''.

~PEti~Ed SEGTifl~i OF ARROYO SEGO PARKWAY

:S'~E~^d LO5 AiNGE~cS ARID PASADEt*iA

frs£E. A.'~_?t~~E IN THi51551JEi

OCTOBER

1940

CALIFORNIA HIGHW~°eYS AND PUBLIC V~/ORKSOfficial Journal of the Division of Highways, Department of Public Works, State of California

FRANK W. CLARK, Director C. H. PURCELL, State Highway Engine¢r J. W. HOWE, Editor K. C. ADAMS, Associate Editor

Publish¢d Eor information o~ department rri¢enb¢rs and citizens of California Editors of n¢wspapers and others are privileged to us¢ matter contained h¢rein

Cuts will be gladly loaned upon requ¢st Aduress communications to California Flighways and Public Works, P. O. Box 1499, Sacramento, California

Vol. 18 OCTOBER, 1940 No. 10

Fable o f ~'o~tentsPage

State Adopts Three-point Program for bZarketing Power from Shasta

Dam---------------------------------------------------------- 1-5

Picture of Shasta Dam, Shoving Construction of Towering ConcreteBlocks on Site of East Abutment________________________________ 3

Illustrations Showing First Central Valley Water Being Pumped intoContra Costa Canal for City of Pittsburg_________________________ 5

Proposed Arroyo Seco Parl~way Extension to Los Angeles BusinessCenter with NIap and Pictures of Existing Traffic Conditions_______ 6-9

By A. D. Griff~a, District Office Engineer

East Shore Hibh~vay Project Through Oakland Wins Assurance ofHighway Commission_________________ __________________________10-11

Pictures of Proposed Structures over Fruitvale Avenue, Lake MerrittCanal and Railroad Tracks______________________________________10-11

Highway Cut Through Point Mugu on Coast Highway in Ventura Comity 12By G. R. Halton, Reside~at E~igi~aeer

Ilhlstrations Showing ConstrLlction of CLlt ThroLibh Point Milgu________12-13

Perspective Sketch of Proposed Arroyo Seco Parkway Extension to LosAngeles Through Elysian Park__________________________________14-15

Relocation of Obsolete Section of U. S. 99 in Tehama County___________16-18By F. W. Haseli000d, District Engiaieer

Illustrations Showing Old Poad and Placing of Cement Stabilized Baseand Surfacing on Relocation__________ __________________________16-18

Walter T. Ballou Takes Office as Ne~v Secretary of Highway Commission,

Illustrated----------------------------------------------------- 19

Thirty Sharp Curves Eliminated Between auburn and Grass Valley____20-21By Charles W. Whitmore, District E~tigineer

Views of Sections of New ~iighway_________________________________20-21

I\Tew Russian River Jetty Project Gets Under Way with Celebration____22-23

Views of Coast Conditions at Mouth of Russian River__________________ 23

Sepulveda Boulevard in San Fernando Valley Rebuilt as Divided High-

way----------------- ---------------------------------------226BJ Wm. A. Mohr, Assistant E~a,rytineer, and

A. N. George, District Co~tistruction E~a~i~roeer

Illustrations Showing l~Te~v Divided Highway on Sepulveda Boulevard__2~25

Model Built to Aid Stndy of Bridge Design_____________________ _~__-_ 27By Ken~ietle W. Dowie, Assista~at Bridge Engineer

Illustrations of Small Spring Steel ~Zodel for Visualizing Deformations

UnderLoad---------------------------------------------------- 27

Bids and Awards for the 1bTo~th of September________________________ 28

s

Late o is T ree Dentpa i P~ erPro ram or r e~ n wg g

r c~al a P o ef entr e~e y ~THREE-POINT program ofState assistance to the FederalGovernment in the development

of a public market for Central VallejrProject electric ~ner~y ~~ ris approvedby the Water Project Authority of(7alifornia in a meetinb held iiz Sacra-mento Septei7iber 8th with UnitedStates Commissioner of ReclamationJohn C. Pane and other representa-tives of the Federal Government.The program the Water Project

Authority is undertaking in behalfof the Federal Government includes

1. Preparation of a comprehensiveengineering report on the means andmethods of disposal of Central Val-ley Project power.

2. Assistance in the formation ofpublic districts in areas desiring topurchase this power.

3. Assistance to public agencies indetermining methods of financing forpublic distribution of power.

GOVERNMENT CONTRACT NPCESSARY

Commissioner Pa;e, who approvedthe program, declared that a workingagreement or contract would have tobe drawn up between the Authorityand the Federal Government coveringwork to be undertaken by the State.At the same time the Authority

authorized a letter to the legislaturewhich will convene in January askingfor the appointment. of a special com-mittee ~f hoth houses to work withthe Authority in framing legislationneeded for the adequate financing ofpublic agencies desiring to distributeCentral Valley Project po~~s~er.

Tlie Authority, at the suggestionof Chairman Frank W. Clark, alsowent on record favorinb a conferencewith Federal officials and representa-tives of the Pacific Gas &ElectricCompany concerning utilization ofexisting facilities for the distribu-tion of Shasta power."In making an`r ehaxige from pri-

vate distribution of power to a pro-ram of public ownership," ChairmanClark said, "our first considerationmust be the public and to secure for it

Power Value ScaleValue of Shasta Dam electric

power delivered to city gates asset up by U. S. Department ofInterior is shown in the followingtable:

Unit Values—Mills per Kilowatt-Hour

Service toPublic

customersPumping hydro andhydro only steam

For Governmentdelivery to loadcenters:Firm _________ 3.90 5.18Dump -------- --- 1.77Average _______ ___ 4.70

For Governmentdelivery to An-tiochFirm _________ ___ 4.28Dump ________ ___ 1.46Average ______ ___ 3.88

For Governmentdelivery atShastaFirm _________ ___ 2.98Dump ________ ___ 1.02Average ______ ___ 2.71

the fullest benefits and advantages ofpublic ownership. The present ad-ministration is, and will be, unalter-ably for the public generation anddistribution of Central Valley Projectpower. However, I believe we shouldeghaiist every possibility in preparingfor this change to prevent economicwaste thron~h unneeded duplicationof facilities and I have therefore sug-;ested this conference between theV~7ater Project Authority, the FederalGovernment and the Pacific Gas &Electric Company."It is Governor Olson's belief, in

which I share, that part of the neces-sar3r facilities to deliver Central Val-ley Project power to the people canbe utilized for a proper and fair con-sicleration, this preventing the eco-

nomic waste of um~ecessary duplica-tion and at the same time protectingthe existing utility against confisca-tion."

State Engineer Edward Hyatt, asexecutive officer of the Authority, wasinstructed to consult with engineersof the company concerning• existingfacilities of the utility.Commenting on the proposed work

program outlined by the Slate, Com-missioner Page declared

"I think a great amount of goodwill result if the Authority steps outaggressively and lets the people knowthat it is now in a position to giveassistance to districts desiring CentralValley Project po«er. This move willgrow like a snowball rolling down hilland then. I ani sure you will have notrouble in getting legislation you needfor prayer financing of these districts."I was decidedly pessimistic when

I came to this conference as to themanner in which the 1luthority couldfunction as a real asset to the govern-ment and the development of the Cen-tral Talley Project.

PAGE IS OPTIMISTIC

"I~Ta~v I am decidedly optimisticthat something can be accomplished—again stressing the fact that we arepartners and ateam—both of us try-in~ to get for the State of Californiathe nlasimum benefits from the tre-mendous undertaking on which we arenow engaged. "At the September 24th meeting of

the Authority the Glenn-Colusa Irri-gation District, the largest irrigationdistrict in the Sacramento Valley,submitted a request for informationand assistance concerning the possi-bility of the district acting as a pur-chaser and distributor of CentralValley Project power for a largearea on the west side of the Sacra-mento Valley.Chairman Clark, speaking in behalf

of the Authority, declared that everypossible assistance would be given notonly to the Glenn-Colusa IrrigationDistrict but to all districts and areas

FRANK W. CLARKChaiwman, California Water Authority

interested in acquiring Central Val-ley electric energy for public clistri-bution.On motion by Attorney General

Earl Warren, the Authority unani-nzously went on record instructing theexecutive officer to confer with andassist aid encourage all areas thathave indicated a desire to utilize thepower from Shasta Dam. The assist-anee to be given will include engineer-ing and legal aid as required.The Glenn-Colusa Irrigation Dis-

trict is the largest in the S<~cramentoValley, serving an area of 122,000acres and pumping water for severalother irrigation districts. In additionto its own territory the irrigationdistrict outlined a plan to serve out-lying areas extending from theGlenn-Tehama County line south toArbuckle. Representatives of thedistrict said the area would inchldehalf a dozen small cities and ap-proxinlately 15,000 consumers of elec-tric energy.P. J. Minasian, attorney for the

district, told the Authority his direc-tors were particularly interested inthe possibilities offered through theissuance of revenue laonds for thepurpose of financing distribution linesand asked for information on market-in~ of such bonds.E. Va3~ne Miller, attorney for the

iVIax~~ell and Arbuckle MunicipalUtilit~~ Districts, and N. C. Steele,mayor of Cohisa, informed theAuthority their cities would comewithin the scope of the Glenn-Colusaproposal and asked that they too begiven assistance by the Authority inobtaining Central Valley Projectpower through public facilities.

Miller sharply criticized existingpower rates paid by the farmers tothe private utility serving the areaand stressed the need for immediateaction on the part of the Authorityor the Federal government in settingup machinery by which areas desir-ing Shasta Dam power could placethemselves in a position to purchaseit.

"If we are going to get pov~~er andif we are going to get our power costsdown," said Miller, "we feel this isour golden opportunity where wehave a new source of power to beclistributecl. If proper machiizery isprovided we won't have to wait untilthe transmission line is completeddo~~n through our district to find thewa3~s and means for distribution ofpo~-er which in itself would probablytake several years to complete."

OTI3~R DISTRICTS APPLY

Other districts which have request-ed assistance or information on ac-quiring Central Valley power forpublic distribution are the Sacra-mento Municipal Utility District,Banta-Carbons Irrigation District,East Contra Costa Irrigation Dis-trict, Byron-Bethany Irrigation Dis-trict, West fide Irrigation District,Juaquina-Packwood Canal area, Tu-lare Central Counties Utility Districtand the cities of Redding, Chico,Roseville and Lodi.

In connection ~~vith these numerousrequests for information on CentralValley Project power the WaterProject Authority held a preliminarymeeting with representatives of theunited States Bureau of Reclamationand the Department of Interior inSan Francisco August 28th and 29th.Previous to the meeting vc~ith Com-

missioner Page the Authority had in-structed its legal staff to make a studyof the adequacy of existing districtacts to determine whether the variousdistricts were properly empowered totake advantage of the v~~ater andpower to be develo~ecl by the CentralValley Project.The legal staff «Tas also instructed

EDWARD HYATT

State Engineer

to prepare an opinion for the Author-ity on Section 18 of the Central Val-ley Project met which has to do withthe issuance of reveizue bonds. Theconstruction of the section is not clearand two attempts to have this faultiiz the act clarified by the Legislaturehave failed. Until the section is clari-fied either by legislation or throughthe courts the Authority can not issuerevenue bonds which would be salable.

Another highly important develop-ment was the presentation of a paperby State Engineer Edward Hyatt,execLitive officer of the Authority, onthe power prospects of the CentralValley Project at a meeting at ShastaDam on October 3d of the CentralValley and Central Coastal Basindivisions of the National ResourcesPlanning Board which acts in an ad-visory capacity to President Roose-velt.

MARKET POR TOTAL POWER

The paper outlined the power pro-dnction possibilities of Shasta Dam,the market and possible methods ofdisposal, the cities or districts whichnow own and operate their own sys-

Shasta Dam picture on the adjoiningpage shows impressive progress made inconstruction of huge blocks of concreteon the site of the East abutment of the dam.

U. S. Bureau Photo

QTwo~ (Octo~er 1940) California Highwa~rs anel Public Works

~~

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terns ox' generate their own dower andthose in the process of formation. Thepaper concluded

"There is no question as to theability of the market to absorb theentire power output that can bemade available and it may confident-ly be expected that disposal will be

effected by one or the other, or acombination of the methods of dis-posal described.

"According to recently annoLmceclexpectations of the Bureau of Recla-lnation, Shasta power will be avail-able in 1945. If this po`ver is to beutilized through the ineclium of pub-]icly owned electric iltility systems inconformity with the preference grant-ecl by both Federal and Mate law,public agencies must be or~aizized andpreparations made without delay sothat the necessary electric facilitiesrequired for such wholesale disposalof power from the project can beplanned and constriictecl and so thatlocal. distributing systems can be pro-vicled, by the tiiiie the power becomes

available. "Jean Vincei~z, Director of Public

~~Vorks of Fresno, discussed the paper

for the group and pointed out the

difficulties which are encountered by

ptitblic abencies in acquiring distri-bution systems..

Regional Director E. tiV. Kramer,of the Federal tower Commission,told the board that all present esti-inates of power consumption in Cali-fornia covering the next three yearswould have. to be revised upward be-cause of the iizcreases caused by thenational defense program.To be properly integrated with

market demands and the program formeeting those demands, Kramer cle-clarecl that Shasta Dam power shouldbe made available in 1943 when it isestimated present and planned capaci-ties for generation of power otherthan Shasta Danz will be absorbed.Announcement of the probable

value of Central Valley Projectpower by R. V. L. Wright, specialrepresentative of the U. S. Depart-ment of Interior, marked the highpoint in the conference between mem-bers of the ~Tater Project Authorityof California and representatives ofthe Bureatil of Reclamation, which washeld iii San Francisco, 1~ugust 28thaiicl 29th.

The value of electric power deliv-

ered to city gates, the Federal stud-

ies showed would be 5.18 milts perkilowatt hour for firm power.

State Director of Public WorksFrank W. Clary, as chairman of theeater Project Authority, declaredhe was gratified with the informationthe Federal Government had pre-sented."In spite of the fact that these fig-

Lires are only preliminary," Clarl:said, "we are now in a position totell the people of Califorizia the valueof power available from the Cen-tral Valley Project if they take thenecessar~~ steps to buy it."This, however, is going to necessi-

tate the forming of proper districtsand v~~hile the tiVater Project Author-ity of California is willing and readyto cooperate with areas wishing toform these districts by furnishing as-sistance and engineering information,it can not go beyond that point at thistime."Bureau representatives told the

`Vater Project ~iuthority quite specif-ically that it was the intention of theFederal Government to build and op-erate the project. Mr. Wright saidthat the government world also assistin the forming of districts for thepublic distribution of Central ValleyProject power. To date, Mr. Wrightsaid, nothing has been done by theFederal authorities in promotingthese districts."The Water Project Authority

through its staff is in a position to dothis work. The figure of 5.18 millsfor firm power will be available onlyto the agencies which have been prop-erly organized and are in a positionto make a bid for this power. Thatis where the greatest bottleneck willoccur. Power will be available in thespring of 1945, tivhich gives unorgan-ized districts contemplating the pub-lic distribution of Shasta Dam powerall too little time to organize even ifthey begin work at once."Our duty on the Water Project

Authority is to inform the public ofthis situation and if possible arousethem to action so they will be in aposition to participate in the benefitsof cheaper power rates."Numerous other issues concerning

the future of the Central Valley Pro~-ect were clarified during the discus-sions which ranged from the historyof the origination of the project bythe State, through the financing andpresent construction period on to fu-ture policies and possibilities.In addition to presenting a prelim-

inary estimate of the probable vahieof Shasta Dam power, other impor-tant discussions covered:

Clarification of the part the Fed-eral Government expects to play inthe construction and fiiture operationof the Central Valley Project.Delineation of the cooperative field

in which the Water Project Authorityof California will function.Plans for continued conferences be-

tween the State and Federal Gov-ernment on an interim contract andthe exchange of engineering data onpossible methods of operation of theproject.

WATER AUTHORITY'S POSITION

In a. formal statement at the open-ing of the conference, PZr. Clark, aschairman of the eater Project gu-thority, summed up the authority'sposition in regard to the Central Va1-ley Project as follows"It is essential that the proper re-

spective functions, duties and re-sponsibilities of the authority and theUnited States relative to the construc-tion, operation and management ofthe project should be defined."We want to know, first, the price,

kind and quantity of the commoditywe are asked to sell, and second, whatauthority we are to have in disposingof it. ~Pe can not provide buyers be-fore we are put in a position to givethem the answers to these questions."

Replying, Mr. Wright quoted froma letter written to Governor Olson bySecretary of the Interior Harold L.Ickes, in which he said

ICKES~ LETTER TO GOVERNOR

"In the sale of Central Valleypower, the State, or an agency ofthe State acting in the interests ofa group of public agencies havingpower outlets, would, under suit-able conditions, be admirably quali-fied to receive the preference givenby the law. The State of Califor-nia, Ifeel, has a responsibility inconnection with the Central ValleyProject. This responsibility, inpart at least, might be dischargedby the State's making itself readyto act as a power distributor orready to act in the interests of pub-lic power distributors. The inter-est of the Department of Interioris to gain the widest possiblepublic benefits from the project,and if it furthered this interest, Iwould be glad to make a contractwith the State or a proper author-

QFour~ (o~easeY i~4o~ Cetlif orniet Highways and Public 11~orks

it~~ of the State for disposal of Cen-tral. Valley power."I have encouraged aricl «gill. can-

tinile to encourage the State to help

us in this manner."

S~~ecifically 1~Zr. Wright asked the1Va,ter Project Authority to outline_t'~ir ~~ir•esentatioil to the Secretary ofthe [ntei•ior ~ definite pla~~~ by tl~.eMate of, what ~t can do n2 the way ofor~anizinb ai~cl financing public dis-tricts for tl~e distribution of Central"f~lley Project power.

PLAN FOR STATE ACTION

"Lased on such information as thetit~te may care t~ submit to us,"ti~ri~ht caicl, "ire hope to be alale tocori.ve~ to the Secretary of the Inte-ri~r our o}?inion as to the readiness,~~l~ility and willin~n~se of the State toaicl the development of this project inthe matter of the sale and c~istributioil~f power. It would seem appropriate<rt this point to oLitline the inforina-tion we would consider conclusive ast~ tl~e feasibility of a plan submittedk~v the State."These sho«-ins slZOUl~i set forth

inarizetin~ e~mmitments from respon-sible purchasers of power; evidence ofle~ai ~t~thority for and plans tofinance and operate the public powersystem or systems proposed by theState ; a statement of resale rates at~~~hich Shasta energ~~ is to be sold t~the public ; a proforma statement ofearnings and expe»se ; and, finaIly, arequest for an allotment of power«~hich map be definitel~r acted uponby the Secretary and, if considered inthe. public interest, resillt in an a~ree-~nent «~ith the authoritST."I think it is up to your ~1uthOritir

a,nd the Federal government,"tiVri~;ht said, "to ptilrsne the explora-tion of ghat. the State can and will.clo as rapidly as t~~ss~ble, so that asof March, 194. tiv}~en the power is~~~~ilable for cl~~tribution sotnebodvwill have done the job, whither it is~-0~1 or somebody else. "In present~n~ the preliminary

power values, Bureau of P,,eclamationenbineer~ estimated there would be8:4,000,000 kilowatt hours a year ~~Ffirm power available for conlmerci~,1sale from the Shasta Dam h~~clro-elec-tric plant and that construction of a109,000 kilowatt capacity steam plantat Antioch would be necessary-. Withthe steam plant .here would be 1,083,,000,000 kilo«-att hours of firm powera year available for commercial sale

(Continued on page 19)

U. S. Bureau Photox

At top—First water from Cen4ral Valley Project pumped through Con4ra Cos4a Canalfor use of Pittsburg City, 8c,ttom—Contra Costa Canal. Liff pumping plant in background

Cali f oraaa~ I~ighways and Public Works (October 1940) QFive~

Proposed Arroyo Seco ParkwayExtension to Los Angeles BusinessCenter Through Elysian Park

By A. D. GRIFFIN, District OFFice Engineer, District VII

IN AND around the metropolitanLos Anbeles area it is almost aforegone conclusion that when a

ne~v improved highway facility isopened to the public so large a vol-ume of traffic is attracted to it thatthe adjoining sections of this highwaywhich have not already been ade-quately improved become badly over-taged. We are certain to face thissituation when the ~rrovv Seco Park-

.~

22 southerly along North FigueroaStreet, in order to relieve the badtraffic congestion across the Los An-geles River Bridge, through the Riv-erside Drive intersection, and in thefour Elysian Park tunnels whereeven now during the morning andevening rush hours the trafTic delaysare intolerable?"

F%istinb traffic cong•e5tion on North

Street and Avenue 22 for north-bound traffic only.

2. Construct additional four-lanebridge across the Los AngelesRiver upstream from existingbridge, the grade of the southerlyend of the bridge to be above Riv-erside Drive, permitting north-bound Riverside Drive traffic toturn left under the new bridge.

3. Construct afour-lane roadway, in

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Map of Proposed Southerly Extension of Arroyo Seco Parkway into Los Angeles Business District

way is completed, particularly fromthe southerly terminus at Avenue 22into the business district of Los A~i-geles city.Los Angeles city and county traffic

authorities, and the general publicwho will use the Arroyo Seco Park-way between Los Anbeles and Pasa-dena after it is completed, are evennow asking the question

"What does the State propose todo in Los Angeles city from Avenue

Figueroa street is shown by recentphotographs accompanying this ar-ticle. It is not difficult to imagineghat will happen when the ArroyoSeco Parkway is opened to traffic be-fore the proposed increased facilitiesto the south have been completed.The general plan developed by the

State for handling this situation is-

1. Use the four existing tunnels,roadway end bridge over Los An-geles Ri~~er between Castelar

open cuts if possible, for south-bound traffic on the westerly sideof existing tunnels and at a higherelevation to facilitate grade sep-arations for traffic at Solano Ave-nue, Bishops Road and at Cas-telar Street.

4. The new work on Figueroa Streetfrom Avenue 22 to Adobe Streetto be on a freeway basis.

At the time the city- of Los Angelesbuilt the existin~~ tunnels they- e~:-

~ s;X~ (October 1940) California Highways and Public Works

North Figueroa Street Bridge over Los Angeles River showing effect of traffic making left turn for Riverside Drive

Traffic through Nor4h Figueroa Street tunnels meets cross traffic at Solano Street intersection

California Highways and Public forks (October 1940) QSaven~

At top and bottom—Views looking southerly along Castelar Street showing interference of late afternoon traffic on North FigueroaStreet by reason of southbound traffic on Figueroa Street making left turn into Castelar Street. This condition will be elimi-nated by a grade separation on proposed extension route

pected, ~n~hen traffic. clevelopecl suffi-cientl~T to require it, to construct aparallel line of tunnels. A receiztestimate by the city for an additionalfour-lane bridge across the Los An-~eles River acid the additional lime oftunnels and four-laize roadwav from1lvenue 22 to Adobe Street was livenout as $2,500,000.

B~- reason of the fact that coiisider-able PW~1 and WPA Federal fundsbecame available for the ~rrovo SecoPark~~vay construction «~hich were notanticipated ~~vhen the highway budgetvas adopted, savings have resulted in

the State bLidgetecl funds. The Cali-fornia High~~a~~ Commission madethese savings available for starting~~~ork on the Arroyo Seco Parkway-Southerly Extension through ElysianPark leaclin~ into downtown Los An-eles.A study was made to determine the

possibility of substituting open-cutconstruction for the road«gay throughthe Elysian Park Hills instead of tun-nel construction. P~oadways in open-cuts are preferable to tunnels becauseof greater safety and efficiency in ve-hicular operation, and also because of

greater possibilities for beaLitifieationand la.izdscaping. This study of"open-cnt versLis tunneling" imme-cliately raised the question of stabil-it3r of the cut slopes and involved usin aeolo~ical considerations.

District Materials Engineer R. J.~111an, ~~~ho has had considerabletraining and experience in geologicaland mining studies and investiga-tions, made an extensive geologicalsurvey of this portion of the ElysianPark area through which the NorthFigueroa Street tunnels have beenconstructed. The studies conducted

QEight~ (October 1940) California Highways and Public Works

by Mr. Allan were for the purpose ofanswering questions as follows

1. If open cuts are constructed in-stead of tunnels, what cut slopesshould be used in order to be as-sured of safety from future lancl-slides ~

2. tiVhat ~~ould be the effect of eccen-tric loaclinb on the existing tunnelsclue to open cut construction near-bv2

3. What would be the closest distancefrom existing tLinnels that opencuts could be constructed withoLttclanger of damage to the existingtniu~els2

4. ti~'hat would be the future possibil-it~- of damae diie to earthquakeaction 2

Some years ago a large landslideoccLU recd in Elysian Park, only one-fourth mile distant from the northerl3~portal ~f the North Figueroa, StreetTunnel near the Riverside Drive con-nect.ion ana city authorities were fear-fiil of possible damage to the tunnelsbecause of landslide conditions. Dr.John P. Buwalda, eminent geologistof California Institute of 'Technology,was enbaged to make a geologicalstLldy by the city to determine safetyof existing tunnels.Because of Dr. Buwalda's famili-

arit~- with this vicinity, the State en-gabed him as a Consultinb Geologistin regard to feasibility and safety ofthe district's plans for open-cuts in-steacl of tunnels for the contemplatedArroyo S e c o Parkway Extensionsoutherly through the Elysian ParkHills. It was most gratifying to findthat Dr. Buwalda's investigations andreport gave full approval of ouz•plans. Geological reports are not al-ways "dry as dList" although theylamely deal with ancient happeningsaid certain sections of Dr. Buwalda'sgeological report of August 21, 1940,which will be of interest to readersof this article, are being quoted

"GEOLOGY—The rocks of theNorth Figtiteroa Street tunnel areabelong to the Puente formation,which is of Miocene age. The mate-rials were laid down in the sea assands and m~.las some 12 millionsof years ago and, buried beneath

thousands of feet of yoLmger sedi-ments, they became compacted tostrata of sandstone and shale. They

View through three Figueroa Street tunnels under Elysian Park

were further soliclifiecl by the clepo-sition of calcium carbonate in thepore s~~aces, cementing the constit-iient particles together: The sand-stones are hence harder than ver3Tyoung sedimentary formations orsoils, but softer and less strongthan grai~ite."ln ai~3r region ii1 ~~vhich the

stz ata have been tilted to angles of3U or 4~ degrees, minor faults de-velo~ in response to the inequalityof relief afforded by the harder andsofter parts of the formation. Suchfaults are seldom long and asidefrom shattering the rock somewhatlocally they are not important. Anumber of such minor fractures are

exposed iiz the tLmnel district butthey are i~ot seriously detrimentalto engineering operations. Nomajor faults pass through or nearthe Figueroa Tunnels."Iiz some parts of southern Cali-

fornia the rocks are so severelyjointed as to make constructionoperations very difficult. Thestrata in the Figueroa Street ttin-nel district are only normallyjointed aiicl shattered rock is un-common."The direction of the tunnels is

such that they cross the moderatelydipping strata at a large angle,which is a much more fortunate re-

(Continued on page 14)

California Highways and Public Works (October 1940) QNine~

East Shore ~ligh~nray Project WinsAssurance of Highway CommissionFURTHER. development in Cali-

fornia of the freeway type ofhighway construction became as-

sured when the Highway Commissionat its meeting in Oakland on Septem-ber 27th pledged itself to start build-ing the proposed East Shore Highwaybetweeiz Oakland and San Jose nextyear.The commission, through its chair-

inan, Larry Barrett, promised to in-clude in its nett biennial budgetfunds to launch actual constructionoiz the first tilnit of the project.Already $1,03Q,000 have been spent

by the State and the city of Oaklandjointly in the purchase of rights ofway for the new highway from FifthAvenue and Oak Streets in Oaklandto Fiftieth ~lveilue, south of Fruit-vale.While t~!e commission was unable

to indicate the exact sum of money itwould be able to allocate for the un-

dertaking, Mr. Barrett informed theCentral California East Shore High-way Committee, the Oakland Cham-ber of Commerce and other civicgroups that funds would be madeavailable in the 1941-43 bu~l~et for astart on the project.The East Shore Highway will be a

six-lane. divided freeway with separa-tion structures at various importantcross roads such as Fifth Avenue andFruitvale Avenue.

~1 possible first unit would extendfrom Fifth and Oak streets to Thirty-fifth flvenue, and cost approximately$2,000,000.

CITY AND STATE COOPERATE

From the 4-ceizt gas tax revenuesfor State highway construction with-in municipal limits the city of Oak-land will have contributed about$600,000 by the end of the presentbiennium for rights of way and the

State's participation in the acquisi-tion of rights of way will amount to$430,000.To a large delegation of citizens

from Alameda, San Joaquin, SantaClara and 1VIonterey counties whichwas present at the Oakland meetingof the commission, Chairman Barrettsaid

STATEMENT BY BARRETT

"The commission is in accord withyour thoubhts on this project andwhen ~~ve begin holding our budgetsessions in Sacramento in October toprepare our next biennial budget, Iam sure you will be pleased with theconsideration we shall give to theEast Shore Highway. We considerthis project a very important jobwhich should be undertaken imme-diately."The design of the new freeway, as

far as overhead structures and cross-

Sketch of proposed overhead structure for East Shore Highway traffic over Fruitvale Avenue and railroad tracks in Oakland

QTen~ (October 1940) California Highways and Public V~orks

BAST S~1C1R~; I~IG~I~VAY ~--~

PR.~Pt3S~D ~'I`I2Ut~TLIRE.c~v ~.s~

S~t~uru~.Rn~ P:acs~i~ R.R-~~s~r~~.~ P~c~E~c R_~LAKE A'~~RRC~'T ~,4NdL

QAKIANt}

Proposed Divided ~-iighway Structure for East Shore traffic over Lake Merritt Canal and railroad tracks in Oakland

ing separations are. concerned, will besimilar to that on the Arroyo SecoParl~~vay betv~~een Los tln~eles andPasadena, now nearing completion,and the design for the proposed BayShore Freeway between San Fran-cisco and Palo Alto.The East Shore High«ray is de-

saned to

1. Provide adequate tran~.portatior~bet`veen Oakland anc~ valley pointsfor agriculture and indLtstrial needs.

2. Open a satisfactory trade routebetween Oakland and San Jose.

3. Provide an easier route to reachrecreation areas.

4. Elimiizate a defense k~ottleneck,openiizg routes to the Oakland NavalSupply Depot, the Alameda NavalAir Base, SLlnnyj~ale and HamiltonFields and Camp Ord.

5. Eliminate traffic congestion clur-in such events as football Baines.

~1 report of a traffic check made lastJune on East 12th Street presented tothe commission showed that 40,000 au-tomobiles traveled that clay on thatfour-lane street, which. co~lstitutes atraffic bottleneck.

Pssentials for a good date garnered froma ;eneral survey of men around the campus

1. She doesn't eat much.

2. She's good looking.

3. She doesn't eat much.

4. She's a good dancer.

5. She doesn't eat much.

—College humor

September Traffic on Bay Bridge

Sets an All-Time High Record

~RAFFIC on the San Frai~cisco-Oakland Bay Bridge reached anall-time high record during Sep-

tember, amonth of 30 days. Sincethe end of the month saw the close ofthe Treasure Island Exposition, it isprobable that the September trafficfigures will stand for some time.The heaviest day of the month was

on SLU~day, September 29, when 75,-149 ~~ehicles were accouiztecl for. In-asmuch as the traffic. from Oakland to

the exposition and .return iad to behandled by the collectors three times,the total nLimber of vehicles actuallyDandled on that day amounted to98,273.September traffic on the San Fran-

c sco-Oakland Bay Bridge, the Car-gLiinez and Antioch bridges is tabu-lated below. The figures for the Car-quii~ez and Antioch brides are forthe period from ll a.m., September16, to the end of the month only.

San Francisco-Oakland Bay Carquinez Antioch

Bridge Bridge Bridge

Passenger autos and auto trailers_______ 1,552,245 127,494 7,923Motorcycles and tricars _____ 4,874 4~3 20Buses _______________________________ 31,084 2,151 92Trucks and truck trailers_______________ 67,463 11,44 2,102Others ______________________________ 22,303 67 12

Total vehicles ____________________ 1,677,969 141,629 10,149

"FULL OF IPTFORMATIOId"

California Highways

and Public Works,P. O. Box 1499,

Sacramento, California.

Dear Sirs:

am an employee of the United StatesEngineer Office, and your fine magazinesent to our office falls into my hands

first, before being passed around andeventually to our files. I find it so inter-esting and full of information aboutCalifornia's highways that I would liketo be placed upon your mailing list.

Kindly send the publication to my homeaddress.

Very truly yours,

R. J. BRUN,1777 Vallejo Street.San Francisco, California.

California Highways and Pu&lic Works (~ctober 1940) QEleven~

Rugged Point Mugu on the Coast Highway in Ventura County has had its point cut off by a safe modern highway

~ ~

~h a ThruhP~nt uuH w o 0g y ~ gBy G. R. HALTON, Resident Engineer

TEN miles southeasterly fromOxnard in Ventura County theterrain bordering the Coast

Highway, which is designated as U.S. 101 Alternate (State RoLite 60) ,changes abruptly at Point Mugu froma tidal flat to an irregular, rocky,sharply sloping coast line which con-tinLies for approximately six miles,where it changes to alhivial benchland.At Point MLlgLl the physical eharac-

teristics and the resultant problems ofclesi~n and construction are most diffi-cult. Approximately nineteei7 yearsado work was begun at this point byday labor cre«~s, «rho slowly prepareda route arc~tilnd the rocky cliffs andcaves of the point. Iii 1923-24 amajor highway construction contractextended the rough grading fromPoint Mugu to Little S~camor. e Creek.

~ Twelve ~

Additional grading and the construc-tion of a t~~o-lane portland cementconcrete pavement were done by con-tract in 1928-29, and a third lane ofpavement was added in 1933.Meanwhile day labor shore protec-

tion work has been carried on con-tinuously to the present time, withconcrete sea wall construction begiil-ning in 1928. Because skore defense-ork can be done only during low

titles in calm weather, other work hasnecessarily been provided fir the daylabor crew, in order to hold it i~1 read-iness for einer~ency repairs.

These S+ate forces, tilnder Constiuc-tioii SLiperintenclent M. L. Sullivan,have clone considerable slope excava-tion for minor wideninb or for remov-inb precarious material and have alsodone intich slide cleanup work.

tiVhen alignment improvement was

~l~nnecl at Point Mubu it was logical,therefore, that the work be done bythe day labor construction cretiv al-ready established and equipped at thesite of the work.The alignment standards of this

ear13~ constrLiction were far belowthose demanded by modern high speedtraffic. The problem of iinprovin~this alignment was partictitlarly diffi-cult because of the necessity for usingthe existing road during the construc-tion o~ a~1,y irnprovements. Compre-hensive relocations were. projected,but were not adaptable to stage con-struction which limited budget alloca-tioi~s made necessary.Thy demand for an improved align-

ment at Point Mugti was indicated bythe matey seriotits and fatal accicleiztswhich occLirred there, one accident re-sultii~~ in three fatalities. Early in

(October 1940) Cali f o~°nia Highways and Public Works

1937 the studies of this rugged coastline hacl not indicated the completeultimate location of the road, but itwas obvious that whatever the reloca-tion, approximately the same improve-inent at Point Mugu itself woillcl hold.Frmn the standpoints of traffic safetyand of alignment the most urgentizeed was there. Therefore, in Octo-ber, 1937, the work of gradin5 a cut200 feet iiz depth through the rockyridge of the point was begun.The contemplated design was for

~ :1 slopes in cut with a 60-foot road-bed on a curve of 2000 feet radius, re-placing the old 275-foot radius curvearound the point.

Adjacent fills were to be 80 feetwide and provision was made forfuture widening of the Point Mugucut to 80 feet.~ total of 320,000 cubic yards of

excavation was involved at PointMugu alone and an additional 15,000~~ards for adjacent sections. Changesduring constrtitction broLight the totalto 400,OQ0 cubic ,yards. Contrary tomost jobs this material was not allutilized for embankment pnr. poses ; it~~as not a balanced job. Heavy rip-rap was used to protect the ocean sideof existing fill slopes or to protectconcrete sea walls from undermining.l~Tany thousands of cubic yards whichwere not of riprap grade were used tobackfill wave washed fill slopes and tobuild up the ocean floor and beach infront of the walls. Approximately 40per cent of the excavated material wasplaced in new roadway embankment,most of which was across the tidallands northwesterly from Point Mugu.

The cut was made by bulldozing thesofter upper layers and by drillingand blasting the remainder fromsteep, full-section working faces.

Black powder in conjunction withstick d3~namite was the principal ex-plosive used but some 5 per centgr~izul~r blasting powder and a smallquantity of 20 per cent bad dynamitewere tried. An average of 0.537 of apound of explosives ~~as used for eachcubic ~ and blasted, assuming 20 percent of total displacement to havebeen mechanically made, ~~ithout ex-~losives.

Grading; equipment consisted of a1~-yard diesel shovel with. from two toten clump trucks, an ankle dozer andRD8 tractor, and two compressors andfive jackhammers. Motor graders anda spreader box were used to lay theplant mix surfacing.During the progress of the work it

was cleeidec~ to make eonneetionr~ with

(Continued on page 21)

Blasting and excavation scenes at cut through Point Mugu and old road around oceanend of mountain

California Highways and Public Works (o~roee,~ i94o~ Q Thirteen ~

Sketch of Proposed lo►rroyo Seco Parkway Extensioi

(Continued from page 9)

/; =~.

,fi'''r ~

..~ ~~~lam-,.

lation than various others «~hichmight have occurred."Broadly speakin;, the eological

conditions are more favorable thanin the average case, for coizstructionof either tLlnnels or open cLits.

"L~1NDti~LIDES—At the time ofthe Elysian Park landslide someanxiety was felt for the existingFigueroa Street tunnels, the slidebeing less than one-fourth mile dis-tant and in rocks similar to thosepierced by the tunnels. The topob-raphy and structure in areas OLlt-side but contiguous to the tunnelor cut sites are not such as to ren-der probable the development oflandslides which might move intothe cuts or destroy the tunnels, andit is believed that adoption of 1:1slopes, with the exceptions rioted,will prevent landsliding in the wallsof the cuts.

` ̀EARTHQUAKES—Californiais an earthquake region and it iscertain, taking into account the re-carded shock history of the State,that the tunnels gild cuts will expe-rience severe shaking duriizg theirlifetime. If tunnels are builtearthquake accelerations should betaken into account iii the designand construction. It is believedthat 1:1 slopes, «pith exceptionsmentioned, will be stable iiz anearthgLiake of the magizitiide andintensity of the San Franciscoearthquake of 1906, which is prob-ably as strong a shock as it is eco-nomically practicable to guardagainst. "

The open ctit constriction, the safe-ty and stability of which was ap-

~/~-'o

,- zs~;

Federal ~rorks Progress ~lclministra-,~ tion for some of the new construction

work to be done by WPA forces. Itis proposed that the WPA worl~erswill do only that portion of the worl~which is adapted to their operations

l ;p /i ~.

" ~ ~ /s - ;--_ 1,

.~

proeed by Dr. ~3uwalda, is notonly more desirable for trafficbut is considerably cheaperthan an additional line of tun-nels. The approximate estimateof cost for this freeway devel-opment between Avenue 22 andAdobe Street on the basis of open cutsinstead of tunnels, is $1,500,000,based on some WPA assistance as1lereinafter outlined. City of LosAngeles officials concur in this solu-tion of the problem of creating afree«•ay extension for the ArroyoDeco Parkway. Although plan prepa-ration is barely started ancl design cle-tails still have to be «orked out, the;~eneral scheme for Arroyo Seco Park-~s~ay Southerly Extension throughElysian Park is shown on the perspec-tive sketch accoinpanyin~ this article.

The Federal authorities, realizingthat many ti~TPA projects in this vi-cinity are drativi~~g to a close, are veryanxious to have other important pub-lic work available to utilize workersfrom the large reservoir of unem-ployed in the metropolitan Los An-~;eles area. There are certain portionsof the ~~oxk on the proposed SoutherlyExtension of the Arroyo Seco Park-~uay on which these WPA workerscan be used advantageously.Mr. Frank W. Clark, Director of

Public Worl~s, has arranged with the

/~isuch as right of r~,1~f~ '--- ------'~way clearing, recon-structin o~ Elysian Yark facilities,carrying out roadway grading, con-structing retaiiziizg walls and otherrelated work.

The substructure for the proposednew bridge on the Los Angeles Riverto carry southbound traffic is alsowork that will be handled by the~~PA forces. It is then proposed thatthe new Los Anbeles River bridgesuperstructilre and also the necessarybridge structures at Castelar Street,Bishop's Road, Park Row a,nd SolanoAvenue, v~~hich require intricatespecialized work not appropriate for ~WPA operations, be constructed byadvertising and lettiizg State contractsin the usual way.

While much preliminary work hasalready been done this is a projectwhich requires many intricate de-signs for storm drains, sewers, retain-iiig walls, and bridge structures, andit will be several months before all

QFourteen~ ~o~rov~,~~9ao~ Cdlifo~-nia I~ighzvays and Public Works

Through Elysian Park to l.os ~►ngeles Civic Center

plans ca,n be coizipleted for the Ar-royo Seco Parkway Southerl~~ Exten-sion between Avenue 22 and AdobeStreet, which is 1.5 miles in length.But during the interval while detailedplans are bein; prepared, it is pro-posecl that certain of the coizstructiontivork be carried out iiuinecliately by~VPA day-labor operations on thoseportions of the project for whichplans can be turned out quickly.~ large force of men has already

started on the WPA portion of thework, clearing for the new open cutsand carefully boxing and moving forlater replanting, all valuable or de-

sirable trees within the occupied Parkarea.The remaining plan preparation

will be vigorously pushed so that con-struction contracts can be advertisedand awarded for the required bridgecozistruction, to the end that all vari-ous essential items of construction«pork will be carried out expeditiouslyand that this southerly extension ofArroyo Seco Parkwa~~ will. be madeavailable for traffic as soon as possible.

TYPICAL CROSS-SECTION

~~'~ovn

s \\~U~

NEW ROADWAY /N OPEN CUTFOR SOUTH-BOUND TRAFF/C ONLY

FREEWAY DEYELOPM ENT

FOR SOUTHERLY EXTENSION

ARROYO SECO PARKWAY

AVENUE 22 TO ADOBE ST

Perspective Drawing by H2r,~nphr~~s

California Highways and Public 1~orks (October 1940)

EX/ST/NG N. F/GUEROA ST. TUNNELSTO BE US£D FOR NORTN-BOl/NO TRAFF/C aM/LY

~ Fif teen

itelocation of Obsolete Section ofU.S. 99 In Tehama County Underway

By F. W. HASELWOOD, District Engineer

THE improvement of six milesof the Pacific Highwa;~ in Teha-ma County from Red Bluff

north is a contiiivatioiz of the cam-paign to modernize this heavilytraveled route. It is another attackon the few remaining stretches of 15-foot pavement on State highways.This six-mile improvement will replacea twenty-year-old highway that hasseen traffic pass by in increasing vol-ume, speed and weight until it hasbecome obsolete to meet present re-quirements. The new road will em-body the best that engineers nowknow in the matter of providing for asafe and free flow of traffic.The road that in its day served well

and faithfully its purpose now finds

itself with imlilmerable restrictions insight distance, caused by sharp, hori-zoi~tal or vertical curves or combina-tions of both, which restrict passingfar long distances, impede the normalflow and cause congestion and hazards.

Nothing is static in highway affairs,particularly those relating to or affect-ed by the increasing volume andchanting behavior of traffic. High-way design must keep a jump aheadof these chaizges that affect it, eventhough highway finances seem neverto be able even to keep up with them.

INiPRO~ ING SIGHT DISTANCE

Therefore, new standards for safehighway alignment and grades havebeen set up, and we talk of highway

clesi~n in terms of sight c~istauces,passing and non-passing, of the num-ber of restrictions per mile and offree-flowiizg traffic. We talk of rl~ulti-lane and divided highways, hilt a firststep in remedying the conditions thatprevail on an obsolete highwa~~ with apavement 15 feet wide is to providethe best two-lade highway permittedby the character of the country.The relocation north of Red Bluff is

throuo~h rolling country. The c~esianprop-ides for a free flow of traffic atall points at the present legal speedand with one short exception, atspeeds of 60 miles per hour. To crossa to«~, broad ridge begini~irib about amile oitt of Recl Bluff, the problem ofsecuring the desired minimum sight

One cf sharp curves eliminated by relocation of old section of U. S. 99 north of Red Bluff in Tehama County

QSixteen~ ~o~tobe,-iv4o~ Calafornia Highways and Public Wo~~ks

Top and center—Views of dumping and rolling cement stabilized base material on prepared subgrade of relocation north of Red BluffBottom—Operation of applying curing seal of asphaltic emulsion on prepared subbase-

California Highways and Public Works (Qcfober 1940) QSeventeen~

.,x,~.,s , ~ ;~„

~-•~r~~~ ; ~' ,

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Finished base ready for second course of plant-mixed, machine-spread asphaltic concrete-

distance of 2200 feet offered a severechallenge and was finally solved bythe use of a vertical curve 8000 feetlong. Until challenged by a longerone, this vertical curve will claim therecord for length of any such curveon any highway.

CHANNEL CHANGE INVOLVED

For clearly half its length, the high-way relocation encroaches on thechannel of Blue Tent Creek. This isone of those creeks that has a broad,gravelly bed, from 200 to 500 feetwide, and a small flow in normal win-ters that meanders back and forth ina poorly defined channel and an in-frequent flow that sometimes coversalmost the entire stream bed.To provide assurance that this flow

would not disturb the highway whichoccupied portions of the old streambecl, a channel change 2.5 miles lonbwas made about 250 feet away fromthe road. Since material excavatedfrom the cuts was of poor quality, thegravel removed from the channelchange played an important part inthe design of the road surface.

The absence of anything static inroad design applies to surfaces as well

as other features. For several years,field experiments have been made withthe use of portland cement as a stabil-izer for the material composing thepavement base. On this project, an-other step has been taken toward thedevelopment of a lower cost but stillsubstantial and durable surface suit-able for heavy, main-line traffic.

CEMENT STABILIZED BASE

Gravel from the channel change wasspread over the entire width of gradeto a compacted depth of six inches.Additional gravel from the streambed was crushed to one inch maximumsize and mixed in a large concretemixer that handles 8000 pounds atone time, with 6 per cent of cementand sufficient water to provide the op-timum moisture for maximum com-p~ ction.

This mixture was spread on theroad to a width of 24 feet and to acompacted depth of six inches. Thislayer was rolled with a 12-ton, three-wheeled roller, leveled with a bladeand lightly sprinkled during rolling,finished with drubber-tired roller andcovered with a fifth of a gallon of as-phaltic emulsion to a square yard to

prevent evaporation during the curingperiod. The result is a combinationthat looks and acts like concrete. Thefirst seven-day test showed a com-pressive strength of 1245 pounds persquare inch.

Over this stabilized grave] base willbe placed a plant-mixed, machine-spread layer of bituminous mix threeinches thick and 22 feet wide. Bitum-inous-mixed shoulders will be five feetwide on each side. The asphalt usedwill have a penetration of from 71 to100. Mineral aggregate will be pro-duced from gravel from the streambed of Blue Tent Creek, which will becrushed and segregated into threesizes before being combined.In some respects conditions were

ideal for this type of surface. An in-exhaustible supply of gravel was avail-able at the middle of the job. It wasof such size that crushing to a magi-mum size of 1 inch for the stabilizedbase and 2 inch for the bituminousmix was not expensive. These sizescontributed much to the workabilityof the mixes. The 6 inch by 24 footcement-stabilized base will cost about$6,550 per mile, and the bituminoustop will cost $5,550 per mile.

QEighteen~ (October 1940) California Highways and Public Works

Walter T. Ballow New SecretaryOf Highway CommissionTRANSFERRED by Governor

Culbert L. Olson to a larger fieldof public service, Walter T. Bal-

lou, the Governor's assistant executivesecretary, assumed the office of secre-tary to the California Highway Coin-inission on October 1, succeeding Wal-ter Chambers, who resigned.

Because of his familiarity with theState Highway System Mr. Ballow isconsidered by Goverizor Olson to beideally equipped for his new position.He is well acquainted with the manyproblems confronting the highwayCommission and has a wide knowledgeof the road needs of every county inthe. State.Mr. Ballon has been in State service

since February, 1939, when he wasappointed Deputy Director of the De-partment of Motor Vehicles. He wastransferred from this office in April,1939, to the State Relief Ac~ministra-tion v~=here he acted as Director ofPersoi7nel until ilugust, 1939, whenhe was appointed assistant executivesecretary for the Governor. I3eserved in that capacity until October1 of this ,year, when he assumed theduties of Highway CommiSSion secre-tary.

Coining to California in 1907, Mr.Balloil established himself in Los An-geles, where he actively engaged inthe automotive industry for 25 years,successfully operating and managingmanufacturing companies of his ownwhich manufactured and distributedautomotive instruments of his own in-vention in many parts of +he world.For many years Mr. Balloil took anactive part in civic and business af-fairs in Southern California.Mr. ~a11oL1's appointment was an-

ilounced by Chairman Larry Barrett.of the Highway Commission at ameeting of the Commission in Oak-land on September 27. In selectinglZr. Ballots, Governor Olson said :"~~alter Ballow is entitled to this

promotion and the duties of the officeare perfectly sLiited to his abilities.The Highway Commission could notfind a more faithful, a more honest ara more capable man for the positionof secretary than Mr. Salloix. He de-serves the confidence placed in him byall with whom he has worked in hispublic activities. "

WALTER T. BALLOU

Governor Olson expressed histhanks and appreciation to Mr. Cham-bers for his loyal services as ReliefAdministrator and Highway Commis-sion secretary and voiced the hopethat future developments will permitthe fiirther use of Chambers' servicesin Suite work.

WANTEID IN PHILIPPINES

Collegio De San Carlos, Cebu City, P. I.

Mr. Frank W. Clark, Director,

California Highways

and Public Works

Sacramento, California.

Dear Sir:

We are fortunate this year to have acomplete College of Engineering in ourinstitution. We can boast that it is oneof the best in the Islands.We owe our success in building up this

college to some contributors in Stateswho have given their help, as in books,magazines or newspapers to our library.In like manner, we would like to beg youto include us in your free mailing list.Thanking you in advance for the favor,beg to remain

Very respectfully,

AMANCIO ALCORDO, Dean,

College of Engineering.

State Adoptsa Program forMarketing Po~►e~

{Continued from page 5)

and 178,000,000 kilowatt hours ofsecondary po~ver at Antioch.

The figures were based on theassumption that 40 per cent of the$103,000,000 cost of Shasta Damwould be allocated to po~~er. If theFederal government built secondarytransmission Hiles from the substationat Antioch to city gates the value ofthe power would be 5.18 mills per kiio-watt hour for firm energy and 1.77mills for secondary energy or an over-all average value of 4.70 mills perkilowatt hour.

TOTAL ESTIDZATED REVENUE

The total required revenLie for re-payment, operation and maintenanceof the po~~er features of the project.was estimated at $6,652,000 a year.If the entire output were sold at theaverage figures quoted the incomewould be $7,202,000 or 8.3 per centAver the required income.

Attending; the conference as repre-sentative of the Federal government.wereR. V. L. ~~right, Special Representative ofDepartment of Interior ;

~~'all~er R. Yottng, Supervising Engineer ofCentral STalley Project.;

Harvey F. 1VIcPhail, Senior ElectricalFn~ineer ;

Arthur Goldschmidt, Observer from Office ofUnder Secretar~~ A. J. Wirts ;

G. A. Pleminb, ~lectrieal IIngineer ;J. It. Riter, Hydraulic Enbineer ;Phil Dickinson, Director of Information,

Central Valley Project.

Representing the Water ProjectAuthority of California were mem-bers:P'ranl~ V~~. Clark, Director of Public Works,Chairman ;

Farl j~'arren, Attorney General ;Charles G. Johnson, State. Treasurer ;John R. Richards, Director of Finance..

AlsoEdward Hyatt, Etecutive Officer ;A. D. Edmonston, Acting Secretary\TOrthcutt Ely,. Special Leal Representative,

and others.

Haughty One• : "Sure, I've three fraternitypins. I've got. three boy friends."Other Gal : "H'm. T'l~at puts you a coupla

c~hump~ ahead of me~."

Cetliforni~ Highways and Publac ZVorks (Octaberl940) QNineteen~

I~su ~ -,

=rs r

~. Fw°«'• ~ .. ~5~'

~~ ~ ~ ~i *~ - g,

e °yi

;~' .'~.._._ ~ ,3,a

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Section of recently improved State Highway No. 17 in Nevada County on new alignment eliminating many curves

Thirty Sharp Curves EliminatedBetween Auburn and Crass Valley

By CHARLES H. WHITMORE, District Engineer

MOTORISTS Lising State High-way No. 17 (Sign Route 49 )between Auburn and Grass

Valley in Nevada County are nowtraveling over the recently impiovedsection between one and one-halfmiles south and one and one-halfmiles north of Rattlesnake Creek~~hich eliminates much of the uTorstalignment on this road. This routeconnects two of the larger towns inthe Mother Lode territory and car-ries atraffic of between 1500 and 2000cars per day, about 20 per cent ofwhich are trucks.During the past few years, as aver-

age traffic speeds have. increased, themany short radius etirves on the por-tion of this road in the vicinit3~ of

Rattlesnake Creek have become in-creasingly hazardous. A~ a result,several serious accidents have oc-curred and many others have beennarro~~vly averted. Improvement ofthis section has been advocated forsome time and funds for reconstruc-tion were inchided in the currenthighway budget. The project isabotiit three miles in length and ra-sults in a saving in distance of about0.~ of a mile owing to the fact thatthe major portion of the constructionis on new alignment.

The new alignment includes a totalof 5 curves with a minimum radiusof 1500 feet, as compared to the 35curves on the old alignment with aminimum radius of 90 feet. The

many curves on the old route com-bined to make up a total curvatureof 1379 degrees, while the- total onthe new construction amounts toonly 87 degrees, a decrease of 1292degrees. Tlie new alignment andgrades were designed in accordancewith standards providing fora traf-fic speed of 50 miles per hour.

The revision in the alignmentnecessitated a new crossing overRattlesnake Creek a short distanceupstream from the existing crossing.A doLible ~- by 7-foot reinforced con-crete box culvert was constructed atthe new crossing to carry the watersof the creek. A channel change wasconstructed adjacent to the new cross-in~ and concrete slope paving was

QTwenty~ (October 1940) California Highways and Public forks

placed in portions of the new channelto pre~•ent erosion.Roadway excavatioiz necessitated

Uv the ne~v construction amolmted toabout 150,000 cubic yards and about430,000 station yards of overhaulDeere involved. The character of ma-terial encountered made it necessaryto use both shovel and scraper unitsin the excavation work.The material encoLU~tered in road-

~~-a~• excavation was unsuitable forSLl}J~racle for the planned surfacingand a layer of imported borro~a~ «*asplaced throughout the length of theproject over the full width of the 30-foot roadbed. This layer of importedborrow• was 0.85 of a foot thick exceptover a one-half mile section, wherethe thickness was 0.60 of a foot.The roadway on this project has a

plant-mixed surfacii~gL2 feet ~~ideby 021 of a foot thick over crusherrLin base 23 feet wide by 0.33 of a footthick.The total cost of the new construc-

tion ~~as about $110,000. The con-tractor «gas the firm of Hemstreet andBell, and W. G. Remington repre-sentPd the State as Resident Engi-neer.

Highway TtiroughPoint Mugu

(Continued from page 13)

the olcl existing road around the pointin order to utilize it for a ~ceizic driveor as aiz emergency by-pass. Theconnection at the soLitheasterly end«gas made in 1939, anci the materialfor the north~i~esterly connection wasstockpiled alongside and constructedafter the iiew road through the cuthad been graded and surfaced inFebruar~~, 1940. Eighty per cent ofthe i7latex~ial rehandled was doize byshovel and trucks, the reii~ainder be-in~ btilldozecl directly or cart by thesho~-e1. A total of 30.000 cubic yardsof embaizkment was involved in thislatter connecting road.

Surfacing for the new road and forthe b~--pass around the point coi2sistedof plant-mix sLirfacing 33 feet wideby 4 inches thick.The total cost of making this im-

proeement was approximately $200,-000 and took 2~ years to construct.ti~'ork proceeded continuously exceptwhen the crew was engamed in sea-wall or slide removal operations.

This work was done b3~ State day

,.w~~::.

New alignment has 5 curves compared with 35 on old road

labor construction forces under M. L. George, District Construction Engi-Sullivan, Superintendent, with G. R. neer, all under the general supervisionHalton, Resident Engineer, aizd A. N. of District Engineer S. V. Cortelyou.

California Highways and Pzeblic 1~'Torks (October 1940) QTwent}r-ones

I11ew Russian River le~~y Projec#Gets Under V1/ay With Culebra#ionCONSTRUCTION of the new

jetty project at Jenner at themouth of the RLissian River in

Sonoma County got under way onSeptember 26th and is expected to becompleted by the end of November.The work is being performed under

an agreement bet~~een the Depart-ment of Public Works aid The BasaltRock Company of Napa. Tt involvesthe extension and improvement of theunfinished jetty at Jenner. Theamount of the contract is $48,7D0.

one-half to one foot slope on theocean side and one and one-half toone foot on the channel side. Theelevation of the crown of the jetty willbe 17 feet above low water,For many years, d~ae to the scour-

ing of the channel of the. RussianRiver during high water periods andthe high incoming tides. of the PacificOcean, the mouth of the RussianRiver at Jenner has been blocked bysand bars and gravel deposits. Thesportsmen of California anc~ the Divi-

required for the jetty will be tal~enfrom Goat Rock at Jenner. Manipu-lating a huge steam shovel at thegroundbreakinb ceremonies, IDoctor E.H. Crawford, who has for years beenone of the leaders in the movement toobtain State aid far the project, load-ed oi~ a truck the first rock for thejetty wall.

Preceding the. ceremony at themouth of the Russian River attendingofficials aid visitors were entertainedat 1LU7cheon at MLlelenbrock's Resort

hb~' Q

y

381 n

Vb ~~

1

yy %'~'

y ~'yam`

Sketch showing present project for improvement of South Jetty at mouth of Russian River now almost closed by drifting sands andproposed future extensions of bath the south and north jetties to keep the river open

A total of $61,050 has been con-tributed for the project by State andcounty agencies. The Division of Fishand Game appropriated $55,000, So-noma County X5,500 anc~ MendocinoCoLmty $550, thus providing; a reservefund over and above the amount ofthe construction contract.The length of the new jetty exten-

sion will be 600 feet. Approximately1750 cubic yards of concrete and 10,-000 tons of rock will be required forthe job. The jetty will have a mini-muin crown width of 12 feet with a

Sion of Fish and Gan1e have been par-ticularly interested in this situationbecause the sand and gravel bars haveprevented the seasonal runs of steel-head Lip the river.

Start of construction on the newjetty was made the occasion fora cele-bratioiz at Jenner which was attendedby State and county officials, sports-men, and representatives of thevarious chambers of commerce andcivic groups of Sonoma, Mendocinoand neighboring counties.The tons of material which will be

at Jenner, tivhich was presided over byChairman E. J. Guidotti of the So-noma County Board of Supervisors.Speech making after luncheon wasopened by V. M. Moir, Regional 1VIan-ager of the North Coast Council ofthe Stag Chamber of Commerce. Theprincipal speaker was Senator Her-bert W. Slater of Santa Rosa, who ledthe fight ii1 the Legislature to secureState appropriations for the work.

Guests at the hincheon paid a silentstanding tribute to the memory of thelate R. L. Jones, Deputy Engineer of

QTwenty-two (October 1940) California Highways and Public Works

~~~~~

.;y

the Division of Water Resources, whosupervised the building of the oldJenner Jett~~, which is now being re-built and extended.

Others called upon included As-semblyman-elect Richard H. McCol-lister of Mill Valley; Malcolm Mc-Intyre, general manager of the basaltRock and Gravel Company, whopledged that his company will com-plete the jetty to the best of the firm'sengineering ability; Gerald H. Jonesof the State Division of V~~ater Re-sources, who succeeds the ]ate P,,. L.Jones; Dr. William Makaroff ofGuerneville, president of the RussianRiver Sportsmen's Club ; A. M. To-masi of Petaluma, president of theSonoma County Sportsmen's Chib ;Morgan Keaton, Deputy Director ofthe Department of Public Works ;Fred M. Huson ~,nd C. P. Shellengerof the State Engineer's office ; Super-visors J. Frank Churchill and Geor;eKennedy.

Insurance Salesman : "Now that you'remarried and have the responsibility of awife, you will surely want to take out lifeinsurance."

Bridegroom : "Insurance? Shucks, Rio.Why, she's not the least bit dangerous !"

Traffic Cop: "Hey, you can't make a turnto the right "Lady b4otorist : "WhV not?"T. C.: "Well, a right turn is wrong here—

the left turn is right. If you want to turnright turn left and then—aw, go ahead !"

~_~

At top, part of old jetty remaining at mouth of Russian River. Center—Waves destroy-ing construction trestle. Bottom—River mouth almost closed by sand

California Highways and Public Works (OctoGer• 1940) Twenty-three

Sepulveda Boulevard In San FernandoValley Rebuilt as Divided Highway

By WILLIAM H. MOHR, Assistant Engineer and A. N. GEORGE,district Construction Engineer

N '1`lIE spi•in~ o£ 193~J Los ~ng~e-les city found itself in th.e situ-ation of having a large amount

of Federal money in approved grantsfor highway construction, but havingno money with. which to match these~railts so as to make them available.The city engineer appealed to theCalifornia Highway Commission andit was arranged to make money avail-able to match the Federal grants oncertain highways in the city of LosAngeles.One of the projects was the recon-

struction of Sepulveda Boulevard be-tween Ventura Boulevard and BrancaBoulevard, a distance of 8.05 miles.

Sepul.vecla Poulevard has becomewell known in the last few years asthe most direct route from the RidgeIi~oute hear San Fernando to WestHolly~~vood and the coastal cities inLos Angeles County. That portio~zof Sepulveda Boulevard in San Fer-naildo Valley which has just beencompleted was formerly a narrowroad with only a 20-foot pavementin the center.

STATE HANDLED CONSTRUCTION

~ln agreement was made betweenthe State acting through its Divisionof Highways and Los Angeles citythat the State would prepare the

~~I:~iis, acgitix~e the ri„l~lt o~ ~i~dy andliaiiclle the coiistrtiction enbiueering•on this work, but in order to meetthe requirements of the PW~I it vasnecessary for the Los Iingeles citS~,to whom the PW~1 brants hacl oribi-nally been made, to advertise for bidsand award the contracts. Thus it«gas necessary during constructionfor tl~e State to deal through the cityin all formal matters with the con-tractors.Work was immediately started on

the plans and the project was divicleclinto two parts so as to make com~le-tion possible by the deadline forPWA projects, which was June 30,

Reconstructed section of Sepulveda Boulevard showing railroad right of way used as division strip with new pavement for northbound traffic

QTwenty-four (October 1940) California Highways and Public lX/orks

.ice

~{~,4~ T ¢

Section of Sepulveda Boulevard reconstructed as a divided highway with 4-foot center dividing strip with 5-inch P. C. curbs

1940. The plans as developed pro-vided fora divided highway through-out the length of the proposed im-provement. The plans were preparedand right of way obtained so thatthe first. contract, which was fromBrand Boulevard to Gamut Place, adistance of 2.8 miles, was awardedto Oswald Brothers, who submittedthe low bid of $143,660. Work wasstarted on this contract on Decem-ber 11, 1939.

MADE A DIVIDED HI(~`fIWAY

Under this contract the existingpavement on the west side of thePacific Electric Railway right of waywas designed for southbound traffic(to coastal cities) and a new pave-ment was constructed on the east sideof the tracks for northbound traffic(to Ridge Route) .On the west side of the track the

old 30-foot pavement was widened to42 feet between curbs. This improve-ment consisted of the resurfacing andplacing of asphalt concrete pavement34 feet wide and the construction of7 feet of plant mix surfacing betweenthe pavement and the 1-foot wideportland cement concrete gutter.

The 34-foot A. C. pavement is de-si~ned to permit three traffic lanes11, 11 and 12 feet ~~vide, respectively.On the east side of, and adjacent

to the railway right of way, therewas constructed 22 feet of asphaltconcrete pavement. This pavementwas placed in three layers and is 6inches thick, with a thickened edgeon the outside. The shoulders wereunproved for a width of 20 feet withroad mix surface treatment and slopeto a drainage point 12 feet from theedge of the A. C. pavement.The Pacific Electric Railway has a

right of way width of 40 feet on Sep-ulveda Boulevard from Brand Soule-vard to Gamut Place. This 40 feethas been utilized as a center dividingstrip to separate the traffic that flowsin opposite directions.The 40-foot traffic separation island

is continuous except for the crossroads, which are oiie-half mile apart.At these intersecting roads, the rail-way right of way was paved, makingit possible for vehicles to go to theother side of the highway where thetraffic is flowing in the opposite direc-tion.

Monolithic portland cement con-

Crete curbs and gutters were con-structed on each side of the 40-footcenter dividing strip. The gutter is1 foot wide and the curb is 5 incheshigh and slopes away from the pave-ment.

SECOND CONTRACT STARTED

The second contract on SepulvedaBoulevard provided for the wideningbetween Gamut Place and VenturaBoulevard, a distance of 5.25 miles.This contract vas awarded to theGriffith Company, who submitted thelow bid of $231,339.35. Work wasstarted on this contract on January22, 1940.The existing pavement was widened

and a 4-foot center dividing strip wasconstructed. The dividing strip wasconstructed from Gamut Place toMoorpark Street, which is one. blocknorth of Ventura Boulevard. It iscontinuous except for cross-over open-ings every 1000 feet ~,nd at all streetintersections.On each side of the center island

portland cement concrete curbs wereconstructed 5 inches high with slop-ing sides. The center of the dividingstrip between curbs has been filled

California Highways and Public Works (October 1940) QTwent~y-five

with earth and planted with ice plantcuttings.The existing 20-foot P. C. C. pave-

ment was widened 4 feet on each side.A portland cement concrete base wasconstructed 4 feet on each side of theexisting pavement. Over the oldpavement and the 4-foot wideningstrip, asphalt concrete resurfacingwas placed on each side of the centerdividing strip. The resurfacing wasplaced in 12-foot wide lanes with aminimum thickness of 2 inches.On each side of center line adja-

cent to the resurfacing there was con-structecl a standard 11-foot wideportland cement concrete pavementlane. Outside of, and adjacent to thepavement lanes the shoulders on bothsides were treated for a width of 20feet with road mix surface treatment.The 20-foot shoulders slope to adrainage point 12 feet from the edgeof the pavement.

RIVER BRIDgE WID~N~D

The existing 100-foot reinforcedconcrete bridge across the Los Ange-les River was widened as a part ofthe second contract. The two 50-footspans were widened from 24 to 54feet from curb to curb. The four-foot center dividing strip was carriedcontinuously across the bridge. Afour-foot sidewalk was constructedon each side of the bridge, adjacentto the pavement curb.A 48-inch storm drain was con-

structed along Sepulveda Boulevardto carry water from a low point inthe highway to the Los Angeles River.This storm drain was placed underthe east shoulder and extends north-erly to the low point. Two crosspipes have been placed under thepavement to drain the surface watersto the storm drain.When the information was given

out that it was proposed to improveSepulveda Boulevard as a dividedhighway, considerable opposition de-veloped among abutting propertyowners, but as the case for the dividedhighway was explained to them andthey were referred to business prop-erty on roads which had already beenimproved as divided highways wherethe business men were quite unani-mous in their belief that their busi-ness did not suffer by the dividingof the roadway, the greater portionof the opposition was removed.

It is now believed that the greaterbulk of property owners recognizethe advantages of the divided high-

An AppreciationCompton Junior College

601 S. Acacia Street,Compton, California

Mr. J. W. Howe, EditorCalifornia Highways andPublic Works

Sacramento, California

Dear Mr. HoweOn behalf of our institution,

I am again writing you to ex-press our appreciation of theregular receipt of your bulletin,"California Highways andPublic Works."

This publication has beenused regularly in connectionwith the work of the Depart-ment of social Science in thisinstitution, particularly in ourclasses in Economics and Gov-ernment. It has been madeavailable for study to the stu-dents in the appropriate classes,and we have also maintained afile of the bulletins for sometime past.

If possible, I should appre-ciate your continuing to sendme these bulletins regularly inthe future. Any other similarmaterials which you feel mightbe of educational value toyoung people between the agesof 18 and 30 will always begratefully received.

Cordially yours,

Robert C. GillinghamChairman Social StudiesCompton Junior College

way and do not feel that it will inany way be detrimental to theirproperty.

The State Division of Highwayssupervised the construction and pro-vided the inspectors and engineersrequired on these projects. E. L.Seitz was the Resident Engineeer incharge of both contracts under S. V.Cortelyou, District Engineer, and A.N. George, District Engineer.

Actor : "A horse ! a horse ! my kingdomfor a horse !"

Voice from tl~e gallery : "Will a jackassdo?"

Actor: "Sure, come right on down:'

Highway ServiceTrend TowardTraffic EfficiencyASATISFACTORY standard of

highway service involves notonly adequate physical plant,

but also its proper maintenance andefficient operation. For satisfactorytransportation can no longer be con-ceived merely as the economical move-ment of passengers and freight, but.rather as safe movement with speedand comfort.In the provision of highway trans-

portation it is fairly evident that em-phasis has shifted from exransion ofplant to modernization, replacementand maintenance. For example, Fed-eral-aid projects today in nearly 60per cent of all cases are located whereprevious Federal work his alreadybeen done, while much of the remain-ing work has been reconstruction ofprevious undertakings by the Statesand counties.The increasing importance of the

maintenance bill also is evident, Statehighway expenditure figures since1921 revealing that while capital out-lay in 1938 was less than in 1928,maintenance expenditures had in-creased by close to X100,000,000. Com-parin~ the years 1931 and 1937, whencapital outlays were identicftl at $551,-000,000, maintenance expenditureshad increased from $169, 00,000 to$227,000,000.The newest development in high-

way expenditure programs, however,has been the growing attention to effi-cient movement of traffic. Experienceon the State highway system of Cali-fornia, for example, provides specificdata on expenditures for services di-rectly related to public convenience,safety and comfort. It is revealedthat these services, including pave-inen.t markings, signs, traffic controlde` ices, roadside development, snowremoval and ice control have trebledin cost since 1930. In the next two,years the California Division of High-ways expects to use approximately 12per cent of all maintenance funds tocomply with the growing; demandsfor a better quality of highway serv-ice--t~merican Highways.

Snid tl~e angry molecule: "I.et me atom."

QTwenty-six ~o~rober ~9ao~ California HighZUays and Public Works

~1Aodel wilt toAid Study ofBridge Design

By Kenneth W. bowie,Assis#ant Bridge Engineer~0 ~VIEET the neecl of the bridge

designer for ~-isualizin~ the de-formations of a structure under

loading, and iiz appreciation of thec~ifficLilties of picturing these defor-mations accurately-, a small modelrigid frame of spring steel was con-structecl by the author. The frameconsists of three 19-inch spans andt~~o short cantilever arms on four col-mm~s about 18 inches high. All mem-bers are made of 12 gauge spring steel,columns and girders connected to-~ether bar soldering the wire to tri-an~nlar iron plates.As these members are made of 12

gauge spring steel, they respond veryreadily to light loads, and with theirhigh elastic limit completely regaintheir original shape when the load istaken oft. Columns are all removable,partly to snake it easier to carry theframe around, bLit mainly to investi-gate the effect of loading spans of un-equal length.

LOCKING DEVICE ARRANGED

The loads shown in the lower illus-tratioil weigh one pound each. Forhorizontal loads, such as would existin a bridge with earth-filled abut-ments, or from temperature, seismicor tractive forces, deformations aremost clearly shown by applying suchloads with the hands.In order to show the difference in

stress due to having fixed and free-end columns, a locking device has beenarranged that enables the demonstra-tor to lock or free the base of eachcolumn. at will. It was found neces-sary to anchor the cohimn bases, astender Lmsymmetrical loading somecolumns developed negative reactions.

If it is desired to show the presenceof these negative reactioizs in a some-~i~hat dx•amatic fashion, it is a simplematter to loosen the thumb-screw an-chors and apply a heavy live load,ivhereLipon some of the columns popout of the grotiind.While it is in no sense a precision

instrument it is thoLtght that bymeans of the model ail instantaneous

Method of demonstrating deformations in rigid frame structures, as used by Glenn L.Enke, Associate Bridge Engineer, in his "Bridge Design" class

.;, .,i~r~ ~i<

~~

S SPAN

Comparison with simple span showing increased stiffness of modern continuous bridge

grasp of the deformations is possible,with a clear understanding of theproper loading to secure maximummoments in the various parts of thestructure. By placing the properloads on the model frame, the prob-lem of the correct direction of thebending moments is instantly clarified.The model shown here has been

used in a class of engineers led by Mr.Glenn L. Enke, Associate Engineer ofthe Bridge Department, and hasproved successful in demonstratingdramatically the kind of deformationsundergone by a bridge or similarrigid frame under load. In the firstillustration, Mr. Enke shows the de-formation of such a strilcture undera truck load on the second span, to-gether with a horizontalload such as

might come from an earth-filled abut-ment. End columns are fixed and in-termediate columns free.The second illustration shows clear-

ly that the deflection of a simple spanis many times that from the sameloading for a continuous span. Thegain in stiffness from the continLtityof a slender frame such as this one isremarkable.One has only to drive over the deck

of a modern continuous type bridge,and compare the riding quality withthe hollows and bumps of the oldsimple span bridge to realize how i~n-portant is this matter of reclueing c~e-flections to a minimum.In spite of the fact that nearly all

the engineers of the Department of(Continued on page 28 )

Cetlifornia Highways and Public Wos-ks (~~toGer1944) ~fTw~nry-sey~n~

i°lighway Bids and Awards for the Month of September, 1940

BUTTE AND PLUMAS COUNTIES-At various locations between Hines Creekand Howell's, about 4 miles, eroded em-bankments to be reconstructed, rock riprapto be placed as slope protection, rubblemasonry to be constructed and drainagefacilities to be installed. District II, Route21, Section C,AB. A. S. Vinnell Co•.,Alhambra, $55,540 ; Hemstreet & Bell,Marysville, $57,582 ; Poulos & McEwen,Sacramento, $57,828 ; Harms Bros., Sacra-mento, $58,269. Contract awarded toClaude C. Wood, Lodi, $52,793.FRESNO COUNTY-Across Four Mile

Slough about 27 miles west of Fresno, areinforced concrete bridge to be constructedand about 02 mile of approaches to begraded and surfaced with plant-mixed snr-facing. District VI, Route 41, Section P.Piazza & Huntley & Trewhitt-Shields &Fisher, San Jose, $21,335 ; M. J. B. Con-struction Co., Stockton, $21,951 ; A. S. Vin-nell Co., Alhambra, $2,569. Contractawarded to F. Fredenburg, South San Fran-cisco, $18,372.IMPERIAL COUNTY-Between Heber

and Niland, about 15.4 miles to be surfacedwith road-mix surfacing. District XI,Routes 201,187, Sections AB,E. OewaldBros., Los Angeles, $32,847 ; Daley Corp.,San Diego, $44 631 • V. R. Dennis Con-struction Go., S'an Diego, $49,321; A. S.Vinnell Co., Alhambra, $49,654 ; J. E. Had-dock, Ltd., Pasadena, $56,480 ; Chas. H.Johnston, Los Angeles, $58,336. Contractawarded to R. E. Hazard & Sons, SanDiego, $31,204.KERN AND INYO COUI~TTIES-Be-

tween Armistead's and 5.5 miles north ofLittle Lake, 232 miles of penetration oiltreatment and seal coat to be applied. Dis-trict IX, Route 23, Sections DE and GH.Vido Kovacevich, South Gate, $12,270 ; A.S. Vinnell Co., Alhambra, $12,827 ; BasichBros.., Torrance, $14,483. Contract awardedto Brown & Doko, Pismo Beach, $11,987.LAKE COUNTY-About 15 miles east

of Lucerne, eroded embankments to be re-placed, sacked concrete riprap slope protec-tion to be replaced, and road-mix surfacingto be applied. District I, Route 15, SectionC. Helwig Construction Co., Sebastopol,$6,910. Contract awarded to Harold Smith,St. Helena, $6,585.LOS ANGELES COUI~TTY-On Arroyo

Seco Parkway, between Grand Avenue andFair Oaks Avenue, about 0.7 mile to begraded and paved with portland cement con-crete and asphalt. District VII, Route 20a,S.Pas. Oswald Bros., Los Angeles, $81,163 ;Griffith Co., Los Angeles, $87,405 ; OscarOberg, Los Angeles, $88,437 ; Sander Pear-son, Santa Monica, $99,75&; Radich &Brown, Burbank, $102,353 ; Carlo Bongio-vanni, Los Angeles, $109,999. Contractawarded to J. E. Haddock, Ltd., Pasadena,$79,699.MEI~TDOCINO COUNTY-Steel piles and

steel pike splices for repairs to Noyo RiverBridge. District I, Route 56, Section E.Contract awarded to R. G. Clifford, SanFrancisco, $1,860.M E N D O C I N O COUNTY -Across

Schooner Gulch about 32 miles south ofPoint Arena, a reinforced concrete bridgeto be constructed and about 0.13 mile ofroadway to be graded and an armor coatapplied. District I, Route 56, Section A. A.T. Beckett, Oakland, $72,473 ; S. J. AmorosoConstruction Co., San Francisco., $75,537 ;Fred J. Maurer & Son, Eureka, $76,998 ;C. W. Caletti & Co., San Rafael, $83,737 ;R. G. Clifford, South San Francisco, $91,-

768 ; The Utah Construction Co., San Fran-cisco, $93,440. Contract awarded to HaroldSmith, St. Helena, $71,841.MERGED COUNTY-Between Merced

and Tuttle, about 3.3 miles to be gradedand surfaced with plant-mi%ed surfacing.District X, Route 18, Section A. S. M.McCaw, Stockton, $51,982 ; Louis Biasotti& Son Valley Construction Ca., Stockton,$52,867 ; Piazza &Huntley, San Jose, $55,-428 ; M. J. B. Construction Co. & F. Kaus,Stockton, $56,859 ; Claude C. Wood, Lodi,$57,284 ; Marshall S. Hanrahan, RedwoodCity, $67,138. Contract awarded to J. A.Casson Co., Hayward, $48,878.SAN DIEGO COUNTY-On Washing-

ton St., between Fifth Avenue and Ninth.Avenue, about 0.3 mile to be graded andsurfaced with plant-mixed surfacing oncrusher run base and portlancl cement con-crete pavement to be constructed. DistrictXI, Washington St. B. G. Carroll &HarryL. Foster, San Diego, $31,359 ; Griffith Co.,Las Angeles, $31,851 ; Daley Corp., SanDiego, $31,988 ; R. E. Hazard &Sons, SanDiego, $33,584. Contract awarded to V. R.Dennis. Construction Co., San Diego, $29,-744.SA\T LUIS OBISPO COUATTY-At

Miles Station about 1.4 miles to be gradedand surfaced with plant-mixed surfacing.District V, Route 2, Section E. Frederick-seu & Westbrool~, Sacramento, $15,055;Utah Construction Co, San Francisco,$167,767 ; J. E. Haddock, Ltd., Pasadena,$175;339 ; A. Teichert & Son, Inc., Sacra-menta, $181,768 ; N. 12. Ball Sons, Berlce-le`~, $186,775 ; Basich Bros., Torrance, $195,-325 ; Oswald Bros., Los Angeles, $198,037 ;tlZc\TUtt Bros., Eugene, Oregon, $225,146.Contract awarded to Gibbons R Reed Co.,Burbank, $149,803.SAN LUIS OBISPO COUNTY-Across

San Luis Obispo Creek aUout six milessouth of San Luis Obispo, a reinforcedconcrete girder bridge on concrete bentswith pile foundations to be constructed.District V, Route 2, Section E. C. W.Caletti & C4•, San Rafael, $77,$39 ; J. E.Haddock. Ltd., Pasadena, $78,583 ; R. H.Travers, Los Angeles, $79,746 ; Oberg Bros.,Los Angeles, $79,811 ; Byerts &Dunn, LosAngeles., $82,268 ; Trewhitt-Shields &Fisher, Fresno, $82,692 ; Gibbons & ReedCo., Burbank, $84,933 ; M. J. B. Construc-tion Co. ~C F. Kaus, Stockton, X88,206 ;The Utah Construction Co., San Francisco,$94,554. Contract awarded to Dan Caputo,San Jose, $68,388.SANTA BARBARA COUNTY-Across

Dos Pueblos Creek, 16 miles north of SantaBarbara, a reinforced concrete bridge tobe constructed. District V, Route 2, Sec-tion G. J. E. Haddock,. Ltd., Pasadena,$23,131; J. S. lZetzger R Son, Los Angeles,$24,856 ; J. J. Munnemann, Santa Barbara,X26,000 ; Byerts ~ Dunn, Los Angeles, $27,-622. Contract awarded to Carl Hallin, Los.Angeles, $22,966.SONQMA COUNTY-About 2.5 miles

north of Cloverdale, about 0.4 mile to begraded and surfaced with plant-mixed sur-facing. District IV, Route 1, Section D.Macco Construction Co., Clearwater, $74,-957 ; Claude C. Wood, Lodi, $83,970 ; Fred-ericksen &Westbrook, Sacramento, $88,972 ;Harms Bros. and N. M. Ball Sons, Berke-ley, $89,608 ; Louis Biasotti & Son, Stock-ton, $90,052; Fredrickson Bros., Emery-ville, $90,573 ; McNutt Bros., Eugene, Ore.,$94,537 ; Hemstreet ~~ Bell, Marysville,$95,120 ; R. E. Campbell, Los Angeles,$9&,412 ; Piombo Bros., San Francisco,

$104,867 ; A. Teichert & Son, Inc., Sacra-mento, $125,677 ; A. S. Vinnell Co., Alham-bra, $130,354. Contract awarded to HeafeyMoore Co. and Fredrickson &Watson Con-struction Co,, Oakland, $72,732.SUTTER COUNTY-At Berg. and Lomo,

about 0.4 mile to be graded and surfacedwith plant-mixed surfacing on crusher runbase. District III, Route 3, Section A.Claude C. Wood, Lodi., $13,933 ; C. M.Syar, Yuba City, $13,333. Contractawarded to Hemstreet & Bell, Marysville,$10,883.TRINITY COUNTY-At various loca-

tions between Big Bar and 33elena, about3.4 miles to be graded, portland cementconcrete cribbing, rock slope protection anddrainage facilities to be constructed. Dis-trict II, Route 20, Section ~. Scheumann& Johnson, Eureka, $87,054 ; A. S, VinnellCo., Alhambra, $87,694 ; Hemstreet &Bell,Marysville, $86,475 ; Poulos & lZcEwen,Sacramento, $94,997. Contract awarded toClifford A. Dunn, Klamath Falls, Oregon,$72,875.

Model Built to AidStudy of Bridge Design

(Continued from page 27)

Public Works are graduate. engineersthey have found continuous studynecessary in order to keep pace withthe fast development of our technicalworld.

Several classes of special interest toengineers have been organizedthrough the Committee on Educationof the State Employees Chapter No.2. Yearly 140 engineers attended theclass conducted by Engineer Enke,most of whom were from the Depart-ment of Public Works. Those attend-ing the class receive valuable syllabusmaterial covering the latest informa-tion on bridge design practice. Thisclass is being continued main thisyear.Two new classes were inaugurated

this year that have proved. very suc-cessful. One is a class in f.~undationengineering, conducted by Mr. 0. J.Porter, Senior Testing Engineer forthe testing laboratories of the Divisionof Highways. Approximately eightyengineers have enrolled in this class.The other class, conducted by R. W.Hutchinson, Associate Bridge Engi-neer, goes into the analysis of inde-terminate structures by moment dis-tribution. Nearly fifty engineers ofthe Department are enrolled.

These classes are being held at Sac-ramento Junior College in conjunc-tion «pith adult education di`ision.

QTwenty-eight ~o~eaberi9~o~ California Highways and Public Works

State of Ca~iFornia

CULBERT L. OLSON, Governor

De r~t nta me o F Pu bl ic orks-leadquarters: Public Works Building, Twelfth and N Streets, Sacramento

FRAPIK W. CLARK, Dorector of Pu61ic Works

FRANZ R. SACI--iSE, Assistant Director

CALIFORNIA HIG~iWAY COMMISSION' JLA~VREI~TCE BARRETT, Chairman, San Francisco

INNER W. ~TIELSEN, Fresno

AMERIGO BOZZANI, Los Angeles

BERT L. VAUGHN, Jacumba

L. G. HITCHCOCK, Santa Rosa

~ALTF.R B 1I.LOII, Secretar~~

DI~7I~ION 0~' HIGI'lV~TAYS

C. H. PURC~LL, State Highway En;ineer

G. T. '~IcCOY, Assistant State Highway Engineer

J. G. STANDLEY, Principal Assistant Engineer

It. H. WILSON, Office Engineer

T. E. STr~NTON, Materials and Research Engineer

FILED J. GRUMM, engineer of Surveys and Plt~ns

It. M. GILLIS, Construction Engineer

T. H. DENATIS, Maintenance Engineer

F. W. PANHORST, Bridge Engineer

L. V. CADZPBELL, Engineer of City and Cooperative Projects

R. E3. STALNAKER, Equipment Engineer

J. W. VICKREY, Safety Engineer

E. R. HIGGINS, Comptroller

DISTRICT ENGINEERS

E. R. GREEN, District I, Eureka

I'. ~'V. HASELWOOD, District II, Redding

CHARLES H. WHIT1bTORE, District III, Marysville

JNO. H. SgEGGS, District IV, San Francisco

L, H. GIBSON, District V, San Luis Obispo

L~'. T. SCOTT, District VI, Fresno

S. V. CORTELYOti, District VII, Los Angeles

E. Q. SULLIVAN, District VIII, San Bernardino

S. W. LOWD~N (Acting), District IX, Bishop

R. E. PIERCE, District X, Stockton

r ~. E. WALLACE, District XI, San Diego

SAN FRANCISCO-OAKLAND BAY BRIDGE

RALPH A. TUDOR, Principal Bridge engineer, PZaintenanceand Operation

MORGAN KEATON, Deputy Directar

DIVISION OF WATER RESOURCES

EDWARD HYATT, State Engineer, Chief of Division

GEORGE T. GUNSTON, Administrative Assistant

HAROLD CONKLING, Deputy in Charge V~'ater Rights

A. D. ED~TONSTON, Deputy in Charge Water

Resources Investigation

GEORGE W. HAWL~Y, Deputy in Charge Dams

SPEl~TCER BURROUGHS, Attorney

CORDON ZANDER, Adjudication, Water Distribution

DIVISION OF ARCHITECTURE

ANSON BOYD, State Architect

W. Ii. DANIELS, Assistant State Architect

P. T. POAGE, Assistant State Architect

HEADQUARTERS

H. Tyr. DEHAV~+N, Supervising Architectural Draftsman

C. H. KRODZER, Principal Structural Engineer

CARL~TON PIERSOAT, Supervising Specification Writer

J. l~T. DUTTO\T, Principal Engineer, General Construction

t1'. H. ROCKI\TGHADS, Principal Mechanical and Electrical

engineer

C. ~. BERG, Supervising Estimator of Building Construction

DIVISION OF CONTRACTS AND RIGI3TS OF WAY

C. C. CARLETO\T, Chief

FRANK B. DURKE~, Attorney

C. R. MO:~'TGOMEFt.Y, Attorney

ROBERT E. REED, Attorney

printed tfL CALIFORNIA 57ATE PRINTING OFFICESACRAMENSO~r9go GEORGE H.MOORE~SiAiE PRINTER

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California Highways and Pu61ic Works

Division of Highways

P. O. Box 1499'

Sacramento, California

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