CALIFORNIA HIGHWAYS AND PUBLIC WORKS~Fficial Journal of the Division of Highways of the Department of Public Works, State of California,

FRANK W. CLARK, Director C. H. PURCELL, State Highway Engineer J. W. HOWE, Edi4or K. C. ADAMS, Associat¢ Editor

Published for information of the memb¢rs of the department and th¢ citiz¢ns of CaliforniaEditors of newspap¢rs and others are privileged ko use matter contained her¢in. Cu4s will be gladly loan¢d upon requesk

Addr¢ss communications to California Highways and Public Works, P. O. Box 1499, Sacramenko, CaliFornia

Vol. 18 JANUARY, 140 No. 1

Table o f Contents

Page

Legislation Proposed to Unfreeze $50,000,000 Central Valley ProjectSonds -------- -------------- ---- 1

Contra Costa Canal Project, Illustrated______________________________ 2-3

Public Works Program for 1940 Totals More than $50,000,000__________ 5B~ Fra~ik W. Clark, D%rector of Public Works

Completed Section of Tehachapi Pass Realignment Opened____________ 6

Pictures of Improved Tehachapi Yass Highway______________________ 7

Administrative Problems of State Highway Maintenance, Illustrated____ 8-11By T. H. De~~a~vis, Maintenance E~tigiaaeer

Psychiatric Unit to Be Added to U. C. Medical School______ 12By P. T. Poa~e, Ass~istomt State Architect

Sketch of Modern Psychiatric Clinic Building________________________ 13

Highway Relocation Bridge across Shasta Reservoir at Antler,

Illustrated------- --------------------------------------------14-15By Glenn L. E~e]ce, tlssociate Bride E~t~i~ceer

Newhall Tunnel Eliminated by Cut__________________________________ 16B~ Joh7a D. Gallaher, Assistant Flig7a~u+a~ E~z~i~~eer

Photographs of Newhall Tunnel Cut and Ne~v Highway__ It

New Reduction in Bay Bridge Toll Rates in Effect____ ________ 19

Concrete Riprap Bank Protection__________________________________ 20By C. F. Child, District Constructio~a L'~iyi~tiee~•

Illustrations of Cache Creek Riprap ~~Vork________________ _ 21

University Avenue Grade Separation in Berkeley Formally Opened____ 22

Pictures of University Avenue Overhead and Dedication Scene__________ 23

Highway Bids and Awards for December____________________________ 24

Total Bay Bridge Traffic Passes $30,000,000 Mark____________________ 25

Realignment of Mountain Springs Grade____________________________ 26B~ E. E. Sore~zson, District Co~tistruction Engineer

Photographs of Improved Mountain Springs Grade____________________ 2l

Obituary of Everett N. Bryan______________________________________ 28

e era - to to ro u s ct topn reeze 50 000 000 in~ ~

B sa \/a e Pro ect onentr y ~EGISLATION which wonlcl eii-able the Water Project ~uthor-ity of California to cooperate

with the Federal government ii1 thecomplete development of the CentralValley Project .has been presented toGovernor Culbert L. O1soi7 ai~cl theUnited States Bilreau of Reclamat~ioizfor their consideration.The lebislation proposed is an

amendment to the Central ValleyProject Act which would permit theWater Project Authority to issue Ltpto $50,000,000 of revenLle bonds au-thorizecl in the act, to be used iiz per-forming the purposes and objects ofthe act approved or regtiiested bySecretary of the Interior Harold L.Ickes. The bonds would be a lieu onreventiles from the project only aizdnot general obligation bonds of theState.

Federal, State and local representa-tives joined forces in working oLlt thelegislation at a two-day conferenceheld in Sacramento December 21stand 22d. Representing the FederalGovernment were Walker R. YoLing,supervising engineer of the CentralValley Project, and R. J. Coffey, at-torney for the U. S. BLireau of Recla-mation. Public Works DirectorFrank W. Clark, State Engineer Ed-ward Hyatt and members of theirstaffs represented the State. Localgroups were represented by GovernorOlson's Central Valley Project Com-mittee and the Central Valley ProjectAssociation.The meeting was called at the re-

quest of Commissioner of ReclamationJohn C. Page, who urged that theState take the necessary steps to pro-vicle public outlet facilities for theproject not contemplated by the Bu-rean of Declamation. ti~hile thebureau is bLiilcling the major featuresof the Central Valley Project, it hasmade. no provision for distribLltion ofwater and power to local agencies.Providing this market for the sale

of water and power to be developedis of vital importance to the sLiccess

Ickes Stresses Needfor Legislation

Excerpts from a letter by Secretaryof the Interior Harold L. Ickes to Gov-ernor Culbert L. Olson read as f ollaws:

"Commissioner Page, of theBureau of Reclarna,tion, whichis building the project, and I,understand the need for suchassistance as can be given bythe State, in the encouragementof and assistance in organiza-t on of both irrigation andpower districts. Adequate pro-visions in State law permittingissuance of revenue bonds tofinance the construction of dis-tribution systems afford a con-venient and desirable machin-ery."There is no doubt in my

mind that the public interestwill be served. best if publiclycontrolled outlets for the sa1-able commodities provided bythe project are brought intoexistence. I realize that so faras the power is concerned thesupply from Shasta Dam mustbe supplemented by adequatestand-by capacity if its maxi-mum benefits are to be ob-tained.In my opinion, therefore, the

proposal by the State to em-power the Water ProjectAuthority to provide these sup-plemental facilities and to aidin the organization of the publicpower outlets should be com-mended and deserves the sup-port of the people of Califor-nia. Because of the underly-ing Federal law, such legisla_Lion can not unfavorably affectthe prospective water users ofthe project, but on the otherhand the provision, as proposed,of a competitive power marketshould mean actually morefavorable rotas on the water."

~f the project, for the income derivedfrom these sales will have to repaythe Federal Government for its cost.

Secretary of the Interior Ickes alsostressed the need for State action irzprovidinb these markets. He wrote:

"I believe that California canrender to the United States a valu-able service by undertaking a pro-gram which wonlcl provide publicpower outlets for the energy to be~eneratecl at the Shasta Dam of theCentral Valley Project. The valueof the service could be increasedby early and vigorous prosecutionof such a program as is contem-plated. "

Iiz presiding at the conferenceDirector Clark, as chairman of theWater Project Authority, made itclear that the State is ready to takesLlch action as desired by the FederalGovernment; and approved by groupsgenuinely . and constructively inter-ested in the development of the Cei~-tral Valley Project in all its phases.

"'i`he Federal Government hasii~clieatecl that legislation should beenacted immediately," DirectorClark said. "The representativesof the Federal Government haveindicated that now is the time toprepare such leislation if theSecretary's wishes are carried out.The State is anxious to fulfill thesewishes and place itself in a posi-tion to cooperate ~~ith the FederalGovernment. "

Mr. Coffey, as attorney for the Bu-reaLl of Reclamation, amplified theposition of the Federal Governmentb3~ stating

"The Water Project Authorityshould be in a position to go aheadwhere the government leaves off.We think you have all the necessarylegal power to clo what should bedone. You need only funds forthe Authority to go ahead. I can'not say ho«~ you shoilld do it. One

N

•t

n

way would be to provide revenuebonds."

Starting with this as a basis theconferees worked out the followingpremise on which the legislationshould be designed:

1. That no change in the originalintent of the Central Valley ProjectAct was necessary.

2. That despite Federal financingof the major features of the projectthe responsibility for providing out-let facilities still rests with the Stateand local agencies.

3. That means should be devisedwhereby the Water Project Authoritycould assist local agencies and co-operate with the Federal Governmentin financing these outlets.

4. That the best possible methodpresently available of securing thesedistribution facilities would bethrough the issuance of revenuebonds.

It was determined by the confereesthat the simplest method of issuingrevenue bonds to carry on this workwould be to unfreeze a portion of the$170,000,000 bond issue authorizedin the Central Valley Project Actwhich was approved by a tote of thepeople in 1933. This act provides forthe construction of distribution facili-ties as well as the major features ofthe project.

Since the Federal Government hastaken over construction of the majorfeatures of the project the State reve-nue bonds have remained frozen be-cause of a section in the act which

i

PUMPING PLANT NO. 1

Initial installation, two 250 h.p.motors and two 125 h.p. motors.Will lift the water 26.5 feet. One ~'—~.250 h. p. motor to be added. ~~

provided that the total issue was tobe reduced by the amount of the Fed-eral Government's "contribution.'Until the amount of that " contribu-1;ion" is determined bonds providedby the act remain frozen.The method adopted to overcome

this difficulty was the framing of anew section to the act which wouldrelease a portion of these bonds. Theamendment drawn calls for a ceilingof $50,000,000 in revenue bonds thatcan be issued under the new section.leaving frozen in the original actX120,000,000 in revenue bonds as asafeguard against the failure of theFederal Government to complete themajor features of the project.In order to safeguard those inter

ested in seeing that the revenue bond:be used only for the purposes desig~nated in the Central Valley ProjectAct, it was also proposed the issuancEof these bonds would be only for suerworks requestedor approved bythe Secretary ofthe Interior.The $50,000,-

000 ceiling wasdetermined asufficient to '-- __serve all State ~ N `' ~~.. ~~needs until suc~i ~-~, ~, ~. ~F- ~ __ time as the Fed- ,~era 1 Govern- ~~~ment makes its ~"~ ~ ~ ~final decision onwhat secondary ,; ~works will be re- ; ~ ~ ,~ ,~

quired of the State. If pending Fed-eral legislation authorizing the gov-ernment to finance construction oflateral canals is not approved, approg-imately half the $50,000,000 will beavailable for this purpose. It willalso provide funds for the construc-tion of secondary electric distributionlines and a standby steam electricgenerating plant at or near load cen-ter of the Northern California powermarket.It was the concensns of opinion of

those attending the conference theproposed legislation will meet the sec-tional objections offered to the Piero-vich Bill, defeated at the last sessionof the legislature. The Pierovich Bill

PUMPING PLANT NO. 4

Initial installation, two 450 h.p.motors and two 250 h.p. motors.Will lift the water 50.5 feet. One250 h.p. motor to be added.

PUMPING PLANT NO. 3

Initial installation, two 300 h.p.motors and two 150 h.p. motors.Will lift the water 33.5 feet. One300 h.p, motor to be added.

PERSPECTIVE DRAWING OF CONTRA COSTACANAL PROJECT

This drawing shows how the Contra Costa Canaland pumping system of the Central Valley Project willserve the area from Knigh4sen to Martinez. Waterfrom Rock Slough will be lifted 135.5 feet by fourpumping plants. Canal will be 46 miles long and thefirst feature of the Central Valley Project to be com-pleted. Preliminary operation is expected this Spring.

s~ M JO~~ ~' ~ z~ Ili R I

v.E,Fy',

PUMPING PLANT NO. 2

Initial installation, two 250 h.p.motors and two 125 h.p. motors.Will lift the water 25 feet. One250 h. p. motor to be added.

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~~"~;,~, .J ~~~~~~~~~ ~ ~~~~ ~ . ~ ';~ '-!!~'~' ~: z _ ` PROPOSED STEAM-ELECTRIC PLANT~ ~-'-'`t ~'_ ry ~i ~'~~~ii --k - ~ ~ i ~~~ '~ _ r~-= AT ANTIOCH

~~..~~,—~''.; ~ ~~% ~` ~~/ 6 When the water leaves pumping plant No. 4 it

~~g~- ~f-1 I - ` _ will pass through a tunnel 1360 feet long and flow

//~'q~~' ~,.- ~ ,~~ ':` ": °; ~~• -~ k ~ by gravity down to a point near Martinez where,.

_~~7~~ ~~~~- ~~`~ ~'+ '" ~-f after passin throe h another tunnel it will end in

~ ~ ~,~~ ~ ~ ~-?-ic~-~~ ̀ _ ~-~ j~ ~ ~'~"' ~ , ~ L -, a small resegvoir. A~proposed steam-electric gen-

~r~ = l~~l~ fl , =̂z ~ ~ ~ y \~ erating plant to firm the power from Shasta Dam

~- ;~- , ~- ~~/~~~- ;~•~r ~;~J ''~ T da ~ ~ ~~ is shown in its proposed location near the sub-~~~.f~—yam

`` -_ ~ ,_._=~-~~'C-~~ ,./~1~~~- - ~ ;_~~_~~~ station where the high tension line from the Shasta

~-, .~_:~n~'.,.~'~2 _ "~ ___ _ hydra-electric Nlant will terminate.

would have unfrozen the entire $170,-000,00 bond issue for use by the Statein developing markets for the waterand power from the project.

The amendment complies with therequest of the Federal Governmentthat the State carry on the work oforganizing districts for the consump-tion of the water and power.

Unfreezing a portion of the revenuebonds voted in the origiizal act ratherthan authorizing anew issue, doesnot add to the cost of the project.

Enough bonds are left frozen in theCentral Valley Project Act to pro-tect the State against any futureneeds in completing the project.

Only objection the measure doesnot meet is that raised by the privatepower company which is seeking theprivilege of marketing all of thepower generated at Shasta Dam. Thecompany has opposed any effort onthe part of the State to furnish powerto public agencies without the com-pany acting as the marketing agent.

9t present there are a number ofpublic agencies operating or organ-ized which have indicated their de-sire to buy the power directly fromthe State and not after a privateprofit has been collected by a private

utility. Under the terms of the Fed-eral Reclamation Act and the CentralValley Project ~1ct these public agen-cies must be given preference in thesale of power developed by theproject.Public V~rorks Director Clark de-

clared he believes passage of the pro-posed legislation will materially aidCalifornia in obtaining further appro-priations for the project in Congress.He pointed out that some congress-men already are raising objections tofurther appropriations for reclama-tion projects on which provision hasnot been made for repayment of themoney."By showing these congressmen

that California has placed herself ina position to assist the Federal Gov-ernment in providing a market forthe water and power from the CentralValley Project, we can overcome theseobjections," Clark said.In his budget message to Congress

President Roosevelt recommended anappropriation of $16,000,000 to carryon construction work on the Central~~alley Project for the next fiscal year.The Bureau of Reclamation askedthat $22,000,000 be appropriated.To date $44,600,000 has been appro-

priated by the congress, but contracts

committing the government to an eg-penditure of $73,000,000 already havebeen awarded. If the $16,000,000recommended in the President'sbudget is not increased it will leavethe Reclamation Bureau $12,400,000short of its present obligations.The Water Project Authority,

through the State Division of WaterResources, already has done consid-erable work in providing a marketfor the water and power from theCentral Valley Project. Many irri-gation districts have been organizedand others are in the process of or-banization which will use the waterdeveloped.

Presently a survey is under way inthe area which could be served by asteam electric generating plant to bebuilt at load center near Antioch. Ithas been definitely determined thatsuch a plant will be necessary to firmthe power generated at Shasta Damin order to operate the system in aneconomical manner. Construction ofthe plant was authorized in the origi-nal executive order issued by Presi-dent Roosevelt on September 10, 1935,as an alternative feature of the proj-ect suitable for immediate construc-tion. However, funds to build theplant were not made available.

California HighZUCrys an-d Public Works (]anuary1940) ~Three~

Contra Costa CanalPumping PlantsNear CompletionThe Contra Costa Canal, extending

from Iinightsen to Martinez, will bethe first portion of the project com-pleted. The first 20 miles of the canalare virtually completed and bids noware under consideration for the con-struction of head works at RockSloilgh. Fonr pumping plants whichwill lift the water to the high-linecanal are reported two-thirds com-plete.

I3eafey-Moore Company and Fred-erickson and Watson ConstructionCompany of Oakland have startedwork m2 an additional nine-mile sec-tion of the canal extending from theend of the present work east of Pitts-burg to a point two miles northeastof Concord. Only about 17 miles ofthe 46-mile canal remain on whichcontracts have yet to be let. How-ever, bids have been called for con-struction of an additional 82-milesection which will carry the work onto a point near Walnut Creek.Arrangements are pending between

the Bureau of Reclamation and theContra Costa County Water Districtfor preliminary use of the completedpart of the canal on an interim basisbeginning next April. It is plannedto serve a number of industries andmunicipalities «pith such water as isavailable.

Regular supply for the canal willcome from Shasta Reservoir whenthat key unit of the project is com-pleted probably in 1944. During theinterim, the supply will be of a sup-plemental nature. When completedthe canal will carry 350 second feetof water, which is estimated sufficientto supply all future industrial, agri-cultural and domestic uses in the dis-trict served.

That there will be a heavy expan-sion of industrial and domestic use ofwater when the present deficiency isovercome was predicted by George W.Dowrie, Stanford University econo-mist, who made a survey of the dis-trict in 1936 for the Water ProjectAuthority. He estimated the in-crease in water consumption for thearea in the ilegt 30 years would be166 ~ per cent.

ti~Thile no recent study has beenmade by the Water Authority onfuture power needs in the same area,an expansion comparable to the water

Bids Opened forMadera Canal UnitAn important step towards the

delivery of a supplemental supply ofSan Joaquin River water to thethirsty lands of Madera County wasrecently taken when the UnitedStates Bureau of Reclamationopened 10 bids for the first con-struction on the Madera Canal, afeature of the Central ValleyProject.The Utah Construction Company

of San Francisco and Ogden sub-mitted the lowest offer of $397,963for building the first 8Z miles of thecanal from Friant to a point justbeyond the crossing of State High-way 41 in the foothills east ofMadera.Walker R. Young, supervising

engineer of the Central ValleyProject, said the upper reaches ofthe Madera Canal will be 10 feetwide at the bottom and 36 feet wideat the top of the concrete liningwhich will be 32 inches thick. Witha capacity of 1000 second-feet, itwill cawry water about 9 feet deep.The first 600 feet of the canal,diverting from Friant Dam, will bebuilt under the general contract forFriant Dam.The 8Z-mile section just bid upon

will include three siphons, threehighway bridges, seven farm bridges,three overchutes, two culverts, anda wasteway. The construction jobwill include 580,000 cubic yards ofexcavation, 22,000 cubic yards ofconcrete placement, installing 1,770,-000 pounds of reinforcement barsand erecting 57,500 pounds of bridgesteel. The contractor will be al-lowed 500 calendar days.The Madera Canal ultimately will

extend a total distance of 40 milesfrom Friant Dam to Ash Slough,which is a channel of the Chow-chilla River in northern Maderacounty.

consLimption might be anticipatedwith to«~ cost electricit3r. The areawill be «~ithin short radius of the ter-inination of the high tension linecarrying the energy generated atShasta Dam to Antioch and thus eas-ily served.

Including the pumping plants forthe Contra Costa Canal and the SanJoaquin pumping system, which even-tually will be served by Shasta Damenergy, there is an available marketof more than 500,000,000 kilowatthours of electricity annually.Early construction of the planned

steam electric generating plant atload center near Antioch will assistin taking care of a portion of this loaduntil Shasta Dam energy is madeavailable and at the same time createa market for Shasta Dam energy.

ImprovinglMaderaApproach Roadto Friant DamThe first fifteen miles of the twenty

mile Madera approach road to theFriant Dam is the portion of StateHighway Route 126 between Maderaand the Fresno-Yosemite Highway.

The Division of Highways, in coop-eration with the WPA. and SRA, arenow reconstructing approximatelynine unimproved miles of this route.The completion of this work in thesummer of 1940 will place the Statehighway section of the approach inshape to handle Friant Dam trans-portation. It is understood thatMadera County has completed ar-rangements for the improvement ofthe remaining five miles of countyroad connection to the dam site.Tie highway improvement is esti-

mated to cost on a WPA basis about$240,000. The State Division ofHighways is supervising this daylabor operation and contributingabout $38,000. The State Relief Ad-ministration is participating to theextent of approximately $18,000 whilethe WPA cost will be about $184,00.The Division of Highways and SRA

contributions are being used for thepurchase of materials and rental ofequipment. Because of these addi-tional funds, it will be possible tooperate the project on a more efficientequipment basis instead of the usualrelief hand labor methods. Thus theproject will not only provide an im-proved access to the Friant Dam, butwill also help the serious relief prob-lem of the San Joaquin Valley. Thisdual objective was made possible bythe fact that state highway funds hadbeen provided under a coincidentalbudgetar3T item for a smaller project.

Friant Office BuildingThe Midstate Construction Com-

pany of Fresno has submitted thelowest offer of $19,319 for building aone-story office structure at Friantfor use by the Bureau of Reclamation.The building will be 45 by 102 feet,air cooled and heated. With excava-tion proceeding at Friant Dam andwork soon to start on the MaderaCanal, Construction Engineer R. B.Williams' staff at the Governmentcamp has increased to 87, necessitat-ing the additional office building.

QFour~ (January 1940) California Highways and Public Works

Public Works Program Totals Over$50,OA0,000 for Next 18 I~lllonths

By FRANK W. CLARK, Director of Public Works

G0 V~ R N O R CULBERT L.OLSO~"S ptitblic bLlilding pro-gram will make the year -1940

an exceptionally busy one for theDepartmei3t of Public Works.

Its five Divisions—Highways, WaterResources, Architecture, Contractsand Rights of Way, and San Fran-cisco-Oakland Bay Bridge—constitut-in~ the largest agency in State gov-ernment, will spend more than $50,-000,000 of State and Federal fundsduring the eighteen months' periodthat began January 1.The larger portion of this suin will

be expended during 1940.With the beginning of the i~ew

year, tnere will be bridge and high-way construction in the amount ofapproximately $27,083,000 to beplaced under may during tY~e remain-ing 18 months of this biem~ium.

corsTxur,TroN ru~rn

This tivork will include constructionfinanced front fiends as follows

R e~ u 1 a r Federal AidFeeder Funds aild StateFunds for CurrentBiennium ____________$24,366,000

Federal Grade CrossingFunds for CurrentBiennium ______ 1,772,400

Ptiemaining Funds FrontLast Biennium________ 944,600

It is quite safe to assume that dur-ing the calendar year of 1940 abouttwo-thirds of this work will be let tocontract and placed under way.In addition, on January 1, there

remained some $9,123,500 for high-way maintenance activities during thenext 18 months. Approximately two-thirds of this amount will be spentduring 1940.

RIGHTS OF WAY

For rights of way and engineeringthere was on hand at the first of theyear for expenditure during theremainder of the biennial periodabout $3,936,400.

The stilm of $500,000 has been setaside for maintenance of the SanFrancisco-Oakland Bav Bridge dur-iilg 1940.The Division of Architecture's pro-

~~ram for construction, improvementaild equipment for the first 18 monthsof this biennium amounts to approxi-mately $12,000,000.Of this amount $3,061,.643 repre-

sen.ts ̀ vorl. now under way anc~ which

~ a~

FRANK W. CLARK

will continue to be in the constructionfield during part of 1940.New work to be started in the field

during the year will amount to $9,-235,400.

WATER RESOURCES PROGRAM

The 1940 program of the Divisionof Water Resources covers everyphase of California's complex waterproblems from snow surveys andstream gaging through conservation,

flood protection, and distribution, a~idown to ground water s~lrveys. Itincludes the aclministratian of allwater rights, supervision of dams,flood control and reclamation work,irrigation and drainage supervision,water resources investigations, theCentral Valley Project and coopera-tive work with the Federal govern-ment.As a result of the passae and si~;n-

ing by Governor Olson of Senate Bill950, the Sacramento Valley will haveFor the first time an adequate floodcontrol mainte~lance program. TheDivision will spend $1,020,000 inState and Federal funds, $695,000 ofwhich will be for permanent bankprotection at 47 places along the Sac-x•amento 1Z,iver and the remainder for]evee work and clearing flood chan-nels of vegetation. An additional$55,000 will be speait on extension ofthe Russian River Jetty.In conizectioi7 with the Central

Valley Project, on whic;~ the Federalgovernment has awarded contractsamouizting to approximately $75,000,-000 to date, the division will continueengineering, legal, economic andfinancial studies relative to the dis-I~osal and utilization of the water andpower to be developed. About halfof the $100,000 provided for thesestudies will be spent in 1940.

DAMS AND FLOOD CONTROL

During the year the Division willinspect each of the 618 dams underits jurisdiction, supervise repairs andalterations made on these dams andsupervise all new construction andenlargement of clams undertakenduring the year.

Repair of damage caused by thefloods of 1937-38 in 51 counties, forwhich $5,000,000 in emergency fundswas voted by the lebislature, will - becompleted in 1940. Between 175 ana200 contracts have been let and re-construction still is under way onabout 40 of them.

(Continued on page 13)

California Highways and Public Works ~Tanuary 1940) QFive~

T ha ha i Pass e ~ pBy JESSE W. COLE, Resident Engineer

ARECENTLY completed stretch of highway 4.6 miles in lengthon State Highway 58 as a part

of the reconstruction of the impor-tant Tehachapi Pass route betweenBakersfield and Tehachapi has re-sulted in a great ~,id to motorists.The section just completed extendsfrom Bear Mountain Ranch to onemile north of Keene.This short s+retch of new highway

has eliminated many steep grades andsharp radius carves. A twenty-eightfoot minimum width of traveled wayreplaces the sixteen foot width alongthe old route.The new work has been built to

modern standards for the volume andtype of traffic using this highwaythrough the canyon. On the oldroute there were curves with radii asshort as 50 feet, while on the workjust completed the minimum radiusis 1000 feet. The grade line has beenflattened from a maximum of 7.5 percent on the old road to a magiinum of

6 per cent on the new. The. minimumhorizontal sight distance has been in-creased from 50 feet to 400 feet andvertical sight distances lengthenedfrom 100 feet to 600 feet.

SAVINGS TO bIOTORISTS

Construction operations on the 4.6miles involved nearly 500,000 cubicyards of roadway excavation. In con-struction of the surface about 655 tonsof liquid asphalt was mixed with theroadbed material over a total area of79,500 square yards. In providingadequate drainage facilities some 4760linear feet of various sizes of corru-gated metal pipe were used.

Because of the higher standard for

both grades and alignment, trLieks are

now able to reduce their traveling

time between Bakersfield and Tehach-api by as much as from 20 to 40

minutes. While the stretch of high-

way recently completed is short, itwill give some idea as to the tre-mendous saving to motorists, particu-

ened p

larly to those operating heavy trucks,that will be accomplished when theentire stretch of U. S. 466, betweenBear Mountain and Tehachapi, iscompleted.

Traffic over this route is continu-ously increasing, especially b3~ out-of-State cars and heavy trucks. A lamecement plant east of Tehachapi haulsby truck a great portion of its prod-uct to various points in the metro-politan area of Los Angeles over thisroute as well as throughout the SanJoaquin Valley.

GREATLY II~TCREASED TRAFFIC

During the past five years the weekday traffic has increased 148 per cent.During the wild flower season thishighway carries a daily flow of traf-fic reaching nearly 4,000 vehicles.The construction of another section,

4.3 miles in length, between the east-erly end of the work recently $nichedand a point opposite Marcel is nowin progress.

~SiX~ (January 1940) Culif ornia Highways dad Public Works

This new location, ho`i~ever, pro-vides for construction along thenortherly side of the Southern PacificRailroad. The. new alignment acrossthe railroad from the existing roadtogether with the fact that the newroad is kept at a much lower eleva-tion, will greatly improve conditionsfrom the standpoint of snow removal.

Along the present highway the roadhas a north exposLire and reaches ele-vations three or foLlr hundred feethigher than the new location. Muchcliffietilty is hacl during; the wintersnows.When other traz7scontinental routes

farther to the north are closed, thenew Tehachapi Pass Roacl will remainopen to all-year traffic..The original road through the pass

was a ~~~aon trail btililt durii~~; theizliniiig excitement caused by the dis-covery iiz 1810 of silver in the Pana-mint Va11ey jilst west of. Death Val-ley. Los Angeles was doing a thriv-ing bLisiness by wa~oiz trains ~~iththe prosperoLls Panamint camp areaand the railroad was pushed souththrough the San Joaquin Valley asfar as Bakersfield to participate inthat business.The nearest feasible route for the

Z~Tabons to the new rail terminus wasthrough Tehachapi Pass branching offa.t l~7ojave from the Panamint routeto Los Angeles.

Views of improved sections of Tehach-

api Pass widened from 16 to 28 foot width

of traveled way eliminating many steep

grades and sharp radius curves.

~~'~ ~ ~ .:

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Administrative Problems ofState Highway Maintenance

By T. H. DENNIS, n/laintenance Engineer

Following is the first installment of an address delivered by Mr. Dennis at the recent meeting of the State-

Wide Highway Committees of the California State Chamber of Commerce at the Palace Hotel in San Francisco.

MAINTENANCE of the State Highway System moreclosely touches the life of the

State than almost any other phase ofpublic work. The system extendsinto every major community.

blembers of the maintenance organ-ization are in daily contact with trafficneeds, and with local problems andemergencies. The work involves agreat amount of detail, and requirescareful planning. It can be bestunderstood through presentation ofsuch detail. Before entering into adiscussion of the subject, it is desir-able to outline the extent and useof the highway system so that theproblem may be better visualized.There are 13,657 miles of travers-

able road in the system. This in-cludes 1035 miles of through citystreets. This mileage is all main-

tainecl by State forces, with the excep-tion of 687 miles of city streets locatedmainly in the larger cities.The field force engaged in mainte-

nance work consists of some 2557 men,including superintendents, timekeep-ers, bridge and ferry tenders. Theterritory assigned varies with theextent of work. On the average,each superintendent is in charge ofabout 240 miles of road, and a fore-man and crew is assigned 40-milesections. Excluding supervision,this is equivalent to an average ofone man to each 52 miles of roadmaintained.For administrative purposes, the

system has been divided into some1300 sections. These sections havebeen designated arbitrarily on a geo-graphical basis, but in general it ma~~be said that eachsection represents

an individual problem of mainte-nance. The type and standard of im-provement ; the age, soil and climate ;and the volume and composition oftraffic are all factors which must beconsidered.There are approximately 6,825,000,-

000 vehicle miles generated annuallyon the rural State Highway System.The average daily density of traffic is1485 vehicles per mile of road. About15 per cent of the annual vehicle mile-age is generated by commercial vehi-cles. It is to be noted that the term"rural State highway" is merely areference to the location of the roadrather than the traffic. The trafficitself is predominantly of urbanrather than rural origin.

Traffic of urban origin on the ruralState Highway System is very largenear the great centers of population,

The mileage by type of surface and the traffic ranbe and average traffic on the rural State Highway System

is shown in Table 1.TABLE 1

Miles of Rural Road by Surface Types, Number of Lanes, and Traffic

TYPE OF SURFACEMILESBY NUMBEROFLANESTwoThreeFourTotal

Bridges (all types)_______________________________.._____76.1693.6438.6408$.452

Dual or Divided (miscellaneous types)_________________40.26943.37047.111130.75Q'~

Brick -------- ---------------------------------0.5500.550

Portland Cement Concrete_____________________________1,574.901170.473107.4651,852.839

Oiled Concrete ____________________ __________285.562.3480.267286.177

Asphaltic Concrete _________________ ____________1,099.727138.79365.6411,304.161

Bituminous Macadam _________________________________968.82911.99018.718999.537

Plant Mix --------------------------------------------1,317.38314.58711.1911,343.166

Road Mix ---------------------------------------------1,883.9581.1701.9231,887.051

Oiled Gravel __________________________________________1,593.2910.3571,593.648

Oiled Earth ------------------------------------------2,641.8891.5500.3922,643.831

Gravel ------------------------------------------------29.55729.557

Earth -------------------------------------------------460.3001.474461.774

Total ------------- ----------------------11,972.385385.924'~<263.179'12,621.488

Miles of city streets mantained by State forces_____________________--348.078

12,969.566

Miles of city streets maintained by city forces_________ ____________ _ 687.326

Total mileage in system as maintained________________________________________-_ 13,656.892

TRAFFICRange in trafficvehicles per day

100 to 20,0002,500 to 20,000

500 to 20,000250 to 7,500500 to 20,000250 to 7,500100 to 5,000U p to 5,000Up to 2,500U p to 2,500100 to 250Up to 250

Averagedaily

2,3276,414871

3,3691,9253,2661,5411,329671681333

131

1,485

* The 130 miles of dual or multiple lane roads is equivalent to nearly 200 miles of two lane road from a maintenance point of view.The 649 miles of three and four lane pavement is equivalent to some 1,100 miles of two lane surface.

1[E~ght~ (Ja~auary 1940) California. Highways and Public Works

Winter Failure of Light Surface North of Quincy, Feather River Route, from Storm and Traffic Conditions.

constituting over 80 per cent of thevehicles. The rural State highwaysare frequently considered as connect-ing links between cities, but in manyeases it is equally appropriate toconsider them as extensions of citystreets.

Only in the more isolated sectionsdo the urban-owned vehicles dropbelow 60 per cent of all vehicles, andin all cases urban vehicles are o`er40 per cent of the total, even in suchcounties as Trinit3~, Plumas andAlpine, which have no incorporatedmunicipalities.

CONDITION OF FACILITIES

The condition of highway facilitiesis changing constantly. Consider-able sums are being expended formajor improvements and for a certainamount of reconstruction. In anyone year only a small percentage ofthe system is so improved.

It has been estimated that twenty-five years will be required to com-plete desirable improvement work onthe system at the present rate ofprogress. In the meantime, tie pres-ent, facilities must be kept in condi-tion to carry traffic or restrictionsplaced on normal operation. A por-tian of the bridges, for example,were not designed originally tocarry loads which are legal underpresent laws. Others have deterio-rated to an unsafe condition. The

same is true of certain sections ofroad.

The condition of the bridges is in-dicated b~- Table 2.

TABLE 2Condition of Bridges

Number posted for restricted loadingas of Dec. 1, 1939__________________ 369

Number considered inadequate be-cause of narrow roadway (less than20 fee', -------------------------- 682

Number considered inadequate be-cause of restricted overhead clear-ance ------------------------ 29

There is an oeerlapping as to width,~~ertical clearance and condition, but

taking the structures as a whole, itappears that approximately 27 percent are inadequate for one reasonor another. There is frequent dam-age to structures because of accidentsresulting from deficiencies in clear-ance. The main expense, of course,is on the 11.7 per cent which are ob-solete due to age or inadequate de-sign.

~. review of the road surfaces bytypes indicates deficiencies as to thiek-ness, width and type of surface forthe traffic served. The extent of thesedeficiencies is indicated in Table 3.

Deficiency as to type, width, orthickness of road surface for the vol-

TABLE 3

Deficiencies in Road Surface

Miles Type of

Desirable Standard

Type of Surface Defi- Daily Traffic Deficiency

for Volume ofcient Traffic

Portland CementConcrete ____________' 900 1,000 to 10,000 Less than

~ 6 inches thick

Oiled Gravel___________ 332 1,000 to 5,000

Oiled Earth_ 505 ! 500 to 2,500

Earth i p2p 100 or more

All Types______________ 6,549

Too low type

Too low type

~ Too low type

Less than20 feet wide

& inches x 9 inches22 feet wide

P.M.G. or hightype pav't

P.M.G. or R.M.G.

Oiled earth

20 feet to 22 feetwidth

California Highways and Public 'UVorks r1a~Z7~aYy i94oJ QNine~

ume of traffic results in greatermaintenance expense. For each yearthat such deficient facility contintitesin service, more careful attentionmust be given, ~~vith a correspondingincrease ii2 expenditures. This is par-ticularly true in the case of deficieizcyin titTidth. Where the width is lessthan 20 feet, shoulders require snorethan ordinary at~ention to instilreessential pavement support aid traf-fic protection. As indicated in Table3, this problem is acute on 6549 milesor 51.8 per cent of the rural StateI3ighway System serving 27.8 percent of the traffic.

LIFE OP SURFACE

11 i~7atter of concern is the inereas-ing tendency, due to a lack of funds,to substitute a lower standard of siir-face than that which the traffic re-quires. In addition to items in Table3, for instance, there are 1975 milesof plant or road mix carrying a dailytraffic of .from 500 to 10,000 vehiclesa day. Two hL~ndred and five milesof this surface type is now carryinga volume of traffic which is almosttwice that of the average density forthe entire system.

While it is impossible at this timeto estimate the span of life of thissurface, it is entirely reasonable toassume that its economic life willnot exceed ten years. Since the aver-age age of this type of surface isnow approximately five years, it fol-lows that unless replacement is com-menced during the next five years,its maintenance will increase.

In ~ progress report to the High-way Research Board which ~~as re-ceived early this year, H. K. Bishop,Chief of the Division of Constrtilctionof the PLiblie Roads Administration,who acted as chairman of the sub-committee on NLaintenance Costs, fur-nishes data on the cost differentialbetween adequate and inadequate sur-faces; and also between surfaces ofaclegtil~,te and inadequate width.

GOST OF SURFACE

In t11e Pacific States group, it ~~~asobserrecl that the cost of maintainingsurface oizly ~~~as $126 for high typepavements and $219 for intermediatetype pavements, carrying (rain 751to 4000 vehicles daily. It is to benoted that the high type pavement,despite its lesser annual maintenancecost, was given a higher conditionrating than the intermediate type

Failure of Red BIuSf-Susanville Route Due to Inadequate Base.

surface. These figures ̀were for sLir-faces 20 feet wide. A similar, thoughless pronounced, differential existsin the case of surfaces less than 20feet in width.

Alain, taking the same trafficgroLtp and considering high typepavements, the cost of maintainingtraveled way was $169 for 18-footsurface and $126 for 20-foot sLirface,and moreover the lesser expenditureproduced a higher condition rating.

1l3AINT~NANCE COSTS

The report conchicles that " Sur-face maintenance costs are lowest forthe high-type pavements—durabilitybeing built into the s~irface ; increasefor intermediate Gypes, and are thehighest for low-type surfaces." Ancl,"Surface maintenance costs are gen-erally lower on 20-foot widths of sLir-face than on 18-foot widths. The20-foot widths have less pavementedge. failures and «pater seepage un-der surface throtizbh gutty shoill-ders. "The committee also states "SLlrface

maintenance casts increase `with in-crease in traffic on specific types ofpavement. Weight of traffic fLlrtherincreases cost, but more data are de-sirable to determine extent. "

The foregoing comments .serve topresent the size of the maintenanceproblem and some of the specific con-clitions with ~vhieh the iliaintenanceorganization is faced.We come now to the question of

standards of inainten~,nce. In Cali-fornia, it has been the policy to pro-vide fui~da to insure an aclegnate btiit

not an unusually high standard ofiizainteiiance. In this regard, it isii7teresting to note a comparison ofmaintenance costs in C~lifaznia tiviththose in other parts of the UnitedStates.The H. K. Bishop report previotisly

mentioned covered maintenance costsover a three-year pei°sod on 1233sections represei7tative of the prin-cipal type surfaces in use, eoverinb18,716 miles of highway in 47 states.The sections selected were of stand-arcl construction and aclegnate for thetraffic served.Early this year a report z~~as issued

showing a compilatioi2 of these data.This report shows that the averageannual mai~itenance cost in the fourgroups of Eastern States, which com-~are in traffic. volume with the PacificStates group, was $53 t per mile.The average animal cost for thePacific States broup was $436 permile.

~l`he sections in California ii7clucledsome 361 miles scattered throughoutthe State, which were representativeof surface type, climatic and averabetraffic conditions. The average costfc~r these sections «gas ~~60 per yearper mile.

~1 cnnlparison of inaintenan.ce costitems between the seleetecl stanclarclsections and the rLlral entire StateHightivay System is shown in Table ~.The routine maintenance. of $413

per mile includes provision for o~era-tion of movable span bridges, high-~vay lighting, operating expense andlibhting of t~~~o tLUZnels, operation oftwo ferries, and similar work not

QTen~ (J~nu~Yv 19~0~ California Highways and Public Wog°ks

directly connected with upkeep. Thenet amount estimated for routinework is $400 per mile.

TABLE 4

Comparison of Averacte MaintenanceCost per Mile

For entireStateHighway

System onFor basis of

selected presentItem sections budget

Routine Maintenance $223 $413

Replacements _______ 70 735Improved Service____ 132 83Major Slides and Re-

pair of Storm Dam-age -------------- 35 80

Total _____________ $460 $711

The main difference between thecost on selected sections and state-wide average is reflected in the Rou-tine Maintenance. This condition isto be expected, since the sectionsfor whieli costs were reported are offairly recent construction, and withsurface and other facilities designedfor the existing traffic. The cost ofthis Routine Maintenance shouldapproximate the minimum for theparticular traffic volumes. The costof "Improved Service" as shown inthe following table is higher than

the State Average. This, also wouldbe expected. A review of the severalclasses of work which entered intothis charge as sho«~n in Table 5 isinteresting.

TABLE 5

Detail of Improved Service Charges

Item Cost per Mile

Upkeep of guard rail_________ $7.00Cutting and control of road-side vegetation_____________ 34.90

Care of plantings____________ 30.77Care and installation of high-way markers ______ 6.65

Traffic Striping ____ 25.46Sno~n~ removal________________ 18.13Miscellaneous items _________ 9.09

$132.00

When viewzd in detail, it is appar-ent that no single item is excessive ifa good appearance and proper serviceis to be assured. The item for snowremoval is low, as only about 50 milesout of the 361 miles of the selectedsections are in territory where sno~-vremoval is required each season, andthe fall is comparatively light.The cost of major slide removal and

repair of storm damage likewise islover on the selected sections thanthe State average, as they are located

iii areas where such damage seldomoccurs. 'The Bishop cost report referred to

above also included a condition ratingfor the model sections. The PacificStates group, including California,was given a condition rating of 93 percent. This compared with a ratingwhich ranged from 88 to 94 per centfor other sections of the country.Taking this into account along withthe favorable cost comparison, it ap-pears that maintenance ~~vork in Cali-fornia is on a reasonable par withother sections of the United States.

Th.ds is tTie first i~astallment of ~lfr. Den-nis' address. Tlie second install~ne~at willappear ne~ct month.—Editor.

2,191,683 Autos DeliveredIn the first ten months of 1939, 2,624,x38

motor vehicles were delivered to consumers,an increase of 46 per cent over the sameperiod in 1938. Of this number, 2,191,683were passenger cars, representing a gainof 48.8 per cent ; and 433,055 were commer-cial vehicles, representing a gain of 3:~ percent.

"My girl friend has a wonderful new jobnow, doing settlement work."

"Settlement work?""Yes, her lawyer sues, and she gets the

settlement."

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Typical Slip-out During Heavy Storm on Topango Canyon Route Near Santa Monica in Los Angeles County.

California Highways and Public 11f~orks (Ia+LUa,-y i94o1 ~~Ie~en~

Modern Psychiatric Clinic Unit tobe Added to U. C. Medical School

By P. T. POAGE, /°assistant State Architect

THE popular conception of men- tal disorder or disease is gen-erally accompanied by a feeling

of horror and hopelessness. Up tocomparatively a few years ago, per-sons so afflicted were isolated in"asylums," usually for the remainderof their lives, where a low standard ofliving, general neglect, and often mis-treatment were designed to increaserather than lessen the effects of themental disorder.~s medical science progressed and

the public became more conscious ofits responsibility to those sufferingboth physically and mentally, theregradually evolved first the hospitalin which proper care and safe custodywere the prime factors, followed byfurther steps to the present time inwhich special attention is being givento research for determining causes,and to treatment for effecting cureand rehabilitation to society.In dealing with this phase of the

problem, California has long been atthe front, both in the work done in itspublic institutions and in that per-formed by psychiatrists in privatepractice. Under the leadership ofDr. Aaron J. Rosanoff, Director ofInstitutions, it is now preparing totake the lead in this field with theconstruction of a new specialized Psy-chiatric Clinic to be constructed bythe Division of Architecture for theDepartment of Institutions in SanFrancisco.

$500,000 APPPOPftIATION

Dr. Rosanoff has given a lifetime tothe study of i;his problem and is anationally recognized leader in thefield and the author of numerousbooks widely read wherever psychia-try is considered. His familiaritywith the results to be obtained byproper application of egisting knowl-edge and his enthusiasm for researchand the development of a greaterunderstanding of the functions of thehuman mind were effective in con-vincing Governor Olson and the Leg-

islature of the urgent need for aproper plant in which to carry onthis work. As a result, there is noravailable an appropriation of $500,-000 for this purpose.In the furtherance of this project,

in July, 1939, Dr. Rosanoff, W. B.Reynolds of the University of Cali-fornia, and P. T. Poage, AssistantState Architect, visited approximatelytwenty of the important centers ofpsychiatric research and treatment ineastern cities, including Madison,VPisconsin; Chicago, Toronto, Boston,New York, Baltimore, Philadelphiaand Pittsburg. Detailed inspectionswere made of the physical plants andconsultations held with the directorsand other staff members of thesespecialized hospitals and clinics.

COOPERATING WIT13 MEDICAL SCHOOL

The site for the new unit is on theproperty of the University of Cali-fornia Hospital and Medical Schoolfacing Parnassus Avenue. Carefulattention is given to coordination withthe future development of the MedicalSchool whose interests in the teachingand study of psychiatry are tiedclosely to those of the Department ofInstitutions. This strategic locationis of mutual advantage to the uni-versity and to the Department of In-stitutions in giving to the latter thefull advantage of ready access to thespecialized staff, laboratories, andother facilities of the Medical School;and offering to the university the bestof facilities for study and research inadvanced psychiatry.As this is written, late in December,

1939, the preliminary plan has beenagreed upon and working drawingsand specifications will proceed asrapidly as the details can be developedto meet the approval of the consult-ants in the various branches of thework to be housed.The basic architectural character is

drawn from the designs of the Univer-sity architect for the proposed mainunit of the Medical School which will

be the dominating mass of the entirehospital and medical group when con-structed, and of which the Phychia-tric Clinic will, in effect, be one wing.The accompanying perspective sketchshows in tentative form the generalmass of the design in its present stageof development.

TWO GARDEN AREAS

The plan form is that of an un-symmetrical "T." Two harden areasoccupy the space on either side of thestem of the "T," one giving specialinterest as an entrance feature eg-posed to the view of the main street,and the other a secluded area pro-tected from the public view to provideoutdoor recreation area for patientsunder treatment and observation.The main mass of the structure will

be four stories high. Additional areafor necessary service units and stor-age will occupy a partial basement.The elevator pent house, living quar-ters for resident physicians and otherminor elements will be housed in acentral fifth floor unit.The first floor will be given pri-

marily to the out-patient department,administrative offices, receiving unit,laboratories, and lecture room.

HOUSES 100 PATIENTS

The principal areas on the second,third, and fourth floors are devotedto housing approximately 100 patientsdivided equally between the sexes.Distinct separation of sexes is pro-vided, except in the neuro-surgicaland the children's wards.On the extreme front wing of these

three upper floors are specializedunits including: (1) Facilities forinsulin shock therapy, a treatmentgiving excellent promise in the cureof cases not too far advanced; (2) acomplete neuro-surgical unit with op-erating room, X-ray, and related ac-cessories to care for all surgery ofthe brain and the nervous system;(3) occupational therapy rooms de-voted to craft work designed to oc-

QTwelve~ (Jan:iary1940) California Highways and Public Works

Sketch of proposed psychiatric clinic to be built at the University of California Hospital and Medical School in San Francisco.

copy the mind, develop coordinationof faculties, and otherwise improvethe general mental condition.The new clinic is intentionally

limited in size, being considered notas a basic treatment unit, but as acenter from which will be directed anincreasingly broader program ofpractical applied psychiatry to becarried out by the various institutionsalready in existence.

STUDY OF MATERIALS

A careful study has been made oftypes of material best adapted to thespecial service required in this typeof hospital. Construction will be ofreinforced concrete in so far as theprincipal structural frame is con-cerned and other materials will ingeneral be fire resistive to provide thefiillest protection to the patients.

Acoustic materials will be used eg-tensively to minimize noise disturb-ances. Adequate natural light andventilation will be available generallythrough the generous window areacharacteristic of the modern architec-tural treatment.The Division of Architecture is

happy to have a small part in bring-ina this important service to humanity.

"Since I've stopped going around with

college boys, I'm three pounds lighter."

"Do you mean you're worrying and losing

weight?""No, I've given back all the fraternity

pins I've been wearing:'

Public Works Program for 1940(Continued from page 5)

The Division will continue thesupervision of irrigation districts andlend assistance to the District Securi-ties Commission in refinancing andrefunding old bond issues. Seventy-three districts with a total of $89,-500,000 in outstanding bonds comeunder this jurisdiction.In the water rights section appli-

cations for permits to appropriatewater for the year 1940 will approgi-mate 350. It is estimated that 225of these will be approved, that rightswill be confirmed by issuance oflicenses in 110 cases. Approximately275 inspections and field investiga-tions of water rights will be made.

WATER ADJUDICATION

The Division will complete the ad-judieation of water in five districtsincluding the large Middle Fork ofthe Feather River district and theNorth Fork of the Pit River district;and in the smaller districts of AshCreek in Big Valley, South CowCreek and the Raymond Basin AreaReference. Two new water masterdistricts will be created in additionto the 14 now in existence.

Cooperative work with the Federalgovernment on which the State andFederal government share the eg-penses equally will include streamgaging, at a cost of $50,000 ; topo-

graphical surveys, $10,000 ; irrigationinvestigations, $10,000 ; and other co-operative work with the War andAgriculture Departments on state-wide flood control investigations.On small surveys the Division will

spend $7,500 and supervise the workof several cooperative agencies bothpublic and private which will spendan additional $30,000.Under miscellaneous projects the

Division will dredge Mission Bay atSan Diego at a cost of $30,000; pre-pare plans for a water supply for theState institutions in Napa Valley andcontinue the South Coastal Basinsurveys.

Six Trucks Move 150-Ton GunOne of the heaviest loads ever hauled

over a road on this continent was moved toFort Cronkite, California, recently when a16-inch gunbarrel weighing 160 tons wastransported with four trucks pulling and twotrucks pushing.The six trucks, Generating 900 horsepower,

moved the hauling unit, with forty wheelsunder it, at a rate of one and one-half totwo miles per hour.The incident demonstrates once more that

highways are vital in national defense.

"Who is that terribly homely man sittingover there?"

"That's my brother.""Pardon me. I hadn't noticed the

resemblance."

California Highzc~ctys and Public Works (Ia~tuaY1, 1940) QThirteen~

Steel Truss Bridge at Antler Will Carry Four-lane~~ ^~~ o~ ~~ ~^ ~~

MI~ ~I~ TOTAL LENGTH OF BRIDGE FACE TO F

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PIER NQ. 2

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FOUR-LANE high«gay reloca-ti~iz project across the pro-posecl Shasta Reservoir is the

1330-foot steel and concrete bridgerow under constrLictioii over theSacramento River near Antler, about14 miles above Shasta Dam. At thatpoint, the reservoir will be 150 feetdeep, and the water surface tivill bemore than 100 feet above the i~resentstream in the Sacramento RiverCanyon.As the new highway approaches

the south end of the bridge locationon a long 6 per cent descendiizg grade,at a sharp angle to the structure, itvas necessary from a safety stand-point to locate the entire bricl~e ona 5000 foot radios curve with an850 foot curved approach highway.Smooth transitions between the vari-ous radii will ~rovic~e safe and eom-fortable automobile travel at all times.The bridge is laid out with five

major spans; two of 189 feet, two of252 feet, and one central span of273 feet. Forty-two foot cantileverspans at each end support short beamspans that serve to distribute and

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PIER NO. 3

miiliinize the effect of structure de-flection or of settlement of the. ap-proach fills.

TWO SIDEWALKS PRQVID~D

1 50-foot road«gay is provided, witht~i-o narro~~ siclev~~alks and steel rail-ing. T~vo lines of steel deck trusses31 feet apart support floorbeams ateach 21-foot pai2el point, nine lines ofsteel stringers, and a reiizforeed con-crete roadway slab 71/~ inches thick.The main piers are eibht feet ~~~ide

at the top, 40 feet long, and of vary-ing heights, the tallest being; 172 feetaboti~e its rock foundation.

PIERS QPE~T TO WATER

Piers are of cellular construction,tiising 18 inch walls and iizterior ribsthroughout. Varying amounts of re-inforcii~g steel in these walls providefor the differences i~z stress at thegroper points. All piers are foLindedupon rock. Foundation explorations`-ere inacle at all pier locatioizs todetermine satisfactory depths of f~at-in s.

Three of the biers extend clown be-

---~ E/ev.925

PIER NO. 4

By GLENN L. ENKE,

low river level, and will require con-crete. foundations poured under water.Construction joints are provided inthe pier shafts at 20-foot intervals.;a horizontal distribution girder, or"floor," being located at these points.Piers are battered 1/s inch to 12 inchesfor appearance.As the ultimate j~~ater level in the

Shasta, Reservoir will practically sub-merge the main piers, openings arPprovided at various points in the pier~~valls and floors to permit the freepassage of water. This procedure notonly eliminates hydrostatic pressureon the pier walls but acicls consider-able "mass" or "inertia clue to ~~eightof fluid" to resist earthquake forces,.discussed later.Next to structural safety, a funcla-

mental requirement, smooth deck sLZr-faces and good railin appearanceare probably the two most importantfactors to the. motorist. Considerablecare was taken, therefore, to insuregood results in the completed struc-ture, as follows(1) A railing; ai1c1 ~ittter profile

was established for each side of the

QFourteen~ (January 1940) Calif ornaa Highways and Public Works

State Highway Relocation Across Shasta Reservoir

SCE OF PAVING NOTCHES = i330'-0"

~~~~~~. 2S/.B2'+ NN

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PIER NO. 5

380

associate Bridge Engineer

bridge, using loizg 1400-foot verticalcurves to give a smooth chanbe ofsuperelevation over the structure tofit approach alibnment.(2) Truss deflections due to fu11

dead load were carefully computed.and elevations determined for eachtruss panel point to fit an "unloaded"profile. This "unloaded" profile isthe final profile, plLis the anticipateddeflection u~de~ dead load.(3) The fabricating shop «gill enb-

pnneh, or sub-drill, all main trussconnections, then completely asseilibleeach truss in a horizontal. ~ositioii inthe shop, placing each top chord panel~oiizt in its correct relative positiontp fit the "unloaded" profile.(4) All trLiss joints are th~~i

reamed to ftilll size, and all membersmatch-marked for erection.(5) Trusses may then be erected at

the bricl~:e site in any clesirecl orderas correct position is secured siml~l~rby jacking the trLlsses into shape iu~tilall truss connections are fair. \ ofield drillii~~ of these connections ~i-i11be allowed.(6) The concrete deck will then be

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poured iii any order to suit the con-tractor's working schedule. This isan important feature, as pouring a,deck slab uniforn~ljT from one. eizd ofa structure to the other is nzueh lesscostly than requiring short individualpours over various parts of the bridge,as has heretofore been necessary iiitrusses of this type.

n~cx zs "cuT zoosE"

To preee~t participation of thecpnerete cleek slab in i esi~ti~g stressset up iii the trusses. by the weightof the slab, as it wotiilc~ sLirely do ifrigidly attaehecl, the deck has beenliteraIly "cut loose" by u2troducinbsi~1a11 expansion joints in the stringersapproxii~latel3r 100 feet apart. Thisis of no consegLlence to actual strengthof truss members, belt has a pro-noLUlcecl effect upon deflection of thetrLlsses. As accurate trLlss-deflectionscan be determined only if the slab ispi°eventecl from taking direct stress,this procedure is essential to secure asmooth deck.

It is most important in constructiil~a concrete deck to anticipate accu-

Cali f orzaia I~ig~av~tys ancZ Public ~ork,s (Ianu~,~v i94o)

E/ev. /07B

ABUTMENT N0.8~J'trippinyE/ev. /013.5

PIER N0.7

rately the deformation of the variousmembers involved, as correcting arotz~h or wavy deck after constructionis a difficult. and costly process.To eliminate deflection stresses

from the piers, temporary expansionrollers will be used at the tops of allpiers. Upon completion of the deckslab and upon a suitable day ofaverabe temperature, the truss shoeswill be grouted into permanent posi-tion.

ROTATING TYPE JOINTS

Piers are arranged so that the fourmain piers on either side of the ce~z-tral span are. supported longitudi-nally by anchor piers of compara-tively low height located high up onthe canyoiz walls. The. main trtilssesare pin connected to the tops of allpiers. A slispencled span in the cen-tral `L73-foot span, with provisionfor expansion at one end, establishesa symmetrical trLlss layout, continu-~us over three supports on each sideof this span. Trusses are then fully"incletermii~ate" only over the centersupport of the group, the "degree of

(Continued on page 25)

Q Fif teen

Santa Susana Mountain ridge in process of being cut through to transform Newhall Tunnel into an open cut highway.

a d b ut all T neReIce N h un ew p yBy JOHN D. GALLAGHER, Assistant ~—lighway Engineer

AROSS the northerly end of the San Fernando Valley, somethirty miles north of the center

of Los Angeles, extends the rugged,brush covered range of the Santa Su-sana Mountains which has long pre-sented atroublesome barrier to roadbuilders.In the earlier days of development

of this portion of the State, energeticpioneers hewed a narrow vertical cutthrough a low point in the hills. Thiscut, kno«~n as "Fremont Pass,"served travelers to the north of LosAngeles until 1910, at which time LosAngeles County constructed a tunnelthrough the hills just southerly of thetown of Newhall. This arch tunnel,only 17 feet-five inches wide, was usedby the rapidly increasing traffic fromthe metropolitan Los Angeles area tothe San Joaquin Vallev, Mojave and

Sixteen ~

the Owens Valley for the next twentyyears.In 1928-29 the California Division

of Highways constructed athree-lanehighway through Weldon Canyon,west of the tunnel, for traffic to theSan Joaquin and Sacramento valleys.Thus, the tunnel which had become aserious bottleneck was relieved of alarge portion of traffic. During; thepast ten years, however, traffic toAntelope Valley, Owens Valley andthe northwestern portions of the col-orful Mojave Desert increased to anaverage of 4000 cars a day, with Sun-day traffic during the wildflower sea-son reaching 20,000 cars in ninehours. Under this conk estion New-hall Tunnel again became an intol-erable bottleneck.On May 5, 1938, a contract ~~~as

awarded by the State for reconstruc-

tion of this portion of the route as aunit in the program for a new align-inent of the hibh~~va3T between the SanFernando Valley and Mojave alongthe so-called Mint Canyon Short Cut.The contract included construction

of 3.73 miles of State highway, be-tween Foothill Boulevard ai7d Place-rita Canyon on the Mint Canyon Cut-off, where a connection ~~~as made withmother unit of the general improve-ment. From the Foothill Boulevardjunction, which is about a mile southof the olc~ tunnel., to a point almost amile north of the tunnel, the projectfollowed the old road. The contractcalled for a divided highway, witht~~~o 12-foot center lanes of plant-iniYea surfacing and two outside lanesof portland cement concrete, each 11feet wide, with 7-foot shoulders. Thecentral dividing strip is four feet

(Ia~t=~ary 1940) California High2vays and Public W orbs

Modern 4-lane section of Newhall Tunnel highway has a raised central dividing strip covered with plant-mixed surfacing.

Narrow Newhall Tunnel bottleneck on State Highway 23 as it appeared before excavating of cut slopes as indicated by dotted lines.

California Haghivc~ys a~ad PZCblic Worhs (Ia~lt~~,-~~ 19 0) ~Seventeen~

wide with concrete curbs and cov-Bred with aplant-mixed surfacinb.At the point one mile nort}~ of the

old tunnel location, the new highwayleaves the road to Newhall and bearsto the right on new alignment as partof the Mint Canyon Cut-off. Thissection was constructe.~ with a three-lane plant-mixed surface 33 feet wideand 8-foot shoulders.The major interest of the contract

centered around the replacement ofthe tunnel with an open cut and thisphase of the contract was graphicallypresented in the final report oiz thework submitted by Mr. S. V. Cortel-you, district engineer, at Los Angeles.

The tunnel was 435 feet long, con-crete lined, with a grade liize 200 feetbelow the top of the hill and entirelywithin the prism of the proposed cut.Investigation had shown the hill tobe composed of cemented con~lomer-ate and sandstai~e, ndicatiizg:that i10serious difficulty would be encounteredin egcavatioi~. As traffic was carriedthrough the tunnel during coiistruc-tion, protection from falling materialat the tunnel portals was provided bya thirty-foot timber extension of thetunnel on I-beam posts and caps. Theextension above the tumiel portal alsoprovided a suitable area for the opera-tion of power shovels ai2d trucks andwas used first at the north portal,then moved to the south portal toserve the same purpose. Ramps wereconstructed from the existing road tothe area above the tunnel.The greater portion of the material

in the cut was loosened ~~ith rootersand bulldozed from the top of the entto the working area above the tunnelportal where it was loaded by tt~o2~-yard shovels into a fleet of sixteen10-,yard dump trucks. The cllt ~~~asclesi~ned for one-half to one slopes.

DRILLING AND BLASTING OPERATIONS

l~To blasting was done in the reino~-a.1of the upper 120 feet of the cut.When excavatioi2 hack reached a pointabout 60 feet above the tLlnnel roofdrilling and blasting operations ~~erebegun. Holes were drilled with a,waboii drill rig to depths of 35 to 40feet and the material loosened witheha,rges of approximately 1000 potuldsof black powder to each hole. Inorder to minimize loosening materialin back of the designed slopes firiizgwas limited to four holes at a time.

Operations advanced until excava-tion hacl been completed to au eleva-tion about 10 feet above the tnni2el

rouf (about 30 feet above the roadbedtrade) when a slide occurred on theeasterly slope which entirely blockedthe south portal of the tunnel. Theslide moved along oile of several slipplanes which dipped toward the road-bed at angles of from 20 to 3~ degrees.

Slope design on the easterly sidevas then changed to 1 to 1 and ap-proximately 42,OOQ yards of materialfrom the top 65 feet of the cut placedin adjacent canyons by the use ofbulldozers and carryall scrapers.From this point the material remain-ing back to the 1 to 1 slope wasbrought into the cut by blasting andbulldozing where it was loaded intotrucks with power shovels aizd hauledto «Ticlen fills.

RECURRENCE OF SLIDES

The 1 to 1 slopes did not, however,.prove to be sufficiently stable andanother slide came in on the easterlyside near the north end of the cut.On this portion the slopes were flat-tened further to 11/2 to 1. Just afterthis ~~ork was completed a triangularwedge of about 500 cubic. ,yards slidout in back of the li/2 to 1 slope,indicating that eventually all the ma-terial above the slip plane might slideinto the cut. Removal of all this ma-terial would have involved a greater~~arda.ge than funds provided for thework «could pern7it.~t the same time other slides oc-

etirred at the sulltherly end of the etitand ii1 high cuts iminediatel~= south ofthe tunnel cut. In all cases it v~~asnoted that the material hacl brokengut in trian~;tllar sections, boundedon the. southerly side by nearly verti-cal planes snore or less parallel to thedirection of dip and that mo~~ementof the sliclin~ mass tivas along thedirection of clip, which formed anoblique ankle ~~-ith the road~~ay butterline. The slip plaiZes intersected thecutter line at various points through-oiit adistance of about 800 feet.Tv determine the limits of material

required to be removed in order tostabilize the cut slopes, plaices with a3/4 to 1 slope were passed throughthe intersections of the slip planesand the gutter line and on a liizeapproximately 10 degrees back of thedirection of slip. All material northof these slope planes, down to the sur-face of the slip plane was removed.By this method the material remain-ing south of the slope planes and be-low the slip planes was supported atthe toe, and the total amount of ma-

terial removed «Tas much less than ifa uniform slope of sufficient flatnessto stable had been adopted.

611,000 YARDS REMOVED

The result of this procedure in re-movinb unstable material is a seriesof saw-toothed peaks or ridges withvalleys intersecting the butter line.The westerly slope of the tunnel

cut has remained stable on the 1/2 to 1slope to which it ~~as originally de-si~ned and constructed.The preliminary estimate of road-

way excavation for the area in whichthe heavy slides occurred was 295,000cubic yards oii the basis of the de-signed 1/2 to 1 slopes. The slide yard-age removed amounted to 316,000cubic yards making a total of 611,000cubic yards of material removed inthe construction of the tunnel cut.On the remaining portions of the

roadway little difficulty in excavationwas encountered, although some ofthe cuts reached 100 feet in heightand required considerable drilling andblasting to brim material down tothe roadway where it could be loadedinto trucks with power shovels.The preliininar3T estimate of exca-

vation quantities for the entire 3.7miles of the project was 520,000 cubic,yards and the final quantities showedthat approximately 857,000 cubic,yards were remoti ed, an excess of337,000 cubic yards, nearly all ofwhich came from the tunnel cut.

PA~~LD DRAII~TAGE DITCH

Other features of the contract suchas the plant-mixed surfacing, port-la~.lcl cement coi7crete pavement andshoulder treatment followed more orless standard practice. The construc-tion of a paved draiiia~e ditch aloneone portion of the project, followed,however, experimental lines. Tlieditch ~~~as built on a curved sectionand paved «pith asphalt concrete rein-for~ed «pith wire mesh.The length of the ditch was about

300 feet and has a top width of 39feet «pith a flow line 6 feet below thetop. The sectioiz is curved, with ~.radius of 35 feet. The grade of thecliteh was finished by hand trimmingusing a circLllar templet and co~llpac-tioiz of the sub~;rade accomplished~~~ith an eight-ton tandem roller. Tl~easphalt concrete `vas spread andraked by hand and eoinpaeted by thetandem ioller.

After one inch of the surfacing wasin place the ~~-ire mesh reinforcement

(Continued on page 24)

QEighteen~ (January 1940) CRlZf ornia Highways and Public Works

■ ~ ■

~ Ti Ba r e o~w ut n y gERates oes into ect

AN OUTSTr,NDING demonstra-tion of. the benefits that can beobtained for the people through

lnlblic ownership was given on JanLi-ary Y, 1940, when in conformity withGovernor Culbert L. Olson's determi-uation to reduce tolls on the SariFrancisco-Oakland Bay Bridge asrapidly as revenues of the great span~~ermit, another reclnctioii ~~vas madein the automobile, truck, trailer andcommutation rates.The California Toll Bridge Au-

thority by Liizanimous ~~ote on Decem-ber 12, 1939, authorized the decreasein rates.

~ctioiz of the Authority was in linewith Governor Olson's policy of giv-ing to the people tinder public owner-ship the greatest possible benefits ac-cruing to them under such ownership,and constituted the second rechictionin Bay Bridge tolls nlacle Lu2cler thepresent State administration.

~ ~ COIVSYICLTOUSLY SUCCESSFUL"

"Public ownership and State oper-ation of the San Francisco-OaklandIiay ~3ridge are proving conspicLlotiis-l~- successful," Go~-ernor Olson de-clared in announcinb the i~e`v tolldecrease. "That is why we are ableto make further recllietions at thistime in charges for the use of the Bay~3ridge. We shall put lower tolls ineffect in the future just as soon asthe income of the bridge warrants. "

'.Phe Authority by its action cut thetoll for pleasure automobiles from 40cents to 35 cents per vehicle with nocharge for extra passengers.The superseded rate had been 40

cents for an automobile (includingthe driver aiicl up to four passengers)but with extra passengers paying 5cents each..Rates for automobile commuters

were reduced from $14 to $12.25 andfrom $11.60 to $1025, respectively,which approximates 2~ cents perone-way ticket.For automobile trailers the toll was

cut from 50 cents to 35 cents.Provided the bus lines operating

o~~er the bridge apply to the Railroad

Commission for nei~T tariff rates whichwill give to their passengers the bene-fit of the reduction in bus tolls, therate for bLises will be fixed at a flattoll of $1 tivith no extra charbe forpassengers. Buses no~j~ pay 75 centsper ~-ehicle and 5 cents for each pas-senger carried.The Authority enlpo«~ered its sec-

retary, Director of Public WorksFrank W. Clark, to put the new bustolls into effect when the bus linesobtain approval of new tariff rates iiiwhich will be reflected the saving totheir passengers.An important new regulation affect-

ing trucks v~~as approved. Formerlytrucks paid 50 cents per vehicle and2 cents for each 100 pounds of loadcarried. The new toll is based on thegross weight of the truck and loadand is intended principally to speedLlp the weighing of trucks at the tollstation.

GRATIFYING; TO AUTHORITY

In submitting the matter of fur-ther toll reductions at the recentmeetinb of the Authority, GovernorOlson said"When the tolls were reduced from

~0 cents to 40 cents, we announcedthat as soon as conditions would allow,in keeping with the imderwritinbcontract for the bond issue, therewould be a further reduction. I un-clerstand from the Director of PublicWorks and counsel for the Authoritythat conditions have now obtainedunder which there can and maybe further reductions. Therefore, Iwould like to take that matter tip atthis time."It is gratifying to the Authority

to snake these reductions which arelargely beneficial to the motoringpublic. The motorist, coiiimuter andpatrons of bus lines will all benefitmaterially under the new tolls. Inthe case of the bus operators, theytivill have to submit new tariff ratesto the Railroad Commissioiz and ifthese rates give to bus passenbers thefull benefit of the elimination of tollcharges for each passeizger, then

Director of Public Works Clerk isauthorized to pllt the revised tollsinto effect.

THOUSAiv'DS WILL BENEFIT

"Thousands of Californians in theinterior of the State who use bus linesin traveling to San Francisco will bethe beneficiaries. "The new method of weighinb trucks

on a gross weight and load basis willfacilitate truck transportation acrossthe bridge by saving a great deal oftime at the toll stations.

Folly«ping are the new and old rateson the bay bridgeCLASS VEHICLES NEW OLD

RATE RATE1 Automobiles, ambulances, taxis, com-

mercial or light delivery automobiles_ $0.35 $0.402—Trailers drawn by automobiles______ .35 .503—Trucks or truck trailers, including any

load:Gross weight up to 20,000 Ibs., perton. at--------------------- .775 .60

Additional gross weight from 20,000 forIba. to 40,000 Ibs., per ton, at___. 15 truck

Additional gross weight over 40,000 .40 perIbs.,perton, at__________________ _125 ton for

Minimum charge__________________ .50 net load4—Local Key System buses, per passenger No

carried_ __________ .025 chanye*5—Other buses________________________ 1.00 Bus .75

Passengers .056—Motorcycles________________________ _15 .207—Tricars_------------- - .25 .308—Vehicles requiring special permit, per

tonGross weight---------------- ----- -20 .40Minimum charge__________________ 1.00 1.00

9—Vehicles not otherwise specified, per tonGrosaweight----------___-_-- .175 .40Minimum charge___________ ____ .50 .60

The following monthly commutationrates are prescribed:

1~Commutation—For passenger automo-bilesonly. Book to contain from 50 to54 one-way trip tickets (dependingon length of calendar month) goodforthe calendar month ____________$12.25 514.00In addition the book will containtwenty (20) provisional tickets, eachgood for aone-way trip upon presen-tation and payment of twenty-fivecents (25c) providing all regular tick-ets have been used. Additional pro-visional tickets far the same calen-dar month will be issued uponsurrender of the complete emptycover—front and back—of a $12.25commutation book of the samemonth.

11—Commutation—For passenger automo-biles only. Book to contain 40 one-waytrip tickets, good for the calendarmonth--------------- _----------$10.25 $11.60n addition, the book will contain ten

(10) provisional tickets, each good fora one-way trip upon presentation andpayment of twenty-five cents (25c)providing all regular tickets havebeen used. Provisional tickets, inexcess of the above will not be issuedto purchasers of this book.

Subject to future action of California Railroad Commission.

California HighzUCtys ansl Public 1~ork,s (Ianuary 1940) QNineteen~

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cr IZi ra B i on ete an Protect on p pBy C. F. CHILD, District Construction Engineer

SOiVIE of the highest water in the memory of the oldest citizens wasexperienced in the Sacramento

Valley in December, 1937, and con-siderable damage was done to manysections of roads, most of which havebeen repaired or restored.

Shortly after the storm our centraloffice caused a complete state-widesurvey to be made of the adequacyof different types of slope protectionand of the suitability for differentconditions. Guided by the report ofthis survey sacked concrete riprapwas selected as slope protection forthe sections of Route 50 betweenRumsey in Yolo County and thejunction of Route 15 en route to Clear

Lake in Lake County via Cache Creekand Bear Creek.

Sections of the road along thesecreeks had been entirely washed away,showing a tremendous action of thewater in carrying away portions ofthe road containing boulders of fromfive to eight feet in diameter andleaving a hillside where once was aroad.

PLACED IN THREE LOCATIONS

Sections of rock riprap had beenplaced protecting the slopes. Somesections were overtopped and partiallti~carried off by the current, resLtltingin the loss of considerable roadwae.The road was partially restored for

one-~vay traffic b3- the maintenanceforces until such time as funds wereaj~ailable for more permanent con-struction.

In September, 1939, a contract waslet involving approximately 94,000sacks of concrete riprap along with2100 cubic yards of rock riprap andother items of construction, being thelargest amount of sacked concreteplaced in District TII, totaling 2645lineal feet in three locations. Theaverage height was approximately22 feet.

A suitable foundation of bedrockor Tar e boulders was found from four

(Continued on page 28)

QTwenty~ (Ja~auary 1940) G'dlZfo~•nia Highways and Public Works

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California Highways and Public 1~orks ~~~stuaYy 19ao~ QTwenty-ones

l~niversity Avenue Grade Separation

in Berkeley Formally Dedicated

~ADE the occasion for a gala city-wide. celebration, ~eclica-1 tion of the newly completedUniversity Avenue grade separationat Berkeley attracted a large crowd of

citizens on Saturday, January 6, at

which State, county, city and Fed-eral officials made brief addresses.In the absence of Governor Cul-

bert L. Olson, who ivas iii Los An-

geles on State business, Larry Bar-

rett, chairman of the California

~Iighway Commission, cleclicated the~'~:~0.000 project to ptil~lic ~Ar~~ice,

following a proarain of music and

speech-making.1~Zaizy years before the building

of the San Francisco-Oakland Bay

Bridge and the East Shore Highway,

the need for a grade separation at

the intersection of University Ave-

nue and the main line tracks of the

Southern Pacific vas recognized.

Back in the ear13T t«Tenties, «hen

ferries first began to carry motor

traffic between the Berkeley pier and

San Francisco, relief for traffic de-

lays at this crossing became appar-

ent. With the great impetus given

to traffic by construction of the Bay

Bridge and the East Shore Highway,

this need became a pressinb neces-

sity.City NTanager Hollis Thompson,

and other Berkele~~ officials, iinpor-

tuned the California. Highway Coin-

mission to include the construction

of a grade separation at this site in

the Division of Hiah~vays' Federal

financed program for elimination of

grade crossing Hazards on feederroads off the State high«gay system.The data submitted by the Berkeleyauthorities reflected the thoroueh-

ness of their prelimiizar~~ studiesand convi~zcecl State highway officialsof the necessity of the improvement.4s University Avenile is not lo-

cated on the State highway system,the only method by which construc-tion of the structure could befinanced by the State vas by includ-ing it in a Federal. grade crossingelimination program. Funds forthese programs are apportioned bythe Public Roads Administration ofthe Ui7ited States Government from

appropriations inacle by Congressfor Federal Aid to States for high-~~~ay work. State highway clepart-ments are permitted to use a por-tion o~ these grade crossing fundsfor projects located oil feeder roadswhich are off the State high«gaysystem.

It was as this t~~pe of project thatthe University Avenue grade sepa-ration vas inchlded by the Califor-nia High«ay Commission in thepronram financed from fiords pro-vided by the Federal Governmentfor the t~vo-year period betweenJuly 1, 1937, and Jtme 30, 1939.

Comparative preliminary enni-neerinb studies and estimates byState highrnay bridge engineers de-ter~ninecl an overhead strtilcture assnore suitable and ecmlomical to thesite than an underpass type. On t11ebasis of these studies, the final designfor the modern structure which vasturned over° to the City of Berl~eley~j~as completed.

4-LA\E DIVIDED ROADWAZ

The o~-erheacl itself is of mostmodern design. The fifteen rein-forced concrete slab spans and threesteel girder spans total 922 feet.The central steel girder span overthe railroad tracks is 118 feet, 6inches in length, anc~ the t~vo ad-joining steel girders are each 85 feet,6 inches. These three steel spans arecarried on reinforced concrete pierswhich rest on pile foundations. Thefifteen concrete slab spans vary inle~zgth froiu 33 feet to 48 feet andare supported by concrete bents.The roadt~~ay across the structure

is designed for safety. Four trafficlanes, each 12? feet wide, are dividedby a foLlr-foot cLlrbed median stripand provide ainZ~le facilities for botheast- aiicl ~~~est-bound traffic.The cost of the overhead, its ap-

proaches, and the street work alonn-side and beneath the strLlcture twillamount to approximately $330,000.These funds were provided entirelyfrom Federal apportionments to Cal-ifornia for trade crossing elimina-tion.The oi11z- major direct cost to the

City of Berkeley has been provisionof additional right of way on eachside of University Avenue. Thiswas necessary to provide adequatewidth for satisfactory street con-struction for local traffic not usingthe overhead.

FUTURE GRADE SEPARATION

While this overhead is now com-plete, grade lines at the intersectionof University Avenue and the EastShore Highway have been laid soas to conform tivith plans for an in-tendecl grade separation to be builtin the future at that junction.In the meantime, fLlnds have been

provided for the installation of semi-traffic-actuated signal lights at theEast Shore intersection. This signalsystem is so designed that cars onUniversity Avenue, approaching theEast Shore Highway and wishingto make a left turn or cross thethoroughfare, will automaticallytorsi traffic lights to "stop" againstthe East Shore Highway traffic fora sufficient time interval to permitthe car to safely enter the trafficstream on the high~yay.The "robot" controlling these

lights is so constructed that a magi-mum time limit is established forstopping traffic on the highway and,should a more or less continuousline of cars on University Avenueapproach the East Shore Highway,the signal system «~illl operate al-ternately ̀pith conveiltioiial red andgreen lights to control the traffic inboth directions as at any other inter-section.While the basic en;ineering fea-

tures entering the design of the pres-ent overhead follow conventionalprincipals and practice, the treat-inent of the structural members hasbeen such as to give a modernistic,streamlined appearance.

TRIBUTE TO D~IIOCRACY

In his dedicatory address, Chair-man Barrett said in part"tide nay well be thankful to live

in a land of trtiie democrac~~ wherea structure such as this stands as a

(Continued nn pale 28)

[Twenty-two (Jn~::ear~~ Y94o~ ~e~lif ornia Higl~wceys and Paeblic 1~orizs

At top, University Avenue overhead structure in Berkeley dedicated January 6. Center, left, Group, C. H. Sweetser, PublicRoads Administration, Mayor Frank Gaines, "Miss West Berkeley" (Rene Verbeck), Chairman Larry Barrett, State Highway Com-mission, District Engineer Jno. H. Skeggs. At right, view of four-lane divided roadway. At bottom, crossing of main railroad tracks.

California Highways and Public Works (Ia~zuary 1940) QTwenty-three

Highway Bids and ~►v~rards for the Fallon#h of December, 1939

INYO COUNTY-Between Big Pine Air-port and Big Pine, about 1.6 miles to bebraded and surfaced with road-mix surfac-ing. District IX, Route 23, Section C.Isbell Construction Co., Reno, 1Vev., $27,659 ;Valley Construction Co., San Jose, $28,459 ;A. S. Vinnell Co., Alhambra, $29,552 ;Anderson ~ France, Visalia, $30,858 ; G. ̀V.Ellis, No. Hollywood, $30,918 ; OilfieldsTruckin; Co., Bakersfield, $32,085 ; TriangleRocl~ cC Gra~~el Co., San Bernardino, $33,-652. Contract awarded to Basich Bros.,Torrance, $2:1,492.LASSEN COUNTY -Between yiilford

and Bird Flat, about 10.5 miles to begraded and penetration oil treatment andseal coat applied. District II, Route 2~J,Section D. Predricicson Bros., Emeryville.$69,890 ; Isbell Construction Co., Reno,Nevada,. $71,94~J ; Claude C. Wood, Lodi,$73,249 ; Poulos ~ McEwen, Sacramento,$74,148 ; Fredrickson & Westbrook, Sacra-mento, $77,330 ; Harms Bros., Sacramento,$77,805 ; Louis Biasotti Rs Son, Stockton,$79,360 ; Lee J. Immel, Berkeley, $79,486 ;Heafey-i~2oore Co. and Fredrickson & Wat-son Construction Co., Oakland, $7~J,907 ;Dodge Construction, Inc., Fallon, Nevada,$80,839 ; M. J. B. Construction Co., Stocli-ton, $81,287 ; Utah Construction Co., San1 rancisco, $81,802 ; McNutt Bros., Eugene,Orebon, $87,422 ; A. Teichert & Son, Inc.,Sacramento, $88,818 ; Hemstreet & Bell,YIarysville, $95,874. Contract awarded. toParish Bros., Holl~~wood, $66,383.90.LOS ANGELES COUNTY-A reinforced

concrete slab bridge across each branch of('ompton Creek to be constructed, and ap-proaches graded and surfaced with plant-mixed surfacing. District VII, Route 1r5,Section A. Oscar Qbexg, Los Angelev,:5,854 ; R. vL Price, Huntington Parlc,:6,085 ; Carl Hallin, Los Angeles, $6,216 ;~~. E. Robertson, Los Angeles, $6,286 ; FredFredenburg•, San Francisco, $6,399 ; W. J.Disteli, Loe Angeles, $6,612 ; A. S. VinneIlCo., Alhambra, $6,624 ; T. P. Schultz, Comp-ton, $7,327; C. R. Butterfield &KennedyCo., San Pedro, $7,9~J0 ; Sordal &Bishop,Long Beach, $8,638. Contract awarded toVIojave Corp., Los 1~Tietos, $5,553.50.LOS ANGELES COUNTY -Between

Main Street and Central Avenue, about 1.5miles to be graded and paved with Portlandcement concrete a.nd asphalt concrete. Dis-trict VII, Route 175, Section A. J. E. Had-rlocl:, Ltd., Pasadena, $103,796 ; Basic$Bros., Torrance, $106,735 ; Radich &Brown,Burbank, $110,203 ; Griffith Co., Los Angeles,$111,240 ; Sander Pearson, Santa Monica,$111,496 ; Spicer &Thompson, l os Angeles,X111,742 ; Ciaude-Fisher Co., Ltd., LosAngeles, $114,263 ; Platich Bros., Elsinore,:116,863 ; Dimmitt &Taylor, Los Angeles,$119,282 ; R. M. Price, Huntington Parr,X122,406 ; Sully-Miller Contractinb Co.,Long Beach, $125,526. Contract awardedto Oswald Bros., Los Angeles, $97,097.40.\EV"ADA COUATTY-Between lZ miles

south and 1~ miles north of RattlesnakeCreek, about 3 miles to be graded and sur-facecl with plant-mixed surfacing on crusherrun base. District III, Route 17, SectionsA, B. Claude. C. Wood and Frank B. lZark;;&, Sons, Lodi, $111,861; Parish Bros., Holl~--wood, $112,098; Fredrickson Bros., Fmery-ville, $113,393 ; Harold Smith, St. Helena,$114,x92 ; Harms Bros. & N. M. Ball Sons,Berkeley, $114,641; The Utah ConstructionCo., San Francisco, $118,911; J. R. Reeves,Sacramento, $120,780 ; Piazza & FIuntley,San Jose, $12G,3$4 ; A. Teichert &Son, Inc.,Sacramento, $127,578 ; Louis Biasotti &

Son, Stockton, $130,949 ; Isbell ConstructionCo., Reno, Nevada, $150,338 ; DlcNutt Bros.,Eugene, Oregon, $151,180. Contract award-ed to Hemstreet &Buell, Marysville, $10a,-727.90.RIVERSIDE COUNTY - At Salton

Creek, about 33 miles south of Indio, a re-inforced concrete bridge to be constructedand approaches, about 0.64 mile in length,to be g•racled and road-mix surface treatmentapplied. District YI, Route 187. Section A.G. W. Ellis, North Holywood, $39,682 ; B.G. Carroll, San Diego, $40,877 ; MartinSchmidt Contractors, Long Beach, $41,186 ;A. S. Vinnell Co., Alhambra, $41,506 ; R.M. Price, Huntington Park, $41,866 ; J. E.Haddock, Ltd., Pasadena, $43,155 ; J. S.Dletzger &Son, Las Angeles, $43,333 ; T. P.Schultz, Compton, $46,620 ; V. R. DennisConstruction Co., San Diego, $48,750 ; Gib-uons &Reed Co., Burbank, $50,936 ; Con-tracting Engineers Co., Los Angeles, $61,-767. Contract awarded to Valley Construc-tion Co., San .Jose, $38,151.SACRAMENTO AND EL DORADO

COUNTIES-Between 3~ miles east ofFolsom and 24 miles east of Clarksville,about 5.8 miles to be graded and surfaceelwith plant-mired surfacing on crusher runbase. District III,. Route 11, Sections A, A.Parish Bros., Hollywood, $248,062 ; iJtahConstruction Co., San Francisco, $249,991;Macco Construction Co., Clearwater, $255,-l'27 ; Eaton &Smith, San Francisco, $262,-9~2 ; Daley Corp., San Diego, $262,518 ;Harms Bros. R N. M. Ball Sons, Berkeley-,$276,170 ; Jones &Bing, Hayward, $277,496 ;Louis Biasotti c~ Son and Piazza & Huntle~~,San Jose, $288,233 ; Heafey-➢Zoore Co.Fredrickson ~ Watson Construction Co.,Oakland, $288,264 ; Granfield, Farrar &Carlin, San Francisco, $298,307 ; A. Teichert~ Son, Inc., Sacramento, $368,312. Con-tract awarded to Hemstreet &Bell, MarS~s-ville, $230,837.75.

SA1~T DIEGO COUNTY-A reinforcedconcrete boa girder bridge on WashingtonStreet at Sixth Avenue in the City of SanDiego to be constructed. District XI,Z'Vashington St. Extension. Daley Corp.,San Diego, $133,814 ; Chas. J. Dorfman, LosAngeles, $13 ,377 ; B. G. Carroll & H. L.Foster, San Diego, $142,740 ; Byerts &Dunn, Los Angeles, $143,330; J. S. b7etz~erR Son, Los Angeles, X149,142 ; B. O. Larsen,San Diego, $1.12,864 ; Carlo Bongiovanni,Los Angeles, $153,456 ; J. E. Haddock, Ltd.,Pasadena, $156,264 ; Sordal &Bishop, LongBeach, $16,381. Contract awarded to Con-tracting Engineers Co., Los Angeles, $132,-422.50.SANTA BARBARA COUNTY-Between

one-half mile east of El Capitan Creek andOrella, about 2.3 miles to be graded andsurfaced with plant-mixed surfacing. Dis-trict V, Route 2, Sections G, F. J. E.Haddock, Ltd., Pasadena, $181,085 ; A.Teichert R Son, Inc., $187,136 ; Denni In-vestment Corp., Wilmington, $1~J0,135 ;Basich Bros., Torrance, $194,832 ; DaleyCorp., San Diego, $197,686 ; Hemstreet &Bell, ➢Zarvseille, $204,327 ; N. M. Ball Sons,Berkeley, $207,479 ; Claude-Fisher Co., Ltd.,Los Angeles, $210,244 ; United ConcretePipe Corp., Los Angeles, X214,059 ; Radich~ Brown, Burbank, $216,091. Contractawarded to R. E. Hazard &Sons and Clar-ence Crow, San Diego, $178,076.90.

SAI~TTA CLARA COUNTY -BetweenOaks Road and Los Gatos about 1.8 milesto be graded and surfaced with plant-minedsurfacing; on crusher run base. District IV,Route 5, Sections C, B, Los Gatos. Gran-

field,. Farrar &Carlin,. San Francisco, $170,-467 ; DZacco Construction Co., Clearwater,X186,777 ; Piombo Bros. & Co., SanFrancisco, $219,598. Contract awarded toHeafey-DZoore Co., Fredricksen ~ WatsonConstruction Co., Oakland, $160;96910.SHASTA COUNTY-A steel deck truss

bridge with concrete deck on concrete piersand abutments to be constructed acrossSacramento River about 30 miles north ofRedding. District II, Ronte 3, Section C.Barret & Hilp, San Francisco, $676,920 ;~Ieafey-Moore Co.-Fredrickson & WatsonConstruction Co., Oakland, $677,109 ; Engi-neers, Limited, San Francisco, $680,650 ;A. Soda &Son, Oakland, $690,932 ; Bates~ Rogers Construction Corp., Oakland,X703,17$ ; C. W. Caletti & Co., San Rafael,577,180. Contract awarded to UnitedConcrete Pipe Corp., Los Anbeles, $673,046.

Nzwhall TunnelReplaced by Cut

(Contixiued from page 18)

«gas laid and the remaininb pavementmaterial placed and rolled, The fixi-shed thickness of the pavement wasthree inches. Aggregate far the sur-facin~ provided 100 peg cent passin~~a 1 inch screen, 65 per cent passim a,No. 3 sieve anc~ 4 per cent passui~; the200 mesh. Six per cent o~ Grade "D"asphalt was the binder.

DITCH CONSTRUCTION LXP~RIMENTAL

While the California Division ofHighways has constructed many milesof various types of paved drainageditches, the use of wire mesh rein-forcement with asphalt concrete is anexperiment and the service which thisditch renders duriil~ the storms of thenext few winters will be ~~atched withinterest.

Sttpervisioi7 of the desibn and con-structioil of the project was underS. V. Cortelyou, District Engineeraid E. L. Seitz was Resident Engi-iieer in direct charge of the work.The contractor was Griffith Conzpan~-of Los Angeles. The entire projectcost $475,700 of which approximatelyX191,000 was for roadway excavation.The highway is an example of that

large class of highways which are. notmain inter-city arterials but whichare called upon to carry relativelylarge volumes of traffic with highpeaks of density. The constructionstandards are typical of present Cali-fornia practice on these importantthoroughfares.

QTwenty-four (Ja~auaryT940) California Highways and Public Works

Highway Reloca-tion AcrossShasta Reservoir

(Continued from page 15 )

indeterminancy" diminishing towardthe two outer supports of the group,becoming fully "determinate" atthese supports and beyond.In order to support the main piers

in a longitudinal direction, the trussesa,re attached to the pier tops by arotating type of joint that will trans-mit horizontal shear, but no bendingmoment. The elimination of a mo-ment connection is important as arigid type of connection would prac-tically double the temperature stressesin trusses and piers set up by hori-zontal deflection of the piers.

Transversely, the four high piersmust provide their own stability. Notemperature stresses exist in this di-rection, but wind and earthquakeforces are quite severe. Analysis ofthe effect of "wave action" of thereservoir water due to earthquakeforces was made. This "wave ac-tion" effect refers to the oscillatingmotion set up by an earthquake, andshould not be confused with surface"waves" due to wind or tide. Eg-tensive research and model egperi-mentation has been done in this fieldby the U. S. Reclamation Bureau atDenver, Colorado. The Departmentis indebted to the Reclamation Bureaufor the use of these studies.

TRUSSES BEND AROUND CURVE

Trusses are bent horizontally attwo points between each pier ratherthan at the piers, to fit the horizontalcurve of the bridge. A number ofadvantages result from this

1. The eccentricity, or overhang,of deck stringers relative to thetrusses is but one-fourth thatproduced by bending the trussesonly at the piers. This elim-inated additional steel in thefloor-beams located between bendlines.

2. Bending moment in the truss isvery low at the bend line due toth.e continuous truss layout.These bend lines occur at ap-progimately the quarter pointsin the span where the dead loadmoments are practically zero.Truss joint stresses are corre-

Bay Bridge Traffic Passes 30 MillionMark Since Opening November 1936TRAFFIC on the San Francisco-

Oakland Bay Bridge since itsopening November 12, 1936,

passed the thirty million mark by24,621 on the last day of December,1939. The total vehicles for the year1939 reached a new high record of10,963,432.For the month of December the

total traffic was 854,413 vehicles, com-pared with 822,494 for the precedingmonth and 783,846 for December ayear ago. This was a very gratifying

increase although it would undoubt-edly have been better had the harbornot been closed during the entiremonth. The increase in traffic overDecember a year ago was 8.3 per cent.Revenues, however, were 13.8 per centless than a year ago. This is ac-counted for by the toll reduction thatwas made last July.

Christmas week was especiallyheavy in traffic and Christmas dayalone accounted for 43,929 vehicles.December totals and comparative

figures wereTotal

Dec. 1939 Dec. 1938 Nov. 1939 Total 199 Since OpeningPassenger autos and auto

trailers ______________________ 776,926 709,906 743,127 9,964,917 27,672,589Motorcycles and tricars________ 2,824 2,879' 3,184 42,803 129,702Buses _________________________ 16,596 13,616 16,329 125,903 373,537Trucks and truck-trailers______ 42,826 41,871 44,220 559,160 1,319,059Others ________________________ 15,241 15,574 15,634 271,042 529,734Total vehicles__________________ 854,413 783,846 822,494 10,963,432 30,024,621Extra passengers_______________ 265,599 247,439 267,327 2,506,884 8,256,519Freight, tons___________________ 49,748 57,500 53,386 715,455 1,626,585

spondingly low, and the torqueresulting from these stresses isgreatly reduced. While it is truethat the torsional stresses set upat the bend lines must be trans-ferred along the trusses to thepiers, stresses are so low as torequire no additional metal inthe main trusses to resist them.The writer knows of no previoususe of this arrangement inAmerican or European bridgeconstruction.

NEW ALLOY USED

A newly developed alloy steel willbe used in the trusses, with 50 percent greater tensile strength and fivetimes as rust resisting as ordinarystructural steel. Its excellent corro-sive resistance permitted minimumsections of 4" thickness, whilethe additional strength available re-sulted in large savings in weight ofmetal.The truss member design represents

a considerable departure from pre-vious construction. All members con-sist of a 14-inch beam section, sup-plemented when necessary on thecompression members with 15-inch or18-inch channel sections shop weldedto the beam flanges. No stay platesor lacing bars, formerly considered

indispensable to truss members, areused. This not only reduces shopfabrication, but eliminates excessmetal not directly participating instress resistance.As truss members are perfectly

smooth and accessible for painting,maintenance costs will be materiallyreduced.

ECONOMICAL "T" SECTIONS

Bracing ineinbers are made fromstructural tee sections obtained bysplitting wide flange beam sections atthe rolling mill when hot. These sec-tions became available fairly recentlyand have proven very economical,reducing weight and eliminating shopfabrication.

Truss-shoes are built-up assembliesof rolled steel plate, shop-welded to-gether to form a rigid unit. Weldedframes constructed in this manner arefar superior to steel castings in everqrespect. Alloy steel is used, resultingin a strength and ductility equal tothat secured in the main truss. Thelargest truss shoe is approximately 5feet square, 2i/2 feet high, and sup-ports aload of more than 2,000,000pounds.

Temperature variations of 20 to120 degrees Fahrenheit produce a

(Continued on page 28)

Cali f ornics Highways and Public Works (Ja++nary 1940) QTwenty-five

Old Indian Trail Over r111ountainSprings Grade Being Modernized

By E. E. SORENSON, District Construction Engineer

HE old Mountain SpringsGrade connecting San Diegoand Imperial counties, which

supplanted ancient Indian trails, isin turn to be replaced by a standardhighway over the In-ko-pah Moun-tain Range.The first unit of construction in

what is planned to be a completemodernization and realignment ofthe Mountain Springs Road, whichis Route 12 from Boulder Park toCoyote Wells, has been completedand accepted by Director of PublicWorks Frank W. Clark.The contract recently finished in-

volved the complete realignment of2.55 miles of extremely difficultmountain construction up the faceof the In-ko-pah Range, which liesin the edge of the San AndreasFault. The maximum grade was re-duced in excess of 1.1 per cent; 950degrees of curvature was eliminated,and the minimum radius decreasedfrom 126 feet to 600 feet.The average passenger car, tivhich

negotiated the old grade at 20 milesper hour, can now travel the newroute at the legal speed limit.

SIG~IT DISTANCE IMPROVED

Sight distance, which hamperedtravel on the old route, has been in-

creased to eliminate all interference.

Major construction items involved inthe work included approximately270,000 yards of rock excavation,which required 150 tons of dynamite,11 million gallons of water, 900,000station yards of overhaul, 18,000yards of imported borrow, and 500tons of liquid asphalt.

Records extending for many yearsinto the past, indicate that the Moun-tain Springs route between the Im-perial Valley and the coast has proveda difficult, but, nevertheless, the only

feasible one for the primitive Indians,as well as the motorists of today.The Yuma tribes from the Colorado

Valley traveled this way to theirfishing grounds on the coast. TheIn-ko-pah Indians, from which the

iuountaiii i~auge derives its localname, while not extremely war-like,nevertheless made numerous changesin the route of travel necessary.The easiest and best trails followed

Carriso Creek through Carriso Gorgeto what is now known as JacumbaHot Springs. That this range ofmountains was for many years a seri-ous obstacle is borne out by the his-tories of the various expeditionswhich avoided it.In 1774 De Anza, after skirting the

Sand Hi1Ls of Imperial Valley,marched through lower Carriso Val-ley, then continued on to the north-~est, in preference to forcing his wayati~er the mountains to the cooler coastroute.In 1846 and 1847 the expedition

from Fort Leavenworth to San Diego,commanded by Lt. W. H. Emory,U. S. Topographical Engineer, wasforced to avoid these same mountainsand detour from Carriso via WarnersTalley to San Diego.The historical battle of San Pas-

qual might have been avoided if,in 1846, General Stephen W. Kearneyhad found the Mountain Springsroute less formidable and had notmarched via San Felipe, Warners andSanta Ysabel to his defeat.In 1857 the Butterfield Stage Com-

pany was awarded a contract to carrytranscontinental mail. It found itsobjective by way of San Diego to bedifficult, although affording a muchcooler and more desirable route, andtherefore blazed the now historic But-terfield Trail, which passes through

Carriso and then avoids the moun-tains by heading northwest.Beginning about 1890, the attrac-

tions of the Laguna 112ountain,Jaeumba Springs, and BoulevardValleys to the settlers moving into

the lower California Valley, madenecessary the development of routesvia Mountain Springs. These routes

changed in location rapidly, fromtrails up Carriso Gorge to a stageroute through Devil's Canyon, andthen to one more nearly conforming

to the present road. These roadswere built on e$cessive grades, withno surfacing, and subject to damageby sudden mountain storms.Highway consciousness was first

noted in San Diego County about1908, when the construction of 450miles of highway was started, usingthe proceeds of a bond issue. Rec-ords indicate that, about this sametime, interest. was awakened in theconstruction of a highway fromMountain Springs to Coyote Wells,through what was then commonlyknown as San Diego Canyon. Themove was fostered by F. VP. Jack-son, who personally raised $50,000by popular subscription.The road at this time climbed

through an elevation of 2330 feet,had grades in excess of 22 per cent,and included nine miles of sand.tiVith the $50,000 the road was short-ened to approximately 12 miles, themaximum grade reduced to 7 percent, and all but one mile of sandeliminated. The need for this roadwas strongly felt by San Diego busi-ness men, who were determined toobtain a share of the valley business,which in 1912 amounted to $10,000,-G00, and was being diverted mostlyto northern cities.The advent of the motor car and

truck and its phenomenal increasein numbers and use made severalchanges necessary between 1912 andthe current time, and tree presenthighway is the result of severalprojects covering grading, pavingand drainage, each one a decidedimprovement over that replaced.

Considerable credit is due to theA. S. Vinnell Company, contractorson the Mountain Springs grade job,for their efficient handling of mod-ern highway equipment, which re-sulted in the successful completionof the job.

~~V ork was done under the super-vision of E. E. Wallace, DistrictEngineer, ~vho was represented in thefield by R. C. Payne, Resident Engi-neer, acid F. D. Pearce, Assistant.

QTwenty-six (January 1940) California Highways and Public Works

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New realigned Mountain Springs Grade highway ascending the rocky slopes of the In-ko-pah Mountain Range in San Diego County.

California Highways and Public Works (Ja~zuary 1940) Twenty-seven

Concrete Riprapdank Protection

(Continued from page 20)

to six feet below the stream becl, andafter preparation of the embankmentslopes to 1~ :1 and 1~ :1, a single layerof sacked riprap was placed thereon.Cut-off walls at 50-foot intervals wereplaced in these embankment slopes toconfine the damage to small sectionsin case of failure.Damaged portions of existing rock

riprap approximately two feet thickwere replaced in kind to well above

the extreme high water mark andportions were grouted with concrete.No doLlbt the behavior of the two

types of riprap will be followed bysome engineers with interest, as thevelocities are high in both streamsat times, and the work will be forcedto withstand a severe test in thefuture.

There still remains considerablework to be done on this route andconstant maintenance is necessarybecause of the steep hill slopes andpoor stability of soils.

Tne road is subject to laxge slidescoming into the roadway after eachrain in the form of earth and waterat about the consistency of a heavysyrup, making it difficult to keepculverts open, and the road clear.

The 199 season was exceptionallyclry and the run-off of the streamsvery light. The Contractor experi-enced ver3~ little difficulty from waterin the constrtletion of footings.Work was completed December,

I939. J. W. Cori>in was ResidentEngineer.

Grade Separation Open(Continued from page 22)

monument to the cooperative initia-tive of governmental groups and pri-vate industry."Here is a beautiful, modern high-

way structure, built, not at the com-mand of some dictator, but built be-cause yoLt of Berkeley needed anddesired it. You convinced the Stateof Sour need, and the State re-quested approval of the enterpriseby the Public Roads Administrationfor construction to be financed withFederal funds appropriated by Con-

~tt ~PI1tIIrtMllt

Eurre## ~T. ~r~ttnEverett N. Bryan, died at his

home in College Tract, Sacramento,

December 17, 1939, at the age of 55.

Surviving are his widow, Mrs.

Gladyes Huber Trumbo Bryan; a

son, Everett Elgin Bryan, both of

Sacramento; a sister, Myrtle, andfive brothers, Ross, Claude, Ellis,

Jasper and Homer Bryan. He was

a native of Montezuma, Iowa, edu-

cated in 4he public schools of Cali-

fornia, graduating from the Uni-versity of California with the classof 1907, of which he was secretary.For two years after his graduation

he was employed by the Western

Pacific Railroad Company. From190J to 1921 he was actively en-

gaged with irrigation constructionand operation and for four yearswas chief engineer of the WaterfordIrrigation District. In 1921 he tooka position with the State Divisionof Water Rights. The Water Com-mission Act had been enacted someyears before, but due to the short-age of engineers during the WorldWar period the work of the Divisionhad not become standardized.Mr. Bryan immediately took a

leading part in perfecting the pro-cedure now in effect supervising

the initiation and perfection ofwater rights. He became one of thebest known engineering authoritiesin California on water rights andwas eminent in this particular line.At the time of his death he was

supervising hydraulic engineer ofthe Division of Water Resources.Mr. Bryan was a member of the

American Society of Civil Engi-

neers, was active in the formationof Sacramento section of the soci-ety, served on many of its com-mittees, took an active interest inits affairs and was fifth presidentof the local section. He took a keeninterest in all civic affairs. In 1928he was a member of the SacramentoWater Commission for the investi-gation of a water supply for Sac-ramento.When the law for registration of

civil engineers was first proposed,Mr. Bryan took a leading part indrafting the proposed act and re-ceived Certificate of Registration

No. 4 under the act, the members

of the first Board of Registrationhaving been assigned the first threenumbers. As engineering was hisprofession, so was it his avocation.

He was always keenly interested inevery thing affecting his work and

wrote many papers for leading en-

gineering periodicals on various

phases of engineering.Mr. Bryan was a member of

Sacramento Lodge No. 40, F. &A. M., and the Sutter Club. He hada gift of personal charm and affa-bility, was a faithful public servantand loyal friend.

gress for that purpose."That is the public cooperation

of a democracy."The overhead ~~as designed by

consultation among State highwayengineers, your own city engineeringstaff and eizgineering officials of theSoutheriz Pacific Railroad, and builtunder a State contract by Heafey-Moore Co. and Fredrickson andWatson Construction Co., who areprivate contractors."That is cooperation of public

bodies and private industry."In all this procedure, mutual

agreement was the basis of all nego-tiations."That is democratic initiative."And here stands a utilitarian

public facility as a thing of beautyin satin-smooth concrete and sturdysteel for the free use of the citizensof Berkeley and the guests withintheir gates."

Highway RelocationAcross Shasta Reservoir

(Continued from page 25)

total movement of nine inches at theone expansion joint in the truss sys-tem. A sliding "finger" type of jointis used in the deck slab, featured bya locking device that anchors it rig-idly to the deck to prevent noise andvibration due to~ passing vehicles.T'he joint is self-cleaning, in thatrubbish and dirt can not collect inthe openings, but are pushed offby movement of the bridge.

~ln inspection walkway is providedunder the roadway slab, with laddersleading down to each pier. Interiorsof the piers are accessible for inspec-t1011.

Telephone anc~ telebraph cables arecarried across the bridge ilncler theroadway deck.

7'he structure should be completedin July, 1941. Mr. Charles R. Poppeis Resident Engineer for the State onthis project. The structure was de-signecl by the Bridge Department un-der the direction of F. W. Panhorst,Bridge Engineer, L. C. Hollister, De-sign Engineer, aizd the writer.

The United Concrete Pipe Corpo-ration of Los Angeles is the contractorhaving been awarded the contract byDirector of Public tiVorks Frank W.Clark on their bid of $672,046, thelowest of seven bids received.

QTwenty-eight (JR~zuary 1940) California ~Iighways and Public Works

State of CaliFornia

CULBERT L~ OLSON, Governor

De rt 'a F Pument o li rksp c oHeadquarters: Public Works Building, Twelfth and N Streets, Sacramento

FRANK V6/. CLARK, Director of Public Works

SAN FRANCISCO-OAKLAND BAY BRIDGE

CALIFORNIA HIGHWAY COMMISSION RALPH A. TUDOR, Principal Bridge Engineer, Maintenanceand Operation

GLI+~\TN B. ~~OODRUFF, Principal Bridge Engineer, ConstructionLAWR~NCL+~ BARRETT, Chairman, San Francisco

IEN~R ̀V. NIELS~N, Fresno

A➢1ERIG0 BOZZAI~TI, Los Angeles

BERT L. ~~AUGHN, Jacumba

L. G. HITCFICOGK, Santa Rosa

BYRON \'. SCOTT, Secretary

DIVISION OF WATER RESOURCES

ED`VARD HYATT, State Engineer, Chief of Division

GEORGE T. GU\TSTOI~T, Administrative Assistant

HAROLD CONI~LII~TG, Deputy in Charge Water Rights

DIVISION OF HIGHWAYS A. D. ED1~zoNSTON, Deputy in Charge ̀ Vater

Resources Investigation

R. L. J01~T~S, Deputy in Charbe Flood Control and Reclamation

C. H. PURCELL, State Highway ~naineer GEORGE W. HA~VLEY, Deputy in Charge Dams

G. T. NIcCOY, Assistant State Highway Engineer SPENCER BURROUGHS, Attorney

J. G. STANDL~Y, Principal Assistant Engineer GORDON ZANDER, Adjudication, eater Distribution

R. H. V~'ILSON, Office Engineer

T. E. STANTON, Materials and Research Engineer

FRED J. GRU~ZM, engineer of Surveys and Plans

R. DZ. GILLIS, Construction Engineer

T. H. D~NNIS, illaintenance Engineer

F. W. PAI~THORST, Bridge Engineer

L. V. CAMPBL+`LL, Engineer of City and Cooperative Projects

R. H. STALNAKFR, La'quipment Engineer

J. ~V. VICKREY, Safety Engineer

E. R. HIGGINS, Comptroller

DISTRICT ENGINEERS

E. R. GREEI~T, District I, Eureka

F. ̀V. HASEL`VOOD, District II, Redding

CHARLES H. V~'HITMORE, District III, Marysville

JI~TO. H. SKEGGS, District IV, San Francisco

L. H. GIBS0I~T, District V, San Luis Obispo

E. T. SCOTT, District VI, Fresno

S. V. CORT~LYOU, District VII, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

S. W. LOWDEN {Acting), District IX, Bishop

R. E. PIERCE, District X, Stockton

F. E. WALLACE, District XI, San Diego

DIVISION OF ARCHITECTURE

«'. K. DANIELS, Assistant State Architect, in Charge of Division

P. T. POAGE, Assistant State Architect

HEADQUARTERS

H. W. DEHAVEN, Supervising Architectural Draftsman

C. H. KROM~R, Principal Structural Engineer

CARLETON PIERSON, Supervising Specification Writer

J. W. DUTTON, Principal Engineer, General Construction

W. H. ROCKINGHANI, Principal Mechanical and ~Iectrical

Engineer

C. E. BERG, Supervising Estimator of Building Construction

DIVISION OF CONTRACTS AND RIGHTS OF WAY

8911 1-4~ ZQ~S~~

pYtn LC[t ttt CALIFORNIA STATE PRINTING OPPICE

SACRAMEr TO: GEORGE H. MOORED STATE PRINTER

C. C. CARLETON, Chief

FRANK B. DURKLi'E, Attorney

C. R. MONTGOMERY, Attorney

ROBERT E. REED, Attorney

California Highways and Public Wcrks

Division of Highways

P. O. Box 1499

Sacramento, California

Return Postage Guaranteed

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SEC. 562 P. L. & R.

U. S. POSTAGE

PAID

Sacramento, Cal.Permit No. 152

Lv ~ r-~ r

SHOWING

STATE HIGHWAY SYSTEMLEGEND

Primary Roads ~~Secondary Roads ~Proposed Roads =_______===

i~ Red Bluf `> >ll f~ ~ p 1~~ I

\ l>>~~~ Quincy ~~ S~

~' S L ~`1 i`1 ~ ~ 7 7 ~ ~,~~ S 1 3 .3 .i ~~~' ~~~ I l Willows — Oroville ownievill

ti J JL U 5~1 ~_+` ~ •~Ukiah tij \ Coluse

William, evada . rfl qQ ~ C~tiy ~rysville City ~~%

V~ ~~ 1 `. ~

r Mar, itevifle~, ~ Jl~~~ ~ J ;odiand J l` pfacerville ',N

J J ♦~ .l ~\ J~i~ a'n~ i ~ ~ ~ti» lYi r ~ ~~ J ~ \'

~, ~~. ` ~ car , • , \l ~ ~ / r Bridgeporf

l rl'r A:311`1 ~ ~~~ Frj ~ r `-ten Mdr~s p ̀ ~~~1 ~ M a F.r1`7 J lA U `1 Li ~~ `~~~ Sa RafaH / ~~ r me ~ \i~~. \. ~~~ o reLOS}.~I

ockto / Sonora ti os~'1 ~ ~~r. e ~°

San Francisco o Oaks; ~ ~<. M ~ ~~j ~y r~ ,i\, ~qk

`ti`. Y' ~~1~~ \ Man posy i~ ~-- —

j ~ ~ ~ ~ BishopSee Detail Map ~ _° s Mervd ~ ~~.~"^./~lc FiC E D J

r '~'~> •~ >> ~ adera~

Santa Cruz ~ Hollister ~ ~

e resno J f SEQUO~n

i ~ /~ ~ ~ j~p `` :vI1 (~ ~~ ~ ~ARtt i

' J ~\~~~ d r~ ISd la

~~~ ~~J / c o~ f U ~ r1,. %~Fi _~' ~~,a

~ g ~~\ :I ~'\~ , ~ 1 Pl S S~

~~ —_ _~` --1_ '_----

~~ ' Paso obles

~ ~.i.: ake rsf iel

J ~i.~. SB~LfIlS 06 S~ V N 1~ ~ O

~~~ J

-X ~J'f~1 ~i1 i3 ~'1f3 7 I \

an Ba tiara ~Castai

LO

~~~f_ve~t r~

~ S

Angeles

o~`~ ~~ ~ .

~ ~" --~Sec Detail iVtae

~ ``O

~„

`\ ~ °co'~~q-~

\~1~.

LOS ANGELES AfVD VIC'~NITY

Sd~ 9.~~~✓

~''ar~dP~

0 ~ti \ooh~ ~~~ ' ~ ~ P°,

Walnut Creek

r%7•=I CC J ~ ~r~~~

ausalito ~~.Oakland.,__ ;'

SanErancisco ~ ( ~~

~~ jas

°' San L ~' -~'~Eandro\aP~ ~~

Hdywa~d/

~ ~~ San Mateo

,~nRedwood City

'o —•—•—---..~

m

_~i d :1 i}-i )1 ~~

90 ~~ ~~

/~. y ~ SantaCla an Jose

SAN FRANCISCO AND VICINITY

is

iq Pine '\

Independence;>.• ``\

Lone Pine ~~`,~,j ,,\

'1 DEAT H'.; ~~,~~',

,,\VALLEY

,1

~~ ,,~

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