, Grade "D" (50-60 pene- the condition closely from all angles, "Setting of wooden headers in prep- tration), was supplied by the Standard it was decided to make use of the sand. aration for asphalt concrete pavement Oil Company from its El Segundo re- Grade was constructed and headers was begun on December 20, 1925. As finery. The combined mix conformed placed just previous to paving opera- stated previously, the old pavement with the requirements of the Standard tions. Fortunately, standpipes of an was 18 feet wide, and the two feet Specifications of June, 1925, for base irrigation pipeline were just off the of widening was placed on the right, course, leveling course, and surface right of way line to the right and the or south, side only. The headers used course. grade was well-ponded with water on the right side were three inches by ...Continued on page 54

50 California Highways UPPER—View of road just before resurfacing. Note new eastbound roadway on right. LOWER—View of new road as it looks today.

and Public Works 51 Declines Noted During os n e~ Third Quarter of 1956 By RICHARD H. WILSON, Assistant State Highway Engineer; H. C. McCARTY, Office Engineer, and LLOYD B. REYNOLDS, Assistant Office Engineer

TxE cnLiFOxNin Highway Construc- tion Cost Index for the third quarter of 1956, counter to the fore- STATE OF CALIFORNIA DEPARTMENT OF PUBLIC WORKS cast made at the end of the second DIVISION OF HIGHWAYS quarter, stood at 249.1 index points (1940-100), a decline of 2.7 percent from the previous quarter. It exceeds PRICE INDEX the first quarter of 1956 by 13.5 per- C ONSTRUCTION COSTS cent and the high established in the 1940 = 100 fourth quarter of 1951 by 1.5 percent. It is believed that the current sag is 310 1310 temporary and that upward trend the aoo will be resumed in the fourth quarter 'soo of this year. 290 I2eo The present decline in the index 280 1280 was influenced by three of the eight Zoo ~z~o construction items upon which the zso 2eo index is based. Primary effect was zso zso caused by favorable steel prices ob- Zao 2ao tained on six large freeway projects zso ~1''~~1~~~■■~'■■■ zao situated close to fabricating centers. ~~ ~il~i~~~ ~~~~ Settlement of the steel strike in July x z2oz~o ~ ~~~z2o x which resulted in a three-year agree- ■nom... ..■~~r~.- ■~~~iit~ Z~o U 20~ ~~l~f1~~~1~ ment between labor and industry has 1~~~200 U effectively stabilized the price of steel a I9G 190 a to the extent that bidding against ieo ~~~~~~~~1~.~~~~~~~~ ieo future deliveries can be made with i~o ~~,~~~11~~~~~~~~~~. reasonable assurance. It is reasonable i~o to believe that during the second 160 160 quarter, considerable of the advance 150 150 in bid prices received on items in- iao iao volving the use of steel can be attri- 130 130 buted to inclusion of contingencies on izo the part of contractors for their pro- III~~~ izo tection in view of uncertainties con- iio ■N~~■■~~~~■t■ iio nected with renewal of labor agree- 100 100 o a rn v ~n ~o r m m o — N M a ~n co r m m ments and a possible strike which m m m m m m m m m m m m m m m m m m rn m materialized. FISCAL YEARS C JULY I TO JUNE 30) Bidder Competition Low Competition among bidders continues at a low average. The average ing interest in projects valued in ex- contractors prequalified by the de- number of bidders per contract dur- cess of $1,000,000, its weighted effect partment to bid in the various brackets ing the third quarter of 1956 stood at on the average is not pronounced but of project value remains in agree- 3.7 compared to 3.8 in the second the mainstay in holding to a high ment with former years which in- quarter and 4.5 in the third quarter average is the class usually evident in dicates that a decline in available bid- of 1955. While there is a marked de- bidding below $500,000 which has ap- ders is not the underlying reason for crease in the number of bidders show- parently vanished. The number of the low average obtained.

52 California ~►~hways THE CALIFORNIA HIGHWAY CONSiRUCT10N NUMBER AND SIZE OF PROJECTS, TOTAL BID VALUES AND AVERAGE NUMBER OF BIDDERS COST INDEX Cost (July 1, 1956, to September 30, 1956) Year Index 1940_------100.Q ------IIp to $60,000 X100,000 $260,000 8500,000 Over All 1941-_-_---_----_- to --- 125.0 Project Volume $50,000 to to to $1,000,000 Projects $100,000 $2b0,000 $500,000 $1,000,000 1942 ------157.5 1943.------156.4 1944------177.8 Road Projects No. of projects______136 28 21 14 6 ______244 1945 ------179.5 Total value*______$2,217,167 $1,992,687 $3,193,860 $4,707,232 $4,604,604 __ $16,715,560 1946 ------179.7 Ave. No. bidders______3.3 4.0 5.1 4.4 3.8 __ 3.7 1947._____ 203.3 Structure Projects 1948 _ 216.6 No. of projects______12 1 6 2 ______1 22 1949 Total value*______$221,051 $85,496 $928,044 $766,923 ______$1,098,618 $3,100,132 ------190.7 Ave. No. bidders______3.6 2.0 6.0 2.5 ______5.0 3.9 1950------176.7 (1st QuarTer 1950-160.6) Combination Projects 2 8 10 No. of Projects------1951 _-_----_--_---__- 210.8 $1,341,234 $21,048,2b8 $22,389,492 Total value*______------_____ (4th Quarter 1951-245.4) Ave. No. bidders------3.0 6.4 4.9 1952 224.5 _------Summary 1953------216.2 No of projects______147 29 27 16 8 9 236 1954 (1st Quarter)______199.4 Total value*______$2,438,218 $2,078,183 $4,121,904 $5,474,155 $5,9d5,83S $22,146,876 $42,206,174 Ave. No. bidders______3.3 3.9 5.1 4.2 3.6 5.3 3.7 1954 (2d Quarter)______189.0 i 1954 (3d Quarter) 207.8 * Bid items only. 1954 (4th Quarter)______192.2 1955 (1st Quarter)______. ______189.3 Total Average Bidders lay Months 1955 (2d Quarter)- ----__-_-_---___- 212.4 1955 (3d Quarter).______208.6 Average 1955 (4th July August September for third Quarter)______212,6 quarter 1956 (1st Quarter)______219.5 1956 (2d Quarter)______255.9 1956------3.8 3.7 3.7 3.7 1956 (3d Quarter)______249.1 19bb______4.9 4.2 4.4 4.5

The first projects included in the federal interstate highway program AVERAGE CONTRACT PRICES have recently "rolled off the assembly Asphalt line" and bids will shortly Crusher Plant mix pCC PCC B~ Structural be received Roadway reinforcing excavation, run base, surfacing concrete pavement, structures, steel, on these Pavement, steel, projects. This program will per cu. yd. per ton per ton per cu. yd. per cu. yd. per Ib. continue at a uniform rate but con- per ton per lb. sidered in the over all, the number 1940______$0.22 $1.54 $2.19 $2.97 $7.68 $18.33 $0.040 $0.083 will not be large during the ensuing 1941______0.26 2.31 2.84 3.18 7.b4 23.31 0.053 0.107 year for reasons 1942______0.36 2.51 4.02 4.16 9.62 29.48 0.073 0.103 explained in the re- 1943______0.42 2.26 3.71 4.76 11.48 31.76 0.059 0.080 lease of the second quarter index. 1944______0.60 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 Four of the eight items used in com- 1946______0.41 2.45 4.00 4.65 9.48 37.38 0.060 0.099 puting the construction cost index 1947______0.46 2.42 4.32 5.38 12.38 48.44 0.080 0.138 1948______0.55 2.43 4.30 5.38 13.04 49.86 0.092 0.126 showed an increase during the third 1949______0.49 2.67 4.67 4.64 12.28 48.67 0.096 0.117 quarter and 1950 ___ 0.40 2.25 4.26 3.75 11.11 43.45 0.079 0.094 three items were below 19b1______0.49 2.62 4.34 6.00 12.21 47.22 0.102 O.ib9 the average costs in the previous 1952______0.56 2.99 b.00 4.35 13.42 48.08 0.098 0.150 1953______0.51 2.14* 5.31 4.58 12.74 50.59 0.093 0.133 quarter. The tabulation of average 1st Quarter 19b4__ 0.45 2.28 4.23 4.78 14.89 47.52 0.092 0.126 contract prices contained in this 2nd Quuter 1964__ 0.38 2.09 4.29 5.18 14.28 47.12 0.093 0.114 3d Quarter 1964___ 0.43 1.85 4.68 7.00 12.63 49.59 0.096 0.162 report furnishes a comparison of the 4th Quarter 1954___ 0.36 1.78 4.83 __ 13.13 46.08 0.094 0.136 eight 1st Quarter 196b___ 0.39 1.69 4.6b __ 13.44 40.66 0.095 0.140 contract items in previous 2d Quarter 1965___ 0.42 1.99 5.39 14.46 61.36 0.098 0.136 periods. 3d Quarter 1965___ 0.41 2.33 6.43 b.70 13.46 49.64 0.093 0.132 4th Quarter 19b6___ 0.37 2.00 6.6'L 4.00 15.05 52.72 0.099 0.144 Roadway Excavafion 1st Quarter 19b6___ 0.40 2.08 5.40 6.50 14.05 52.61 0.105 0.166 2d Quarter 1956___ 0.61 2.06 6.27 __ 14.64 57.13 0.113 0.219 Roadway excavation advanced 1 3d Quarter 1956___ 0.62 2.27 6..t2 __ 15.57 56.32 0.121 0.178 cent to $0.52 in this quarter. The fluctuation is minor although it is a * Untreated rock base substituted for crusher run base at this point. new high since 1952. The increase of $0.21 to $2.27 in the price of un- average in the corresponding period this item. Project conditions during treated rock base is no doubt oc- last year. Prices for portland cement the quarter were not sufficiently casioned by the availability of supply concrete pavement averaged $15.57 as varied during the quarter to offset the source with respect to project loca- against $14.64 last quarter. The cur- effect of a few highly weighted con- tions. The current cost is still below rent quarter established a new high for tracts. Bar reinforcing steel prices

and Public Works 53 reached the new high of $0.121 in OLD A. C. PAi0E6~iElolT through the fu114 %z -inch depth on the this period. This increase is no doubt Continued from page 50 .. . Riverside County portion. Although attributable to the rise in steel prices. a grading analysis was made, the re- Use of reinforcing steel was suf~ici- Portable Batch Plant sults have no particular significance, ently widespread in the quarter to ob- These materials were mixed in a since they represent a combination of tain afairly true average. Unbalance 2,000-pound portable batch plant set leveling and surface courses, each of due to proximity or remoteness of up in two different locations during which met a different grading speci- projects to supply sources was there- the life of the job. The portion of the fication; however, the other test re- fore not evident. roadway now remaining in its orig- sults may be of interest: inal form was paved from the second Decreases ReflecBed Moisture content ______0.1 plant set up at Champagne Siding at Bitumen ratio ______5.7 Plant-mixed surfacing reflected a the county line. Referring again to the Specific gravity ______2.31 decrease of 15 cents per ton in this final report, we read that "mineral ag- Stability ______.59 period to $6.12. The extensive resur- gregates for the asphalt concrete mix- Swell ------0.000,• facing program was carried on state- ture were fed to the cold elevator at Permeability ______0 wide and representative projects in- the drier by clam shell. This did not volved fairly large quantities. The prove entirely satisfactory as far as Indications are that t~1e long service sources of supply being equally wide- control of material grading in the dif- I~'Fe of this pavement was due to a combi- spread contributed to maintaining an ferent bins; consequently, atwo-com- nation of factors. The low moisture con- is indicative of unbiased average. Class A portland partment bunker was installed over tent dry subgrade, which results in part from the: fact that cement concrete structures dropped the cold elevator of the the Champagne grade was raised one to two to $56.32 from $57.13 in the previous feet with plant and much better results se- blow sand in this area. The high quarter. The 81 cent stability drop in this item cured. * ~ ~ Multiple beam scales of undoubtedly contributed its share also, no doubt reflects the stabilizing effect the Warren Brother's type were em- and probably resulted from the interlock- brought about by settlement of the ployed. ~ ~ ~" ing of the crushed rock used in the mix steel situation e~sting in the last quar- "Distribution and handling of as- and the relatively low penetration of the ter. Delays in steel deliveries would in paving asphalt. (The 1949 Standard phalt concrete mixture at the place of turn, cause equal delays in completing Specifications, latest edition covering as- laying on the highway was done with structures particularly in those struct- phalt concrete pavement, require a mini- shovels, six shovelers and four rakers ures involving steel shapes in their mum stabilometer value of 35 and pro- handling the plant output. A pair of construction. The decline in structural vide for the use of paving asphalts patented mechanical asphalt spreaders having a range of penetration of 60 steel prices in this period from $0.219 -70, were given a trial, but as manipulated 85-100, or 120-150.) It is estimated that to $0.178 was commented on n the by the contractor's crew did not pro- the pavement has been subjected to beginning of this release. duce satisfactory results and after us- 16,700,000 equivalent 5,.000-pound wheel The accompanying graph shows a ing them for part of two days, they loads, even though the first 10 years of comparison of the California Con- were abandoned by the contractor, its life contributed only about one-eighth struction cost Index, the Engineering since he could not foresee their prac- of the total. News-Record Construction Cost In- ticability and saving in labor. The Under a contract with Matich Con- dex and the United States Bureau of greater part of the pavement laying on structors, a one-inch blanket of plant- Public Roads Composite Mile Index all the Riverside County section of the mixed surfacing was applied to the of which are reduced to the base, job was done during cold and windy roadway last summer, and it is antici- 1940-100. The last two mentioned weather, making it difficult to place pated that the road will serve future indexes are nationwide in scope. the mixture and roll at a suitable traffic requirements for many more The Engineering News-Record In- working temperature." years. According to the traffic count dex continues its upward course with- made last July, the highway is no~v out interruption. Its steady climb in- Tests of Interest carrying an average daily traffic of 9,600 vehicles, or about 4,800 per day dicates that adverse influence in any On June 27, 1956, just prior to re- on the north roadway. spotted locations is not sufficiently surfacing this 30-year-old asphalt con- felt to overcome the general trend. crete pavement, a sample was cut The E. N. R. Index is up 4.4 points or 1.53 percent over the second quar- GAOD DRIVER ter. One difference between mains to be seen whether the third a good and Belief was expressed last quarter quarter position will follow the na- a bad driver is that the good driver that the United States Bureau of Pub- tional trend of E. N. R. or the flatten- rarely gets himself into situations lic Roads Composite Mile Index would ing trend developed in California. where he needs to react swiftly to follow the course of the California Figures for the second quarter show avoid trouble. A bad driver, says the and E. N. R. Indexes. This assumption the B. P. R. Index to be up five points California State Automobile Associa- was substantiated when results of the or 2.27 percent over the first quarter tion, has several close calls almost computations became available. It re- of 1956. every time he drives.

54 California Highways • San Francisco-Oakland Bay I~~ r r Bridge Is Twenty Years Old

By HOWARD C. WOOD, Bridge Engineer oN NovE~is~x 12, 1936, President Dreaeoi Comnes True Francisco. But the quiet-living man Franklin D. Roosevelt pressed a gold Its completion marked the realiza- soon found the spectacle overpower- telegraph key in Washington, D. C., tion of along-standing dream of cities ing. Everywhere around him cars and set off one of the noisiest celebra- and communities on both sides of the flashed by, horns blared, and, to make tions in the history of the San Fran- bay. Sy midnight of that first day things worse, the shrill, frightened cisco Bay area. more than 200,000 eager, happy peo- comments and admonitions of his wife Factory `vhistles shrilled and aerial ple had flooded across the new bridge. were added to the cacophony. All this bombs exploded while thousands of Opening celebrations in San Francisco amidst a tangle of cables and struts people cheered. Hundreds of crowded, and Oakland lasted four days. and gleaming towers that seemed to reach to the sky. Finally, the little man gaily-decorated fishing boats and pri- impact of so imposing a struc- The could stand it no longer. Pulling over vate pleasure craft churned the wa- upon the citizens of the Bay area ture into the right lane he stopped his ters of the bay. Overhead, 250 fighter in some cases, over- was strong and, truck and, while the horns and cries planes roared through the sky while ~~helming as exemplified by the story of frustrated motorists sounded behind high above a lone aircraft traced the the little farmer from an East Bay of him, walked up to the nearest emer- words: "The bridge is open." community who, shortly after the The telegraph key pressed by the gency call box and pressed the but- opening of the bridge, decided to see President 3,000 miles away had blinked ton. As he explained to the emergency it for himself. Accompanied by his on green lights marking the formal crew who answered his call, he had small truck west, opening to the public of the San Fran- wife, he headed his had all he could take and would they cisco-Oakland Bay Bridge, the largest joined the flow of cars malting for the please get him out of there, a plea, structure of its kind planned and toll gates and soon found himself on it may be added, that many a modern erected by man. the bridge rolling along toward San day motorist admits to feeling when

Governor Frank F. Merriam uses blow torch to sever chain signalizing opening of San Francisco-Oakland Bay Bridge fo tragic. Dignitaries, left fo right: State High- way Engineer Charles H. Purcell, who built the span; former President Herbert C. Hoover; Governor Merriam; Charles Henderson, Director of RFC; U. S. Senator William G. McAdoo; Director of Public Works Earl Lee Kelly.

and Pub9ic 1~'✓orks 55 entering on to a heavily trafficked urban freeway for the first time.

One of World's Wonders It was hard for anyone, and especially aCalifornian, to repress a feeling of pride when he gazed upon the mighty structure across the bay, which immediately claimed and has held a place among the wonders of the modern world. The statistics of the new bridge were impressive and often record-shattering. To begin with, it was the longest high level bridge in the world (a record it still holds) with 4% miles of structure and another four miles of approaches at the San Francisco and Oakland ends, for a total length of 8% miles. The towers of the suspension section across the West Bay were more than 500 feet high and from them hung 28-inch-thick cables supporting a two-level roadbed with six lanes for autos on the upper deck and three lanes for busses and trucks plus two Expert divers were used extensively in laying the foundations for the bridge caissons tracks for electric interurban trains on the lower deck. Each cable had Island. It rose rapidly during the war crew of 60 painters is kept constantly 17,464 separate wires in it and there years when it handled heavy military busy painting and repainting the was enough wire in all the cables to and war industry traffic between San bridge to protect it from the ravages stretch nearly three times around the Francisco and Oakland and the mili- of corrosion by spray and salt-laden world. tary establishments on Treasure Island. winds and the exhaust fumes from Record Deptrh Below Water thousands of autos and trucks. 90,000 Vehicles The bridge piers had established per Day new engineering records for depth be- In addition to bearing the brunt of Safest Stretch of Highway low water, the base of one pier having commuter traffic across the bay it was Even though on the basis of com- been sunk to a maximum depth of 242 also designated as the western termi- parative accident statistics (per mile feet. The concrete and reinforcing nus of two transcontinental highways, of vehicle travel) the Bay Bridge can steel in the bridge were enough to re- US 40 and S0. Now carrying an aver- claim to be the safest stretch of high- build all the large office buildings in age of 90,000 vehicles a day and well way anwhere in the State, traffic tie- downtown San Francisco. The tim- over 100,000 on peak days, it is often ups, the universal headache of all ber used to put up the structure referred to as the "Main Street of the heavy traffic roads, are one of the would build 3,000 five-room dwellings, Bay Area." chief concerns of the bridge staff. A enough for a town of 15,000 people. From the beginning, the mainten- traffic accident with the consequent The tunnel through Yerba Buena Is- ance and operation of the bridge was blocking of one or more lanes, espe- land connecting the West Bay sus- a task of major proportions. At the cially during rush hours, can cause a pension crossing with the East Bay present time bridge personnel, under chain reaction jam-up that extends for cantilever crossing was the largest the direction of the author and his as- miles. It also causes frayed tempers bore vehicular tunnel in existence. sistant, Carl Hamilton, number some which tend to bring about more ac- From the time of its opening the 300 for the Bay Bridge itself. Another cident-prone conditions. bridge assumed a vital role in the 150 persons, also under their direc- Service crews are always standing transportation picture of the Bay area. tion, are assigned to the other State- by to man the emergency fleet of six After the first influx of sightseers fol- owned toll bridges in the area, the tow trucks, one fire truck and four lowing its completion the traffic count Dumbarton, San Mateo-Hayward, and special bridge service pickup trucks steadied at an average daily figure of the recently-completed Richmond- or "cruisers." During the peak traffic 25,000 vehicles. The count fell ofd San Rafael Bridge as well as the Car- hours from 7 to 9 o'elock in the morn- slightly in 1938, rose markedly during quinez Bridge near Vallejo. ing and 4.30 to 6.30 in the evening the 1939 with the opening of the San Maintenance against the elements is four radio-equipped "cruisers" are Francisco World's Fair on Treasure an ever present problem. A permanent constantly patroling back and forth

56 California Highways with the traffic on the bridge to spot dicate that during the time the show cific could "kill two birds with one any trouble or to be closer at hand was on the air accident reduction on stone" and install some types of fa- when trouble on a parricular section the upper deck was 25 percent. cilities to derive extra income which of the bridge is reported to them. For 20 years, now, the bridge has should pay at least some return on existed as a reality, a magnificent the immense outlay. Therefore, it was Emergency Service spectacle of proportioned towers, proposed to "erect booths and saloons Speaking in terms of averages, these cables, girders and piers spanning the on the remaining space on the deck crews can look forward each day to bay. It has become so much a part and to make the bridge a place of changing six flat tires, bringing gas or of the scenery that it is easy to forget popular resort for moonlight prom- oil to 11 stalled cars and towing an- that for a long time it was only a enades." other 11 off the bridge due to engine dream in the minds of men. Needless to say, the bridge was trouble or some other reason. One out never constructed. of every 20 of the tow-offs is the re- Dream 100 Years Old In the years that followed, innum- sult of an accident. Once every seven Just how or when this dream first erable private enterprises for the con- days they can expect a fire of some took form it is not easy to say. Per- struction of abridge over the bay sort on the bridge. Putting it another haps, first, only as a thought in the were launched by always enthusiastic way, since the bridge was opened to mind of an Indian or a Spaniard as he and sometimes capable men, but none the public in 1936 these crews have stood looking out over the gray-green of these ever became anything more changed nearly 47,000 flat tires, towed waters of the bay. than schemes on paper. 76,500 stalled vehicles off the bridge, The first formal expression of the San Francisco's Supervisors Aet brought gas or oil to 78,000 more and idea seems to have occurred just 100 put out just over 1,000 fires. years ago when an arricle in the now The San Francisco Board of Super- Handling the tolls claims the largest defunct newspaper Alta Californian visors might claim some credit for portion of bridge employees. In addi- reported the State Legislature as de- getting the bridge on the road to re- tion to their duties of collecting and bating, rather perfunctorily as it ality when it declared a transbay guarding an average of $26,000 in turned out, the feasibility of attempt- bridge to be a commercial and eco- tolls each day, the more than 100 toll ing a transbay bridge. nomic necessity for the area, but that it must not be private enterprise, officers, sergeants and lieutenants Some say that the idea really began a thereby laying the problem in the lap under Captain M. L. Silvey find them- in 1868 when an editorial entitled "A of the State of California. selves faced with a variety of extra Bridge Across The Bay" appeared in The first concrete aid came in July, problems all the way from detecting the San Francisco Bulletin. It began: and apprehending a drunk driver to 1921, when the San Francisco Motor "What do our readers think of a rendering assistance to some Car Dealers appropriated $12,000 for solid citi- bridge from Hunters Point to the zen who finds that he has come preliminary borings by Ralph Mod- away Alameda shore? Is that not consider- from home without any jeski and John Vipond Davies. The money in his able of a bridge pockets. ?" next hard cash was not forthcoming The editorial went on to say that Radio Broadcasts until eight years later when the City the Central Pacific Railroad Company of San Francisco supplemented the In spite of what an average motor- had the matter under consideration amount with $40,000. But the tenuous ist might think when he happens to be and only awaited a franchise from the dreams of the earlier decades were caught in a traffic jam, his safety and State to enable it to commence work. taking on form and even a little sub- convenience are the constant concern stance. In May, 1929, the California Wide of the bridge staff. One recent inova- Some Bridge Legislature created the California Toll tion was to allow a local Bay area The bridge was to be 125 feet wide Bridge Authority. Five months later radio station to beam a week day pro- (the roadway of the present bridge the Hoover-Young Commission was gram direct from the bridge itself. is 58 feet), would cost S% million dol- formed with Mark L. Requa as chair- Known as "Car Tunes," the program lars according to engineering esti- man. The commission was charged originates from the central dispatcher's mates of the time, and would be be- with the task of recommending a so- office at the toll plaza where all the tween four and five miles long. It lution to the San Francisco-Oakland latest information about traffic condi- would be erected on stone piers "after Bay Bridge problem. tions on the bridge is available. Em- the most approved and substantial ceed by one of the radio station staff, method" and have several "draws" to Purcell Built Bridge the broadcast is aimed primarily at the let light and heavy vessels through. Secretary of the commission was tired commuter wending his weary The deck was to provide room for a the late Charles H. Purcell, then State way homeward over the bridge be- double railroad track, a double thor- Highway Engineer, and later State tween 4 and 6 p.m. The show supplies oughfare for vehicles and a double Director of Public Works, who was him with information on bridge traf- walk for pedestrians. to play such a vital part in financing, fic conditions along with music and The editorial admitted that it would designing and constructing the bridge. news, and. is apparently having some be much cheaper to build a road On February 20, 1931, the Con- effect on driving habits. Statistics in- around the bay unless the Central Pa- gress of the United States passed an and Public Works 57 act "granting to the State of Califor- nia the right to construct, maintain and operate a bridge across the Bay of San Francisco from Rincon Hill in San Francisco by way of Goat Island (Yerba Buena) to Oakland." On May 25th, Governor Rolph signed Chapter 400, Statutes of 1931, which appropriated $650,000 for the completion of plans and specifications of the San Francisco-Oakland Bay Bridge. In August, Purcell was appointed Chief Engineer of the Cali- fornia Toll Bridge Authority with Glenn B. Woodruff as Engineer of Design. On September 15th the San Francisco-Oakland Bay Bridge offices were officially opened at 500 Sansome Street in San Francisco and the San Francisco-Oakland Bay Bridge Divi- sion of the Department of Public Works was created with Charles E. Andrew as Bridge Engineer.

Financial Hurdle Plans for the bridge were well on their way at last, but the biggest hurdle of all still remained: the financing of the structure itself. With the country in the grips of a depression, money was not easy to come by. It was hoped to finance the bridge through the recently instituted Reconstruction Fi- nance Corporation. However, to do so it would be necessary to amend the act as it then stood so that it would include such self-liquidating projects as the San Francisco-Oakland Bay Bridge which, though financially sound, could, according to state law, Looking easF from east portal of cantilever section of Bay Bridge only raise the initial loan by pledging state credit and not by putting up collateral. Loan App9ied For who, as personal representatives of Governor James Rolph, went bacic to Purcell was appointed chief repre- On June 20th he telegraphed that urge favorable consideration by the sentative for California in this matter the desired changes in the financing R. F. C. and from May to July of 1932 he provisions seemed assured. On July September was in Washington, D. C., appearing 22d the Department of Public Works On 16th the R. F. C. announced before congressional committees and made formal application to the Re- its approval of the design of other groups stressing the importance construction Finance Corporation for the bridge. On September 27th Cutler of the bridge and other similar proj- $75,000,000 to build the San Fran- obtained a personal interview with ects around the country. He pointed cisco-Oakland Bay Bridge. On August President Hoover and reported the out their financial soundness, their em- 31st, Purcell, accompanied by Engi- Chief Executive as favoring the financ- ployment potential, and advocated the neer Andrew, returned to Washing- ing of the bridge. On October 10th inclusion of necessary clauses in the ton, D. C., to present the engineering the R. F. C. agreed to purchase $61,- of California u'agner Bill to enlarge the scope of facts concerning the bridge to the 400,000 Toll Bridge the Reconstruction Finance Corpora- Reconstruction Finance Corporation. Authority bonds, enough to insure construction of the bridge. tion to enable it to buy bonds from They were later joined by Joseph R. political subdivisions of public bodies Knowland and Harrison S. Robinson Money Not Easy so as to start construction of self- of Oakland and Leland W. Cutler and In light of present-day trafFic it has liquidating projects. George T. Cameron of San Francisco often been argued that the bridge

~$ California Highways UPPER—Night scene of Bay Bridge during spinning of gigantic cables for the suspension section. LOWER—View of Bay Bridge just after its opening to tragic. planners were not generous or far-see- Purcell and his staff were well aware ideas, based on this premise, called for ing enough in their designs. Few peo- of possible future demands on the greater deck width on the bridge. But ple realize that from the beginning bridge and that some of their original what is often forgotten in these pros- and Public Works 59 perous days of 1956 is the dearth of launched. Within a few months work "The first fatality in the construction of ready cash back in the early 1930's and on the East and West Bay crossings the bridge occurred today when Harry V. the consequent restrictions that the was in full swing. Hill, pile driver, age 50, fell 20 feet into the R. F. found bay while working on a material dock on.. C. necessary to place on A look at the compendious "Log Yerba Buena Island:' all projects coming before it for con- of the San Francisco-Oakland Bay sideration. The original hopes for a Bridge" shows that although the work And again, on November 25th: wider bridge had to be modified down proceeded steadily and even ahead of "Louis R. Knight, rigger, lost his balance. to the present 58-foot roadway if the schedule during the next three years and fell from Pier E-4 into the bay at 10.15 structure was to meet R. F. C. financ- it was not without its occasional set- a.m. His body was recovered at 1.45 a.m. the following ing requirements. Otherwise, it could bacics. day." not have been financed. For example, on January 16, 1934, And on December 14th: When Earl Lee Kelly was appointed we note: "Lloyd J. Evans, diver, died of caisson Director of Public Works (on October 13, "Caisson No. 6 ~ * '" standing at about disease. He had been working at a depth of 1932) he immediately announced that he elevation minus 138 feet, suddenly, a little 112 feet. After being brought to the sur- was retaining Purcell as State Highway after 6 p.m., tilted toward the east and face he collapsed and was rushed to the de- Engineer and Chief Engineer of the Toll settled out of level eight feet in about 10 compression chamber at Harbor Pier 24 Bridge Authority. "In my opinion;' Kelly seconds. Dredging was immediately started where attempts to save his life failed:' on the west cylinders. " '" '"" said, "C. H. Purcell is one of the out- In all, 20 persons lost their lives ire standing engineers of the United States Minor Problems the construction of the bridge. and. I think that I am indeed fortunate to The following morning commuters have in my department a man like Work Progress Good him upon whose shoulders will fall the crossing the bay on the ferries were responsibility for the engineering skill alarmed by the obviously tilted posi- In addition, there were strikes and the building of the great San Fran- tion of Caisson No. 6 and Bay area which, on several occasions, slowed cisco-Oakland Bay Bridge." newspapers were deluged with phone up work or even brought it to a On February 28, 1933, bids were calls. Editors began to contact bridge standstill for a few days. In spite of opened on the West Bay substruc- officials to find out what had hap- this, the general work progress was ture by Governor Rolph before 500 pened. Purcell and his staff conferred good. The spinning of the huge cables persons from all over California in the and in order to avoid any sensation- for the suspension section, which re- Senate Chambers of the State Capitol. alizing of the story issued a statement quired the setting up of special ma- The opening of bids on the East Bay to all papers explaining that although chinery on the San Francisco side, substructure and the superstructure the caisson was tipped it presented no was completed in January, 1936. bids for both crossings plus the tunnel unusual engineering difficulty and that When the bridge was opened to the had to be postponed a few days be- no danger to the pier was involved. public in November it was six months cause of the bank holiday declared by The newspapers not only cooperated ahead of schedule, a tribute to Pur- the President. by not overplaying the story but ac- cell and his staff as well as the con- tually attempted to outdo each other tractors and their men who had per- Contracts Awarded in minimizing the risks and quieting formed the actual construction work. On April 28th the Director of Pub- the concern of commuters. What of the future of the bridge? lic Works awarded contracts to the As if this were not enough for one Physically speaking, there is no rea- successful bidders. day the "Log" also records that a son, engineers say, why it could not Ground-breaking ceremonies took shale slide started on the south side last for several centuries if properly place on Yerba Buena Island on July of the west approach on Yerba Buena maintained. Or as the man in charge 9th. Governor Rolph turned the first Island and continued throughout the of the bridge, Howard Wood, puts it, shovelful of earth. President Roose- 18th, 19th and 20th. it should last long enough into the velt in the White House at Washing- future And on April 23d of the same year: until other modes of transpor- ton tapped a telegraph key which set "At 5.30 a.m. the roof and north side of tation render it and the automobile off three blasts, one on Yerba Buena the north anchorage tunnel on Yerba Buena obsolete and make it nothing more Island, and the other two on Rincon Island caved in." than a museum piece spanning the Hill in San Francisco and at the foot No lives were lost but more than a bay to remind future generations of of 14th Street in Oakland where over- month was needed to complete the the glories of the past. flow ground-breaking celebrations work of mucking out the thousand were taking place. tons of fallen debris. Queen of Bridges Actually, construction had already But what about the immediate fu- begun a month earlier when work was Inevitable Aeaidents ture of the bridge and its place in the started on laying the piers for the Nor could a project of such magni- transportation picture of the Bay area? West Bay substructure. A few days tude and duration be completed with- It has been recognized for some time after the ground-breaking ceremonies out its share of tragedy. now that it cannot handle all of the work was started on boring the tun- On August 4, 1933, only two expanding traffic in the region it nel through Yerba Buena Island, and months after major construction work serves and that additional bridges will on July 27th the first caisson was had begun on the bridge, we read: be necessary. Surveys are now under

60 California Highways forgotten Street Finds Business Better SOUTHERN CROSSING Continued from page 38 ... NEWppRT —The "forgotten Motels—there are two of them, the BEacx Southern Crossing, plus a reasonable street" —old Newport Boulevard — Mesa and Newport Harbor hostelrys, margin of safety therefor, similar to never had it good. faced the most serious threat. These so the toll covenants relative to the au- Three its existence as a establishments depend the tourist years ago on thority's financing of the San Mateo- thriving business district appeared trade and main travel routes for busi- Alameda, Richmond-San Rafael and doomed State Division of ness. Both by the proprietors fought the free- Carquinez Strait bridges. Highways' project of fencing it off way, but inevitably lost. If the authority determines to pro- and rerouting traffic over aditch-type Now, Mrs. Adeline Jackson, owner ceed with such further steps as may .freeway. of the considers the Mesa Motel, re- be necessary to finance the construc- Merchants, hostelry owners and sult aboon to business. tion of the minimum Southern Cross- residents fought the freeway. The "Business has never been better," ing, we strongly recommend that two-lane boulevard had for years she says. year we lost "The first badly, provision be made in the authorizing been the main route from Santa Ana but now we have more to offer be- bond resolution for financing the costs and Costa Mesa into resort Newport cause it is quieter and easier to get in of paving the railway portion of the Beach, and to change this would be a and out of. Of course, to hold the Bay Bridge in the event that such ac- disaster. trade longer we opened kitchenette tion appears to be necessary or desir- The business district had developed apartments. Now people are freeway able, even though an increase in tolls and seemed to, be flourishing because conscious and motel seekers are be- may be required for that purpose. this route was heavily traveled * *~ *~ ginning to look off the main routes Furthermore, although it is perhaps people said "the ditch" would make for a place to stay." somewhat beyond the immediate it a "forgotten place" and property It Paid OS scope of our assignment, we recom- owners looked for the worse. Mrs. L. Woodward, mend that at the same time serious But a strange turn of events saved E. proprietor of the neighboring consideration be given to the advis- the business district and three years Newport Harbor Motel, ability of imposing basic rates later a survey of some establishments said the freeway paid off in of toll the end by bringing in excess of 25 cents on the Bay Bridge shows "business is better than ever." more people into the area. and the Southern Crossing coinciden- tally Gambled and Won "We depend on visitors and, the with the financing of the latter more visitors in order to assure the success of that Some merchants, such as Claude L. the better the business," she explains. financing and also the authority's abil- Blood, gambled on the boulevard and Like Mrs. Jackson she felt being ity to meet the future requirements won. Blood bought a former real off the "main line" is an of es- transbay traffic in an economically tate office that had been abandoned advantage and safer for children visitors. sound and businesslike manner. when the freeway opened. His friends, "Then he said, called him "nuts." But today —I wouldn't have believed our ing with the State, but it Blood has one of the busiest pet shops business would be better than was like talking to a blank in the coastal area. than ever," Mrs. Woodward stated, wall." "but it is." And the Beacon Auto Parts man- He claims the less traveled street Some other apartment agement Floyd E. Hubbard, one of has helped the parking problem and and motel owners said they changed the few merchants who did not op- allows local residents to use his store their style of advertising to meet pose the freeway, claims he saw the without the frantic problem of fight- the problem of being shifted away "better business picture then." ing heavy boulevard traffic. from traffic. "We left cards at big recreation spots * * ~ Hubbard, who has been in business impressing the fact that we are on a for eight years, claims trade has way to determine the feasibility of quiet street," one businessman ex- tripled since the freeway opened in financing and constructing a southern plained. early summer, 1953. crossing of the bay, and most engi- Store owner Mike, Santa Cruz, of "Before people were afraid to stop * neers and civic planners see a time in Boulevard Liquor Market, 449 North * '* now it is easy and comfortable," the not too distant future when the Newport Boulevard, admitted he had he explained, "and parking, the life mushrooming population will require some worrisome moments at first. source of a good business, is tremend- even a second somewhere ously better." new bridge "Better Than Ever" near the present It appears from other observations one. "But now business is better than of the one time "main drag" that pros- But one thing is certain. Whether ever. On Sundays before the bumper- pective merchants are taking an she is ever equaled or bettered in size to-bumper in- traffic kept trade down. terest an this quiet route too. the present Bay bridge will always be People couldn't stop or get in. We At its south terminus a multibusi- assured a place in the hearts of the now do more local business and have ness shopping center has people of the Bay area who have seen better been built accommodations for parking, * ~ ~` with its store backs her stand alone and unchallenged as etc. significantly My business dropped badly for turned on the freeway. queen of them all for 20 years. eight months. ~ *` * I remember argu- From Santa Ana Register and Public 1h'orks 61 GLl~D YOU LIKE 19' ~4i~! EXPERT WRITES ARf APPRECIATION

SAN LORENZO~ CALIFORNIA PARANIOUNT~ CALIFORNIA NAPA, CALIFORNIA

KENNETH C. ADAAZS, Editor KENNETH C. ADAMS, Editor KENNETH C. ADA1~4S~ E(,~ZtOY DEAR Six: I thank you for again DEax Srx: I would like to take this We have received your magazine having the opportunity of receiving opportunity to thank you and the for almost a year. We appreciate and California High~zvays and Public State of California for the privilege of enjoy each copy and look forward to Works magazine for another year. receiving the Calif or~zia Highways and the next. The copy that I receive passes Public Works magazine. Being in the sales and service busi- through the hands of many of my In my work as a bus driver and ness end of automotive transportation friends and business associates in the tour conductor for Pacific Greyhound we appreciate your report on the telephone company district ofFice in Lines, I travel many miles of our highway development and progress the East Oakland area. Its arrival is Country's highways annually, with that is being made for safer transpor- always cause for attention and discus- passengers from all walks of life, from tation. sion. many parts of the Country, some fre- Sincerely yours, Further use of its contents is made quent travelers, others for the first WESLEY COBB when it is forwarded to a member of time in California. I am sure it would be gratifying the Alameda City Council. if you could hear the FROM A BANKER Again I thank you. general reaction of so many of my passengers concerning our highways BANI~ OF AMERICA Yours truly, in California. Atypical comment— SACRAMENTO, CALIFORNIA "California highways in general are !~/IR. KENNETH C. ADA1~iS RICHARD D. CARROLL the best in the Country." DEAR MR. ADA1b1S: CaIZf OY3lla HZg'I~- I personally obtain much of my in- wc~ys ~tncl Public Works is one of the formation and facts from California finest publications that I have been privileged to read each month; A WELDER Hi~hzUays and Public Works. in fact, WRITES just as soon as Yours very truly, it is received it is read WESTERN WELDING WORKS carefully from cover to cover since Carmichael, California L. A. PREY the contents are so interesting and KENNETH C. ADAMS, Editor well prepared. DE4R Mx. AvnM.s: I want to express Cordially, my appreciation for your fine maga- G. zine THANKS K. CUNNINGHAM which I have been reading for Vice President some 10 or 12 years. Being in the MR. KENNETH C. ADAMS, Editor welding business, I have been espe- DEnx Six: I wish to express my ap- YOUR TFIANKS APPRECIATED cially interested in the development of preciation of California Highways and the new Carquinez Crossing, because Public Works, which my family and RODEO, CALIFORNIA of the gaining acceptance of welding I enjoy very much, parricularly the MR. KENNETH C. ADAMS, ECZZtOY in all types of structures, particularly informative manner in which each DEAR MR. Ana~~s: I wish bridges. to thank subject is presented. We definitely you for California Highways and I have also enjoyed the articles con- admire your department's contribu- Public Wos~ks. Each copy we receive cerning prestressed concrete girders tion towards the progress of our great tells us a new story of a new highway and piles. Of course I enjoy the whole State. or bridge, etc. We enjoy reading it publication, but the above in par- Very sincerely, very much and we pass them on to ticular. our friends so they may read JOAQUIN VERGARA them. Yours very truly, 4701 Yosemite Way Yours truly, RANDOLPH K. SULLIVAN Los Angeles, California MRS. DOROTHY VAUGHAN

62 California Highways lVIAGA~INE USEFUL WILL DO A BO~d1/ TO GOOD SA~,+iARITAIVS IS MR. FRANK MISSOURI STATE HIGHWAY COMMISSION EARP~ CALIFORNIA B. DURKEE Director of Public Works Jefferson City, Missouri DEAR MR. have no~u ADAMS: We MR. KENNETH ADAMS, Ed2tOY received publication Sacramento, C~LZfOY722G1 C. your wonderful I note it is time again to make a for immensely DEAR MR. WeC~rieSday~ 19 years. We enjoy it DURKEE: Ori request for continuation of my name every and look forward to receiving Qctober 24th, I was hopelessly snow- on the mailing list to receive Califor- issue. It and inter- bound from the is very informative at Gold Lake away nia Highways and Public Works. I esting. story county Graeagle, in It gives the "inside" of road, Bassets to desire very much to be retained on every undertaken There was project that is and Plumas and Sierra Counties. your mailing list. This magazine is miles; my car completed. no communication for not only read and studied by myself, looked as if my wife Just keep up the good work. was stalled. It but is also circulated among my senior and I were in for a very bad time. I truly, engineers, assistants, locators, and de- Yours about walk 12 miles through was to signers here in the main office. It is FRANK BRITTOV the snow to Graeagle for help, when retained and used as a reference and Guy Robinson, Nevada County Su- is considered almost invaluable to us. 9iOLLISTER TFIANKS YOU pervisor, and Chester Butz of Downie- HOTEL DEL CORONADO ville, recently retired from the Divi- Very truly yours, Coronado, California sion of Highways, came along. C. P. OWENS DEAR IVIR. ADAMS: COriP~'TStll1at10riS They not only got me out of the Engineer of Surveys on the September-October issue. It snowdrift, but returned later to help and Plans brings me much pleasure and knowl- me get my boat loaded on the trailer edge. The illustratians help me to and gave me time to close my cabin know what is going on. on the lake before they would leave The article by Mr. Leonard C. Hol- me. JUDGE LIKES NlAGAZlIdE lister, Project Engineer on the Car- Seeing Mr. Robinson and Mr. Butz MUNICIPAL COURT quinez operate was an education to me. They Oakland-Piedmont Judicial District Bridge, is most wonderful. Oakland, California Keep that type of reading up, please. were so efricient in getting my car out and started, and thoughtful in return- ~/IR. KENNETH C. ADAMS WALTER STANLEY ing to see that I actually got on my DEAR MR. ADAMS: Callf OYYLZII HZg'yJ- way. zuays and Public Works is an ex- MAINTENANCE CREWS ON JOB My comment is that, though retired, tremely interesting magazine, and by COMMUNITY WELFARE AND TAXPAYERS NIr. Butz still has that fine spirit of reason of my interest in traffic en- ASSOCIATION, INC. service which will always reflect credit forcement, Ihave found it very infor- Eureka, California on the California Highway Depart- mative. 11~TR. K. C. Ann~s, Editor ment and will always make me a Very truly yours, It is a pleasure to get your very ex- strong champion of the department. cellent magazine, the California High- JOSEPH A. MURPHY, Judge Sincerely yours, ~zvays and Public Works, and it is also a pleasure to congratulate you for the W.J. GILFILLAN fine editing and usual good pattern WE LIKE 'THESE LETTER you always come up with in each H1H3H PRAISE INDEED KENNETH C. ADAMS, issue. EGIZtOY UNIVERSITY OF CALIFORNIA DEax Srx: It isn't often that I write The occasions I have to travel over Department of Engineering a fan letter, but your magazine is so the highways in Northern California NIR. KENNETH C. ADAMS, Editor deserving for its fine work, that I've are very frequent and from your mag- DEnx Mx. AvnMS: I enclose the re- decided to add my word of praise. azine it is with enthusiastic anticipa- quired postal card to continue Cc~li- We've received the publication for tion Ilook forward to trips over roads fornia Highways and Public Works the past few years, and the informa- not frequently traveled by me; the for another year. Permit me to take tion and pure pleasure it has given us changes are always there. this opportunity to commend you on are unparalled. We travel this good May I say a word for the men that the excellence of the publication old State whenever possible. Your the highways open during the which you produce. I find consider- keep valuable magazine with its wide va- winter months. They are always on able personal enjoyment from the arti- riety of information on highways, is job, rain or In fact I have cles and repeatedly apply the data thus the snow. a real boon to the motorist. We want always gotten through on any high- provided to problem material in our to thank you for making it available way traveled during bad weather. The course in highway engineering. to us. maintenance crew sees to that. May Respectfully, Sincerely, I say congratulations to maintenance. JOHN HUGH JONES MRS. Very truly yours, NORMANN HIXON Assistant Professor of P. O. Box 36 JAMES T. HAMMONS Civil Engineering Chino, California and Public Works 63 ,fin ~1~moriam Employees Receive Twenty-five-year Awards CHARLES H. WFlITIb10RE Employees of the Division of Highways An engineering career cover- who became eligible for 25-year awards prior to July 31, August ing more than half a century was 31, September 30 and October 31, 1956, are: brought to an end on November 10th with the death of Charles H. Total service Tokal service Whitmore, retired engineer of the dame Yrs. Mos. Days Name Yrs. Mos. Days Division of Highways. Diskrick I District X At the time of his retirement from Hemenway, Bernard A...... QS 0 10 Oneto, John L...... 25 . 0 08 state service in 1952, Whitmore Rivers, Harvey J...... QS 0 04 Parker, Herbert M...... 45 0 45 Schuler, Donald K..... 45 0 14 Spradling, Richard E...... 45 0 13 was District Engineer of District III Diskrick II (Marysville), a post he had held for Chapman, Wilbur C...... 45 0 14 Dislrick XI Grant, William ...... 45 0 14 Hansen, Frank E...... 45 0 14 23 years. Prior to that time he was Hayes, William ...... 45 0 Q6 Mullins, Grace L...... 45 0 14 Construction Engineer for Hogan, Wendell W..... 45 0 Q7 Patterson, Ben ...... 45 0 13 District Keefer, Lloyd V...... 45 0 06 Pearce, Franklin D., Sr...... QS 0 41 IV (San Francisco) and District Engi- Peterson, Bessie...... 25 0 10 Talbot, Dale J...... 25 0 49 Young, Randolph R...... 25 0 20 neer of District I (Eureka). Before Disfrick III Dorris, Wilma E...... 25 0 48 Centre) OfFice coming to California, he was a dis- Haines, Ellis A...... QS 0 40 Hamma, Clarence D...... QS Boyer, Oliver D., Jr...... 25 0 14 trict highway engineer for the State 0 01 Everitt, Fred L...... McDonough, David E...... 45 0 Q1 25 0 18 of Rhud, Hanlon E...... Lathrop, Scott H...... 25 0 12 Oregon. 45 0 15 MacDonald, Ernest M...... Sawyer, Jesse E...... 45 0 06 45 0 20 His early career was spent in lo- Sheridan, Paul C...... Shouse, Jo...... 45 0 43 45 0 40 Sloan, George W...... White, Albert C...... 45 0 09 45 0 48 cation and construction work for Winter, Pascal...... 45 0 01 Zazzi, various railroad companies and in Diskrit! IV Evelyn A...... 45 0 00 Deasy, John G...... QS 0 04 land and water deve-lopment. He Elder, Drury...... QS 0 11 Bridge Department was county engineer of EI Paso Lange, H. C...... 45 0 45 Dunn, ThomasJ...... 45 0 01 Lucas, Frank C...... QS 0 06 Kiedaisch, W. C...... QS 0 17 County, Texas, from 1908 to 1911. Weber, Charles A...... 25 0 40 McMahon, James E...... Q5 0 48 Winter, Carroll C...... QS 0 Q9 Both in Texas and Oregon, Whit- District V Yeager, Arlos M...... QS 0 40 Bunce, Charles Lee...... 25 0 17 more had charge of constructing Moon, Ralph J...... 45 0 44 some of $kanse, Andrew T...... 45 0 Q2 BaY Bridg¢ the first hard-surface high- Corbett, Mary M...... 45 0 00 ways to be built outside of cities. Distrit! VI Warne, J. R...... 45 0 19 Cowan, Walker R...... 45 0 13 He was also one of Johnson, ...... those who Roy F QS 0 06 Cenkrel Office Van Patten, Ellsworth I...... QS 0 09 helped in formulating and encour- Joynes, Harold L...... 45 0 16 aging the tax on gasoline for road District VII Farmer, Rex C...... 45 0 18 Headquarters $hop construction purposes which Oregon Fisher, Leland W...... 45 0 04 Green, Frank F...... 45 0 03 Hon, Richard ...... 45 0 Q1 McCormack, Jack F...... 45 0 08 pioneered in 1919, the first gas tax Langsner, George ...... Q5 0 18 measure in the Country. Nigh, Donald T...... 45 0 04 Reingold,Samuel...... QS 0 44 Shop 6 Whitmore was born in Emporia, Reynolds, Jesse M...... 45 0 04 Campbell, Charles H...... 45 0 OS Kansas, and studied Smith, Le Roy, Jr...... 45 0 14 engineering at Public Works—Administration Disfrict VIII Catching, Alpha...... Oberlin College in Ohio. He is sur- Backus, Lawrence N...... 45 0 ~~ 25 0 26 vived by his wife, Florence, his Beckett, Orville A...... 45 0 14 Brouse, Fred R...... 45 0 01 Confrects and Rights of WaY daughter, Mrs. May Louise Hille- Wieman, Donald 5...... 45 0 01 Jones, Holloway...... 25 0 10 brand, and two grandchildren, all of Marysville, a brother in Oregon and three sisters in Illinois. Employees of the Division of Architecture receiving 25-year awards:

~o~atio~

AUTO PRODUCTION Andrew Petersen ...... July 27, 1956 Area II, Folsom Arthur F. Dudman ...... August 4, 1956 Headquarters, Sacramento trance produced 553,300 units of Willace E. Manhart...... October 11, 1956 Headquarters, Sacramento the total world production of 13;000,- 000 automobiles in 1955, reports the National Automobile Club. MISSING PLATES sued fora $2 fee. If the plates have If you lose one or both of the li- been stolen, notify the police. During the 1955-56 Fiscal Year, the cense plates on your car, the law re- total number of contractors prequali- quires that you must obtain substitute MORE 11ROTOR VEHICLES ENTER fied to bid on the various types of plates, says the California State Auto- CALIFORNfA mobile Association. Take your state highway construction increased regis- A total of 467,574 automobiles, tration card and the one remaining trucks, and busses entered California from 800 to 812. The combined bid- plate (if only one has been lost) to during September of this year. This ding capacity of these contractors is an office of the Department of Motor was 55,122 more motor vehicles than estimated to be $1,601,255,500. Vehicles. Substitute plates will be is- entered during September, 1955.

64 California Highways GOODWIN J. KNIGHT Governor of California

~pLIFORNiA HIGHWAY COMMi55EON F~pNK B, DURKEE Director of Public Works and Chairman San Francisco H. STEPHEN CHASE JAMES A. GUTHRIE San Bernardino ROBERT E. McCLURE Santa Monica gp~ERT 1. BISHOP . Santa Rosa ~~~p W. SPEERS . Escondido CHESTER H. WARLOW, Vice Chairman Fresno C. A. MA6HEiTl, Secretary . Davis i. FRED BAGSHAW . Assistant Director p. H. HENDERSON Deputy Director G, ~, "MAX" GILLISS Deputy Director

DIVISION OF HIC9HWAY5 ~~a. T. M~cov State Highway Engineer, Chief of Division 1, VJ. VICKREY Deputy Sfate Highway Engineer CHAS. E. WAITE Depuly Stafe Highway Engineer EARL WITHYCOMBE Assistant State Highway Engineer F. W. PANHORST . Assistant Sfate Highway Engineer 1. C. WOMACK Assistant State Highway Engineer District Engineers Administrative and Fiscal Serviee R. H. WILSON . Assistant State Highway Engineer ALAN S. HART District I, Eureka EARL W. HAMPTON F. N. HVEEM Materials and Research Engineer H. S. MILES District II, Redding Assistant State Architect, Administrative FRANK E. BAXTER Maintenance Engineer J. W. TRASK District III, Marysville HENRY R. CROWLE Fiscal Assistant J. C. YOUNG Engineer of Design 1. P. SINCLAIR . District IV, San Francisco THOMAS MERET Construction Budgets Architect G. M. WEBB Traffic Engineer L. A. WEYMOUTH District IV, San Francisco WADE 0. HALSTEAD Building Construction MILTON HARRIS Construction Engineer A. M. HASH District V, San Luis Obispo Principal Estimator of Architect, Standards H. B. LA FORGE Engineer of Federal Secondary Roads W. L. WELSH District VI, Fresno STANTON WILLARD Principal L. E. BOVEY Engineer of Cify and Cooperative Projects GEORGE LANGSNER . District VI I, Los Angeles Design and Planning Service Equipment Engineer Angeles EARL E. SORENSON . LYMAN R. GILLIS District VI I, Los P. T. POAGE N. C. McCARTY Office Engineer C. V. KANE Disfritt VIII, San Bernardino Assistant State Architect, Design and Planning 1. A. LEGARRA Planning Engineer E. R. FOLEY District IX, Bishop ROBERT M. LANDRUM Chief Architectural Coordinator 1. P. MURPHY Principal Highway Engineer JOHN G. MEYER District X, Stockton ARTHUR F. DUDMAN Principal Architect, Sacramento F. M. REYNOLDS Principal Highway Engineer 1. DEKEMA District XI, San Diego JAMES A. GILLEM Principal Architect, Los Angeles E. 1. SALDINE Principal Highway EngineEr HOWARD C. WOOD Bridge Engineer CHARLES PETERSON A.. L. ELLIOTT Bridge Engineer—Planning State-owned Toll Bridges Principal Structural Engineer. Los Angeles I. 0. JANLSTROM . Bridge Engineer—Operations CARL A. HENDERLONG Engineer J. [. McMAHON Bridge Engineer—Southern Area DIVISION OF CONTRACTS AND Principal Mechanical and Electrical Draftsman L. C. HOLLISTER . Projects Engineer—Carquinez RIGH75 OF WAY CLIfFORD L. IVERSON thief Architectural Supervising Specifications Writer E. R. HIGGINS . Comptroller Legal GUSTAV B. VENN ROBERT E. REED . Chief Counsel JOHN S. MOORE Supervisor of Special Projects GEORGE C. HaDLEY Assistant Chief Construction Service FEight of Way Department HOLLONJAY JONES Assistant Chief HERD Chief Construction Engineer Right Way Agent CHARLES M. FRANK C. BALfOUR Chief of HARRY S. FENTON Assistant thief CHARLES H. BOCKMAN E. f. WAGNER . Deputy Chief Right of Way Agent Assistant to Chief Construction Engineer Chief I?UDOLPH HESS . Assistant ~eV15lON OF SAN FRANC15C0 66►Y R. S. J. PIANEZZI Assistant Chief To

p]'litl ¢:~ t11 CALIFORNIA SYA'IE PAINTING OFPICE g45]1 10-56 45,200 Calife pia Highways and Public Works SEC. 3.66 P. L. & P.. DtV1~tON OF HIGHWAYS *° -,. '+~ -. .~, ^'y' ti. S. POSTAGE ~ . O. Box 1499 - - SACRAMENTO. CALIFORNIA ~ ~~ '~ ~'~ s PAID - ._..,,x e 43 Sacramento, Cal. RETURN POSTAGE GUARANTEED Permit No. ].,2

Headlights of automobiles create spectacular lighi pattern at night on Harbor Freeway in Los Angeles. Photo 6y L. Clay Dudley, Photographs; Section, Department of Public Works, Merrift R. Nickerson, Chief,