California Highways and Publiu Works Public Works Suilding Official Journal of the Division of Highways, Twelfth and N Streets Department of Public Works, State of California Sacramento

CHARLES H. PURCELL GEORGE T. McCOY Director State Highway Engineer KENNETH C. ADAMS, Editor HELEN HALSTED, Associate Editor

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

Vol. 29 May-June Nos. 5, 6

Page This Photo Shows Section of Four-lane Divided Highway on U. S. 101 Between Oxnard and EI Rio Junction Cover Photo by John Shaver, Public Works Photographic Section, M. R. Nickerson, Chief Auburn Study Shows Freeway Benefits Business, Illustrated _ By W. Stanley Young, Headquarters Right of Way Agent Progress of California Freeway Program 7 By Harrison R. Boker, Member of California Highway Commission Robert E. Reed, Chief Counsel of DepartmenL______8 In Memoriam-Clifton R. Montgomery .______9

Forest Roads, Illustrated .. ~__ 10 By J. H. Obermuller, Assistant Planning Engineer District Engineer F. W. Haselwood Retires, Illustrated ~--- 19 Congestion Relief, Illustrated 22 By J. M. Cowgill, District Planning Engineer New Unit of Bayshore Freeway, Illustrated______26 San Fernando Hig hway Construction, Illustrated______28 By F. E. Sturgeon, Resident Engineer Ram 0 na Freeway, III ustrated .. _ 30 By Roy Cooley and H. R. Lendecke, Resident Engineers Santa Ana Freeway, III ustrated . _ 32 .. By J. W. Green, Southern Representative, Bridge Deportment Fluorescent Highway Intersection Lighting, Illustrated __ 33 By F. M. Corter, Senior Highway Engineer, and Roy W. Matthews, Associate Electrical Engineer Erosion Control, Illustrated .. ------..__ .. _ 34 By H. Dona Bowers, Supervising Landscape Architect j Pris'on La bor, Illustrated ------____ 41 By G. A. Tilton, Jr., Supervising Highway Engineer I New Cement-treated Base Road-mixed Method, Illustrated - _ 46 By H. W. Benedict, Assistant Highway Engineer 48 1 In Memoriam-Robert M. Haverstick_ ------I An Englishman Writes on Federal Aid_ 49 The California Highway Hand Shovel, IIlustrated . _ 52 By H. L. Ferron, Assistant Stores Engineer Robert M. Shill ito Named Assistant to Public Works ChieL_ 54 Hig hway Bids and Awards______.______56

.. j Economic Survey of Placer Covnty u urn ~ Freeway Shows Business Benefrts By W. STANLEY YOUNG, Headquarters Right of Way Agent

BY-Pnssrxe the business section of Auburn has depended on agriculture wide selection of recreation goods, and the mountain city of Auburn, Placer as its principal source of income, but also because Auburn is about half way County, two years ago with a freeway supposedly also with considerable re- in driving time between Lake Tahoe presented the Division of Highways liance on the stream of highway traffic and the Bay area. with an excellent opportunity to learn which had previously passed along its what effects on business and property main streets. Business Benefited values can reasonably be expected Being a gateway to the Lake Tahoe What would be the results of the whenever the typical small highway recreation area with its two seasons of installation of the freeway completely city has nonbuying through trafFic appeal—skiing in winter and vacation- by-passing the business section of removed. ing in summer—as well. as located on a Auburn? Very few people in Auburn By studying the volume of traffic on main transcontinental route, Auburn doubted that it would benefit the city the highway and within the city before was in an excellent position to derive generally, but many feared for the and after installation of the freeway considerable income from services to businesses of service stations, cafes and and comparing the volume of retail travelers. That this income is of con- bars which supposedly were deriving business of all businesses to a wider siderable significance is evidenced by a considerable portion of their income base during atwo-year period before the number of cafes, bars and service from the nonlocal motorist. stations existing within this city of and following the freeway opening, as This expectation appears to be population well by well as consideration of all the real under 5,000 as as rather generally held—especially by and quantity of estate sales and other influencing fac- the type merchandise, those persons not operating these such as ski togs, camping supplies, fish- tors, it has been possible to evolve a particular types of business. fairly accurate answer to the question ing tackle and hunting equipment of what effects a freeway installation which is stocked in the various stores, Our completed factual study, in which around a city has on the retail busi- well in excess of local needs. all the retail sales of the stores along the main streets in Auburn during the two-year nesses and property values. ski enthusiasts Many vacationists and period preceding opening of the freeway from the San Francisco Bay area were and two-year period following Serves Recreational Motorists the its regular customers of the Auburn opening, are compared to the sta#e-wide Typical of many small cities along merchants, probably because of the average for each type of business, has our highways throughout the State, friendly service and availability of a definitely established that all types of busi-

Map showing the old and new routes through Auburn. Sections A and B represent the cenfier of business activity. Section C is the old section of Auburn near the freeway. Section D is the section which is utilized for both commercial and residential purposes

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~..]1f.: .. _....~rnW1Q.:... 1.G' -'v.J~~1i.u~. ~f' _._ ~ ra ~1Y'. _~. ~_ ~. - __ 2 California HiShway~ ness were benefited by removal of the non­ remained fairly constant, the reasonable year period before and the two-year buying traffic from the congested city expectancy was a severe drop in gasoline period following the freeway. streets. sales in Auburn, all other factors being It was found that prior to the free­ While all retail business in the State as unchanged in relationship. way the Grass Valley store had been a whole showed an increase of 14 percent Despite this poor outlook, service sta­ running about 5 percent more in gross since the end of 1947, the over-all volume tions, as stated before, far outstripped of business in Auburn increased 17 per­ service stations on the average throughout sales volume than the store in Auburn. cent. the State in retail sales and compared At the precise time that the Auburn Service Stations Helped favorably in number of gallons of gaso­ free\vay opened the comparison be­ tween these stores almost exactly Service stations disclosed the greatest line sold. reversed, so that the Auburn store benefits due to the freeway by regis­ General Business Increase' has since been grossing consistently tering a gain of 17 percent in gross Cafes and bars, when compared to approximately 5 percent more than the retail sales compared to a loss of 4 per­ the state-wide average, also were Grass Valley store. cent on the state-wide average. How­ found to be in a better position in ever, the number of gallons of gasoline Other Factors spite of a poorer expectancy based on sold to service stations in Auburn dur­ general local economic conditions. The excellent trend of retail business ing the two years following the free­ During the two-year period cafes and in Auburn becomes even more appar­ way opening paralleled almost exactly bars in Auburn averaged a 6 percent ent when the other factors in business the state-wide average by showing a loss in gross volume while the state­ fluctuations are compared to the same 10 percent drop in volume sold. wide figure was an 11 percent loss. factors on a state-wide basis. Consideration of the general volume of traffic in the vicinity of Auburn as The classification, "All other businesses," Population in the vicinity of Auburn compared to traffic volume throughout which includes drug, department, variety, based on assessment rolls, school enroll­ grocery, apparel stores and the like, en­ the State is necessary in order to appre­ ment, employment rolls and Chamber joyed an increase of 20 percent in gross ciate the fact that Auburn service sta­ of Commerce estimates, has increased volume of business, which was exactly the between 5 and 6 percent. During this tion gallonage did not drop well below same as the gain registered by these busi­ the state-wide gallonage figures. same time the State's population in­ nesses throughout the State. creased more than 11 percent. There was approximately a 10 percent Of considerable interest in this cate­ While dollar pay-rolls in the Auburn drop in traffic in the vicinity of Auburn (both on and off the highways) as com· gory is the story of one prominent vicinity only increased 10 percent the pared to a 12 percent rise in the traffic chain store firm with department stores pay-rolls within the entire State in­ count in the State as a whole so that, if the in both Auburn and Grass Valley, a creased 13 percent. ratio of traffic to gallons of gasoline sold city very comparable to Auburn in In addition to these factors which size, sources of income, and all general were below the state-wide average, characteristics, except that Auburn there has been a decrease in use of the Aerial view looking northeasterly from the westerly end of the freeway. The superseded route is the was situated astraddle of a more heavily recreational facilities in the region as street to the right of the freeway which meanders traveled highway. This company dis­ evidenced by the 10 percent drop in through the city to a junction with the freeway closed comparative gross sales figures traffic along the highway and reports near the upper left-hand corner of the picture. Main business is in the right of the picture of its store in each city during the two- of resort owners in the region.

New Livingston building abutting former highway (Section B of map). Stores are featured both at street level and on the second floor with entrances from a long hallway

and Public Works 3 UPPER-Scene in historic old section of Auburn near the westerly city entrance from the freeway. All highway and local traffic formerly used this street. (Section C of map.) LOWER-Street scene during midday, showing normal parking and traffic conditions in the business section of Auburn. (Sections A and 8 of map)

4 California Highways Court Decisions on GROSS VOLUME OF BUSINESS Highway Law SINCE FREEWAY Awaited Litigation of great importance to AUBURN STATEWIDE the Department of Public Works in % connection with modernization of 115 the California State Highway Sys­ tem was decided in the appellate courts during the last week of April. 110 In Holloway v. Purcell, arising out of the proposed relocation, as a free­ 105 way, of the state highway (U. S. 40) between North Sacramento and 100 1946-47 LEVEL Roseville, in Sacramento and Placer Counties, the Supreme Court de­ cided that the California Highway Commission has authority to approve _ Reasonable Expectancy * the relocation of state highways, in­ cluding highways constructed or ac­ LEGEND _ Actual Business Increase quired under the State Highways Act of 1909 (the original state high­ * BASED ON POPULATION GROWTH AND INCOME INCREASE way bond issue), and in the same case also decided that the Freeway wide average, each type of business in the Traffic in the City of Auburn Law is valid and constitutional. City of Auburn fared at least as well as, dropped approximately 11 percent on A petition for a rehearing has and in many cases, better than the state­ weekdays after the freeway opening, been filed by the appellants. wide average. which corresponds closely to the 10 In Holman v. the State of Cali­ Reason for the selection of the state­ percent drop along the highway during fornia, an inverse condemnation wide figures as a yardstick to measure the same period. Traffic on Sundays action growing out of reconstruc­ the effect of the freeway on the City within the city dropped 20 percent. tion of the state highway (U. S. 99) of Auburn is that it was found to through Bakersfield, the Fourth Dis­ follow more closely than any other Increase in Shoppers trict Court of Appeal decided that available base the business trends of the placing of a physical center Despite the traffic drop along the dividing strip in the highway, as a Auburn during the years preceding main streets of the city, parking meter safety measure to prevent left-hand the freeway, and therefore the same returns, as well as heavier use of city­ turns, was a valid exercise of the relationship could be expected to exist provided free parking lots, indicates police power and that abutting following opening of the freeway an increase in number of shoppers by property owners were not entitled to unless a substantial variation in the automobile. This is reflected in the damages by reason of the improve­ major contributing factors occurred. over-all increase in retail sales of 17 ment of the highway in such a Gross Retail Sales percent. manner. The thorough analysis of all impor­ In weighing the relative merits of It is expected that the decisions in tant factors contributing to business these cases will have become final increasing gross retail sales or number fluctuations in Auburn has conclu­ prior to the July-August issue of Cali­ of gallons of gasoline sold, it is obvious sively established that the freeway fornia Highways and Public Works, that the net profit would be greater in installation, by its removal of non­ and a comprehensive review of the the case of a retail sales increase due to buying traffic from the city streets, opinions in both cases will be pre­ the much higher mark-up percentage has benefited retail business along the sented in that issue.-EDITOR. in sales-taxable items than gasoline. former state highway. Conversely, any loss in gasoline gallon­ Another contributing factor was the age would result in a smaller dollar loss Real Estate Trends severe drop in income from 1949 fresh in net profit than the same percentage­ How have real estate values along fruit sales, which is one of the two wise loss in gross retail sales. the by-passed section fared since the main sources of agricultural income in In further studying the retail sales of building of the freeway? this principally agricultural commun­ the Auburn merchants and also consider­ In analyzing all of the 66 sales of ity. ing the volume of traffic within the city before and after opening of the freeway, real estate which have occurred since State-wide Average it is clear that very few, if any, former the beginning of 1945, it was not Despite these s~veral factors which customers have forsaken Auburn estab­ possible to plot graphically the increase would rather clearly predict a substan­ lishments as a result of the freeway or decrease in values on a before-and­ tially poorer business trend than the state- installation. after basis, as was accomplished in our and Public Works 5 highest prices ever paid per front foot GROSS RETAIL SALES in the city were recorded-by business men of many years' residence there. • FREEWAY OPENI~=G Property Values Up These properties, with values rang­ 20 ing from $300 to $375 per front foot, STATE-WI DE i!lll: have since been improved with the 15 most modern and attractive store build­ ings in the city. Pictures of some of 10 these new buildings which would be a CITY ~ credit to any city of any size, are 5 shown on these pages. AUBU Inasmuch as the geatest activity and " .."."-' . highest prices in business property % were during 1947 while the freeway was under construction, at which time -5 all of the first-class vacant property ------1lli1IJ:L-~-______::i~ was bought up, the confidence of the -10 local merchants in the benefits from the freeway are evident. This fact was TOTAL CAFES GAS-AUTO I OT HERS borne out in our interviews with these BARS SERVICES business people. Because of the varied character of Fresno and North Sacramento free­ Nor was it possible to develop the the property along the superseded sec­ way studies, because very few prop­ 23 sales of vacant property into a flre:::-~ tion of highway, the effects on the erties sold twice during the period of cise graphic curve because of the wide various components are more easily the study. However, the three before­ differences in value along the by­ explained by reference to the map and-after sales of business property passed section. Most of the downtown which is reproduced on these pages which did occur indicated increases in business property sales occurred dur­ showing the new freeway route and value of 61 Yz percent, 21 percent, and ing the construction of the freeway. the by-passed route through the city. 20 percent. During this period of activity the . .. Continued on page 62

Scene showing modern building constructed since the freeway at the 100 percent business location. (Section A of map)

6 California Highways PROGRESS OF CALIFORNIA FREEWAY PROGRAM

By HARRISON R. BAKER, Member California Highway Commission

IT HAS NOW been five years since using 1940 as a base of 100, construc­ Governor Earl Warren called the tion costs today stand at approximately attention of the California Legislature 179. This is a decline from the high to the pressing need for the reconstruc­ point reached in 1948 of 216, but it tion and modernization of the Califor­ indicates that it still requires almost nia Highway System in order to meet $1.80 in 1950 to accomplish work that the demands put upon it by the great would have cost $1.00 in 1940, the in­ increase of population in California and cre~se being approximately 80 percent. the consequent strain on our highway Since the passage of the Collier­ facilities. Governor Warren particu­ Burns Highway Bill in 1947, the added larly pointed out the need for an inte­ financing made available to the Cali­ grated system of freeways to solve the fornia Highway Commission by this traffic problem over the heavily act has been actively put to work traveled main arteries, with special toward the solution of the highway emphasis upon the metropolitan areas. and freeway problem in California. An The California Legislature, follow­ examination in the field will reveal ing the report of its interim committee, many miles of completed divided high­ passed the Collier-Burns Highway Bill ways and freeways and many more in 1947 augmenting the financing avail­ miles under construction. However, able for the construction of the high­ the size of the task to be accomplished, way and freeway program in Cali­ as compared with the completed pro­ fornia. gram to date, only emphasizes the scope of the problem and the fact that First Two Years it will require a considerable period of The California Highway Commis­ time to carry this modernization pro­ sion has now completed two years of Harrison R. Baker gram through to completion. construction under the increased high­ way program made possible by the date only emphasizes the tremendous Freeway Mileage Collier-Burns Bill and we are now scope of this problem and the great With respect to the freeway pro­ entering into the third year of con­ need for its solution. The continued gram in California, as of September 1, struction under this program. In the grow of the population of California, 1945, we had a total mileage of de­ light of this experience it is appropriate with the attendant increase of motor clared freeways of 588.8 miles; as of to review the scope and size of the task vehicle registrations, continues to ac­ January 1, 1950, this total declared presented in this modernization pro­ centuate and aggravate the traffic con­ freeway mileage is 1,440.3 miles. In gram of the California Highway Sys­ gestion problem requiring solution by California, at the start of the current tem, with particular emphasis on the bringing our State Highway System fiscal year, we had 626 miles of com­ freeway program, to review what has up to the standard needed to handle the pleted freeway on the State Highway been accomplished to date in carrying demands put upon it. System of which 346 miles had been out this construction program, and to The 1940 population of California completed since the war. outline some of the problems which was slightly over 7,000,000 people. In Turning to the freeway picture in have developed and which need a more 1950 the estimated population is 10,­ the southern 13 counties, which com­ adequate solution provided this pro­ 875,000, an increase of 57 percent. In prise the Southern California group, gram is to operate efficiently and in the 1939 our motor vehicle registration the California Highway Commission best interests of carrying forward this was approximately 2,800,000 and in has authorized and the Division of highway and freeway modernization 1950 it is in excess of 4Yz million, an Highways has completed or has under program. increase of 63 percent, incomparably construction a total of 260.3 miles of the greatest of any state in the Union. freeway. In the postwar period from Enormous Task November, 1945, to March, 1950, the The size of the task of modernizing Construction Costs construction cost of this group of free­ the highway system and building an From the standpoint of the cost of ways in Southern California has been integrated system of freeways is enor­ construction, our California highway approximately $93,400,000 not includ­ mous. What has been accomplished to construction cost index shows that ing the cost of right of way. and Public Works 7 Breakdown by Counties Robert E. Reed who are familiar with the urgent need A breakdown of this freeway construc­ for expediting the freeway program. tion by counties is as follows: Chief Counsel From the experience to date in the Construction cost unfolding and development of the free­ (not including of Department way program, several aspects of the County Miles right of way) problem presented' become increas­ TuIare _ Robert E. Reed, Principal Attorney 12.9 $2,496,000 ingly apparent and must be given Kern _ 18.3 4,942,000 of the Department of Public Works, San luis Obispo 9.7 4,287,000 was named by Director of Public serious consideration. Santa Barbara __ 18.8 5,933,000 Works C. H. Purcell to be Chief, Divi­ First, from the standpoint of the Ventura _ 8.0 2,733,000 sion of Contracts and Rights of Way, State Highway Commission, there is the necessity for a continued program los Angeles _ 85.6 52,644,000 to succeed Clifton R. Montgomery Orange _ 12.8 1,708,000 who died suddenly on April 19th. of public education as to the urgent Riverside _ 9.0 1,795,000 need for highway modernization and San Bernardino__ 47.5 7,035,000 Reed has been in state service since the freeway system in California, and Imperial _ 13.1 1,724,000 March, 1930, when he went to the the desirability of expediting its con­ Son Dieg0 _ 24.6 8,103,000 Legislative Counsel Bureau in Sacra­ struction. The impact of a highway mento from private practice in Oak­ Totals 260.3 $93,400,000 construction program in California land. He remained in that position for amounting to between $85,000,000 and For the ensuing 1950-51 Fiscal Year four years and returned to private $90,000,000 per year is so great and the California Highway Commission practice for a period in connection Widespread in its effect upon individ­ has budgeted for construction of state with the liquidation of northern Cali­ uals and communities that it is im­ highways in Southern California a fornia banks by the State Superintend­ portant that the public be informed, total of $34,116,000. Of this total, ent of Banks in 1934. In December of insofar as possible, of the need for this $24,673,400 or 72 percent is allocated that year, he joined the legal staff of the freeway program, the plans being made for the construction of freeways. Right Department of Public Works. He for its solution, and the desirability of of way costs are not included in the transferred to the Attorney General's the use of the freeway as a means of above figures. office in June, 1944, as Deputy Attor­ solving this problem. ney General, returning to the Depart­ Freeways Cost Money ment of Public Works as Principal Program of Education As an example of the heavy cost 'and Attorney in February, 1949. The construction of freeways is a extreme difficulty of completing free­ Born in Piqua, Ohio, August 10, relatively new development in high­ ways in the closely built-up metro­ 1905, Reed moved to Coeur d'Alene, way engineering. As the public be­ politan areas, I might cite the following Idaho, with his family in 1909. He comes more accustomed to the use of The estimated cost of com­ example: attended grade and high schools there freeways and more conversant with pleting that portion of the Hollywood and then entered the University of their use and effect upon the local com­ Freeway 2.8 miles in length between Idaho, obtaining a-B.S. degree in 1926, munities, many of the problems which Grand Avenue and Virgil Avenue is following which he entered Stanford now appear to loom as serious objec­ $17,480,400 or $6,243,000 per mile. University and got a J.D. in law in tions will be dissipated, and the desir­ Nearly one-half, or $8,342,000, of this 1928. He was in private practice in ability and advantages of freeways will was for right of way. There were 20 Oakland for a year prior to entering become more apparent and more uni­ separation structures required in this state service. versally understood. Meanwhile, from 2.8 miles, built at a cost of $5,913,400. Reed resides in Sacramento with his the State standpoint, there is the need In addition to solving traffic conges­ wife and three children, Jane, Robert, for a continued program of education tion and delays, one of the major ob­ Jr., and Elizabeth. and an improved public relations policy jectives of the freeway program has in respect to the planning and develop­ been the safety factor and the endeavor ment of the state-wide freeway pro­ to reduce accidents and protect human state-wide average and, as compared gram. lives. The record of the use of ,the with an ordinary city street carrying parkways, which have been opened to the same volume of traffic, this com­ Second, the need for improved co­ travel, has shown the benefit of the parison would be even more favorable operation from local communities and safety features built into these modern to the freeway type of construction. governing bodies is apparent. The law freeways by our highway engineers. requires a freeway agreement between The average fatality record per one • Cooperation Required the State and local governing bodies hundred million vehicle miles on our The enumeration of the accomplish­ covering the location of freeways rural State Highway System is approxi­ ments to date is not given with the idea through local communities where the mately 13.3. The same record on the of emphasizing their importance but street pattern is affected. To the extent Arroyo Seco Parkway for the period rather to stress the scope and the size that the local governing body takes 1941 to 1949 indicates a factor of 1.9, of the required freeway program and part in planning the location of a free­ showing that the fatality record on the need for cooperation and assistance way through the local community by this parkway is only about 1/7 of the by all interested citizens and groups ..• Continued on page 31

8 California Highways ,In memoriam CLIFTON R. MONTGOMERY THE ENTIRE Department of Public tire as Chief Counsel for the depart­ Works was saddened by the sudden ment, it was recognized by everyone death of Mr. Clifton R. Montgomery, in the department that Monty was Chief Counsel of the Department well qualified as a lawyer and an and Chief of the Division of Con­ administrator to step in as head of tracts and Rights of Way, on the the Legal Division, which was then morning of April 19, 1950. undergoing rapid expansion due to At his death, Mr. Montgomery was increased right of way acquisition only 44 years of age. A native of activities as a result of the enactment Lodi, California, he attended Lodi of the Collier-Burns Act. When Mr. High School, being prominent in ath­ Montgomery entered the depart­ letics, as well as establishing a bril­ ment in 1931, the Legal Division, liant scholastic record. He attended aside from several part-time con­ Stanford University, graduating with demnation attorneys having offices a Bachelor of Arts Degree in 1928, in San Francisco, was composed of with honors, and obtained the de­ Mr. Carleton, Frank B. Durkee, now gree of Juris Doctor upon graduation deputy director, and himself. At the from Stanford Law School in 1930. time of his death, slightly more than During his undergraduate and law a year after his appointment as chief school years at Stanford, Mr. Mont­ counsel, there were 22 attorneys in gomery maintained the scholastic the division, all of whom took great brilliance of which he had shown pride in their association and friend­ such great promise in high school, ship with Monty, and in all of whom and was rewarded by election to he had a close personal interest. Phi Beta Kappa in his senior year Among the prominent court cases at the University, and to Order of in which Mr. Montgomery partici­ the Coif, the scholastic honor legal quisition, contractors' and damage pated were those confirming the fraternity, in his last year at the law claim cases took him to all parts of validity of the financing of the San school. He was also a member of the the State on many occasions. As time Francisco-Oakland Bay Bridge by social fraternity of Beta Theta Pi and went on the task of drafting amend­ the issuance of revenue bonds. the legal fraternity of Phi Delta Phi. ments to the Streets and Highways On March 8th of this year, follow­ The great contributions of Clifton Code, and representing the depart­ ing preparation of briefs, Mr. Mont­ Montgomery, known to his many ment in legislative committee hear­ gomery argued the case of Holloway friends as "Monty:' to the develop­ ings, was thrown primarily upon his vs. Purcell, which involved the basic ment of the present and future high­ broad shoulders. That the Collier­ power of the Legislature, the High­ way systems of California and the Burns Act, which has made possible way Commission, and the depart­ Nation have been known only to his the department's present freeway ment to relocate and improve high­ close associates, due primarily to his program, is on the statute books to­ ways which were originally financed innate personal modesty. Monty be­ day, is largely due to the masterful by the bond issues of 1909, 1915 came associated with the depart­ drafting and committee job done by and 1919. Everyone regrets his un­ ment in 1931. His brilliance as a Mr. Montgomery, in the 1947 Legis­ timely passing occurred one week legal scholar, and the fact that he lative Session. So outstanding was before the Supreme Court wrote an had in him the makings of a sound his work during this session that dis­ opinion following, not only the con­ lawyer quickly came to the attention trict attorneys, city attorneys and tentions, but largely the language of of his chief, Mr. C. C. Carleton, in legislators throughout the State his brief and oral argument. connection with drafting of legisla­ thereafter came to rely upon his ad­ Mr. Montgomery's death leaves a tion and legal research on highway vice and counsel on matters of inter­ tremendous void in the department. problems, particularly those having pretation of the Collier-Burns Act, He was at all times highly regarded, to do with the conception and de­ and on highway matters generally. not only by his associates in the de­ velopment of statutory authoriza­ Since California is in the forefront in partment, but by his opponents in tion for divided highways and free­ the development of limited access court cases and legislative hearings, ways, and the sustaining of the con­ freeways, highway officials and at­ as an able and vigorous, but emi­ stitutionality of these statutes in the torneys in other states looked to the nently fair, advocate of the interests appellate courts. California statutes and court deci­ of his client, the State of California. During the 1930's Mr. Montgom­ sions. and to Mr. Montgomery per­ Everyone who knew Monty, in the ery came to be known and liked by sonally, for sugqestions based on department and outside, expresses the personnel ,in all of the district precedents established in this State. heartfelt sympathy to his widow, offices as well as at headquarters, In 1948, when it became known Mrs. Margaret Montgomery, and his for his activities in right of way ac- that Mr. Carleton was about to re- daughters, Ann and Elizabeth. and Public Works 9 Californians Use National Parks Forest Roads and Highways in Large Numbers By J. H. OBERMULLER, Assistant Planning Engineer

( ALIFORNIA is justifiably proud of its national forests and national parks. Many of its residents and visitors know our national parks-Yosemite, Sequoia, Lassen-but are not familiar with the extent, the use, the significance of the 18 national forests in this State. The national parks primarily preserve out­ standing examples of scenic natural wonders, and their preservation per­ mits only developments required for comfort and convenience of visitors. National forests are for wider utili­ zation. National forests are selected areas established by Presidential proclama­ tions through reservation of lands in the public domain, supplemented by purchase, donation and exchange. The instruction regarding their administra­ tion, issued by the Secretary of Agri­ culture 45 years ago, still stands: "It must be clearly borne in mind that all land is to be developed to its most pro­ ductive use for the permanent good of the whole people."

Federal Aid for Forest Highways Initiated The development of the many uses of these lands depends chiefly on roads and trails to give access to and to trav­ erse the predominantly rugged moun­ tain areas. Then, too, between and within the exterior boundaries of the national forests there are parcels of pri­ vate holdings and whole communities, all of which require transportation service. UPPER-1919 construction on Klamath River awaits reconstruction. LOWER LEFT-Average forest highway Many roads must pass througp the standard 10 to 20 years ago. LOWER RIGHT-Width and surface unsuitable when timber production utilizes low or medium classes or forest highway national forests that command the out­ lying regions of the Sierra Nevadas, the mulation of a National Forest High­ Works. They presented comprehen­ Coast Range and the transverse ridges way System followed. sive information on federal aid high­ which separate the State into the heav­ way enactments, excepting reference ily populated valleys and coastal plains Federal Aid Funds to the forest highways. and the deserts. Small wonder that, in The extension of federal aid to the The first congressional appropria­ recognition of the nontaxable status of forest highways herein discussed is a tion for developing roads and trails in the federal lands and of the peculiar supplement to the excellent articles by the national forests was made in 1912. transportation needs within the na­ Mr. C. H. Purcell and Mr. R. F. Reyn­ That was 20 years after President Har­ tional forests, the Federal Government olds in the November-December, 1949, rison created the first national forest, should adopt a form of federal aid spe­ and the January-February, 1950, issues "Yellowstone Timber Reserve." Cali­ cifically for forest highways. The for- of California Highways and Public fornia's first apportionment of forest

10 California Highways funds, derived from 10 percent of gross receipts of timber and forage revenues, was $25,000. The 1916 Federal Aid Road Act continued forest road and trail appropriations and was known as "Section 8" provisions. The 1919 Fed­ eral Aid Act increased the original $1,­ 000,000 per year for the states as a whole. The aggregate of apportion­ ments to California under these early enactments amounted to about $4,328,­ 000. The money was spent mostly on forest trails and minor forest develop­ ment roads, and not until 1919 was road work of a more important type started with some of these funds. The Klamath River Highway was initiated in this way. There is a distinction between the national forest highways and the forest development roads, and this distinction appeared with the 1921 Federal Aid Highway Act. Appropriations for development roads and trails within forests are for protection, administra­ tion and utilization of the forests. They should not be confused with the funds and the appropriations for forest high­ ways.

Forest Highway System Established The 1921 act introduced "Section 23" containing reference to forest highways independent of other roads and trails. This necessitated the desig­ nation and approval of a National For­ est Highway System of "forest roads of primary importance to the counties or communities within, adjoining or adjacent to national forests." Rules and regulations for the administration of On the Placerville-Lake Tahoe Forest Highway and procedure on national forest high­ ways were issued by the Secretary of Agriculture. These rules and regula­ of Public Roads for these determina­ the Division Engineer of the Bureau of tions, although somewhat revised as tions. Public Roads and the State Highway forest highway appropriations con­ About 70 highways were initially Engineer are forwarded with support­ tinued to be included in succeeding adopted. Subsequent additions to the ing data to the Commissioner of Public federal aid highway acts, remain sub­ system have been made jointly by For­ Roads and the Chief of Forest Service stantially the same as initially set forth. estry, Bureau of Public Roads and the for approval. State by much the same procedure as Additions to or modifications of the First Program in 1921 is now followed. The State Division of system are not made except on impor­ It is recalled that when the initial list Highways submits a map of eligible tant warrants, and then only after re­ of projects or routes for the National roads of primary importance to the Bu­ consideration of the entire system. In Forest Highway System was adopted reau of Public Roads. The latter fur­ general, it is advisable to restrain the and the first program was prepared in nishes copy to Forestry and arranges a system from reaching a size out of pro­ 1921, a Forest Service Board including joint conference of the three agencies portion to the ability to bring it to members from Washington, D. c., sat for agreement on recommendation of adequate condition with revenues that with the California Highway Commis­ routes. Routes so agreed upon and rec­ may be expected within a reasonable sion and representatives of the Bureau ommended by the Regional Forester, period. and Public Works 11 System Has 2,445 Miles On June 3D, 1949, the system contained 2445.6 miles of forest highways: Class 1. On the Federal Aid System 677.8 miles Class 2. On the State System, other than Class 1 1233.0 miles Class 3. Other forest roads not in Class 1 or Class L 534.8 miles Due to the 1933-1935 inclusion in the State Highway System of some 6,800 miles of county roads, 669 miles of roads taken into the Forest Highway System as Class 3 became Class 2 roads and changed the approximate 50-50 ratio of county and state highways theretofore comprising the system. A list of the forest highways, subject to minor correction, will be found on pages 86-87 of the Third Annual Report of the Division of Highways.

New Classification On March 30, 1950, a new classifica­ tion was authorized to emphasize the federal aid factor so more effective presentation of the Forest Highway System can be made to Congress. The mileage in each of the following new classifications has not yet been worked up. Class 1. On the Federal Aid Primary System Class 2. On the Federal Aid Secondary System Class 3. Other forest highways

Forest Highway Appropriations The apportionment of forest high­ way funds to each state is made on the basis of one-half in the ratio that the area of national forest land in any state bears to the total area of such land in all states and one-half in the ratio that the value of national forest land in any state bears to the total value of such land in all states. It is readily under­ stood why states with a small amount of forest land are reluctant to support recommendations to Congress for forest highway appropriations large enough to satisfy the group of west,ern states that contain so much forest area. Exclusive of the 3,000,000 acres in national parks within national forests Characteristic of many early forest highway projects providing urgent transportation needs but now boundaries, the 18 national forests in • outmoded by change in fraffic this State contain about 20,000,000 acres. That is about one-ninth of the one-fifth is developed chiefly in agri­ for national forest highways out of the area of the total 150 U. S. National cultural land and the other one-fifth Federal Aid authorizations to date: Forests. It is approximately one-fifth of is desert type. Fiscal Years Amount the area of California. Incidentally it is 1922.1936 $11,318,760 interesting to note that another two­ Apportionments to State 1937______1,003 A03 1938______1,334,121 fifths of California area is classified as The following tabulates in brief form 1939 1.330,615 woodland, brush and private forests, the amount California was apportioned 1940 ,______952,825

12 California Highways

... in all cases. The deferment of cash ap­ propriations for the postwar authoriza­ tions and the cancellation of the ones for 1948 and 1949 have been particu­ larly disappointing. It has the effect of retarding for a still longer period the postwar forest highway program that already had a late start. Ten percent of the amount appor­ tioned to each state must be placed in a reserve to cover administrative re­ quirement of the Bureau of Public Roads, purchase of equipment, admin­ istration by the forest service and in special cases· to provide additional funds for programmed projects. Any balance remaining at the end of the year is made available for the forest highway program.

Federal Aid Act of 1948 The 1948 Federal Aid Act made an important improvement in the former unreliability of getting appropriations to cover authorizations. It stipulated that appropriations made pursuant to authorizations enacted for forest high­ ways shall be considered available for discharging obligations created by the acts. At the discretion of the Commis­ sioner of Public Roads this facilitates getting programs under way and con­ structed during favorable seasons. Most of the forest highway projects are within snow areas where the construc­ tion season is limited. It had been a serious handicap to withhold advertis­ ing until after cash appropriations were released at the end of fiscal years. Unless otherwise provided by legis­ lation the annual apportionment to the states is now made by the Secretary of Commerce on or before January 1st of each year.

F·orest Highway Programs Selection of the forest highway pro­ gram fOl: each apportionment is made by joint agreement of Forestry, Bureau of Public Roads and State Division of Highways in accordance with the fol­ Calaveras Big Trees, a major factor in the Ebbetts Pass highway project years ago. The State is reconstructing lowing rules: the road on which lumber hauling sets a new road standard At request of the bureau the state Fiscal years Amount Fiscal years Amount submits a proposed list of projects sup­ 1941 _._._ . $1.237,7 45 1949 . ported by a map, together with recom­ 1942 _ . . 995,522 1950 _ _...... $2,845,848 mendations on any projects proposed 1943 . 994,301 1951...... _...... 2,856,198 by counties, communities or other 1944 Tota Ito date ..__ $31,991,812 1945 _ . Average per yeaL_... __ $1,066,394 agencies. Copies are forwarded to 1946 3,562,884 Cash appropriations to date have not Forestry with further information of 1947 __ ._ _ __ . 3,559,590 1948 been as much as the full authorizations the bureau if Forestry desires it. The and Public Works 13 I-Twin Lakes from Mammoth Forest Highway. 2-Tunnels improve alignment on Ventura-Maricopa Forest Highway. 3 and 4-Representative forest highways designed for moderate traffic

14 California Highways _,_.~ bureau then arranges for a joint con- •. ,~ ference of the three agencies. Joint report inform of recommended forest x.v ~.~` highway program is filed with and is subject to the approval of the Com- missioner of Public Roads and the Chief of the Forest Service.

Project Requirements ~'T T'``~~~~. < Projects included in these programs must be based upon the following con- siderations: (1) Provisions for the maintenance of the forest highways. (2) The completion of necessary sur- veys. (3) Findings of the highway planning survey. (4) Benefit to forest development, pro- teetion and administration. (5) Requirements for production of tim- ber and mining. (6) ~" Construction correlation with mili- ~ . ~, ,. tary requirements and with adja- cent federal and state road pro- grams. (7) The economy of continuity of oper- ations. (8) Ability of cooperators to maintain adequately the improvement. .;-t'' _ ~~ ► :,~ ,~„ '~ ~ ,,:rte ~,, ~~~ ~,s~T ~`; Surveys and Plans Forestry, .Bureau of Public Roads and the Division of Highways jointly agree on necessary survey programs by procedure similar to that used in pre- ~, - -__ paring construction programs. A shelf ' ...w '. of prepared plans has been kept up well .. -M~: ahead of construction budgets, pre- _.: ceded byreconnaissance studies on any project on which urgencies can be foreseen. The Bureau of Public Roads carries the engineering responsibilities on forest highway projects, although plans prepared by other agencies may be turned over to the bureau for com- pletingcontract specifications and con- tract proposals on forest highway pro- jects. State surveys and plans have thus been utilized in a number of cases. No construction may be undertaken on a project in a designated forest high- way program until survey and esti- t `t mates are approved by the Bureau of Public Roads and the State Highway t~f -'- ,~ -,,'. ~~, Department. Forestry must be given an ;~, opportunity to review surveys and i~? "` ~ ~ ~~ plans and to indicate any details of lo- cation desirable for the protection or Recreational uses of forest highways. UPPER-CENTER—At Pinecrest on Sonora Highway. LOWER—Scene development of the national forests. between San Bernardino and Blg Bear Lake. Some 10,665,000 vehicles per year use nafianal forests

and Public Works 1;5 On the whole, there is very fine corre­ lation of efforts among all three agen­ cies throughout the entire procedure from initiation to completion of the forest highway improvements in Cali­ fornia. Construction Unless impracticable to construct by contract method forest highway con­ struction must be performed by con­ tract. The Bureau of Public Roads places the advertisement, awards con­ tract and performs the construction en­ gineering on all the projects in forest highway programs. It should be understood that proced­ ure on forest highway programs for the expenditure of forest highway funds does not limit the work counties and Division of Highways may do on forest highway routes. The whole or parts of routes in the Forest Highway System may be independently located and constructed by the state agencies. When so constructed or reconstructed the projects are not forest highway projects included in the category of federalc financed programs discussed herein.

Prominent Routes Among the more prominent of the 56 routes constructed or under construction with forest highway funds are the follow­ ing routes: Routes Forest Bear Valley and Mill Creek San Bernardino Angeles Crest, Swartout and San GabrieL Angeles-San Bernardino Huntington lake and Oakhurst Sierra Maricopa-Ventura los Padres Sonora Pass Stanislaus Heavy traffic on forest highway through winter sports areas Nevada City-Downieville, Yuba Pass Tahoe rights of way and for road materials way project from Ventura to Mari­ Placerville-Tahoe EI Dorado Mt. Shasta-Mt. lassen Shasta-lassen involving right of way negotiations on copa are examples of early forest high­ Quincy-Beckwourth Plumas private parcels. ways jointly financed to facilitate com­ lava Beds Modoc The government may accept coop­ pletion of lengthy routes. Crescent City (U. S. 199) and erative financing from other agencies. Klamath RiveL Siskiyou, Klamath-6 Rivers In the early years of forest highway Cash Contributions Mosquito Ridge and Douglas I City-Peanut (Timber accessL Tahoe and Trinity appropriations it was considered highly Whenever cash contributions are desirable, although not mandatory, made toward construction costs of a Cooperative Financing that county or state contribute part of project on a forest highway program Cooperative agreements between the the cost of projects. In some cases up to the funds must be deposited with the government and the county or State 50 percent of the cost was so provided Treasurer of the United States in ad­ are executed for every forest highway as indication of the importance of proj­ vance of construction. The govern­ project financed in whole or part by ects to the cooperator or to insure more ment does not turn over forest highway forest highway funds. They contain construction than might be warranted funds to county or state, except as re­ the detailed provisions agreed upon by or possible with available forest high­ imbursement for construction materi­ each party, including financial contri­ way funds. State contribution to the als, traffic striping and similar items butions from the cooperator, period of Big Bear Lake Forest Highway and that may be furnished by the cooper­ federal maintenance and provisions for federal participation in the joint high- ator on a regular forest highway proj-

16 California Highways ect. The regular cooperative agree­ state highways this protection of land­ of Highways. Adjustments must be ment or a memorandum of understand­ scape extends over a strip 200 feet each made to correlate national policies with ing covers these provisions. side of center of the road. local requirements. The determinations Upon completion of construction Scenic value and roadside appear­ must be adaptable to changing needs. and after the specified period of fed­ ance characterize the location and the The problem is further complicated by eral maintenance, the maintenance of plans of the forest highways and are the insufficiency of federal appropria­ forest highways is the responsibility of predominant factors in the policy of all tions for adequately improving the the cooperating agency. The federal the agencies. Accepted practices to Forest Highway System. maintenance generally extends for two which each agency is sincerely sub­ The California Division of .High­ years after construction is completed scribing include Bat slopes rounding ways has carried its full burden in Syste~. in order to insure the road is stable be­ and blending into the natural 'contours financing the Forest Highway fore iris turned over to the cooperator. of the ground, removal of slash, snags On the 96 routes and 2,445 miles in that and refuse from bordering forest system 1910.8 miles are state highways. Rights of Way cover, prevention of avoidable con­ The total expenditures on the Forest Htghway System to the end of the 1949 Rights of way over private lands on struction scars, permitting no borrow Fiscal Year were $112,756,798 accord­ forest highway projects are furnished sites that will be visible from the high­ ing to a recent report of the Bureau of by the agency having the projects in way, preservation of timber screens Public Roads. All forest funds account its highway system. A careful distinc­ and extensive erosion control. Erosion tion is made between construction control on all our highways has been for $25,320,709 of that amount. State, county and other agencies contributed costs borne by the Government and developed for maintenance benefits as rights of way costs, the obligation of well as for landscaping values. In the $87,436,089 or about three-fourths of the cooperator. Unless federal approval forest areas the stability of cuts and fills the total expenditures. Of course, the of the project program is made well in is equally important in eliminating silt­ state funds comprised the greater part of the nonfederal cost. On many of the advance of proposed construction ing of adjacent streams, a serious prob­ there may be difficulty in getting right lem in many localities where slopes are fo.rest high,:ay routes, including many of entry for construction without de­ steep. Methods of erosion prevention mIles of major state highways, no for­ e~t lay. are being covered in a series of articles highway funds have been expended now running in High~UJays and Public or can be expected. Forestry's aproval of plans, surveys vVorks. and estimates for construction on for­ Timber Access Roads est highway projects establishes rights Problem of Adequate Improvements Production of lumber has been a pre­ of way across forest land parcels. With dominant consideration in programs respect to future jurisdiction of the co­ In early days of national forest man­ for forest highway funds for a number operating agency the right of way is agement (the Forest Service was cre­ of years, and timber access roads ares the same as though the latter had ap­ ated in 1905) the forest roads served still a major item of forest resource de­ plied for and received a special use per­ primarily for fire protection. The use velopment. Meanwhile, the public is mit. It is not an easement in the and management of the forests, which demanding better roads through the ordinary sense-the areas bordering the is Forestry's responsibility, extends to forests and to recreational areas in the road remain under forestry control. more comprehensive programs for forests. There are 11 trans-Sierra routes Forestry's Regulation L-7 provides protecting and developing their re­ through the National Forests of Cali­ one-chain width each side of state high­ sources. These resources-recreational fornia. There are.l,lOO camp grounds way center line. Actually no limitation opportunities, timber, grazing, water, in the forests, innumerable picnic areas, is placed on width justifiably required minerals, fish and game-cannot be uti­ 9,500 summer homes on forest leases for cut and fill slopes or for other high­ lized advantageously without roads. many resorts and many developed site~ way appurtenances included in the The forest development roads alone cannot satisfy the requirements. After for youth, civic and other organiza­ plans. Any material change in original tions. plans or any revision or relocation sub­ all, the service to the people is the im­ sequent to initial forest highway con­ portant issue. The National Forest More and more the rapidly growing struction over forest lands is subject to Highway System was set up, as hereto­ population of California is showing tre­ mendous interest in recreational travel application to forestry for a supple­ fore stated, to be "roads of primary im­ portance to the counties or communi­ and pursuits. Camping, hiking, swimming, mentary special use permit. No en­ boating, hunting, fishing, skiing, or just croachment on forest lands is permitted ties within, adjoining or adjacent to na­ plain touring induced about 13,000,000 without special use permit. tional forests." people to travel over federal forest high­ ways last year. No Encroachments State Contributes Share Highways across forest lands enjoy The present problem of carrying out Serve Mutiple Interests a set back regulation under which for­ forest highway programs that will be Some of the forest routes serve mul­ estry will not permit encroachments well balanced in relation to the respec­ tiple interests. Some have only seasonal by use of lands within specified dis­ tive resources is recognized by Bureau use. Some are developing extensive tances each side of the highway. On of Public Roads, Forestry and Division winter sports use. On many, the peak

Hnd Public Works l7 Placerville-Lake Tahoe Forest Highway. An example of roadway sections the B"reau of Public Roads;s building ;n rough country as well as in milder terrain

traffic loads exceed comfortable road quate for traffic requirements will be ap­ can be brought to an adequate or near­ capacity. Heavy hauling is requiring proximately $191,391,000. Apportion­ adequate standard. costly bases and surfaces or causing ments of forest highway funds to Califor­ California has been favored with a serious damage and maintenance out­ nia in 1950 and 1951 Fiscal Years have wealth of magnificent forests and forest lays. Only those roads built on good been at the rate of less than $3,000,000 resources. It is fortunate in having well annually for administration, engineering, qualified, competent and experienced standard of alignment, width, grade maintenance and construction. Even with representatives in the U. S. Bureau of Pub­ and surface type in heavy snowfall the expenditures the counties and the lic Roads and in the U. S. Forest Service. areas can be kept open by heavy snow State are currently able to finance for It has the appreciation, the sincerity and removal equipment. improving parts of this forest Highway resolution of the counties and State in the It is estimated that the cost of bringing System, spreading funds thinly over many forest highway problem. It cannot do less the presently designated Forest Highway routes will undoubtedly result in many of than hope its people and its Congress System in California to a standard ade- the roads becoming obsolete before they will provide.

Road Building Setting All-time High in 1950, ARBA Survey Indicates

ALL HIGHWAY construction d~llar Eugene Reybold, ARBA executive vice 1949. Of the 1950 improvements, 1,718 volume records are being shattered this president, pointed out that maintenance miles of concrete, 29,977 miles of bitu­ year, with $1,446,732,000 in road im­ costs-up an estimated $12,761,000 to minous mixes and treated types and provements-exclusive of maintenance $452,787,000 from the 1949 expendi­ 14,981 miles of other types of highway -going into place on the systems of the ture of $440,021,000-will boost the (gravel, etc.) are programmed for con­ 48 states and the District of Columbia. total state highway program for 1950 struction. Expenditures and mileage A state-by-state survey made by the to $1,899,514,000, as against the pre­ have no direct relationship, because American Road Builders' Association vious record high of $1,702,527,000 some more populous states may have to shows a 15 percent increase this year set in 1949. concentrate on construction of more over 1949's previous record road con­ Total highway mileage involved in costly expressways, while those with struction total of $1,262,506,000. In the scheduled 1950 improvements is smaller population can build on a making the figures public, Lt. Gen. 46,676, compared with 41,925 miles in smaller scale.

18 California Highways District Engineer Fred W. Hose/wood, Pioneer Adieu Road Builder, Retires From State Service

ON MAY 31, 1950, Fred W. Hasel­ the real pioneers of our present high­ ways which serve as a monument to wood, District Engineer for the Divi­ way system. his efforts. sion of Highways for the past 24 years, Pioneering Work Fred Haselwood was born at Mil­ retired. ford, Nebraska, in May, 1880, and In 1923 when R. M. Morton suc­ During 38 years of service with the moved to Kans:ls 11 years later. After ceeded A. B. Fletcher as State Highway State, Mr. Haselwood has played an graduating from Kansas State Agricul­ Engineer, he transferred to the newly tura! College in 1901, he took graduate active and responsible part in the ex­ organized Bridge Department as field Highway work in civil engineering with special pansion of the California investigator and construction engineer. System from a few scattered dusty emphasis on hydraulics at Stanford In August, 1924, he was appointed roads to the great network of paved University until 1903. Division Engineer of District III with headquarters at Sacramento. In spite of 12 years of progress, he found there was still much pioneering left to be done. Oddly enough, the pioneering in District III was largely on the oldest highway in the State, U. S. 50, between Placerville and Lake Tahoe, which in the fifties and sixties was the route be­ tween San Francisco and the Comstock Mine in Virginia City, and carried much more traffic then than it did in 1924. In June, 1929, he was transferred ba<::k to District I, the headquarters of which had been moved to Eureka. Times had changed and many of the dusty roads had disappeared, but the increase of traffic was still gaining on highway construction, and there was plenty to be accomplished. In February, 1932, he was transferred to District II with headquarters at Red­ ding. F. W. HASELWOOD 1950 Designed Many Highways F. W. HASELWOOD 1912 In 20 years the highway work and highways which is the proud boast of Began Career in 1903 organization had grown tremendously the State today. in volume and complexity. Contrasted He began his active engineering On February 15, 1912, early in the with the early days when the division career in 1903 when he went to work organization period of the California engineer did everything, including the for the Western Pacific Railroad. He Highway Commission, he accepted an acquisition of right of way, work was was a stake artist on a location survey appointment as Principal Assistant En­ now divided among assistants, each party along the Middle Fork of the gineer to Division Engineer F. C. Som­ proficient in his own line, and the more Feather River east of Spring Garden ner, District I at Willits, and became definitely administrative duties were Tunnel. Progressing to transitman in one of 260 employees of the Division greatly increased. In spite of the in­ a few short months, he located 70 miles of Highways. The early years in Dis­ creased duties involved in directing the of railroad in Nevada. Mr. Haselwood trict I were pioneering years, as else­ multiple activities of a large district, states that E. S. Arnold, the locating where in the State, where traffic de­ Mr. Haselwood has found time to de­ engineer in charge, was the highest veloped from nothing to a substantial vote his personal attention to one of his qualified man employed by the West­ volume even before the Redwood chief interests, the location and design ern Pacific Railroad and was an excel­ Highway was opened to Oregon. The of new highways. He is responsible for lent instructor. The principles of loca­ few hundred employees of the Division the excellent location and design of tion, learned during this early stage of of Highways during this period were hundreds of miles of our modern high- his career, were to later leave their and Public Works 19 Haselwood again worked for the over this road by truck in the dry Western Pacific Railroad. He ran tran­ season. sit on 225 miles of final location and "Inspection trips were hard and later was resident engineer on 30 miles tedious. One on which I accompanied of grading and bridges near Altamont Nil'. Somner required five days. We and on construction of terminals in took the train from Willits to Alder Oakland and Stockton. Point, missed the stage and walked to During 1910 and 1911 he engaged in Garberville. The distance may have private practice in San Francisco. In been less than 30 miles but we tried a September, 1911, he began work for short cut, got lost and wandered far Nathan Ellery, State Engineer, investi­ out of direction so it seemed a hundred. gating water rights in Shasta and Three days over rough trail were re­ Tehama Counties. quired to get from Garberville to Upon returning from a trip to Kan­ Cummings. sas early in 1912 he answered a call from F. G. Somner, then Division Early Bridge Construction Engineer of District I at Willits, and "Soon a second camp was established began his career with the Division of and this was a busy area. The major Highways. qualification required of a district engi­ His early experiences during the neer was resourcefulness and had not pioneering days in District I are best Mr. Somner possessed this quality to a Mr. Haselwood on survey of Western Pacific Railroad told in his own words, and we quote high degree, the road would never entering Delaney Canyon on the Middle Fork of the Feather River him: have been built. "In 1912 conditions for travel were "There were several deep, narrow mark on many miles of highways m not very promising in Division I. Mr. gulches to be crossed and bridges Districts I, II, and III. Somner was furnished a Franklin car were required. The redwood timber In the summer of 1904 he worked and his chief worry was where to use on a 40-acre tract was acquired and a for Theodore Hoover at Standard Con­ it. With the road conditions that pre­ sawmill set up to produce lumber for solidated Mine at Bodie, California. At vailed, it was one jump ahead of walk­ the bridges. Designs were made in the this mine mules hauled the cars filled ing. There were only two other cars division office. The most unique of with ore over a level track to the foot in Willits in those days. these designs, and my particular pet, of an incline at the stamp mill. Hasel­ "Early in the history of Division I it was the Rock Creek Arch. Having a wood took over where the mules left became necessary for reconnaissance span of 150 feet and with the roadbed off and all he had to do was haul the work and surveys to be undertaken in 150 feet above the stream, this three­ loaded cars up a 200-foot incline to the Humboldt County. The railroad fron­ hinged timber arch, probably the first upper story of the mill and dump them. tier was a short distance north of ... Continued on page 63 Having developed his muscles during Willits and the track to Eureka was not Inspection of State Highway Contract No. 2 in this light summer outing, and proving constructed until 1914. The short cut Mendocino County in 1912 was made by train, he had the strength of at least one mule, to Eureka was by train to San Fran­ Willits to Hopland, and by horse and buggy from he decided to take up football upon his cisco and thehce by boat to Eureka. Hopland on return to Stanford University. He When Somner went to Eureka we states that in his first game he inad­ usually didn't see anything of him for vertently ran into a brick wall in the over a week. form of an opposing Olympic Club player and broke his collarbone. The No Soft Job damage was not permanent and he was "Inspection of construction projects back on the playing field after"three was not as rapid as it is today. To get weeks of idleness. to Contract No.2 it was necessary to take the train to Hopland and hire a Varied Experience horse and buggy for the rest of the trip. Earlier in 1904 he engaged in severa] "In 1915 the first convict camp on odd jobs, among which was one esti­ the highway system was established at mating construction costs for the Santa Leggett Valley on the South Fork of Fe Railroad at Eureka. It was here that the Eel River. There were no roads he began an association with R. L. along the river and the only access to "Bob" Thomas, a recently retired fel­ Leggett Valley, other than by trail, low highway engineer, that has lasted was a so-called road from the coast. with frequent contacts for 45 years. All supplies for the camp were shipped From 1905 to 1909, inclusive, Mr. by boat to Union Landing and hauled

'20 CalHornia Highways In constructing a highway between Weaverville and Junction City over Oregon Hill in Trinity County, Mr. Haselwood resorted to hydraulicking to level the obstacle.. Over 70,000,000 yards of earth were removed in five years by this method

and Public Works 21 Two-lane Section Between Los Congestion Re ie~ Angeles and Palm Springs Doomed By J. M. COWGILL, District Planning Engineer

CONSTRUCTION now in progress on the city are characteristic of the terrain Imperial and Coachella Valleys and the U. S. 70-99 will eliminate the only through which the highway passes. recreational traffic with Palm Springs remaining section of two-lane high­ and other desert resort points. The way between Los Angeles and the Part of National System first named traffic is heavy with trucks. Palm Springs junction, a distance of This section of U. S. 70-99 is a part Passenger cars are predominant in the 90 miles. This improvement will be of the National System of Interstate Palm Springs traffic. Both of these effected under a contract awarded Highways, the limited-mileage basic traffic movements have their other ter­ November 17, 1949, to Fredericksen network of trunk routes established by minus in Los Angeles or neighboring and Kasler, Sacramento. The contract Congress to connect the nation's prin­ cities to the west of the present project. provides for widening the existing cipal cities and to serve the national highway to provide a four-lane ex­ defense. Relief of Traffic Congestion pressway between 2.3 miles east of A large proportion of the interstate Although this traffic load is shared Redlands and Beaumont. The length traffic entering California at its eastern with U. S. 60 west from Beaumont, the of the project is 9.6 miles. boundary proceeds westerly over this proportion which uses U. S. 70-99 is in Figure 1 shows the location of the road to the Los Angeles metropolitan excess of the capacity of the existing project in San Bernardino and River­ area. In addition to the interstate traffic two-lane high·way. Delay and conges­ side counties. The City of Beaumont, and the local traffic, there are two seg­ tion prevail w hen traffic is held behind at the east end of the construction, is ments of intrastate traffic that con­ slow-moving vehicles which cannot be an agricultural center. The orchards tribute to the high vehicle count. These passed because of the numbers of on­ and rolling grain fields which surround are the farm-to-market traffic with the coming cars or because there is not

This map shows the general location of the pro;ect between Redlands and Beaumont on U. S. Routes 70-99 and the relationship to other state highways in the area

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... _ ... ~.!f~.-/'

:.::::-..~:)::~:p ...... : .... : ... o 4 5

Scale in Miles

UNDER r------­ /../ cONsrFi-vcTloN ~__ ----i-- --.J Calimesa I f ./ To ./

BEAUMONT BANNING

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22 California Highways Aerial view at Calimesa. Business section along existing highway in upper center of photograph will be undisturbed by construction. New location of U. S. 70-99 is indicated at right

sufficient sight-distance for safe pass­ section shown in Figure 2. The added of safety to prevent head-on collisions ing. Drivers frequently get impatient roadway will be made up of two 12­ and to relieve headlight glare. under such conditions and accidents foot traffic lanes, an 8-foot shoulder follow. on the outside, and a 5-foot shoulder Design of Pavement This deficiency ,vill be corrected by adjacent to the median. The median The traffic lanes and shoulder will constructing an additional two-lane will provide a width of 36 feet between be surfaced with plant-mixed surfac­ roadway adjacent to the existing road­ pavement edges of the separate road­ ing, three inches thick. The plant­ way, as depicted in the typical cross- ways. This width will constitute a zone mixed surfacing of the traffic lanes will

Typical cross-section of the highway. Where the roadways are on different levels, steeper cross slopes (up to 2: J) will be used in the median and guard railing will be constructed

Fig. 2 3n (MIN.) PLANT-MIXED SURFACING ~"EXISTING ;VEMENT 1------36·------1\12' ~i~ 12'+8'-1 ~~~-~~~

and Public Works 23 Grading operations in progress three miles northwest of Beaumont. Existing pavement at right wilt be resurfaced and will form southbound lanes of expressway be placed upon a cement treated base, surfacing with plant-mixed surfacing. tion and until the growth of grasses six inches thick. The base consists of This will also have the desirable effect becomes established. The slopes that mineral aggregate which is mixed with of giving uniformity of appearance to were first completed are now display­ Portland cement and water at a central the two roadways. ing a fine stand of grass. mixing plant. A seal coat of asphaltic emulsion will At Calimesa, a community of small Tests have determined that the bear­ be applied to the completed surfacing. farms, the present highway passes ing capacity of the local soil is inade­ On the traffic lanes the seal coat.will be through the business section. There is quate to directly support the base, so covered with fine screenings ( Y4 ~ a resulting mutual hindrance between the plans call for a subbase of imported inch x No. 10). through traffic and patrons of the busi­ borrow, which will be excavated by ness district. To eliminate this conflict the contractor from sources outside the Erosion Control and accomplish the highway widening highway right of way. The imported To provide erosion control and a without disturbing the business build­ borrow subbase will be placed in thick­ better appearance of the roadsides, ings, the expressway is being con­ nesses varying from six inches to 15 slopes are being seeded with a mixture structed on a locationwhich skirts the inches, depending on the bearing ca­ of barley, rye grass and alfalfa seed. west side of Calimesa. This realign­ pacity of the local soil. The work calls for cultivation of the ment, which is indicated onthe accom­ The pavement of the existing two­ cut slopes and incorporation of straw panying photograph, also provides a lane roadway will be reinforced by re- to provide protection during germina- saving in distance and eliminates from

Just west of Beaumont U. S. 70-99 joins U. S. 60. This sketch shows the layout of connecting roadways that wilt be constructed to provide interchange between the two highways. The separation structure will permit free Row of opposing streams of traffic

~7'o ~~D'. \ ~~DS o 500 .~) Scote /n Feet .~: .....;.. Sepora tion A \ structure '"I E3 .E: U JyJ 0 N -r .~: (;/ .... ~ .... ~ -~~~~{-]j~l~ - .

RVR

24 California Highways - the path of through traffic a sequence cement treated base and for plant­ of curves whose lack of sight distance PHONE CABLE IS mixed surfacing with batch capacities has been the cause of annoying delay PROTECTED DURING of 6,000 pounds and 4,000 pounds re­ and hazard. ROAD CONSTRUCTION spectively. The base and surfacing for the project Intersettion Problem Among the utility facilities which will require approximate quantities as fol­ The junction with U. S. 60, one­ occupy the highway right of way on lows: fourth mile west of Beamont, posed a U. S. 70-99 between Redlands and 65,000 tons mineral aggregate for major intersection problem. To pro­ Beaumont is a coaxial cable of the cement treated base Pacific Telephone and Telegraph vide for the uninterrupted flow of the 67,000 tons mineral aggregate for Company. An interesting p.relimi­ plant-mixed surfacing crossing and merging streams of traf­ nary to the highway construction fic, the project plans call for the con­ 17,500 barrels Portland cement was the work performed by the com­ 3,350 tons paving asphalt struction of a separation structure and pany in connection with the cable. a system of roadways on high stand­ In order to protect this costly and The estimated total cost of contract ards of curvature. The essential fea­ vital facility from possible damage items is $1,143,000. The contract pro­ tures are sketched in Figure 3. by construction operations, the com­ vides for the completion of the work in All the roadways provide a width pany constructed a concrete slab June, 1951. Mr. C. E. Kasler, partner in for two lanes of traffic. The separation over the cable at all places where Fredericksen and Kasler, who is super­ bridge will have a width of 28 feet the cable was not deeper than five vising the firm's work, has said that he feet below the roadway grade. At is scheduling his operations to accom­ between curbs to carry the westbound locations where existing manholes roadway of U. S. 60 across the east­ plish completion of the construction were within the proposed traveled well in advance of the required time. bound roadway of U. S. 70-99. It will way, the manholes were closed and be a reinforced concrete box girder an access tunnel leading to the man­ Control of Access type of bridge, consisting of a main hole from the side of the roadway The completed highway's status as span 72 feet long, two side spans each was constructed. Construction of an expressway will derive not only 49 feet long and two cantilever spans these access tunnels reflects the de­ from the advanced design of the facil­ each 4 feet 6 inches long. The bridge sire of the Pacific Telephone and ity, but also from the control of access. will be supported on reinforced con­ Telegraph Company to cooperate in Through negotiation with owners of crete bents and abutments on timber the movement for public safety. abutting property, ingress and egress treated piles. Elimination of manholes from the to the roadway has been permanently pavement area will make it unnec­ The middle fork of San Timoteo essary for the company employees limited to a minimum number of spe­ Creek will be crossed by a reinforced to open manholes or do any work cific openings. The access openings concrete slab type of bridge consisting on the highway pavement. Thus, have been located at points where the of three spans each 22 feet long and elimination of hazard for both mo­ safest possible conditions may be ob­ two spans each 18 feet long, supported torists and company personnel is tained for vehicles entering and leav­ on concrete pile bents and reinforced accomplished. ing the highway. In order to avoid the concrete abutments on concrete piles. hazards of private driveways entering The bridge will provide a width of 28 into the roadways of the intersection feet between curbs to carry the west­ vation and 9,900,000 station yards over­ with U. S. 60, frontage roads will be bound roadway of U. S. 70~99. haul. Major equipment employed by constructed to provide service to the the contractor on the grading work has properties which front on the inter­ Thirteen Culverts included 12 0-8 tractors, six carrying section. In addition to the two bridges, the scrapers of 14-22 cubic yard capacity, The service of the expressway will project includes thirteen reinforced four double units of 60-inch diameter be made available to the surrounding concrete box culverts to be constructed sheepsfoot rollers, two heavy duty area by means of connections to or extended. The culvert work has motor graders, a 1% cubic yard power county highways. been completed by the contractor. The shovel, and six lO-wheel dump trucks. Thirteen Intersettions major items of work involved in the The imported borrow subbase, which There will be thirteen intersections bridge and culvert construction in­ is expected to total 130,000 cubic yards, in the 9.6 miles length of the project. clude approximately 11,700 cubic is now being excavated and placed. The two intersections which provide yards structure excavation and back­ entrance to Calimesa and the intersec­ fill, 3,100 cubic yards Class "A" Port­ Paving Plants Established tion at Woodland Avenue are expected land cement concrete, and 475,000 The contractor has established his to handle the largest volumes of traffic pounds bar reinforcing steeL paving plants on Singleton Road at a from the local area. This traffic re­ Roadway excavation and related point about one mile east of the center quirement has been recognized by pro­ grading operations have been substan­ of the project, where he has deter­ viding channelization·of the intersec­ tially completed by the contractor. mined that deposits of suitable mineral tions. The scheme for connecting This work has included approximately aggregate are available. Separate mix­ county highways to the expressway

630,000 cubic yards of roadway exca- ing plants have been erected for ... Continued on page 26 and Public Works 25 Aerial photo of Bayshore Freeway project under construction and centerline projection through adja­ NEW UNIT OF BAYSHORE FREEWAY cent area. Solid line area now under contract; broken line area future location

~

"IrE MUCH discussed Metropolitan Sys­ tions. The work of removing factories passing- underneath. The main freeway tem of Freeways in San Francisco is and other buildings began more than will be an eight-lane divided highway. now under way; the first unit covers a two years before the advertisement of Alemany Boulevard is located on an distance of one and a third miles be­ the contract and many of the utilities area that at one time was part of the tween Augusta Street on the south were relocated during this period. meandering Islais Creek and, as indus­ where it conforms with the Bayshore The average week day automobile tries became established in this area, Boulevard and terminates at Twenty­ and truck traffic on this section of the more and more of the delta land was fifth Street on the north about three Bayshore Boulevard is approximately filled up with refuse and at a later date blocks east of Potrero Avenue. Both 60,000 vehicles per day. a shallow crust of poor fill material was of these termini points make temporary The traffic situation was made much placed. It was necessary to remove connections to the existing highway. more difficult by the bridge construc­ large quantities of this unsatisfactory The contract for this first unit was tion by the City of San Francisco at material prior to beginning construc­ awarded to Guy F. Atkinson Company Islais Creek and Third Street, which tion of the various roadways for the and Charles L. Harney, Inc., of South closed one of the other main arteries planned rotary and piling to support San Francisco and San Francisco, re­ for through traffic between San Fran­ the structures were driven to depths up spectively, as a joint venture for $2,­ cisco and the peninsula area, thereby to 100 feet. The rotary approach road­ 819,378.90 on May 11, 1949. The right greatly increasing the amount of traf­ ways will be paved with plant-mixed of way cost of this section was approxi­ fic which had to be handled through material on a cement treated base. The mately $3,000,000, making a total cost construction. main line of the freeway will be paved of about $6,000,000 for one and a third with Portland cement concrete on a mileS. The project is financed from Two Major Interchanges cement treated subgrade. state gas tax, federal aid and the San There are two major interchanges This contract is expected to be com­ Francisco City and County apportion­ included in the contract; one at the pleted by the latter part of December, ment of gas tax funds. intersection of Alemany Boulevard and 1950. This work is all under the direc­ In planning this job, much study was the Bayshore Highway and the other tion of Jno. H. Skeggs, Assistant State made relative to the serious traffic at the junction of Army Street and the Highway Engineer, with headquarters problems, the number of going busi­ Bayshore Highway. When this project in San Francisco. H. A. Simard is the ness establishments that would be is completed, the main line traffic will Resident Engineer, and G. W. Thomp­ affected by construction and the sur­ be carried above both of these inter­ son the Bridge Department representa­ face and underground utility obstruc- sections, with local city street traffic tive.

Heavy grading operations on Redlands-Beaumont highway project was worked out with the Counties of nardino County Board of Supervisors, of the Bureau of Public Roads, admin­ Riverside and San Bernardino and em­ signed by Chairman Frank H. Mogle. isters federal aid in California. bodied in an agreement with the River­ This highway is on the U. S. Federal For the Division of Highways, E. A. side County Board of Supervisors, Aid System and the current construc­ Bannister is Resident Engineer and F. signed by Chairman Floyd E. Gilmore, tion will be financed in part by federal M. Morrill is Bridge Department Rep­ and an agreement with the San Ber- aid. Mr. E. C. Brown, District Engineer resentative on the project.

26 California Highways

New Highway Construction in San Fernando Southern City Is Under Way By F. E. STURGEON/ Resident Engineer

A SERIOUS traffic situation will be through the City of San Fernando. inch cement treated base. Outer curb eliminated upon completion of a Divi­ This new roadway will parallel San and 2-foot gutter will provide an over­ sion of Highways construction pro­ Fernando Road on the northeasterly all width of 64 feet between curbs. gram through the City of San Fer­ side and bypass the business area. Drainage will. be handled by the in­ nando in Los Angeles County. U. S. Upon completion the new highway stallation and construction of various Highway 99, the State's most impor­ and existing San Fernando Road will concrete pipe storm drains, catch tant north-south artery, is the principal essentially be a divided highway with a basins and reinforced concrete boxes. business street through the city. This block of business houses occupying the Flasher and signal installations are be­ street, known as San Fernando Road, area between. The new construction ing installed under separate contract. is paved 56 feet wide between curbs, will provide a one-way roadway for Due to low relative compaction of with abutting property presenting a northbound traffic, while existing San the original ground, the roadway was !>olid frontage of business houses. Local Fernando Road will be converted to a excavated to a depth of two feet below business and the very heavy through one-way roadway for southbound profile grade and the exposed surface traffic along with curb side parking traffic. Traffic islands at the junction rolled to secure a minimum 90 percent and the usual cross street pedestrian of the roads at both ends will facilitate relative compaction in the upper 6 movement in this shopping and busi­ safe handling of moving traffic. The inches of the material being compacted. ness area cause a great deal of confu­ new highway will not be classed as a The trench was then backfilled with sion, interference and delay to local freeway and business houses may be material previously excavated and re­ traffic and loss of time to through established on it, while business houses compacted to a minimum 90 percent traffic. fronting on existing San Fernando relative compaction. A few small de­ Road may open entrances on the new tails involved in bringing the roadbed Unusual Divided Highway road through the rear of their existing to grade consisted of installing sani­ To alleviate the congestion and con­ buildings. tary sewer house connections and fill­ fusion on San Fernando Road, the ing existing cesspools, removing ap­ Division of Highways now has a con­ Typical Section proximately 4,000 cubic yards of un­ tract under way on State Highway The improvement consists of plac­ suitable materials, and breaking up and Route 213 for the construction of 1.6 ing an asphalt concrete pavement 60 removing massive reinforced concrete miles of 64-foot width roadway feet wide and 6 inches thick on an 8- machinery foundations. The founda-

Congested traffic conditions on existing San Fernando Road at Maclay Avenue to be relieved when new construction is completed. This street will be for one-way southbound traffic and the new construction will be for northbound traffic

28 California Highways Shaping roadbed on Route 273 through the industrial area of the City of San Fernando tions were cracked with hydraulic by the dump increased in height over box culvert under San Fernando Road jacks operating in holes previously the wells and the water found its way on the west to join the wing walls of drilled by jack hammers, then broken underground to a nearby stream bed. a small railroad bridge on the east. up with a D-8 dozer. After removing the unsuitable material the well casings were exposed. Ratber Status of Construction Contract Artesian Wells Uncovered than plug them, with the possibility At this writing the earthwork has Exploratory work to determine the that they might break out at some un­ been completed, curbs and gutters are cause of a seepage area at the north end expected place, the casings were cut 90 percent complete, concrete pipe of the job resulted in uncovering two off at a depth of 8 feet below profile storm drains and drainage structures flowing artesian wells located a few grade and the water conducted are 75 percent complete. Cement feet off center line of construction. through drain tile in a filter material treated base was started last month. filled ditch to a newly constructed These wells formerly were a source of Vido Kovacevich Company is the con­ double 7-foot x 8-foot reinforced con­ water supply for the Southern Pacific tractor and R. A. Engle is the superin­ crete box culvert. tendent for the contractor. Railroad. They were abandoned some The only large drainage structure years ago and the area in which they involved in the contract is the double The contract allotment is $251,300, were located, being a small draw, was box culvert referred to above. It and by the time this is published con­ used as a disposal area for miscellaneous carries storm water across the right of struction work will be better than 50 debris, combustible material and way by extending an existing double percent complete. The estimated date broken concrete. As the years went 7-foot x 8-foot reinforced concrete of completion is September 1, 1950.

Construction operations near northerly end of contract showing form construction for double 7-inch by 8-inch reinforced concrete box culvert

and Public Works 29 Another Unit of This Project Ramona Freeway Now Under Construction By ROY COOLEY and H. R. LENDECKE, Resident Engineers

1-1£ EARLY MONTHS of 1951 will see relieving the congested traffic condi­ Inlet and outlet ramp connections, ac­ the completion of another unit of the tions now existing. celeration and deceleration lanes, inter­ Ramona Freeway now under construc­ The construction joins the existing change roadways, outer highways and tion. A bottleneck for traffic on the Ramona Freeway at Indiana Street, a temporary connection are to be three U. S. Routes 60, 70 and 99 that which is the east city limits of Los An­ graded and surfaced with plant-mixed follow along this portion of Ramona geles. The present construction is on surfacing. The plant-mixed surfacing is Boulevard just east of the Los Angeles new right of way which follows the to be placed on a subgrade of five to city limits will be eliminated and an southerly side of the Pacific Electric eight inches of untreated rock base. extension of 1.8 miles will be added to Railway right of, way from Indiana The Herbert Avenue and the East­ the present freeway. Work began on Street to Bonnie Beach Place, with the ern Avenue overcrossings are both of this project in September, 1949, at an existing roadway acting as an outer the reinforced concrete box girder estimated cost of approximately $1,­ highway, and on a widened existing type and both are nearing completion. 300,000, and is expected to be com­ -- right of way from BOlmie Beach Place The Herbert Avenue overcrossing re­ pleted in early 1951, with the date for to the end of the project, 0.2 mile east places a timber bent bridge which was completion set at March 13, 1951. of Helen Drive. An outer highway removed at the beginning of construc­ will be built for local traffic between tion. It consists of four spans totaling Traffic Bottleneck Herbert Avenue and Helen Drive. 249 feet. The roadway is 48 feet wide The traffic bottleneck which occurs with two 3-'foot 9-inch sidewalks. The in the City Terrace area just outside Roadways 36 Feet Wide Eastern Avenue overcrossing is to the Los Angeles city limits is very con­ The construction consists of grading partly replace a reinforced concrete gested as a result of small business and paving tvvo separate Portland ce­ bridge that spanned the Pacific Electric houses adjacent to the highway and the ment concrete roadways 36 feet wide, Railway and Ramona Boulevard. The presence of local bus traffic on the separated by a 12-foot division strip. portion that spanned Ramona Boule­ existing street. The new Ramona Free­ The Portland cement concrete pave­ vard was removed and reconstructed way will by-pass this area on an align­ ment, eight inches in thickness, is to be to fit the freeway cross section, while ment adjacent to the Pacific Electric placed on 16 inches of selected base the existing portion that spanned the Railway, thereby eliminating several material of which the top four inches is railway remained in place. The new hazardous intersections and in general to be stabilized by cement treatment. structure conformed to the existing

Looking west from Eastern Avenue Overcrossing

30 California Highways View of new freeway location looking east from beginning of ;ob with City Terrace area on right structure, which had a roadway of 60 Railway at City Terrace and Miller Angeles Civic Center. The work is feet with two 8-foot sidewalks. Avenue were extended to provide for being done under the direction of public pedestrian traffic beneath the Frank B. Cressy, District Construction Access for Westbound Traffic freeway. Engineer, and his field assistant, B. N. The Marengo Street ramp provides This project will add another unit to Frykland. J. E. Haddock, Ltd. of access for the westbound traffic into the Ramona Freeway which connects Pasadena is the contractor, with Neal Los Angeles from the community of with the Santa Ana Freeway at the E. Saul as superintendent. City Terrace. It is of the reinforced Aliso Street Bridge, which in turn is to concrete box girder type with six spans connect with the Harbor, Hollywood The authors of this article are resi­ for a total of 480 feet and a roadway and Arroyo Seco Freeways at the four­ dent engineers on construction, with width of 20 feet. level grade separation structure in the Roy Cooley responsible for highway The two existing pedestrian under­ heart of Los Angeles, and will provide construction details, and Bob Lendecke crossings under the Pacific Electric freeway facilities easterly from the Los responsible for bridge construction.

ness and an understanding of the entire particular aspect of the problem in Freeway Program problem presented for a solution. which they are interested. It is impor­ Continued from page 8 ... tant that the viewpoint of the necessity Continuing Support Needed for a state-wide freeway program, and being a party to this type of freeway Third, there is a continuing need for the desirability of its construction to agreement, to that extent the local the support of the freeway program by solve a pressing problem, should be governing body is performing an in­ all those who are familiar with the need properly presented in order to have a tegral planning function with respect for this program and the desirability balanced presentation at this type of to the State Highway System and is of seeing it carried through to comple­ hearing. Also, in the development of performing a vital function, the influ­ tion. It is not enough for this support public opinion and in the formulation ence of which may extend far beyond to be indicated spasmodically when of policies of local governmental units the boundaries of the local community some legislative program is presented. and civic organizations it is important and vitally affect the State Highway .There is need for a continuing and that those who are interested in the System as a whole. intelligent support for the development successful development of the freeway It is important that the members of and unfolding of the freeway. pro­ programsee that local officials and the local governing bodies realize this re­ gram by individuals, officials of local public a.re kept intelligently informed. sponsibility and take a broad viewpoint communities and interested civic There is an enormous task to be done which will bear in mind not only the bodies and groups. It is apparent in in the modernization of the California needs and requirements of the local public hearings held throughout the highway system and the construction community but will also take into con­ State by the California Highway Com­ of an adequate freeway system. Its sideration the requirements of adjacent mission in regard to freeway locations successful accomplishment will take communities and of the over-all State that too often only those opposed to' the cooperation and intelligent assist­ Highway System.into which the local certain phases of the plans presented ance of all of those sincere1y interested community fits as an integral part. This for consideration appear and present in the successful carrying out of this will take breadth of vision, unselfish- their views which are based upon some program. and Public Works 31 Another Major Unit Is Santa Ana Freeway Opened to Public Travel

By J. W. GREEN/ Southern Representative/ Bridge Department

ON APRIL TWELFTH another major Outer Highways crete abutments and a four-column unit of the Santa Ana Freeway was The work done under this recently center bent, all with spread footings. opened to public traffic. Without cere­ completed contract consisted, in gen­ The bridge consists of two spans, one mony or formalities the barricades eral, of constructing one mile of free­ 62 feet and one 68 feet, designed for were removed and the public was per­ way, with outer highways, intersecting six 12-foot traffic lanes and a 6-foot mitted to move over this completed and connecting roadways, placing dividing strip, two 5-foot sidewalks, section of the Santa Ana Freeway Portland cement concrete pavement and steel handrails. between La Verne Avenue and East­ on a cement treated subgrade and land Avenue, a distance of one mile. plant-mixed surfacing on untreated Grade Separation5 N While the actual distance is relatively rock base, a railroad underpass, two The Goodrich Avenue Overcrossing \~ short, the fact that this completed con­ highway grade separations, a pump­ is a reinforced concrete bridge similar struction separates the Atlantic Boule­ house, storm drains, sanitary sewers, in design to the Atlantic Boulevard vard heavy traffic from the Anaheim­ and other necessary work. separation except the roadway is 26 Telegraph Road heavy traffic has alle­ The freeway construction consisted feet wide, with one 6-foot sidewalk. viated a bad traffic bottleneck for those of grading and paving three 12-foot It is constructed on a 351-foot radius motorists who regularly use either one lanes for traffic in each direction, sep­ curve, with standard retaining walls to of these two important state highways. arated by a 12-foot median strip. Port­ support the approach fills. The Santa Ana Freeway, when com­ land cement concrete pavement, eight The East Los Angeles Station rail­ pleted, will become one of the most inches thick, was used for the surfacing road grade separation is a two-span important connections of the Los of the freeway, Atlantic Boulevard and plate girder bridge, designed with a Angeles area with Orange and San Industrial Avenue. Imported subgrade E-75 railroad loading to carry three Diego Counties. This is one of the material, 1.83 feet in thickness, was tracks of the Union Pacific Railroad. major freeways that have been estab­ placed under the pavement and the Each span has fifteen 71-foot-6-inch lished to serve Southern California upper four inches of which was cement x 7-foot-l 1/2-inch plate girders at areas. It extends from the Los Angeles treated. 3-foot-23/16-inch center to center. Civic Center in a general southeasterly The Atlantic Boulevard Overcross­ Girders are supported on reinforced direction through Los Angeles County ing structure is a reinforced concrete concrete abutments and center pier, all and Orange County to the City of bridge of continuous box-girder con­ on spread footings. Track and ballast Santa Ana. struction, including reinforced con- are carried on a 7-inch concrete deck,

Looking northwesterly showing Atlantic Boulevard Bridge in foreground, with Union Pacific Railroad grade separation in background

32 California Highways View looking northeasterly, showing completed Santa Ana Freeway, taken just before opening to public traffic, with Goodrich Avenue Bridge in foreground

49 feet-9 inches wide. Approach fills has been provided. The steel lighting Bridge construction was under the are retained by specially designed standards place the luminaires 30 feet general supervision of F. W. Panhorst, cantilever retaining walls. above the pavement. Assistant State Highway Engineer, and In addition to the customary reflec­ At the intersections of Atlantic the highway work under the super­ torized warning and directional signals, Boulevard with Industrial Avenue, vision of P. O. Harding, Assistant State large special signs were installed at the Anaheim-Telegraph Road and Good­ Highway Engineer in charge of Dis­ turn-off locations. These signs are rich Avenue, systems of fully actuated trict VII. The contract was adminis­ placed high above the driver's eye so traffic signals were installed. as to be visible from a considerable dis­ Construction operations on this con­ tered by the Bridge Department of the tance. For ease in reading these direc­ tract were described in a previous Division of Highways. The Griffith tional signs at night, a special type of joint article by Resident Engineers Company of Los Angeles was the fluorescent lighting has been provided. G. L. Laird and B. N. Frykland in the contractor. The total value of the con­ At all on and off interchange roadway May-June 1949 issue of the California tract work for this unit of the freeway connections, adequate safety lighting Highways and Public Works magazine. was $1,383,908.96.

FLUORESCENT HIGHWAY INTERSECTION LIGHTING

By F. M. CARTER, Senior Highway Engineer, and ROY W. MATTHEWS, Associate Electrical Engineer

RURAL INTERSECTION LIGHTING has in highway lighting, but the ordinary output as well as an extremely long life. always been a problem to illuminating fluorescent lamps had several disad­ The California Division of High­ engineers because the ordinary street vantages which made their use imprac­ ways has been using these lamps to lighting luminaires, which are not tical for street or highway lighting. illuminate overhead signs on the free­ objectionable in cities where there is ways for a year or more, and the results an abundance of other lights, become Flu'orescent Lamp Development have been very satisfactory. an annoying glare source against the In recent years, however, there has One of the latest lamps announced black sky background at rural inter­ been considerable activity in the de­ is 1Yz inches in diameter, eight feet sections on our high speed highways. velopment of fluorescent lamps. long, and can produce a light output The addition of glare shields to One recent development has been of 5,800 lumens at an operating current present-day street lighting luminaires the introduction of the slimline types of 600 milliamperes. Four of these has been of much benefit, but with the of fluorescent lamps which are now lamps when placed in one luminaire conventional light sources the discom­ available in a variety of sizes and colors. would produce a total of 23,200 lumen, fort has not been entirely removed. These lamps are instant starting (re­ or slightly more than the amount pro­ For many years it has been thought quire no starter as do ordinary fluor­ duced by one 21,000 lumen mercury that fluorescent lamps should be used escent lamps), and have a high light ... Continued on page 50 and Public Works 33 Methods Used on California Erosion Contra State Highways Discussed By H. DANA BOWERS, Supervising Landscape Architect

California, a wrinkled ribbon of land more than 800 miles long lying between the high Sierras and the Pacific Ocean, stretches from the humid forested zone characteristic of the Pacific Northwest to arid northern Mexico, and ranges in elevation from below sea level to more than 14,000 feet. Climatic variations are extreme, as might be expected, and erosion control problems vary correspondingly. Many different types of control have, therefore, been found to be necessary. The purpose of this series of articles is to discuss the variable factors associated with erosion which affect California roadsides, review the development of erosion control methods by the State Division of Highways, and describe erosion control processes now being employed with reasonable success to stabilize slopes on California state highways. This is the fourth installment. It is felt that at least a few of the methods which have proved effective in California may be modified to suit conditions in other regions. Consequently, descriptions have been made as complete and are illustrated as fully as possible in order to permit duplication of these methods by nontechnical personnel. The erosion problem on agricultural lands is another matter entirely. Since this phase of the subject is adequately treated in publications of the Soil Conservation Service we will consider here only erosion as it directly affects roadsides.

STABILIZATION

AN ELABORATE method for stabiliz­ ing steep slopes was developed to suit special conditions sometimes found on our metropolitan freeways. (See Slope Stabilization Detail Sheet.) In highly developed urban areas the cost of pur­ chasing a wider right of way to allow for the construction of flatter slopes may be excessive. In this event, the expense involved in installing this type of stabilization treatment, though high, is justified in that a considerable net saving in expenditure of highway funds is possible. Some concern has been expressed regarding the permanency of the UPPER-Type A stahilization during construction. Topsoil is cast on by dragline. (Seventh Street Interchange, wooden grid, since no preservative Santa Ana Freeway, Los Angeles.) LOWER-Established ground cover planting on Type A Stabilized 1: 1 cut treatment is given the frame members. slopes. (Arroyo Seca Parkway, Los Angeles to Pasadena) This method has been in use since 1939 on the Arroyo Seco Parkway in Los Angeles, and no failures due to rotting or weakening of the grid have taken place. It is probable that ground cover plant roots have by this time so petme­ ated the soil that the supporting effect of the wooden frames is no longer required. Since the areas given Type A Stabili­ zation treatment are invariably cov­ ered by a sprinkler system, a rapid and lush growth of ground cover plants takes place soon after installation. Peri­ odic applications of commercial fer­ tilizer are made in order to keep the '';:._,,~ plants growing well, and an occasional

34 California Highways 'u" ;// 'I/ ~ r----- 6' I' i Secure end of mesh In trench and cover with sOIl.

TYPE A STABILIZATION FOR 1'1 OR FLA1TER SLOPES Lay sod retaining frames on slope and nail securely. On slopes over 15' high (slope distance) anchor frames to slope to prevent buckling. 2 Attach 14 gauge galvanized tie wires for anchoring wire mesh. 3 Fill frames with mOist topsoil and compact the sod. 4 Spread straw 6":': deep over slope. 5 Cover straw with 14 gauge 4" mesh galvanized relnfowng wire. Secure mesh tightly to frames with tie wires. 6 Secure Wire mesh at least 6' back of top of slope. 7 Plant ground cover plants thru straw Into top~oil,

TYPE B STABILIZATION FOR IJ~; I OR FLA1TER SLOPES 1 Cover slope With mOist topsoil and compact to 5°± thICkness. 2 Spread straw 5'± deep over slope. 3 Cover straw With 2' mesh galvanized poultry netting or 4' mesh galvanized reinforCing wire. 4 Anchor wire mesh to 2" 2"16' stakes spaced 3' apart In staggered rows With tie wires. Tying prefered to nadlng to stakes. 5 Plant ground cover thru straw Into topsoil, 6 If slope IS to be seeded sow seed before plaCing 'Straw.

,', /' '\ " v-- ..'

TYPE C STABILIZAilON ',-., FOR 11.'1 OR FLA1TER SLOPES Roughen cut slopes on a rough contour With a scarifier or culhvator type Implement In a series of longitudinal grooves or corrugahons. 2 Cover cut slopes With 3'± to 6"± of topsoil. If topsoil IS not available cultivate slope 4' to G" deep and apply ferhlizer. Fill slopes will not ordinarily require topSOil 01' cultlvalion unless very sterile or compacted. 3 Cover slope With straw at rate of 4t tons per acre. Imbed straw Into loose soil With a sheepsfoot roller. PREPARE.D BY 4 Plant ground cover thru straw mto tOpSOIl. LANDSCAPE SECTION 0"" DESIGN DEPT. CALIfORNIA DIVISION OF HIGHWAYS 5 If slope IS to be seeded sow seed before plaCing straw. and Public Works 35 the cost of furnishing and placing topsoil in the frames. Ground cover plants will add about $0.05 per plant, or if planted 12 inches apart, $0.45 per square yard to the above cost.

TYPE B STABILIZATION This method for stabilizing 1Yz :1 or flatter slopes was developed for use on urban freeways in locations where any soil loss whatever could result in a traffic hazard. (See Slope Stabilization Detail Sheet.) A slope which is con­ structed at the top of a retaining wall or which is close to adjacent improved property must be positively controlled, since damage claims or danger to the traveling public could result if any Type B stabilization treatment ready for ground cover planting portion of the slope failed. A thick clipping or mowing to remove excess or old growth has been found to be necessary. The only failures experienced on the Arroyo Seco Parkway installations of Type A Stabilization resulted from uncontrolled and concentrated drain­ age water from areas above, which caused narrow and confined washouts. Also, at bridge abutments where the backfill was not thoroughly compacted, loss occurred when that particular area was overwatered im­ mediately following installation of stabilization. The cost of installing Type A Sta­ bilization, based on bids received in February, 1948, is about $1.45 per square yard. This figure also includes Well roughened cut slope ready to be topsoiled

Spreading and smoothing topsoil on a roughened slope layer of straw held firmly in place by anchored strips of wire mesh effec­ tively prevents the two types of soil movement-surface loss and slippage. After vegetation has become estab­ lished, permanent stabilization is a reality. This procedure, while extremely effective, is too costly for general use on rural highway roadsides where the consequences of soil loss are not gen­ erally immediately serious. The cost, based on bid prices received in Feb­ ruary, 1948, is about $0.90 per square yard. This figure includes the furnish­ ing and placing of topsoil, but does not include the cost of seed or ground cover plants.

36 California Highways TYPE C STABILIZATION FOR SLOPES This is the method most commonly used for stabilizing highway cut and fill slopes. (See Slope Stabilization De­ tail Sheet.) Cut slope roughening, to be most effective, should be done with a scari­ fier or cultivator type implement as excavation progresses and before the newly exposed subsoil dries out. The roughened slope should show corru­ gations on a rough contour. When the soil becomes saturated, these corruga­ tions tend to break up the smooth slippage plane which forms between the layer of topsoil and the relatively impermeable subsoil. Maximum compaction of the sur­ face layer of soil by rolling with a Spreading straw on newly topsoiled slope

to approximately two inches to three inches in thickness. Thicker coverage tends to saturate, become heavy, and slip. As the degree of slope lessens, the depth of the layer of topsoil can be increased if desired. The cost of Type C Stabilization, based on a number of 1948 and 1949 bids, aver­ ages as follows: Slope preparation or roughening $0.08 per sq. yd. $387.20 per A. Straw at 4 tons per acre 55.00 per Ion _~20:90 per A. Tolal______$607.00 per A. Add the cost of seed or ground cover plants. The price paid per ton for straw includes the cost of furnishing, spread­ ing and rolling. The cost of handling Brush layers and wire reinforced brush mats installed in a fill during construction. These mats have been allowed to protrude too tar. Note rock protection at toe of slope. (City Creek Road, San Bernardino County) and spreading topsoil does not appear, sheepsfoot roller can only be obtained Spreading straw and rolling 1Y2: 1 cut slope with cable-controller sheepsfoof roller. (Vicinity of Salinas) when the soil contains the optimum amount of moisture, as determined by soil compaction tests. Normally only one round trip of the roller is required, though additional rolling may be done if it appears that a greater degree of compaction would be desirable. In this event, the rate of application of straw must be increased, since each pass of the roller presses a small amount of straw beneath the surface of the soil, and it is essential that enough straw remain unburied to afford surface pro­ tection. Experience has revealed that on 112 :1 cut slopes, there are apt to be fewer failures during the first heavy rains if the topsoil blanket is restricted and Public Works 37 since this item is included in Roadway Excavation quantities, and is paid for as such. Commercial fertilizer, to be applied at the rate of 30 pounds to 40 pounds per 1,000 square feet averages about $85 per ton. A complete fertilizer hav­ ing an analysis of 6-9-6 or 6-10-4 is usually specified.

BRUSH LAYER METHOD FOR STABILIZATION OF EXTREMELY ERODIBLE FILL SLOPES This method was developed for use during construction in stabilizing fill slopes composed of erosive soils in regions where rainfall intensities are high. The function of the brush layer is to minimize formation of gullies, in the event the surface protection fails, Rolling IO-foot strip of fill slope after application of straw. (City Creek Road, San Bernardino County) by disbursing the stream and reducing the velocity of the runoff water. 2. Wire Mesh Mat. Lay 60-inch-wide, on top of brush and tie edges together at In order to simplify the detail sheet, 4-inch-mesh, galvanized fencing on the one-foot intervals with 16-gauge galvan­ the term, "Brush Layer," has been used prepared fill bench surface. On top of ized wire. Tie along center and at quarter throughout the specification, though this, lay several courses of War Surplus points at three-foot intervals. Stake suffi­ Camouflage Netting (green-painted steel ciently to prevent slipping under addi­ actually other materials have, at times, wool fastened to poultry netting), or small­ tional fill. Proceed as for "Brush Layer." been used for this purpose. These vari­ mesh poultry netting. Proceed as for This type of mat may be used in ations are discussed below. "Brush Layer." conjunction with brush layers in loca­ In addition to the installation of A more elaborate, denser, and presum­ tions where conditions are extreme. brush layers or mats, this method dif­ ably structurally stronger form of the fers from Type C Stabilization proce­ Brush Layer has been used in Southern Reinforced Brush Mat dure in that a heavier application. of California: straw and additional rolling with a Wire Reinforced Brush Mat. Lay 60­ On low embankments and the upper sheepsfoot roller are specified. Excel­ inch-wide, two-inch to four-inch-mesh gal­ portions of high slopes, every fourth lent compaction is obtained below the vanized fencing on the prepared fill bench brush layer is replaced by a wire rein­ outer 2 inches by thoroughly rolling surface. Place brush on wire, leafy ends forced brush mat, and as the distance outward, to such depth that after com­ each portion of the slope, and the paction the finished mat will be from four from the top of the fill becomes comparatively uncompacted outer two inches to six inches thick. Lay wire mesh greater, this interval is reduced until inches are so mixed with straw that the tendency to wash is minimized. Rof.!ing low fill slope after completion of roadway. Roller is towed by the boom cable and held in position by Our specifications require that the a second cable attached to the uphill side of the yoke. (In this case, straw was applied to protect sand slopes complete stabilization treatment be from wind erosion.) (Near Colton, San Bernardino County) given fill slopes at stages during fill construction in order that no extensive area of unprotected slope shall be exposed to damage from unseasonal cloudbursts which sometimes occur in the mountains of Southern Califon{ia.

Two Alternatives When brush is not readily available, at least two alternatives are possible: 1. Straw Mat. Lay l-inch-mesh gal­ vanized netting or fencing on the pre­ pared fill bench surface. The mesh should extend into the fill about five feet. Spread straw on the mesh to such depth that after compaction the finished mat will be ap­ proximately 4 inches thick. Proceed as for "Brush Layer."

38 California Highways LAYER METHOD BRUSH PE STABILIZATION fOR FILL SLCO. NSTRUCTION DURING Q 5trew mulch

2

3

4 CROSS

5

6

7

Straw at rate of *4 NdIons perSOIl.acre thoroughly mcorpora mto SIDE ELEVAl"ION

d er acre will .. The total qUfohfg~tc~eraeter" traw applieofsb~ePus0allyf II material.. vary accor1;.g disintegrated gra~~ an adequa,~ a Loose,granuq re'straw per acr) than does SOl re Ulre(s6 T~ 10 tons per8,c~es per acre). loamycover characler (4 to 0

and Public Works 39 any structural strength and resistance to slumping which the wire may offer. The wire mat may then extend con­ tinuously for the full length of the fill, plus a short distance beyond the inter­ section of the embankment slope and original ground where it should be secured.

Standard Practice The interval between brush layers or mats as shown on the detail sheet is not critical, and may be increased or decreased to suit variable soil and climatic conditions. It has now become standard prac­ tice to supplement this elaborate type Surface slippage due to saturation caused by a 6-inch rainfall in 24 hours. (Vicinity of Salinas) of slope protection treatment with a every third and, finally, every second layer consists of a reinforced mat. In sections where brush is scarce, wire reinforced brush mats or wire mesh mats have recently been installed at IS-foot vertical intervals in low embankments and the upper portions of high embankments, and at IO-foot vertical intervals in the lower portions of the high slopes. No intermediate brush layers were used in these sec­ tions. vVhen wire mesh or fencing is used, the outer edge should be laid far enough inside the ultimate slope line that it will not be damaged during the rolling operation. Lengths of fencing should be overlapped and fastened Sections from which topsoil has slipped were repaired with fertilizer, seed and straw and are now successfully together in order to take advantage of stabilized. (Near Castroville, Monterey County)

Gullies on a 1V2: 1 topsoil cut slope caused by runoff from adiacent property. An intercepting ditch and planting project which is carried on downdrain are needed here. (Balboa Freeway, San Diego) concurrently with the construction contract. During the season when enough moisture is present in the soil to. support plant growth, state forces plant cuttings of Baccharis or willow and seed and plants of suitable shrubs and trees on fill slopes as soon as the slope treatment is completed. This pro­ cedure has proved much more satis­ factory than inclusion of the planting as a contract item in the construction contract, since the day labor work order under which the work is fi­ nanced can be extended beyond the contract completion date, and the work may, therefore, be suspended if planting conditions are not favorable.

•.. Continued on page 64

40 California Highways Story of Highway Road Camps Prison Labor in the State of California By G. A. TILTON, JR., Supervising Highway Engineer

This is the seventh and concluding article of a series appearing in California Highways and Public Works, recording the history, legislation and continuous administration of state highway prison road camps in California since 1915. The six previous articles include: (l) History a nd Legislation March-April, 1949 (2) Organization May-June, 1949 (3) Camp Layouts _ JuIy-August, 1949 (4) Feeding and Nutritional Accounting______September-October, 1949 (5) Custody, Care and Welfare______November-December, 1949 (6) Accou nti ng of Inmate Wages______Ja nu ary-February, 1950

The following article covers construction features involved in the employment of prison labor on highway projects.

WrTH CALIFORNIA'S growing popula­ steadily declining during the past 20 grams for inmates that will eliminate tion and continued development of the years with the prisoner population in objectionable idleness in the institu­ State Highway System in all areas of the camps progressively decreasing tions. the State, it is becoming more and more from a peak of 700 men in seven camps difficult to find locations in remote sec­ during 1929-1930 to the present camp PRISONER REHABILITATION BENEFIT tions that are adaptable to the employ­ population of 200 men in three camps.'" TO SOCIETY ment of prison labor on highway con­ Concurrent with the reduced em­ At the present time, out of an adult struction. ployment of prisoners in the highway inmate population of over 11,000 men, road camps and the increase in popula­ about 3,000 prisoners are being released PRISON ROAD CAMP ACTIVITIES tion of the prisons, the Department of to society each year at the rate of ap­ ON DECLINE Corrections has been faced with the proximately 250 per month, and as Due to the scarcity of suitable proj­ acute problem of developing work pro- pointed out by correction authorities, ects, road camp activities have been • As of March, 1950. it cannot be expected that these men

Prison Road Camp No. 38 on State Route No. 77 in San Diego County

and Public Works 41 will go from prison cell to unfamiliar employment after many years of con- finement and immediately make good workmen without the benefit of some conditioning process such as that of- fered by the road camps. To this end, prison administrators are convinced that there should be some employment for these men other than the work that can be done within prison confines. Outdoor activities away from prison atmosphere give these men an opportunity to work the "kinks out of their backs and minds" and adjust themselves physically and psychologically before return to a dif- fident and often unfriendly society.

ECONOMIC BENEFITS TO STATE OF SECONDARY IMPORTANCE The present quota of 200 inmates in the state highway road camps is rela- tively small in comparison to the total prison population of over 11,000 men. Although road camp inmates are self- ~:-~`_.. supporting and the prison system is ~',. ~ . relieved of the cost of their upkeep in 3; prison, the accruing economic saving ~'r to the prisons is considered to be of secondary importance when compared ~. - . to the potential benefits of returning ` 3. ~ ~, `6, a men to society with a better chance of r E, r ~. "making good" under adverse circum- ,~ stances. ':~ n.~ti'

CONSTRUCTION ORGANIZATION AND PROCEQURE Consistent with the intent of legisla- tive provisions controlling the opera- tion of prison road camps, construction organizations for specific projects are ~~~ ~,,. ~• ~ y~ '~` designed to utilize inmates for common r ~~ h ~~4~'Y Ht x L'.~~ labor, and free men for supervisory positions and skilled jobs. For the aver- age camp as presently organized, 45 F free men are employed for every 100 ,~ 9 ;.. y~ ~ prisoners assigned to the camps,includ- ~' ing 10 percent utilized for camp main- ~]4 ~' 'h k tenance. Construction operations are t. mechanized in line with efficient con- _~~ ~ ♦fit ;~, ~ ~~~~ tract practices, and include modern ''k4'~ ~:~r: ~q

power shovels, tractors, trucks, com- t ~ P : ~ 5.. ,w~~ ,r pressors, power graders, carryall scrap- ers and similar power equipment re- Los Angeles Cresf Highway in Los Angeles Counfy. This is typical rugged terrain adapfable to prison labor quired for specific types of heavy construction worlc.

42 California Highways COSTS BY PRISON LABOR COMPARABLE EQUIPMENT cluding repairs and depreciation but TO CONTRACT COSTS Equipment required for construction not the operating cost such as gas, oil Analysis of the cost of past and operations over long periods of time is and operator which is borne by the job current highway projects employing owned by the State and obtained upon allotment. prison labor under the California road requisition from the Division of High­ Equipment needed for short periods camp pay-system bears out the fact ways Equipment Department at estab­ or in emergencies is rented from out­ that the cost, including all overhead lished rental rates-the rental rates in- side vendors after advertising for bids costs and camp write-off, is approxi­ mately the same as that of comparable work done by the contract method. With the cost of construction by prison labor approximating the cost by contract methods, justification for building highways with prison labor must be found primarily in benefits accruing to society and the State Prison System.

EXPENDITURES AT UNIFORM RATE Unlike contract work, where large expenditures are made in relatively short periods, funds for prison labor projects must be allotted and expended at a uniform rate over a longer period of time to insure continuity of con­ struction operations. The magnitude of work proposed for prison labor proj­ ects must be sufficient to satisfy both expenditure and time requirements as well as to justify the construction of an adequate camp. Projects selected for construction have, as a matter of policy, been located in remote mountainous areas whenever possible and where there is little or no competition with a free labor market. Experience indicates that a minimum expenditure of $1,000,000 over not less than four years time is necessary to meet both economic and financing needs. Camp quotas of less than 50 prisoners have been found to be im­ practical under the pay-system where it is incumbent that inmates be self­ supporting. If the camp quota is too small the overhead is unavoidably dis­ proportionate to income from inmate wages. Following is a typical breakdown of current camp expenditures: Free labor _ 35% Equipment rental 31 % Explosives 8% Construction materials 5% Gas, oil, miscellaneous_____ 6% Inmate labor 15%

TotaI 100% UPPER-Islip Summit on Angeles Crest Highway in Los Angeles County. LOWER-Merced Canyon on Sign Route 140 to Yosemite Valley and Public Works 43 as required by law and is rented fully (e) Free Personnel operated, including the operator. OF IN1'EREST IN GERMANY (f) Analysis of Expenditures to Date For the purpose of repairing and (g) Inventory of Construction Materials maintaining state-owned equipment, a OFFICE OF THE UNITED STATES HIGH (h) Explosive Inventory COMMISSIONER FOR GERMANY (i) Camp Cost and Write-off to Con- modern equipment shop is built in each Nutrition Mission for the Office struction Items camp and maintained under supervision of the Surgeon General APO 807 (j) General Expense of the Equipment Department. (k) Extra Work February 20, 1950 FREE PERSONNEL (I) Monthly Analysis of Unit Costs Mr. G. A. Tilton, Jr., (m) Equipment Rentals All skilled free labor and supervisory (n) State-owned Equipment Rentals personnel for the camps are furnished Department of Public Works State of California and Outside-owned Equipment from civil service eligible lists selected Sacramento, California (0) Over-all Comparison of Actual through competitive examinations. Costs to Date With Preliminary Esti­ Typical free-labor job classifications My Dear Mr. Tilton: Your letter of mate of Cost employed on construction in the road January 8, 1950, has been received. camps include: You tell of sending six copies of the MODERN CONSTRUCTION PRACTICES September-October 1949 issue of EMPLOYED Construction Superintendent California Highways and Public Highway Foreman The efficiency of construction Works at Miss Sedgwick's request. Truck Driver superintendents in charge of road Power Shovel Operator Your kindness in sending the publi­ Stonemason cations is appreciated.* camps is judged primarily by the qual­ Powderman The article on Feeding and Nutri­ ity, progress and cost of the work Carpenter tional Accounting in your series of under their supervision as compared Tractor Operator articles on prison labor camps in to preliminary estimates of cost for Power Shovel Oiler California is excellent, and the best each project and comparable contract Blacksmith on what can be accomplished by work. Heavy Equipment Mechanic suitable control and nutritional ac­ Commissary Clerk Superintendents are required to keep Timekeeper-Clerk counting that has been published. It contains the factual evidence nec­ abreast modern construction practices Skilled labor required for emergen­ essary to be convincing. As Miss and are encouraged in the development cies and short-time jobs, such as plumb­ Sedgwick probably told you, I of new methods, use of improved ers, electricians, etc., is generally wanted the chart to give to the Ger­ products, and experimental investiga­ procurable from the nearest local com­ mans along with the article which I tion of specialized equipment. Like­ munity. had copied from the manuscript. wise improvement of current con­ The original paper with the inven­ ENGINEERING INSPECTION struction procedures on all phases of tory of stores and quarterly requisi­ the work is fostered. To this end, ex­ A resident engineer is assigned to tion as well as the chart on cost will tensive time studies of power shovels be appreciated by the Germans each road camp project in charge of all and truck operations are undertaken at more than the copy. engineering aspects of the job. He is intervals and production records and responsible to the district engineer and With kindest regards. costs compared between the various bears the same relation to the camp Sincerely yours, camps. construction superintendent as the resi­ (Signed) PAUL E. HOWE In recent experiments with newly dent engineer on a contract bears to the Chief, Nutrition Mission contractor. marketed detachable alloy steel rock * Food administrator, California Youth bits, one camp has been able to con­ It is the duty of the resident engineer Authority. to enforce compliance with specifica­ sistently more than double the drill tions and conformance with approved hole footage per shift over conven­ plans for the project as well as deter­ quantities measured by the resident tional carbon steel detachable bits. mination of construction quantities. engineer. Unit costs of construction Similarly, experiments with different items are determined from this infor­ types of explosives and loading MONTHLY PROGRESS REPORT mation for comparison with the pre­ methods have resulted in uniformly Efficient administration of road liminary estimate of cost and for judg­ good blasting technique in the camps. camp construction activities requires a ing the efficiency and rate of progress Such improved methods tested in one current record of costs and progress. of construction operations. camp are then adopted in other camps To provide this information, job ex­ Each ,,",onthly report is completed as where applicable. penditures are accounted for and soon as possible after the first and before the tenth of each month and includes RELATIVE PRODUCTION OF INMATE LABOR assembled in a monthly progress re­ complete information on the following Contrary to popular conception, port along with construction quanti­ subjects: ties, unit costs, and pertinent job data. analysis of the productive labor output (a) General Camp Data The progress report of project ac­ of prisoners under the California road (b) Status of Allotted Funds camp pay-system indicates that it com- tivities is compiled from job account­ (c) Narrative Report ing records and from construction (d) Inmate Records ... Continued on page 64

44 California Highways Typical rugged terrain adaptable to prison labor. UPPER LEFT-Kings River Canyon Highway, Sign Route 180 in Fresno County. LOWER LEFT-San Simeon-Carmel Highway, Sign Route 1 in Monterey County. UPPER RIGHT-Trinity Lateral. U. S. 299, in Trinity County. LOWER RIGHT-Arch Rock on Feather River Highway, Sign Route 24, in Butte and Plumas Counties and Public Works 45 New Cement-Treated Base Road-Mixed Method Here's TIp Used Between Sherwood Road and Sapp ~reek

By H. W. BENEDICT, Assistant Highway Engineer

DURING the construction season of 1949 a resurfacing contract for some 8.3 miles of the Redwood Highway, U. S. 101 (State Route 1), was com­ pleted between Sherwood Road and Sapp Creek near the town of Layton­ ville in lVlendocino County. The con­ tract consisted of the cement treatment of existing and imported base material by road-mixed methods, surfaced with three inches of plant-mixed surfacing. This construction provided stabiliza­ tion of a section of highway which was badly broken up, and which had been a serious maintenance problem for several years. While all phases of the work were completed in a commendable manner by the contractor, that of road­ mixed cement-treated base is especially worthy of comment; both for the efficient way in which the work was This photo shows the contractor's equipment in operation handled and for the final appearance of the work, which was excellent. fitted with standard scarifier teeth. resultant longer delays for traffic. Following is a brief resume of the The unit was towed by a D8 Cater­ Four percent of cement was added methods used by the contractor to pillar, and proved very effective in to the material to be road-mixed accomplish these results. ripping up the hardest bituminous directly ahead of the mixer by means Scarifying of the existing and pavement encountered on this con­ of a gondola truck built by the con­ imported base material consisted of tract. To further pulverize the larger tractor. This cement spreader consisted breaking, to the size of the largest pieces of ripped-up oil cake, a bare of a three-axle drive truck on which particle in the aggregate, all that mate­ Caterpillar was walked over the scari­ was mounted a metal bin in the shape rial to be cement treated. Existing fied base utilizing the grinding action of an inverted pyramid. This bin held material ranged from armor coat to of the growsers with good success. A two cans (10 tons) of cement, and exceedingly hard road-mixed surfac­ motor grader was also used in this was loaded at a central storage area by ing, to which was added varying operation to turn the scarified material a dragline which also served to unload quantities of imported base, placed for the above equipment and to reshape the cement cans from transport trucks. under the same contract. This latter and re-lay the material after scarifying. Cement was distributed on the win­ consisted of crushed river gravel. At This grader was also used to prepare drow by an ingenious rotary valve several locations the imported base the windrow ahead of the road-mixer. mounted at the outlet of the cement material comprised the entire thickness The contractor made one miscalcu­ bin. Quantities of cement could be to be cement treated. Generally, how­ lation in that he did not begin his very closely controlled by means of ever, it was combined with portions of scarifying operations further in ad­ simple gear changes on the chain drive the existing base to make the total vance of mixing operations. Conse­ of the rotary gear. This proved to be thickness. quently, he was forced to work the an economical and highly satisfactory The prime tool for scarifying was scarifying equipment overtime to keep method of adding cement. built by the contractor after several ahead of the mixer. In this connection, Mixing of the prepared base was years of experimentation. It consisted it is also believed the State is better done with a Woods 54-inch road­ of the frame, wheels, etc., of a LeTour­ served when the operations are well mixer, towed by a D8 Caterpillar neau ripper to which were welded spread out, since it provides two short tractor equipped with a special trans­ eleven shanks from a Caterpillar No. 12 areas of controlled traffic rather than mission and power take-off so inte­ motor patrol ripper. These shanks were one long traffic control with the grated as to provide a forward move-

46 California Highways .....

Variable, Varia ble, 300' complete the process in a manner 500' Safe Safe acceptable to the inspectors. Same Blade_~n Minimum 1_'\7~ ~-ID- ~. ~ To facilitate the above, the super­ •!D !.t;l7 intendent and engineer realized that an 07 BareCa't Blade· Roller Blade Windrow CemenT Truck orderly method of spreading should I(Concentrate on Shoulders), Sizing be devised. Accordingly, a method was developed which both satisfied the specifications and allowed for the rapid -+a:L::~Y;-:';'o~ and Ro.hopo, Ro", +-- Prepare completion of the operation. This method of laying out the material is best described by diagrams which are attached to this report. Compaction was obtained with two 12-ton three-wheeled rollers. The first worked in close conjunction with the spreading grader; the second com­ pleted the initial rolling. The material was then trimmed by another motor PA S5 No.1 grader, after which the base was given Blade Set at Sharp Angle- Roller Follows Blade in +0 Avoid Dual Compaction the final rolling with a contractor-con­ structed rubber-tired roller, conform­ ing to specifications for this type machine. Sealing of the completed base was PA S5 No.2. accomplished in the usual manner, the Blade s.t atl Ang'o-Rollo, '01100' Blade contractor using a 1,300-gallon boot truck to spread the asphaltic emulsion, and a Buckeye spreader to distribute This diagrammatic sketch and the one on the page following show types of equipment, arrangement, and the sand. - spacing, and method of laying out road-mixed cement treated base However, this operation differed in some respects from the usual in that ment of about 20 feet a minute with some experience with the machine, the contractor stockpiled sand for the the mixer fully loaded. moisture content could be determined curing seal at various locations on the The machine mixed one traffic lane very closely by feel and touch. Lab­ job. This procedure obviated the usual at a time, in this case a section 12 feet oratory tests showed this method to costly delay while the sand truck was wide. In some cases the compacted be very reliable; it being the first job returning to the plant for sand. depth was five inches and in others it in the writer's experience when it was As a result of the above well-planned was six inches. It readily mixed the not necessarv to remove over-watered and well-coordinated operations, and heaviest windrow which consisted of "quakey" spots in the finished base. the selection of adequate machines and approximately 7.2 cubic feet of uncom­ After poor results were obtained in skilled operators, the contractor was pacted aggregate per lineal foot. The an attempt to use a home-made self­ able to complete the cement treated machine was stalled on only two loca­ propelled spreading device to layout base and related items of work in a tions where the windrow had been the mixed base material, the con­ length of time far shorter than that poorly sized and contained approxi­ tractor elected to use a Caterpillar previously experienced in this district. mately nine cubic feet of uncompacted No. 12 motor grader to spread the .•• Continued on page 48 material. windrowed cement treated base. This Water Distribution method proved economical and pro­ OCEANSIDE-CARLSBAD Water was furnished the mixer by duced a true section under the condi­ FREEWAY IS APPROVED It means of a water truck towed directly tions encountered on this contract. The California Highway Commission at its behind the mixer by a quickly detach­ was immediately obvious that the meeting in los Angeles on May 19th unani­ entire progress of the work depended mously authorized the construction of the able tow bar. The water was pumped $6,000,000 freeway an U. S. 101, through from the truck through a meter to upon the skill and ability of the indi­ Oceanside, South Oceanside and Carlsbad, vidual operating this grader since the from the San luis Rey River to a point one spray bars within the mixing drum. mile south of Carlsbad. The adopted route The quantity of water added to the travel of the Woods mixer could not has been referred to as the "Red line." The mixer was controlled by tables pre­ exceed the spreading of the processed Highway Commission estimates that the route may be placed in service approximately three pared by the engineer integrating the material. The contractor was fortunate years subsequent to the initiation of the proj­ rate of flow with the speed of the in having an extremely capable opera­ ect and is prepared to budget funds to begin machine, the size of the windrow, and tor who managed to handle the mate­ construction as soon as freeway agreements may be made with local governing bodies. the moisture content thereof. After rial as fast as it was mixed and yet

and Public Works 47 Project Statistics Variable See Time Limitation 300 As Close (Water a5 Needed Following, in outline form, are the Safe as yPassible Operational Zones ~Approx.) Min. more important statistics on this phase --~-I',~-~— 100' —~~,= 79~—►}<-- 100 of the contract: Total yards Ci6 DBTow Woods Water Bfade, 12Ton 12 Ton Blade, Rubber Boot ~SandTruck square mixed 118,316 sq. yds. Cat 54"Road Truck layout Roller Roller, Trimminglired Truck Buckeye Equivalent tons CTB mixed Mixer (Towed) In close Compaction Rolle (af 140 Ibs./cu. ft.)___.______. 32,120 tons ?000 Gal4 Conjunc}ion Finish Minimum Working days to complete CTB.______12.5 days With LayoirF Blade Rolling Working hours to complete Ci6______102 hours Mix Layout and Finish Curing Seal Average tons CTB mixed per day______. 2,570 tons Average tons CTB mixed per hour____- _ 315 tons Maximum tons CiB mixed per day (approximate)______3,100 tons Rafe of travel of Woods mixer, average--__-___-----_----_---__------18.7 ft./min. Rate of travel of Woods mixer, maximum ______20.0 ff./min. 7•day test specimens— Roller hi-Fs +his windrow, before removal by Pass No.4, to insure maximum com- High 1,400 Ibs./sq. in. paction at edge, Low------680 Ibs./sq. in. Average _------_-__--_-_-_____ 1.054 Ibs./sq. in. 28-day test specimens— Pass No.3 High------1,770 Ibs./sq. in. Blade at Sharp Angle - Roller Follows Blade Low 745 Ibs./sq. in. Average _-_----__------_------_---__ 1,211 Ibs./sq. in.

Trimming blade Company -- removes this windrow Contractor Clements & Z was represented on the contract by Superintendent J. R. Paselk; the State Pass No.4 by Resident Engineer H. W.Benedict, Blade at Flat Angle assisted by R. J. Datel on tests and Jack R. Rowe, Street Inspector.

~n ~moriam ROBERT MELLOUS H~4VERSTICK

Friends of Robert Mellows Haver- Wing. The nucleus for District VII ap- 4he intricate and complex layout stick were shocked and saddened pears to have existed in the person- engineering on the $14,000,000 Ter- to learn of his sudden death on Sat- nel of the Los Angeles County Road minal Island Freeway, built by the urday, May 13, 1950. He was on the Commission's 1909 organization. At State for the Navy to serve facilities job as survey party chief for Dis- that time the county road commis- on Terminal Island in the Los Angeles trict VII, State Division of Highways, sion had three survey parties, for Harbor area. With the advent of the the early part of that week, be- one of which the chief was Spencer huge postwar freeway program, Bob coming ill Wednesday evening and V. Cortelyou, the head man of Dis- proved himself an enthusiastic sup- losing consciousness the following #rict VII for so many years. In Cor- porter of the new methods that had morning. He was then taken to the telyou's party one of the chainmen to be introduced to meet the new Queen of Angels Hospital in .Los was Bob Haverstick. On March 15, conditions. Bob's great success with Angeles where he remained in a 1912, Bob joined the Division VII fas the Division of Highways can be ac- coma until his death. it was then designated) organiza- counted for not only because of his Everybody knew him as "Bob" tion, again working under Mr. Cor- technical ability as an engineer but Haverstick. He was one of the most telyou, and he remained in the dis- also because of his cheerful friend- colorful and beloved personalities in trict organization continuously ex- liness and his helpful and coopera- the District VII engineering staff. He cept` for military service during_ tive attitude toward everyone. was born in Los Angeles, July 25, World War I. He is survived by his widow, Helen 1890. He was a descendant of the Very quickly Bob rose to be Chief Gridley Haverstick; his son, Richard old pioneer Mellows family, which of Survey Party and in that capacity G. Haverstick; his daughter, Jean H. helped make early Southern Califor- he has had responsibility for the sur- Coldewey; and his grandson, Jack nia history. veying work on some of the largest David Haverstick. The sincere sym- Bob's association with District VII and most important state highway pathy of the entire department is dates back even before the begin- projects. Notably. among these was extended to his family.

48 California Highwa~rs gas

Out of the Mail Bag IAN ENGLISHMAN WRITES ON FEDERAL AID I FOREST SERVICE LETTER UNITED STATES DEPARTMENT OF AGRICULTURE By REES JEFFREYS, london * FOREST SERVICE THE TWO interesting and important scheme which would secure that roads MR. KENNETH C. ADAMS, Editor articles on federal aid in the last two were constructed and improved on a California Highways and Public Works issues of California Highways and Pub­ national plan and that the states would Sacramento, California lic Works, one by Mr. C. H. Purcell then be responsible to maintain them DEAR MR. ADAMS: I want to compli­ and the other by Mr. R. F. Reynolds in good condition. ment you on your magazine, its factual move me to write a short note which It was not until 1916 that the first articles, and its fine photographs. Our may be of interest to your readers. Federal Aid Road Act became law. Its staff members, especially those con­ My first visit to the United States weakness was that it made all post roads cerned with the problems of watershed was in 1912. As the Secretary of the eligible for grants, and it was not until management, look forward to the re­ British Road Board, I had been ap­ 1921 that experience put the federal aid ceipt of California Highways and Pub­ pointed Hon. Secretary of the Third scheme on a sound basis. In the interval lic Works, and frequently comment on International Road Congress to be held Mr. Thos. H. MacDonald had been the excellent presentation of your sub­ in London in 1913. I was authorized by made Chief of the Bureau of Public ject matter. the British Government to visit the Roads. Followed the miraculous de­ Very sincerely yours, United States to interest the highway velopment of highways in the U. S. A. STEPHEN N. WYCKOFF, Director authorities in the London congress and, which I have ventured to class as one of incidentally, to study the highway sys­ the modern miracles of our time. APPRECIATES INDEX tem of the U. S. A. International Road Congress PORTLAND CEMENT ASSOCIATION I was the guest in Washington of In 1930 I attended the International Chicaga 10, III. TvIr. Logan WallerPage, then Secretary Road Congress held in Washington KENNETH C. ADAMS, Editor of the Highways Department of the and at the final banquet in responding California Highways and Public Works Ministry of Agriculture. That depart­ to the toast proposed by Mr. Arthur Sacramento, California ment had very few powers and little M. Hyde, Secretary of Agriculture, I DEAR MR. ADAMS: You will never money to spend. It occupied itself said: mainly in trying to inspire and instruct realize how very much surprised I was /lIn 1912 you were behind Western to find an index for California High­ the state and city highway authorities Europe in your road systems-now you are in road construction. Among other in front. In 1912 you could teach us little­ ways and Public Works for 1949 activities it ran a "Good Roads" train now we come to the United States from all placed in the back of the January­ equipped with men and appliances to parts of the world to learn the best February, 1950, issue. You will never instruct the authorities how to make methods of road construction, to examine know what a big help this is to those roads. At that time a system of designed the most up-to-date machinery./I of us in specialized library work who and metaled highways connecting the I remember making contact over 30 use your magazine daily for reference towns did not exist. A highway con­ years ago with Mr. A. B. Fletcher (a and research work. necting New York and San Francisco predecessor of Mr. Purcell), who, after During the past several years I have was regarded as a visionary's dream. leaving California, was sent to England had to index this periodical myself in in 1924 by the U. S. Bureau of Public order to keep track of the various ac­ Early Federal Aid Roads to make an intensive study of tivities on the West Coast, especially The question of federal aid had then highway and transport conditions. I in the State of California. I do not been raised in Congress and at the re­ was glad to be of some assistance to know, of course, how many libraries quest of Mr. Page I attended a meeting Mr. Fletcher during that visit. receive California Highways and Pub­ of a committee of the Senate under the In 1931 by the courtesy of Mr. Pur­ lic Works, but I do feel that you have chairmanship of Senator Burnham on cell I made a study of the California given the library profession a great June 13, 1912, and was invited by them Highway System which I traveled help in supplying an index for your to give any information about our ex­ from the Mexican border via San publication. I, for one, am very grate­ periences in Great Britain which might Diego, Pasadena and Merced to Sacra­ ful and wish to say "thank you" to you. be useful. I did my best to encourage mento and thence to San Francisco. Yours very truly, the committee to proceed with the Among the district engineers I par­ P. B. SHEFFIELD, Librarian scheme of federal aid. It was only too ticularly recall for their courtesies are apparent that no great progress would Messrs. Skeggs,Wallace and Cortelyou. England with Wales, which after 30 years be made in the United States until the Mr. Purcell showed me the plans for the is still unbuilt. Federal Government came to the assist­ new bridge from San Francisco to Oak­ It is the imaginative realization of what ance of the state authorities with fed­ land, a marvelous scheme so efficiently traffic requires, skill in planning and speed and quickly carried out. In contrast, I have in execution, which has given to Califor­ eral aid under a properly designed been associated with efforts to put a nia, in my experience, the outstanding ){. Author of "The King's Highway." bridge across the lower Severn to connect highway administration of the world.

and Public Works 49 Fluorescent luminaire showing details of reflector

Major Advantage way and approximately 28 feet above Intersection Lighting the pavement by a 20-foot, 3-inch Another major advantage of the 16­ horizontal mast arm. Continued from poge 33 ... foot long fluorescent luminaire is that vapor lamp as used in present-day the' wide brightness pattern on the The new luminaire is installed at the luminaires. pavement is not affected by a wet pave­ intersection of Fruitridge Road and ment surface and there are no exces­ Stockton Boulevard, on U. S. 99 in Intersection Illumination sively bright streaks on the pavement Sacramento County. Personnel of the Traffic Control Sec­ as is so often the case with ordinary The new traffic signal at this inter­ tion of the Traffic Department of the street lights on a rainy night. section is of the latest type and employs California Division of Highways re­ The luminaire, Type 100, was manu­ an electronic dispatcher. This dis­ cently designed and had manufactured factured for the Division of Highways patcher is traffic actuated and auto­ a lighting unit specifically for highway by Smoot-Holman and Company of matically adjusts itself to and takes intersection illumination. This lumin­ Los Angeles. The unit as designed is fullest advantage of the variations in th~ aire uses four of new lamps and is approximately 16 feet long, and the traffic volumes and densities on all of designed to direct the light in one the approaches to the intersection. reflector is a paracyl shape with white direction only. In accordance with the porcelain enameled facets to reflect A count is taken of every vehicle American Standard Practice, the loca­ approaching the intersection, whether for an intersection light is on the the light rays. Four eight-foot fluor­ tion it be on the green period or the red far right corner as one approaches the escent lamps are used. The unit is sup­ intersection. This produces a bright ported at right angles to the traveled •.. Continued on page 63 area on the pavement in the intersec­ tion and enables the approaching driver Stockton Boulevard and Fruitridge Road, showing nonglare appearance when illuminated to see objects in the intersection both by direct illumination and by silhouette. The ordinary street lighting lumin­ aire is designed for continuous lighting of the street and consequently directs the light equally in both directions. When it is mounted on the far right corner of the intersection the light which is directed into the intersection appears as a bright pattern on the pave­ ment for the approaching motorist. The light which is directed away from the intersection is reflected away from the approaching motorist and is of little value in building up pavement bright­ ness. It seems reasonable, therefore, that for intersection lighting a luminaire which directs the main portion of its light into the intersection would be more efficient.

50 California Highways View of fluorescent luminaire as seen by northbound motorists at Stockton Boulevard and Fruitridge Road in Sacramento County and Public Works 51 THE CALIFORNIA HIGHWAY HANI) SHOVEL

By H. L. FERRON, Assistant Stores Engineer

THE CALIFORNIA Division of Highways all of which make high quality shovels names. The shovels were distributed uses about 4,000 shovels per year. and also make "competitive" grades. at random throughout the State to During the war years good shovels The "competitive" grade is the low various maintenance men who reported were difficult to obtain which caused cost shovel ordinarily available to the on a questionnaire after about three the maintenance personnel to become buying public at retail stores. Because months use, indicating their prefer­ "shovel conscious." A preliminary in­ of their lower cost, competitive grade ence on several features which were vestigation indicated that the hand shovels have been purchased in the found to be controversial in the shovel presented a fertile field for past for the California Division of preliminary questioning. Numerous investigation and improvement. This Highways. comments and suggestions were made is particularly true, since the advent, which were helpful in the study and of power equipment relegated the hand Study of Shovels analysis. shovel primarily to clean-up work and One of the principal functions of After completion of the field tests, has eliminated to a large extent spading the Stores Department is to determine the shovels were thoroughly examined or earth-moving operations by hand. which tools, supplies and materials are for wear and fatigue. The type of work Modern highway construction the mostsatisfactory for highway pur­ on which each shovel had been used equipment for moving dirt and rock poses. Surveys and tests are being made was of primary importance in develop­ is usually visualized by the layman as continuously to improve the quality ing a satisfactory design. huge power shovels, tractors and and adaptability of many items which carryalls, trucks, bulldozers and other the users have called to the attention High Lift Shovel Favored large and powerful machines. This of the department. It was especially interesting to find equipment, which fascinates the "side­ The Stores Department coordina­ that the major portion of highway walk supeintendent," is designed and tors found that one of the tools most maintenance work being done with constucted to move large quantities of frequently mentioned as being unsatis­ hand shovels consisted of "mucking" material in a relatively short time. Part factory was the hand shovel. As the or scooping loose material from of the work, particularly some of the shovel is one of the most generally ditches, shoulders, road approaches finishing and cleaning up, must be used hand tools, an investigation was and subways; trimming around sign done with hand tools. One of the most launched about two years ago to deter­ and guard rail posts; and loading trucks important of these tools is the No.2 mine why they were not satisfactory. from stockpiles of premixed surfacing hand shovel. This lowly "muck stick" After questioning maintenance men material, sand and rock. With one becomes even more important and skilled in the use of shovels, it was exception, very little time is spent in indispensable after the road is com­ apparent that their complaints were using the shovel as a spade. The excep­ pleted and turned over to the mainte­ justified, and they were unanimously tion is the gardeners, upon whose nance men. of the same opinion as to what correc­ shoulders rest the burden of keeping tion was needed. It was soon discovered the landscaped freeways, subways, and One of Earliest Tools that merely knowing what was wrong other beautified spots on the highway History tells us that a hand shovel or was not sufficient information to write system pleasing to the traveling public. scoop of some kind was one of the a shovel specification with physical Their work of planting and cultivating earliest tools used by mankind. Archae­ characteristics satisfactory to the shrubs, trees and other plants neces­ ologists have discovered and preserved workmen. sarily calls for a spading shovel for for posterity digging tools of, some Men Express Preference which the following specifications are description from practically every age not adaptable. of civilization they have had the oppor­ A field investigation was decided The survey and analysis indicated tunity to study. As civilization ad­ upon to obtain the answer. Several that a shovel with a high lift is the most vanced and declined, the digging tools dozen shovels were procured which desirable for almost all maintenance advanced and declined along with the appeared to be closest to what the men work. A high lift eliminates unneces­ other forms of culture. It is human desired. These were purchased from sary back bending, reduc0s fatigue, nature to believe that our present cul­ various hardware firms and were the results in more work done and a more ture is the zenith of all recorded time, products of practically all of the lead­ satisfied employee. we naturally believe that our tools are ing manufacturers. Each shovel was the finest in history. given an identifying number and the Comparison of Shovels Hand shovels are being produced at manufacturers' name obliterated to In Figure 1, the shovel in the fore­ present by numerous manufacturers, avoid any personal prejudice for trade ground came closest to the preferred

52 California Highways

• type and except for the lift and length of handle would be satisfactory. Figure 2 shows the same two shovels. For comparative purposes the same man was used in the illustrations. Note that the hand is higher in the left photo­ graph requiring a lesser amount of stooping. The left hand is in a better position to force the shovel into the stockpile. Mechanical principles of the human body are the same as any other machine. Decreasing the number of movements tends to increase the life of the machine, as well as increase the efficiency. The lift is measured by placing the blade of the shovel on a fiat surface and observing the vertical distance to the tip of the handle. The shovel in the background was fabricated to our specifications. It is obvious that the bend at the shank is similar and the additional lift is accomplished with the longer handle. The natural angle of repose of the handles is identical. The questionnaire indicated the fol­ lowing major objections to the test shovels: 1. Too heavy. 2. Handle too Commercial shovel in foreground and California highway shovel in background, showing difference in lift and length short. 3. Handle too large in diameter. 4. Insufficient lift. 5. Poor balance. making physical measurements of the satisfactory, a composite of the desir­ With these objections in mind, and by shovel parts which the men considered able features indicated the final design.

Same shovels as illustrated in Figure 1. Note the much better posture of the man with the highway shovel in the left picture

and Public Works 53 Paragraph (a) General of our speci­ and Research Department is working fications cover this composite. Robert M. Shillito with the Stores Department on a lab­ Named Assistant To oratory test designed to simulate field Shape of Handle conditions. The test will specify the Table I of the specifications covers Public Works Chief number of flexure.s a shovel must with­ the shape of the handle. It was first stand under fixed conditions without determined by inquiry whether it was DIRECTOR of Public Works C. H. Pur­ any apparent failure. Failures occur­ practical to commercially manufacture cell has appointed as his special assistant ring in the handle or blade will be a handle to the tolerances indicated. Robert M. Shillito, of San Francisco, classed as material failures. Failures It was quite obvious from the ques­ who resigned as Director of the High­ occurring at welds or riveted joints tionnaire which handles had an accept­ ways and Transportation Department will be classed as fabication failures. able shape and such handles were of the California State Chamber of Present indications are that a test may calipered and plotted graphically. A Commerce to accept the job, which is be devised which will simulate field mean line was drawn for the group exempt from civil service. conditions in the laboratory and give a and the maximum deviation from the Purcell said that the position of fast check on both materials and qual­ mean was accepted as the allowable Deputy Director of Public Works, ity of workmanship. tolerance. The diameter in inches, as which previously had been the exempt Results indicate that when repeated shown in the table, is a composite of appointment in the department, has stresses are applied, failure will occur 15 different shovels of various grades been reestablished as a civil service in a definite pattern depending upon made by several different manufac­ post and that with the approval of the the quality of the shovel. Shovels of turers. It was noted that a well shaped State Personnel Board he has named comparable grades fail at approxi­ handle often made an inferior quality Frank B. Durkee to the permanent mately the same number of cycles. shovel more acceptable to the user than position of Deputy Director. Durkee From these observations, it is believed one of better quality with a clumsy has been holding that office exempt that the severity of the test can be made or cumbersome handle. from civil service since May, 1948. such that any shovel can be graded by After a thorough examination of the Shillito is a graduate of the Univer­ the number of cycles necessary to test shovels, it was definitely apparent sity of California at Los Angeles. accomplish failure. Our specifications that there would be no economy in During the war served in the South will be based on the number of cycles procuring a shovel produced from Pacific and Pacific Theaters as aircraft necessary to cause failure of the best anything but the best materials. maintenance engineering officer with grade of chromium molybdenum Handles made of inferior grades of the 403 Troop Carrier Group of the shovels available commercially. wood were broken along the slash 13th Air Force. In 1946, he was em­ To our knowledge there is no com­ grain, splintered and badly checked ployed as Director of Public Relations mercial stock shovel available which while those of first grade ash were for the Southern California Council of will meet all provisions of our specifi­ still in excellent condition. The steel the California State Chamber of Com­ cation. Apparently shovel manufac­ of the lower grade shovels showed merce, with headquarters in Los An­ turers have spent a great deal of time two definite weaknesses. Some were geles. Subsequently he was Assistant designing shovels for general use, and extremely hard and fairly abrasive Manager of the Southern California many special uses. However, they have resistant but did not have sufficient Council until 1948 when he became never considered specifically the type ductility to stand the constant bending Director of the State Chamber's Trans­ of work being done by highway and failed by cracking. Some of the portation and Highway Department in maintenance forces. From all reports, steel was so soft that it was only a short San Francisco. the shovels manufactured under the time before they were so badly worn Shillito is married to the former following specifications are proving to they were no longer usable. Elizabeth Despard Kinne of Los An­ be far more satisfactory to the users geles. He will make his home in than any stock shovels we have been Best Grade of Ash Sacramento. able to procure in the past. Manufacturers were consulted and The highway workers who actually they were all of the opinion th~t in greatly enhanced the tools' appearance. use these shovels wrote the specifica­ our type of work, it was false economy This "camouflage" was soon obvious tions by telling the Stores Department to use anything but the best grade of after the shovels were put to work­ engineers what they wanted. As a ash obtainable for the handles and an witholJt exception the ones which were result of this cooperation the Stores alloy steel for the blades. They agreed painted the prettiest were the ones Department has been able to procure that the steel should be both abrasive relegated to the junk pile first. Our shovels which will give much more resistant and relatively ductile when specifications were written to elim­ wear for each dollar of cost. Being a properly heat treated. inate as much "camouflage" as possible. lighter and better balanced tool, it will It was interesting to note the work­ In addition to the test requirements increase the efficiency of the men manship in the lower grade shovels of the present specifications, we will employed on highway maintenance which were tested. A heavy coat of soon be able to include a fatigue test. work by requiring less energy to paint over rivets, welds and other joints The Division of Highways Materials accomplish their shoveling tasks.

54 California Highways CALIFORNIA DIVISION OF HIGHWAYS SPECIFICATIONS FOR LONG­ Division of Hig hways Out of the Mail Bag HANDLED SHOVELS FINDS MAGAZINE VALUABLE (a) General.-Shovels supplied under these Bowling Team Again Is specifications shall be of the type known to Championship Winner SAN MATEO, CALIFORNIA the industry as "smooth, plain back." California Highways and Public Works The weight of round point shovels shall "Winner, and still champion" for Sacramento, California not exceed fifty-two (52) pounds per dozen and the weight of square point shovels shall the second successive year, of the GENTLEMEN: Please send me if pos­ not exceed fifty-four (54) pounds per dozen. State Employees Bowling League is sible a copy of California Highways The length from tip of blade to the end the Division of Highways team. and Public Works-the issue of No­ of the handle shall be not less than 59 Yz Last year the team got off to a slow inches nor more than 60 Yz inches. vember-December, 1949. The blades of the round point shovels shall start but climbed steadily all se'ason to I will appreciate it greatly if you be not less than 8* inches wide and not win. This year it was in the first divi­ will send me this issue as it is the only more than 9 inches wide, and the length shall sion at all times, but still did not clinch one missing from my more than five be not less than 11 Yz inches and not more the championship until the final match. years' collection. than 12 inches. The width of the blades of the square point shovel shall be not less than Charlie Nassi of the Highway Divi­ I . have learned more from your 9Y4 inches and not more than 9Yz inches, and sion is captain of the winning team. magazine and its contributors than I the length shall be not less than 11 Yz inches Other members are: Larry Kime, have learned in 35 years of paving and not more than 12 inches. Division of Highways, Al Strubinger experience. The shape of the handle shall conform to the dimensions shown on Table I, which and Stan Havlik, Division of Archi­ Mail it COD or any other way and table is hereby referred to and made a part tecture, and Warren Marsden, Division I will be very glad to pay for it. of these specifications. of Contracts and Rights of Way. A lawyer borrowed the missing The finish of the blade shall be black or copy to peruse the subject of con­ natural and shall be coated with a suitable a forward and downward direction through material to prevent rust while in storage. 0 tracts, decisions, etc., and lost it. an arc of seventy-five degrees (75 ) three The strap shall be polished and coated with a successive times; the blade shall show no signs Yours very truly, suitable material to prevent rust while in of cracking or permanent deformation. The U. A.BROWN storage. The handle shall be sanded and steel used in square point shovels shall be of waxed only. No painting or other finish on the same heat or chemical analysis, and shall the handle will be acceptable. be heat treated in the same manner as the PRAISE FOR AL SHIRA The lift of the shovels shall be not less round point. MOORPARK CHAMBER OF COMMERCE than 35 inches nor more than 37 inches at the (dJ-Construction.-All welds shall be pol­ P. O. Box 462 end of the handle. The lift will be measured ished to the approximate plane of the blade Moorpark, California by clamping the center of the blade to a plate. MR. CHARLES H. PURCELL plane surface at a point two inches from the The cutting edges shall be sharpened or Director of Public Works leading edge of the blade. The vertical dis­ beveled in accordance with commercial prac­ tance frorr: that plane surface to the center tice. The cutting edges of round point shovels Sacramento, California of the end of the handle shall be the lift. The shall be considered as the bottom half of the DEAR MR. PURCELL: We have had lift will be based on a shovel measuring 60 blade. All exposed metal edges, except the numerous problems here in the Simi inches from the tip of the blade to the end of cutting edges of the blade shall be smooth. Valley which have been handled effec­ the handle. The center axis of the blade shall Rough or raw edges will not be tolerated. be flat for at least seven inches from the point. Shank straps shall be flush with the handle tively by the division foreman in this Either plain step or rolled step shovels and polished. area, and we of the Moorpark Chamber shall be furnished under these specifications Rivets shall be countersunk, smoothly fin­ of Commerce agree unanimously that as called for on the purchase order. ished and polished. the improvements made on the Santa (b) Materials.-The blade shall be fabri­ The abbreviation "CAL. DIV. HWYS." cated from 16 gauge sheets of suitable alloy shall be branded on the side of the handle Susana Grade is a good example of one steel. A suitable alloy steel shall be considered between the straps in letters one-quarter inch of these problems solved. as one which has physical characteristics simi­ high. No markings within 34 inches of the It has been our observation that your lar to chromium molybdenum steel (A. I. S. I. end of the handle or on the top or bottom division foreman, Al Shira, did a 4140) or nickel-molybdenum steel properly of the shank of the handle will be permitted. heat treated to meet the hardness and flexure This provision does not prohibit the placing worthy job in managing both men and requirements as set forth in Article (c) Tests, of gummed labels on the shanks. equipment with a maximum of effi­ herein. Bidders shall submit chemical analysis ciency. Table l-Shape of Handle of proposed alloy steel to be used. The State I'm sure the people here in the Simi reserves the right to reject any bids of alloy (Referred to in Article (a) General.) steels they feel are not comparable to those Valley as well as anyone driving the listed above. Distance in inches Diameter in Toler- Santa Susana Grade does so with a The handle shall be seasoned ash, Grade from end of handle inches ance greater sense of security that was miss­ SA, as specified in the National Bureau of 2______1-9/32} ing prior to the work just completed. Standards, Simplified Practice Recommenda­ 4______1-1/8 ± 1/32 tions R 76-40. L______1-1/32 The members of the Moorpark (c) Tests.-The Rockwell Number indi­ 12... 1-1/32 Chamber of Commerce sincerely ap­ cating the hardness of the blade shall be not 16______1-1/16 preciate your local organization and less than 45C nor more than 50C. 20______1-5/32 its men. 24...______1-1/4 With the lower two inches of the blade Very truly yours, of a round point shovel held firmly gripped 30.. 1-3/8 ± 1/16 in a vise, with the face out and up, and the 34...____ .. 1-7/16 MELBA BILLINGSLEY, Secretary blade bent by forcing the handle to move in Shank .. 1-7/16 Moorpark Chamber of Commerce

and Public Works 55 ~hway Bidsand Awards for January, February, March, and April, 1950

IV, Route 8, Section A. R. Taylor Willis, Santa of Coleville, about 3.6 tlji.Ies to be graded. District January, 1950 Rosa, $2,932; Parish Bros., Benicia, $3,199; G. O. IX, Route 959. Huntington Bros., San Anselmo, ALAMEDA COUNTY-Furnishing and installing Millie Construction Co., San Rafael, $3,740; W. J $91,128; M. W. Brown, Redding, $107,861; Arthur traffic signals and highway lighting at the intersec­ Kubon, San Rafael, $3,944; Jensen and Pitts, San A. Johnson, Laguna Beach, $107,977; George Pol· tion of MacArthur Boulevard with Foothill Boule­ Rafael, $5,240. Contract awarded to Hennan Krusi, lock Co., Sacramento, $110,225; Mathews Construc­ vard and 73d Avenue in the City of Oakland. Dis­ Berkeley, $2,795. tion Co., Alhambra, $110,574; Clyde W. Wood, Inc., trict IV, Route 5. Scott-Buttner Electric Co., Inc., NAPA COUNTY - Between Foster Road and North Hollywood, $119,133; Bishop Engineering Oakland, $14,535. Spott Electrical Co., Oakland, Union Station about 3.1 miles to be graded and sur­ and Construction Co., Bishop, $127,319; Anderson $14,650; Abbett Electric Corp., Emeryville, $15,237; faced ':vith plant-mixed surfacing on crusher-run Company, Visalia, $139,774; Oilfields Trucking Co. Del Monte Electric Co., Oakland, $15,316. Contract base. District IV, Routes 8, 49, Sections A, D, Nap, and Phoenix Construction Co., Inc., Bakersfield, awarded to L. H. Leonardi ·Electrical Construction B. Rice Bros., Marysville, $239,917; C. M. Syar, $165,734; Chittenden & Chittenden, Auburn, $227,· Co., San Rafael, $13,169. Valleio, $240,056; Parish Bros., Benicia, $257,448; 628. Contract awarded to Westbrook & Pope, Sacra· mento, $88,051. ALAMEDA COUNTY-Across San Leandro Creek Granite Construction Co., Watsonville, $258,822; and the tracks of the Soutbern Pacific Company at Munn & Perkins, Modesto, $265,038; A. G. Raisch LOS ANGELES COUNTY-Across San Gabriel the south city limits of Oakland, a steel girder bridge Co., San Rafael, $267,852; Eugene G. Alves, Pitts· River on Florence Avenue, a reinforced concrete to be constructed. District IV, Route 69. Fredrickson burg, $268,372; Lee J. Immel, San Pablo, $274,347; girder bridge to be constructed. District VII, Route Bros., Emeryville, $697,790; Carl N. Swenson Co., J. R. Armstrong, E1 Cerrito, $276,242; Hanns Bros., 838. Lars Oberg, Los Angeles, $219,751; E. G. Per· Inc., San Jose, $705,610; Erickson, Phillips & Weis· Sacramento, $283,150; Chittenden & Chittenden, ham, Los Angeles, $226,223; Byerts & Sons, Los berg, Oakland, $706,917; Bates & Rogers Construc­ Auburn, $283,683; Brown-Ely Co. Contractors and E. Angeles, $227,591; Griffith Company, Los Angeles, tion Corp., San Francisco, $707,626; Frederickson & A. Forde, Corte Madera, $287,007; Oilfields Trucking $229,515; K. B. Nicholas, Ontario, $232,200; Gard· Watson Construction Co., Oakland, $707,778; J. H. Co. and Phoenb< Construction Co., Inc., Bakersfield, ner & McCall, Long Beach, $234,035; Charles Mac­ $288,779; A. Teichert & Son, Inc., Sacramento, Pomeroy & Co., Inc., San Francisco, $709,695; Closky Co., San Francisco, $238,829; Sharp & Fel­ $288,798; J. Henry Harris, Berkeley, $297,522; Underground Construction Co., Oakland, $710,534; lows Contracting Co., Los Angeles, $239,475; C. B. McGillivray Constuction Co., Sacamento, $315,968. H. W. Ruby, Sacramento, $713,394; Charles Mac­ Tuttle Co., Long Beach, $239,820; Granite Con­ Contract aY,'arded to Fredrickson Bros., Emeryville, Closky Co., San Francisco, $716,843; Granite Con­ struction Co., Watsonville, $241,227; W. J. Disteli, struction Co., Watsonville, $716,863; Johnson, Drake $239,505. Los Angeles, $243,597; J. E. Haddock, Ltd., Pasa­ & Piper, Inc., Oakland, $718,491; A. Soda & Son, SANTA CRUZ COUNTY-Furnishing and in­ dena, $243,722; Guy F. Atkinson Co., Long Beach, Oakland, $723,595; Dan Caputo and Edward Keeble, stalling traffic signal system at the intersection of $243,893; N. M. Saliba Co., Los Angeles, $249,004; San Jose, $732,419; Stolte, Inc., and The Duncanson­ Santa Cruz-Watsonville Freeway with Morrissey Anderson Company, Visalia, $259,758; Ralph A. Harrelson Co., Oakland, $736,852; Guy F. Atkinson Avenue-Pacheco Avenue in the City of Santa Cruz. Bell, Monrovia, $262,983; Spencer Webb Co., Los Co., South San Francisco, $739,907; Lew Jones Con­ District IV, Route 56. Granite Construction Co., Angeles, $265,336; Carlo Bongiovanni Construction struction Co., Inc., and Brighton Sand & Gravel Co., Watsonville, $11,097. Contract awarded to L. H. Co., Hollywood, $278,494. Contract awarded to San Jose, $748,039; Healy, Tibbitts Construction Leonardi Electrical Construction Co., San Rafael, Davies, Keusder & Brown, Los Angeles, $2 I 4,916. Co., San Francisco, $773,682; S. J. Amoroso Con­ $8,935. struction Co., San Francisco, $781,152. Contract SAN MATEO COUNTY-On El Camino Real, February, 1950 awarded to C. B. Tuttle Co., Long Beach, $680,741. between Whipple Avenue and Woodside Road in KINGS COUNTY-At junction of Routes 10 and IMPERIAL COUNTY-Across Rockwood Canal, Redwood City, furnishing and installing traffic signal 135 at the east city limits of Hanford, furnish and about 2.5 miles south of Brawley, a reinforced con­ systems and highway lighting. District IV, Route 2. install traffic signal and lighting system. District VI, crete slab bridge to be constructed and about 0.4 mile Manning & Whitaker, Inc., San Francisco, $35,642; Routes 10 and 135. Section, Han,A,A. Clinton Elec­ to be graded and surfaced with road-mb

56 California Highways rovia, $966,804; M. J. B. Construction Co., Stockton, VI, Route 1137. P. J. Moore & Son, North Sacra­ bank, $501,930. Contract awarded to Hensler Con­ $970,453; Silva & Hill Construction Co., & G. W. mento, $132,104; Anderson Company, Visalia, struction Corp., Glendale, $388,296. Ellis Construction Co., Los Angeles, $982,504. Con­ $137,932; Oilfields Trucking Co. & Phoenix Con­ IMPERIAL COUNTY-Between Ash Canal and tract :,warded to Basich Bros. & Basich Bros. Con­ struction Co. Inc., Bakersfield, $138,251; K & H South Alamo Canal, a distance of about 0.6 mile structIOn Co. & W. C. Lefever & D. Gerald Bing, San Company, Colton, $141,534; Rice Bros., Inc., Marys­ to be graded and surfaced with road-mixed surfacing Gabriel, $793,305.80. ville, $143,869; Rand Construction Co. Inc., Bakers­ on imported base material. District XI, Route 202, ORANGE COUNTY-Between south city limits field, $144,115; Nevada Constrnctors, Inc., Reno, Section C. E. S. & N. S. Johnson, Fullerton, $28,772; of Newport Beach and Myrtle Avenue in Laguna $146,534; Munn & Perkins, Modesto, $147,141; E. C. Young & Co., Bakersfield, $29,828; Mathews Beach, about 5.5 miles to be widened and surfaced Gene Richards, Inc., Fresno, $148,000; Frank T. Construction Co., Alhambra, $31,076; Claude Fisher with plant~mixed surfacing on untreated rock base Hickey, Inc., Los Angele., $151,993; Louis Biasotti Co., Ltd., Los Angeles, $35,722; Anderson Co., and on the existing pavement. District VII, Route 60, & Son, Stockton, $153,361; Valley Paving & Con­ Visalia, $36,350; James L. Miller & Sons, Los An­ Section B, Lgn B. Sully-Miller Contracting Co., Long strnction Co., Inc., Pismo Beach, $159,316; Volpa geles, $38,282; Foster & McHarg, Riverside, $46,4lO. Beach, $362,705; Griffith Co., Los Angeles, $368,226; Brothers, Fresno, $159,395; Griffith Company, Los Contract awarded to Hubbs Equipment Co., Cohon, John J. Swigart Co., Torrance, $368,716; Cox Bros. Angeles, $163,328; George Pollock Co., Sacramento, $22,399. Construction Co., Stanton, $377,790; Arthur A. John­ $173,766; Covina Construction Co., Covina, LOS ANGELES COUNTY-At the intersection son, Laguna Beach, $384,362; Matich Bros., Cohon, $178,181; Halloran & Gill, Bakersfield, $.179,909; of Sierra Highway with 10th Street, furnish and $401,020. Contract awarded to Hensler Constrnc­ Clyde W. Wood & Sons, Inc., North Hollywood, install semi-traffic actuated signal system. District tion Corp., Glendale, $345,505. $182,442; Elmer J. Warner, Stockton, $185,985; VII, Route 23, Section F. Westates Electrical Con­ LOS ANGELES COUNTY-On Ramona Freeway Madonna Construction Co., San Luis Obispo, struction Co., Los Angeles, $5,180; Clinton Electric between Macy Street and Helen Drive, highway light­ $199,852; Dicco, Inc. & Dix-Syl Constrnction Co. Corp., Los Angeles, $5,638; Paul R. Gardner, On­ ing and illuminated sign systems to be furnished and Inc., Bakersfield, $200,116. Contract awarded to tario, $5,788; C. D. Draucker, Inc., Los Angeles, installed. District VII, Route 26, Section L.A,D. Ets­ George E. France, Inc., Visalia, $123,805. $5,964. Contract awarded to Electric & Machinery Hokin & Galvan, Wilmington, $35,881; Newberry GLENN COUNTY-Across Willow Creek about Service, Inc., South Gate, $4,980. Electric Corp., Los Angeles, $36,465. Contract four miles west of State Route 45, an existing rein~ LOS ANGELES COUNTY-At the intersection awarded to Electric & Machinery Service, Inc., South forced concrete bridge to be widened. District III, of Valley Boulevard with Mountain View Road, fur­ Gate, $35,664. Route 1121. H. H. Anderson, San Leandro, $9,710; nish and install fixed time traffic signal system. Dis­ SAN DIEGO COUNTY-Metal guide posts and James H. McFarland, San Francisco, $10,758; Lord & trict VII, Route 77, Section A. Westates Electrical culvert markers. District XI, Route 2. R. E. Hazard Bishop, Sacramento, $10,993; O'Connor Bros., Red Construction Co., Los Angeles, $2,097; Paul R. Gard­ Contracting Co., San Diego, $16,391; Griffith Co., Bluff, $11,098; Gordon C. Weems, Willows, $11,470; ner Ontario, $2,256; C. D. Draucker, Inc., Los An­ Los Angeles, $16,659. Contract awarded to V. R. Chittenden & Chittenden, Auburn, $11,868; Ted gel;s, $2,385. Contract awarded to Electric & Dennis Construction Co., San Diego, $14,953.25. Schwartz, Smartville, $11,976; H. Earl Parker Inc., Machinery Service, Inc., South Gate, $2,042. Marysville, $12,392; Louis Bormolini & Son, Novato, SAN BERNARDINO COUNTY-One-half mile $12,728; J. P. Brennan, Redding, $12,780; C. O. ORANGE COUNTY-In the City of Tustin, at west of the Ontario city limit at the intersection of Bodenhamer, Redwood City, $12,889; B. S. McEl­ the intersection of D Street with Main Street, furnish Holt Avenue and Central Avenue, furnish and derry, Berkeley, $13,682. Contract awarded to Bos and install full traffic actuated signal system and install full traffic actuated signal and highway inter­ Construction Co., Oakland, $9,532. intersection lighting. District VII, Route 2. Westates section lighting system. District VIII, Route 26, Sec­ Electrical Constrnction Co., Los Angeles, $8,496; tion C. Paul R. Gardner, Ontario, $8,613; Westates Clinton Electric Corp., Los Angele., $8,993; Paul R. Electrical Constrnction Co., Los Angeles, $8,904; Gardner, Ontario, $9,411; C. D. Draucker, Inc., Lo. C. D. Drancker Inc., Los Angeles, $8,732. Contract March, 1950 Angeles, $9,643. Contract awarded to Electric & awarded to Clinton Electric Corp., Los Angeles, Machinery Service, Inc., South Gate, $8,305. $8,463. ALAMEDA COUNTY-Across Vallecitos Creek about 9 miles southwest of Livermore, a bridge to SAN BERNARDINO COUNTY-California In­ SAN BERNARDINO COUNTY-At Wheaton be repaired. District IV, Route 108, Section A. stitution for Men at Chino, about 1.2 miles, roads Wash Maintenance Station, about 36 miles east of Earl W. Heple, San Jose, $3,628; Bos Construction within the institution grounds to be graded and sur­ Baker, a metal fence to be constructed. District VIII, Co., Oakland, $3,761; Jas. H. McFarland, San faced with plant-mixed surfacing on imported base Route 31, Section P. Los Angeles Fencing Co. Inc., Francisco, $3,886; O. C. Jones & Sons, Berkeley, material. District VIII. R. A. Erwin, Colton, $20,228; Los Angeles, $3,255; Alcorn Fence Co., Los Angeles, $3,964; Dan Caputo, San Jose, $4,414; Herbert H. Ralph J. Laird, La Verne, $20,267; Hubbs Equip­ $3,394. Contract awarded to American Steel & Wire Anderson, San Leandro, $4,482; J. Henry Harris, ment Co., Colton, $20,863; A. A. Edmondson, Glen­ Co. of New Jersey (Cyclone Fence Div.), Glendale, Berkeley, $4,793; B. S. McElderry, Berkeley, $5,982. dale, $21,757; American Asphalt Paving Co., Mon­ $3,177. Contract awarded to Lew Jones Construction Co., rovia, $21,869; George Herz 6c Co., San Bernardino, VENTURA COUNTY-In the City of Oxnard at San Jose, $3,409. $22,235; Parker Engineering Co., Claremont, $23,­ the intersection of Oxnard Boulevard with Saviers CONTRA COSTA COUNTY-Between Port Chi­ 800; John J. Swigart, Torrance, $23,975; Cox Bros. Road-Wooley Road, traffic signal system and inter­ cago Road and Pittsburg, about 4.5 miles to be Construction Co., Stanton, $25,092; A. Teichert &; section lighting to be furnished and installed. Dis­ graded and surfaced with plant-mixed surfacing on Son, Inc., Sacramento, $25,130; Bonadiman-McCain, trict VII, Route 60. Electric & Machinery Service, existing pavement and on cement treated base, a Inc., Los Angeles, $25,540; Boulder Constrnction Inc., South Gate, $11,992; C. D. Draucker, Inc., Los curbed central dividing strip and two reinforced con­ Co., Van Nuys, $26,154; Dimmitt & Taylor, Mon­ Angeles, $12,718; Paul R. Gardner, Ontario, $12,953; crete bridges to be constructed to provide a four-lane rovia, $26,593; Griffith Co., Los Angeles, $28,608. C.J.D. Construction Co., Oxnard, $13,766. Contract divided highway. District IV, Route 75, Section F. Contract awarded to Matich Bros., Cohon, $18,714. awarded to Westates Electrical Construction Co., Los United Concrete Pipe Corp., Baldwin Park, $853,­ SAN JOAQUIN COUNTY-Between Mariposa Angeles, $11,937. 223.95; Fredrickson Bros., Emeryville, $871,123; Road and Calaveras River and at D Street, furnishing YOLO COUNTY-On the Yolo Causeway, furnish Fredrickson & Watson Construction Co., Oakland, and installing highway lighting at seven intersections and install highway lighting system. District III, $880,806; Dan Caputo & Edward Keeble, San Jose, and two interchange areas. District X, Routes 4, 5, Route 6, Section B. Del Monte Electric Co., Oakland, $912,457; Guy F. Atkinson Co., South San Francisco, Sections E, Stkn, C, Stkn. R. O. Ferguson Co., $31,942; Manning & Whitaker, Inc., San Francisco, $923,923; H. Earl Parker Inc. & N. M. Ball Sons, Visalia, $21,487; Curtis Electric Co., Stockton, $22,­ $32,266; Collins Electrical Co., Stockton, $32,666; Berkeley, $965,564; Lord & Bishop & M. J. B. Con­ 178; CoUins Electric Co., Stockton, $22,888; L. H. Wismer & Becker, Sacramento, $32,790; Reliable struction Co., Sacramento, $992,865; Harms Bros., Leonardi Electric Construction Co., San Rafael, $22,­ Elevator Works, Sacramento, $35,054; Abbett Elec­ Sacramento, $1,036,426; Charles L. Harney, Inc., 987; Ets-Hokin & Galvin, Stockton, $25,479. Contract tric Corp., Emeryville, $35,378; R. Goold & Son, San Francisco, $1,244,866. Contract awarded to awarded to R. Goold & Son, Stockton, $20,985. Stockton, $36,720; ·Luppen & Hawley, Inc., Sacra­ Parish Bros., Benicia, $815,811.25. ORANGE COUNTY-Gn Santa Ana Freeway be­ mento, $37,116; Karl F. Stohing, Santa Rosa, IMPERIAL COUNTY-In the City of Brawley at tween 0.2 mile southeast of Euclid Avenue and $37,185; Spott Electrical Co., Oakland, $41,456; the intersections of Main Street with First Street State Highway Route 2 at Miraflores, about 2.9 Scott-Buttner Electric Co. Inc., Oakland, $47,985; and with Sixth Street, traffic signal systems and miles, a new two-lane roadway parallel to portions Underground Electric Construction Co., Oakland, intersection lighting to be furnished and installed. of the existing roadway to be graded and paved with $52,335; L. H. Leonardi Electric Construction Co., District XI, Routes 26, 187. Ed Seymour, Long asphalt concrete on cement treated base, the portion San Rafael, $53,449. Contract awarded to Grason Beach, $11,828; Ets Hokin & Galvan, San Diego, through Anaheim to be widened on both sides and Electric Co., Sacramento, $29,749. $12,098. Contract awarded to Westates Electrical paved with asphalt concrete on existing pavement and Construction Co., Los Angeles, $11,432. new cement treated base and outer highways to be F. A. S. County Proiects IMPERIAL COUNTY-Between two miles north­ graded and surfaced with plant-mixed surfacing on west of Niland and Riverside county line, about untreated rock base, to provide a four-lane divided KERN COUNTY-Brundage Lane, between Union 21.8 miles to be graded and surfaced with road­ highway with outer highways. District VII, Route Avenue and Fairfax Road, about four miles to be mixed surfacing on imported base material. District 174. John J. Swigart Co., Torrance, $312,200; graded and surfaced with plant-mixed surfacing on XI, Route 187, Sections F, G. Dimmitt & Taylor, Sully-Miller Contracting Co., Long Beach, $315,116; untreated rock base. District VI, Route 575. Griffith Monrovia, $420,783; Arthur A. Johnson, Laguna J. E. Haddock, Ltd., Pasadena, $332,772; Peter Company, Los Angeles, $132,222; Rand Construc­ Beach, $421,146; Peter Kkwit Sons Co., Arcadia, Kiewit Sons Co., Arcadia, $345,565; Basich Bros. tion Co. Inc., Bakersfield, $133,949; Rice Brothers, $439,157; E. L. Yeager Co., Riverside, $449,697; Construction Co. & Basich Bros., San Gabriel, $358, Marysville, $179,884; Contract awarded to Oilfields Anderson Co., Visalia, $454,356; Cox Bros. Constrnc­ 555. Contract awarded to Griffith Co., Los Angeles, Trucking Co. & Phoenix Construction Co. Inc., tion Co., Stanton, $454,549; Claude Fisher Co., $308,228. Bakersfield, $130,254. Ltd., Los Angeles, $455,359; R. P. Shea Construc­ ORANGE COUNTY-On Santa Ana Freeway, TULARE COUNTY-On Lovers Lane, between tion Co., Indio, $469,701; Clyde W. Wood & Sons, between Los Angeles county line and 0.2 mile State Route 134 and six miles north, about 6.0 miles Inc., North Hollywood, $470,250; Basich Bros. Con­ southeasterly of Euclid Avenue, about five miles in to be graded and surfaced with road-mixed surfacing struction Co. & Basich Bros., San Gabriel, $475,578; length, a new two-lane roadway to be graded and on cement treated imported base material. District R. T. Reynolds & Thomas Construction Co., Bur- surfaced with asphalt concrete on cement treated

and Public Works 57 base; portions of the eXIstIng pavement to be re­ tended and roadbed to be widened. District III, Route 57, Section B. Griffith Co., Los Angeles, $37,­ surfaced with asphalt concrete; shoulders to be Route 3, Section D. Wm. E. Thomas Construction 738; Oilfields Trucking Co. & Phoenix Construction constructed of untreated rock surfacing and bitumi­ Co., Sacramento, $30,967; C. O. Bodenhamer, Red­ Co., Inc., Bakersfield, $39,091; Halloran & Gill, Ba­ nous surface treatment applied thereto; and outer wood City, $33,084; O'Connor Bros., Red Bluff, kersfield, $40,078; California Fresno Asphalt Co., highways to be constructed to provide a four-lane $37,631; Baker Trucking Co. & Gordon C. Weems, Fresno, $42,850; Louis Biasotti & Son, Stockton, divided highway. District VII, Route 174, Section A. Hamilton City, $38,900; Liston Ehom, Red Bluff, $43,809; Browne & Krull, Hayward, $44,350; Rex­ Griffith Co., Los Angeles, $488,040; Peter Kiewit $39,752; Louis Bormolini & Son, Novato, $41,610; roth & Rexroth, Bakersfield, $46,345; Valley Paving Sons Co., Arcadia, $514,167; Cox Bros. Construc­ Robert Taylor, Oroville, $42,148; J. P. Brennan, & Construction Co., Inc., pismo Beach, $46,485; E. S. tion Co. & J. E. Haddock, Ltd., Pasadena, $516,891; Redding, $55,382. Contract awarded to Minton & & N. S. Johnson, Fullerton, $48,625; Dicco, Inc., Ba­ Basich Bros. Construction Co. & Basich Bros., San Kuban, San Francisco, $27,361. kersfield, $55,214; Covina Construction Co., Covina, Gabriel, $578,498. Contract awarded to Sully-Miller CONTRA COSTA COUNTY -In the City of $55,720. Contract awarded to Rand Construction Co., Contracting Co., Long Beach, $466,258. Richmond, at Rust Drain, a reinforced concrete cul­ Inc., Bakersfield, $32,445. SAN BERNARDINO COUNTY-At Wbeaton vert to be constructed and a detour to be graded and KINGS COUNTY - Between 0.2 mile and 5.2 Wash Maintenance Station, three cottages to be con­ surfaced and later obliterated. District IV, Route 69. miles north of Kettleman City, about 5 miles in structed. District VIII, Route 31, Section P. Con­ J. R. Armstrong, El Cerrito, $30,496; J. Henry Har­ length, constructing a graded roadbed, placing im­ tract awarded to The Mahoney-Morrison Co., Sun­ ris, Berkeley, $32,913; Minton & Kuban, San Fran­ ported borrow and imported base material and apply­ land, $25,000. cisco, $32,991; B. S. McElderry, Berkeley, $41,632. ing bituminous surface treatment and seal coats. SAN BERl,

58 California Highways trict VII, Mecham & Route 2, Secrion C. Granite to Route 174, Section B• M. S. Construction Co., Wat- 603. Contract awarded Mercer Fraser Co. & Mercex Sons, Co., sonville, $89,193; Valley South Gate, X32,574; Vido Kovacevich Paving and Construction Fraser Gas Co., Inc., Eureka, $203,177. South $34,- Co., Inc., Pismo Beach, Gate, $33,255; Jesse S. Smith, Glendale, $89,548; G. W. Ellis Con- INYO COLiNTY-Between Little Lake and 3 052; strucrion Warren Southwest, Inc., Torrance, $34,172; Co., Noith Hollywood, $89,705; Ted F. miles north, about 2.4 miles to be goaded and sur- Grii~ith Paving Baun, Co., Los Angeles, $34,516; Vernon Fresno, $103,065; J. R. Armstrong, El Cer- faced with road-mixed surfacing on imported base Co., Inc., awarded rito, Los Angeles, X35,128. Contract $106,842; Harms Bros., Sacramento, $114,495; material. District IX, Route 23, Secrion G. Browne to C. O. Co., Los Brown-Ely Sparks, Inc., & Mundo Engineering Co. Contr. & E. A. Forde, Corte Madera, & Krull, Hayward, $21,568; Westbrook &Pope, Sac- Angeles, $32,395, $115,841; Rand Construction Co., Inc., Bakersfield, ramento, $21,613; Arthur A. Johnson, Laguna $121,213; J. MENDOCINO COUNTY-Between Bacon Gulch Henry Harris, Berkeley, $122,877; Beach, $22,973; R. A. Erwin, Colton, $23,772; Oil- and one-thud mile north of Signal Port Creek, about Madonna Construction Co., San Luis Obispo, $124,- fields Trucking Co. &Phoenix Construction Co., Inc., 800. 0.8 mile to be graded and surfaced with road-mixed Contract awarded to Rice Bxos., Inc., Marysville, Bakersfield, $24,751; E. S. & N. S. Johnson, Fuller- surfacing on imported base material. District I, Route X84,865. ton, $26,888; Roland T. Reynolds, Anaheim, $27,- 56, Section A. Harold Smith, St. Helena, $98,981; ORANGE COIIATTY- In the City of San Cle- 367; Bishop Engineering & Consriuction Co., Bishop, O'Connex Bxos., Red Bluff, $101,256; C. M. Syar, inente, between mile 1.77 at Avenida Valencia and X30,001; The Boulden Construcrion Co., Van Nuys, Vallejo, $101,674; Eugene G. Alves, Pittsburg, mile 3.89, about 2.1 miles to be surfaced with plant- $30,066; Rand Constxucrion Co., Inc., Bakersfield, $104,700; Louis Biasotti &Son, Stockton, $106,457; mixed surfacing. District VII, Route 2. Griffith Co., $32,257; Dix-Syl Construction Co., Inc., Bakexs- John Burman & Sons, Eureka, $109,920; R. B. Los Angeles, $46,183; John J. Swigaxt Company, field, $34,861. Contract awazded to Halloran &Gill, Guerin & Co., South San Francisco, $113,608; Chit- Torrance, $46,208; Cox Bros. Construction Co., Stan- Bakersfield, x^20,919. tenden & Chittenden, Auburn, $114,143; Fredrickson ton, $54,331; R. P. Shea Co., Indio, X57,279; Peter IMPERIAL COLiNTY-Between Holtville and & Watson Construction Co., Oakland, $129,262; Kiewit Sons' Co., Arcadia, $57,690. Contract Calipatria, porrions about 7.4 miles to be surfaced Miles &Bailey, Madera, $158,892. Contract awarded awarded to Sully-Miller Contracting Co., Long Beach, with road-mixed surfacing on imported base mate- to Arthur B. Sixi, Inc., Santa Rosa, $97,905. X39,603. rial. District XI, Route 187, Secrions B,C,D. Bent MENDOCINO GOLiNTY - At Salmon Creek ORANGE COIINTY - On Huntington Beach Constiucrion Co., Los Angeles, $74,300; A. A. Ed- about 20 miles south of Foxt Bragg, about one mile Boulevard, between Garfield Avenue and 23d Street, mondson, Glendale, $74,832; E. C. Young & Co., to be graded, road-mixed surfacing to be constructed about 5.4 miles to be graded and surfaced with plant- San Fernando, $75,780; Roland T. Reynolds, Ana- on cement treated imported base material and seal mixed surfacing. District VII, Route 171, Section A. heim, $76,869; Dimmitt &Taylor, Monrovia, $84,- coats applied. District I, Route 56, Section D. Harold M. S. Mecham &Sons, South Gate, $138,824; Cox 440; Covina Construcrion Co., Covina, $89,908. Smith, St. Helena, X106,045; Close Building Supply, Bros. Construction Co., Stanton, $139,550. John J. Contract awarded to Arthur A. Johnson, Laguna Hayward, $107,648; Harms Bros & C. M. Syar, Sac- Swigart Co., Torrance, $139,991; Peter Kiewit Sons' Beach, $71,770. xamento, $109,603; Chittenden & Chittenden, Au- Co., Arcadia, $153,882; Griffith Co., Los Angeles, IMPERIAL COLiN'TY-Between Midway Wells burn, $112,498; O'Connor Bros., Red Bluff, $115,- $154,176; Basich Bros. Construction Co. & Basich and the Colorado River, portions about 9.7 miles in 314; John Burman &Sons, Eureka, $116,390; Eu- Bros., San Gabriel, $158,503. Contract a~~arded to length to be surfaced with road-mixed surfacing. gene G. Alves, Pittsburg, $121,786; R. B. Guerin & Sully-Miller Contracting Co., Long Beach, $131,538. District XI, Route 27, Sections A,B. Arthur A. John- Co., South San Francisco, $126,446; Fredrickson & SA1~T BERI~TARDINO COUNTY- Between San son, Laguna Beach, $63,120; Dimmitt & Taylor, Watson Construction Co., Oakland, $129,878. Con- Antonio Avenue and Corona Street in the Monrovia, $72,685; E. C. Young & Co., San Fex- uact awarded to City of Arthur B. Siri, Inc., Santa Rosa, Ontario, about 2.7 miles, existing nando, $75,360; Covina Construction Co., Covina, $104,198.50. pavement to be resurfaced with plant-mixed surfacing. District VIII, $78,729; Clyde W. Wood &Sons, Inc., North Holly- MERGED COL7NTY-Between 10.4 miles east of Route 26. R. A. Erwin, Colton, $39,910; Griffith Co., wood, $79,210. Contract awarded to E. S. & N. S. Los Banos and San Joaquin River, about 5.3 miles to Los Angeles, $41,133; Matich Bros., Colton, $41,200; Johnson, Fullerton, $57,166. be surfaced with plant-mixed surfacing on untreated Vido Kovacevich Co., South Gate, $42,525; Ameri- LOS ANGELES COUNTY-On Olympic Boule- rock base. District X, Route 32, Section C. P. J. can Asphalt Paving Co., Monrovia, $46,970; Cox vazd, betv✓een Lemon Street and Boyle Avenue in Moore &Son, North Sacramento, $154,245; M. J. Bros. Construction Co., Stanton, $47,448; Peter Kie- Los Angeles, about 0.7 mile, exisring pavement to be Ruddy &Son, Modesto, $155,586; Granite Constxuc- wit Sons' Co., Arcadia, $48,436; Warren Southwest, surfaced with plant-mixed surfacing. District VII, tion Co., Watsonville, $156,823; Frank B. Mazks, Jr., Inc., Torrance, $48,719. Contract awarded to George Route 173. C. O. Sparks, Inc., & Mundo Enaneering Newman, $167,990; J. R. Armstrong, El Cerrito, Herz & Co., San Bernardino, $39,234. Co., Los Angeles, $17,069; Vido Kovacevich Co., $174,277; Volpa Bros., Fresno, $175,220; Fxedrick- South Gate, $17,734; SAN BERATARDIATO COIINTY-Highland Ave- M. S. Mecham &Sons, South son Bros., Emeryville, $177,192; Rand Construction Gate, $17,823; nue between 0.1 mile west of Riverside Avenue and Warren Southwest, Inc., Torrance, Co., Inc., Bakersfield, $180,538; Fredrickson-Watson $18,338. Contract 0.1 mile west of Cajon Creek, about 1.0 mile to be awarded to Griffith Co., Los Construction Co., Oakland, $189,173. Contract Angeles, graded and surfaced with plant-mixed surfacing. Dis- $16,491.70. a~~arded to Valley Paving & Construction Co., Inc., trict VIII, Route 190, Section B. George LOS ANGELES COIINTY- Across Rio Hondo Pismo Beach, $153,595. Hexz & Co., San Bernardino, $39,995; E. L. Yeager Co., River- Channel, on Anaheim-Telegraph Road, a structural MERGED COIINTY-Across San Joaquin River side, $40,428; Matich Bros., Colton, $41,178; K & H steel beam bridge on conc=ete and treated timber pile about 6 miles east of Gustine, a reinforced concteYe Co., Colton, $42,459. Contrace awarded to R. A. bents and approaches between Gage Avenue and slab bridge to be constructed and about 0.6 mile of Erwin, Colton, $36,583. Tweedy Lane to be constructed. District VII, Route roadway to be graded and surfaced with plant-mixed 166, Section A. Oberg B=os. Construction Co., Ingle- SAN DIEGO COUNTY-Between Del Maz and surfacing. District X, Route 122, Secrion A. J. R. ~~ood, $244,629; E. G. Perham, Los Angeles, $244,- San Onofre, portions about 11.2 miles in length to Tout Co., Inc., Fresno, $103,605; C. B. Tuttle Co., 997; J. E. Haddock, Ltd., Pasadena, $247,786; be surfaced with plant-mixed surfacing and seal coats C. B. Long Beach, $104,574; Thomas Construcrion Co., Tuttle Co., Lonn Beach, $250,798; applied. District XI, Route 2, Sections A,B4Ocn,D. GrifSth Co., Los Burbank, $105,274; Chas MacClosky Co., San Fran- Angeles, $254,153; K. B. Nicholas, Ontario, R. P. Shea Constxucrion Co., Indio, $199,305; Peter $257,- cisco, $109,719; Fredrickson &Watson Construcrion 112; W. J. Disteli, Los Anbeles, $257,629; Kiewit Sons' Co., Arcadia, $208,914; G. W. Ellis Byerts & Co., Oakland, $110,939; E. G. Perham, Los Angeles, Sons & Geo. K. Thatcher, Los Angeles, Construction Co., North Hollywood, $222,572; R. E. $259,014; $112,396; Dan Caputo 3c Edw. Keeble, San Jose, Chas. MacClosky Co., San Francisco, Hazard Cont=acting Co., San Diego, $254,677. Con- $259,878; $112,417; Lew Jones Construction Co., San Jose, Ralph A. Bell, Monrovia, $262,350; Guy tcact awarded to Griffith Co., Los Angeles, $172,724. F. Atkin- X114,895; M. A. Jenkins, Sac=amento, $114,904; son Co., Long Beach, $264,524; Carlo Bongiovanni EL DORADO COUNTY-Between Erickson, Phillips & Weisbert, Oakland, X115,830; one-half mile Construction Co., Los Angeles, $270,763. Contract west and one-half mile east of South Fork American Granite Construction Co., Watsonville, $120,100; awarded to Macco Corp., Pazamount, $242,593. River near Lotus, about one mile of roadway to be F. W. Case Co., Van Nuys, X126,356. Contract LOS ANGELES COUNTY-At graded and bituminous surface treatment applied the intersection of awarded to H. W. Ruby, Sacramento, $102,496. Carson Street ~~ith Clark Avenue, thereto and a structural steel girder bridge with xein- furnish and install MODOC traffic signal system and highway COUNTY-Between Toms Creek and forced concrete deck to be constructed. District III, lighring. District Cedarville, about VII, Route 175, Section A. 8.9 miles to be graded and sur- Route 65, Section B. Fredrickson Bros., Emeryville, Electric & Machinery faced with plant Service, Inc., South Gate, -mixed surfacing on cement treated $189,590; Al Erickson & Co. and Hunington Bros., $8,193; Ed Seymour, Long base. District II, Beach, $8,495; Clinton Route 28, Section C. Harms Bros., \Tapa, $192,584; H. W. Ruby, Sacramento, $193,- Electric Corp., Los Angeles, Sacramento, $8,578. Contract $331,183; A. Teichext &Son, Inc., Sac- 631; t12. A. Jenkins & R. E. Hertal, Sacramento, awarded to Westates Electrical ramento, Construction Co., $337,051; Clements & Co., Hayward, X197,754; Chittenden & Chittenden & B. S. McEl- Los Angeles, $8,096. X337,619; McGillivray Constmcrion Co., Sacra- deny, Auburn, $201,917; Fredrickson & Watson MONO COIIATTY-Between one mile north of mento, $338,735; Fredrickson & Watson Construc- Construction Co., Oakland, $205,000; GLanite Con- Grant Lake and junction with Route 23, about 1.5 tion Co., Oakland, $370,807. Contract awarded to strucrion Co., Watsonville, $208,032; Lord &Bishop, miles to be baded and surfaced with road-mixed Rand Construction Co., Inc., Bakersfield, $303,851. Sacramento, x^215,045; Piombo Constzucrion Co., surfacing. District IX, Route 111, Section A. Ken MONTEREY COUNTY-Between Spence LTnder- San Francisco, $204,962; G. M. Can & Bati Rocca, Lowe, San Bernardino, $25,278; Steele & Easton, pass and two miles south of Salinas, about 2.4 miles Santa Rosa, $220,856; Elmer J. Warner, Stockton, Sacramento, $26,730; Browne and I{rull, Haycvaxd, to be graded and surfaced with plant-mixed surfacinb $225,539; O'Connor Bros., Red Bluff, $230,780; X28,847; Halloran &Gill, Bakersfield, $29,758; Dix- Syl on cement treated base. District V, Route 2, Section Charles MacClosky, San Francisco, $234,732. Con- Construction Co., Inc., Bakersfield, $31,526; B. Rice Bxos., Inc., Marysville, $209,289; Ted F. tract awarded to Thomas Construction Co., Burbank, Bishop Engineering & Construction Co., Bishop, Baun, Fresno, $212,442; Fredrickson &Watson Con- X188,891.50. $32,957; Downer & Eckley, Reno, $38,846. Con- tract awarded to stmcrion Co., Oakland, $239,574; Madonna Con- HLTMBOLDT COLiNTY- Westbrook & Pope, Sacramento, Between 0.5 mile $24,471. struction Co., San Luis Obispo, $239,644. Contract south of Stone Lagoon Summit and one mile south of awarded to Granite Construction Co., Watsonville, Orick, about 3.8 miles to be surfaced with plant- ORANGE COUNTYIn the City of South $191,842. mixed surfacing on cement treated base. District I, Laguna, at the intersection of Pacific Coast High- MONTEREY COLTNT'Y-Between Gonzales and Route 1, Section J. N. M. Ball Sons, Berkeley, $211,- way with Third Avenue, tragic signal system and Chualar, about 4.9 miles to be surfaced with plant- 432; Harms Bros. & C. M. Syar, Sacramento, $213,- intersecrion lighting to be furnished and installed. mixed surfacing and seal coats applied. District V, 805; Piombo Construction Co., San Francisco, $242,- ...Continued on page 62 and Public Works 59 DOES A LONG-TIME PLANNING PROGRAM PAY DIVIDENDS?

Five-year Program The approved planning program sets This paper was presented by J. C. Under our procedure the first step in up the list of projects for which the dis­ Womack, Planning Engineer, Divi­ setting up an actual program of projects tricts are authorized to develop detailed sion of Highways, at the Second design. California Institute on Street and to be considered for construction or for Highway Problems held in Los An­ the purchase of rights of way is the Project Reports geles. preparation by the advance planning Projects included in approved five­ sections in the district offices, of a five­ year planning programs are now ready year planning program. These pro­ for the preparation of what we call grams are a continuing process and are our "project reports." These project THE QUESTION before us almost answers prepared each year for the subsequent reports which are prepared by the dis­ itself. Long-time programs are essential five-year period. The first year of each tricts, are actually a thorough recon­ to the operation of any successful busi­ of these periods is our tentative list of naissance report of a proposed im­ ness. A successful street or highway projects to be considered for inclusion provement carried out to consistent program likewise requires a long-time in our current budget recommendation conclusions and recommendations. plan and we in the California Division to the California Highway Commiss­ of Highways agree that a long-time sion. An outline for a typical project re- highway planning program pays divi­ port is as follows: An estimate of the probable total dends. 1. General description; revenue that will be available for con­ 2. Origin of project; There are three major considerations struction and the purchase of right of 3. Justific·3tion and tenefits; that make long-rangeplanning not only way for each of the succeeding years of A. Traffic warrants; desirable but absolutely essential in our the five-year period is furnished each B. Economic benefits; work: of the districts, and upon the basis of C. Structural warrants; 4. Right of way; these figures a list of projects is pre­ 1. The magnitude of the job of 5. Conclusion; bringing our state highways to accept­ pared. 6. Recommended action; able modern standards; Costs Distributed 7. Data to accompany report; A. Estimate of cost; 2. The complex and extensive detail Each project is located specifically B. Soils and material data; that is required to prepare modern between named termini within a coun­ C. Over·all map of project; highway projects for contract; and ty and is carefully estimated as to cost D. Typical section; for the purchase of rights of way and E. Schematic drawings including tentative inter­ 3. The limitations of law which re­ section treatment; quire that our funds be distributed for actual construction. These costs are F. Traffic charts and accident data; among the several counties of the State then distributed with respect to fiscal G. Photographs. years on the basis of the work that is in compliance with the formula estab­ Long-time Plan Pays lished by the so-called Mayo amend­ contemplated for those fiscal years. On ment to the Collier-Burns Highway major projects the funds necessary for Each project report that is submitted Act of 1947. the purchase of rights of way may be to headquarters is subject to review and spread over one or more years preced­ comments from the various interested Critical Deficiencies ing the start of construction; also the departments and to the final approval cost for actual construction may be In preparing for the legislation which of the State Highway Engineer. This resulted in the Collier-Burns Highway spread over more than one year, de­ orderly analysis of all proposed high­ Act of 1947 a list of critical deficiencies pending on the type and size of the way undertakings insures a full presen­ existing on our state highways was project. tation of the objectives sought, a proper compiled by the Division of Highways. Headquarters Approval determination on location and stand­ A program based on the elimination of These five-year planning programs, ards, a reliable estimate of cost and a these deficiencies is the core of our when completed by the districts, are definite understanding as to the pro­ long-range planning. To meet and ac­ forwarded to Sacramento for prelimi­ cedure. Moreover, it results in estab­ complish this long-range plan in an nary .I'eview by the headquarters plan­ lishing consistent standards and policies orderly manner advance planning sec­ ning section. During January of each for all routes and, of considerable im­ tions have been established in our head­ year a conference is held in Sacramento portance, it builds up a record which quarters office in Sacramento and in the with representatives of each district to in time will constitute a coverage of 11 district offices whose function it is discuss the program that they have sub­ all routes and present the background to conduct each individual project mitted. The agreements and under­ for ascribing correct priorities for fu­ from its inception up to a point where standings reached at these meetings are ture financing. it can be turned over to the design sec­ presented to the State Highway Engi­ Experience is conclusive, to us, that tion for detailed designing. neer for his consideration and approval. long-time plans pay dividends.

60 California Highways the l~~~:::==' Out or MaiBag

WE LIKE THIS DOING GOOD WORK HAVANA UNIVERSITY Surrey Hills F. H. BEN HARD HAVANA, CUBA Public Relations Manager MELBOURNE, AUSTRALIA Nevada U. S. 40 Highway Assn. CALIFORNIA HIGHWAYS AND PUBLIC WORKS California Highways and Public Works COLFAX, CALIFORNIA Sacramento, California Sacramento, California MR. KENNETH C. ADAMS, Editor GENTLEMEN: Again I have pleas­ DEAR SIRS: I am grateful for my con­ California Highways and ure in thanking you for mailing me tinued reception of your journal, and Public Works your valuable magazine California hope that I may remain on your mail­ Sacramento, California Highways and Public Works, which ing list. DEAR MR. ADAMS: I am enclosing Your courageous progress is an inspi­ I always look over carefully and from postcard asking to be retained on your which I take many clippings. ration to us here. My co-readers and mailing list, and am taking this occa­ self congratulate you on it. sion to express to you our association's Yours very truly, We look forward to the receipt of great appreciation and admiration for JOSE R. SUST each journal, and take pride in your Assistant Professor of Streets :achievements. your very interesting and compre­ hensively informative publication. and Highways, School of Yours sincerely, You are probably familiar with the Engineering, University ARTHUR O. GYLES fact that the Nevada U. S. 40 Highway of Havana Association not only concerns itself with all highways leading to Utah, OLD SUBSCRIBER ROAD CONSCIOUS Nevada and Northern California, but 1210 Diana Road also with other surface transportation SANTA BARBARA CAMP AND TRAIL CLUB systems which bring business and tour­ OAKLAND, CALIFORNIA ist trade to the area between the California Highways and Public Works KENNETH C. ADAMS, Editor Rockies and the Sacramento Valley. Sacramento,California California Highways and Public Works Thank you for your numerous GENTLEMEN: This past year was the Sacramento, California courtesies. tenth year I have received California Highways and Public Works. Ten SIR: The members have asked me to Very truly yours, write and thank you for the California years ago I was a student in school Highways and Public Works magazine F. H. BENHARD when I ran across a copy in the school that you have been sending to us. We library. At that time I was majoring in want you to know that we enjoy this civil engineering. A lot has happened magazine and that we are now "road APPRECIATION since then. conscious," which we never were be­ 91 Browett Road There was a war; then after I came fore we received it. COUNDON,COVENTRY,ENGLAND back I switched my major to business. Now I am a traveling salesman; there­ After I am sure that every member California Highways and Public Works fore I am still very much interested in has read the magazine, I mail it to a Sacramento, California cousin in Northern Ireland. He works our highways. on the roads there and is always glad to DEAR SIRs: Thank you very much I probably have the distinction of receive the magazine. indeed for putting my name on your being one of your youngest subscrib- . So we hope that you will keep us on mailing list for your magazine. I have ers. I am now 24, which would make your mailing list. received two copies so far and have me just 14 when I received the first found them interesting in every way, copy of the magazine. Thanking you, I remain, especially as I am an architectural stu­ There will be many more 10 years WILLIAM F. NEVIN dent here in Coventry, England. for me; hope there will be for you. Secretary, Camp and Trail Club Yours sincerely, Sincerely, Chapter No.3 LESLIE A. COCKERILL BILL EVERETT. and Public Works 61 per building "site." (See Section D of Auburn Study Map.) Bids and Awards Continued from page 6 ... The existence of miles of undevel­ Continued from page 59 .•• The sections labeled A and B on the oped property of this type along the District VII, Route 60, Section C. Westates Electri­ highway had apparently held down cal Construction Co., Los Angeles, $3,884; Electric map are the centers of business activi­ & Machinery Service, Inc., South Gate, $4,151. ties in the City of Auburn and here the value of the property for a poten­ Contract awarded to Clinton Electric Corp., Los tial commercial use, much as is true Angeles, $3,845. exist the highe;t property values. Sec­ ORANGE & RIVERSIDE COUNTIES-Be­ tion B is along the route of the former along the highways throughout the tween 1.7 miles west of Orange County iine and State. It is evident that all of the high­ Corona, about 4.9 miles to be graded and surfaced highway, while Section A is just off with plant-mixed surfacing on cement treated base way frontage available can not be and existing surfacing. District VIII, Route 43, the main through lanes of travel. It is Sections B,A. Griffith Co., Los Angeles, $446,879; in the first block along Section A profitably developed into commercial R. A. Erwin, Colton, $450,497; R. P. Shea Con­ property in the foreseeable future. struction Co., Indio, $465,108; E. L. Yeager Co., (Lincoln Way) that the 100 percent Riverside, $466,125; A. Teichert & Son, Inc., Sac­ locations exist. The very remoteness of this poten­ ramento, $478,665; Basich Bros. Construction Co. & tiality has reasonably held down the Basich Bros., San Gabriel, $486,013; Cox Bros. Con­ struction Co. & J. E. Haddock, Ltd., Pasadena, $497,· New Buildings values. 142; N. M. Ball Sons, Berkeley, $579,536. Contract Residential Development awarded to Peter Kiewit Sons' Co., Arcadia, $444,­ It is interesting to note that the 857.10. very best business locations were not Considered for residential develop­ SAN FRANCISCO COUNTY-In the City and County of San Francisco at State Highway building, fronting on the highway, but rather ment, this section of superseded high­ parking areas and service area, including sidewalks, slightly removed therefrom. Appar­ way has shown a marked improvement curbs, fences, drainage facilities and lighting, to be constructed and installed. District IV. O. C. Jones ently the heavy traffic along the high­ in desirability, if not any substantial & Sons Co., Berkeley, $19,373; The Lowrie Paving way had hampered business growth increase in value. Probably this is due Co., Inc., San Francisco, $19,413; Eaton & Smith, San Francisco, $22,839; J. Henry Harris, Berkeley, along High Street (Section B) so that to the removal of 78 percent of the $27,020; Minton & Kubon, San Francisco, $27,438; traffic from this section of the road­ The Fay Improvement Co., San Francisco, $27,499; it was not until after freeway construc­ Contract awarded to Chas. L. Harney, Inc., San tion began and the prospect of through way and removal of almost all of the Francisco, $19,326.20. traffic removal became a certainty heavy though truck traffic. SAN BERNARDINO COUNTY-In the City of Redlands, between north city limits and Route 26, that new retail business building began. Most traffic from the highway enter­ and .between Orange Street and east city 1i~ts, ing the City of Auburn now uses one about 4.4 miles to be surfaced with plant-mixed sur­ The new Livingston Building, housing facing. District VIII, Route 190. Matich Bros., complete modem shopping facilities, of the approaches near the business Colton, $28,825; R. A. Erwin, Colton, $29,457. Contract a,"rarded to George Herz & Co., San Ber­ pictured herein was built during this district. nardino, $27,325.50. period along the fornler highway. Having discovered that the retail sales SAN DIEGO COUNTY-Between Miramar and in Auburn are up well above the logical Lake Hodges, about 11.8 miles to be surfaced with Section C of the map is the historic plant-mixed surfacing and seal coats applied. District original section of Auburn existing expectancy since opening the freeway, XI, Route 77, Sections A,B. Griffith Co., Los today much as it did during the mining that parking meter returns have increased, Angeles, $215,884; Cox Bros. Construction Co., and that the drop in traffic along the city's Stanton, $236,993; Clyde W. Wood & Sons, Inc., days before 1900. Some of the old North Hollywood, $238,403; R. P. Shea Construc­ buildings built in this early era, still main street has corresponded almost ex­ tion Co., Indio, $261,403. Contract awarded to actly with the traffic drop along the high­ Peter Kiewit Sons Co., Arcadia, $207,943. business-occupied, are pictured in these SAN JOAQUIN COUNTY-Four miles east of way, and assuming the obvious-that all Terminous, about 0.3 mile to be graded and surfaced pages. The narrow, crooked street highway traffic does not now pass with plant-mixed surfacing. District X, Route 53, shown is the westerly entrance to Section C. M.J.B. Construction Co., Stockton, $24,· through the city-our inevitable conclusion 235; A. Teichert & Son, Inc., Sacramento, $27,042; Auburn and formedly carried all U. S. is that shoppers from the surrounding Eugene G. Alves, Pittsburg, $27,065; Louis Biasotti Highway 40 traffic headed eastward areas who had formerly traded elsewhere & Son, Stockton, $28,027; Tyson & \i\Tatters, Inc., Sacramento, $32,073. Contract awarded to Claude or westward. Properties in this section are now patronizing Auburn merchants. C. Wood Co., Lodi, $23,777.10. have not changed hands for many The fact that over-all retail sales dis­ SANTA CLARA COUNTY-At various locations played such a marked increase also indi­ between 3.3 miles south of San Jose and Madrone, years. Businesses here, most of them about 5.8 miles to be resurfaced with plant-mixed cafes and bars, sho\ved benefits result­ cates that highway travelers who formerly surfacing. District IV, Route 2, Section B. A. J. stopped en route to their destinations are Raisch Paving Co., San Jose, $103,400; Granite ing from the freeway installation. Construction Co., Watsonville, $111.168; Rand still turning off the freeway into the his­ Rental rates have remained unchanged. Construction Co., Inc., Bakersfield, $105,868; Frank toric little city for leisurely dining, service B. Marks, Jr., Newman, $113,410; Harms Bros.,. Sacramento, $118,225. Contract awarded to Leo F. Values Remain Equal and shopping. Piazza, San Jose, $100,406.25. In summarizing the apparent effect of STANISLAUS COUNTY - Between junction The section of former highway the Auburn' freeway on business and with Route 109 and one mile east of Oakdale, about 11.2 miles to be surfaced with plant-mixed surfacing northeasterly of the main business property values, with consideration of the on untreated rock base. District X, Route 13, Sec­ district from the railroad underpass, effects on traffic along the different sec­ tions A,Rvbk,A,Okdle,B. Granite Construction Co., Watsonville, $199,865; M. J. Ruddy & Son, Mo­ which forms the upper limit to the tions of the highway in the old section of desto, $204,765; Rand Construction Co. Inc., business distrIct, to its connection with Auburn, in the modern business section Bakersfield, $212,142; N. M. Ball Sons, Berkeley, of the city, and along the only partially $214,553; M.J.B. Construction Co., Stockton, the new freeway, is abutted by prop­ $217,187; Harms Bros., Sacramento, $225,707; erty formerly, and still, classified as developed section northeast of the city to Fredrickson Bros., Emeryville, $228,239; United its connection with the freeway, we are Concrete Pipe Corp., Baldwin Park, $232,870; having either a commercial or resi­ Rice Bros. Inc., Marysville, $239,897; Fredrickson able to state that the analysis of all fac­ & Watson Construction Co., Oakland, $244,009; dential highest and best use. Values for tors indicates definite benefits and no McGillivray Construction Co., Sacramento, $247,­ either use have remained about equal, 260; A. Teichert & Son, Inc., Sacramento, $246,315. harmful effects to any type of property or Contract awarded to Munn & Perkins, Modesto, being approximately $1,000 to $2,000 retail business class. $197,800.

62 California Highways

J One of the outstanding highway Intersection Lighting Adieu achievements completed under the Continued from page 50 ..• Continued from page 20 .. , guidance of Mr. Haselwood was the of its type ever built, was e~pected to construction of the Oroville-Quincy period, and all of the timing intervals serve for 20 years. The ?art~cular fea­ or Feather River Highway. He made of the dispatcher are affected and ture of this bridge that gIveS It strength a complete reconnaissance of this route modified accordingly. The dispatcher and adds to its life is that all members in 1927 while in District III. This sec­ is so designed that it automatically are in compression. The bridge is 220 tion had become a part of District II balances the car seconds of delay on feet long and cost $7,800." .. by the time he transferred to Redding the street having the red light against During these early years m DIS­ in 1932, and he directed the comple­ the car seconds of delay which would trict I Mr. Haselwood must have tion of surveys and plans and con­ result were the traffic stopped on the acquir~d some of the qualities of struction of a good many miles of street having the green light. Because resourcefulness that he praises in Mr. this route. The location follows the of the processes of automatic and con­ Somner. Shortly after he took over Feather River and its tributaries for tinuous balance, it is possible not only as district engineer in District II, he 70 miles, and the many precipitous to eliminate all unnecessary delay, but was assigned just about as tough a areas through rugged canyons with materially reduce the total delay at the problem in location and construction steep and bare granite walls presented intersection. that ever confronted a highway some formidabk problems in design Vehicle detectors have been installed engineer: the location and construc­ and construction. For 10 miles between in each approach to the intersection. tion of a highway between Weaver­ Pulga and Rock Creek the road is cut Allocation of the green light is made ville and Junction City over Oregon in the solid walls of the canyon, and on the basis of maximum demand, Hill in Trinity County. three tunnels pierce precipitous points thereby assuring that the greatest possi­ Oregon Hill is a mass of gold­ in the Arch Rock, Grizzly Dome, and ble traffic volumes will always move bearing gravel that once was part of Elephant Butte areas. through the intersection. an ancient stream bed left high above The greatest time saving feature of This $8,000,000 dollar highway was the present river by earth movements the traffic actuated signal is that if there opened to public traffic in 1937 after millions of years ago. It was the site are no cars on an approach to the inter­ nine years of intensive construction of the LaGrange Hydraulic Mine, one section, the signal dispatcher will not work by two prison road camps and of the largest in the world, which was give a green light to that street. The several contracts. For the engineers, actively operated from 1862 until 1918. green light will remain on the street this was the completion of a task, the Oregon Hill offered very little sup­ magnitude and complexity of which which had the last car go through the port for a highway location, except at intersection, and the green light will is rarely encountered. For the people right angles to the direction it should of Plumas County it was the culmina­ remain until the detectors on the other go, and a direct ascent over the hill tion of a 70-year-old dream, and for approaches to the intersection are involved a 200-foot cut through the the people of the State of California actuated. This system is quite different mountain as well as through an this highway has become a facility of from the electric motor operated immense slide of several million cubic steadily increasing service. timers on the city streets which yards' extent on the rim of the old change the green light from one street mine. Moving this much material was, Many other notable highway proj­ to the other regardless of the traffic. ects, too numerous to detail here, have of course, impossible by ordinary A left turn lane is provided for the been guided to a successful comple­ methods of road building. southbound traffic desiring to turn left tion by Mr. Haselwood in recent However, Mr. Haselwood once into Fruitridge Road. When a vehicle years. Included in these are the relo­ stated that unusual problems call for enters the left turn lane it actuates the cation of the highway around Shasta unique solutions, and when mountains detector which lets the dispatcher Reservoir north of Shasta Dam, and get in the way of highways they must know that the vehicle desires to make many miles of modern freeways on be moved. And move one he did. a left turn, and at the earliest possible U. S. 99 in District II. A portion of the water system that sup­ moment a left turn green arrow will plied the mining operations was still in Other than a trip into Canada this appear on the separate signal which is existence, and a study of the situation summer, his plans for the future are provided over the intersection for the proved that it would be feasible to re­ unformulated, so that he will be free at left turn traffic. move the slide and cut through the moun­ any time to travel and see and do the tain by the hydraulic mining method. things he has never taken time out for Soon the largest hydraulic operation ever of the important role he has played in in the past. All members of the organi­ undertaken on highway work was under the pioneering and expansion of our way with two 8-inch gia.nt monitors slic­ zation wish him well and sincerely highway system. Many miles of our ing down over 5,000 cubiC yards of earth hope that in whatever he undertakes modern highways will remain as con­ an hour. Over 10,000,000 yards were re­ he will derive the pleasure and benefits moved in five years by this method, and stant reminders of his service to the traffic now travels through Oregon Hill that are most certainly due him. people of this State, not only as an very near the bed of a river millions of He can retire with the satisfaction of engineer, but also as an individual years old. a job well done and can well be proud vitally interested in progress.

and Public Works 63 ticular value for emergency use in the Prison Labor early stages of a fire within a reason­ Continued from page 44 .•. able distance from the camp. ,in flltmoriam pares favorably with that of average Through the employment of prison WILLIAM J. LENTZ free labor on similar work. labor, construction has been advanced To become eligible for the camps, several years on many of the State's William J. Lentz, Associate Chem­ inmates must not only have good be­ highways in remote mountainous areas ical Testing Engineer with the Mate­ rials and Research Department, havior records in prison but they must that could not have otherwise been passed away suddenly March 31, volunteer for the assignment, and in financed. It is the policy of the department, 1950. Mr. Lentz was stricken with a order to remain in a camp and retain heart attack. the privilege of earning a wage, they where required to operate 'Prison road A veteran of two wars, Mr. Lentz must work diligently and produce sat­ camps under directive legislation, to had served the Materials and Re­ isfactory work or be returned to the operate them as efficiently as possible search Department for 28 years. institution.* with due consideration for prison re­ Born October 19, 1893, in Truckee, Through proper selection and en­ quirements and maximum return on California, he came to Sacramento couragement of the good workers, effi­ the highway dollar. at an early age and was graduated cient inmate labor crews are built up Administrative road camp personnel from Sacramento High School. His first employment with the that are surprisingly productive. is tuned to this policy. State of California was for a short An excerpt from the First Biennial Re­ AUTHOR'S NOTE: period with the State Purchasing port of the California Highway Commis­ The author wishes to acknowledge the helpful Division prior to World War I. After sion, dated December 31, 1918, describ­ suggestions of Mr. P. R. Watson, Jr., Assistant Con­ struction Engineer, who has been in charge of gen­ his return from France, where he ing a Northern California camp, indicates eral supervision of the road camps since September, served with the Chemical Warfare that the same relative efficiency prevailed 1947, and also Mr. C. J. Tyack, A«ountant in charge Service, he accepted a position as in the early days of the camp: of prison road camp a«ounting for the Division of Chemist with the Southern Pacific "We are building a road 12 feet wide in exca· Highways. vation and 14 feet wide in embankment and all in The author also wishes to express his opprecia­ Company. rough, rugged mountainous country, where trans­ tion of the considerate cooperation given by Mr. He joined the staff of the Mate­ portation of men and supplies is expensive in John H. Klinger, Deputy Director of the Department rials and Research Department in summer and almost out of the question in winter. of Corrections, in reviewing the original copy of 1922, and remained there until his Enough supplies must be stored in camp by the mid· each of these artides. death, with the exception of two die of November to last until the middle of April." EDITOR'S NOTE: "Just now the convict camp is very effident. Com· years with the Chemical Warfare This artide condudes the series of seven artides paring it with free labor, the convict will do more on prison road camps. Service during World War II, during work than the average free laborer available at the which time he was stationed at present time." Edgewood Arsenal with the rank of CONCLUSIONS Erosion Control Captain. As indicated heretofore, the purpose He was a member of the Ameri­ of this series of articles on prison road Continued from page 40 ••• can Chemical Society and was well­ camps in California is to record the It should be emphasized here that known in paint and varnish circles history, legislation, organization, and the establishment of an adequate due to his work in formulating speci­ administrative procedures developed growth of permanent trees and shrubs fications for protective coatings for over 34 years of continuous operation highway use. to reinforce the relatively short-lived He resided at 530 46th Street, of the camps since 1915. Baccharis and willow planting is highly Experience over this period indi­ Sacramento, and is survived by his desirable in localities where soil type widow, Mrs. Aileen Lentz. cates that there is comparatively no and rainfall intensity justify these elab­ advantage over the contract method orate control measures. Tree and shrub in the employment of prisoners for roots, penetrating the fill material, con­ Wire mesh mats (camouflage netting) building highways insofar as the eco­ solidate and bind it to a degree obtain­ $0.55 to $0.75 nomics of highway construction are (The State furnished war surplus camou- able by no other means, and bythe time flage netting at no cost to the contractor concerned. brush layers rot or wire rusts away for these mats.) . The employment of prisoners in the these roots are capable of holding the Wire mesh mats (poultry netting) $1.15 road camps however, results in advan­ soil firmly in place. Thus, truly perma­ Straw mat: No costs available. tages to the State aside from the im­ nent control can be established. Straw, furnished and spread on the portant benefits to the prison system. slopes in two applications at the total By agreement with the Department Average Costs rate of six tons per acre, averaged The average cost of these various of Corrections, State Department of about $64 per ton, or $384 per acre. methods, based on 1947,1948, and 1949 Natural Resources, and the U. S. For­ The cost of rolling or compacting bids is as follows: Per est Service, road camp inmates are slopes, which was set up as a separate advantageously utilized for the sup­ lineal foot item on these contracts, ranged from pression of forest fires and are of par- Brush layers $0.17 $0.08 to $0.12 per square yard, or * See article on "Organization" in the May-June, YVire reinforced brush mats. $0.50 $387.20 to $580 per acre. 1949, issue of California Highways and Public (One contractor stated his actual cost was Works. over $1 per lineal foot.) ••. to be continued

64 California Highways EARL WARREN Governor of California • CHARLES H. PURCELL Director of Public Works • FRANK B. DURKEE Deputy Director • HIGHWAY COMMISSION C. H. PURCEll .• Chairman HARRISON R. BAKER Pasadena HOMER P. BROWN. . : . Placerville JAMES A. GUTHRIE . San Bernardino F. WALTER SANDELIN . Ukiah CHESTER H. WARlOW • Fresno CHARLES T. lEIGH • San Diego

DIVISION OF HIGHWAYS GEO. T. McCOY. ..• State Highway Engineer FRED J. GRUMM .• Deputy Stale Highway Engineer J. G. STANDLEY Assistant State Highway Engineer R. M. GilliS . Assistant State Highway Engineer F. W. PANHORST Assistant State Highway Engineer DIVISION OF HIGHWAYS DIVISION OF WATER RESOURCES J. W. VICKREY Assistant State Highway Engineer A. D. EDMONSTON . State Engineer, Chief of Division District Engineers R. H. WilSON . Assistanl State Highway Engineer P. H. VAN ETTEN .... Assistant State Engineer A. M. NASH ..•.• District I, Eureka T. E. STANTON. Materials and Research Engineer W. H. HOLMES F. W. HASElWOOD. .. District II, Redding GEORGE F. HEllESOE . Maintenance Engineer Principal Engineer, Design and Construction of Dams CHARLES H. WH ITMORE . District III. Marysville G. H. JONES ...... Principal Hydrau.- C. E. WAITE ..•..•. Engineer of Design B. W. BOOKER .. District IV, San Francisco lic Engineer, Sacramento River Flood Control Project EARL WITHYCOMBE .••. Construction Engineer T. R. SIMPSON L A. WEYMOUTH . District IV, San Francisco H. B. lA FORGE • Engineer of Federal Secondary Roads Principal Hydraulic Engineer, State-wide Water Plan E. J. l. PETERSON . District V, San luis Obispo T. B. WADDEll . L V.CAMPBEll . Engineer of City and Cooperative Projects E. T. SCOTT . .. District VI, Fresno Principal Hydraulic Engineer, Central Valley Project EARL E. SORENSON ...•. Equipment Engineer GORDON ZANDER W. L FAHEY. .. District VII, los Angeles H. C. McCARTY. . Office Engineer Principal Hydraulic Engineer, Water Rights M. E. CESSNA . District VII, los Angeles GEORGE B. GLEASON J. C. YOUNG ...•.... Traffic Engineer E. Q. SULLIVAN District VIII, San Bernardino Supervising Hydraulic Engineer, los Angeles Office J. C. WOMACK. ... Planning Engineer HENRY HOLSINGER...... Principal Attorney S. W. lOWDEN . . District IX, Bishop I. O. JAHlSTROM . Principal Bridge Engineer T. R. MERRYWEATHER ... Administrative Assistant JOHN G. MEYER ... District X, Stockton STEWART MITCHEll Principal Bridge Engineer DIVISION OF ARCHITECTURE E. E. WAllACE ... District XI, San Diego E. R. HIGGINS. ....• Comptroller ANSON BOYD ....•... State Architect HOWARD C. WOOD .. Bridge Engineer, Sa~ Franci.sco. W. K. DANIElS. Assistant State Architect (Administrative) Oakland Bay Bridge and Carqumez Bndge Right of Way Department P. T. POAGE Assistant State Arch itect (Design and Planning) FRANK C. BALFOUR •. Chief Right of Way Agent D. C. WIllETT .., Chief Construction Engineer E. F. WAGNER. .. Deputy Chief Right of Way Agent DIVISION OF CONTRACTS AND Headquarters RIGHTS OF WAY GEORGE S. PINGRY • Assistant Chief A. F. DUDMAN •• Principal Architectural Designer Legal C. L IVERSON . Supervising Architectural Draftsman R. S. J. PIANEZZI Assistant Chief CARlETON PIERSON. • Supervising Specification Writer ROBERT E. REED . . Chief E. M. MacDONALD • Assistant Chief fRANK A. JOHNSON •• Principal Structural Engineer GEORGE C. HADLEY Attorney C. A. HENDERlONG Attorney , District IV HOLLOWAY JONES . Principal Mechanical and Electrical Engineer JNO. H. SKEGGS . Assistanf State Highway Engineer WADE HALSTEAD ..•.. Supervising Estimator DIVISION OF SAN FRANCISCO BAY Schools District VII TOLL CROSSINGS W. H. PETERSEN Principal Structural Engineer, Sacramento P. O. HARDING . Assistant Slate Highway Engineer RALPH A. TUDOR ...... Chief Engineer H. W. BOLIN. Principal Structural Engineer, los Angeles

printed in CALIFORNIA STATE PRINTING OFFICE ~ 258705-5026,400 California Highways and Pu61ic Works DIVISION OF HIGHWAYS P. O. Box f 499 -- SACRAMENTO, CALIFOR P3IA -

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