,i,lCA~~FOI~NIA ~ 1 g ~'1W~J/S and public works

CALIFORNIAI~ NUMBERO 9V E

P~,~~,c~.~eMAGAZINE

CIIAOS~SC@c~flgll~~section ofRoute 88 asBEST U. 5.DES1G~1 IN196

~he yearly index will no longer be printed aspart of the magazine but on separate pagespunched so that they can be inserted into a three-ring binder. Readers who want copies of theindex covering the issues for 1965 should sendtheir requests to the editor.

CALIFORNIA

highwaysand public works

OFFICIAL JOURNAL OF THE DIVISION OF HIGHWAYS, DEPARTMENT OF PUBLIC WORKS, STATE OF CALIFORNIA

VOLUME 45 MARCH—APRIL NOS. 3-4

HIGHWAY BEAUTIFICATIONBy J. C. Womack

INTERSTATE 80, A CHAMP

STUDENT ARCHEOLOGISTS GLEAN HIGHWAY SITE

M,aCARTHUR FREEWAYBy Dale C. Ryman

~,~john c. robinson, ~C~zlOY

8 5reworr miTchell, Managing Editor

bill meTzel, A7't Dii'CCtOY

9 William r. Chaney, ClILCf Photographer

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DEAN CREEK TO MIRANDA ~6By H. W. Benedict

SIERRA CROSSING ZO

A NEW MARK FOR SAFETY ZG

CALIFOF2NIA NUMBER ONE ZSr

AWARDS PRESENTATION 33

INTERSTATE 5FREEWAY—DISTRICT SIX 36By George Fluter

INTERSTATE 5FREEWAY—DISTRICT TEN 3SBy George B. Avery and Kenneth Wells

SUBSIDENCE AND THE WESTSIDE FREEWAY ~OBy William F. Kleiman

COMPACTION CONTROL WITH NUCLEAR GAGES 4ZBy William G. Weber, Jr.

TRUCKEE—BROCKWAY SHORTCUT 43

INSTANT FREEWAYS 44By Paul Brown

THE UKIAH FREEWAY 46By L. B. Dwyer

BYLINES 4S

°0An outstanding network of statehighways is essential to thefuture growth of California'seconomy"

—Gover~zor Edmu~ad G. Brow~a

1~]diLurs are invited to use informationcontained herein and to request Prints of any blackand white photographs.

address communications to

BOB NANCE, INFORMATION OFFICERCALIFORNIA HIGHWAYS AND PUBLIC WORKSP.O. BOX 1499

SACRAMENTO, CALIFORNIA 95807

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FRONT COVER: California is No. 1! Section of Route 88near Carson Pass summit wins PARADE Magazine annualcontest far best designed highway project completed in1965. (See page 28.) In the words of Ed Kiester, PARADE'SManaging Editor, "...the PARADE Scenic Highway Awardannually designates the new highway which best embodiesthe principles of good design, beauty, and utility." (JackMeyerpeter, photographer)

BACK COVER: Evening in Los Angeles. Looking northeasttoward Civic Center across Third Street overcrossing ofHarbor Freeway. Building on left is Department of Waterand Power, building on right is the Music Center. (SamSmith, photographer)

0

A Promising Future With a Past

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By J. C. Womack, State Highway Engineer

The preservation and enhancement of scenic

features along the highways of our state and

our nation have in recent years become

subjects of intense interest. With our expanding

population enlarging tie urban areas, there

is greater need to conserve open space and

natural beauty.

When we speak of the general term "highwaybeautification," just what are we really talking about?The beautification program is, to quote a phrase, "a

many-splendored thing" that includes both constructiveand control considerations. On the constructive side,we have the many factors that become a part of thehighway plan or design, such as special locationconsiderations to provide appropriate viewing of scenicfeatures; locations which blend the roadway intothe area to

minimize scarring of the landscape; specialdesign techniques for bridges and other structures;provisions for restoring native plant growth; provisions,especially in our urban areas, to beautify byappropriate landscaping and screen-type planting;and provisions for roadside rests, vista points; andother facilities to meet- the needs and providecomfort for the traveling public.In our highway beautification program, too, we

must consider not only the motoring public but alsothose who live and work near the highway. Appropriatescreen planting and other beautification efforts cangreatly enhance the surroundings of these state

highway system neighbors.On the control side, provisions are necessary for

restricting and, in many cases, eliminating junkyardsand billboard displays that mar the view of themotoring public.The pzoblem of highway location and design today

is a search for the ideal solution to meet therequirements of trafTic service, safety, economics,local area benefits, and the preservation andenhancement of scenic and historic values.The highest human value is life itself, and our greatest

challenge is to reduce the toll of deaths and injuriesassociated with automobile accidents. The fact that thisyear probably 50,000 persons will lose their lives asa result of automobile accidents in this country demandsthat we build maximum safety into our highways.Very often in discussing roadway construction

through scenic areas, people discuss capacity and safetyaspects of geometric design as separate and distinctfrom aesthetic considerations. This, we believe, is anerroneous approach. Aesthetic considerations mustinclude all factors which influence the emotions.

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1. Vista Point on RedwoodHighway along Pacific nearArcata. 2. Vista Point on US

101 just north of GoldenGate Bridge. 3. Golden State

Freeway, Los Angeles. 4. Red-wood Creek Bridge on US

299, Humboldt County. Thisreplacement bridge after

the floods of 19 64 is nowopen to traffic.

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Security and an Absence of Irritation .. .

A sense of relative security and an absence of irritationmust exist if the scenic features of the area are to beappreciated. By irritations, it is meant such factors assevere and changing curvatures, narrow roadwaywidth, apprehension regarding traffic attempting topass and creating unpredictable safety conditions,and bumper-to-bumper traffic. It is our belief that theroadway should be designed to accommodate thetraveler in a relaxed manner at an appropriate speed.An important factor in any plan to preserve. scenic

features is to control the access along the highway.Access control was initiated as a means of preserving theeffectiveness of the roadway by limiting the points ofentry and exit and thereby preventing future congestioncreated by traffic movement to and from adjacentproperties. This access control feature, however, alsohas a very desirable byproduct in that commercialand other development is minimized along the areaimmediately adjacent to the highway. Generallyaccepted standards for scenic highways and parkwaydevelopment have specified this access controlfeature. In this regard, recently enacted legislationin California relative to a possible future parkway.system also stresses this access control feature as anecessary means of preserving the scenic areasadjacent to such parkway development.The topic of roadside beautification is not new to the

Division of Highways. Efforts along these lines extendback half a century or more, although funds have tradi-tionally been a problem as the state struggled to keepabreast of ever-increasing highway traffic service demands.During the 1950's, added emphasis was placed upon

highway beautification, and more extensive landscapeprojects were undertaken, especially on freeways throughurban areas. The results can be seen in the lush growthalong many of our established freeways.In 1957, the Legislature adopted Assembly Concurrent

Resolution No. 132 pointing out that expenditures forlandscaping and design that enhance the attractiveness ofhighways -are legitimate highway development purposesfor which the traveling public may be expected to pay.The resolution further stated that it was the intent ofthe Legislature that the landscaping program bemoderately increased and all aspects of attractive designappropriate to conditions in this state be regarded asintegral features of the California freeway program.In the evolution of California's roadside policy, three

types of planting have been developed—functionalplanting, landscaping, and tree planting. In general,functional planting, as its name implies, is basically forutilitarian purposes with, of course, aesthetic sideeffect benefits. One example of functional planting isthe use of oleanders in the median of many divided

highways to screen oncoming headlights. Landscapinggoes beyond pure function and is specifically directedtoward aesthetic appeal. Tree planting is for theprimary purpose of aesthetic improvement in undevelopedareas where a higher type planting is not justified, andalso, in some cases, to provide natural appearance byreplacement of trees removed for roadway construction.From the beginning of highway beautification efforts

through the current 1965-66 fiscal year, the installation ofall classifications of planting (landscaping, functionaland tree planting) has amounted in original dollar valueto approximately $45,000,000. These projects haverequired an almost equal amount of funds for mainte-nance. Funds provided for the coming 1966-67 budget($9,500,000 for planting, $7,700,000 for maintenance)will boost the total expenditure. for roadside planting andmaintenance to well over $100,000,00Q. Future fiscalprogramming calls for ever increasing annual amountsfor highway beautification purposes. The professionallandscaping staff of the Division of Highways hasbeen expended through the years and is now a separatemajor department within the Division of Highways.

Highway aesthetics or beautification is, however, farmore encompassing than landscaping. While landscapingand the restoration of native vegetation can provide thefinishing touch, our total program approach stresses suchfactors as appropriate route corridor selection, contourgrading, the blending of the roadway into the terrain,scenic vistas afforded the motoring public, and amultitude of other vital factors.

To further these objectives, the Division of Highwayshas established centralized control of aesthetic consid-erations in all phases of its work by the creation of aspecial Committee on Aesthetics and Highway Beauti-fication. This committee is developing requirementsfor aesthetic treatment in the various phases of highwaywork and is conducting aesthetic training throughoutall offices of the division. The training is aimed toward thecontinuing awareness of aesthetics among all personnelengaged in highway planning and design activities.

Greatly accelerated emphasis is being given to the topicof highway beautification by recently enacted federallegislarion. The federal program made possible throughenactment of the Highway Beautification Act of 1965provides for the control of outdoor.advertising and junk-yards along specified federal-aid highways. Additionalfunds will also be available for landscaping and otherscenic enhancement projects on these routes. In terms ofroadway mileage, this means that the 2,166 miles ofinterstate highways and over 7,000 miles of primary(U.S. highway designations) routes within California

will be eligible for additional highway funds specifically

for highway beautification. The act provides both anincentive for beautification in the way of additional fundsfor that purpose and also penalties in reduced roadwaydevelopment funds for those states that do not under-take billboard and junkyard control programs.

States are required to control outdoor advertising signs,displays, and devices which are, with certain exceptions,within 660 feet of the highway right-of-way and visiblefrom the main traveled roadway.

Certain areas will be specified on interstate highwayroutes where signs of particular interest to the travelingpublic may be erected and maintained. Standards will beestablished as to the type and size of such signs.In regard to junkyards, the act provides for either

effective screening by natural objects, fences, trees, orother appropriate means, or if this is not possible, then forremoval. The distance guideline in junkyard control is1,000 feet, contingent upon its being visible from themain traveled portion of the highway.The billboard and junkyard control programs do not

apply to areas designated for industrial use or determinedto be predominantly industrial in nature. In addition, a.similar exception applies to billboards in commercial zonesor areas.In the case of billboards and junkyards that are presently

in existence or which come into existence before controlsare established, the final deadline for removal or screeningis July 1, 1970. Just compensation is to be paid the ownersof billboards and junkyards thus affected, with the federalgovernment providing 75 percent of necessary funds.A third phase of the federal beautification program

provides addirional funds annually for landscaping androadside development. This includes acquisition and im-provement of strips of land (in easement or fee) necessaryfor the restoration, preservation, and enhancement ofscenic beauty adjacent to such high~~ays.

All of the federal government's financing for the bill-board and junkyard programs and the additional moneyfor landscaping are from general funds which are inaddition to roadway funds no~v being received.Another topic closely associated to the highway beauti-

fication program is a plan to designate some of our existinghighway routes as scenic highways. The general plan wasauthorized under legislation enacted in 1963, and theprogram is now only in the preliminary stages. In futureyears it should, however, provide a very desirable meansof touring the more scenic and historic areas of the state.

Prior to the enactment of the legislation establishing thescenic highway system, a series of studies and plans wasdeveloped through the coordinated efforts of a citizensadvisoxy committee and representatives of various affectedstate agencies. The resulting scenic highway plan com-prises approximately 6,000 miles of highways through ourmost beautiful natural scenery.The law authorizing the scenic highway system

included provisions for a permanent advisory committee,the members of which are appointed by the Governor.This committee, composed of persons with demonstratedinterest and dedication to highway beautification andscenic enhancement, has now established standards andcriteria for scenic highways.A 72-mile-long portion of Highway 1 in Monterey

County was designated on June 11, 1965, as an official Cal-ifornia scenic highway, thereby becoming the first high-way in the state to receive the official scenic highwaydesignation.

The staff of the Division of Highways is working veryclosely with the advisory committee and is engaged innumerous field reviews regarding scenic highway routes.This new system should, in future years, provide a sourceof scenic motoring enjoyment for the people of California.

In 1963 the Legislature enacted a bill which becameeffective on September 20, 1963, authorizing the Divisionof Highways to construct a system of safety roadside reststhroughout the state.

Prior to this time a very limited number of such facili-ties had been constructed and operated by the Divisionof Beaches and Parks. Fund limitations under the oldprogram had severely restricted development of suchfacilities.

Under the new Division of Highways program, theseroadside rest areas, in conjunction with facilities providedin communities of over 10,000 population and withexisting state parks and other recreational areas, willprovide an opportunity for motorists to avail themselvesof some type of rest facility approximately every 30minutes of driving tune.

Master planned are 257 safety roadside rests, of which40 are constructed or under construction and another 58are programmed for construction in the near future. Mostof these areas include toilet facilities, picnic tables, naturalor constructed shade, drinking water, and park areas.Public use of and reaction to the completed facilities havebeen overwhelmingly favorable.

Highway Aesthetics . . .More 'Phan Landscaping

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INTERSTATE

one of

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1965Engineering

Achievements

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Division was proud of concrete arch bridgeon old US 40 when it was built in 1920's,

but it is inadequate for today's trafl`ic.

Aerial photograph shows entire Donner Pass country. At far end of Donner Lake isplace where Danner Party was trapped, and just beyond town of Truckee. New In-terstate 80 route winds along slopes, upper left, and old route is seen lower center.

California's trans-Sierra freeway hasbeen named one of the three mostoutstanding engineering achievementsof 1965 by the American Society ofCivil Engineers in their annual com-petition. The merit award was for theentire stretch of I-80 from immedi-ately east of Sacramento to the Ne-vada state line, but particular empha-sis is placed on the new section overthe Sierra summit.

First place in the national competi-tion was awarded to a space vehiclelaunching pad at Cape Kennedy. In-terstate 80 and the ultrasophisticatedSeattle Metro Comprehensive SewageProgram were runners-up and bothwill receive merit awards.

Ten years were required for theplanning, design and construction ofthe highway. Although it is only acomparatively short 11 S-mile portionof the 2,920-mile intercontinental high-way which connects San FranciscoBay and New Jersey's Atlantic sea-coast, the new section represents amajor accomplishment because of theterrain.

It spans the rugged Sierra at aseemingly modest elevation of 7,239feet, but the winter weather is oftenvicious. Snowpacks are 30 feet deepsome years and an annual snowfall of65 feet is not unknown. The record is

,,~i80. At least once each winter 80-mile-an-hour winds can be counted uponto strike the summit.

Snow removal is a complicated pro-cedure that uses a whole gamut ofheavy equipment and costs $850,000.But it is worth the cost, for traffic isseldom interrupted. Such closures as

are occasionally necessary are morelikely to be from blizzard conditionsand impaired visibility, rather thansnow and ice on the pavement.

Portions of the new constructionare four-lane divided freeway, but thehighway separates into two roadwaysin the snow belt to allow space todump snow removed from the right-of-way.

Construction was under the super-vision of the California Division ofHighways' District 3, headquarteredat Marysville. The same unit maintainsthe route.

District records reveal 2,500,000pounds of explosives was required toblast rock and other obstructions fromthe right-of-way across the top 10miles of the mountain. One 22-milesection involved removal of nine mil-lion cubic yards of rock and dirt, andit took 282,000 barrels of portlandcement to mix the paving.

The award-winning highway wassponsored by the Sacramento Chapterof the A.S.C.E. It is believed to be thefirst highway construction ever to wina national award from the A.S.C.E.The judges cited it as "a project

which demonstrates the greatest in en-gineering skills and represents a greatcontribution to civil engineering prog-ress and mankind."Other entries that reached the final

judging were the Harris CountyDomed Stadium at Houston, Texas;the Northern California Flood Reha-bilitation Work; the Chicago CircleCampus Development of the Univer-sity of Illinois; and -the hurricane bar-rier at New Bedford Harbor, Massa-chusetts.

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Girls and boys both man business end of shovels, make dirt fly.

Test pits go down slowly; sometimes are handful at a time.

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U.C. L. A. ArchaeologyStudents

Make "Did"on Highway

Right of INay

The preservation of valuable sites for pale-ontological or archaeological exploration andstudy is a joint endeavor between the StateDivision of Beaches and Parks and the StateDivision of Highways. Federal-aid highwayfunds are authorized as payment to siteworkers who are preserving artifacts ofscientific value. By the nature of the coopera-tive agreement these contracts are arrangedfor by the Beaches and Parks agency, andthe Division of Highways then makes thefunds available.

The happy 'photos on the accompanyingpages were made of a group of U.C.L.A.students engaged in an archaeological "dig"on the Highway 1 right-of-way a few milesnorth of Cambria. It is obvious such a "dig"

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„,, Photos courtesy San Luis Obispo~- ~' County Telegram-Tribune;

JACK WILSON, photographer

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Students here are working inpairs—one digging in the

pit, fhe other screeningthe dirt and recovering

artifacts.

can be a valuable outdoor recreational ex-

perience as well as an educational one in

the lives Qf these young people. In addition,

some more bits of scientific knowledge have

been added to humanity's store, and many

artifacts collected for cataloging and study

by other students.

In the dig pictured, 18 of the U.C.L.A.

students worked a month at two sites in the

vicinity, living in big dormitory tents, with

two large trailers for laboratories. They dug

dozens of their neat 5-foot-by-5-foot-square

holes, asix-inch layer at a time, carefully

screening the dirt. When they were finished

they had thousands of artifacts to take back

to Los Angeles, all neatly packed in paper

bags and labeled.

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1 1 ~ ~ ~ ~ ' 1 ■ i

Relief for the Sometime this spring, when the eighth and final

unit of the t'1~IacArthur Freeway is opened to traffic,

Nimitz Freewa-~7- motorists will be able to enjoy 16 miles of signal-

J free driving beti~veen the San Francisco-Oakland BayBridge and Castro Valley Junction in Hayward.

Built at a cost of $100,000,000, this section ofInterstate Route 580 will provide relief for the Nim-itz Freeway, giving east bay motorists a faster, safer,

By D. C. RYMAN more enjoyable route. Effect on traffic patterns be-came markedly noticeable last I~Tovember, ~~hen thefreeway vas extended to San Leandro.

Right-of-~vay cost for this eight-lane urban facil-ity, which included buying the property, clearingbuildings and relocating utilities, was $54,000,000.

Construction costs for the eight contracts totaled$44,000,000.Three landscape coiztracts leave been completed,

another is undert~ay, and three others are scheduledfor advertising this summer and fall.

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The first section of the 11ilacArthur Freeway fromthe distribution structure to Park boulevard wasadopted in January 195 5 and completed in December1962.The route was adopted from Park Boulevard to

Durant Avenue in May 1957, and from Durant Ave-nue to 173rd Avenue the following month. Theplanning, design, and right-of -way of this sectionwere written up in the March—April 1960 issue ofCali f or~aic~ Highways a~ad Public N~orks.

Construction on the first MacArthur Freewayproject was started in February 1960. It traversed a

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fully developed area on embankment and structureto allow the local streets to cross underneath•. Sixretaining walls were used to save taking additionalimprovements.

"The $2,982,000 project included additions to thedistribution structure, RZacArthur on- and ofd-ramps,the MacArthur Boulevard undercrossing, and two1,100-foot-long parallel undercrossings at AdelineStreet. It was completed in May 1962.The second contract (completed April 1962; cost,

$4,329,000) from tiVebster Street to Grand Avenueran through a metropolitan area of residences, apart-

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Construction Progress. Contracts one to five covered construction of the MacArthur Freeway from the distribution structure toBuell Street.

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The trees and shrubs planted along the MacArthur Freeway fouryears ago have now matured to where they add considerablyto the appearance of the surrounding right-of-way and median

sfrip.

This aerial photo of construction on the MacArthur Freeway was

taken last August. In the foreground is the interchange with

Route 13, which extends through the center of the photo towards

the Warren Freeway in the distance. View is northward.l4

ment buildings, and small businesses.Construction of 19 retaining walls saved a lot of

valuable property including a school. The job in-chided the double 1,046-foot-long Broadway-Rich-inond undercrossing, four bridges in the Oakland-Harrison Street interchange, and the ChetwoodStreet overcrossing.

Construction began in August 1960, on the thirdcontract, a'1.1-mile section between San Pablo Ave-nue and Broadway (completed January 1962; cost,$4,000,000) .This job included the foundations for the future

major interchange for the MacArthur and Grove-Shafter (Route 24) Freeways. At the time coordi-nated planning studies were underway with the BayArea Rapid Transit. Six years later, this cooperativeplanning resulted in a joint engineering design plac-ing the rapid transit rails in the median area of theCTrove-Shafter Free~~Tay. This rail construction willstart this summer.The fourth contract (completed December 1962;

cost, $4,178,000) extended the freeway past LakeMerritt and the Grand-Lakeshore area on structureand on sidehill cut-and-fill to Park Boulevard.

It includes the Lakeshore Park undercrossing, areinforced concrete bridge with round columns, 8 3 8feet in length, carrying freeway traffic across Grandand Lakeshore Avenues. The space under and adja-cent to the bridge between the streets allowed anextension of the adjacent Lake Merritt Park area.On the sidehill portion, asplit-level grade was used

for both directions of freeway traffic. This requireda 3,900-foot-long median strip retaining wall. Also,aii 80U-foot-long wall was placed on the cut side anda 3 S 5-foot wall on the hill side. ̀these two wallssaved many adjacent improvements throughout this

Cantracts six to eight continued the freeway from Bueff Street to 173rd Avenue in San Leandro.

business and residential area.(A detailed report of the first four contracts ap-

peared in the July—August 1962 issue of CaliforniaHighways and Public Works.)

Z~he fifth contract (completed June 1964; cost,X7,290,000) of the MacArthur Freeway coveredthree miles from Park Boulevard to Buell Streetthrough residential and small business areas.The sixth contract (completed October 1964;

cost, $4,663,Q00) was from Durant Avenue in Oak-land to Sybil Avenue in San Leandro. Most of thistwo-mile section is on a graded-earth fill. Severalhigh retaining walls constructed next to MacArthurBoulevard preserved it as a business street for thelocal merchants and manufacturers.The seventh contract (completed November

1965; cost, $11,530,000) extended the freeway fromnear i'~lills College to the east city limits of Oaklandand included a full directional interchange to theWarren Freeway near Calaveras Avenue.When Governor Brown inspected the pr-oject last

October, prior to its opening to traffic, he pointedout the graceful curvilinear route and noted that thenew 4.5-mile freeway segment will Save motoristseight minutes in comparison to the old city streetroute. The Governor also stated that the view fromthe freeway is "far better than streets lined withbuildings built in 1900."The job required three years ~ to construct, cost

$11,530,000 and was completed November 1965.The eighth aiid last contract was for the three-mile

section from Sybil Avenue in San Leandro to 173rdAvenue near the Castro Valley interchange and fol-lows the general route of Foothill Boulevard (theextension of MacArthur Boulevard) .The project, when completed, will cost $5,174,000.

Coordinated planning resulted ina design placing the Rapid Transit

rails in the median.

The work begins. This 1960 photo shows the cleared righf-of-

way through Oakland for the MacArthur Freeway leading to the

distribution structure and San Francisco Bay in the background.

15

Twenty-five-mile Section of Redwood Freeway Completed

~eax1Creek

MirandaBy H. W. Benedict

Completion was maxked recently of the final unit of a25-mile section of the Redwood Freeway in southern Huin-boldt County, which not only provides the motorist witha shorter, faster, safer. drive but also offers an added bonusof breathtaking vistas of redwood forests, the turbulent EelRiver, and rolling green hills dotted with hardwood groves.These scenes .are constant 'reminders that modern highwayscan be built in a way that need not detract from the naturalgrandeur of the surrounding country.The new freeway forms the completed section of a 43-

mile freeway routing adopted by the California HighwayCommission in 1956 from the Mendocino-Humboldt countyline to Jordan Creek. It is seven miles shorter than the oldhighway.Within months after adoption, construction was started

on the first unit of the freeway. when Guy F. Atkinson be-gan work in early 1957 on a contract between Dyervilleand Engle~~ood. Construction of this and the next two unitsof the Redwood Freeway were described in the January—February 1962 issue of the Cali f oynia Highways and PublicWorks.A contract to build the fourth unit of the freeway was

let in May .1962 to Morrison-Knudsen Company, Inc. The5.7-mile job was completed in October 1964 at a cost of$6,000,000.For over four miles the fourth unit follows the west side

16

of the river, across the canyon from the old road. Onlythe south end of the project is' on the east side of the riverwhere the old highway was located. The freeway has beenbuilt far enough up the canyon wall to reduce the dangerof inundation by future floods.In many areas the foot of the embankment slope is right

at the river's edge, requiring the extensive use of rock slopewith deep foundation trenches and other protective meas-ures during construction. Despite the heavy cost of suchprotective work it is still much cheaper than locating thefreeway higher up the slopes.To stabilize embankment foundations, almost 250,000 tons

of gravel and six miles of metal pipe underdrains were used.Three bridges were included in the project. The largest, a

composite steel girder structure across the South Fork ofEel River at Sylvandale, is five lanes wide to accommodatean acceleration ramp. The two others are separation struc-tures: one at the Dimmick Road and the other part of theMaple Hills Interchange.The Sylvandale Bridge was iri the news recently when

the State Legislature, in its 1965 session, dedicated it to the

This new scenic section of the Redwood Freeway along the SouthFork of the Eel River in Humboldt County replaces a slow, out-moded, two-lane highway.

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Northward view along recently completed fifth unit of the Redwood Freeway a few miles downstream from Garberville. Eef River,seen here at summer low, is accessible from frontage road to left of freeway.

memory of Charles R. Barnum, an early pioneer and de-veloper of the southern Humboldt region. The bridge re-ceived additional honors when the American Institute forSteel Construction awarded it second place among allbridges of that size opened to traffic in 1964 in the UnitedStates.The project carried through two winter seasons between

1962 and 1964. Heavy rains, coupled with the notoriouslyunstable soils in the Eel River canyon, caused slides in everymajor excavation area. Extensive reconstruction and repaixof excavation slopes had to be undertaken after each winterseason. The most spectacular of these slides is the Hurlbuttslide, so named after the adjacent land owner. When firstobserved, this slide, by conservative estimate, had caused atleast a million yards of material to start moving into thefreeway cut.To obtain at least marginal stability across this massive

slide area, several corrective measures were undertaken. Thelevel of the freeway was raised about ten feet to add moreweight to the bottom of the slide. In addition, the bottom of

18

the excavation was widened and the cut sloped was flat-tened. Several thousa»d feet of horizontal drains ~~ereplaced in the fact and the flanks of the slide and otherdrainage installations constructed. These measures have ar-rested practically all movement in the slide.

In completing the slope protection work it was neces~sary to encroach slightly into the river bed area. Since xheSouth Fork of the Eel is a tourist attraction and a popularfishing and swimming stream it was vital that the workdisturb the stream as little as possible. The contractor wasable to place 129,000 tons of rock slope protection with at-tendant trenching and build the Sylvandale Bridge withoutunduly muddying the stream.

On April 1, 1964, the state took bids for the constructionof the fifth unit of the Redwood Freeway. This contract, tograde and pave a 2.4-mile stretch of freeway, was awardedalso to Morrison-Knudsen Company, Inc.

On this contract, parking areas were built wherever pos-sible to provide resting places for weary motorists and a.

Prize-winning bridge, a "composite steel girder structure," crosses the South Fork of the Eel at Sylvandale as part of the newfreeway unit and is five lanes wide to accommodate an acceleration ramp from the Sylvandale Interchange.

chance to view the magnificent scenery of the area.This section followed the east slope of the canyon along

the same general location as the old road.

The 1964 flood caused heavy damage to the partly com-pleted contract. All but one of the overside drains on thecontract were carried away, miles of guard railing weredestroyed, the partly completed structural section wasruined by siltation, major crossdrains were badly chokedwith debris and great chunks of embankment were washedout. Repair work was begun as soon as possible and alldamage was repaired by the time the rest of the contractwas completed.

Slides both large and small occurred in all major exca-vation slopes. Of these, one deserves special mention.Though only 300 feet wide it extended over 1,100 feet upthe mountainside. Its depth appears to be between 60 and100 feet. It has moved slowly but perceptibly, like a hugemud glacier, ever since the excavation was started 18 monthsago.

After considerable study it was decided that the mosteconomical method of handling the slide was to widen thearea along the freeway about 50 feet through the slidearea. As the slide descended, material could be removed be-fore it reached the edge of the freeway, using the widenedspace as a work area. To date, over 100,000 cubic yards ofmaterial have been removed in this manner.The fifth contract also required of two channel changes

in the river.Another contract, let in May 1965, will extend the free-

way another 7 %Z miles north from the town of Redcrest toJordan Creek. Estimated completion date for this job is fall,1967.Funds are in the 1966-67 highway budget for construc-

tion of another 4%z-mile section of the Redwood Freewayfrom south of Garberville to the south end of Unit No. 5.This contract, which ~~vill probably be advertised in Febru-ary, should be completed the fall of 1967.

19

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• ~ QUAKING ASPEN TO HAIWEE PASS

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"Route 190 is from Route 99 near Tipton to Route 127near Death Valley Junction, via the vicinity of Porter-ville, Camp Nelson, Olancha, and Death Valley: '

~' ~` So reads the law, and the California Highway Commission,~'~: ~ '~-- therefore adopted the last 47 miles of this route last fall.

' ;;:. ~ Adoption in this case is a long way from construction, but"~. '~`'': ~`' at least the precise location of the road is now known, and

,. ~ everyone can plan accordingly.These pages show some of the rugged beauty of the Sierra

t ~ " along California 190 that will one day be opened up to the~` '` ~ highway traveler and his family.

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Packer and train (shown above) entering Monache Meadows heading west, aboutone mile north of Broder Meadows near Snake Creek. In rays of setting sun (left)pack train is unloaded at Beach Meadow Guard Station on edge of high plateaucounfry.

21

SCeniC BeautY

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Packer Pete Mooch pauses at head of pack train along side of Kern River Canyon.

When it is completed, it will carry them from Tipton,Porterville and Springville in the rich central valley;through Quaking Aspen Meadow and Haiwee Pass inthe High Sierra; then down through such thirsty pros-pectors' precincts as Panamint Springs, Stovepipe Wellsand Furnace Creek to death Valley Junction.

It is one of the future trans-Sierra routes that will"render aecessible the mountain regions of the PacificCoast " to borrow the words of the Sierra Club bylaws.

Another will be a road to Mineral King 25 miles tothe north, which will make possible amultimillion-dollarski and all-year mountain resort whose development the

U.S. Forest Service will turn over to Walt Disney.California 190 now runs from Tipton to Aspen Mead-

ow, both in Tulare County, and stops. It picks up again

60 miles east, at Olancha in Inyo County on the Three

Flags Highway, a niekname given to U.S. 395 because

22

it connects Mexico, the United States and Canada.Except for those who live in the region, the 60-mile

gap is open only to those who can afford the time andexpense of a pack-train trip, or who have lots of leisureand the price of a four-wheel-drive wagon.When chief photographer Bill Chaney made his

photo reconnaissance of the route before the commis-sion made the final adoption, he made it in the classicmanner—by packhorse.And packhorses, wranglers, diamond hitches and

shelter tents will be the. order of the day in this countryeven after the far-ofF day when the highway is finished,because it will run between two wilderness areas in acorridor purposely left to furnish. access to them.

The highway will just make it that much easier forthe city dweller to get to the packhorse country.

Trees are Sequoiadendron gigantea (Sierra redwoods) and white firs, located in •Freeman Creek Grove, a few miles and about twohours on the trail, northeast of Quaking Aspen.

23

NEW VISTASfor the recreationaltravelers

Packer Pete Mooch (above)is Stanford University sfudenf

who works as packer-guidein summer. Left, Californiacolors in blue of mountainsand gold of grass. Traincrossing Monache Meadowsnear Deer Island, not farfrom Kern River, altitude about8,000 feet. Below, Left,Freeman Creek redwood(Sequoiadendron gigantea)is little known grove notfar from Quaking Aspen andexisting road's end. Below,

:_ ~. view downstream along the~-`y~ ~pPer Kern River, near

Summit Creek of east sideof Monache Meadows and

~_ _ . ~ ,k not far from Haiwee Pass.

24

Ford on trail, right, across KernRiver at about 5,200 feet, close towestern end of route. Well-shod

qnd competent-looking Boy Scouts,below, hiking along trail in LfoydMeadows near Freeman Creek.

Bottom, Edward Monies ofCalifornia Division of Highways

at campfire in Monache Meadowsas morning mists arise around him.

PHOTOGRAPHED BY WILLIAM R. CHANEY

25

A N EV1/ MAR1~( FORSAFETY

Photos above show various kinds of wedge and circularmarkers tested. Double wedge is smooth plastic; singlewedge and circular type both contain reflective beads.In bottom photo Dwight Morrow of h~eadquarfers TrafficSection shows markers which are currently being used—four nonreflective dots, and a reflective wedge white on

one side, red on the reverse.26

v

DIVISION

ADOPTSBOTTSDOTS

In January the California Divisionof Highways scooped the world byannouncing it was abandoning thepainted white line on the state's high-ways. Henceforth, on all new con-struction, and in a gradual conversionprogram on other highways, raisedmarkers will be used to separate driv-ing lanes.

Since the painted white line tendsto disappear in rainy and foggyweather when it is needed most, theDivision of Highways has long beenseeking a better lane-marking device.The markers adopted have been understudy for more than 10 years. (Seearticle in California High~zvcrys ctndPublic Works Magazine, May–June1963, by Herbert A. Rooney, seniorchemical testing engineer.)

Officially the devices are to betermed "raised pavement markers"but they are known in some quartersas "Botts dots." The alliterative namecomes from their association with oneof their developers, the late E. D.Botts of the Division of HighwaysMaterials and Research Laboratory.One company has chosen this for atrade name.

Photos above of section of Interstate 80 in Solano County show markers on a rainy day, and at night.

Continuous white lines are headlights and taillights recorded in time exposure.

Both reflective and nonreflective

types are to be used. Most of the

markers called for in the new specifi-

cations will be nonreflective, of whiteepoxy, and laid on the pavement four

in a line, three feet apart. Between

these short nine-foot strips there will

be an unmarked 15-foot space, thenanother group of markers. In every

other open space, or, in other .words,every 48 feet on straight sections ofhighway, there will be a reflectivemarker. On curves they will be placedevery 24 feet.

The reflective markers presently ac-cepted for use are two sided and madefrom a shell of clear acrylic material,filled with white epoxy. The exteriorshell has "recessed cubed corners"molded into it which create a multi-tude of tiny mirrors to reflect thelight back to its source.

Some of these reflectors will bewhite on one side, red on the other,to be used on freeways and other di-vided highways. They will be installedin such a manner they will reflectwhite light to normal traffic, but,should awrong-way driver get on theroadway, he will see a row of red

lights to warn him immediately.

Epoxy glues are being used to fastenthe markers to the pavement. This ma-terial has been used for this purposeon a number of test installations andteas proven to be virtually a perma-nent adhesive. A marker with a shortspike has been developed for use onasphalt roads, the spike being designedto reinforce the fastening. The epoxyglue will not pull free, but conceiv-ably asection of the asphalt mightpull loose.

Although the markers will cost per-haps adollar apiece installed, they ac-tually will prove cheaper in the longrun than paint. The painted white linemust be renewed every six months onmany routes, while the tests show theraised markers probably will remainin place for 20 years at least, with veryfew replacements.

The new markers not only willmake driving easier, but they can beexpected to cut down on accidents.In the Fresno area two similar sectionsof freeway on US 99 .were studiedover a t~~o-year period. One was fittedwith raised markers, the other markedonly with the conventional striping.

The markers, with the mild rumbleeffect they cause, were found to cutdown lane changing 40 percent.With reduced lane- changing, the

accident rate was reduced 27 percent.Injuries and fatalities were reducedeeen more, due to the elimination ofmany rear-end collisions. Indicationsalso ~vere the rumble often wakeneddozing drivers when they drifted outof their proper lane.

Under consideration are yellowmarkers for centerlines. Also beingsought is a harder cover for the re-flective markers, which suffer fromabrasion in desert sandstorms. A spe-cial recessed design must be developedfor use in the mountains where snowremoval equipment operates.

Being studied as more usable materi-als are polyesters and certain ceram-ics. These latter would be ideal if theyhad better tensile strength. They arecheap, whitest of all the materialsunder consideration, and properlyinstalled should last almost forever.Permanently positioned in a mannerthat allows no movement, breakageshould be low. Several test sectionswith ceramic markers are under study.

27

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CARSON PASSWINS

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A partior~ of the prize-wr`rtt~ nc~ ceCtiori of Hic~Rikuay ~3$ t~s it ~aasses

Silver Lnk~:~, crk~out 7Q srail~s wc~sf of fiisforr'c Carsc-in f~e~ss strrn~tit.

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„~,~'0~4f9ACENI

On February 13th 30,000,000 people who read the Sun-day newspapers subscribing to PARADE Magazine openedtheir copies and learned a section of California State High-way 88 had been chosen as the best designed -scenic routebuilt in the United States in 1965.In the five years of the competition, this is the first time

a winner west of the Mississippi has been chosen, althoughthe Twain Harte section of California Route 108 was oneof the five highways receiving honorable mention for 1964.

'Both 88 and 108 are in Highway District 10, with head-quarters at Stockton.The prize-winning portion of route 88—officially (Foster

Meadows Road to east of Silver Lake"— was designed bya team headed by Louis G. Kroeck, senior highway engi-neer. Although the design work, like all California highwaydesign work, was an accumulation of the efforts of many,people, great credit must be given Kroeck for the painstak-ing work he did in fitting the highway into the terrain.A native of Stockton, and son of a professor at the Uni-

versity of the Pacific, Kroeck learned to love the centralSierra while still a boy, and he still spends much of hisspare time there indulging in his hobbies of hiking, photog-raphy, and painting. He and his wife Alice have walkedover much of the old emigrant trail which Highway 88generally follows, and as recently as 1964 they came uponan old rotted wagon wheel at the side of the trail.Judges for the PARADE contest were John Gibbons of

the Automotive Safety Foundation; Jack Wood of theAmerican Planning and Civic Associaxion; Charles N.Brady of the American Automobile Association; Wilbur O.Garmshausen of the .Ohio Department of Highways, repre-senting the American Society of Landscape Architects; andJack Ritter of ENGINEERING NEWS-RECORD.Route 88 is one of the state's most historic routes, crossing

the Sierra at Carson Pass and it now continues into Nevadawith the same route number, to end at US 395 just northof Minden. The pass was named by Fremont in 1844 formountain man Kit Carson. Fremont and his party crossedhere through deep snow in the dead of winter, but Fre-mont's usual luck held, and they encountered no bad storms.At one point Carson climbed a high peak to reconnoiter,

30

The rules for tf~e PARADE ScenicHighway Contesf:

~. The highway must 6e a new or rebuilt highwaywhich opened to traffic after September 1, 1964,but before Septembee 1, 1965.

2. It must be a highway for general use, not a specialroute for sightseers only.

3. It must "drive well," with gentle curves, easygrades and wide lanes.

4. It must be well planned, with good use of land,minimum destruction of property and neighborhood.

5. It must be designed to take advantage of naturalterrain and scenic attractiveness.

and discovered a large body of water to the north. This isthe first recorded mention of Lake Tahoe by any whiteexplorers, although at the time Fremont put it down on hismap as Mountain Lake. (Later he named it Lake Bonpland,but in the 1850's Californians called it Lake Bigler after anearly Governor. Eventually it got back its Indian name ofTahoe.)At the summit of the pass, Carson blazed a tree, and then,

within the blaze, carved "Kit Carson, 1844." For manyyears this red fir stood at the side of the trail, but eventu-ally it died. The stump bearing the blaze can be seen atButter's Fort in Sacramento. A monument, State Marker315, has been placed on the spot where the tree once stood.In 1848, the Mormon Battalion, released by Kearny

after playing its part in the conquest of California, returnedto Salt Lake City via this route. Near Tragedy Springsthree of the battalion's scouts, according to one story, wereambushed and killed by Indians, to give this point its name.During the years of the Gold Rush many immigrant

wagons came over the Sierra at Carson Pass, until betterand lower passes were found farther north. "The Maiden'sGrave," a few miles west of Tragedy Springs, marks theburial place of one of these immigrants, Rachel Melton ofIowa, who died there October 4, 1850. Nothing else isknown about her.The romantic years of stagecoach travel are marked by

place names along the route which once designated hostel-ries for travelers. Names such as Kirkwoods, Picketts,Woodfords, and Hams dot the road's map from valley tovalley.The section which won the prize for 1965 is a part of a

long-range. modernization program which has been in effecton the route for several years, and much of it has been con-verted to modern highway. The paving of the winding,dangerous older section has been removed, the gx`ound be-neath deeply scarified, and planted with native vegetation.Two small sections—the Red Lake Grade just east of thepass and a portion from Woodfords to the Nevada stateline—still remain to be modernized. This work will be donein the near future, to make 88 one of the state's finestscenic mountain highways.

Beauty and safer driving go hand in hand in new design

At Panther Meadow road passes through groves of relatively rare sugar pines, with yellow pine and fir mixed among them.31

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For those who pull ofl' and sit by the side of 5".modern scenic Highway 88, the ghosts of Fremont ~~ ~'~ ~ ~~'and Kit Carson will swing past with their mile-eating ~'woodman's walk. Sit there a little longer and thesober-miened Mormon Battalion, homeward bound, ~; ~,~ ti. .will slog by. Next will come creaking coveredwagons headed downgrade to the fertile valleybelow, and a little Later great loaded freight wagons '*'~`,struggling upgrade, the mules straining in the ~~~~harness and the skinner's whip cracking. Finally,a cloud of dust rises as a Concord stagecoachwhips around one o~ the sharp curves of the old ~,road, the yells of the driver hanging in the .

I still mountain air. ''Then comes a station wagon, loaded

with parents, kids, and camping gear, andyou are back in the 20th century.

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Mr. Womack receives PARADE award fromMr. Kiester while Senator Jennings Ran-dolph of West Virginia, chairman of theSubcommittee on Public Roads, and Fed-era! Highway Commissioner Rex M. Whitton

look on.

■

awar s resentat~onpAT DENVER A.R.B.A. CONVENTION

In Deaver o7a FeGri~ary 21 Mr. Ecluin Kiester, Jr., 7nc~naging editor o fPARADE Magazi7~e, nzczde the o fficiczl awas~ds for the 1965 scenic highwaycontest before Boyne 1,200 assembled members o f the Aynerican RoadBuilders Association convention.Mr. J. C. Womack, Califor~zia State High~zvay Engineer, wc~s present

to receive c~ bronze plaque in the ~ac~yne o f the Cnli f ornicr Division o f High-zvays, and Mr. Louis G. Kroeck, senior highway engineer, to receive a scrollcrs chie f designer. The A~nac~or Coza~aty Cl~~nber o f Con2ynerce, ~zvhichnoyninc~tec~ the highway for the coyztest cznd prepared the presentation auhichwon the ezwarcl, was given a $S00 bona. Mr. David Mason, Jr., preside~ato f the chaynbeY, accepted the award for his organization.' PYior to presentation o f the ~~zvards, Mr. Kiester addressed the body onthe subject of scenic highways. Since the ~zvords of this sincere young editorseeyn to embody virtually all there is o f iynpoYt~nce to be said on thesubject of highway aesthetics, the speech is reproduced here.

`~ The PARADE scenic highway contest has been in

operation five years. This means that we slightly predatethe current widespread interest in scenic highways on thegovernment level. It does not, however, place us ahead ofthe American people in our interest in beautiful highways.One o£ the first things we discovered in sponsoring the

scenic highway contest is that people feel very deeply andvery strongly about what they see through their wind-shields. In the first year of the contest we were startled toreceive more than 400 letters of nomination, includingsome that enclosed poems, odes to beautiful highways,reminiscences of trips gone by, old photographs and evenpaintings. Since then we have had repeated evidence ofthis enormous interest on the part of the driving public.

Last Sunday, February 13th, as you probably know,PARADE announced the winning highway for 1966 in thepages of the magazine. Already we have received a blizzardof letters commenting on the selection.

What this says to us is that Americans—our readers—find in highways something more than mere transporta-tion. Highways to them must not only be swift and securebut must bring them some kind of fulfillment, some nour-ishment of the soul, somehow bring them closer to thisnation's wonderful landscape. I think the members of

A.R.B.A. and of the entire highway industry are to becommended for recognizing, as they have, that this deepneed exists, and for designing and building highways that

are enlightening and uplifting.

So that brings me to the PARADE scenic highway for1966. It is, as many of you already know, the Carson PassHighway, State Route 88, an Amador County, California.

It fulfills all the spiritual needs I was discussing amoment ago. It is safe: its curves are sweeping, its laneswide, grades gentle. It is swift: it replaces an old andtortuous winding road dating back a century. It is breath-taking: most of it is a mile high, and it threads along theforested Sierra ridgetops in such a way that you can trulyappreciate the wonder of nature. And it is historic: thisis the route the explorer Kit Carson followed into Califor-nia~ and driving it now, •the motorist can get a compellingfeel of pioneer history.

The engineers of the California Divisian of Highwayswere guided by the idea that they should not spoil thismagnificent country, but enhance it, and they have doneso. The route was planned to take advantage of the finestviews. Working closely with the U.S. Forest Service, theengineers carefully installed 12 scenic overlooks and park-ing areas where motorists could pull off and drink in the

33

view. They followed a policy of selective thinning of treesand immediate planting of shrubs and seedlings. One of

the features that especially impressed the judges was that

they immediately obliterated the old, abandoned road sothat this evidence of man's presence would quickly return

to nature.

To the judges, this highway—indeed, all 25 highwaysincluded in the final judging—was a work of art. Peopledon't think of highways that way, and they don't thinkof highway engineers as an artistic group, and yet thesemen are contributing to aesthetics just as much as thosewho build buildings, paint paintings or write music. Oneof the reasons PARADE established the contest originallywas to recognize these artists and encourage others tofollow them. Consequently it gives me great pleasure tomake the first of these awards today to the artist respon-sible for the creative work that is the PARADE scenichighway—Mr. Louis G. Kroeck of the California Divisionof Highways.

I'm very happy to present Mr. Kroeck with the scrollgiven each year to the design engineer responsible for thewinning highway, and to commend him and his men forthe fine work done on Route 8 8.

As I said before, PARADE has been interested from thefirst in recognizing people and their feelings about high-ways. We have done this by offering a $500 bond to theperson who nominates the winning highway and writes

the best letter in support of his nomination. This year thewinner is not an individual but an organization, the Ama-dor County Chamber of Commerce, which is rightly proudof the work of art that runs through its area.

I also want to note that there are several other awards

that will not be made today. These are for the five special-mention, or runnerup, highways, and these scrolls wi11 bepresented later. Meanwhile; I will just tell you that they

go to the State of Massachusetts, for Interstate Route 495,Boxborough to Southborough; the Virginia Department of

Highways, for Interstate Route 95, Fredericksburg toWoodbridge; the Pennsylvania Department of Highways,for Route 22-322, north of Amity Hall; Georgia Depart-ment of Highways, for Interstate Route 85, between Route98 and 51; and the Vermont Department of Highways,for Interstate Route 89 in the Bolton-Richmond area ofVermont.

Finally, I have here a large bronze plaque that saysflatly that California has built the most beautiful newhighway in the nation.

It gives me great pleasure to present this to a gentlemanI have known for several years, and who has long beeninterested in the subject of scenic highways, an of~iicial ofyour organization and the guilding spirit behind this year'swinner—Mr. Jasper Womack of the California Division ofHighways.

I thank you."

Proud local officials pose before Division of Highways exhibit in Denver. Left to right: Sidney Smith, manager of the AmadorCounfy Chamber of Commerce; Myron Questo, chairman of the Amador County Board of Supervisors; Louis Kroeck, design en-gineer, California Division of Highways, Stockton; Hubert Bruns, chairman of the Alpine County Board of Supervisors; and

David /V4ason, Jr., presidenf of the Amador County Chamber of Commerce.

34

A maior highway on the west sideof the San Joaquin Valley has beenthe subJect of discussion for at least40 years. Now, with the aid of thefederal interstate program, it is tak-ing shape.

Most of the cities on the west sideof the San Joaquin Valley developedand were incorporated during thefirst quarter of this century and asthey grew the need for a good high-way became acute.However, because of the many un-

controlled rivers emptying into thevalley, much of the area was oftenswampy or, in wet years, completelyunder water, making a good connec-tion across the valley to US 99 diffi-cult.A "Westside Highway Associa-

tion" was formed, and in 1925 As-semblyman Charles A. Foster ofFowler introduced a bill in the As-sembly for funds to survey a routebetween Mendota and Ventura. TheGovernor vetoed the bill.

Later, at the request of the boardsof supervisors of Kings and FresnoCounties, the Highway Commissionrequested State Highway Engineer

R. M. Morton to study a route for awest side highway. In March 1926the Highway Gommission adoptedthe State Highway Engineers report.It is of interest to review his recom-mendatibns of 40 years ago, asquoted in the "Fresno Republican"(forerunner of the "Fresno Bee"),March 5, 1926:

"It should be one-half mile distantfrom parallel railroad lines, to permitlocal industrial development andexpansion. It should avoid rail-36

By GEORGE FLUTER

road crossings and those necessaryshould be separated from the high-way grade. Grade separations forintersecting highways and streetsshould be considered.

"Its right-of-way should have suffi-cient width for two high-speed one-way traffic lanes, each 30 feet wideand separated by an unpaved strip.Reservation of 20 feet should be al-lowed for the planting of trees, andparking on roadsides. Outside of thiswidth there should be roadways forslow-moving, short-distance traffic,and for heavy trucks. Two hundredfeet. of right-of-way will be requiredand should now be provided."

Morton's recommendations werenot followed. Subsequent highwaydevelopment was along conven-tional standards, becoming StateSign Route 33 as we know it today.

It was not until 1939 that the Ar-i~oyo Seco Parkway, the first freewayin California, was finally constructed.It is noteworthy how striking a sim-iiarity this road bore to Mr. Morton'sdescription for this recommendedWestside Freeway of 13 years be-fore.

The first post-World War II studyof the route was made when the 1950Legisldture directed the Division ofHighways to investigate the pros andcons of building a toll road betweenLos Angeles and San Francisco, fi-r~anced by toll revenue bonds. Thedivision's report to the Legislatureconcluded that such a toll road wasnot financially feasible at that time,primarily, because it would facecompetition of free parallel freeway

routes (Highway 99, etc.).However the data accumulated

during this toll road study provedhelpful six years later when the Leg-islature again instructed the divisionto reinvestigate the construction of ahigh-speed highway on the west sideof the San Joaquin Valley betweenWoodland and the Grapevine Grade.This report concluded that such ahighway was feasible and wouldcost approximately X261,000,000. The1957 Legislature added the route tothe state highway system.

Immediately, the division starteddetailed route studies on several al-ternates for consideration by theCalifornia Highway Commission. (See"Westside Freeway," September-Oc-tober 1960 issue, "California High-ways and Public Works.")The first construction contract in

District 6 was awarded in April 1965.Approximately 21 miles long, it ex-tends from Manning Avenue to theMerced county line.Work is now going on in all coun-

ties on the Westside Highway.

One of the problems encounteredire construction has been soil subsi-dence described in an accompany-ing article in this issue.Among other construction high-

lights: On the southern 16 miles ofRoute 5 in Kings County, which liesacross farming and grazing land andthrough the Kettleman Hills, inde-pendent roadways will be used to en-hance the aesthetic quality of thefreeway. The interchange with Route41 will lie within this hilly terrain. Itsdesign includes contour grading to

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As indicated by the dotted line on the above map Interstate 5 is being constructed an entirely new alignmenf along the west sideof the San Joaquin Valley.

blend excavation slopes with naturalground lines.An interchange at Utica Avenue

will be near the site of a futureaquatic park.A safety roadside rest will be built

approximately 31/a miles north of theKern county line.Along the 66 miles of Route 5 in

Fresno County, which also crossesfarming and grazing lands, gradesare mild on approximately 60 miles

of the project, requiring only low cutsand fills no more than three or fourfeet high. On the remaining six miles,grading will be heavier requiringcuts and fills up to 40 feet.Independent roadways and sepa-

rated grades will be used on muchof the alignment as a scenic feature.Two safety roadside rests will be

built in Fresno County, one 51/z milessouth of the Derrick Avenue crossingand the other two miles south ofShields Avenue.The amount of farming land af-

fected by the freeway presented spe-cial problems to the design and right-of-way departments who had to com-plete adjustments to irrigation facili-ties in time for the work to be in-cluded in the construction contracts.The problem was further com-

pounded by the imminent develop-ment of the California Water Planwhich will bring many new acresunder irrigation.The rehabilitation of irrigation sys-

tems was given priority over otherright-of-way activities because of thecritical importance of maintaining ir-rigation schedules to avoid croplosses.

This bleak scene along Utica Avenue inKings County will be the location of anInterstate 5 interchange and an aquatic

park.

The new Westside Freeway fol-lows the western edge of the SanJoaquin Valley high up on the allu-vial fans. that have formed at everycreek mouth. Over eons of time, thesehave joined together to foim a flutedEdging to the barren hills. The engi-r_eers have used various means toblend the design of the new highwayinto this setting so that it will becomea part of the fluting pattern by locat-ing it at the natural dividing line be-tween arable and grazing land. Littlefarm land will have to be taken andreverence has been held to a mini-mum.

The new highway also parallelsthe California Aqueduct and hasbeen designed to complement it..Vista points are planned to providethe traveler with outstanding viewsof the central valley, the foothills,the aqueduct, and the Delta-MendotaCanal.

Throughout the life of this proj-ect the engineers have continuallyweighed .engineering costs against

appearance to build a highwaywhich is economically as well asaesthetically acceptable. Roadwayalignments and grades were com-bined to achieve a pleasing effect. Alot of attention was given to the in-terchange areas so that they wouldblend with the surrounding country-side.

There are several areas wherelarge valleys lie to the west of thefreeway. At these' locations inter-changes and underpasses will per-mit, free circulation of local traffic aswell as easy access to the freeway.

The construction of this modernfreeway through new territory in-volved 800 parcels of land. In orderto acquire this land in the most eco-r~omical manner and cause least dis-ruption to existing operations, theDivision of Highways entered into a

38

cooperative agreement with the De-partment of Water Resources to ob-tain the necessary rights-of-way forboth the freeway and the CaliforniaAqueduct in one transaction witheach property owner. As an indica-tion of how little displacement oc-curred to the residents, only twohomes were acquired in MercedCounty because of the freeway. Nonewere acquired in Stanislaus County.Irrigation pipelines have been in-stalled to preserve existing irrigationand drainage patterns.

Where the new highway and canalcross the pipelines connecting oilfields near Bakersfield and refineriesin the San Francisco Bay area,agreements have been entered intoto preserve or relocate the lines. Insome areas, local irrigation districtshave revised their facilities.

The interstate highway .law commamits us to a 1972 construction com-pletion date. One result is that whereformerly projects 5 miles in lengthwere considered large, it has beennecessary in this district (10) to ad-vertise projects as long as 15 miles.(District 6 has a single contract _ un-derway on Interstate 5 in KernCounty that is 24 miles long.)

These large contracts allow thecontractors to work at maximum ef-ficiency. Equipment manufacturershave produced machines to meet thedemand. Paving trains helve beenorganized that can lay a mile of con-crete 24 feet wide on a single day.

Several projects involved movingnearly four million cubic yards ofearth. Contractors employed tworunning shifts on excavation opera-tions and moved as much as 40,000cubic yards of earth in one day.

As these projects went to construc-tion, the demand for base and sur-facing aggreclates jumped from thou-sands to hundreds of thousands of

tons. Plants that worked intermit-tently in years past found themselves

working around- the clock. At leasta dozen plants are now in full pro-duction making aggregates not only

for base and surfacing on the free-way but also concrete aggregates to

line the tremendous California Aque-duct.The traveler on this new freeway

v~ill have a panoramic view of thefull sweep of the San Joaquin Valley.The Department of Parks and Rec-

reation is vitally interested in the de-velopment of the freeway. Their fu-ture plans have the freeway travelerin. mind. Five wayside campgroundsites are currently being studiedalong the aqueduct and the Interstate5 Freeway. Typical of these is Ore-stimba Creek in Stanislaus County.Fifty-four acres are being acquiredwest of Stuhr Road at a large groveof mature cottonwood' and sycamoretrees next to Orestimba Creek. Onehundred camping units will be con-structed here for tent and trailercampers. The entire area will belandscaped and irrigated to handleyear-round vacation traffic.A 60-mile section of Interstate

Routes 5 and 580 are under construc-tion or budgeted between US 50 vestof Tracy and Route 152 west of LosBanos. These projects should be com-pleted and open to traffic by thesummer of 1967, providincJ an en-tirely new artery for traffic betweenthe bay area and Los Angeles andintermediate points in the San Joa-quin Valley.The eighth and last contract is for

the three-mile section from Sybil Ave-nue in San Leandro to 173rd Avenuenear the Castro Valley Interchangeand follows the general route ofFoothill Boulevard (the extension ofMacArthur Boulevard). The project,which will be completed soon, willcost $5,174,000.

A nearly completed section of Interstate 5 Freeway northwest of LosBanos in Merced County. The area and connecting lanes left of the north-bound roadway are for a truck weighing station. The view is southward.

r

The new Interstate 5 Freeway follows the natural dividing line between arable and grazing land along the west side of the SanJoaquin Valley.

39

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SUBSIDENCE ANI~ THEWES'~'SII~E ~°1~EEWAY

Much of the Westside Freeway(Interstate 5) cuts across the alluvialfans and mud flows extending intothe San Joaquin Valley from the eastside of the Coast Range. These fanscontain soils that tend to settle whensaturated with water for a long time.

Soil subsidence studies on this andother areas have been carried on byengineers, geologists and techniciansof the California Division of High-ways, California Department ofWater Resources, the United StatesBureau of Reclamation, and others.These studies show that the areas

of shallow .subsidence contain finecjrain loose-packed soils but thatthere appear to be concentrationsof these soils rather than a uniformdistribution throughout the entiremass. Rainfall in the areas is low,three, or four inches a year, most of itcoming from infrequent storms dur-ing the winter months. Quick dryingof the mud flows followed by an ex-tensive drying period produces aporous soil mass cemented togetherby clay particles. Such soil is stableunder normal conditions, but whensaturated, it crumbles and settles.

This phenomenon has long been athorn in the sides of canal buildersand pipeline companies operating in

the west side of the San Joaquin Val-ley because settlement of the groundduring irrigation has caused. verticaldistortion of canals, pipelines andfarm roads.

Preliminary studies on the designof the Westside Freeway required agreat deal of laboratory and fieldtesting and offered special problems.For one thing, the natural groundwater through this area is more than200 feet below the ground surface.One of the conditions necessary forestimating settlement is that the spec-

40

By William F. Kleiman

imen be tested in a natural saturatedcondition. Results of the conventioncilconsolidation test performed in thelaboratory were not considered ap-plicable for predicting settlement inthe field.Thus, a modification to the stand-

ard consolidation test was made.Water was added to the test speci-men and a constant vertical pressuremaintained after the specimen hadbeen consolidated at field moisturecontent under some predeterminedpressure. From this an estimafe ofsubsidence due to saturation couldbe made.

Several field subsidence test plotswere operated for several months.These test plots were situated at thesame locations from which sampleswere obtained for the laboratorytests. Subsidence occurred as watersaturated the ground and elevationswere determined at time intervals onthe surface and at 20 feet and 40 feetbeneath the surface. Correlation be-tween estimated settlement from con-solidation test and observed settle-ment of the subsidence plots wasgood to fair for four locations andvery poor for two locations. On thebasis of consolidation tests, fielcl re-connaissance, and other data, areaswere placed into two broad cate-~ories (1) those that would subside anegligible amount, say less than one-h.alf foot, and (2) those that wouldsubside several feet. The findingsalso showed that no one soil char-acteristic correlated. very well withknown subsidence so that it wouldbe necessary to consider all possiblefactors including personal iudgmentbased on field observations.

Conclusions of these investigationswere:

1. In the areas where major sub-

sidence can be expected: (a) secureapproximately 150 feet of additionalwidth outside the normal right-of-wayon both sides; (b) provide drainageto prevent ponding of water from ir-rigation or surface runoff within ap-proximately 125 feet of the freewayembankment; (c) provide cross cul-verts at all natural drainage chan-nels and additional cross culvertsalong the line at intervals not greaterthan 300 feet.

2. Specify compaction of originalground under all embankments in allareas of major or minor potentialsubsidence.Water Resources is even more con-

cerned with subsidence than is High-ways, especially deep subsidencewhich occurs over large areas todepths of 300 feet or more. Deep sub-sidence seldom causes settling thatseriously affects highways. However,maintenance of ci profile grade isvital for aqueducts and canals anddeep subsidence can alter gradientsso that flow is greatly reduced. High-ways can often avoid subsidenceareas by being relocated, but studiesof alternate alignments by Water Re-sources indicated that it was notpractical to bypass the subsidence

areas with the aqueduct.

Construction of the aqueduct re-

quired adifferent approach to thesubsidence problem than highwayconstruction. The Division of High-ways tends more to preventive treat-inent. Water Resources must use cor-rective treatment as water in a ccmalconstructed without treatment wouldresult in excessive maintenance andoperation costs and disruption ofwater deliveries to the southern partof the San Joaquin Valley and south-ern California.

Special studies were conducted at

49 locations over approximately 200miles of the aqueduct alignment.Subsidence ranged from less than1 foot to more than 20 feet. Thelargest subsidence occurred south ofBuena Vista Labe in Kern Countyand at the Mendota test site inFresno County.At the Mendota site a prototype

canal was. constructed. The firstphase consisted of maintaining waterin simple ponds measuring 200 feetby 400 feet. At the first pond, nearly16 feet of subsidence was observedafter maintaining a constant depthof water of one foot in it for 16months. After compaction of the na-tive soils by saturation, a prototypecanal was constructed through threeof the test ponds. The canal was 1,400feet 1_ong and the ponds or plots areseparated by cut sections of native,uncompacted soil. One-half of thecanal was concrete lined and theother half was lined with a heavycompacted earth lining.

After the canal had been inun-dated for 90 days, the concrete liningand embankments in the uncom-pacted areas were badly cracked.After 130 days of operation, the earth-lined section showed signs of distressand collapsed shortly afterward.The concrete-lined and earth-lined

sections in the precompacted areaswere in excellent condition after thetest canal had been in operation foralmost a year.The California Division of High-

ways and the Department of WaterResources have projects currentlyunder construction through areas ofshallow subsidence on the west sideof the- San Joaquin Valley.The preventive method used by the

Division. of Highways consists of ex-tensive drainage facilities to preventponding of water near any embank-ments. The first contracts includegrading only of the freeway em-bankments. Paving will be done afterthe embankments have been in placefor at least one year. The completionof the freeway is scheduled for 1972.In the ease of the State Water Plan

aqueduct it is believed that precom-paction by ponding and saturationwill enable construction of an aque-duct which will be relatively free ofsettlement. Water is being main-tained in the ponds for an averageof six months, and a drying periodof one year will be required prior toconstruction of the aqueduct. Presentplans call for completion of the pre-compaction work in 1967.

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An aerial photo of a prototype test canalbuilt by the Department of Water Re-sources some 15 miles south of Mendota.

Note concrete-lined and earth-linedportions.

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Failure of the earth-lined section in the noncompacted portion of theprototype test canal after 130 days of operation.

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e ~ ~.~:: _.w..._~. ~ .._..~._ ~ w ~ _ ~ ~~,:.' ~ ~ _ ~ .Failure of concrete lining and embankment in noncompacted portion after inundation

of the prototype test canal for 90 days.41

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The Numec backscatter gage (on groundLeft of truck) reflects gamma rays backfrom the soil,

The first use of a nuclear soil gageon a construction proiect for compac-tion control in California was in 1964cn a project in District 1 (Eureka). Asu result of this study the present pro-gram using soil gages on 10 con-

struction proiects was initiated. Twoof these projects are on Interstate 5(Westside Freeway).Two types of nuclear density gages

are being used: backscatter andtransmission. The backscatter typereflects gamma rays back from thesoil which are counted by a detec-tor. This type is being used on a Dis-trict 6 pro]ect. The transmission typecounts the gamma rays penetratinga soil mass. The gage requires eithera nuclear source or detector placedin the soil mass. This type of gageis being used on a District 10 project.So far, test results indicate that thetransmission-type gage is to be pre-ferred.The material on the project in Dis-

trict 6 consists almost entirely of road-way excavation and borrow from al-luvial fans which has outwashed fromthe aci~acent slopes on the east sideof the Coast Range. In the process oferosion the soil has only been trans-ported short distances so that the de-gree of abrasion has been relativelyminor. Hence, although the materialis predominantly fine grain, many ofthe soil particles consist of small

42

By William G. Weber, Jr.

pieces of parent material such asshale and sandstone in a badlyweathered condition. The materialstested with the nuclear gage on thispro]ect are roadway excavation, bor-row and structure backfill. No struc-tural section material was inr_luded.The gage used is a Numec.The roadway excavation for the

District 10 project is predominantlysedimentary, consisting of fat clays,shales, poorly cemented sandstone,clean fine sands, sand and gravel,conglomerates and other materials.The layers vary in thickness from afraction of an inch to several feet,andgreat variation may exist even in

.small cuts. Thus, a scraper of fillmaterial misht consist of any one ofthe above materials or any sort ofcombination of materials. This com-plicates testing because the test atone spot may not be representativeof :conditions in nearby areas. ATroxler (transmission type) gage isbeing used on this proiect.

Calibration of the gages and prep-aration of the soil surface for nucleartesting has presented some problems,especially with the backscatter type.Both types of gages require the soilto have a plane surface that is infull contact with the bottom of thegage. This means a lot of time be-ing spent in test site preparation.Methods are being developed whichwill reduce this preparation factor.

Health and safety factors have pre-sented no problems so far. The gagesuse only a very small amount ofradioactive material and film badgesand dosimeters are worn by the op-erators to record the radiation thatthey receive.

In spite of the problems mentionedabove iri the use of the nuclearcages, valid density readings havestill been obtained. However, expe-rience shows there is need for im-

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The Troxler transmission gage being setin place .here counts gamma rays pene-trating a soiP mass.

provement to make the gages easier

to use to get even more accurate

readings.The new feature in the nuclear test

method is in the use of the area con-cept; that is, several tests performedin a given area. Normally thereshould be at least six tests taken inany specified area. The averagecompaction reading from the testsmust be higher than compactionvalue required in the job specifica-tions (the higher the reading on thecage, the more compacted the soil).Also, two-thirds of the individualtests must give results above thecompaction value required in theiob specifications.

This method of testing recognizesthat variations in relative compac-ti.on are normal in earthwork. Varia-tions such as layer thickness, cover-aqe with rolling equipment, moisturecontent and variation in material willcause slighi variations in the com-pacted densities. The area conceptis an attempt to allow for thesevariables.The use of the nuclear testing on

the Westside Freeway is increasingthe effectiveness of earthwork com-paction control. The difficulties en-countered so far in nuclear testing donot appear insurmountable. There islittle doubt that use of nuclear test-inq will increase as time goes on.

TruckeeBrockwaYShortcut

One of the newest additions to the14,200-mile state highway system is a13-mile stretch in the Lake Tahoe re-gion.The Brockway Shortcut has long

been known to nearby residents as themost direct route from Interstate 80 atTruckee to Kings Beach, Crystal Bayand North Shore. It is some eight milesshorter than its alternate—a combina-tion of State Routes 89 and 28 whichpasses by the Squaw Valley entranceand meanders through the resort areawhich borders Lake Tahoe's northernshore.

This route has provided a popularaccess to Lake Tahoe in recent yearsfor local residents and others familiarwith the region. Now, it has been im-

proved to state highway standardswith county, federal and state match-ing funds.

The new signing as a state route(see photo on right) now assists othermotorists seeking the shortcut.

Although Interstate 80 must receivefirst priority in snow removal opera-tions in the severest winter conditions,additional equipment assigned to theTruckee area is making it possible tokeep the route open in most storms.

Route 267 was authorized by StateSenate Bill 1081 (introduced by Sena-tor Paul LuMardi during the Legisla-ture's 1965 General Session) andadopted by the California HighwayCommission on September 22.

Signs on Interstate 80 near Truckee,above, indicate place to turn ofl'-main route to use new state cutoff.Left, Route 267 is modea•n, wellpaved, with easy grades.Road continues to left to dropdawn to shore of Lake Tahoe, scenicview of which is seen in distance.

43

ii 1~.~~a~

~~fr wa ee ysSAN BERNARDINO FIRM

DEVELOPS FIRST FOUR-

LANE PAVER

BY PAUL BROWN

Two extensively modified pieces of paving equipment are mak-ing freeway construction history in Riverside County.For the first time anywhere, a contractor has equipment which

successfully paves a four-lane-wide ribbon of smooth concretepavement.

Motorists probably aren't going to get too excited over this featwhich has impressed engineers and highway construction people.But drivers do recognize and appreciate asmooth-riding highway.And this newly modified machinery is producing a ribbon of extra-smooth pavement.The equipment—a slipform paver and a pipe float which repre-

sent a $255,000 investment and four months of intensive modifica-tion work—went into operation early this year on a freeway con-struction project on Interstate 10 about eight miles northwesterlyof Palm Springs.

Slipform pavers capable of producing three-lane-wide continuousconcrete pavement have been in operation for the past several years.But the Kasler Corporation, of San Bernardino, is the first firm

to achieve success with a 48-foot-wide pavement venture.44

Jeff Kasler, the firm's presidenr, modestly reports that credit forthe successful operation goes to his master mechanic, San Bernar-dino resident Curly Toles. Kasler also expressed his delight overthe extra-smooth pavement produced by the machinery.

Another man impressed by the historic event is C. V. Kane,California Division of Highways' District 8 engineer.

"It's a milestone in concrete paving operations," Kane emphasized."Kasler's slipforrn paver and plant setup," Kane pointed out,

"are capable of running about SSO cubic yards of concrete anhour!"The district engineer noted that when he started working for

the Division of .Highways as a draftsman in 192$ a concrete pavingoperation would run 200 to 300 cubic yards of concrete in aneight-hour shift. Conventional three-lane-wide pavers today spreadabout 250 to 300 cubic yards an hour.Modern high-speed traffic demands high standards of pavement

smoothness. And Kasler's 48-foot slipform paver and pipe float aremeeting this high standard, Kane reported.

Engineers, using a specially designed gauge, measure pavementsmoothness and rate it under a standard called a profile index. TheDivision of Highways will accept pavement with a profilographreading of 7 Inches per mile or under.

If the index goes over 7, the contractor must grind down thepavement to achieve the desired smoothness of surface. The profileindex on the first four-lane-wide pavement produced by Kasler'sequipment is 1.2!

Kasler reported that the modification worlc involved changing amanufacturer's slipform paver—a slope paving machine purchasedin 1964 and used to pave flood control channels—into its presentform as a 48-foot-tide highway paver. The modification workincluded designing a new electronic control panel to operate themachine. He said the original paver was $200,000 and the modifica-tion job cost $40,000.

Also reconstructed was a 24-foot power-driven pipe float (whichfollows the paver and smooths down the freshly laid pavement).This piece of equipment originally cost $8,000. Kasler said modifica-tions on the float cost $7,000.These two successfully modified pieces of equipment are being

used on a construction project to upgrade an approximate five-milesection of four-lane expressway to an eight-lane freeway.The $4.5 million job, scheduled for completion about next Au-

gust, is located on Interstate 10 between Cabazon and the Route10, 111 junction. This project is a joint construction venture ofKasler Corporation, Gordon H. Ball Enterprises and the E. L.Yeager Construction Company.

~n~ S~oQO~~ !

Workman removing guide wiring helps illustrate thesize of this pipe float, which was modified to do a

48-foot-wide strip.

This freshly !aid ribbon of concrete pavement on freeway construction project, Interstate 10, about eightmiles northwesterly of Palm Springs, is first successful paving of four lanes at one time.

45

THEUKIAH

FREEWAYBy L. B. Dwyer

A S %z-mile freeway section around Ukiah which wasopened on November 8, 1965, completes freeway con-struction on the Redwood Highway (US 101) from sixmiles north of Hopland to north of Calpella, a distance of14 %z miles.The City of Ukiah is approximately a 2%z-hour drive

north of San Francisco. It is the Mendocino county seatand its largest city (population: 10,000). The surround-ing area is noted for its pear and walnut orchards, vine-yards and large cattle ranches. Several wood productmanufacturers are also located in and around Ukiah. Thecity is a natural stopover for meals and lodging for busi-ness and vacationer traffic using US 101.The new freeway is located generally to the east of

Ukiah and is relieving the city of heavy trucks andbumper-to-bumper traffic, allowing local customers easierparking and more leisurely shopping. Through traffic saves1 S minutes by using the freeway and missing the down-town congestionThe freeway was constructed to blend in with the sur-

rounding area by contour grading and seeding of slopes.A functional and tree-planting project planned for thisspring will further enhance its appearance.The first of five contracts which constructed this 14%z-

mile stretch of freeway was started in 1961 and completedin November 1962. It included 13 bridges and partialgrading from Ford Road to 0.8 mile south of Forsythe

46

Creek. The contractor was Guy F. Atkinson. N. A. Gustand John Brown, Jr., were resident engineers. Job cost wasaround $1,600,000.

A second contract for S %z miles from Ford Road to

%Z mile south of Forsythe Creek was started in April 1962

and completed in January 1964. Contractor was Frede-

rickson Brothers; E. J. Reed, Jr., was resident engineer.

Project cost was $2,400,000.Work started on the third contract in June 1963 and

was completed in July 1964. It included construction of

the southern four miles of the freeway and included three

bridges. Hooker Co. and Fredrickson &Watson Construc-

tion Co. were the contractors; resident engineer was

Albert J. Braga. Project cost was $2,200,000.The fourth contract between one-half mile north of

Robinson Creek and North State Street included 11bridges. It was completed in the fall of 1964. Contractorwas Gordon H. Ball; Fred Graebe and Wynn Norsworthywere resident engineers; and P. A. Main, W. B. Sperry

and L. L. Younie, District 1 representatives on the$2,000,000 project.The last contract between Robinson Creek and North

State Street, some S %z miles, was started in the fall of

1964, completed in December 1965 and cost $2,750,000.

It connected the two previously constructed freewaysections. Contractor was Gordon H. BaII; L. B. Dwyer,the resident engineer.

(Left) Looking north over new freewaysection toward Calpella andRedwood Valley(Below) Ukiah in distance, in foregroundsimple "trumpet type" interchangewhich joins State Route 20 toRedwood Highway.

B lines y

William G. Weber, Jr. (1), ~vho wrote "CompactionControl With Nuclear Gages," is a nati~-e San Franciscanand a graduate of the University of California at Berkeley.He joined tl~e Diaision of Higll~cays in 199. No~~~ a seniormaterials and research engineer, his specialities include softfoundations and use of nuclear gages to measure soil com-paction."Interstate 5 Freeway—District Ten," by George B.

Avery (7) and R. Kenneth Wells (2).1VIr. Avery is assistant design engineer for the Di~-ision of

Highways in the Stockton district office. A native ofStockton, he is a graduate of the University of Californiaat $erkeley and came to work for the di~-ision .in 1953. Heis past president of the Central Valley Branch of theAmerican Society of Civil Engineers.Mr. Wells, also stationed in Stockton, is report engineer

for the district. He vas born in Santa Cruz and joined thedivision after his graduation from the Uni~~ersity of Cali-fornia in 1931.Author of "MacArthur Free«~ay" is Dale C. Ryman, (3)

now assistant district engineer of the Di~~ision of HighwaysSan Francisco office. A nati~-e of South Dakota and gradu-ate of South Dakota State College, i~-1r. Ryman joined thedivision in 1946. r~ highlight of his prestate career includeda t~vo-year stint as relocation engineer on the ~30Q000,000Panama Canal Third Lock project.William F. Kleiman (4), author of "Subsidence and the

Westside Freeway," was born in Kansas City, nlissouri, andmoved to California in 1931. He graduated from the Univer-sity of California at Berkeley in 1940 and joined the Divi-sion of Highways in 1947: He is a soils engineering asso-ciate with the Materials and Research Laboratory. Hisspecialty is staUility of embankments.Paul Bro~~~n (5), author of "Instant Freeways," was born

in Chicago, and came to California in 1944. He is a grad-uate of the University of California at Los Angeles. Beforecoming to work as assistant information officer with theDivision of Highways San Bernardino office in 1964, heworked as a reporter and photographer for newspapers insouthern California."Dean Creek to Miranda," by H. W. Benedict (6). Mr.

Benedict was born in Colorado Springs, Colorado, andmoved to California at an early age. He attended OregonState College and joined the California Division of High-ways in 1941. Now a highway engineering associate, he hasserved as resident engineer on many large highway con-struction projects in northern California.

"Interstate 5Freeway—District Six," by George Fluter(S). ARr. Fluter is a senior highway engineer in design withthe Fresno office of the Division of Highways. He vasborn in Centralia, Washington, and moped to Californiawhen still young. He is a graduate of the Uni~~ersity ofRedlands and joined the Division in 1947. He was in chargeof design for the Bakersfield Bypass and Grapevine Gradesections of Interstate S."The Ukiah Freeway," by L. B. Dwyer (9). A native of

Tupper Lake, I~Tew York, i'l'Ir. Dwyer attended RensselaerPolytechnic Institute in Troy and the University of Cali-fornia aC Berkeley. He joined the California Division ofHighways in -1948. He is a highway engineering associateand has been resident engineer on highway projects incentral and northern California.

48

d

2

~~ .

STATE OF CALIFORNIAEDMUND G. BROWN, Governor

TRANSPORTATION AGENCYROBERT B. BRADFORD Administrator

DEPARTMEN`i OF PUiBLIC WORKS JOHN ERRECA, Director

FRANK A. CHAMBERS . Chief Depufy DirectorRUSSELL J. GOONEY . Deputy Director (Management) T. F. BAGSHAW Assistant Director JUSTIN DufRAY Departmental Management AnalystHARRY D. FREEMAN Deputy Director (Planning) C. RAY VARLEY Assistant Director S. ALAN WHITE Departmental Personnel Officer

DIVISION OF HIGHWAYS

J. C. WOMACK State Highway Engineer, Chief of Division1. P. MURPHY Depu}y State Highway Engineer eight of way

J. A. LEGARRA Deputy State Highway Engineer RUDOLF HESS Chief Right of Way Agent

GEO. LANGSNER Deputy State Highway Engineer HARRY L. KAGAN Assistant Chief

LYMAN R. GILLIS Assistant State Highway Engineer DEXTER D. MacBRIDE Assistant Chief

1. E. McMAHON Assistant State Highway EngineerR. S. 1. PIANEZZI Assistant Chief

FRANK E. BAXTER Assistant State Highway Engineer DisTred 1, Eureka

GEORGE A. HILL Assistant State Highway.EngineerSAM HELWER District Engineer

J. C. BURRILL Comptroller District 2, Redding

NEAL E. ANDERSEN . Equipment EngineerH. S. MILES District Engineer

JOHN L. BEATON Materials and Research Engineer D;stricr 3, n~arysvilleC. G. BEER Urban Planner W• L. WARREN District EngineerA. N. DUNHAM Computer Systems Engineer

~~st.7d 4, son FranciscoALVORD C. ESTEP Engineer of DesignALAN S. HART District EngineerJ. F. JORGENSEN Construction EngineerR. A. HAYLER Deputy District EngineerSCOTT H. LATHROP Personnel and Public Information HAIG QYANIAN Deputy District EngineerC. i. LEDDEN City and Caunfy Projects Engineerf. F. GREENE Deputy District EngineerJACK E. PEDDY Project Control Engineer

DANA G. PENGILLY Planning Engineer District 5, saw ~u~s ObispoE. J. L. PETERSON Program and Budget Engineer R. J. DATEL District EngineerR. V. POTTER Systems Research EngineerPAUL C. SHERIDAN Office Engineer DistriH 6, FresnoE. L. TINNEY . Maintenance Engineer W ~• WELCH District Engineer

DONALD P. VAN RIPER Principal Landscape Architect Dis~rict ~, cos AngelesJ. E. WILSON Traffic Engineer E. T. TELFORD District EngineerA. L. ELLIOTT Bridge Engineer—Planning A. L. HIMELHOCH Deputy District EngineerH. R. HINEMAN Bridge Engineer—Operations A. C. BIRNIE Deputy District EngineerR. J. IVY Bridge Engineer—Administration A. W. HOY Deputy District EngineerDALE DOWNING Bridge Engineer—Southern Area R. E. DEFFEBACN Deputy District Engineer

CALIFORNIAHIGHWAY COMMISSION

ROBERT B. BRADFORD Chairman andAdministrator,

Transportation AgencyROGER S. WOOLLEY Vice Chairman

San DiegoJAMES A. GUTHRIE San BernardinoABRAHAM KOFMAN AlamedaWILLIAM S. WHITEHURST . FresnoJOSEPH C. HOUGHTELING SunnyvaleALEXANDER H. POPE Los Angeles

JOHN ERRECA Administrative Officerand Director of Public Works

JACK COOPER, Secretary Sacramento

District 8, San Bernardino

C. V. KANE District Engineer

District 9, Bishop

C. A. SHERVINGTON District Engineer

District 10, Stockton

JOHN G. MEYER District Engineer

District i 1, San Diego

JACOB DEKEMA District Engineer

DIVISION OF CONTRACTS AND RIGHTS OF WAY

HARRY S. FENTON Chief CounselEMERSON RHYNER Deputy Chief (Sacramento) HOLLOWAY JONES Deputy Chief (San Francisco) REGINALD B. PEGRAM Deputy Chief (Los Angeles)

DIVISION OF SAY TOLL CROSSINGS

E. R. fOLEY Chief Engineer, Chief of DivisionJ. J. KOZAK Deputy Chief Engineer

THOMAS G. BERTKEN Planning Engineer VERNON J. RICHEY Design Engineer BEN BALALA Construction EngineerCHARLES L. SWEET Operations Engineer GEORGE F. ANDERSON Administratiive Officer

DIVISION OF AERONAUTICS

CLYDE P. BARNETT Director, Chief of Division

Q 65212-500 2-66 80Mpainted !H CALIFORNIA OFFICE OF STATE PRINTING

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