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._, _.— +IwJVW '.~.W~ .~~_._...ar.r.: .~~... _-r~.~yr.. ~..~. ~...r`... ~..~...~~.. ~.~. ___.~~.~. ._.... _~~_- Yv~c~~i' California Highways and Public Works Public Works Building Official 10u'rna I of the Division of Highways, Twelfth and N Streets Department of Public Works, State of California Sacramento

FRANK B. DURKEE GEORGE T. McCOY Director State Highway Engineer KENNETH C. ADAMS, Editor HElEN HALSTED, Associate Editor MERRITT R. NICKERSON, Chief Photographer

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

Vol. 31 March-April Nos. 2, 3

Page Men and Steel. New Colorado Street Bridge in Pasadena Rapidly Taking Shape. Photograph by Robert A. Munroe, Photographic Section, M. R. Nic kerson, Chief Cover Big Job, III ustrated . _ By P. O. Harding, Assistant State Highway Engineer County Roads, Illustrated______17 By John Davis, Humboldt County Road Commissioner State Victory .. _ 19 Concrete Paving, Illustrated _ 21 By Corl Alzueta, Assistant Engineer Great Bu ilder, Illustrated _ 22 New Fi eIds, III ustrated _ 26 Retirements From Service, Illustrated _ 27 In Memoriam _ _ 31 , 64 Some Gadget, Illustrated _ 33 By Ralph H. Kipp, Assistant Steel Inspector Antiskid, Illustrated .. _ 36 By N. R. Bangert, Assistant Maintenance Engineer Highway Conferenc~, Illustrated _ 37 Coordinating State-wide and Local Highway Problems______40 By Harrison R. Baker, State Highway Commissioner Record Snowfa Il 111,ustrated _. .. ._. .. _ r 44 State-wide Summary of Water -Conditions _ 48 Ancient Pictures on Rocks Pose Questions, Illustrated ----- _ 50 By Laura Adams Armer Pile Driving on Bayshore Freeway, Illustrated - _ 51 Out of theMail Bag ------_ 52 History of United States Numbered Highways, Illustrated _ 54 By M. A. O'Brien, Highway Signin" Supervisor Sign La n9uage, III ustrated . . _ 56 Standard Highway Definitions for All States _ 58 Highway Bids and Awards______61

---- OCCIDENTAL COlLCGE Role of Division of Highways in Development of the Freeway System for MAY 6 1952 Big Job the Los Angeles Metropolitan Area LI8RARY By P. O. HARDING, Assistant State Highway Engineer

IN 1912 when California first started fic and these routes were generally des­ to construct a State Highway System ignated as traversable routes taken over the problem was one of getting out of by the State for maintenance until such the mud in the rural areas. Generally time as they could be improved to carry speaking, the cities had some surfaced the legal loads and the prevailing vol­ streets permitting the very light vehic­ umes of traffic at the speeds expected ular traffic of that day to traverse the for a State Highway System. incorporated areas much more easily Lack of Funds than the undeveloped roads of rural ter­ ritory. The State Highway System was The responsibilities thus delegated to thus initiated as a rural system with the State were far greater than the official routes stopping at the boun­ funds available to meet them, and at daries of incorporated cities. each successive biennial session of the Difficulties of small incorporated Legislature the department tried to towns to provide suitable surfaced ar­ properly portray this problem in the terial routes were recognized by legisla­ interest of obtaining additional funds. tion in 1925, permitting the extension These efforts were without success, and improvement of a highway route although it was pointed out that we through a municipality with a popula­ were losing ground in the fight to ad­ tion of not more than 2,500. The in­ equately take care of the rapidly in­ creasing vehicular traffic and the gen­ creasing traffic throughout the entire erally unsatisfactory condition of city State. streets as connecting links in a through In December, 1941, this Country was arterial system brought increasing con­ P. O. HARDING precipitated into a world war and all construction work upon the State sciousness of this city problem. In 1932 state highway routes within incorpo­ Highway System, as such, was stopped there were 457 miles of city streets in rated municipalities. Still further recog­ until its conclusion in late 1945. By this the 202 California cities which were nition of this problem was given by the time the tremendous growth of the connecting links to state routes. The Legislature in 1935 which provided an State, due to its strategic military loca­ over-all rural State Highway System at additional one-fourth cent of the gaso­ tion with relation to the vast war opera­ that time was approximately 7,000 line tax for maintenance, rights of way, tions in the Pacific, had produced a miles. The gasoline tax was 3 cents with construction or improvement on streets traffic situation, the full impact of 1 cent going to the counties for other of major importance within the cities, which was not realized until the re­ rural roads and 2 cents reserved for the off the State Highway System. maintenance and improvement of the moval of gasoline rationing and other State Highway System. System Expanded wartime controls. Both the 1933 one-fourth cent and Collier Committee Goes t,o Work Policy of Cooperation 1935 one~f ourth cent were taken from In recognition of the city problem, the state highway two cents of gas tax, Governor Warren recognized this by legislative authority, Statutes of thus reducing the expenditures upon problem and the particularly acute sit­ 1931, a policy of cooperation in con­ the state rural system to 1Yz cents. uation within the cities and urged the struction was inaugurated for those Coincident with the legislation reallo­ passage of legislation to provide the portions of the highway routings cating these gas tax funds, the Legisla­ additional funds necessary for modern­ within the cities, and in 1932 several ture in 1933 and 1935 added some 6,800 izing our State Highway System. The miles within cities were improved by miles of rural county roads to the state 1945 Legislature felt that this situation state and local cooperation. In further system, which, with the extended required comprehensive study before recognition of this problem Chapter routes through the cities, resulted in a the enactment of definite legislation and 767, Statutes of 1933, provided that the total State Highway System of approx­ accordingly appointed a joint Senate­ Department of Public Works would imately 14,000 miles. Both the county Assembly committee headed by Sena­ annually expend from the State High­ road additions and the city sections tor Randolph Collier of Yreka, which way Fund an amount equal to the net were generally deficient in standards of was to report back to the 1947 Legisla­ proceeds of one-fourth of one cent per grades, alignment and major bridge ture with recommendations. This com­ gallon tax of motor vehicle fuel upon structures to handle state highway traf- mittee in the interim period solicited information from the State Division of Highways, from each of the 300-odd PP..ODOSt:D incorporated cities, and each of the 58 counties in the State. It visited all sec­ ~~ SYST~M' tions of the State to receive all the fac­ P..[bWAY tual data available on the street, high­ to(~R.\)POLITAN COUNTY LOS way and road problems. from these AH·A m ANGUtS three levels of government. . NOVlMBf.ll.. 1944

Los Angeles Problem Acute The transportation problem in Los ,\~.. Angeles has become particularly acute rIo due to the generally decentralized de­ ~~h;:~ velopment over this large metropolitan area. The incorporated area within the city limits of Los Angeles is 453.47 square miles but the 45 other incorpo­ rated cities within Los Angeles County and the tributary cities in Orange, Riv­ erside and San Bernardino Counties to the south and east and Ventura County to the north and west make the actual boundaries of the metropolitan area most difficult to define. The population of Los Angeles County alone, accord­ ing to the 1950 Federal Census, was 4,151,687, with the population of Los Angeles City 1,970,358. The latest figure on vehicular regis­ tration in Los Angeles County as of the end of 1951 is 2,133,641. Los Angeles, \~~" as a city with nearly half the popula­ tion and the worst congestion of the \, county, has been a natural leader in studies of vehicular transportation fa­ cilities in this metropolitan area. It has \\\'1 been assisted, and its studies expanded II' since the 20's by the county and by --::» various governmental, civic, and pri­ r"~if.~ ~'./' vate organizations, showing the wide­ -' spread recognition of the seriousness of the transportation problem. ;/~~L';~}'~\~, ,/';--;'/'''''l:/~~~'.:-:>~~ • ". Years of Planning \~ /\\~,/.-;:'-~~~.~ ... O:: .. "'> ....•.. ' .•.Y../. ~~~ ,~ . . // . '> _. ~>'~~ r'J It can thus be seen that the Los An­ geles Metropolitan Freeway System '~~) ~~'" planned for this area did not develop overnight. It has matured through the years through the cooperation of gov­ TI-1E RJ~GIONAL PLANNING COMMISSION COUNTY O~ LOS ANGI;US ernmental units, civic organizations and lished comprehensive reports, others pressed in the report of the Los Angeles public-spirited citizens, and tribute have issued and distributed reports Metropolitan Parkway Engineering must be given to all. Individuals and which were not published. Still others Committee to the Collier Joint Fact- organizations now accept it as a trans­ have taken an active part in meetings Finding Committee on Highways, portation system evolved for the bene­ and discussions in informal manner in Streets and Bridges of the California fit of the people as a whole, through furtherance of the cooperative spirit Legislature, dated March 30, 1946. This the functioning of democratic proc­ and attitude of this comprehensive un- report was signed by the Mayor of esses. dertaking. Los Angeles, the Chairman of the Los It would be impossible to list all the Angeles County Board of Supervisors Freeway Network Laid Out people and organizations who have had and a representative of the Los Angeles a part in these coordinated studies. It is believed that the general con­ County Section of the League of Cali­ Some of these organizations have pub- sensus of these organizations is ex- fornia Cities. It points out that the com-

2 California Highways

.. mittee was originally composed in 1944 funds for the CItles to improve their ments have been most helpful in plan­ of city and planning engineers of the major street systems, for the counties ning subdivision developments in con­ City of Los Angeles, the county and to maintain and improve county roads formity with projected freeway lines the cities immediately adjoining Los both inside and outside incorporated for which there are no present funds to Angeles, but was later expanded in 1946 areas, and for the State to improve its purchase rights of way. The State, in to include engineering representatives system both inside and outside the order to establish a freeway, must ac­ of all cities within Los Angeles County. cities, quire the property access rights along This committee laid out a network of the freeway route, but the State, as freeways totaling some 613 miles in the Counties and Cities Help such, does not have the detailed power most congested portions of the metro­ These additional funds, however, necessary to control local zoning set­ politan area, which was unanimously quickly proved insufficient to solve the backs and land use development, this approved by the expanded committee. modern traffic problem, which had being vested in the city and county There is reproduced herewith the cen­ been further aggravated by the postwar legislative units of government. The tral portion of the Los Angeles County increase both in population and ve­ planning commissions of these local Regional Planning Commission map in­ hicles, and by the steady rise in high­ agencies are doing notable work in cluded in this report. way construction costs. protection of future' freeway routes Including the arterial routes added Faced with these conditions it has both for their own sections of freeway by the Legislature in 1947, about one­ been impossible for the cities to do very and for those on the state highway fourth of the total mileage of the com­ much toward solving their share of the routes. mittee's freeway network is a part of freeway problem. Both the cities and Looking to Future the State Highway System. The Col­ the counties through their planning The inadequacy of funds for the lier-Burns Act provided additional commissions and engineering depart- State to progress as rapidly as desired

I In the city of Outside city of Los Angeles Los Angeles

Years Number Number Number Number of of of of Subdi- lots subdi- lots visions visions ------

1945 to 1950 inc. 1,136 55,593 1,622 108,784 ------1951 255 7.866 248 17,144 ------1945 to 1951 inc. 1,391 63,459 1,870 125,928

Grand Total 3,261 Subdivisions 189,387 lots

CITY PLANNING COMMISSION SUBDIVISIONS LOS ANGELES RECORDED

and Public Works 3

4 4

California California Highways

tion tion themselves themselves afactor afactor

have have been been deficiencies deficiencies in

more more at at a a

rapid rapid rate rate

than

panding panding economy economy of of the the State.

right right

acquisition acquisition way way of of that that zve zve

construc- and and are are confronting confronting

new new critical the the limit limit to to provide provide for for the the -all -all ex- over

have have been been able able has has program program funds funds

to to accentuated accentuated for the the within within traffic traffic the the problem problem State State so have have been been stretched stretched to

is is that that It It felt felt dollar dollar such such freeways freeways resident resident as as we each each and and of of every every ne~v ne~v level level motor motor of of vehicle government

protection. protection.

The The

registration. registration. demands demands

Furthermore, Furthermore, on on

tax the the

each each

new Active Active Market

Estate Estate Real Real

public public

buildings, buildings,

police, police, fire fire revenues revenues and and health the the of of increased increased motor motor vehicle

lection, lection,

struction.

schools, schools,

parks, parks,

playgrounds, proportion proportion to to the the more more or or less less

fixed

short short storm storm period period drains, drains,

of of garbage garbage time time and and after after their their con-

rubbish rubbish

col-

acquisition acquisition construction construction and and

out out

of of

all

pancy pancy sewage sewage and and

residences residences of of disposal, disposal, those those within within flood flood very a a control control

and

fected fected

the the

costs costs

of of both both

right right of of

way

the the cluding cluding

almost almost

water water immediate immediate supply, supply, occu- sale sale and and sanitary sanitary

sewers

trend trend

in in

all all prices, prices,

has has materially materially af-

able able with with

lot lot respect respect to to within within

public public all all subdivision subdivision

the the services services ne~v ne~v and

in-

combined combined with with the the

general general

inflationary

both both the the city city building.of building.of and and residences residences county county

upon upon every every avail-

governments

This This

very very active active

real real

estate estate

market,

This This condition, condition, during during the the of of immediate has has war, war, course, course, been been the the

confronts

the the

traversed traversed

territory territory and and beyond. ficiencies. treme treme house house shortage shortage which which developed

the the

surge surge

of of

subdivision subdivision

activity activity

within war war eve eve are are able able subdivision subdivision to to overcome overcome effort, effort, due due the the to to ex- the the old old de-

years. years. notable notable A A difference difference in in this this post-

ner ner

extending extending

over over

period period

a a

of of several

being being

the the

Federal Federal

Building, Building, the the and and City City its its with with tower, tower, Hall, Hall,

to to the the

right.

Civic Civic

Center Center

buildings, buildings,

the the

one one

in in

center center the the

being being

the the progressed progressed

in in Hall Hall a a of of Justice, Justice, hit hit the the kind kind of of or or large large miss miss

man- building building

to to

left left

the the and and rear

tragic tragic

on on left left

and and

Los Los

Angeles Angeles Civic Civic

Center

-bound -bound

tragic tragic on on

In In right. right.

the the center center

background background

are are

Los Los the the

Angeles divisions divisions

building building

residences residences

of of

usually

View View

looking looking

easterly easterly

along along

Hollywood Hollywood

Freeway Freeway

from from above above

Figueroa Figueroa

Sfreef, Sfreef, showing showing Hollywood -bound

able able for for such such purposes. purposes. In In prewar prewar sub-

.~

up up

everywhere everywhere vacant vacant that that

land land is is avail- -.. _.. _.. _

ever, ever, subdivisions subdivisions have have been been springing

As As can can be be from from seen seen the the ~+ map, map, how-

Plev✓ Plev✓ Subdivisions

executed executed community community development.

ties. ties. It It is is truly truly a a well well planned planned and and well

reational, reational, school school other other and and civic civic facili-

roads, roads, and and complete complete shopping, shopping, rec-

:.~+.

street street

layouts layouts ~~ith ~~ith separate separate frontage

i:_

i, i,

present present time. time. This This subdivision subdivision includes

which which have have been been completed completed at at the

homes homes are are planned, planned, more more than than half half of

of of Long Long Beach Beach where where some some 17,500

territory territory in in the the Lakewood Lakewood area area north

been been that that within within unincorporated the the

largest largest The The subdivision subdivision in in unit unit one one has

there there were were some some 18,000 18,000 lots lots recorded.

the the first first quarter quarter of of 1950, 1950, at at which which time

Subdivision Subdivision activity activity reached reached a a peak peak in

tremendous tremendous the the growth growth of of the the area.

1945 1945 to to 1951 1951 inclusive, inclusive, is is indicative indicative of

subdivisions subdivisions new new in in the the postwar postwar period

The The accompanying accompanying map, map, showing

vision.

into into the the pattern pattern actual actual the the of of subdi-

involved involved and and best best the the fit fit future future freeway

mize mize the the number number improvement improvement of of units

arrange arrange the the subdivision subdivision so so as as to to mini-

have have in in many many instances instances been been able able to

future. future. In In such such cases, cases, however, however, they

appear appear be be to to available available the the in in foreseeable

freeways freeways for for which which financing financing does does not

sions sions to to protect protect rights rights of of for for way way those

bodies bodies to to completely completely control control subdivi-

been been impossible impossible for for the the local local planning

Metropolitan Metropolitan Area Area since since the the war. war. It It has

which which has has occurred occurred in in Los Los the the Angeles

residential residential industrial industrial and and subdivision

has has accentuated accentuated been been by by extreme the the I \

I r I

Cost of Freeways The cost of metropolitan freeways will vary from block to block. The trend of cost, however, per mile de­ pends upon the percentage of property that has been improved together with the land values, values of improve­ ments, and the design of the freeway itself. If the freeway can be laid out to parallel existing streets, it usually re­ quires some 212 average 50-foot lots per mile without any expansion for interchanges. The actual number re­ quired depends upon the spacing of the

UPPER-Looking northerly from Elysian Park along Arroyo Seco Parkway, the four-lone, high-level road to the left carrying traffic into the Los Angeles Civic Center and the lower roadway to the right through the tunnels carrying outbound traffic. The ;unction with Riverside Drive is at center left of phatograph. It is this sedion of the Arroyo Seco Parkway, be­ tween the Riverside Drive ;uncfion and the Castelar

Street juncfionl where recent counts show traffic in excess of 100,000 vehicles for a 24-hour period. LOWER-View along Arroyo Seco Parkway in the South Pasadena area.

and Public Works 5 Looking westerly along Santa Ana Freeway from east city limits of Los Angeles near Indiana Street interchanges and to a large extent upon Future Trend Anticipated ward from the outlying, relatively the design of those interchanges. If the The construction cost of the freeway undeveloped areas where the traffic freeway cannot be located parallel to will similarly vary with the percentage has not yet reached acute stages, or existing streets, the number of proper­ of improvement of the property. If the whether they should progress outward ties affected per mile will normally be freeway can be constructed before from the costly developed areas where increased upward 25 or 30 percent, for there is any appreciable development, traffic congestIon has assumed alarming the design must include, in addition to it can be established as the guide for proportions. the freeway proper, rearrangement of the future trend of development in the Under the first procedure the over­ the street pattern outside the freeway area. It can oftentimes be constructed all freeway program could be realized right of way for the proper circulation at ground level with provision for fu­ much more quickly and at appreciably of local travel. ture grade separations, if and when less cost than under the latter. Under If the freeway traverses long cross needed at cross streets, to be elevated the second procedure the development blocks and calls for the inclusion of over or depressed below the freeway proceeding ahead of the right of way parallel frontage roads on each side of and the right of way for these facilities acquisition and construction will in­ the freeway, there may be a further should be acquired in the initial right crease the cost and time of realization increase in the number 'of lots affected of way program. of completing the program but will per mile. As soon as a lot has been im­ On the other hand, if the freeway is provide traffic relief most quickly and proved, the combined value of the im­ traversing a fully improved section of where most needed. This presents a provement and lot may reach 10 times the city, the design of the freeway it­ situation something like the argument as to which comes first, the chicken or the value of the vacant lot. Th~re is self has to meet the established street the egg. Should the freeway come first, some salvage to the improvements pattern which \vill call for additional grade separations and interchanges. It or the development? In many cases we when the right of way is ultimately have no choice-the development is cleared for construction so that the im­ will generally mean that the freeway has to be completely elevated or de­ already here. proved value will generally bear rela­ pressed to avoid the far-reaching prop­ Justification tionship of from six to eight times the erty damages upon cross arterials in value of the unimproved property. attempting to elevate or depress well The major justification for the met­ Thus the cost of the right of way for a developed streets at frequent intervals ropolitan freeway is to relieve the metropolitan freeway may vary within across the freeway. creeping paralysis of traffic congestion rather wide limits, depending upon the The cost pattern in itself presents a which has been taking place upon the percentage of improvement of the problem in determining whether the existing street arterials. The benefit of property in the area traversed. freeway program should progess in- the freeway is therefore direct in the

6 California Highways e

SAN _r-, VEIVTUBA \ '~ 'R ANDO '- ~ ~r - LOS ANGELES ~r --~ ' COUNTY _~ ,~- r-~- 7 cirr of r l_ LOS ANGELES II '' °~-' COLORADO NK~}-~ 1 !'~f. FREEWAY --1 , _~J ------VINELAND I ~ ',` ~ .~I AVENUE ~! ' PASADENA ' ~ \~'-\~ ~~ ~ MONROVIA t

LOS ANGELES HOLLYWOOD PA~ADENA ~t ~'~~ ~ O COUNTY / FREEWA'Yj C AL MaR~Ah ~ ~ ~~~ k~-~~RAMONA FREEWAY POMONA,~ / fit''V i_ FOUR ~~ -LEVE . ~TRUCTU u'ES•OVINAS ~ ~ ~ ~~~ ~ EL MONTE ~ • • • ~ ~ ~ HIC+HWAY~ ~ ~~ MONTEREY ~ ~ q S T SPARK; ~ SANTA 1 C~~' ~ MONICA ■, lMONTEB~LLO ~ ~ ^\ `~'` ~' i—' ~1 .~~~, ~. N ~ ~ •` . ~ ~ C

i ,~ ~, • SFREEWAY I \ ~ r -- ~) '<` 1•" • -- -- -~— FULLERTON ~ ~~~RIVEFi ~ —~ ,S/DIE ~~ ~\0 1 LOS ANGELE'~ ~ yE/M 1 RIVER ~' A^'A ~FREEWAY CONSTRUCTION _ I , PROGRESS • J LONG BEACN~~ e ORANGE COUNTY LOS ANGELES SAN PE METROPOLITAN FREEWAYS OF o FIRST PRIORITY. ~ F COMPLETED q ~ 9 52 UNDER CONSTRLCTION ~ -ate OR BUDGETED FUTURE CONSTRUCTION s ~ ~ ~ r

✓ON EVENS time savings afforded to those users of the freeway who have been diverted to same from the existing city streets. A second and indirect benefit, however, occurs in speeding up all the remaining local travel through the relief of con­ gestion provided to those city streets. These are far reaching benefits. Traffic upon rural freeways is that previously established upon an exist­ ing route and subject only to the nor­ mal trend of increase occasioned by the over-all economic growth of the area which it traverses. In contrast to this, the traffic of a metropolitan freeway represents the cumulative diversion from more or less parallel arterials within rather wide limits on either side of the freeway insuring a full traffic load upon the freeway as soon as it is fully opened to properly serve the over-all traffic of the area. For example, a 2Yz mile section of the Hollywood Freeway was opened to traffic Decem­ ber 27, 1950. It immediately carried 32,000 vehicles per day. Within three months this had increased to 38,000 and in another four months to 44,000.

Increasing Traffic The opening in September, 1951, of an additional 2Yz miles increased the volume of the first section to some 70,000 vehicles per day. On December 20, 1951, we opened the civic center View from Whitley Heights looking easterly along construction in progress on Hollywood Freeway. In the section of the Hollywood-Santa Ana foreground is concrete foundation of building that has been moved to clear right of way; in the middle fore­ ground is the Cahuenga Boulevard Undercrossing nearing completion; and in the background ;s the spire of Freeway and traffic upon this former the Hollywood Presbyterian Church section "jumped to in excess of 91,000 vehicles per day. More recent reports tition, have provided us with the most legal eviction of any of these tenants show that this has now increased to economical results possible under the re­ involved. over 99,000 vehicles per day. This strictions of controlled materials and other In this connection it is interesting to traffic has all originated from the pre­ numerous obstacles. note that many of the homes relocated as viously overcrowded parallel arterials a result of freeway development now Hollywood Freeway Financed of the vicinity. present a better appearance in their new In spite of the many problems con­ The Hollywood Freeway is now and more pleasant surroundings. fronting us and the inadequate financ­ completely financed, the last major The Cahuenga Pass section of 1.3 ing of progress as rapidly as we feel construction unit to connect with the miles was originally constructed by the we should, notable progress has been existing freeway in Cahuenga Pass city with state and federal financial co­ made upon the major arterial freeways being placed under contract February op~ration. The 1.8 mile section beyond of the Los Angeles metropolitan area. 14, 1952. All of the required rights of the Cahuenga Pass to Vineland in the . Since the war, the State Division of way have been secured and all but San Fernando Valley was opened to Highways has spent or obligated minor right of way clearing com­ traffic in January, 19'49. By the end of pleted. In the 6 %miles between Spring $150,000,000 and has budgeted for the 1952 there will be 5Yz miles from the Street in the civic center and Cahuenga 1952-53 Fiscal Year an additional $28,­ civic center to Hollywood Boulevard 000,000 on these freeways. Pass a total of 1,709 buildings have been removed and 87 have been de­ under traffic. There should be com­ The Division of Highways has been pleted prior to the end of 1953 the assisted in this program by .the con­ molished. These have been of various struction industry and its many fine con­ types, including many multiple unit entire 10.1 miles from the civic center tractors who, under our system of free residential dwellings and this program to Vineland at an estimated total cost enterprise and under the keenest compe- has been accomplished without a single of about $55,000,000.

8 California Highways Arroyo Seoo First largely through park lands of Los An­ struction contracts to extend this free­ The Arroyo Seco Parkway was the geles and South Pasadena, was not sub­ way from Third Street as far south as first freeway of appreciable length ject to the excessive right of way costs Olympic Boulevard. This 1.6-mile sec., constructed in this area. It was opened of today. It was largely constructed at tion will act as the distributor to and to traffic for a six-mile length between a time when construction costs were from the central business district of Avenue 22 in Los Angeles and Glen­ approximately 40 percent of those of Los Angeles. It involves a comprehen­ arm Street in Pasadena December 30, 1952 although it involved in its eight­ sive system of collector roads to pro­ 1940. It was later extended to connect mile length a total of 43 contracts. The vide a reservoir of storage to permit with Castelar Street and Figueroa total cost is estimated to be approxi­ the gradual absorption of off-bound Street to serve the downtown area. mately $10,000,000. traffic into the congested downtown area. Right-of-way acquisition beyond We have yet to pull the plug, as we Harbor Freeway call it, in making a connection between Olympic Boulevard is now under way The Harbor Freeway from the four­ Figueroa Street and the four-level in­ as far southerly as Santa Barbara Ave­ level interchange to Battery Street in terchange structure that will throw nue q.djacent to the Coliseum and Uni­ San Pedro involves a total length of this freeway into the system. It is ex­ versity of Southern California. Right­ 22.8 miles. By mid-1952 that section pected that this will be advertised for from the four-level interchange one­ of-way acquisition in the San Pedro contract within a month's time now half mile in length to Third Street will district at the southerly end of this that additional outlets from the system have been completed and opened to freeway is expected to start in the near have been provided for the dow~town traffic. Work was started in 1951 and future. In the clearing of rights of way area. The Arroyo Seco Parkway, lying will be continued during 1952 on con- to date there have been 315 buildings

Looking northwesterly along portion of Hollywood Freeway through Cahuenga Pass from Pilgrimage Bridge. The oncoming traffic is inbound, with the two lanes to right headed for Cahuenga Boulevard and the two lanes to 'eft headed for Highland Avenue. Traffic is over 105,000 vehicles per 24 hours.

and Public Works 9 Looking easterly from the Grand Avenue Bridge along portion of Hollywood Freeway through the Los Angeles Civic Center. The bridge in the middle foreground is recently completed Hill Street Overcrossing; the buildings to the left are the Los Angeles Board of Education administration buildings; and the buildings to the right are the Federal Building and the Hall of Justice. of all types and descriptions removed Santa Ana Freeway between the Civic Center in Los An­ and 89 demolished. The Division of On the Santa Ana Freeway by the geles through Santa Ana, of which Highways has awarded 10 major con­ end of 1952 construction should be some 22 miles have been completed. struction contracts to date. Total completed for the entire 10 miles be­ The total expenditures for rights of expenditures for rights of way and tween Aliso Street east of the Los way and construction to date is $37,­ construction to date is approximately Angeles River and Lakewood Boule­ 000,000. $24,000,000. vard. During 1952 construction will Ramona Freeway Figueroa Street also be under way on the important The Ramona Freeway was ongl­ downtown one-third-mile section on nally constructed in 1935 as a conven­ Present Figueroa Street, State High­ Aliso Street between Los Angeles tional highway for the two-mile sec­ way Route 165, which will ultimately Street and Lyon Street. Construction tion from Aliso Street east of the Los be superseded by the Harbor Freeway, on the 2 Yz -mile section through the Angeles River to the city limits at involves 62 sets of traffic signals be­ City of Santa Ana at the extreme Indiana Street. It was converted to a tween Temple Street adjacent tp the southeasterly end of this freeway is freeway immediately after the war, four-level interchange and Battery approximately 40 percent completed this being accomplished in 1946. The Street in San Pedro. Within this dis­ to date. Much of the right of way on 1.8 miles just beyond the Los Angeles tance there is a total of some 200 cross the Santa Ana Freeway within and just city limits to Helen Drive was com­ streets which has slowed traffic for the outside the City of Los Angeles was pleted and opened to traffic in April, over-all distance to speeds varying be­ purchased prior to the full impact of 1951. tween 25 and 35 miles per hour, and the present real estate inflationary A grade separation at Rosemead requiring a total travel time of approx­ trend. In clearing the right of way a Boulevard adjacent to El Monte was imately 55 minutes in off-peak periods total of 744 buildings have been re­ completed and opened to traffic on and more than one hour during peak moved and 39 have been demolished Rosemead in September, 1951. Be­ periods. It has been estimated that upon to date. The State Division of High­ tween Helen Drive and Rosemead completion of this freeway the entire ways has awarded 57' construction there are seven major contracts under trip can be made in 27 minutes. contracts in the over-all 32-mile length ~way, all of which should be completed

10 California Highways

....I by the fall of 1953, thus opening to 223d Street. It is expected that con­ The southerly extension of the Los traffic the full W ..mile length from tracts will be advertised for bids in Angeles River Freeway, from the Pa­ Aliso Street to Rosemead Boulevard. April for the construction of several cific Coast Highway to the Long Right-of-way acquisition has been bridge structures between 223d Street Beach Harbor area, requires special under way on the easterly end of this and Atlantic Avenue in Compton. In mention because the construction work freeway for the past two years in the clearing the right of way to date 189 now in progress by the City of Long Pomona-Claremont area and construc­ buildings have been removed and one Beach is the only instance since World tion is expected to start within two demolished. Total expenditure to date War II of another governmental months of the present date. Much of is approximately $4,000,000 for rights agency carrying out the construction the heavily improved right of way of of way and construction. and financing of a complete unit on this freeway was also acquired prior The Los Angeles River Freeway was the Los Angeles Metropolitan Freeway to the period of heaviest inflation. To put into the State Highway System System. This part of the Los Angeles date 256 buildings have been removed by the Legislature in 1947. For a num­ River Freeway is not on the State and 19 demolished in clearing the ber of years prior thereto, however, HigIJway System and the State has no rights of way. A total of 26 construc­ under the general guidance of the Los responsibility with respect to it except tion contracts has been awarded by Angeles County Regional Planning in the review of plans for approval as the Division of Highways in the over.. Commission, this general route was a major city street project eligible for all total 30-mile length of this freeway laid out and protected. The City of gas tax funds. Over a period of several within Los Angeles County between Long Beach was instrumental within years the City of Long Beach has been Aliso Street and the San Bernardino its city limits in reserving all of the designing and acquiring rights of way county line. Total expenditure to date vacant lands for this future freeway. on this 1.6 miles of freeway. for rights of way and construction is Both the city and county assumed Grade Separation approximately $17,000,000. responsibility for reserving freeway space in several major structures con­ Nearing completion is the Guy F. Los Angeles River Freeway Atkinson $2,000,000 contract for a structed by them across the route of The Los Angeles River Freeway is full interchange grade separation struc­ under construction and approximately the freeway. ture at Anaheim Street, with comple­ one-third completed for the 2 Yz miles The present southerly terminus of tion scheduled for September, 1952. in Long Beach between the Pacific the state highway portion of this free­ All rights of way have been secured Coast Highway, State Route 60, and way is at the Pacific Coast Highway. by the City of Long Beach and it is

View looking westerly along Hollywood Freeway showing in foreground Belmont Avenue pedestrian overcrossing. Heavy traffic on both roadways of the freeway - will be noted. Over 99,000 vehicles per 24 hours have been counted.

and Public Works 11 12 California Highways

.. am expected that a city contract will be advertised and awarded in April, 1952, for building the freeway southerly from the Pacific Coast Highway to Anaheim Street. From Anaheim Street southerly into the Harbor area, design is under way by the City of Long Beach for grade separation structures and bridges across the Los Angeles River at Ninth Street and other streets with full traffic interchange facilities. It is expected that this freeway, for which the City of Long Beach has ac­ cepted responsibility for design, con­ struction and financing, will be com­ pleted and opened to traffic within about two years' time, vvith the total estimated cost being in the neighbor­ hood of $10,000,000, all financed from other than state highway funds.

Colorado Freeway Bridge The Colorado Freeway bridge over the Arroyo Seco, which was awarded to the Guy F. Atkinson Company at a cost of $3,389,650, is the largest single contract ever awarded by the State Division of Highways. Active con­ struction of this bridge joining Pasa­ dena and the Eagle Rock section of Los Angeles was officially started on May 3,1951, and ground-breaking cer­ emonies were held on the site of the work. In clearing the right of way 10 View looking easterly along Ramona Freeway from above the east city limits of Los Angeles, showing the City buildings were removed and two de­ Terrace area. The bridge in the foreground is the overhead structure for inbound traffic from the City Terrace molished. In spite of difficulties in ob­ area. In the center left is shown the Herbert Street Overcrossing and in the left background is shown the taining steel the contractor has made Eastern Avenue Overcros~ing. exceptional progress, and this project with a completion date estimated for To date $3,000,000 has been spent for Terminal Island Freeway right-of-way acquisition on the Se­ July, 1953, is approximately 35 per­ The Terminal Island Freeway, 3.1 cent completed at the present time. pulveda Freeway. miles in length, extending from Sea-

Allesandro Freeway . side Boulevard on Terminal Island to Sepulveda Freeway Willow Street, was constructed by the The Sepulveda Freeway from Ven­ Construction of the Allesandro State Division of Highways at the re­ Freewav has not been started but right­ tura Boulevard in San Fernando Valley quest of the Navy as a federal access to the Los Angeles River Freeway of-way' acquisition is under way. The total length of this freeway that has road for the Navy. This freeway, while near 223d Street is 33 miles. Construc­ on the Los Angeles Metropolitan tion of this freeway has not been been covered by a freeway agreement with the City of Los Angeles is 1.4 Freeway System, is not on the State started but right-of-way acquisition Highw;y System, and no state money has been in progress since the end of miles. This is a very important section of freeway, extending from Fletcher was utilized either in its design, right­ the war. No concerted effort has been Drive to Avenue 36 near Eagle Rock of-way acquisition, or construction. made to clear up right of way for any Boulevard, because it will provide a specific section of this freeway. Right­ This freeway was financed by federal badly needed railroad grade separation of-way acquisition activities have been funds and Navy funds, the total ex­ confined to "distress" cases and to with the Southern Pacific Railroad, pense being about $14,000,000. special instances where it has been and also a highway grade separation necessary to acquire vacant land ahead with San Fernando Road. The total Ridge Route of contemplated private development expenditure to date for right-of-way The Ridge Route, while not on the that would have greatly increased the acquisition is approximately $1,500,­ 7vIetropolitan Freeway System, as such, later right-of-way acquisition costs. 000. is U. S. Highway 99, a very important and Public Works 13 Looking easterly across Arroyo Seco, showing old Colorado Street Bridge on right and new construction in progress on left for the Colorado Freeway Bridge. Bui/d­ ings in business district and civic center of Pasadena show in background. north-south arterial connecting the Los Ventura Boulevard for right of way and construction of Angeles metropolitan district with the The Ventura Boulevard expressway, $7,500,000. fertile and productive San Joaquin in the same general category as the Looking to the future of the Los An­ Valley and is deserving of brief men­ geles Metropolitan Freeway System, it is Ridge Route, is not on the JVletropol­ tion. The conversion of this three-lane estimated there will. be required some itan Freeway System, but is an im­ highway into an expressway (a limited $500,000,000 to $600,000,000 additional portant state higl1\vay route, U. S. 101, access freeway) was started after the financing to complete the main state acting as a feeder to the Hollywood war and by May of 1952 the 45.2 miles highway arterial routes necessary as the Freeway and connecting north coastal basic or backbone network of the over­ from the north city limits to the Kern cities with the Los Angeles metro­ all system. The time required to complete county line and the five-mile section politan area. The total length of Ven­ this with the present funds available is a from the Los Angeles county line to tura Boulevard from Vineland Avenue matter of simple arithmetic. Fort Tejon in Kern County will have in the City of Los Angeles extending been completed and placed under full through Ventura County to the Santa Traffic and Population traffic load. The cost of the portion Barbara county line is 61 miles. Of this The pressing need for freeways is within Los Angeles County for rights total mileage 21.6 miles have been evidenced by the traffic upon those of way and construction is approxi­ converted since the war to a four-lane short sections already completed and mately $12,000,000. limited access freeway at a total cost opened to traffic. Recent counts upon

14 California Highways UPPER-Looking eosterly along Fletcher Drive at grade crossing with Southern Pa:ific Roilroad showing vehicles held up by freight train. The proposed Allesandro Freeway, located to the right just off limits of photograph, will provide grade separation with the Southern Pacific Railroad as well as with San Fernando Road and eliminate traffic delays that are now common occurrences. LOWER-View northerly along viaduct on Terminal Island Freeway leading to Commodore Schuyler F. Heim lift span bridge that was designed by Stote Division of Highways. Low level bascule bridge shown at extreme left.

the Hollywood Freeway have been huenga Pass section of the Hollywood The population of the City of Los cited. On the Arroyo Seco Parkway Freeway show this to be carrying in Angeles increased from 1,504,277 to between the Castelar junction and excess of 105,000 vehicles in 24 hours. 1,907,358 in the decade from 1940 to Riverside Drive junction our counts Imagine the congestion that would 1950. In this same period the assessed show traffic in excess of 100,000 ve­ result on the city street system if any valuation of the city increased from hicles for a 24-hour period. Both state of these sections of freeway were $1,281,632,625 to $2,428,594,985, an and city checks of traffic on the Ca- closed to traffic. Increase of nearly 90 percent. The

and Public Works 15 assessed valuation of the city today is in excess of $2,480,000,000 and that of the county approximately $5,350,000,­ 000. For an area which lives on rubber­ tired vehicles, there can be no question that freeways are an indispensableeco­ nomic lifeline. The economy of the Los Angeles metropolitan area could not be maintained at its present level without them, and its future prosperity depends in large measure on the realization of the long-range freeway plans. The cost of building the Los Angeles freeway network may appear high; but the cost of not building it would be infinitely higher.

LETTER FROM ARGENTINA BUENOS AIRES MR. KENNETH C. ADAMS, Editor California Highways and Public Works Sacramento, California DEAR SIR: I have received your courteous letter dated December 20, 1951, in which you inform me I have been placed on the mailing list to re­ ceive California Highways and Public Works. Thank you very much. It will be for me a pleasure to receive your magazine which holds one of the first places among those publications which keep us up to date on the most important highways works, especially in your Looking northerly along Harbor Freeway construction between Beaudry Avenue on the left and Figueroa State. Street on the right. The four-level grade separation struelure and the Hollywood Freeway appear in the central part of the photograph with Pasadena in the background. The completed construelion in the fore- Very truly yours, ground is the Third Street Overcrossing. CARLOS NOYA SCHOO lngeniero de Conservacion AUTO CLUB URGES FROM LONDON Administracion General de MOTORISTS, PEDESTRIANS "SHElL" REFINING AND MARKETING Vialidad Nacional, Argentina TO CUT TRAFFIC FATALITIES COMPANY LIMITED Southland motorists and pedestrians 25 Bagley's Lane, Fulham, London, S. W. 6 STAY ON SLOW SIDE have been called on by the Auto Club THE EDITOR Knowing that you should always of Southern California to assume full California High~u;ays and Public Works drive at a safe speed is one thing. responsibility for traffic safety as auto Knowing what that safe speed should fatalities continued to increase during DEAR SIR: In advising you of my be is often quite another. The wise the first three months of this year. change of address, I should like to take motorist always plays it safe by under­ Auto accidents killed 466 persons in the opportunity of saying how much 12 Southern California counties during estimating the speed at which he should I appreciate receiving a copy of Cali­ the first quarter. This is a 4 percent drive. The wise motorist stays on the fornia Highways and Public W or/:es. slow side, and keeps himself safe. increase over last year and nearly 47 p::rcent above the same three-month You have been sending me your jour­ period of 1950. nal since I visited California in 1946 and RATON PASS I find it of great interest, both for its Raton Pass, which lies on the main The Indians of New Mexico have technical content and the references to route from Colorado down into New no written language. Their myths have men I met during my visit. I look for­ Mexico, is reported by the National been passed orally from generation to ward to recei,,:ing it in the future. Automobile Club to have been named generation and they are among the for the many pack rats that live in the most interesting to be found in the Yours truly, area. world. J. F. T. BLOTT

16 California Highways Humboldt Commissioner Discusses Cou nty Roads Increasing Problems of His Job By JOHN DAVIS, Humboldt County Road Commissioner

FOR MANY years a popular subject of pected that timber in the back areas than double 1940. However, let us complaint has been the condition of would become profitable to cut if an consider that the 1940 dollar pur­ county roads, not alone in Humboldt, economical means could be found to chased 76 percent more goods than the but in many other counties in this bring the logs in. 1950 dollars. State and others. We in Humboldt, This transportation factor could Let us multiply $240,200 by 1.76 along with Del Norte and Mendocino only be met by hauling over existing whiQh would equal $422,753 1950 dol­ Counties, have problems which are roads with the new type of logging lars. This being the case, a simple arith­ quite similar in nature. First, our prin­ trucks developed during that period. metic division would then give a very cipal industry, logging; our mountain­ The nation-wide demand for lumber comparative figure. ous terrain and climatic conditions in­ and the many thousands of acres of Money spent per vchicle-1940, volving a long rainy season. timber in Humboldt County led to a $422,753-18,039 vehicles, $23 each. Before condemning county officials healthy development. The population 1950, $573,888-31,989 vehicles, $18 responsible for maintenance of the increased from 46,000 in 1940 to 77 ,000 each. road system, perhaps we should stop in 1951. Limited Road Funds and consider some of the factors caus­ Car Traffic Doubled One can readily see that 10 years ing a deterioration of these roads, also With an increase in wealth as well ago we had a higher amount to spend the public demand for improved road as population the number of passenger per vehicle than now. On these same alignment. cars almost doubled from 16,000 to ap­ roads, we have doubled the number of Many existing county roads are a proximately 30,000. Trucks made a passenger cars and quadrupled the product of a "Topsy grew" situation. phenominal gain in that same period number of trucks with an increase in Years ago, old trails were widened to also; from a count of 1,756 to over the number of miles of county road to accommodate the horse and wagon. As 6,000. The ratio of passenger cars to maintain. construction equipment was strictly trucks decreased from 9.3 to 1 to the Owing to our limited road budget limited to hand shovels, wheelbarrows present ratio of 4 to 1. This means that and with increasing costs in wages and and horse-drawn scrapers, it was not there is one truck for every five vehi­ materials, it has been necessary to re­ feasible nor economically justifiable to cles on the road today. duce the number of men maintaining move large quantities of earth. There­ In light of these growth factors let the road system during this lO-year fore, the least amount of earthwork us stop and think what effect this tre­ period. This is directly opposite to moved governed the alignment and mendous increase in traffic does to our what should have been done. In keep­ grade of the road. This naturally re­ lightly-surfaced, narrow road system. ing with progress our manpower sulted in very crooked alignment in We all know that a heavily traveled should have been doubled. mountainous areas. road is subjected to a much greater Let us consider our administration wear and tear than one having a few problems. Up until 1947 the county Early Travel Limited cars a day. As a consequence many road system was divided into five dis­ With the advent of the motor car, county roads experienced failures in tricts with a supervisor in charge of these roads were further widened and the surfacing whether it be paved or each district having several foremen a gravel or rock base added. Prior to graveled. Poor drainage, and continu­ under his immediate supervision. 1940, traffic was limited mainly to light ous traffic during the rainy season Following the enactment of the Col­ passenger cars, and with this relatively wreaks havoc, causing pavement fail­ lier-Burns Act in that same year road low traffic count, no serious problems ures and resulting in numerous and districts were consolidated under one arose except for the usual storm dam­ deep chuck holes. department head, namely a road com­ age which occurred each winter. missioner appointed by the board of The logging industry, prior to 1940, Road Funds Static supervisors; the board to determine depended mainly upon their own rail­ Unfortunately, during this growth policy and approve budget items, the roads to move logs from the woods to in traffic, road funds did not increase commissioner to administer. sawmills, and very little use was made in the same proportion. For instance by them of the county road system. in 1940, the road budget was $243,902, Need Two Assistants During the war period and the post­ and in 1950, $573,888. From a first in­ In a county the size of Humboldt it war era, there was an ever-increasing spection one would say it appears that is essential for good organization to demand for lumber. It was to be ex- the money spent in 1950 was more have at least two assistants or general and Public Works 17 foremen to properly supervise or co­ From these figures, one may readily lier-Burns formula gIvmg considera­ ordinate the work. This is a reduction observe that with a limited budget it tion to the type of traffic, the moun­ of two in administrative personnel is impossible to show any great im­ tainous terrain and the long rainy compared to the old district organiza­ provement in alignment, widening or season or we might do what other tion. surfacing. states and counties have done in solv­ With regard to road funds, the in­ As traffic continues to grow and ing similar problems. come to Humboldt County is obtained costs spiral higher with inflation, the primarily from two sources. The first amount of actual road maintenance Revise Tax Limit? is from a proration of 1% cents out of a will perhaps decrease. This condition This could be done by a possible re­ total of 6 Yz cents gas tax among 58 will naturally present a very difficult vision in the 40-cent limitation on counties. This proration is made upon problem for those in charge of the property taxes allowing an increase in a basis of the number of vehicles in road department and the board of percentage for road funds or a sever­ . . Humboldt County compared with the superVIsors. ance tax or special license fee for those State as a whole. A logging truck is using the roads for commercial pur­ given the same weight as a motor What steps then might be taken to poses based on the number of ton-miles scooter when prorating the funds. alleviate this condition? We might hauled. No provision is made for the fact that consider a possible revision of the Col- ... Continued on page 51 roads in Humboldt County are more ex­ This is type of logging traffic to which Mr. Davis refers pensive to construct owing to the terrain or to maintain owing to the long rainy season. A breakdown of the 6 Yz -cent gas tax shows the following: counties, 1% cents; cities Ys cents; state highway, 2Yz cents; Federal Government, 2 cents. Forty-cent Limit From property taxes there is a 40­ cent statutory limitation placed upon the amount allocated for road funds. This amount cannot be increased without a change in the state statutes as local control cannot make this change. This means that the road de­ partment is limited to 5Yz cents to 7 cents out of each county tax dollar collected. . When one considers the low as­ sessed valuation of Humboldt County as .compared to its real present-'day value it is apparent that this source would not supply very much in the way of funds. Let us compare this average of 6 percent with the figure of 40 percent to 50 percentnow going for school funds, 12 percent to 13 per­ cent for the county hospital, and ap­ proximately 9 percent for relief. One can easily realize that a very small por­ tion of county taxes are being used for road purposes.

Surfacing Costly Paving costs, exclusive of grading and widening, amount to approxi­ mately $6,000 per mile for a six-inch base with seal coat, and approximately $11,000 per mile for a plant-mixed bitu­ minous surfacing.

18 California Highways Supreme Court Decision Landmar~. State Victory In Litigation Involving Freeways

THE CASE of Schnider v. State of Cali­ t ~ t. fornia, 38 A. C. 492, decided by the ~~ --,~ California Supreme Court on February - ,..' .,;' "C' • "C' ,,'lui'in ------"";"--0' "'[ ~ ~ 24 : ~ ~ Ii 21 ~ t; ~ 2 ~ ~ ~ l~O' • _~ ~ ~ 21, 1952, should be of interest to all lilli' ~ (J) 111:0' 111.0' to~II:,. ~ t- those concerned with the law applica­ I------""'------l 4 U ~ 23 2

and Public Works 19 Edwin L. Carty W. A. S. H. O. Will New President ~n fllCnl0riam Meet in June in Seattle Safety Cau nci I MICHAEL G. GLEN w. A. Bugge, Director of High­ ways for the State of Washington and Edwin L. Carty was elected Presi­ Members of the Materials Labo­ President of the Western Association dent of the California Safety Council ratories at Headquarters and em­ ployees of District VIII, were sad­ of State Highway Officials, has an­ at the 17th annual state-wide meeting dened by the death of Michael nounced that the Thirty-First Annual of the accident prevention group in Gabriel Glen, who passed away in Conference of the Western Associa­ Los Angeles, which saw more than 60 San Bernardino, January 13, 1952, tion of State Highway Officials will be civic and industrial leaders from all after an illness of seven weeks. held in Seattle, \Vashington, at the areas of the State installed as officers "Mike," as he was affectionately Olympic Hotel, on June 5, 6, and 7, and directors. called, was head of District VI/' 1952. "Accidents affect everybody's pock­ Materials Laboratory, a very com­ The conference headquarters will be etbook," Carty warned, "since hospi­ petent man in the field of materials at the Olympic Hotel in Seattle. A talization of thousands of traffic casual­ research and an interesting and sufficient number of rooms have been ties, increased law enforcement, and patient teacher of those under his reserved at the headquarters hotel, direction. higher insurance rates to offset prop­ and other hotels close to the Olympic erty damage, nick the dollar of the He was born in Rostov-on-Don, have assured us that thev will have Russia, on September 30, 1899. He rooms available for those 'not desiring farmer as well as the city man and the received his elementary and high salary man as well as the wage earner." to stay at the headquarters hotel. school education at the, Tomsk Insti­ There are four \Vestern Hotels in Carty recommended (1) a sharply tute of Technology, Tomsk, Siberia, Seattle for those desiring to utilize but was forced to flee to Harbin, increased highway construction pro­ their credit cards. China, by the Russian Revolution, gram to meet California motorists' ac­ Detailed plans indicate that a most celerating demands for more adequate In 1923 he came to California with a group of White Russian students. beneficial and enjoyable three days highways and freeways in which all He won scholarships to the Redlands will accrue to the conferees which frills may be eliminated; (2) an ex­ and Pomona Colleges and later will include a yacht trip through Lakes panded highway patrol to control traf­ transferred to the University of Cali­ Washington and Union, the canal and fic flow and properly enforce existing fornia in order to major in engineer­ government locks, Agate Pass Bridge, motor vehicle regulations, and (3) ing. He graduated in May, 1927. Puget Sound Naval Shipyard and the widespread training of high school His first engineering job was on Narrows Bridge, ending in a grand students in the rudiments of skillful the San Mateo Bay Bridge. In No­ smorgasbord at a unique waterfront driving. vember, 1928, upon completion of club in Tacoma. Vice presidents named to serve with the bridge, he went to work for the The formal prereservation plans will Carty for the coming year are Harry California Division of Highways, in be sent delegates the latter part of Conklh, Vice President, Loyalty District VIII, where he served until April W. C. Pedersen, General Chair­ his death. He became very interested man, has sent this notice to W. A. S. Group Insurance; Superior Judge in the materials and research phase Daniel R. Shoemaker, and Attorney of highway engineering early in his H. O. members: Henry Robinson, all of San Francisco; career, and organized and set up "The City of Seattle is celebrating Dr. Robert Gordon Sproul, President the testing laboratory for District its centennial, and many special events University of California, Berkeley; VIII. are planned for that week. Whether O. L. Gray, Manager, Santa Fe Rail­ He is survived by his mother, Mrs. your hobby be fishing, swimming, way; Henry L. Gogerty, Architect; Agrippina Gollandskova, and an mountain climbing-come equipped, Robert A. Moffitt, Attorney; George aunt in Harbin, China; his wife, for you will find the recreation of Worster, Yellow Cab Company Presi­ Florence; and two children, Barbara your choice in this exhilarating Puget and Michael. dent; and Charles C. Reed, inheritance Sound area. "A special program of interest to tax appraiser; and of Los Angeles; the ladies is now being arranged, so George A. Scott, San Diego depart­ HIGHWAY DANGER SPOTS make your plans-warn the wife and ment store executive; and J. D. Grant, Stay in your own lane on hills and bring the kids! We are looking for­ Stockton Iron \Vorks. ward to entertaining you and making curves and observe the markings Re-elected as general counsel was you a part of our third largest industry on the highway. That's protective Bernard C. Brennan, a former safety -tourism." council president. Aaron Riche, also driving, and it means you'll help avoid of Los Angeles, was renamed secre­ a collision with oncoming cars by Of the 4,000 miles of California state tary-treasurer. Forty-five directors watching for the danger spots and ob­ highway from which snow is removed were also installed at the safety coun­ serving the highway markings that are each year, only 550 are kept open pri­ cil meeting. placed there for your protection. marily for recreational traffic.

20 California Highways

sf Calcium Chloride Admixture Concrete Paving Expedites Opening Pavement to Tromc

By CARL ALZUETAr Assistant Engineerr Construction Deportment

A SECTION of portland cement con- Occasionally, because of improper bal- Construction Procedure crete pavement was recently treated ancing of the ratio of water to cement Flaked calcium chloride was deliv- with calcium chloride on Contract in the richer mixes, the desired early ered to the job in lOO-pound moisture- l-lOTC62-F, Sol-7, 8-H,B,A, to accel- strength was not obtained. Through proof sacks, and spotted at regular in- erate the early strength. From results the use of small percentages * of cal- tervals on the grade. The admixture obtained it appears that this admixture cium chloride, comparable strengths to was proportioned by filling calibrated will, in many cases, expedite the open- that obtained from properly designed containers and added to each batch at ing of the pavement to traffic and is seven-sack concrete are possible at the skip. No adjustment in the mixing adaptable to the California method of about one-fifth the additional cost. In water was necessary to maintain equal finishing pavement concrete. k b'l' addition, the concrete treated with cal- wor a llty. Our current specifications and in- cium chloride will exhibit lower Since the chemical is an effective structions provide that high early strength concrete be obtained by add- shrinkage than that characteristic of accelerator, several minor adjustments ing two extra sacks of cement to the the richer mixtures. may be necessary at times in the normal regular five-sack paven1ent concrete. * 1 to 2 percent by weight of the cement. .., Continued on page 32

LEFT-Bags of flaked calcium chloride spotted on the grade. RIGHT-Adding flaked calcium chloride to the mix.

and Public Works 21 John Hunt Skeggs Leaves Many Great Bui der Monuments Upon Retirement

IN THE FITTING surroundings of old and bled over the many survey stakes substantial San Francisco, the friends which dotted the campus, he decided and associates of Colonel Jno. H. to leave a few monuments to his own Skeggs gathered at the Fairmont Hotel residence. on March 29, 1952, to render full and As a student, his athletic interest lay richly deserved honors on the occasion in football. John Skeggs is unique in of his retirement from state service. that he submits no claim to All-Ameri­ Among the.several hundred who paid can selection, preferring to recall that tribute to his career of leadership and the varsities of the nineties were ex­ achievement were government offi­ pected to be students as well as athletes, cials, civic leaders, outstanding builders and it is pleasant to note that he gradu­ of public works, and those with whom ated with honors. He still follows the he was associated in the creation of the fortunes of the Orange and Blue, quite California Highway System. actively too, for he was largely re­ ColonelSkeggs' state career in high­ sponsible for the Santa Clara-Auburn way engineering began in 1919 when game of 1936. he accepted an appointment as assistant After graduation he joined the Ala­ Division Engineer, Division IV, the bama Railway forces as a topographer predecessor of the present District IV. on preliminary and location surveys. After being assigned as Acting Division Leaving this work he became a tax ex­ Engineer on July 15, 1921, he suc­ pert with the Alabama Title Guaran­ ceeded W. Lewis Clark as Division tee Company, the only interlude in his Engineer on the first day of October COL. JNO. H. SKEGGS long career of civil engineering. in the same year. From that date and until the present he has guided the dis­ reared in the traditions of the old south. On Los Angeles Aqueduct trict through the full scope of its To this day John Skeggs' early train­ The year 1903 found him returned labors and accomplishments. While his ing is quite visible except for his de­ to engineering and far from his native titles have changed through the classi­ parture from the soft southern manner Alabama. For five long years he fications of principal highway engineer of speech. The seeds of his pre-eminent mounted the slow steps to chief-of­ and metropolitan area highway engi­ devotion to honor and integrity were party with the Pacific Electric Com­ neer he has remained for 31 years at sown in this land of his early youth. pany of Los Angeles. After a brief the helm of highway development and period of titular splendor as City Engi­ Takes Up Engineering progress in the vital areas of Central­ neer of Covina, opportunities came in Coastal California. After completing his primary edu­ the building of the Los Angeles Aque­ cation in the public schools of Decatur, duct through Inyo and Kern Counties. Born in Alabama Alabama, he entered Alabama Poly­ Of all his early experience this task John Hunt Skeggs was born in technic Institute, probably better seems to have afforded him his greatest Sommerville, Morgan County, Ala­ known in California as Auburn. In the opportunity for young adventure. bama, on March 16, 1882, one of six language of our more familiar pattern While it may be that the hardships of children in the family of William E. of higher education, Auburn adminis­ this pioneer endeavor have grown in and Celia E. (Bean) Skeggs. Thefam­ trates the Colleges of Agriculture and stature through the years, Colonel ilies on both sides were early settlers of Mechanics while the Liberal Arts and Skeggs can always trump any leisure the colonies, being among those agri­ allied colleges are centered in Tusca­ hour story of early engineering by culturists who seasonally drove their loosa. reciting one of his own adventures on livestock from Virginia and the Caro­ Since there was no background of the aqueduct. linas to the more favorable forage of engineering in his family, one wonders At the conclusion of this project, in the far south. As the gulf lands were at the colonel's selection of the civil 1909, he assumed the duties of Deputy thus opened the families settled in the course. He recalls that in his younger County Surveyor of Los Angeles vicinity of the present Huntsville, Ala­ days he was committed to the re­ County, and for five years remained bama, named in honor of one of his sponsibility of managing his own fu­ in charge of field work on road and forebears. ture and, enjoying the out-of-doors, bridge location as well as construction. With such antecedents it followed the activities of a civil engineer ap­ In this assignment he met many of his that Judge Skeggs' children were pealed to him. Moreover, having stum- future associates, notably Spencer V.

22 California Highways Speakers' table at dinner tendered Col. Skeggs. LEFT TO RIGHT-Director of Public Works Frank B. Durkee, Col. Skeggs, State Highway Engineer Geo. T. McCoy, Assistant State Highway Engineer B. W. Booker, Deputy State Highway Engineer R. M. Gillis, Fred Grumm, retired deputy state highway engineer, Ray Duffy, assist­ ant district engineer, District Highway Engineer L. A. Weymouth.

Cortelyou, whose career with the Di­ ways, developed and constructed in a growing automobile traffic. Surveys vision of Highways closely paralleled manner which has brought to him the had started on the present Route 55, his own in its magnitude and responsi­ highest honors of his profession. the Skyline Boulevard, in 1919, and he bility. immediately devoted his energies to­ Goes to War Notable Achievements ward its completion. By 1928 it had His next position was with the Los To record the eminent achievements carved its way on the face of the ridge Angeles County Road Department of Colonel Skeggs during the 31 years running southerly and parallel to the where he doubled as Construction of his administration would be to recite coast, to the point known as Saratoga Engineer and Maintenance Engineer. the history of the district. The projects Gap. The colonel's interest in this job A brief interlude with the U. S. Bureau conceived and executed have materi­ and his vigorous leadership towards its of Public Roads brings his career to ally affected the life and activity of the early and successful completion are 1917, the year of the first W odd War. metropolitan area surrounding San pleasingly commemorated in the nam­ Colonel Skeggs immediately entered Francisco Bay. Lines of communica­ ing of Skeggs Point, a beautiful turn­ the military service as a Captain in the tion which he created have determined out which presents a full panorama of Corps of Engineers, U. S. Army. many of the present centers of popula­ the land which the Skyline serves. Through the rank of major and lat~r tion, and have opened new horizons of ... Birth of Freeways lieutenant-colonel he participated in better and more comfortable living to the memorable Saint-Mihiel and countless thousands. To further relieve the situation, Meuse-Argonne offensives. Confronting him in his first years of Route 68, the Bayshore Highway, was Returning to civil life at the con­ responsibility was the lack of approach conceived, and is now becoming one clusion of the war, John Skeggs en­ from the only land connection to the of the foremost freeways in the coun­ tered the service of the State of Cali­ city of San Francisco. The old two­ try. Realignment and widening of El fornia, beginning a career which was lane El Camino Real, which followed Camino Real came into being, and it is to leave its provident marks on the the route of the early Spanish explor­ interesting and significant to note that face of California in the form of high- ers, had become saturated with the the section near Colma foretold the

and Public Works 23 coming era of divided highways. In all his early building Colonel Skeggs, with the then limited means at hand, sought to control access to his creations. While the word "freeway" was unknown his foresight in restricting entry became the essence of modern freeway con­ struction. One of the most noteworthy of his en­ gineering accomplishments was the treat­ ment of the Valona Slide. This seemingly uncontrollable movement harried the southern approach to the Carquinez Bridge, at the same time interfering with the mainline railroad at its base. The prob­ lem called for original thinking, and in cooperation with the railroad engineers a complex system of subterranean drain­ age was evolved. He devised the huge sur­ face of interlocked and independently anchored concrete slabs which cover the face of the huge cliff above, diverting the lubricant which actuated the slide. The cliff is now reminiscent of the watersheds of old Gibraltar supporting that waterless and isolated peninsula.

Some of His Projems Noteworthy also in his achievements were the replacing of the Pacheco Pass Col. Skeggs, right, receives from his successor, B. W. Booker, keys to auto presented to him as parting gift wagon trails, and the Altamont realign­ ment, opening the way for the coming impact upon the manifest destiny of In completing his tasks with the Di­ flood of wheels from and to the South this Bay area, the location and con­ vision of Highways it must be a source and East. Here John Skeggs conceived struction of the approaches to the San of pleasant satisfaction for him to recall and developed the process of dust oil­ Francisco-Oakland Bay Bridge and the the division office in its few small rooms ing, adding immeasurably to the com­ Golden Gate Bridge, linked as they are in the Rialto Building, and its growth fort of drivers and roadside inhabitants. to the Eastshore Freeway, Waldo and through the phases of the Flood Build­ Perhaps one of the most pleasant ac­ 19th Avenue, will make forever memo­ ing, the State Building, the Headquar­ complishments in the minds of thou­ rable the career of John H. Skeggs. ters at Van Ness and Jackson, and sands who yearly visit the vacation area The results of his work are countless finally the present building, planned to of Santa Cruz, was the rebuilding of and endless. Opening the Lake County meet the needs of an operations and the Los Gatos-Santa Cruz Highway. recreation area with the road from design force of 750 men and women. Those who followed the old bumper to Calistoga north, the Russian River Colonel Skeggs gave careful attention bumper trail through Holy City many realignment from Cloverdale to Hop­ to its functional design and construc­ times have had occasion to thank those land, McDonald to the Sea, the elimi­ tion, determined that these quarters who brought it into being. In more nation of the Corte Madera grade, are would reflect the wisdom of so many recent years and close to this area, years of administration. The building Colonel Skeggs was first able to put but a few of the projects which have left their imprint on transportation in now stands as a beautiful landmark teeth into his plan of controlled a~cess representing progress in the field of this area. on the Watsonville-Rob Roy section transportation during this first half of of Coast Route 1. One might summarize the lasting con­ the century. tributions he has made to highway engi­ Monuments to Col. Skeggs neering by recalling (1) the three major It would be difficult to select any tunnels in the district, Broadway Low USING THE HAND BRAKE one of his accomplishments to serve Level, Waldo, and Funston; (2) his pioneer­ as a lasting monument to his generation ing in the field of divided highways and In freezing wet weather the use of of outstanding engineering achieve­ center-striping; (3) his unending and suc­ the emergency brake is not advisable ments. Each one had its own impor­ cessful battle to control access rights and, when parking because it may freeze tance, varying only in the purpose (4) the 1,300 miles of outstanding state and then cannot be released. Use the which it served. However, with respect highways in this district, all of which were car's gears as a parking brake and turn to magnitude and endurance, and to its built or rebuilt under his direction. the wheels into the curb on hills.

24 California Highways

ct B. W. Booker Joseph P. Sinclair

ApPOINTMENT of B. W. Booker as JOSEPH P. SINCLAIR was born January Assistant State Highway Engineer in 23, 1920, in Minneapolis, Minnesota, charge of the District IV office of the and received his schooling in the Los Division of Highways in San Francisco Angeles area. He graduated in 1932 was announced by State Highway from the University of Southern Cali­ Engineer George T. McCoy, effective fornia, receiving a Bachelor of Science on the retirement of Jno. H. Skeggs on Degree in Civil Engineering. April 1, 1952. Mr. Sinclair entered state service in The last 10 years of Mr. Booker's 30 July, 1932, as a Junior Engineering years of service with the Division of Field Aid with District VII at Los An­ Highways have been spent in the San geles, and was assigned to surveys in Francisco office, as Assistant District the San Diego area. Engineer and, beginning October 3, 1947, as District Engineer. In April of 1933, Nir. Sinclair left A native of Topeka, Kansas, Mr. state service to accept employment Booker moved to San Francisco as a with the Los Angeles Metropolitan boy and took his civil engineering Water District, with headquarters at studies at the University of California. Banning, California, where he was em­ ployed on construction of the Los After several years o( varied experi­ B. W. BOOKER ence with the Southern Pacific, the Angeles aqueduct. San Francisco Harbor Commission and In October of 1933, two months the Interstate Commerce Commission, after District XI was formed with he joined the State Highway organiza­ headquarters in San Diego, Mr. Sin­ tion in October, 1921, as a draftsman. clair returned to state service and re­ His first assignment was to a survey mained with that district until January party in Lake County. 1,1950. During that period he received He served as office engineer, locating wide experience in design, city and engineer and construction engineer in county cooperative projects, labora­ four different districts of Northern and tory, maintenance, project reports, and Central California before his assign­ budget fields. In the last 10 years with ment to District IV in 1942. District XI, Mr. Sinclair served as During his career with the Division Assistant District Maintenance Engi­ of Highways, Mr. Booker has had re­ neer, Project and Budget Engineer, and sponsibility for surveys, design, con­ struction, maintenance and administra­ Design Engineer. tion in many different areas of the From 1943 until the end of 1945, Mr. State. In particular, he has had con­ Sinclair was an officer in the U. S. siderable experience in slide and slip­ Navy, serving with a naval construc­ out correction work in heavy con­ tion battalion as executive officer in struction areas. charge of construction of bases in the He has been responsible for much of western Pacific. He was released from the planning of metropolitan freeways active duty with the rank of Lieutenant .and bridge approaches in the San Fran­ Commander in December, 1945. cisco Bay Area. He was responsible JOSEPH P. SINCLAIR for the compilation of the Preliminary In January, 1950, Mr. Sinclair was Traffic Report on Proposed San Fran­ promoted to Assistant District Engi­ cisco Bay Crossings and the San Fran­ SHOWING OFF neer-Design-in District VII, and he cisco Metropolitan Bay Area Traffic has served in that capacity until named Report. The next time you feel the urge to show off when behind the wheel of a to succeed Mr. Booker in District IV. car, warns the National Automobile This assignment has included super­ The snow-removal season on Cali­ Club, remember that it takes but a split vision of freeway design in the Los fornia state highways runs from Oc­ second, but a panic-stricken moment Angeles Metropolitan Area, as well as tober until the opening of the higher of confusion, to switch from spectacu­ varied types of construction in the mountain passes in June. lar driving to spectacular death. Ventura County section.

and Public Works 25 Montgomery Peterson Continued from page 27 .•• Continued from page 27 ... Cha rles E. Thorp In December of 1912, Monty was Pete served as Assistant Resident En­ assigned to Construction as Assistant gineer and Resident Engineer on state Resident Engineer. He was promoted highway paving contracts. His long in 1917 to Resident Engineer and sta­ experience in highway construction CHARLES E. THORP, Purchasing and tioned at Pine Valley in San Diego work made him one of the State's fore­ Requisition Clerk, of the Division of Highways, Service and Supply De­ County. Monty served as Resident En­ most asphalt paving hot plant experts. partment, retired on April 1 after 34 gineer with the Construction Depart­ Although the 10 years preceding his ment until 1947, when he was made years of state service, 32 of which have retirement were largely spent in the been with the Division of High\vays. Field Supervisor over many Resident district office, he frequently was called Engineers. In this capacity he patiently Mr. Thorp was on to aid in getting asphalt concrete passed on to young engineers the bene­ born in Lancashire, fit of his many years of highway engi­ paving jobs under way. England, and was neering exerience. In the 23 years Pete has been in induced to visit Truly, Monty and District VII have District VII, most of the time in the California by his "grown up" together. They saw two­ Construction Department, his friendly uncle, who was then President of lane highways in Southern California disposition and dry wit have made hi~l Weinstock, Lubin expand into the vast network of multi­ a host of friends who hope his retire­ and Company in million dollar freeways which are de­ ment will be a long and pleasant one. scribed in this issue by P. O. Harding. Sacramento. Mr. Thorp was prop­ CHARLES E. THORP erly initiated to California by being in San Francisco at the time of the big earthquake in 1906. He first started work as a draftsman

7~'" with the Department of Engineering, 1- H ,,"'f..6'o ~ .. '....,t.. "~S-o but in 1920 transferred to the Purchas­ ing Department of the California Highway Commission, which was then in the Forum Building, Sacramento. Mr. Thorp soon became Purchasing Agent Grade III and General.Buyer Grade 4, and was appointed Assistant Purchasing Agent, under Lowell R. Smith, of the California Highway Commission. Mr. Austin B. Fletcher W'"oo ~""o was at that time the State Highway ~oo .~~~~~.....~~.~\ If "'.\00 Engineer. Prior to 1927, the Division of Highways was purchasing $2,000,­ 000 worth of materials annually as compared with $5,500,000 purchased for the entire State, not including high­ ways. In 1926, all state purchasing was centralized under the Department of Finance, and Mr. Thorp was reclassi­ GREAT ENGINEERING EXHIBIT fied as a Purchasing and Requisition Seitz Clerk for the Division of Highways, TO MARK CENTENNIAL EVENT Continued from page 27 ... and has held that title since 1927. in asphaltic surfacing. For some time With the American Society of Civil After retirement, Mr. Thorp plans Slim's bump marker was standard Engineers spearheading the plans, it is some extensive gardening, taking care equipment on most asphaltic concrete anticipated that 25,000 engineers of all of his many camelias and azaleas as well paving jobs in the district. branches, representing 51 American as his beautiful rose garden. Slim's interest in mechanics and and foreign engineering societies, will He and Mrs. Thorp p!an to do some gadgets promises to keep him pleas­ meet at the II-day Centennial of Engi­ traveling and hope to go to Yellow­ antly and actively employed during neering in Chicago, September 3 to 13, stone Park, and points east, west, north his retirement. 1952. and south.

28 California Highways _T_h_om_o_s_J._W_ho_l_e_n----J1 I_L_'o_y_d_A_._B_Ot_h_o_m_1 1__R_O_y_C_._T_ee_I_,S_r_.-I

ON JANUARY 1,1952, Thomas Joseph ON FEBRUARY 29, 1952, Lloyd A. Roy C. TEEL, SR., veteran state high­ Whalen retired after thirty years of Batham, Associate Highway Engineer way right-of-way agent in District V, faithful service with the Division of with the Division of Highways, Dis­ San Luis Obispo,. has announced his Highways, Maintenance Department trict IV, retired after 38 years of State retirement from public service effec­ in District V. He was born in Castro­ serVIce. tive April 1, 1952. ville, California, November 1, 1891, lVlr. Batham started his engineering Formerly in the real estate business where he received career in 1905 as chainman for the City in Los Angeles, Mr. Teel joined the his formal educa­ of Chico. After Division of High­ tion. Between 1908 leaving the city ways on February and 1915 he was position in 1909, he 21, 1931,as a con­ employed on was an engineer for struction camp ranches near Cas­ the Richvale Land clerk and transfer­ troville, lVlonterey red to right-of-way and Gonzales, and Company and the work in San Fran~ from 1915 to 1918 Sierra Electric cisco November 1, was a hotel proprie­ Power Company, 1935. In 1944 his tor at San Lucas. and in 1910 re­ duties took him to THOMAS J. WHALEN He served with the turned to Chico as Assistant City En­ San Luis Obispo A. E. F. in France during World War llOYD A. BATH AM ROY C. TEEl, SR. 1. He began work with the Division gineer. Working where a year later of Highways in 1919 as laborer-team­ until 1912 in that position, he accepted he was designated district right-of­ ster in the Maintenance Department employment with the Northern Elec­ way agent. in Monterey County. In 1920 he was tric Railroad Company as Assistant Illness in the summer of 1948 necessi­ promoted to sub-foreman and later Engineer. After two years in railroad­ tated his relinquishing this post but he the same year to foreman which posi­ ing, he went to work for the California remained actively engaged in right-of­ tion he held until retirement. Highway Commission in 1914, the way work as administrative assistant. Mr. Whalen was employed continu­ Division of Highways not being in ex­ He was particularly instrumental in ously in the Maintenance Department istence at that time. the training of new agents, many of in District V with the exception of His first assignment was in Head­ whom gathered to honor him at lunch­ two years in 1943 to 1945 when illness quarters Office as a draftsman, at which eon January 31st and again, along with prevented his working. From 1945 to position he worked until 1918, when he other district employees, at a testi­ date of retirement, he was located in transferred to Division IV office in monial banquet at the Anderson Hotel, the Cuyama area in Santa Barbara S'an Francisco. After a short time, he San Luis Obispo, on February 8, 1952. County. was appointed chief draftsman, work­ Mr. T eel plans to return to the Los ing under the direction of W. Lewis Nlr. Whalen ,vas especially popular Angeles area and make his future home with the men under his supervision. He Clark, Division Engineer, who was in Whittier, where he admits he will was very methodical and neat in all of succeeded in 1921 by Jno. H. Skeggs, probably again engage in some phase his work and maintained warehouses later District Engineer and Assistant of real estate activity. and yards under his supervision in a State Highway Engineer. Mr. Batham very orderly manner. He was very ex­ served as chief draftsman for 24 years Following in his father's footsteps is pert in placing emulsion patches and and in 1942 was appointed Assistant Roy C. Teel, Jr., an assistant right-of­ seal coats, being considered one of the District Planning Engineer, a position way agent in the Los Angeles office of best men in the State on this work. he held until his retirement on Febru­ the Division of Highways. Mr. Whalen has two married daugh­ ary 29, 1952. ters. One lives at King City and one at On the night of February 21, 1952, District VII, who flew from Los An­ Soledad. Mr. Whalen and his wife, over 100 co-workers gathered at the Mrs. Edith M. 'Whalen, are making Montclair Restaurant to honor Lloyd geles to be with his good friend and their home at King City. on the occasion of his retirement. R. P. former co-worker. Duffy, Assistant District Engineer, Lloyd plans to do a lot of fishing and During an ordinary winter, the Cali­ acted as master of ceremonies and a hunting during his retirement. His son, fornia Division of Highways clears shotgun was presented to Lloyd by Lloyd Batham, Jr., is an Assistant snow from some 4,000 miles of state Colonel Skeggs on behalf of his friends. Highway Engineer in District III, and highway at an average cost of $1,500,­ Among the speakers was PaulO. Hard­ they expect to have many trips to­ 000. ing, Assistant State Highway Engineer, gether in the Sierras. and Public Works 29. or four, including the Chief Clerk, and many were the extra hours of hard Charles. H. Ryon labor that Charles Ryan and Lowell Fra nk l. Holt Smith were called upon to give to the cause. ApRIL 1, 1952, saw the close of a long AFTER 34 years of service with the career in public service and the begin­ Division of Highways, Frank L. Holt ning of a well-earned retirement for has retired. He had a varied career Charles H. Ryon, chief clerk, Equip­ driving stage out of Truckee to Inde­ ment Department, Division of High­ pendence Lake and Sierraville Valley, ways, Sacramento. driving logging teams, largest of which Thirty-eight years ago, on Septem­ were 14 head in one string-10 horses ber 11, 1914, Charles embarked on a and 4 oxen; and working for Southern career which has been at once satisfy­ Pacific at Gold Run as Station Engi­ ing, interesting and richly filled with neer Fireman. He started to work for lasting friendships made along the way. the Division of Highways in 1917 in He was born in the town of Marys­ District I Engineering Department. ville, on September 19, 1886; the son of The District Engineer was Mr. Som­ Edwin Ryon, an expert cabinet maker, ner, Assistant Engineer Haselwood, and Georgia Carey Ryon. . Survey Party Chief Fred Bolles, and Shortly after Charlie's birth, the Field Boss, J. W. Vickrey. In 1925 he family moved to Chico, where his CHARLES H. RYON went to Carnelian Bay, Lake Tahoe, father became Bridge and Building in District III, under Superintendent Superintendent for the Sacramento On June 30, 1917, Charlie married Ethel Katherine Doyle, the daughter C. H. Weeks. In April of that year he Northern Railroad. There Charlie re­ drove over Echo Summit over four feet ceived his education and planned his of the publisher of the Marysville Democrat. Mrs. Ryan has shared 35 of of frozen snow in a Dodge screenside life. He graduated from high school truck. Charlie's 38 years of service to the peo­ and rook a post-graduate course in In 1926 he transferred to Mainte­ stenography and commercial law. ple of California. Mrs. Ryan is now a retired schoolteacher. nance and worked throughout the At Chico Normal district, spending 15 years in the Goes to District IV Truckee territory, most of the time as Charlie's first position, which he leadingman. He transferred to Marys­ held while still in his last year of school, In 1918 he was transferred to District IV as clerk and stenographer to the ville in 1944 and retired on February ,vas that of secretary to Dr. Van Liew, 29, 1952. then President of Chico State Normal late James Moriarity, Chief Clerk. School and also President of the Cali­ Lewis G. Clark was then District Engi­ FROM CAL TECH fornia State Teachers' Association at neer, preceding Col. Jno. H. Skeggs. MR. GEORGE T. McCoy that time. Ryan returned to District III Office State Highway E1lKineer In 1911, he left Chico and moved to at Sacramento in 1919 and in 1920, he Sacramento 4, California Sacramento to live, where he was sec­ was appointed Chief Clerk, Lowell Smith having left the district some time DEAR SIR: I ran across a copy of Cali­ retary to Mr. Gustave Yark, President fornia Highways and Public Works in before, later becoming Purchasing of Hall, Luhrs and Co., wholesale our civil engineering library here at grocers of that time. It is said that Agent with the Department of Fi­ nance. Cal Tech recently. I was quite inter­ Charlie established a record in the ested in the magazine, as it keeps well seIling of hams that has never been Among those whose highway career abreast of the times and brings to me, equaled. began with District III was Tom H. an undergraduate civil engineer, a look In 1914, he tool.<: the first and only Dennis, then a Resident Engineer and into what we can expect to be doing examination for "chief clerk" given by later Highway Engineer, Clyde Rust, when we graduate. It also shows that the State of California and on Septem­ once office boy and now Maintenance what we are learning can be useful on ber 11, 1914, he entered the service of Superintendent, John Stillwell and the outside. the newly formed Division of High­ Walter Riechel, now Superintendents Sincerely yours, of Equipment, Tom Mendenhall, now ways, it being only two years old at K. Headquarters Shop Truck Department PHILIP BATES, JR. that time. He was appointed to the Pasadena, California position of clerk under Lowell R.. Foreman, and many others. Smith, Chief Clerk of District III with In 1922, Ryan went to Central Office He served under Mr. Stalnaker, saw offices in the Forum Building. The late for six months under Herman Weaver, him retire, and Mr. Earl Sorenson as­ Wm. S. Caruthers was at that time the and on August 13th, he was appointed sume charge of the department. He has Division Engineer of District III. Chief Clerk of the newly-formed never faltered in his efforts to con­ The personnel of the office in the Equipment Department under R. H. tinually improve the effectiveness of Forum Building consisted of only three Stalnaker. his organization.

30 California Highways 3n memoriam 3n memoriam 3n fllenl0riam CLYDE F. LANGWORTHY BURTON W. HUBBARD JOHN O. MILLER Burton W. Hubbard, a member John O. Miller is dead. His Previously unreported in Cali­ of the staff of District VII, Division memory will long be revered in the fornia Highways and Public Works of Highways, for almost 24 years, State Department of Public Works. was the loss of Clyde F. Langworthy, died March 2, 1952, at the Queen Mr. Miller was a supervising hy­ who died suddenly last year while of the Angels Hospital in Los Angeles draulic engineer of the Division of serving as resident engineer for the after a short period of illness. Water Resources at the time of his now completed relocation of State Hub, as he was known to his many sudden death in Sacramento from a Sign Route 150 in the vicinity of the friends, was born December 23, heart attack on March 7, 1952. He Cachuma Reservoir in Santa Bar­ 1905, at Belmond, Iowa, attended entered state service in April, 1938, bara County. At the time of his grammar and high schools at Du­ as an associate hydraulic engineer. death, he had served the State of rango, Colo., and later majored in He advanced to senior hydraulic California for nearly 20 years. geology at the University of Colo­ engineer on July 1, 1946, and on Born in San Antonio, Texas, on rado at Boulder. He entered the em­ August 1, 1950, was promoted to February 23, 1900, Mr. Langworthy ploy of District VII June 25, 1928, as his latest post. studied civil engineering while in the a chairman on survey party, afte.r A graduate from Stanford Univer­ military service during and shortly having worked for the Colorado sity in 1912, with a C. E. degree, after World War I, and later at­ Highway Commission and for the Mr. Miller engaged in varied engi­ tended the University of Texas. After County of Los Angeles. neering practice until 1917 when he working as a draftsman with various For a few months during 1933 and entered the, Army and was commis­ private concerns and then the City 1934 Hub worked for District V at sioned second lieutenant, U. S. Army of Burbank, he first joined the Divi­ San Luis Obispo and for the San Engineers, serving for two years dur­ sion of Highways staff in September, Francisco-Oakland Bay Bridge. Ex­ ing World War I. 1927, at Redding. He subsequently cept for these short periods, his mil­ From 1919 to 1928 he practiced worked in District III (with its head­ itary leave for naval service in 1942, his profession in Virginia and New quarters then in Sacramento) and and for the winter of 1947 when he England states. Returning to Cali­ District I, moving in 1941 to District was Resident Engineer under the fornia, he engaged in storm and V, where he remained until his death. United States War Department on sanitary sewer design and construc­ He is survived by his widow, Mrs. the project of rehabilitating war­ tion for the Cities of Richmond and Odette Langworthy, whom he mar­ damaged highways in Greece, his Woodland. From 1931 to 1934 he ried in 1936, and by seven daughters engineering career with the Division was in private practice. From 1934 and a son. of Highways has been in District VII. to 1938 he held various administra­ Hub had a very well-rounded ex­ tive positions with CWA, SERA and perience in highway engineering, WPA. having served in all survey party John Miller is, and always will be, positions and acted as survey party a tradition at Stanford. His phe­ HIGHWAY WORKERS DESERVE thief. He also served as assistant nomenal performances on the track PRAISE resident engineer on construction and on football fields are still re­ and as squad leader in drafting called whenever and wherever col­ It's a good thing to note when an room design. This broad experience lege grads gather. He excelled in official agency does a good job, and made him very valuable in the posi­ the 440-yard dash, the half-mile the State Division of Highways has tion which he held from April, 1948, and in relay races. In track events done just that in keeping roads open to the date of his death. As assistant and in football he was called the after the recent snowstorms in the district office engineer he handled, "Bakersfield Jackrabbit." hills. among other duties, the contacts Mr. Miller was born in Bakersfield It has been a gigantic task, but with the public in connection with on August 19, 1886. He was edu­ the Division of Highways has kept state highway activities and the ex­ cated in the public schools of that traffic moving despite terrific snow tensive freeway developments in the city and went on to Stanford to win problems. Some of the highway Los Angeles area. honors in collegiate sports that made crews were moving snow 24 hours Hub's immediate family consists of him internationally known. at a clip during the worst falls in the his widow, Margaret, who resides in He was a member of various mountain areas, and they managed Santa Ana, and his son, Lee, who Masonic orders including Ben' AI.i to keep the main roads passable graduated with honors from Santa Temple Mystic Shrine. He was Past most of the time. Ana High School, winning a scholar­ Commander of Yolo Post No. 77, Taxpayers got their money's worth ship to the University of Chicago. He American Legion. and more from the efficient and loyal is now attending this university, ma­ Mr. Miller is survived by his service of the highway personnel joring in anthropology. widow, Alene, Sacramento; two during the recent emergency. Good Hub's passing is a loss to the State brothers, Harry, of Las Vegas, Nev., work.-Los Angeles Mirror, March Division of Highways and a cause and Tom, of Glendale, and a sister, 13, 1952.. of:sorrow to his host of friends. Mary Ashe Miller of Las Vegas. and Public Works 31 6000

5000

:::I: t- 4000 ~ z w:r O::ut- (1,)_z cj w(/) 3000 ~o:: (/) W (/)0- UJ o::~ o..a:l ~-' 2000 u0

1000 CONTRACT HOTC 62 -F X-SOL-7,8-H,B;A 5 SACK CON CRETE Z"TO 3" SLUMP ZY2" MAX. AGGREGATE o 3 7 28 AGE IN DAYS

average effective run of the self-propelled crete as well as complicate the normal Concrete Paving drag finisher (175 to 250 feet). The fin­ finishing operation.* Continued from page 21 ... ishing characteristics of the treated and Benefits possible from the addition of finishing operation and in the quantity untreated pavement within one pass of calcium chloride to pavement concrete: of calcium chloride used: the finisher may be such as to make this (1) Expedite the opening of the pave­ 1. Finishing of concrete pavement as operation difficult and unsatisfactory. ment to traffic or to the contractor's specified in the California method is de­ equipment. Results Obtained signed to prolong the final finish by inter­ (2) Decrease the number of pavement mittent surface manipulation until the The principal increase in compres­ crossing devices necessary. maximum subsidence has taken place. This sive strength of the treated over the (3) Slight decrease in setting time will be method results in improved riding qualities untreated concrete results in the first helpful. in winter paving. and in a nonskid surface texture. On very seven days. After this period there is (4) Decrease protection time necessary in warm days the addition of a full 2 percent little significant benefit in the treated maintenance patches, etc. of calcium chloride may not result in the concrete. At the end of one and three maximum subsidence desired. 01} such The test section was placed with the days, 2 percent of calcium chloride days smaller quantities are advisable; cooperation of Parish Bros., Contrac­ however, the higher curing temperature will almost double the compressive. tor, Ed Craun and Kenneth Hatch, will result in higher early strengths and strength of normal concrete. At seven Resident Engineers, and Lou Kovanda, offset the loss occasioned by the use of days, treated concrete was 30 percent Associate Materials and Research En­ lower percentages of the accelerator. higher, but at 28 days there was little gmeer. difference in the compressive strengths. 2. The treated concrete hardens rap­ * Recent studies indicate that the addition of cal­ idly after the final passes of the drag While larger proportions of the cium chloride may increase the expansion caused by the alkali-aggregate reaction. finisher and the effective period available admixture will increase the early for the steel cut float used in the final strengths of the concrete, the addition finish is reduced. of not over 2 percent is advisable. A good driver obeys the traffic rules 3. Calcium chloride should not be Higher percentages may have delete­ and is quick enough to. dodge those added to any section shorter than the rious effects on the quality of the con- who don't.

32 California Highways Bridge Department Uses One of Some Gadget Largest All-welded Steel Beams By RALPH H. KIPP, Assistant Steel Inspector, Materials and Research Department

ONE OFTHE largest all-welded steel the problem to be the use of solid wall spection problem for the Materials beams ever manufactured on the Pa­ reinforced concrete abutments built and Research Department. The pro­ cific Coast was recently placed in posi­ along the curve and skew of Route 228. duction of these beams as weldments tion on the State Highway System. Then to support the Eastshore Free­ was necessary because the largest The beam, 53 inches deep and 106 feet way roadway slab steel stringers were standard rolled beam is 36 inches deep long, is part of the Route 69-228 Sepa­ placed perpendicular to the abutments. (}vhich is considerably short of the ration Structure on the Eastshore Free­ This necessitated facia beams to sup­ designed 53 inches depth) and does not way, State Sign Route 17. This port one end of the stringers along each have the strength required. Structural structure is located about one-fourth side of the upper roadway. Because of steel plates were used as a fabricating mile northwest of San Lorenzo near the combination skew and curve these material. Oakland at the junction of State High­ two beams are of different lengths. The A cross section through the beam is way 228 with the Eastshore Freeway. span of the south edge member is 100 shown in Figure I. The top and bottom The location and controlling fea­ feet, whereas, that of the north edge is flanges are 3 inches thick. The web tures at this grade separation structure but 65 feet. The south edge beam is was manufactured from i-inch x 48­ sound like a bridge designer's night­ not only heavier than the north, but inch plate. The flanges were made in mare. There is a combination of limited also takes advantage of composite ac­ three segments each. The top flange headroom, high skew, and the struc­ tion with the concrete curb by the use segments were 23, 37 and46 feet long ture is on a curve. The location at the of shear lugs along its top flange. It is and the bottom flange segments were the construction of the longer of these same time represents a culmination of 26, 37 and 45 feet long. Each flange two all-welded members of the steel a highway designer's dream, in that it required two butt welds, as shown in produces roadway interchange to give structure that is described in the fol­ Figure II. The ends of the flange plates traffic greater safety and freedom of lowing article and shown in Photo 1. movement. to be welded were prepared by gas Ambitious Product burning or cutting to 30 degree angles Problem Met When this ambitious structural and then grinding the flame-cut sur­ The Bridge Department of the Di­ product of the highway and bridge faces. The welds were made with a vision of Highways, which has the designer arrived in the fabricating yard semiautomatic welding machine using responsibility for structural design, of ]udson-Pacific-Murphy Corpora- %rinch wire, 420 amperes and 30 found the most economical solution to -tion it then became an interesting in- volts.

PHOTO 1

and Public Works 33 Welding Process Parent metal 36-inch beams, 12-inch wide flange An average of 14 passes were re­ heavy section beams were placed trans­ quired to weld each side. After com­ versely and evenly spaced along the pleting the welding of one side, the Roof entire length. This assembly was lev­ plates were turned over so as to com­ eled and straightened and then welded. together. Uprights were then bolted plete the construction. The second side Face to the 12-inch transverse members. The Buff Weld Figure II uprights were bolted solidly in place Sedion fhru Beam along one side, while those on the op­ One of Major Problems posite side were movable. Space was j f---!.-16''------j The web plate was fabricated from left between the uprights for the 53­ inch beam. Hydraulic jacks were i-, II two sections 37 and 70 feet in length, respectively. These plates were beveled placed as shown in Figure III so as to T ~Fillef Weld to 30 degrees and welded with a Union­ apply pressure through the slotted up­ melt automatic welding machine. Oxy­ rights. The entire assembly acted as a weld Number 36, %6-inch wire was huge vise to apply pressure to the com­ used in the automatic machine working plete beam in order to bring the webs at 800 amperes and 30 volts. Before in contact with the edges of the flange starting this weld, a small "sealer" pass plates. was welded in by hand. Before final fitting-up was started, As steel plates are invariably warped the web plate was trimmed to a width or distorted by heating local areas, of 47 inches and the areas where straightening of the plates both be­ it would contact each flange were fore and after welding was one of the cleaned by grinding. Fitting was major problems throughout this com­ started at the center of the beam and plete fabrication. This was especially sirpultaneously worked toward each true of the three-inch flange plates. end. One movable vise was needed on Straightening had to be accomplished top in order to correct lateral varia­ before and after each complete weld tions in the beam.

7" and then the completed web sections - '--"8 and flange section were straightened Eight-ton Jacks again before final assembly. Straighten­ It was first thought that five-ton ing was accomplished by the applica­ jacks would be adequate for this tion of heat and pressure. process. However, it was found neces­ ~I~------' Final assembly of the plates into a sary to use eight-ton equipment so as structural beam was undertaken on a to bring the three-inch flanges into the 1-·----zO"-----i skid especially constructed for the job. desired contact. Preliminary assembly hgure I (Figure III.) ,vas fixed by tack welding the web to the flanges. Tack welds slightly longer was chipped down to clean metal be­ Supporting Framework than those used under normal fabricat­ fore placing the weld. In order to have The "skid" or supporting frame­ ing conditions were applied. This was full welds on the three-inch face, small work consisted of 36-inch beams done so as to hold the members structural steel angles were tack placed flat and end to end for the en­ squarely in contact and also to provide welded to the edges of the flange plates. tire length. On the top sides of the a better base for the automatic welding This formed a table on which the 8 T Jack welding machine could operate so as to start and end the weld outside the ! edge of the flange. These extensions Beam were later burned off and ground smooth resulting in a full-width sound ~Lev€/il1g weld. The butt welding of each flange took approximately two and one-half hours for each side. The plates were /2" V\F preheated to a minimum metal tem­ Slotted perature of 300 degrees F. and the 5' ctrs. metal kept up to temperature by two 36" W' gas torches and one large kerosene torch. Figure III

34 . California Highways Radium Used for Photos Inspection of the welding was per­ formed by the writer who was present during all welding operations. This visual inspection was supplemented by nondestructive testing. Complete gamma ray pictures were taken of the butt welds and of a reasonable portion of the fillet welds. The gamma ray inspection pictures were taken of each butt weld by raising the flange three feet from the floor. The gamma ray pellet was then placed between the floor and the plate, about 24 inches from the weld. The gamma rays were PHOTO 2 generated by a 100-gram capsule of machine during the fillet welding oper­ during the complete welding opera­ radium. The negatives were placed ation. Before starting the fillet welding, tion. A camber of about two and one­ over the weld and for this three-inch the surfaces were cleaned with power­ half inches was produced in the 106­ material were exposed about eight driven brushes and all interfering tack foot beam during each heating and hours. The exposures for the fillet welds were chipped out and replaced. welding sequence. The cooling after welds were made by placing the nega­ It was necessary that this cleaning op­ each welding operation was inhibited tive on the outside face of the flange eration be done very carefully in order by augmenting the insulating qualities with the beam in an upright position. to secure proper penetration and to of the slag by six-inch strips of asbestos The capsule was then placed at an limit surface defects. board. Cooling required from eight to angle of 20 degrees from the web and ten hours and the various temperature about 24 inches from the weld. Photo Fillet Welding readings were as follows: 2 shows a picture through a butt weld The fillet welding also was per­ At 1 hour atter welding- and Photo 3 shows a fillet weld. formed on metal preheated to 300 de­ flange 210 degrees, web 180 degrees The "X-ray" (gamma ray) pictures grees minimum. This heat was main­ At 2V2 hours atter welding- taken during the inspection period tained ahead of the welding machine flange 148 degrees, web 128 degrees At 4 hours atter welding- were made by the Pittsburg Testing by a large kerosene torch and four gas flange 128 degrees, web 98 degrees Laboratory. It may be of interest to torches. The temperature was con­ note that the radium capsule used by trolled by using 300-degree "Tempil­ Temperature readings were taken of the steel six inches from the weld. The them is valued at approximately $50,­ stiks." Temperature control was also 000. checked by using an Alnor portable average lengthwise expansion follow­ pyrometer. A Tempilstik is a tempera­ ing each weld operation amounted to The beam was manufactured for the contractor, Fredrickson and vVatson ture indicator manufactured from ma­ about one-eighth inch in the over-all terial which will melt at the desired length of the beam. Following the Construction Company, by Judson­ temperature. The fillet welding was completion of all welding and cooling, Pacific-Murphy Corporation of Oak­ done by the Unionmelt process using the beam came within all tolerances re­ land, California. Fabrication inspection one-fourth inch Number 36 Oxyweld quired of a roll section. It also re­ was performed by the writer. The wire with an amperage of 1,015 to turned to its original straightness losing Resident Engineer is J. N. Perry of the 1,100 and a voltage of 27 to 30. Four the camber resulting from the heat. Bridge Department. hours were required for the welding machine to travel the 106 feet in making one fillet weld. This consumed about 75 pounds of welding wire for each 106 feet of one-half inch fillet.

Beams at 35-degree Angle In order to secure equal penetration of the web and flange during the weld­ ing operation and still have the welding machine in a controllable position, the beams were placed at an angle of 35 de­ grees with the horizontal. The welds were started and finished outside the beam by the use of an end platform. The beams were supported on skids PHOTO 3

and Public Works 35 New Method of Roughening Slick Antiskid Seal Coated Pavement Surfaces By N. R. BANGERT, Assistant Maintenance Engineer, Division of Highways

DURING the past two years, several of the northern districts of the Division of Highways have had under develop­ ment a new method of roughening slick seal coated pavement surfaces. This treatment consists of softening the binder by means of heat and groov­ ing the seal coat course with a rake­ type drag. Experiments along this line were first carried out late in the fall of 1950 by the maintenance personnel of District II. To date, the operation has been confined to-and appears to be particu­ larly adapted to-the treatment of newly laid seal coats where a slick con­ dition has resulted from the flushing of the binder to the surface of the screen­ ings course. In such cases, the sub­ merged screenings are literally turned over and road-mixed by the passage of the drag tines. As the amount of heat applied is only sufficient to soften the binder of the seal coat, the underlying mix is not disturbed or injured by the operation; also, as the binder chills rapidly behind the drag, only a small amount of the seal coat aggregate is whipped off by traffic.

Effective Seal The effectiveness of the seal as a means of preventing the penetration of moisture into the underlying surface course is less impaired by this treat­ ment than by the scoring and gouging resulting from the use of disc scarifiers. The pavement is heated by means of the flame generating equipment as­ signed to some districts for the purpose of killing roadside weeds during the spring months. These burners are trailer-mounted and develop intense heat by burning a light fuel oil in a draft created by a blower powered by a small air-cooled engine. The flame is •.. Continued on page 63

UPPER-Heating- and raking equipment used on u. S. 40 in District III. CENTER-Top of burner and spike drag used in District II. LOWER-Portion of u. S. 40 treated by heating and raking.

36 California Highways Con~erence Engineers Discuss Street and Highway Problems on Broad Level

SUBJECTS as' general as the national long-range highway outlook and as specific as road surfacing methods were analyzed and discussed at the Fourth Annual Street and Highway Confer­ ence, held on the campus of the Uni­ versity of California at Los Angeles February 6th-8th. More than 400 engineers and officials representing federal, state, city and county governments participated in the conference, along with representa- , tives of the materials and transportation industries. The conference was conducted by the Institute of Transportation and Traffic Engineering of the University of California, of which Harmer E. Davis is director. Deputy State High­ way Engineer R. M. Gillis is a member of the institute's advisory committee. Representatives of the Division of Highways serving on the program committee for the conference were F. N. Hveem, Materials and Research Engineer, and H. B. LaForge, Engineer of Federal Secondary Roads.

Many Subjects Covered, Among the subjects covered in the three days of general and group ses­ sions were: planning, construction, maintenance, administration, person­ nel, financing, public relations, and re­ Roy Jorgensen, Engineering Counsel, National Highway Users Conference, left, and Joseph E. Havenner, search in numerous fields ranging from Automobile Club of Southern California, Chairman of Conference road test sections to safety belts in motor vehicles. One potential answer to the problem Maryland Road Test on a nation-wide scale was then out­ Following the opening of the con­ One group first received a verbal and lined by Roy Jorgensen, engineering ference in Royce Hall by Chairman pictorial report on the Maryland road counsel of the National Highway Joseph E. Havenner, manager of the test section and a preview of the forth­ Users Conference, who reported that a public safety department of the Auto­ coming Idaho road test sponsored by co-ordinated attack on highway defi­ the Western Association of State High­ mobile Club of Southern California, ciencies was being prepared by the way Officials; and then took part in a "3nd a welcome by Dean Paul A. Dodd principal commercial and industrial discussion of road mix methods led by of U.C.L.A., the initial general session groups with a stake in adequate roads, Raymond Harsch of the Shell Oil took up the broader aspects of high­ under the banner of PAR-Project, Company. way development trends. The state­ Adequate Roads. Another group heard a broad-gauge wide deficiency problem was sketched After a report on the strategic ma­ review of the urban transportation by State Senator Randolph Collier, and terials situation by Assistant State situation by Director Davis of the the needs of Los Angeles County by Highway Engineer Richard H. Wil­ I.T.T.E. and Dean L. M. K. Boelter of Chairman Roger W. Jessup of that son, the conferees adjourned to section the U.C.L.A. College of Engineering. county's board of supervisors. meetings of their choice. This was followed by a review of

and Public Works 37 truck traffic problems led by Wade One series of group meetings took by Assistant Traffic Engineer R. J. Sherrard, manager of the Motor Truck up skid resistance studies specifications Israel of the Division of Highways and Association of California, and Dan M. for light-traffic roads and streets, and Arthur Philpott, traffic analyst for the Finch, testing director for the Cali­ priority ratings for improvement proj­ City of San Jose. Then J. R. Paulson, fornia Highway Patrol. ects. The discussion leaders included: editor of the Palo Alto Times, spoke on At the general session on the second R. A. Moyer of the LT.T.E., Assistant "Getting Support for Traffic Improve­ day the conferees were given an edu­ State Highway Engineer Earl Withy­ Inents." cator's view of the engineering per­ combe, Road Commissioner E. H. The remaining group session was sonnel problem by Dean George W. Hanna of San Benito County, Super­ devoted to summaries of typical Gleeson of the School of Engineering visor C. F. Peterson of Humboldt LT.T.E. research projects. These proj­ of Oregon State College. The next County, and Norman Kennedy of the ects were described by the graduate speaker was A. Allan Bates of Chicago, LT.T.E. students who conducted them. They Another group first considered em­ vice president of the Portland Cement covered such fields as: safety belts for ployee morale, as discussed by City Association. He described the Illinois front-seat automobile passengers; com­ Administrator F. R. Coop of Ingle­ parative delays at four-way stop versus tests which produced the unexpected wood; and then heard a talk on "Pre­ semitraffic-actuated signal control in­ discovery that a small amount of air ventive Maintenance, a Must Today" tersections; and sampling techniques in whipped up into concrete mixtures ap­ by Harold F. Hess, executive vice estimating traffic volume. parently retarded deterioration. president of the Construction Industry Manufacturers Association, Chicago. The final general session opened Group Sessions with a summary by W. R. MacDou­ After a tour of the campus engineer­ Traffic Trouble Spots gall, general manager of the County ing facilities, the conferees met again The third series began with a session Supervisors Association, of "Changing in group sessions. on "Fixing Traffic Trouble Spots," led Legislative Concepts of California County Road Administration." This was followed by California Highway Pyke Johnson, President of Automotive Safety Foundation, left, and Dean L. M. K. Boelter, College of Engineering, U. C. L. A. Commissioner Harrison R. Baker's talk on "Coordinating State-wide with Local Interests in Highway Problems" (summarized in this issue of California Highways and Public Warks). Edwin S. Moore of the California State Auto­ mobile Association spoke on "Public Relations." Lively Panel A lively panel discussion on "Re­ sponsibility for Traffic Safety" was conducted by Professor Amos E. Ney­ hart of Pennsylvania State College. Many questions from the audience were answered by the following panel members, each of whom represented a specialized point of view: Earl Camp­ bell, Director of Field Organization for the National Safety Council; J. Allan Davis, General Counsel of the Automobile Club of Southern Cali­ fornia; J. c. Young, Traffic Engineer, Division of Highways; Russell Em­ mett, inspector for the California Highway Patrol; and "Vade Sherrard, general manager of the Motor Truck Association of California. At the luncheon meeting which con­ cluded the conference the principal speaker was Pyke Johnson, President of the Automotive Safety Foundation. His subject was "Zero Hour for High­ way Safety."

38 California Highways CONFERENCE HIGHLIGHTS

SOME OF THE points emphasized by speakers at the Fourth Annual Street and Highway Conference held at the Universityqf California at Los Angeles in February: State Senator Randolph Collier: "The Division of Highways' deficiency report is only an inventory. It is not the blueprint of a program. Many people seem to think that the deficiency report calls upon us to write out a blank check for three billion dollars. They seem to forget that highway problems are dynamic and that the Legis­ lature meets every year and can modify them. *** I've asked many people who have examined the deficiency report if they could tell us of any project that ought to be taken out of the inventory. We haven't received a single suggestion to take out a project; on the contrary, we have been told that the report fails to in­ clude some urgently needed improve­ ments." Pyke Johnson, President, Automotive Safety Foundation: "The Nation is paying far more in blood and dollars year after year than it would cost to provide the re­ quisite capacity and safety. The National Safety Council estimates that accidents cost us about 3% billion dollars annually -more than the amount spent on road and street construction. In addition, deficient roads cost us at least as much again in higher insurance rates and transportation R. A. Moyer, Research Engineer, I. T. T. E., University of California, left, Earl Withycombe, Assistant State charges." Highway Engineer, California Division of Highways Roy E. Jorgensen, Engineering Counsel, National Highway Users Conference: "At they should rather be obtained through levied to supplement these, funds. Policy what city can you point and say, there the proper high school guidance. High school control remains what it should be-a chal­ job is done? Even in the rural areas where students should be encouraged to take lenging local responsibility." the problem is much simpler, the main more mathematics courses rather than be J. R. Paulson, Editor, Palo Alto Times: routes between the major cities are largely discouraged from taking them, as is now "Every investigation concerning improve­ obsolete. Fortunately, the limited mileage a far too prevalent practice." ments or changes should be complete, then of completed modern facilities set a pat­ William R. MacDougall, General Man­ presented honestly to the people. Projects tern. We know the great benefits that will ager, County Supervisors Association of should be submitted to the people in public be derived from congestion relief and re­ California: "It is true that under the Collier­ meetings, through the newspapers, and on ducer! hazard. What we need now is fuU Burns Act and its 1951 amendments the radio and television. The whole story recognition of the magnitude of the job individual, personal, detailed duties of should be told, not just part of it. If this is to be done and coordination of all efforts each supervisor as an operating road su­ done, 99 percent of your worthy projects toward its accompl.ishment. A new good perintendent in his district are gone. In will go through smoothly and easily." roads movement, geared to the problem contrast, the power and authority of the Supervisor Roger W. Jessup: "During of the fifties, can provide the impetus now five-man board is emphasized and re­ the postwar years, hundreds of miles of just as did its predecessor in the twenties. affirmed. The Legislature has given us, and Los Angeles County highways have be­ So we have the need for PAR-Project: we are now operating, a county road come strangled by the mushroom growth Adequate Roads." system under complete local control, but of subdivisions, shopping centers and in­ Dean George W. Gleeson, Oregon yet with proper engineering and adminis­ dustrial areas. What was yesterday a State College: "Easier courses or lower trative techniques guaranteed as a basic through, modern highway is today a bot­ aptitude requirements will not produce the part of each county's system. The State is tleneck of traffic congestion. Yet, at the high-grade engineering talent which is sharing its centrally collected highway same time, the demand for more new high­ now more necessary than ever. If more users revenues with the counties. Where way facilities has increased out of all pro­ engineering freshmen are to be obtained, necessary, special local taxes are being portion to our ability to provide them." and Public Works 39 Coordinating State-wide and Local Highway Problems

By HARRISON R. BAKER, Member, California Highway Commission

ONE OF THE problems frequently his chamber of commerce secretary dealt with by the California Highway on the phone, contacts his city council­ Commission is the problem of relations men and county supervisors, writes his with individual communities where legislators, and urges the local news­ state-wide and local interests appear­ paper editor to verbalize his protest I italicize "appear"-to be in conflict. against any proposal to upset Any­ To be perfectly frank, it is one of the town's good old status quo. toughest public relations problems which confronts not only the Highway The Point of View Commission, but any' governmental Of course, when John Doe has to go board or agency which must base its out of town on a business trip, or when decisions and actions on the general he packs his family into the car to see welfare. faraway scenes and places, he becomes This problem may arise on a gigantic quite a different John Doe. He studies scale-as, for example, when a Federal his road maps to see how best to by­ Government atomic energy project pass cities on his route. He chafes displaces half a county in South Caro­ audibly at every stop-light; his blood lina. It may arise on a very small scale pressure goes up every time he has to -as, for example, when a city lot is to fall in behind a truck on a narrow road be rezoned. The local-interest prob­ curving up a steep hillside. He par­ lems of the California Highway Com­ ticularly resents slowing down for mission are sometimes large, sometimes business developments which have small-but I assure you they are cer­ HARRISON R. BAKER mushroomed along the highway and tainly frequent. considers a 35-mile speed zone as a vidual, neighborhood, or community personal affront. Not Unnatural Situation will be taking an objective view as well When he gets back home, weary There is nothing unnatural about as yourself. from battling congested traffic, John this situation. Whenever any individ­ Case of John Doe Doe writes to his legislator, to his ual, or group of individuals, believes newspaper editor, and very likely to that he or they are called on to sacrifice Let's consider John Doe, citizen and the Governor about the plague of something, you have a problem. If it's businessman of Anytown, California. bottlenecks on our highways, which an individual, you might call it a sales How does he regard highway prob­ shorten a man's vacation or rob him problem. If it's a community, one usu­ lems? of valuable business time. Why, he ally terms it a public-relations problem. The answer is that John Doe is more says, do you have to fight local traffic It boils down to this: if, through open than one person. He regards highway and stop-lights every time you hit the discussion, you can show the individual problems in the light of what use he is smallest village? Why on earth don't or the community that the proposed making of what particular road for we build highways so that they'll do sacrifice is what particular purpose and at what their primary job of carrying through (1) not so serious as it looks, in fact, particular time. traffic expeditiously and safely? And, maybe not a sacrifice at all; When John Doe is earning his living keen business man that he is, John Doe (2) something that will serve a at his place of business, he thinks of points out in his letter that in addition worthy purpose; and highways in terms of their effect, or to all the other benefits we would en­ (3) one which contains sound, ob­ apparent effect, on his personal income. joy if every town were by-passed and jective, logical reasons why that one If he thinks he benefits directly or in­ there were no dangerous intersections, person, neighborhood, or community directly from the through traffic which it's obviously cheaper to build high­ should have been singled out-then you proceeds along the streets of Anytown, ways in a straight line out in the open have the problem pretty well solved. he will instinctively resist any sug­ country than to route them through If, in addition, you can start to pre­ gestion which may interfere with the busy towns. sent your case early enough-before existing pattern. misunderstandings arise-you will be This John Doe becomes alarmed at Different at Home able to keep the discussion on an un­ the first rumor of a highway survey Then, back in his Anytown routine, emotional, friendly basis; and the indi- crew or right-of-way inquiry. He gets John goes off to attend a committee

40 California Highways meeting to map the strategy for a cam­ gardless of public announcement of been sent to local governmental bodies paign to keep traffic routed close to highway intentions. advising them of the various steps be­ the business district as it passes through ing taken. The district engineer and town, regardless of traffic convenience, New freeway P,olicy members of his staff, and sometimes even if it does cost a few hundred Thus, formerly, the first word a members of the Highway Commission, thousand dollars more for construction community received of a proposed have spoken before service clubs and and rights of way than the route pro­ highway improvement often was the have made particular effort to furnish posed by the engineers. announcement of formal adoption of full information to the press. Thus, our public-relations problem a route by the Highway Commission, As a result, the people of the various involving local communities is to with no indication whatever that local communities concerned have "sat in" on merge these two John Does into one needs and problems had even been the important discussions leading up to the person. John isn't realy the unreason­ taken into consideration. They had determination of the highway route, and able fellow I have just pictured; He is been, of course, but the townspeople know that they have "sat in." Even those capable of listening to and compre­ could not be blamed for not realizing who are still not satisfied with the final choi,ee-and there is no community without hending an explanation of state-wide it. And quite possibly we did not have the full benefit of information con­ its dissenters-are aware that they have highway problems, and of changing had their say, and that their views have his point of view when all the facts are cerning pending local expansion or developments. been given full and courteous considera­ presented. Also, he often is able to con­ tion. tribute additional information on com­ An important step in highway public The development of public under­ munity traffic needs and pending local relations was taken on July 15, 1948, standing of the state highway program industrial or other expansion. Given when the commission adopted a resolu­ involves, of course, a good deal more the data pertinent to the problem, John tion setting forth its present policy than full notice and discussion of pro­ Doe is capable of becoming the fore­ with respect to determination of free­ posed route adoptions. It reguires a most ally of the highway planner. way routes. constant attention to the public-rela­ (Editor's note: At this point Mr. Baker tions possibilities in every contact, in Benefits from By-Passing went into details of the resolution, which provides for adequate public notice to the every pieceof correspondence, and, at The most striking example of John Doe's many other stages, in the process of receptivity to facts is in the economic ef­ citizens of any locality where freeway con­ struction is under consideration, and for the planning, financing, building, and fects of by-passing business districts. A few offer of a public hearing by the commission maintaining highways. years ago communities were keeping their in advance of adoption of a freeway route.) big guns loaded for the first indication that Most of the regular meetings of the through traffic was going to be routed Copies of this resolution, which commission are held in Sacramento. might be termed the Communities' around their downtown areas. Merchants Every effort is made, however, to hold Highway Bill of Rights, were sent to envisioned deserted main streets and im­ meetings in other parts of the State minent bankruptcy if and when the stream the city councils of the more than 300 when feasible. Such a practice permits of vehicles was diverted from their front incorporated cities and all 58 county more groups and individuals to appear doors. We all know that in general the boards of supervisors in California. It reverse is true. We are acquainted with put them on notice that henceforth the and be heard before the commission the several studies of typical communities. location or relocation of freeways without the expenditure of too much Through these studies merchants as well would be treated as public business of their own time and money in travel. as the general public in North Sacramento, from its inception, and that whatever During the latter half of 1951, the in Escondido, in Temecula, and in Auburn final decision was made would be commission held one meeting in San have been made aware that economic based on "open covenants openly ar­ Francisco and one in Los Angeles, and gains, not losses, have resulted from the rived at." the meeting in January, 1952, took freeways by-passing their business districts. Full Information place in San Diego. It should be acknowledged that to This full-discussion policy has since some extent, at least, we of the High­ been implemented to the hilt by the Hearings Welcomed way Commission, and the highway State Highway Engineer and his staff. Wherever the meeting is held, indi­ engineers, must shoulder the blame for Not only have meetings been held by vidual and group appearances are some of the misunderstandings. In past the district engineers with local offi­ solicited. When possible, appearances years the policy was to divulge as little cials; they have also been held with should be arranged in advance. This as possible of our plans for highway lo­ business groups, neighborhood clubs, gives the commission secretary an op­ cation, partly to prevent complications and any other interested segment of portunity to schedule the group for a in the acquisition of rights of way, and the community. Maps have been made definite hour, geared as closely as pos­ partly to prevent hardship and uncer­ available for posting and for publica­ sible to the distance it must travel to tainty which often occur during the tion, at various stages of planning, up the meeting site and to the amount of interval between route determination to and including the final declaration time required for the presentation. and actual construction. This latter of intention by the Highway Commis­ More often than most people realize, condition pertains to some degree re- sion to adopt the route. Letters have the commission goes to the public. Not and Public Works 41 all at once, of course; but individual made against the better judgment of of some important buildings. Our engi­ members make as many appearances as the commission and the engineers. neers and particularly our right-of­ possible before local groups. To an way agents worked everything out, even greater extent, members of the Santa Maria Example aided in large measure by the initiative Division of Highways staff have made One of the finest examples of state­ and cooperation of the community; themselves available for talks, showing community relations at their best is the construction of the first unit of the of slides, and other public presentations advance thinking, planning, and public Placerville Freeway is scheduled to of highway matters. discussion with regard to the proposed start this year. Highways are always news. There­ freeway which will by-pass Santa fore, a steady stream of ne\vs releases Maria. Although funds for construc­ San Rafael Story has been maintained for years by the tion of this project are not yet available, At a public meeting in San Fran­ commission and the Department of and the people there have been re­ cisco about a year ago, the city man­ Public Works. These releases cover peatedly so informed, there has been agers of three cities located north of both routine and special activities inci­ ample foundation laid for the eventual the Golden Gate Bridge on Highway dent to the highway program, keeping choice of route. The District Engineer 101 were called on to discuss freeways the public informed not only on com­ has explained in general terms the vari­ and expressways. mission actions but also on calls for ous alternative routes which may be First, San Rafael. The 2-mile free­ bids, award of contracts, completion considered. He also has outlined the way through San Rafael by-passes the dates of projects, and so forth. factors which weigh more or less business district by means of an over­ In addition, there has been a healthy heavily in the final determination of head structure which crosses the four and growing trend toward issuance of routes by the commission, including major streets of the city. When the more information to news media from the the factor of local desires. The local plan for the overhead was broached, various district offices of the Division of newspaper carried full advance and many merchants objected strenuously. Highways. Our engineers are encouraged follow-up accounts of a recent public But the proponents, headed by the city to cooperate with newspapers as fully as forum on the subject; a few days b~­ council, urged that the overhead rec­ possible, with emphasis on prompt and full fore the forum it printed an editorial ommended by the engineers be con­ response to questions by reporters. outlining the basic facts, for use by structed, and it was. This is what the those planning to participate in the Good Relations Essential city manager had to say a year ago: session. Thus, when all the engineering "We in San Rafael are definitely of a You are familiar, I know, with the data are finally available to the com­ single mind that the construction of bimonthly magazine, California High­ mission, the choice of a route carrying the state highway through our com­ ways and Public Works. This publica­ traffic through or around Santa Maria munity was the most desirable single tion serves several purposes. It not only will be made with all the cards and project that we have ever had accom­ provides information to those in Cali­ fornia who are interested in highway opinions on the table; and if further plished in recent years for the safety development; it also serves as a medium discussion is needed, it can be held in and welfare of our citizens as well as of technical information for the far­ an atmosphere cleared in advance by the motoring public." flung staff of the Division of Highways mutual understanding of the essential and as a means of interchange of high­ elements involved. Petaluma Story way ideas among engineers and gov­ Second, Petaluma. After thorough ernmental agencies throughout Cali­ Buellton Story local discussion a freeway routing fornia, the United States, and many You probably know of examples of which would by-pass the city and yet foreign countries. Newspapers and completed freeways which follow be satisfactory to the people of the other general publications make fre­ routes different from those recom­ area was agreed upon. The existing quent use of the articles and illustra­ mended by our engineers on the basis routing of the Redwood Highway tions contained in the magazine. of traffic service and economics. The through the heart of the business dis­ We have reason to believe ,that Buellton story is one of the earliest and trict has led to noise, congestion, acci­ progress is being made in establishing best-publicized of these; it was a case dents, and other undesirable results. and maintaining good relations be­ of enlightened civic leadership which The city manager summarized 10 bene­ tween the state agency and the local met the engineers half-way and en­ ficial effects of the proposed by-pass, community with respect to state high­ abled us to work out a compromise including: increased local business ac­ ways. The consideration given to local which served both the economy of the tivity, increased property values, in­ problems in selecting routes is becom­ town and the needs of through traffic, creased safety and convenience for ing generally known, and there have with some sacrifice on both sides. A both pedestrians and local motor been a number of well-publicized in­ still more recent story is that of Placer­ traffic, reduced noise and hazard from stances of changes made at the instiga­ ville. The route best serving traffic and through traffic (particularly trucks), tion of community interests. Some­ the only route economically feasible and better parking facilities and control times these changes have even been through town involved displacement of local traffic.

42 California Highways Santa Rosa Story us that they wanted a hearing held. A ing correction as part of an over-all Now, Santa Rosa, and the other side majority of the commission turned up program to make John Doe better in­ of the picture. The recommendation as scheduled, sat down with the local formed on highway matters. "Those of the State Highway Engineer was leaders, and then discovered that the new lanes are all paved; why can't we for a route somewhat to the west of community had no objection whatever use them right now?" I know you are the City, ata cost of less than $1,000,­ to the proposed route. It seems that familiar with that one. How do you 000. But local interests became aroused. they had felt that to decline the offer get across to· the motorist bottled up When the smoke had cleared, the com­ of a hearing would be discourteous to on a congested two-lane stretch of mission had acceded to local insistence the commission. highway parallel to a nearly completed and adopted a route close to the busi­ This is not to say that all is sweetness additional two lanes, the facts about ness district and only a little to the and light in the matter of route adop­ necessary completion of shoulders, west. A compromise proposal of the tions. There are still differences of concrete pavement curing, seal-coat­ state engineers for a five-block viaduct opinion, sometimes vehemently ex­ ing, installation of signs and lights, and over some of the main intersecting pressed. But I should like to point out so forth? How are you going to cope streets likewise had been rejected by again that the discussion of facts and with the incessant demand for traffic organized local groups. viewpoints, even in the knottier prob­ signals at every intersection of a state Many of you know the rest of the lem cases, is a matter of public knowl­ highway with a city street, and explain story. The so-called freeway at ground edge and public participation, and I the distinction between traffic control level through Santa Rosa has been the am more confident of happy solutions and traffic safety? scene of congestion, increased acci­ in all cases because the basis for the One way to approach these prob­ dents, and finally a 35-mile speed limit solution will have been threshed out lems is to insist that they be considered through the city. Says the city man­ in full public view. in their proper perspective; that is, as ager: part of a state-wide problem, not an "The present construction after two Room for Improvement isolated issue. If this view through the years, if we are willing to face the facts, It is obvious that room exists for still right end of the telescope can be taken ~a? no longer.be consi~ered a freeway; more improvement in our relations and maintained on a large scale, the It IS only a wIdened hIghway running with communities. Misconceptions are solution to many of our highway de­ through a heavily traveled 3-mile still far too widespread to permit us ficiency headaches is in sight. stretch with dangerous cross traffic. to relax our efforts to interest and in­ Position of Commissioners Speaking as a member of the commis­ form John Doe on the subject of high­ sion/ I might add that the situation which ways. The members of the California occurred in Santa Rosa is not I.ikely to occur In the face of all I have just related, Highway Commission are themselves again/ for a number of reasons. One rea­ we still hear remarks like: "They'll put drawn from different sections of the son/ of course/ is that we know a good deal the highway where they want to, re­ State, each of which has its serious more about freeways and their local ef­ gardless of what we say." People who highway problems. Fortunately, we fects than we did a few years ago. Another make such misstatements constitute a have had the benefit of the state-wide reason is that the local communities them­ definite public-relations challenge. view through repeatedly seeing the selves are more aware of the benefits of Then we hear people in some parts fundamental similarity and the inter­ efficiently planned by-passes/ as just illus­ of the state saying: "The big cities get relationship of these apparently local trated by the experience of San Rafael all the money for fancy freeways while situations. We do possess individually and the attitude of Petaluma. they leave us cow counties in the mud." a special familiarity with the needs of Many New Freeways And in other parts of the State we hear the section of the State from which we hail; but we are in no sense "the High­ Since the new procedure on route this: "Why don't they relieve our way Commissioner from" this or that adoptions was laid down by the com­ traffic congestion instead of building mission three and a half years ago, we roads in cow counties for one-tenth as area. The only instruction I have ever have adopted nearly 600 miles of free­ many cars?" Here is a public-relations received from Governor Warren since way. In 41 instances, the new routing problem of the greatest magnitude: he appointed me to the commission in involved areas in which there had been How shall we explain to both groups 1943 was: "You are a highway com­ some appreciable degree of develop­ of people that under law and under missioner for all of California." I am commission policy the needs of both ment. As stated in the procedural sure my colleagues received the same are being met as equitably as possible, resolution, the commission offered in marching order; it is in that spirit that and as rapidly as the present system of each of the 41 cases to hold hearings. we endeavor to act, and it is that spirit financing will permit? The number of hearings actually re­ which we must somehow convey to quested and held was eight. Five of Many Misconceptions John Doe. these eight hearings were held during the first year under the new procedure. There are many more misconcep­ The complexity and scope of the job One of the cases was actually a pleas­ tions, some within the province of the to be done are tremendous. By the same ant misunderstanding. The city council engineer rather than the Highway token, they constitute a tremendous of a northern California city informed Commission, but all of them demand- ... Continued on page 64

and Public Works 43 Pack on Donner Summit Record Snow~a Was 314 Inches on March 20th

RECORD-BREAKING snow pack of 90, which was exceptionally heavy in SNOW PACK A Depth, 314 inches was recorded at Donner comparison with the years to follow, location inches Date Summit on U. S. 40 on March 20, 1952. and coming within seven inches of the Mineral Summit This is the greatest depth of snow re­ total for the winter of 1879-80. Snow­ (State Sign Route 36) 211 (3-19-52) ported for this location since accurate fall during the spring months should YUb3 Pass (State Sign Route 49)______245 (3-22-52) observations were first made in 1897. push this season's total to a new high. Echo Summit Also on March 20th, the total snowfall Exceptional depths of snow were expe­ (U. S. 50) 313 (3-20-52) at Donner Summit for the current rienced elsewhere throughout the Sierra Peddler Hill (Carson Pass Road) winter reached 77 6 inches, equaling Nevada Range, as evidence:! by the fol­ (State Sign Route 881..______263 (3-20-52) the fall for the entire winter of 1889- lowing table: ... Continued on page 48

This photo shows height of snow wall opposite ski resort on U. S. 40 in the Donner Summit area late in March

44 California Highways UPPER-Roadside parking at ski resort showing ski lift in background. LOWER-Regulated parking near Soda Springs on U. S. 40.

and Public Works 45 This striking aerial photo taken by Robert Handsaker of the Sacramento Bee shows maintenance station of Division of Highways on Donner Summit

46 California Highways UPPER-Snow conditions at end of March in resort area west of Donner Summit on U. S. 40. LOWER-Canyon of snow on Donner Grade, U. S. 40. and Public Works 47 Record SnowfaII

Continued from page 44 .•. State-wide Summary of Water Conditions Camp Connell (Ebbelts Pass Road) (State Sign Route 4L______144 (3-20-52) Big Stump (Entrance to General Gra nt Grove) CALIFORNIA'S 1952 snow-melt runoff water basins of the State. Ground (State Sign Route 180>--______180 (3·21·52) . will be the greatest since the initiation water levels measured about April 1, Shaver Lake (Huntington Lake Road) of the state-wide snow survey program 1952, were higher in nearly all areas (State Sign Route 168L 120 (3-17-52) in 1930. than those of April 1, 1951. Ground Deadman Summit (near Crestview) (U. S. 395L______154 (3-15-52) Seasonal precipitation to date over water elevations in the San Francisco Bay region were all higher than those Additional Storms the entire State averages about 150 per­ cent of normal with variations from a of last spring, except in the San Lo­ Storms during the middle of Febru­ minimum of 100 percent to a maximum renzo area in southern Alameda ary and the first three weeks of March of 200 percent of normal. Areas of County where no appreciable change continued to add snow along the greatest percentages of normal are in was noted. Water levels in the central routes affected by the big January the vicinities of Bishop in Inyo County coastal area were similarly higher. In storm. Roads across the Sierra became and Portola in Plumas County. A the Central Valley, water levels were relatively narrow paths between tow­ heavy March storm brought generous generally higher than those of a year ering walls of hard-packed snow. amounts of rain to the general area of ago. Increases in water elevations have These high walls not only complicated recently critical water shortage along been noted in most of the unconfined the problem of snow disposal but in­ the coastal plains between Santa Bar­ ground water zones of the south creased the threat of closure by trap­ bara and San Diego. ping even the slightest drift from sur­ coastal area. Although the Sierra snowpack as a rounding areas. Runoff from the major streams of whole contains a volume of water ex­ the State have averaged above normal United State~ Routes 40 and 50 were ceeding any heretofore measured on for the six-month period October 1st closed several times by blizzard condi­ April 1st, the volume on the watershed to April 1st. tions or slides of freshly fallen snow, above Shasta Dam is less than that of the longest closure for each route be­ April 1, 1938. On watersheds of the Stream Flow ing a four-day period in mid-March. Feather, Yuba, and American Rivers, The April-July runoff from snow­ During the same March storm the runoff during the April-July period is fed streams in the Sierra Nevada will Feather River Road, State Sign Route expected to be the greatest since 1890. be the greatest in many years. The 24, was closed for a day between It is anticipated that Sierra streams runoff forecasts range from 250 per­ Blairsden and Chilcoot Pass by high tributary to the northern San Joaquin cent of the 62-year normal expectancy wind and drifts. Valley will produce flows of sufficient on the Kern River Basin to 150 percent Points along U. S. 395 in Mono magnitude to overflow low lying on the watershed of the Sacramento County received an exceptionally agricultural lands in the vicinities of River above Shasta Dam. On the latter heavy fall of snow from the storm their respective confluences with the area the anticipated April-July runoff starting on March 14th. Eighty-four San Joaquin River. The runoff from was exceeded in 1938. On the water­ inches of snow fell in one 24-hour Sierra streams tributary to the south­ period at Deadman Summit near Crest­ sheds of the Feather, Yuba and Ameri­ ern San Joaquin Valley will probably view. A ::>oowslide near McGee Creek can Rivers runoff during the April­ result in depths and extent of sub­ filled a 300-foot long highway cut July period is expected to be the great­ mergence in the Buena Vista and T u­ with 18 feet of snow. A series of snow est" since 1890. On the remainder of lare Lake areas approaching those of slides along State Route 111 also ham­ the Sierra Nevada south from the 1938. pered the opening of this road between American River Watershed the April­ U. S. 395 and the town of June L,ake. Although appreciable space in major July snow-melt runoff will be the Sierra reservoirs has been evacuated gre"atest since 1906 or 1907 with the for the purpose of regulating flood exception of the Kern River where CEMENT AND CONCRETE flows, it is anticipated that all will fill greater runoff occurred in 1916. All Publication of a Comprehensive Bib­ and some will spill before the end of the forecasts of total snow-melt runoff liography on Cement and Concrete is the period of snow-melt runoff. Only contained herein are predicated upon announced by Purdue University. The in the south coastal area has the runoff the prevalence of normal weather con­ bibliography covers the 23-year period been of insufficient magnitude to in­ ditions during the period of runoff. of the literature, 1925-1947, inclusive sure filling of all reservoirs. Forecasted runoff amounts in acre­ and has both a subject and an author The abundant rainfall and runoff of feet, and in percentage of the 62-year index. It contains 40,000 or more refer­ the past season has resulted in sub­ normal, for major Sierra streams are ences. stantial replenishment to most ground set forth in the tabulation following:

48 California Highways . STREAM FLOW FORECASTS-APRIL 1, 1952 KERN RIVER BASIN Reclaimed lands along both banks Estimated 1952 flow of San Joaquin River downstream April·July Flows on Kern River passing the Gaging Acre· Percent City of Bakersfield will probably be from the Stanislaus River to the Banta Stream station feet normal in the order of 6,000 to 8,000 second­ Carbona Irrigation District intake will Sacramento Shasta Dam 2,800,000 150% probably be inundated when stages at Feather Oroville 4,900,000 222% feet which will cause some overflow Yuba Smartville 2,400,000 199% into Goose Lake Slough and inundate the Vernalis gaging station exceed 26 American____ Fair Oaks 3,150,000 206% a narrow strip of agricultural land ex­ feet, corresponding to a discharge of Mokelumne Mokelumne HiIL 1.050,000 198% about 35,000 second-feet, as is antici­ Stanislaus Melones 1,650,000 200% tending northerly to Sand Ridge at the Tuolumne La Grange 2,400,000 179% south end of Tulare Lake. The portion pated. Merced______Exchequer UOO,OOO 185% of the Kern River flow remaining in The levees on the left bank of San San Jo,quin Friant 2,600,000 192% Kings Piedra______2,450,000 184% the channel downstream from Goose Joaquin River between Banta Carbona Kaweah Three Rivers 600,000 204% Lake Slough will be discharged into Irrigation District intake and Mossdale Kern______Bakersfield __ 1,150,000 253 % Buena Vista Lake until the latter is Bridge and on both banks of Paradise CENTRAL VALLEY AREA completely filled and will then dis­ Cut, although recently improved, The most recent year of comparable charge into Buena Vista Slough to should be carefully watched. Failure snowpack and similar general condi­ join other Kern floodwaters im­ in this area would disrupt major lines tions for estimating maximum daily pounded behind Sand Ridge. of transportation and cause appreciable rates of flow during May and June damage. was 1938. Temperatures during those TULARE LAKE BASIN In the Sacramento-San Joaquin two months averaged about five de­ The Kings and Kaweah Rivers will Delta the high tides and winds will grees above normal. Based on the as­ discharge large volumes of water into be of more cause for concern than any sumption of a temperature pattern the Tulare Lake Sump. Advice has rise that might result from snow-melt similar to 1938, it is anticipated that been received from the Corps of Engi­ runoff. the following conditions will prevail neers, U. S. Department of the Army, The East Bay Municipal Utility Dis­ in the Central Valley. that the partially completed Pine Flat trict has advised that Pardee Reservoir Reservoir will be operated for flood SACRAMENTO RIVER BASIN on Mokelumne River will be operated Stream channels and by-passes in the control during the snow-melt period. to control releases to 5,000 second-feet Sacramento Valley have ample capac­ It is understood that as much as 300,­ insofar as is possible. That flow would ity to carry anticipated snow-melt run­ 000 acre-feet of flood control space cause only minor inundation of bot­ off through the reclaimed areas. Minor may be available in that reservoir. tom lands adjacent to the river and of flooding may be expected in some SAN JOAQUIN RIVER BASIN unreclaimed lands at the junction of mountain valleys the Pit and Feather Along the San Joaquin, Merced, the Mokelumne and Cosumnes Rivers. River Watersheds. Within the Sacra­ Tuolumne and Stanislaus Rivers east mento River Flood Control Project LAHONTAN AREA of the valley trough there will be water will probably flow over Colusa, minor flooding of river bottom lands The water surface elevation of Lake Tisdale and Fremont Weirs until about on which some agricultural develop­ Tahoe on April 1st was 6227.18. As­ June 1st. Seepage conditions on lands ment has taken place. suming normal precipitation and tem­ bordering the Sacramento and Feather The operation of Friant Dam has perature conditions for the balance of Rivers will be severe until water in the materially altered the regimen of flow the season it is estimated by the river channels drops to elevations be­ of San Joaquin River from that which Truckee Basin Water Committee, low natural ground surface. existed in 1938. Reservoir operation which regularly forecasts Lake Tahoe Some flooding may be expected in a and diversion of about 3,000 second­ stages, that the lake will rise, with dis­ relatively small unprotected area north feet through the canals of the Central charges regulated in accordance with of the City of North Sacramento from Valley Project will materially reduce the federal court decree, to elevation backwater from the Sacramento and the quantity of water reaching the 6229.1. The maximum elevation should American Rivers. Mendota Pool. An additional 2,300 be reached on or about July 31st. Estimated peak stages and dis­ second-feet can be diverted through Releases have been made from Lake charges in the Sacramento River Basin the canals heading at Mendota Pool. Tahoe during January, February and during May, 1952, are as follows: However, some overflow on eastside March under provisions of the Gage Discharge in height second· grasslands is anticipated. Truckee River Decree and as author­ Gaging station in feet feet ized by the federal court in the amount Subject to Inundation Sacramento River near Red Bluff of 214,000 acre-feet. It is anticipated (Iron Canyon) _ 8 26,000 Along that portion of the San Joa­ that additional releases will be made Sacramento River at Hamilton City _ 136 35,000 Sacramento River at Ord Ferry 105 35,000 quin River traversing the trough of under that authorization during the Sacramento River at Colusa_ 61 31,000 the valley between the Stanislaus and months April to July, inclusive, in the Feather River, five miles east of Merced Rivers relatively narrow strips amount of 350,000 acre-feet. If sub­ Oroville 40 40,000 Yuba River at Marysville 64 of land along either or both banks of normal or abnormal precipitation con­ Sacramento River at Verona______35 50,000 the river are unreclaimed or inade­ ditions prevail the release will be re­ American River at Folsom 15 36,000 quately protected and will be subject vised accordingly. American River at "H" Street 35 35,000 Sacramento River at "I" Street 27 85,000 to inundation. . .. Continued on page 56 and Public Works 49 ANCIENT PICTURES ON ROCKS POSE QUESTIONS

By LAURA ADAMS ARMER *

WHY DID primitive people peck de­ signs on rocks? A modern artist may answer: "Be­ cause they needed to express the beauty they felt. Archeologists surmise that the animal pictures on rocks were magical formulas to bring good hunt­ ing. Geographers see maps in some of them. The most beautiful of all picto­ graphs were painted on the walls of caves in Spain and Southern France. Bison, cows, the ibex and prehistoric ponies are recorded by Stone Age artists. In California and the Southwest, rocks and caves hold the secrets of early Indians who have left spirals, circles, stars, suns, mountain sheep, lizards, frogs, serpents, zigzag lines, dots and dashes hewn in the rocks with stone tools, or painted with color. Savants do not fathom their meaning. Indians know very little about them. Through copying sand-paintings of the Navaho Indians in Arizona, I am able to interpret a few signs. The medicine men with whom I worked told me what they know. Knowledge that has been handed down from cliff dwelling times. A spiral, if it turns counter-clockwise, represents an evil wind which destroys. A square painted on the back of a reptile represents the house he lives in. Triangles are hoof­ prints of deer. The summer and winter moons border the house and deer tracks. On a boulder high in the Southern California Sierra, in Kern County, I found the petroglyphs which were photographed with myself in the fbre­ ground. They resemble Owens Valley and Southern Nevada patterns. I should say the zigzag lines portray two rivers which bound some particular location known to the artist. Zigzags mean water in many parts of the world. In the Geographic Magazine for De­ cember, 1948, is an article entitled:

"Sinai Throws A New Light On the Walker Pass Road, State Sign Route 178, is a historic route. The western outlet of the pass is situated about •.. Continued on page 56 60 miles from the City of Bakersfield. These ancient Indian petroglyphs are to be found near Walker Pass in

:>(. Internationally known artist and writer now resid­ Kern County. It was through Walker Pass that the famous Bidwell-Bartleson Party (1841) and later emigrant ing in Fortuna, Humboldt County, California. parties made their way across the Sierra Nevada into California. Mrs. Armer views petroglyphs.

50 California Highways PILE DRIVING ON BAYSHORE FREEWAY IS SPECTACULAR

THE PILE DRIVER shown here at Ninth and Bryant Streets in San Francisco is driving one of approximately 550 Bethlehem Pacific steel H-piles that are being used in the abutment and pier foundations for the new $3,500,­ 000 18th Street to Bryant Street Over­ pass project which is part of the Bay­ shore Freeway. All told, approximately 670 tons of H-piles, 40 and 50 feet long are being driven for this section which is ex­ pected to be completed in February of next year. At the Ninth and Bryant Street loca­ tion, piles have to be driven to a depth of approximately 150 feet because of the softness of the earth down to that level. This is the old Mission Fill which at one time was part of the bay. Fifty­ foot lengths of piles are spliced to­ gether by means of welding in order to reach firm foundation material. This nine-tenths of a mile section of the new freeway, which will be an eight-lane divided highway, has con­ nections at Ninth and Tenth Streets, with a one-way off-ramp at Ninth to San Francisco, and a one-way on-ramp at 10th for cars leaving San Francisco. The whole project is under the su­ pervision of F. W. Panhorst, Assistant State Highway Engineer in charge of bridges, for the Division of Highways.

County Roads

ContinlJed from page 18 ... To bring our inadequate surfacing condition up to standards, we could The removal of the old road commis­ FROM DOWN UNDER also consider a road bond issue, to be sioner and hiring a new one each year CHAMPIONS LIMITED repaid by any of the above means or will not in itself correct road condi­ 113-119 ClJrrie Street, Adelaide a special improvement tax. tions as they now exist; in fact it will If the public really desires an imme­ act in the reverse, as the road crew DEAR SIR: I wish to express my ap­ preciation of your monthly publica­ diate improvement in the county road morale will be lowered owing to in­ tion, California Highways and Public system, serious thought should be stability of the administration and lack Works. given to the above means of financing, of faith in the board of supervisors. otherwise, they should be content with Let us all work together for one This magazine is read by a number conditions as they now exist and ac­ common cause of better roads with of clients who are road constructors cept them without complaint to those constructive criticism rather than de­ and they have gained considerable who are charged with the administra­ structive. Good roads are the key to knowledge from the reading of this tion. To date Humboldt County has its continued increasing prosperity of publication. fourth road commissioner since 1947. Humboldt County. E. O. JANSEN, Sales Director and Public Works 51 the l':::~~:-,...... -""l Out of Ma'i Bag

RECALLS BOYHOOD DAYS BALANCING ROCK PLUMB BOB POINTS OFFICE OF w. W. MAULE SUVERKROP INSTRUMENTS COUNTY ASSESSOR Minden, Nevada P. O. Box 436, Bakersfield, California OF SACRAMENTO COUNTY COURTHOUSE KENNETH C. ADAMS, Editor MR. KENNETH C. ADAMS, Editor Sacramento 14, California DEAR MR. ADAl\IS: In your Novem­ DEAR MR. ADAMS: The November­ MR. KENNETH C. ADAMS, Editor ber-December Vol. 30, Mr. Munroe's December issue of your fine magazine, California Highways and Public cover page "Balancing Rock" brings with the article on Standard Plumb JVorks back memories of 1924 while I was Bob Points, has just been brought to Sacramento, California forest supervisor of the Mono National my attention. This is a very important DEAR SIR: I have been very much Forest and the year that I had super­ contribution to a very worthwhile interested in your November-Decem­ vision of building what was designated effort, and especially so in view of ber issue of California Highways and the "Reversed Creek Road," a six-mile both the circulation of your magazine Public Works. The section entitled link from June Lake Junction to S. 'S. among people concerned and the fact "Photogrammetry" was especially in­ pa-wer house at Silver Lake. that it is an altogether independent teresting as the pictures show where I Portions of the road roughly fol­ write-up. was born and lived for about 17 years. lowed a cowpath and the structure we Mr. McGinnis is certainly to be con­ I can spot the location of the old house emplaced has held mainly to the pres­ gratulated for the clarity and engaging of my grandmother, the schoolhouse ent link. The huge cost to the Forest style of his writing. His article will go where I attended grammar school-we Service was $6,000. A team Fresno a long way in these final stages of thought we were going to have many moved the grade material and certain making this plumb bob point univer­ happy days when the schoolhouse hard rock work was blasted by hand sally accepted as the national standard. burned down, but of course they drills. In writing you thus I think I am only found other places for us to go until a The perched boulder shown was expressing the feelings ofall plumb bob new school was built. The hill shown brought into place by a post-glacial users and directors of work in which in the northeast corner of the map was glacier which Israel C. Russell de­ piumb bobs are used, as well as those of used for flying kites when I was a scribes in "Quarternary History of the- numerous distributors and manu­ youngster. The remains of the old Mono Valley in Eighth Annual Report facturers who have pioneered the Pacific Coast railroad right of way still of U. S. G. ·S.-1886-87." That glacier standard point. Sincere thanks from all shows very distinctly. I was a locomo­ corked up a small stream by moraine of us. north of the boulder and caused it to tive fireman on that road when I was LEI" SUVERKROP, 18 years old. return into Rush Creek. Engineer In addition the section entitled Shell V ery truly yours, Beach Study was very interesting as WILLIAM M. MAULE HOW TRUE I, as a boy, helped harvest beans in the EDITOR area where the town site is lodted. The 'Nov.-Dec. issue carries a sad The ranch house of the former owner GOOD ROADS commentary on adult delinquency. of this property shows very plainly in MR. GEORGE T. McCoy Beautiful scenery is marred with the State Highway Engineer the photograph. In those days we did debris tossed from cars by selfish slov­ not think the abalones, which were I have been driving over California enly men and women who must be highways since 1909. The great im­ very plentiful there, were good for admonished by the Highway Depart­ provements one sees are almost unbe­ ment to be more thoughtful, as though eating, the shells being the only useful lievable. Of course, every state recog­ they were overgrown children. part. nizes California's leadership in building Sad commentary, indeed. Yours very truly, good roads. JOSEPH KINSEL HARRY M. WOOD, JOHN J. LYNCH 4988 Mt. Royal Drive County Assessor Oakland, California Los Angeles, Calif.

52 California Highways COMPLIMENT FOR ENGINEERS FROM LONDON FOR CLEAN HIGHWAYS COLONEL GEORGE RUHLEN LONDON P. O. Box 18-A 2244 Plum Street January 23, 1952 San Diego 6, California Buellton, California KENNETH C. ADAMS ESQ., MR. KENNETH C. ADANIS, Editor California Highways and Public California Highways and Public DEAR MR. ADAiVIS: Thanks very Works, Works much for placing may name on the Sacramento, California mailing list of California Highways and Dear Mr. ADAMS, we here in London Public Works. all look forward to receiving your ex­ DEAR SIRs: I thought you would be cellent magazine and would take the The articles on u"p-to-date engineer­ interested in knowing that the Solvang opportunity of thanking you for con­ ing practices indicate our highway Women's Club is very much interested tinuing to mail it to us. authorities are keeping close touch in a roadside clean-up in the Santa Ynez We take the liberty of sending with the best modern theories and the Valley. They have appointed a com­ round our copy throughout tl:e group results are evident to anvone traveling mitte~ of which I am chairman. Many of companies and, thereafter, It finds a California highways. This confirms motorists using the highways are very place in the Royal Automobile Club. in my previous high regard for the high­ thoughtless and throw bottles, beer London where it is read by many In­ way engineers with whom I have had cans and other rubbish by the way­ terested people. pleasant associations in the past. side.' This increasing carelessness Fortunately, I am a frequent visitor should be brought to public attention. In addition to matters of local inter­ to California and to Sacramento and Possibly some means could be found est in the current issue, especially the am therefore able to see the many new Oceanside-Carlsbad Freeway, the to end this practice. magnificent achievements carried out In our own valley we have ap­ historical references which frequently by the California Highways Depart­ proached the Division of Highways appear in your publication are also ment but, for the rest of us your maga­ interesting to one afflicted with an his­ zine is the only medium to show our engineer, and the supervisors. We hope torical avocation, as is your corre­ people the wonderful job of work once these departments have the op­ spondent. which is being carried out in the most portunity to "rake" up, we may be of Very truly yours, beautiful state in America. help with an educational program . GEORGE RUHLEN Our most sincere good wishes for throuuh the schools. It is hoped to 1952 and beyond, b A. J. F. ANDREWS cover this ground by Easter. LIKES MAGAZINE Managing Director. Very truly, THE UNION METAL MANUFACTURING CO. TUTA DE LA CUESTA Canton, Ohio ' LIKES MAIL BAG MR. KENKETH C. ADAMS, Editor 2610 W. 60th Street DEAR MR. ADA~IS: I want to thank Los Angeles 43, California FROM CANADA you for the copies of the fine P?blica­ MR. KENNETH C. ADAMS, Editor ONTARIO tion that reaches my desk. It IS read DEAR SIR: I have received several DEPARTMENT OF HIGHWAYS with great interest by me as well as issues of your magazine and being em­ others in our organization. TORONTO, CANADA ployed by the City of Los Angeles in February 4th, 1952 This magazine keeps me abreast with the Public Works Department causes the excellent program that the High­ me to read your magazine with keen MR. KENNETH C. ADAMS, Editor, way Department is continuously car­ interest, as new asphalt construction is California Highways and Public rying on-a prog-ram tha~ .gives the our business. Works, kind of roads to your CItIzens and Your magazine is the best in its field Sacramento, California visitors that makes your highways an and it would be difficult to estimate its DEAR MR. ADAMS: I have been re­ example to many other states. Also, value to your readers. Such a ma.gazi~e many of the articles are written by is an integral part of our CalIforma ceiving copies of your very fine friends of mine in the Highway De­ highway progress. . publication, California Highways and partment whom I do not get to see very I read with interest that part of CalI­ Public Works and wish to take this often except at AASHO meetings. fornia Highways Public Works, "Out opportunity to express my apprecia­ Our company is proud to be the of the Mail Bag" and you must be tion. immensely pleased to receive such let­ supplier of some of the poles and piling ters. It must be a pleasure for you to Your magazine is most interesting, for your modern projects. pass along these letters of fine expre~­ well illustrated and of the highest We wish you all a happy and suc­ sian to those that help make the CalI­ standard. cessful1952. fornia Highways and Public Works a Thanking you, very truly yours Sincerely yours, wonderful magazine. W. A. PORTERFIELD Very Sincerely yours, THOMAS E. MAHONY Vice President CHAS. L. DORSEY Traffic Division and Public Works 53 HISTORY OF UNITED STATES NUMBERED HIGHWAYS

By M. A. O'BRIEN, Highway Signing Supervisor k THE MANY historical events cred­ identify the route. Local groups in one submit recommendations. Thomas H. ited to San Francisco we find, upon section often disagreed with other MacDomild, Chief of the Bureau of investigation, that our present system areas on the choice of a name. It fre­ Public Roads, was named as Chairman; of U. S. numbered highways may be quently happened that this differ­ E. W. James, Chief of the Division of added as it also had its origin in that ence of opinion between neighboring Design, Bureau of Public Roads, was city. While the idea was previously groups was a source of considerable named as Secretary; the other mem­ conceived and discussed by the offi­ embarrassment to highway officials bers were highway officials nominated cials of the Bureau of Public Roads and who now universally accept the sys­ from 21 states. many state highway officials, the first tem of highway numbering. Mr. Her­ The various state representatives step leading to the development of bert Hoover, vvhen Secretary of Com­ were divided into six regional groups, an interstate highway system was merce, is credited with making the which acted on highways within the brought forth at the annu'al meeting original suggestion to establish a sys­ states embraced in their respective geo­ of the American Association of State tem of U. S. numbered highways. graphical areas. The 11 western states Highway Officials held in San Fran­ were named the "\Vestern Group" and cisco during November, 1924, A. A. S. H. O. Takes Action were represented by Robert M. Mor­ There was a definite need for the The American Association of State ton, State Highway Engineer for Cali­ marking of interstate highways and Highway Officials in the San Francisco fornia; Roy Klein, State Highway routes of travel which was partially meeting of 1924, heard a paper on the Engineer for Oregon; Preston G, Pe­ satisfied by the various trail associa­ subject of Interstate Highways pre­ terson, Chairman, State Road Commis­ tions. Many individuals sought to cap­ sented by E. W. James, Chief of the sion for Utah; James A. French, State italize on the popular demand for in­ Division of Design for the Buteau of Highway Engineer for New Mexico. terstate and cross-country routes by Public Roads. This original report by Similar groups were formed for organizing trail associations, collecting Mr. James was approved and the state other sections of the Nation as fol­ large sums of money from our citizens, highway officials, on November 20, lows: Mississippi Valley Group repre­ and giving practically no service in re­ 1924, adopted the following resolu­ senting 11 states; Lakes Group rep­ turn. This action discredited the many tion: resenting six states; Southern Group reputable trail associations which had 11Th is association hereby requests the representing nine states; North At­ heretofore rendered a distinct public Secretary of Agricu Iture, in cooperation lantic Group representing five states; service by stimulating highway im­ with the several states, to undertake imme­ and the New England Group repre­ provement. diately the selection and designation of a senting six states. These groups had comprehensive system of through inter­ their meetings and reported to a Joint Haphazard Naming state routes and to devise a comprehensive Board on Interstate Highways. Some of these organizations pro­ and uniform scheme for designating such posed routes through cities and towns routes in such a manner as to give them a First Joint Board Meeting that had contributed to their cause conspicuous place among the highways of The first full meeting of the Jomt the Country as roads of interstate and even though the route selected and board was held in Washington, D. G, national significance. identified would not be the most direct on April 20, 1925. Resolutions were and best way for through travel. The liTo more satisfactorily carry out these adopted which formed the basis for suggestions and obtain speedy and satis­ old method of giving names to various factory results, this association requests designation of the system of United highways prevented any uniform $YS­ the Secretary of Agriculture to appoint a States highways. The board recom­ tem of marking since highway names board to be composed of members of the mended the immediate selection of frequently were not continued into Bureau of Public Roads and of the state transcontinental and interstate routes adjoining states and in several instances highway departments to cooperate in from the Federal Aid Road System and the same major highway would have formulating and promulgating a system of that these routes be continuously desig­ two or more names in one state. Civic­ numbering and marking highways of in­ nated by means of a standard highway minded groups vied with each other in terstate character.1I marking sign. It voted, also, that a sys­ naming various highways. Roads were tem be established and marked to named as the lesult of political pres­ Board Appointed satisfy the demand for marked routes sure more often than for historical This resolution was presented to the on the part of transcontinental and in­ reasons. Too frequently local names Secretary of Agriculture. He con­ terstate traffic. This marking was to were assigned a highway 'without curred, and on March 2, 1925, ap­ meet a need which in the past had been markers of any kind being placed to pointed a board to make a study and partially satisfied by the marked trails,

54 California Highways established by various trails associa­ tions. It was further voted to allow the several states to continue the marking of existing trails and memorial high­ ways pending the establishing of the proposed marking system unless such action would conflict with the mark­ ing systems and policies now in force in the several states. A resolution "that no trail association be permitted to es­ tablish further routes on state or fed­ eral-aid routes" was adopted.

Signs Adopted A second meeting of the joint board was held in Washington, D. C, on August 3, 1925, which adopted the reports and recommendations of the six territorial groups. The numbering system was adopted at this meeting. Our present standard U. S. shield with a white background and black letter­ ing and a system of uniform warning, regulatory, and directional signs were also adopted for installation on these interstate highways. As a basis for selecting the highway routes for the various states, it was de­ cided that the mileage of these U. S. highways be confined to not more than 3 percent of the total certified rural miles within a state. At that time, the federal-aid "ystem consisted of in­ terstate and intercounty roads and was limited to 7 percent of the total mile­ age of rural roads then existing. The certified miles of rural highways in Even numbered U. S. routes run east and west. This shows sign on U. S. 40 California in 1925 totaled 70,000 miles. The \Vestern Group, in its meeting, The committee assigned all odd the United States. U. S. Highway 1 numbers for highways which run in a was to follow the Atlantic Coast, and had designated 2,599 miles in Califor­ north and south direction and assigned U. S. Highway 101 to follow the west­ nia as U. S. highways which was 3.7 even numbers for highways which ern coast of California. It was found percent of the certified miles. How­ run east and west. The lowest east and necessary and advantageous to have ever, the joint board which met in west numbers parallel the Canadian some U. S. highways as connecting Washington, D. C, in August, 1925, border. laterals between other major routes. reduced this group selection to 2,220, The routes and numbers selected Where this has been done, the number or 3.1 percent of the certified miles were referred to the various state high­ of the major route is retained and the to be the U. S. Highway System in way departments for review as to the lateral route has the addition of a third California. extent and general location of the U. S. digit. One example of this system in Routes Selected routes to be marked. It was felt that California is applied to U. S. Highway 99, the main north and south route The findings and report of the joint each state highway department should select the best available routes and lo­ which passes through the central part board was presented to the American cate U. S. highways over roads where of California. The number "99" has Association of State Highway Offi­ proposed improvements and realign­ been retained to mark three of the lat­ cials at its annual meeting held in ments would be made. erals; we therefore have U. S. High­ Washington, D. C, in November, way 199, U. S. 299, and U. S. 399, all of 1926. A resolution was adopted at that In California which connect U. S. 99 with some time to proceed with the program as The original selection consisted of other U. S. highway. submitted by the joint board. 76 primary highway routes throughout (To be continued) and Public Works 55 Ancient Pictures Continued from page 50 ... Bible," Prof. W. F. Albright of Johns Hopkins University in a table of signs Sign Language based on his studies, says that Sinaitic writing on the rocks is the oldest in our alphabet. He calls the zigzag, water. THE MOTORIST who doesn't believe in their cars and claim compliance with Also the square is house in old Sinai. signs is inviting trouble when he heads the law on the grounds that it men­ When I was writing and painting in his car into California snow country. tioned nothing about having the the Black Mountain section of the The State Division of Highways has chains actually on the wheels of the Navaho reservation, I made the ac­ a special "sign language" for the 4,000 car. quaintance of an up-to-date chiseler of miles of state-maintained highway on Highway maintenance men and the sandstone cliffs not far from my which snow and ice are a constant or officers of the California Highway Pa­ house. This man was a lover of horses. a recurring hazard every winter, and trol who have seen fatal smashups He had drawn several life-size portraits most of the signs move up and down caused by failure to use chains along of his pony on the walls of the canyon the mountain slopes along with the ice-covered pavements have been un­ and finished his mural with a mountain snowline. derstandingly slow to see the humor in lion, the soft-footed chief of Navaho There is sound basis in state law, ex­ this attempt to evade the spirit of the medicine men. I know that the Indian perience and common sense behind law. To avoid trouble, however, the carved those animals on the rocks be­ these signs which tell the motorist law, and consequently the signs, were cause of his admiration for their forms. where to put on chains and where to made more specific by adding three If, a thousand years from now they still park while doing so. words: "ON REAR WHEELS." exist, I wonder what archeologists will Reaching suitable winter sports areas Quite frequently, the division posts say about them. I shall have my say often requires driving over miles of icy a black-on-yellow reflectorized sign now. mountain road. This means the use of reading "CHAINS ADVISABLE." skid chains. They are the expressions of the Highway engineers point out that this artist's emotional delight in the crea­ First Warning sign is a warning to all drivers not tures of the good Mother Earth. The first specific warning a motorist thoroughly familiar with snow con­ will encounter in snow country is a ditions. If you're a newcomer to the rectangular sign with reflectorized snow areas better play it safe and put Summary of black letters on a yellow background on your chains, even though the only reading "CHAINS REQUIRED 1 law behind the "advisable" sign is the Water Conditions MILE AHEAD." unwritten law of self-preservation. Continued from page 49 ... The Division of Highways tries, Motorists entering snow sports areas The Los Angeles Department of whenever possible, to place these signs will come across locations where the Water and Power has forecast runoff near roadside developments such as snow has been removed from the for the hydrographic year in the garages or service stations where shoulder of the road for a sufficient Owens River Watershed to amount to chains either can be rented or the distance to permit parking. These spots 170 percent of their long-term mean; motor vehicle driver can put on his are identified by rectangular black-on­ the Mono Basin Watershed excluding own and not have to park on the white signs reading "PARK OFF Mill Creek to amount to 180 percent of traveled way to do so. PAVEMENT." the long-term mean; and the average Farther along, at the actual chain­ In places where the narrowness of runoff from the Inyo-Mono area to control point, there is a sign reading the road makes it impossible to park average 172 percent of the long-term "STOP - VEHICLES WITHOUT clear of the pavement, the Division of mean. CHAINS ON REAR WHEELS Highways places red-on-white "NO COLORADO DESERT AREA PROHIBITED." This rectangular sign PARKING" or "NO PARKING AT According to advice received from is of reflectorized porcelain enamel ANY TIME" signs, usually with an with a white STOP on a red back­ arrow underneath the letters to indi­ the Office of River Control, U. S. ground. The remaining letters are cate the limit of the NO PARKING Bureau of Reclamation, Boulder City, black on white. section. Nevada, snow survey and precipita­ This sign (following the former Cars left parked, unattended and tion data available on April 1st indi­ wording of the statute in the Vehicle locked on the traveled way cause some cated an anticipated runoff at the Code) in the past read simply of the biggest headaches which plague Grand Canyon gaging station of from "VEHICLES WITHOUT CHAINS highway workers-and other motor­ 13,400,000 acre-feet to 16,200,000 acre­ PROHIBITED." However, this had ists. They not only create a hazard but feet. That agency further advised that to be changed when wiseacres, after often make it impossible for other it believed the flood control require­ being accosted, would exhibit chains traffic, particularly the all-important ments below Lake Mead would be met. neatly stored away under the seats of snow-plow, to get through. During the

56 California Highways Winter brings a special "sign language" to the California mountain routes maintained by the State Division of Highways. By heeding these and other official road­ side admonitions, tourists, winter sports fans and other motorists can enhance their driving pleasure and especially their safety, and alsa prevent serious traffic tieups. recent pre-New Years storm, a few on-yellow sign reading "END OF counter signs reading "SONORA thoughtless motorists who parked and CHAIN CONTROL." This means PASS CLOSED BY SNOW BE­ locked their cars on the pavement on that chains can be removed. This sign YOND PINECREST." The word U.S. Highway 40 bottled up hundreds is posted at the first safe location below PINECREST may be on a detachable of other vehicles for long periods and the danger area so that the motorist plate, so that it can be replaced by the actually were responsible for closing will not have to drive for any great name of some other point as snow con­ the route for 36 hours. distance over dry pavement with the ditions change. Where large spaces at the side of the resulting wear on both chains and tires. California's experienced snow-re­ road have been leveled and cleared for Routes not kept open during the moval crews and the California High­ parking, the Division of Highways winter months are marked at control way Patrol are unanimous in one places portable black-an-white signs intersections or other advance points thing: When it comes to driving stating "BEGINNING OF PARK­ by rectangular black-an-white signs through ice and snow, warning signs ING AREA" and "END OF PARK­ stating that the route or pass is closed are a motorist's best friend. Treat them ING AREA." by snow beyond a certain point. with respect. Take what they say When leaving the chain-control For example, a driver heading east seriously. It could add years to your areas motorists are notified by a black- along State Sign Route 108 will en- life. and Public Works 57 STANDARD HIGHWAY DEFINITIONS FOR ALL STATES

Freeway-An expressway with full Major Street or Major Highway­ Roadbed-The graded portion of a control of access. An arterial highway with intersections highway, usually considered as the area Parkway-An arterial highway for at grade and direct access to abutting between the intersections of top and non-commercial traffic, with full or property and on which geometric de­ side slopes, upon which the base partial control of access, and usually sign and traffic control measures are course, surface course, shoulders, and located within a park or a ribbon of used to expedite the safe movement of median are constructed. parklike development. through traffic. Subgrade-The portion of the road­ Expressway-A divided arterial Th1'ough Street or Through High­ bed prepared as a foundation for the highway for through traffic with full way-Every highway or portion base or surface course. or partial control of access and gener­ thereof at the entrance to which ve­ Median-The portion of a divided ally with grade separations at inter­ hicular traffic from intersecting high­ highway separating the traveled ways sections. ways is required by law to stop before for traffic in opposite directions. These are three of many highway entering or crossing the same and when Traveled VVay-The portion of the definitions recommended by the spe­ stop signs are erected. (Uniform Ve­ roadway for the movement of vehicles, cial committee on nomenclature of the hicle Code, Act V) exclusive of shoulders and auxiliary American Association of State High­ Local Street or Local Road-A street lanes. way Officials and approved as a policy or road primarily for access to resi­ Shoulder-The portion of the road­ of die association. Other definitions dence, business, or other abutting way contiguous with the traveled way are: property. for accommodation of stopped ve­ Highway, Street or Road-A general Divided Highway-A highway with hicles, for emergency use, and for term denoting a public way for pur­ separated roadways for traffic in op­ lateral support of base and surface poses of vehicular travel, including the posite directions. courses. entire area within the right-of-way. Belt Highway-An arterial highway Roadside-A general term denoting (Recommended usage: for carrying traffic partially or entirely the area adjoining the outer edge of in urban areas-highway or street around an urban area or portion the roadway. Extensive areas between in rural areas-highway or road) thereof. (Also called circumferential the roadways of a divided highway Arterial Highway-A general term highway.) may also be considered roadside. denoting a highway primarily for Radial High'-way-An arterial high­ Traffic Lane-The portion of the .through traffic, usually on a continuous way leading to or from an urban cen­ traveled way for the movement of a route. ter. single line of vehicles. Frontage Street or Road-A local condition Auxiliary Lane-The portion of the Control of Access-The street or road auxiliary to and located where the right of owners or occu­ roadway adjoining the traveled way on the side of an arterial highway for pants of abutting land or other persons for parking, speed-change, or for other service to abutting property and ad­ purposes supplementary to through to access, light, air, or view in connec­ jacent areas and for control of access. tion with a highway is fully or partially traffic movement. Toll Road, Bridge, or Tunnel-A controlled by public authority. Parking Lane-An auxiliary lane pri­ highway, bridge, or tunnel open to marily for the parking of vehicles. traffic only upon payment of a direct Full control of access means that Speed-change Lane-An auxiliary toll or fee. the authority to control access is ex­ lane, including tapered areas, primarily ercised to give preference to Cul-de-sac Street-A local street for the acceleration or deceleration through traffic by providing access open at one end only and with special of vehicles entering or leaving the connections with selected public provision for turning around. through traffic lanes. roads only and by prohibiting cross­ Dead-end Street-A local street open ings at grade or direct private drive­ at one end only without special pro­ Median Lane-A speed-change lane within the median to accommodate way connections. vision for turning around. left-turning vehicles. Partial control of access means ELEMENTS OF THE CROSS SECTION Outer Separation-The portion of an that the authority to control access Roadway -(General) The portion arterial highway between the traveled is exercised to give preference to of a highway, including shoulders, for ways of a roadway for through traffic through traffic to a degree that, in vehicular use. A divided highway has and a frontage street or road. addition to access connections with two or more roadways. selected public roads, there may be (In construction specifications) The TRAFFIC TERMS some crossings at grade and some portion of a highway within limits of Passenger Car-A motor vehicle de­ private driveway connections. construction. signed for the transportation of not

58 California Highways more than eight persons. The term Traffic Control Signal-A traffic sig­ Volume-The number of vehicles includes taxicabs, limousines, and sta­ nal by which traffic is alternately passing a given point during a specified tion wagons. directed to stop and to proceed. period of time. Bus-A self-propelled motor vehicle Delay-The time lost while traffic is Density-The number of vehicles designed for the transportation of more impeded by some element over which per mile on the traveled way at a given than eight persons. the driver has no control. instant. Trolley Coach-A motor vehicle, designed for the transportation of per­ Operational Delay-Delay caused by Headway-The time interval be­ sons, which is propelled by electric interference between components of tween passages of consecutive vehicles power from overhead trolley wires but traffic. moving in the same direction by a not operated upon rails. Fixed Delay-Delay caused by traffic given point. Streetcar-A vehicle designed for the controls. Spacing-The distance between con­ transportation of persons and operated Speed-The rate of movement of a secutive vehicles measured front to upon rails principally in municipalities. front. vehicle, generally expressed in miles ," Truck-A general term denoting a per hour. Design Volume-A volume deter­ motor vehicle designed for transporta­ Average Spot Speed-The arithme­ mined for use in design, representing tion of property. The term includes tic mean of the speeds of all traffic, or traffic expected to use the highway. sincrle unit trucks and truck combina- b component thereof, at a specified Unless otherwise stated, it is an hourly tions. point. volume. Truck Combination-A truck trac­ Average Daily Traffic-The average tor and a semitrailer, either with or Over-all Travel Time-The time of 24-hour volume, being the total volume without a full trailer, or a truck with travel, including stops and delays ex­ during a stated period divided by the one or more full trailers. cept those off the traveled way. number of days in that period. Unless Light Delivery Truck-A single unit Running Time-The time the ve­ otherwise stated, the period is a year. truck, such as a panel or pick-up truck, hicle is in motion. The term is commonly abbreviated as with size and operating characteristics Over-all Travel Speed-The speed ADT. similar to those of a passenger car and over a specified section of highway, commonly used for short-haul light Thirtieth Highest Hourly Volume­ being the distance divided by over-all delivery service. The hourly volume that is exceeded by travel time. The average for all traffic, 29 hourly volumes during a designated Parked Vehicle-A vehicle stopped or component thereof, is the summa­ for temporary storage. year. (Corresponding definitions ap­ tion of distances divided by the sum­ ply to any other ordinal highest hourly Standing Vehicle-A vehicle stopped mation of over-all travel times. volume, as tenth, twentieth, etc.) for a brief interval as when loading or The speed over a unloading. Running Speed- Basic Capacity-The maximum num- " specified section of highway, being the ber of passenger cars that can pass a Curb Loading Zone-Roadway distance divided by running time. The space adjacent to a curb and reserved given point on a lane or roadway dur­ average for all traffic, or component for exclusive use of vehicles during ing one hour under the most n.e~rly thereof, is the summation of distances loading or unloading of passengers or ideal roadway and traffic condmons divided by the summation of running that can be attained. property. times. Traffic Control Device-Any sign, Possible Capacity*-The maximum signal, marking, or installation placed Design Speed-A speed determined number of vehicles that can pass a or erected under public authority, for for design and correlation of the phys­ given point on a lane or roadway ?~r­ the purpose of regulating, warning, or ical features of a highway that influ­ ing one hour under the prevalhng guiding traffic. ence vehicle operation. It is the maxi­ roadway and traffic conditions regard­ Traffic Sign-A traffic control de­ mum safe speed that can be maintained less of their effect in delaying drivers vice mounted on a support above the over a specified section of highway and restricting their freedom to ma­ level of the roadway that conveys a when conditions are so favorable that neuver. specific message by means of unchang­ the design features of the highway govern. Practical Capacity - The maximum ing words or symbols. number of vehicles that can pass a Merging-The converging of sepa­ Traffic Marking-A traffic control criven point on a lane or roadway dur­ rate streams of traffic into a single device consisting of lines, patterns or ing one hour under the prevailing colors on the pavement, curbs, or other stream. roadway and traffic conditions, with­ objects within or adjacent to the road­ Diverging-The dividing of a single out unreasonable delay or restriction way, or words 0'1' symbols on the pave­ stream of traffic into separate streams. to the drivers' freedom to maneuver. ment. Traffic Signal-A power-operated W eaving-The crossing of traffic Design Capacity-The practical ca­ traffic control device by which tra~c streams moving in the same general pacity or lesser value determined for is regulated, warned, or alternately dI­ direction accomplished by merging use in designing the highway to accom­ rected to take specific actions. and diverging. modate the design volume. and Public Works 59 NAVY APPRECIAliON State Victory U.S.S. LOS ANGELES CA-135 DEMISE OF A COYOTE c/a Fleet Post Office Continued from page 19 ... It has been a hard winter, men. VALLEJO, CALIFORNIA, as a freeway within the meaning of Sec­ Even a coyote froze to death. 14 February, 1952 tion 23.5 of the Streets and Highways Well, maybe he didn't freeze. California Highway Commission Code defining a freeway. Maybe his restricted quarters Los Angeles, California Speaking of the freeway declaration interfered with his normal diet of mice, jackrabbits and ranchers' GENTLEMEN: This is by way of a the court continues: chickens. Might be that a few compliment to the people responsible, "The construction of the freeway pur­ snootfulls of invigorating Modoc for their comprehensive traffic analysis suant to the resolution did not create new winter air would have kept his and placement of easily read and un­ rights of access in favor of land which did tuneful presence among us. But derstood traffic signals and directives. not abut upon the highway as it formerly anyhow he's de.ad. His unti~ely Realizing the difficulties involved existed. Where an ordinary or conven· demise was dIscovered thIs-a­ due to the large number of autos and tional road is built, there may be an intent way: limited space in Los Angeles streets to serve abutting owners but when a free­ Last year Prison Camp No. 39 (and being out-of-state drivers), we way is established the intent is just the op­ north of Alturas put a 60-inch anticipated a certain amount of diffi­ posite, and a resolution creating a freeway culvert in the new road at Dry culty in driving in Los Angeles gives adequate notice that no new rights Creek. This is about eight miles County, because of the immense vol­ will arise unless they are specifically north of the Cedarville junction. ume of motor vehicles and our un­ granted." The first snow and wind this win­ familiarity with streets and directions. Landmark in Litigation ter plugged it shut and every However, such was not the case. Due In its opinion in the Schnider case, storm increased the drifts. This to the excellent freeways, signals and the court is careful to point out two was observed by Bill Stout, the fast-flowing traffic, we were able to specific situations which were not in­ camp superintendent. However, maneuver with as much ease as if we volved therein. The court stated it was he was busy fighting snow to had been driving in this area for years. not concerned with a situation in which keep the road open, pulling out Our thanks go also to the courteous, the owner of property abutting upon stalled trucks and hauling sur­ efficient and helpful police officers, a conventional highway is deprived of facing material to bolster the sur­ both in the city and on the highways. direct access when it is rebuilt as a face on sections of highway not Their handling of traffic during the freeway, and also that the Schnider case completed last year. Further­ rush hours is especially gratifying. did not involve the question of what more, he had no great hope that it Sincerely, rights of access plaintiffs would have was ever going to quit snowing or warm up. Blocked culverts W. H. OMER, USN acquired if the boulevard had been wouldn't make any difference Houston, Texas widened and rebuilt as a conventional anyway. ]. V. CALDERSON, USN highway. Finally, there came a day. It Del Rio, Texas While the decision in the Schnider didn't snow. A flock of wild F. ]. TUK, USN case merely confirmed the depart­ geese flew over. Bill consulted Latrobe, Penna. ment's long standing interpretation of the calendar and refreshed his the law, it does stand as a landmark in memory. Very skeptically, he de­ litigation relating to freeways, since it cided it might be a good idea to State Auto Infl ux is the first case in the United States open that Dry Creek culvert. which squarely decides the point in­ Just an off chance you under­ Up 10 Percent volved. stand, that some day the snow In First Quarter might melt. He sent a crew down to shovel the snow out of both the first quarter is also the highest in ends. There in the middle of the A N ALL-TIME high of 277,240' out­ history, topping the 1951 record year pipe they found Don Coyote.­ of-state cars entered California during of 634,649 by nearly 17 percent. Contributed by District II, Di­ the first three months of this year, Southern California border stations vision of Highways. bringing 704,828 persons into the State. checked through 185,087 of the total The car influx is a 10 percent increase number of cars and 479,420 of the passengers. over the previous high of 251,074 set The California Division of High­ The three-month breakdownshowed last year, the Touring Bureau of the the following totals of out-of-state ve­ 'ways operates 220 pieces of special Automobile Club of Southern Califor­ hicles entering California in 1952: Jan­ snow removal equipment, in addition nia announces. uary, 89,578; February, 92,287; March, to 190 sanders and other devices for The number of passengers to enter 95,375. Each represented new monthly reducing accident hazards on icy high­ California in out-of-state cars during highs. ways.

60 California Highways HIGHWAY BIDS AND AWARDS

terns and highway lighting to be furnished and in­ untreated rock base. District II, Route 73, Section D. DecemberI 1951 stalled. District VIII, Route 9. Electric & Machinery Harms Bros., Sacramento, $329,640; O'Connor Bros., ALAMEDA AND CONTRA COSTA COUNTIES Service, Inc., South Gate, $11,265; Fischbach & Red Bluff, $329,987; Eaton & Smith, San Francisco, -At Broadway Low Level Tunnel, portions of tun­ Moore, Inc., Los Angeles, $12,422; Westates Elec­ $359,888; J. Henry Harris, Berkeley, $387,438; nel ventilating and illuminating equipment to be trical Construction Co., Los Angeles, $12,918; C. D. United Concrete Pipe Corp., Baldwin Park, $389,226. cleaned and painted. District IV, Route 75, Section Draucker, Inc., Los Angeles, $13,210; Paul R. Gard­ Contract awarded to A. Teichert & Son, Inc., Sacra~ Oak, A. M. Williams & Sons, Inc., Oakland, $25,280; ner, Ontario, $14,436. Contract awarded to Trieo mento, $310,780. Deemer & Deemer, San Francisco, $27,600; J. S. Mor­ Company, Burbank, $11,140. ris Co., Berkeley, $33,300. Contract awarded to R. W. LOS ANGELES COUNTY-On Hollywood Free­ Reade & Co., Berkeley, $14,604. SANTA CLARA COUNTY-At the intersections way, between Hollywood Boulevard and Western of Bayshore Highway with Moffett Boulevard and at Avenue, highway lighting and illuminated sign sys· FRESNO COUNTY-On Blackstone Avenue be­ Moffett Field South Gate, traffic signal system and terns to be furnished and installed. District VII, Route tween Olive Avenue and 'A mile north of Shields Ave­ highway lighting to be modified at one intersection, 2. C. D. Draucker, Inc., Los Angeles, $59 660' Elec­ nue in Fresno, about 1.8 miles to be graded and sur­ traffic signal system and highway lighting to be fur­ tric & Machinery Service, Inc., South Gat~, $6'1,037; faced with plant-mix surfacing on untreated rock nished and installed at one intersection, and channel­ Fischb~ch & Moore, Inc., Los Angeles, $62,852. base and drainage pumping system to be installed. Dis­ ization to be constructed. District IV, Route 68, Contract awarded to Westates Electrical Construction trict VI, Route 125, Section Fre, C. Baun Construction Section A. R. Flatland, San Francisco, $42,596; Co., Los Angeles, $58,891. Co., Fresno, $427,568; Guy F. Atkinson Co., South Edward Keeble, San Jose, $44,472; John B. Paroline, San Francisco, $463,875; M. J. B. Construction Co., Morgan Hill, $44,977; A. J. Raisch Paving Co., San LOS ANGELES COUNTY-On Ramona Freeway Stockton, $475,739; Leo F. Piazza Paving Co., San Jose, $46,775; L. C. Smith Co., Building Products between 0.1 mile east of Jackson Avenue and Rose­ Jose, $480,537; M. J. Ruddy & Son, Modesto, $528,­ Inc., Con Car Ranch & Enterprises, Inc., San Mateo, mead Boulevard, about 1.7 miles to be graded and cement~ 096. Contract awarded to Gene Richards, Fresno, $47,590; J. Henry Harris, Berkeley, $48,690; Bragato paved ''''ith Portland cement concrete on $411,957.46. Paving Co., Belmont, $49,562; Peter Sorensen, Red· ?,eated subgrade and. with plant-mixed surfacing on wood City, $56,500. Contract awarded to J. C. Bate­ Imported base matenal and six bridges to be con­ KERN COUNTY-Between McFarland and De­ man, Inc., San Jose, $41,687.60. structed to provide a six-lane divided highway with lano Underpass, about 5.5 miles to be graded and frontage roads. District VII, Route 26, Section E. paved ""vith Portland cement concrete on cement SANTA CLARA COUNTY-On Eastshore Free· VIdo Kovacevich Co., South Gate, $2,421,609; J. E. treated subgrade, existing pavement to be surfaced way between 0.9 mile north of Route 68 and 0.2 mile Haddock, Ltd., Pasadena, $2,422,648; Guy F. Atkin­ with plant-mix surfacing over untreated rock base north of Trimble Road, about 1.8 miles to be graded s~n Co., Long Beach, $2,439,070; United Concrete and. drainage structures to be constructed. District and paved ,,'ith Portland cement concrete and plant· PIpe Corp., Baldwin Park, $2,445,295; A. Teichert VI, Route 4, Section F. Peter Kievvit Sons' Co., Ar~ mix surfacing and highway separation structures & Son, Inc., Sacramento, $2,508,736; Bressi & Be­ cadia, $908,216; J. E. Haddock, Ltd., Pasadena, to be constructed. District IV, Route 69, Section A. vanda Constructors, Inc., North Hollywood $2654­ $954,242; Fredrickson & Watson Construction Co., Dan Caputo & Edward Keeble, San Jose, $1,278,630' 627; Peter Kiewit Sons' Co., Arcadia, $2',663,233. Oakland, $1,016,473; Rice Bros. Inc., Marysville, Fredrickson Bros. & Le\v Jones Construction Co.: Contract awarded to Griffith Co. Los Angeles $2­ $1,020,867; Gordon H. Ball & San Ramon Valley Emeryville, $1,310,988; Carl N. Swenson Co. Inc. 307,503.40. " , Land Co. & Ball & Simpson, Berkeley, $1,028,367; & Ball and Simpson, Berkeley, $1,317,010; United M. J B. Construction Co., Stockton, $1,054,575; Concrete Pipe Corp., Baldwin Park, $1,388,154; Guv LOS ANGELES COUNTY-Over Ramona Free­ UnIted Concrete Pipe Corp., Baldwin Park, $1,087,­ F. Atkinson Co., South San Francisco, $1,413,033; way and tracks of the Pacific Electric Railway at 358. Contract awarded to Griffith Company, Los Granite Construction Co., Watsonville, $1,418,001. Evergreen Avenue, a structural steel and reinforced Angeles, $817,166. Contract awarded to Fredrickson & Watson Construc­ concrete bridge for a pedestrian overcrossing to be tion Co. & M & K Corp., Oakland, $1,260,449.16. constructed. District VII, Route 26. O. B. Pierson, LOS ANGELES COUNTY-On Hollywood Free­ Bellflower, $72,765; Byerts & Sons and Geo. K. \i\'ay in the City of Los Angeles between Hollywood Thatcher, Los Angeles, $79,584. Contract awarded Boulevard and Western Avenue, about 0.7 mile to to J. E. Haddock, Ltd., Pasadena, $72,047.75. be graded and surfaced with Portland cement con­ January, 1952 LOS ANGELES COUNTY-In the city of Mon­ crete On cement treated subgrade. District VII, Route Ave~ 2. J. E. Haddock, Ltd., Pasadena, $1,376,104; Bressi rovia, on Huntington Drive between Shamrock & Bevanda Co:r:structors, Inc., North Hollywood, CONTRA COSTA COUNTY-Between Railroad nue and lVlountain Avenue, about 0.3 mile to be $1,476,937; Umted Concrete Pipe Corp., Baldwin Avenue in Pittsburg and A Street in Antioch, about graded and surfaced with plant-mixed surfacing on untreat~d Park, $1,496,967; Winston Bros. Co., Monrovia $1­ five miles to be graded and paved with Portland rock base and on the existing pavement 510,341; Bongiovanni Construction Co., Holl~Tood, cement concrete and plant-mixed surfacing and six and WIdening an existing reinforced concrete slab $1,532,060; Griffith Company, Los Angeles, $1 583­ grade separation structures to be constructed. District bridge across Sawpit Wash. District VII, Route 161. 463; C. G. Willis & Soris, Inc., Los Angeles, $1;602;­ IV, Route 75. Ball and Simpson & H. Earl Parker, VIdo Kovacevich Co., South Gate, $40,444; J. E. 490; Clyde 'V. Wood & Sons, Inc., North Hollywood Inc., Berkeley, $2,527,742; Frederickson & Watson Haddock, Ltd., Pasadena, $41,531; Jesse S. Smith $1,612,666; A. Teichert & Son, Inc., Sacramento; Construction Co. and M & K Corp., Oakland, $2,­ and Service Construction Co.. of Southern California $1,688,137; Guy F. Atkinson Co., Long Beach, $1,­ 529,581; Eaton & Smith, San Francisco, $2,584,636; Burbank, $47,231; Dimmitt & Taylor, Monrovia; 789,070. Contract awarded to Webb & 'Yhite, Los Guy F. Atkinson Co., South San Francisco, $2,590,­ $48,532; Walter Kaucher, Los Angeles, $49,395; Angeles, $1,370,545.30. 657; A. Teichert & Son, Inc., Sacramento, $2,627,­ Stuckey & Carroll Construction Co., San Gabriel, 925; Parish Bros., Benicia, $2,681,210; Granite Con­ $66,129. Contract awarded to 'Varren Southwest LOS ANGELES COUNTY-At the intersection of struction Co., Watsonville, $2,708,374; United Con­ Inc., Torrance, $39,028.76. ' Figueroa Street with Sepulveda Boulevard and the crete Pipe Corp., Baldwin Park, $2,718,949; Lord & intersection of Lakewood Boulevard with Gardendale Bishop and M. J. B. Construction Co., 'Sacramento, LOS ANGELES COUNTY-On Los Angeles Rivel Street, full traffic-actuated signal systems and high­ $2,743,741; Chas. L. Harney, Inc., San Francisco, Freeway across Del Amo Boulevard and across Comp­ way lighting at two intersections to be furnished and $2,888,868. Contract awarded to Peter Kiewit Sons ton Creek about 0.2 mile west of the city limits of installed. District VII, Routes 165,168, Sections A,A. Co., Arcadia, $2,516,564.70. Long Beach, two reinforced concrete bridges to be "Vestates Electrical Construction Co., Los Angeles, constructed and approach embankments for the bridge $24,858; Electric & Machinery Service, Inc., South KERN COUNTY-At the intersection of State across Compton Creek to be graded. DisITict VII, Gate, $26,413; C. D. Draucker, Inc., Los Angeles, Route 4 \vith Sherwood Avenue, Kern Avenue, and Route 167, Section A. J. E. Haddock, Ltd., Pasa­ $26,559. Contract awarded to Fischbach & Moore, Perkins Avenue in McFarland, full traffic actuated dena, $531,011; K. B. Nicholas, Ontario, $537,519; Inc., Los Angeles, $24,581. signal system with highway lighting to be furnished Oberg & Cook, Gardena, $543,242; Guy F. Atkinson and installed at one intersection and high\vay lighting Co., Long Beach, $552,219; C. B. Tuttle Co., Long MERCED AND STANISLAUS COUNTIES-At to be furnished and" installed at two intersections. Beach, $559,841; Bongiovanni Construction Co., Los intersections of Route 4 with El Capitan Way, John­ District VI, Route 4, Section F. L. H. Leonardi Angeles, $561,595; Byerts & Sons and Geo. K. That­ son Street and Golf Road, traffic signal system with ElectrIc Construction Co., San Rafael, $23,691; Hall cher, Los Angeles, $574,456. Contract awarded to highway lighting at one intersection and highway Sloat Electric Co., Inc., Oakland, $23,899; A-C Elec­ R. M. Price Co., Altadena, $508,656. lighting at t\vo intersections to be furnished and in~ ITic Co., Bakersfield, $24,619; Electric and Machinerv stalled. District X, Route 4, Sections D,A. R. Goold Service, Inc., South Gate, $26,048; R. Gould & So";, LOS ANGELES COUNTY-At the intersections & Son, Stockton, $22,371; Underground Electric of Lakewood Boulevard with Candlewood Street Stockton, $26,508; R. Flatland, San Francisco, $26,­ traffi~ Construction Co., Oakland, $24,242; Main Electric 650; C. D. Draucker, Inc., Los Angeles, $27,871; Hardwick Street, and Del Amo Boulevard signal systems and high1,.vay lighting at thr:e inter~ Service, Stockton, $24,947; Howard Electric Co., Fischbach & Moore, Inc., Los Augeles, $28,016. Gilroy; $26,424. Conrract awarded to L. H. Leonardi Contract a\\Tarded to HO'ward Electric Co., Gilroy, sections to be furnished and installed. District VII, Electric Construction Co., San Rafael, $21,750. $23,581. Rou'e 168, Section A. Westates Electrical Construc­ tion Co., Los Angeles, $43,645; Electric & Machinery SAN BERNARDINO COUNTY-In the City of LASSEN COUNTY-Between 4.5 miles and 6.5 Service, Inc., South Gate, $45,118; C. D. Draucker, San Bernardino at the intersections of Fifth Street miles north of Secret Valley, about 2.1 miles to be Inc" Los Angeles, $46,160. Contract awarded to \vith F Street, G Street, and H Street, traffic signal sys- graded and surfaced 'with road~mixed surfacing on Fischbach & Moore, Inc., Los Angeles, $43,274. and Public Works 61 ORANGE COUNTY-On Laguna Canyon Road, Thomas Construction Co. and H. Earl Parker, Inc., SAN DIEGO COUNTY-At the intersection of between Forest Avenue in Laguna Beach and 0.2 Fresno, $454,369; J. E. Haddock, Ltd., Pasadena, Pacific Highway with Miramar Road, in the City of mile north of Canyon Acres Drive, ahout 0.9 mile of $489,444. Contract awarded to C. B. Tuttle Co., San Diego, full traffic actuated signal system and high­ roadway to be graded, untreated rock base to be placed Long Beach, $412,863. way lighting to be furnished and installed and chan­ and surfaced with plant-mixed surfacing. District nelization to be constructed. District XI, Route 2-S.D. VII, Route 185. Dimmitt & Taylor, Monrovia, $269,­ R. E. Hazard Contracting Company, San Diego, $41,­ 114; Cox Bros. Consruction Co., Stanton, $282,073; 984; Daley Corporation, San Diego, $46,357; V. R. Flickinger-Welker, Inc., Los Angeles, $286,280; E. C. Dennis Construction Company, San Diego, $47,026; Young, San Fernando, $292,332; Sull'y-Miller Con­ February, 1952 Griffith' Company, Los Angeles, $47,712. Contract tracting Co., Long Beach, $299,472; ClIfford C. Bong awarded to Cox Bros. Construction Company, Stan­ & Co., Arcadia, $331,643; A. Teichert & Son, Inc., KERN COUNTY-On Allen Road and Santa Fe ton, $41,576.80. Sacramento, $333,021; Tomei Construction Co., Van Way, between Rosedale Avenue and State Route 139, Nuys, $371,663. Contract awarded to Nappe Con­ about 10.3 miles to be graded and surfaced with SAN DIEGO COUNTY-Between Oceanside and struction Co., Inc., North Hollywood, $265,790.55. road-mixed surfacing and bituminous treated surfacing Bonsall, portions about five miles in net length to be graded and surfaced with road-mixed surfacing. Dis­ on imported base material cement treated. District ORANGE COUNTY-At the intersection of New­ VI, Routes 1161, 575. Rice Bros., Inc., l\Jlarysville, trict XI, Route 195-A.F. Slaughter & Young, Julian, $199,673; Einer Bros. Inc., Escondido, $204,207; port Avenue with MacArthur Boulevard-Main Street $354,712; Baun Construction Co., Fresno, $375,979; Sharp and Fellow Contracting Company, Los Angeles, in the City of Fullerton, at the intersection of Spadra Volpa Bros., Fresno, $377,634; Griffith Co., Los An­ $205,386; George Herz and Company, San Bernar­ Road with Brea Boulevard, and in the"City of Ana­ geles, $386,600; Peter Kiewit Sons' Co., Arcadia, dino, $209,449; Cox Bros. Construction Company, heim at the intersection of Center Street with Olive $388,044; M. J. B. Construction Co., Stockton, $389,­ Stanton, $227,113; Clifford C. Bong and Company, Street, full traffic actuated signal systems with high­ 748; Oilfields Trucking Co. and Phoenix Construction Arcadia, $228,1l5; R. A. Erwin, Colton, $241,930; way lighting at two intersections and fixed-time traffic Co., Inc., Bakersfield, $390,772; Dimmit & Taylor, signal system with modification to existing lighting Osborn Company, Pasadena, $253,929; Dimmitt and Monrovia, $416,237; Granite Construction Co" Wat­ Taylor, Monrovia, $259,707. Contract awarded to at one intersection to be furnished and intsalled. Dis~ sonville, $422,446; Ball & Simpson, Berkeley, $422,­ C: G. Willis and Sons, Inc., Los Angeles, $197,923.55. trict VII, Routes 43, 184, 2, 19, 178. Fischback & 692; Claude C. Wood Co., Lodi, $423,642; Dicco, Moore, Inc., Los Angeles, $34,708; Westates Elec­ Inc., Bakersfield, $433,099; Close Building Supply, trical Constructoin Co., Los Angeles, $35,073; C. D. SAN DIEGO COUNTY-Portions between Seventh Inc., Hayward, $433,685; Louis Biasotti & Son, Street in National City and 32d Street in San Diego, Draucker, Inc., Los Angeles, $36,039. Contract Stockton, $433,737; Harms Bros., Sacramento, $460,­ about eight-tenths mile in net length, 36 inch chain awarded to Electric & Machinery Service, Inc., South 701; Clyde W. Wood & Son, Inc., North Hollywood, link fence and median lanes to be constructed. Dis­ Gate, $34,103. $493,575; Osborn Company, Pasadena, $557,491. trict XI, Route 2-Nat. C.S.D. United States Steel Contract awarded to Maddona Construction Co., San Company, Cyclone Fence Department, San Diego, SAN DIEGO COUNTY-Between 0.4 mile and Luis Obispo, $343,308. 6.1 miles east of Julian, portions, abOll t -four miles $6,460; Atlas Iron and Wire Works, San Diego, $6,783. Contract awarded to Pacific Fence Company, in length to be graded and bituminous surface treat­ LOS ANGELES COUNTY-On Hollywood Free­ Los Angeles, $6,439.80. ment applied. District XI, Route 198, Section E. way in the City of Los Angeles, between Mulholland Ralph B. Slaughter, Julian, $159,928; Clifford C. Drive and Cahuenga Boulevard and bet'\-veen Gower SAN FRANCISCO COUNTY-On 13th Street Bong & Co., Arcadia, $172,438; Einer Bros., Inc., Street and Hollywood Boulevard, three bridges, one between Mission Street and Route 68, the foundations Escondido, $178,594; Dimmitt & Taylor, Monrovia, pedestrian undercrossing, extensions to two existing for a portion of a bridge and miscellaneous road work $190,829; Ralph A. Bell, Monrovia, $212,812; L. S. pedestrian undercrossings and 11 retaining walls to to be constructed. District IV, Route 2-SF. Piombo be constructed and about 1.4 miles to be graded and Hawley, Montebello, $214,284; Walter H. Barber, Construction Company, San Francisco, $464,101; surfaced with Portland cement concrete pavement on La Mesa, $221,796; Cox Bros. Construction Co., Healy-Tibbitts Construction Company, San Francisco, cement treated subgrade to provide a six-lane divided Stanton, $342,366. Contract awarded to E. C. Young, $493,046; Eaton and Smith, San Francisco, $501,500; highway. District VII, Route 2. A. Teichert & Son, San Fernando, $130,773.70. Fredrickson and Watson Construction Company, M Sacramento, $2,3 12,771; Bressi & Bevand~ Construc­ and K Corporation, Oakland, $540,327; Guy F. Atkin­ SAN MATEO COUNTY-Between south city tors, Inc., North Hollywood, $2,317,836; R. Daum J. son Company, South San Francisco, $545,332; Dun­ limits of San Francisco and 0.6 mile south, about 0.5 Construction Co. and \,vebb and White, George W. canson-Harrelson Company, Richmond, $595,941. mile to be graded. District IV, Route 68, Section E. Peterson, Jack W. Baker, Los Angeles, $2,318,260; Contract a'warded to Charles L. Harney, Inc., San Piombo Construction Co., San Francisco, $172,320; J. E. Haddock, Ltd., Pasadena, $2,335,498; Winston Francisco, $458,072.35. Eaton & Smith, San Francisco, $227,634; United Brothers Co;, Monrovia, $2,348,801; Guy F. Atkinson Concrete Pipe Corp., Bald,vin Park, $229,160; Guy Co., Long Beach, $2,444,379. Contract awarded to SAN JOAQUIN COUNTY-Furnishing and in­ $2,~ F. Atkinson Co., South San Francisco, $307,810; L. Bongiovanni Construction Co., Los Angeles, stalling lavatory building and fixtures at District X A. & R. S. Crow, EI Monte, $301,300; C. G. Willis 274,366.30. Office, Stockton, District X. Craft Mill and Supply & Sons, Inc., Los Angeles, $242,732; Charles L. Company, Stockton, $2,170; E. R. Stark, Stockton, Harney, Inc., San Francisco, $254,180; L. C. Smith LOS ANGELES COUNTY-In the City of Los Angeles, at the intersections of Franklin Avenue with $2,249; Nomellini Construction Company, Stockton, Co., San Mateo, $267,545; S. A. E. Co., Redwood $2,480; Shepherd & Green, Stockton, $2,621; V. A. City, $280,000; Ball & Simpson, Berkeley, $289,950; Vine Street and with Argyle Avenue, furnishing and installing highway lighting. District VII, Route 2. Nelson, Stockton, $3,286. Contract awarded to Don Charles J. Rounds, Los Angeles, $341,370; Frederick­ Clark, Inc., Stockton, $2,119. son & Watson Construction Co.-M & K Corp., Oak­ Ets-Hokin & Galvan, Inc., Wilmington, $3,752; Wes­ land, $350,000; Frederickson Bros., Emeryville, tates Electrical Construction Co., Los Angeles, $4,623; SAN MATEO-Portola Road and Alpine Road, $360,460; H. Earl Parker, Inc., Marysville, $373" Electric and I\1"achinery Service, Inc., South Gate, about three miles south of Woodside, about four miles 600; C. V. Kenworthy, Stockton, $394,000. Con­ $4,896; Fischbach and Moore, Inc., Los Angeles, in length, to be graded and imported subbase material $5,132. Contract awarded to Ed. Seymour, Long tract awarded to Edward Keeble, San Jose, $136,260. to be placed. District IV, Route 1048. Edward Keeble, Beach, $3,348. San Jose, $99,762; M. J. Ruddy & Son, Modesto, SOLANO COUNTY-In and adjacent to the City LOS ANGELES COUNTY-On Hollywood Free­ $109,617; Cecil L. Moore, San Leandro, $114,498; of Vallejo, at the intersection of State Route 7 VI,Tith Eaton and Smith, San Francisco, $1l5,586; Gramte Magazine Street, full traffic-actuated signal system way between Mulholland Drive and Cahuenga Boule­ vard and between Gower Street and Hollywood Construction Company, Watsonville, $1l8,714; M. and highway lighting to be furnished and installed Malfitano & Son, Inc., Pittsburg, $128,202; L. C. and channelization and drainage facilities to be con~ Boulevard, highway lighting and illnminated sign systems to be furnished and installed and electroliers Smith Company, San Mateo, $131,851; S. A. E. Co., structed. District X, Route 7, Section F, Val. Parish Redwood City, $134,015; Huntington Bros., Napa, Bros., Benicia, $21,363; J. Henry Harris, Berkeley, to he installed. District VII, Route 2. Fischbach & Moore, Inc., Los Angeles, $153,992; C. D. Draucker, $141,493; Fredrickson Bros., Emeryville, $149,753. $22,664. Contract awarded to R. Flatland, San Fran­ Contract awarded to John Delphia, Patterson, $97,­ cisco, $20,579. Inc., Los Angeles. $156,056; "Vestates Electrical Con­ struction Co., Los Angeles, $158,927. Contract awarded 419.30. SONOMA COUNTY-Installation of highway to Electric & Machinery Service, Inc., South Gate, ALAMEDA COU!'

62 California Highways walls to be constructed and approximately 0.34 mile surfacing on cement treated base; a grade separation to be graded and portions to be surfaced with Port­ structure and three pedestrian overcrossings to be Antiskid land cement concrete pavement on cement treated constructed and highway lighting -and traffic signals subgrade and asphalt concrete on imported base mate­ to be furnished and installed. District IV, Route 68. Continued from poge 36 ... rial; acceleration and deceleration lanes, frontage Chas. L. Harney, Inc., San Francisco, $1,394,870; roads and streets to be surfaced with plant-mixed sur­ Ball & Simpson, Berkeley, $1,431,203; Judson Paci­ facing on imported base material; to provide a free­ fic-Murphy Corp., Emeryville, $1,472,042; Eaton & directed into a long rectangular metal way with six-lane divided roadbed. District VII, Smith San Francisco, $1,577,262. Contract awarded hood mounted on broad steel runners. Route 2. W. J. Disteli, Los Angeles, $1,290,209; to Fr~drickson & \Vatson Construction Co., M & K Guy F. Atkinson Co., Long Beach, $1,307,721; Corp., Oakland, $1,386,336.12. This hood is towed behind the flame Bressi & Bevanda Constructors, Inc., North Holly­ generator and serves to concentrate wood, $1,324,199; Webb & White, Los Angeles, SAN DIEGO COUNTY-At intersections of El $1,333,333; Vida Kovacevich Co., South Gate, $1,­ Cajon Blvd. with Oregon Street, Euclid Avenue, 54th the heat on the pavement surface. 336,586; J. E. Haddock, Ltd., Pasadena, $1,337,419; Street and 70th Street, in San Diego, pedestrian sig~ nals to be furnished and installed. District XI, Route MacDonald and Kruse, Sun Valley, $1,446,961. Con­ Design of Drag tract awarded to George W. Peterson and Jack W. 12. California Electric Works, San Diego, $3,098. Baker, Los Angeles, $1,222,895. Contract mvarded to Ets-Hokin & Galvan, San Diego, $2,891. The metal scratch drag, which is LOS ANGELES COUNTY-On Hollywood Free­ towed behind the hood, is constructed way between Mulholland Drive and Cahuenga Bou­ SAN DIEGO COUNTY-Between Oceanside and levard and between Gower Street and Hollywood Bonsall, portions, about 5 miles in net length, to be in two sections, each containing two Boulevard, highway lighting and illuminated sign graded and surfaced vvith road-mixed surfacing. Dis­ rows of SO-penny spikes. Holes on systems to be furnished and installed and electroliers trict XI, Route 195, Sections A,F. Slaughter & to be installed. District VII, Route 2. Fischbach & Young, Julian, $199,673; Einer Bros., Inc., Escondido, three-inch centers in the base plate of Moore, Inc., Los Angeles, $153,992; C. D. Draucker, $204,207; Sharp & Fellow Contracting Co., Los each section serve to space the spikes. Inc., Los Angeles, $156,056; Westates Electrical Angeles, $205,386; George Herz & Co., San Bernar­ Construction Co., Los Angeles, $158,927. Contract dino, $209,449; Cox Bros. Construction Co., Stanton, The holes of one line are staggered awarded to Electric & Machinery Service, Inc., South $227,1l3; Clifford C. Bong & Co., Arcadia, $228,1l5; with respect to those of the other line Gate, $141,552. R. A. Erwin, Colton, $241,930; Osborn Company, Pasadena, $253,929; Dimmitt & Taylor, Monrovia, in order to give an effective spacing of NAPA COUNTY-Across Napa River on Lincoln $259,707. Contract awarded to C. G. Willis & Sons, Avenue in Calistoga, a reinforced concrete bridge Inc., Los Angeles, $197,923.55. 1Yz inches. The spikes are held in a and approaches to be widened. District IV, Route 49. vertical position by two angle irons D. M. Sandling, San Pablo, $64,896; R. G. Clifford SONOMA COUNTY-Between 14 mile west of & C. O. Bodenhamer, Berkeley, $67,938; Ted Monte Rio and Northwood (portions), a net length bolted together between the spikes. Schwartz, Grass Valley, $68,890; Bas Construction of 0.8 mile, to be graded and surfaced with plant­ The leg of one angle is welded to the Co., Oakland, $69,864; Chas. S. Moore and Robert mixed surfacing on imported base material. District R. Murdoch, Oakland, $70,549; Stanley H. Koller IV, Route 104, Section A. Arthur B. Siri, Inc., Santa base plate. Spikes are set to protrude Construction, Crockett, $72,937; A1 Erickson & Co., Rosa, $88,504; Huntington Bros., Napa, $94,335; J. about one inch below the base place Napa, $73,301; Pike & Hill, Corey Bros. & Bailey, Henry Harris, Berkeley, $135,680. Contract awarded San Rafael, $81,608; James H. McFarland, San to Eaton and Smith, San Francisco, $79,487.10. and can be driven down as necessary Francisco, $90,816; R. E. Hertel, Sacramento, $96,­ 857; Tumblin Co., Bakersfield, $102,699; H. H. SUTTER COUNTY-At 13 locations between to compensate for wear. During the Anderson and John B. Paroline, San Leandro, $1,­ one mile east of Meridian and 3 miles west of Yuba past year, in order to more thoroughly 552,722. Contract awarded to E. H. Peterson & Son, City, culverts and drainage structures to be extended San Pablo, $62,813. and roadway to be vvidened. District III, Route 15, scratch distorted areas of surfacing on Sections A,B. Laredon Construction Co., Los Angeles, some of the work, the front section of PLACER COUNTY-Between 1.7 miles and 2.3 $18,688; Rice Brothers, Inc., Marysville, $18,984; miles north of Auburn, about 0.3 mile of roadbed to Charles S. Moore & Robert R. Murdoch, Oakland, the drag has been divided into two be widened, imported subbase material, untreated $19,303; Ted Schwartz, Grass Valley, $24,264; units and the rear section divided into rock base and plant-mixed surfacing to be placed. O'Connor Bros., Red Bluff, $26,156; H. Earl Parker, District III, Route 17, Section C. M. J. Ruddy & Inc., Marysville, $37,234. Contract awarded to Com­ three or more units. These units are Son, Modesto, $22,096. Contract awarded to Joe mercial Construction Co., Marysville, $16,075.50. held together by chains and extra Chevreaux, Auburn, $18,246. VENTURA COUNTY-At the intersection of weight is added if needed. RIVERSIDE COUNTY-At the intersection of Ventura Boulevard with Saviers Road-Vineyard Ave­ Mission Boulevard with Bloomington Boulevard-Na­ nue, trafnc signal system and highway lighting to be The surface treatment, like discing, kama Avenue, traffic signal system and highway furnished and installed. District VII, Routes 2,154; is most effective if undertaken after the lighting to be furnished and installed and channel­ Sections, C,A. Fischbach & Moore, Inc., Los Angeles, ization to be constructed. District VIII, Route 19, $12,328; Electric Machinery Service, Inc., South weather has cooled to the extent that Section A. Fischbach & Nioore, Inc., Los Angeles, Gate, $12,569; Westates Electrical Construction Co., excess asphalt will not again be flushed $17,803; Electric and Machinery Service, Inc., South Los Angeles, $12,771. Contract awarded to C. D. Gate, $18,430; Westates Electrical Construction Co., Draucker, Inc., Los Angeles, $1l,996. to the surface of the seal coat. The Los Angeles, $18,983. Contract awarded to Paul R. Gardner, Ontario, $16,642.35. VENTURA COUNTY-Between Oxnard Boule­ rough texture thus developed will gen­ vard and east city limits of Oxnard, about 0.6 mile erally remain until the following sum­ SACRAMENTO COUNTY-At the intersection to be graded and surfaced with plant-mixed surfac,ing of North Sacramento Freeway with El Camino Ave­ on untreated rock base. District VII, Route 153. C. W. mer. nue, for constructing storage building and chain Peterson, North Hollywood, $80,117; Griffith Com­ link fence. District III, Route 3, Section B. Sutter pany, Los Angeles, $81,350. Contract awarded to The hood and drag as first con­ Supply Co., Sacramento, $4,774; Lawrence Construc~ Baker & Pollock, Ventura, $74,197.70. structed in District II had an effective tiOD Co., Sacramento, $4,941; HB" and "B" Construc~ tion Co., Sacramento, $4,999; Robert Bardell, Oak­ width of five feet. Similar equipment land, $5,557; Affiliated Engineering Contractors, Inc., Sacramento, $5,740. Contract awarded to Taylor and F. A. S. County Routes made up in District III for work dur­ Mullen, North Sacramento, $4,525. TULARE COUNTY-On Poplar Road, between ing the fall of 1951 was about seven 6 miles south of Poplar and Poplar, about 6 miles to SAN BERNARDINO COUNTY-On Highland be graded and surfaced with road-mixed surfacing on feet wide. Avenue at Del Rosa Channel, a reinforced concrete cement treated base. District VI, FAS Route 1130. Cost of treatment has ranged from box culvert to be constructed. District VIII, Route Valley Paving & Construction Co., Inc., Pismo Beach, 190, Section C. Morgan-Weiser, Inglewood, $12,437; $166,947; Volpa Bros., Fresno, $167,935; Rice Bros., about $300 to $500 per mile of two-lane Matich Brothers and Matich Brothers Paving Co., Inc., Marysville, $168,024; M. J. B. Construction Co., Colton, $13,102; A. A. Edmondson, San Fernando, Stockton, $170,656; Oilfields Trucking Co. and pavement. $13,463; Thomas Construction Co., Fresno, $14,667; Phoenix Construction Co., Inc., Bakersfield, $179,590; O. B. Pierson, Bellflower, $15,090; N. M. Saliba Co., Flickinger-Welker, Inc., Los Angeles, $176,186; Grif­ Los Angeles, $17,775; E. L. Yeager Co., Riverside, fith Co., Los Angeles, $183,307; Close Building The State Division of Highways $18,923. Contract awarded to George Herz and Co., Supply, Inc., Hayward, $186,650; Thomas Construc­ San Bernardino, $12,177. tion Co., Fresno, $194,159; United Concrete Pipe uses two-way FM radio in directing its Corp., Baldwin Park, $198,610; Claude C. Wood SAN FRANCISCO CITY AND COUNTY-Be­ Co., Lodi, $204,461; M. J. Ruddy & Son, Modesto, snow removal operations and keeping tween Army Street and 17th Street about 1.3 miles $213,156; W. H. O'Hair Co., Colusa, $222,210; motorists informed of winter road con­ to be graded and paved with Portland cement con­ Dicco, Inc., Bakersfield, $223,568. Contract awarded crete on cement treated subgrade and plant-mixed to Baun Construction Co., Fresno, $161,302. ditions. and Public Works 63 Highway Problems Continued from page 43.. . ~n ~1~moriam ~n ~moriam challenge. John Doe will not have be- KYLE TRUESDALE RAY E. RALEY gun to understand how his highways Kyle Truesdale, 51, Maintenance are built and maintained until he Assistant Highway Engineer Ray Leading Man with 27 years of serv- in San understands something about a financ- E. Raley died at his home ice in the Division of Highways, died Bernardino on February 14, 1952, ing structure which is anything but on March 20th from injuries received following a brief illness. He had simple. He must be told in plain but when he was struck down by a car. many friends in and out of state The accurate terms where highway money accident, which took place service., since his 29 years. with the on comes from and how it is distributed. March 11th, happened while he Division of Highways had included ryas engaged irr In the same terms, he must be told highway repair assignments in many different areas work about 17 miles west of Santa of California. about its inadequacy. We have a state- Barbara on U. S. 101. Mr. Raley was born in Hanover- tivide highway deficiency which is esti- Mr. Truesdale was born June 16, mated at 3 billion dollars in terms of ton, Ohio, June 28, 1890. He went to 1900, in Shandon and received his work for the State of Oregon in 1917 today's traffic and today's construction schooling there. He began his career as a rodman on highway location, costs. with District V of the Division. of High- and moved to California in 1922 as Finanaiul Problem ways in 1924, serving in the Mon- a draftsman in the District V office terey, San Luis Although it is not within the prov- Obispo and Santa in San Luis Obispo. After working Barbara areas. For the. past 16 years ince of the Highway Commission to in several different districts and on he has lived in Santa Barbara. the San Francisco - Oakland Bay say how much money should be pro- Mr. Truesdale was past president vided for highways or in what manner Bridge, Mr. Raley was transferred to of Santa Barbara Chapter 25, Cali- District VIII in February, 1948. He the funds should be raised, it is cer- fornia State Employees Association, was in the design department ofrhat tainly aduty of the commission, and of which he was a charter member. district at the time of his death. other highway officials, to inform the He was also a member of the Mag- He was educated at Mount Union public that the demands and needs of nolia Lodge No. 242, F. and A. M., College and at Carnegie Institute of highway users cannot be met ~~ith the and of the Royal Arch Masons and Technology and later pursued engi- funds- presently available. Any actual the Knights Templar. neering studies in California univer- move toward changing the extent or He is survived by his widow, Bea- sities. He was a registered civil methods of highway financing is a trice; his mother, Mrs. Hollis Trues- engineer, and was particularly ac- dale; a sister, Mrs. Edna Gibson; matter for determination by the people tive in Masonic circles. For three and three brothers, Ralph, Everett and the Legislature, after they are years he served as secretary of the and Hugh. Western Min- satisfied that the most effective use of 49ers Chapter of the ing Council available moneys is now being made. Mr. Raley is survived by his widow, The highway committees of the lo- tee sessions they can prepare maps and Alice; by a son., Ray E. Raley, Jr., of cal chambers of commerce and the sketches which will bring the situation Bakersfield; and by five brothers and State Chamber of Commerce leave been to life and make explanations easier. two grandchildren. very effective and helpful in determin- The same principles of public rela- ing traffic needs and at the same time tions apply to city and county street obtaining thorough public discussio~i and road problems as to state high- of controversial issues. I know I speak ways. The basic solution lies in in- ,fin ~moriam for the entire Highway Commission creased public understanding. This PAUL F. FRATESSA in expressing our appreciation for the understanding depends on an intelli- yeoman service performed by the gent public interest, and the main- Many friends of Paul F. Fratessa Department of Public Works chamber of commerce at both the taining of public interest depends on in the San state and local level not only in inter- are mourning his passing in leadership. While the Highway Com- Francisco on March 4th, last. preting local conditions and situations mission and highway engineers are not From March 1, 1923, to February to the commission, but also in inter- the appropriate persons to supply that 28, 1927, Mr. Fratessa was attorney preting highway problems to the peo- particular leadership, we can and for the California Highway Commis- ple of their communities. should equip the leaders with whatever sion. He served in that capacity during the administration of Gover- The least that the engineer and high- special knowledge we have acquired nor Friend W. Richardson. ~~ay official can do for such commit- through experience. The problem of An outstanding member of the tees is to give them the benefit of their remedying our highway deficiencies is bar in San Francisco, Mr. Fratessa J.cnowledae and experience. They can so acute that tive cannot lay claim to is remembered in Sacramento for make technical data available for com- doing our assigned job if we fail to his interest in highway matters and displayed while in state inittee study, preferably in not overly do everything reasonable to supply the the zeal he service. technical form. In advance of commit- public with the available facts. f~4 California H►ghways EARL WARREN Governor of California • FRANK B. DURKEE Director of Public Works • HIGHWAY COMMISSION HARRISON R. BAKER. ••••.•• Pasadena H. STEPHEN CHASE . • Sacramento JAMES A. GUTHRIE •••.•• San Bernardino F. WALTER SANDELIN • Ukiah CHESTER H. WARLOW •••••.•• Fresno CHARLES T. LEIGH •••..•.. San Diego R. C. KENNEDY, Secretary •••.• Sacramento

DIVISION OF HIGHWAYS GEO. T. McCOY ••••• State Highway Engineer R. M. GILLIS. ••• Deputy State Highway Engineer CHAS. E. WAITE. Assistant State Highway Engineer EARL WITHYCOMBE Assistant State Highway Engineer F. W. PANHORST Assistant State Highway Engineer J. W. VICKREY. Assistant State Highway Engineer R. H. WILSON.. Assistant State Highway Engineer F. N. HVEEM ... Materials and Research Engineer GEORGE F. HELLESOE. .•• Maintenance Engineer E. T. TELFORD. •••.•. Engineer ot Design DON G. EVANS. •••.• Construction Eng ineer H. B. LA FORGE . Engineer ot Federal Secondary Roads L. V. CAMPBELL. Engineer of City and Cooperative Projects EARL E. SORENSON .•••. Equipment Engineer H. C. McCARTY. •••.•.• Office Engineer J. C. YOUNG •.•.•.•• Traffic Engineer J. C. WOMACK • •••.• Planning Engineer J. P. MURPHY .•.• Principal Highway Engineer DIVISION OF CONTRACTS AND Administrative Service F. M. REYNOLDS .... Principal Highway Engineer RIGHTS OF WAY W. K. DANIELS . Assistant State Architect, Administrative E. J. SALDINE •••• Principal Highway Engineer WADE O. HALSTEAD O. JAHLSTROM .••• Principal Bridge Engineer Legal l. ROBERT E. REED • . Chiet Principal Estimator of Building Construction STEWART MITCHELl ••. Principal Bridge Engineer CARLETON PIERSON •• Supervising Contracts Writer E. R. HIGGINS. ..••.•.• Comptroller GEORGE C. HADLEY Attorney HOLLOWAY JONES • Attorney R.ight of Way Department Planning and Design Service

FRANK C. BALFOUR ••• Chief Right of Way Agent DIVISION OF SAN FRANCISCO P. T.POAGE Assistant State Architect, Design and Planning E. F. WAGNER. •• Deputy Chief Right of Way Agent TOLL CROSSINGS A. F. DUDMAN .•• Principal Architectural Designer GEORGE S. PINGRY • Assistant Chief NORMAN C. RAAB •.•• Project Design Engineer R. S. J. PIANEZZI •••••.• Assistant Chief CARL A. HENDERLONG E. M. MacDONALD. •.•••. Assistant Chief Principal Mechanical and Electrical Engineer DIVISION OF WATER RESOURCES C. L. IVERSON.. .. Chief Architectural Draftsman District IV WALTER E. LORD . Supervising Specitications Writer JNO. H. SKEGGS • Assistant State Highway Engineer A. D. EDMONSTON. . State Engineer, Chiet of Division JAMES A. GILLEM . Supervisor Area III (Los Angeles) G. H. JONES. . Assistant State Engineer, Sacramento District VII River Flood Control Project, Supervision of Satety P. O. HARD ING • Assistant State Highway Engineer of Dams, Sacramento-San Joaquin Water Supervision Construction Service T. B. WADDELL D. C. WILLETT • Chief Construction Engineer DIVISION OF HIGHWAYS Assistant State Engineer, Water Resources Investi­ F. A. JOHNSON. .•• Principal Structural Engineer gations, Central Valley Project, Irrigation Districts District Engineers JOHN S. MOORE. .. General Construction Supervisor GORDON ZANDER. ... Assistant State Engineer, NATE W. DOWNES A. M. NASH. ..•..•• District l. Eureka Water Rights and Water Quality Investigations Supervising Engineer of Maintenance and Operations J. W. TRASK • .. .. District II, Redding MAX BOOKMAN CHARLES H. WHITMORE . District III, Marysville Supervising Hydraulic Engineer, Los Angeles Ottice B. W. BOOKER. . District IV, San Francisco Area Construction Supervisors L. A. WEYMOUTH . District IV, San Francisco HENRY HOLSINGER.. '" Principal Attorney E. J. L. PETERSON.. District V, San Luis Obispo T. R. MERRYWEATHER. ... Administrative Assistant THOMAS M. CURRAN. ....• Area I, Oakland E. T. scon...... District VI, Fresno J. WILLIAM COOK . . Area II, Sacramento W. L. FAHEY. ...•. District VII, Los Angeles FRANK R. AUSTGEN .... Area III, Los Angeles M. E. CESSNA •.... District VII, Los Angeles DIVISION OF ARCHITECTURE S. W. LOWDEN. ... District VIII. San Bernardino ANSON BOYD •...... • State Arch itect ALAN S. HART ...... • District IX, Bishop Area Structural Engineers, JOHN G. MEYER ...••. District X, Stockton H. S. HUNTER. •.•.•••• Deputy Chief Schoolhouse Section E. E. WALLACE. ...•• District XI, San Diego ROBERT W. FORMHALS C. M. HERD. .••..• Area I, San Francisco HOWARD C. WOOD ... Bridge Engineer Administrative Assistant to State Architect M. A. EWING...... • Area II, Sacramento State-owned Toll Bridges EARL W. HAMPTON • Supervisor of Contract Architects H. W. BOLIN. ....•• Area III, Los Angeles

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