Archive for October, 2009

Kelly Street Gallery: Interview with Artist Susan Friedman

Kelly

Thanks for sticking with us for the Kelly Street Gallery’s second newsletter! We have a lot of exciting events coming up here at the gallery, including our big anniversary celebration in December. Next year, the gallery will be featuring the work of some great local guest artists. This month, Susan Friedman has her work on display in a show titled “Wings and Hooves.”  Below you’ll find an interview with Susan where she discusses her show, her life and artistic process as an accomplished photographer and filmmaker. See you at the gallery!

Deborah Brown Penrose
Susan Friedman
Jan Tiura
Jennifer Clark

Featured Artist
Susan Friedman
By Carina Woudenberg



Susan Friedman grew up in upstate New York as the oldest of three girls.  She studied English at the University of Buffalo and, after graduation, spent a few years in New York City.  In the city, Friedman supported herself as a waitress while she pursued a career in theater and dance. After a few years, however, a change of heart led Friedman to change both crafts and coasts to attend the San Francisco Art Institute in California. At the Art Institute, Friedman earned her masters in photography and filmmaking and went on to make award-winning documentaries. In addition to the Kelly Street Gallery, Friedman’s work has been collected by the Smithsonian, the Museum of Modern Art in New York and France’s Bibliothèque Nationale. 
How did you first get involved in photography?

That’s an interesting question, I suppose. My sister was going to Boston Museum School and she loaned me a camera when I was going cross-country. I picked up the camera and I swear that was it! I knew that’s what I wanted to do.

What are you looking to capture in a photograph?

One of the things I feel really strongly about is that a good photograph should have ambiguity.  My reason for that is if you recognize what it is (in the photograph) right away, you don’t stay with it very long. Using the frame is very important (and) using selective focus for a reason, for a purpose.  (Also) narrative and story… those are the things that are really important to me about photography. 

So you feel like a series of photos can mean more than one that stands alone?

I always say that. Otherwise you’ll never really grow as an artist, I think, unless you really take on a subject.

And your subject seems to be horses…

And you can recognize horses, yes, it’s a horse in the photograph! But my feeling about horses is that it goes way back to riding horses in my childhood, and the little plastic horses in my bedroom and wanting a horse and longing to ride…but also Muybridge (Eadweard Muybridge was a Nineteenth century English photographer famous for his studies on motion).  The whole idea of sequencing a motion is fascinating to me. It’s timeless, it has to do with time it has to do with what happens before that thought and what happens after that thought. I love that. It’s the process that’s important.

You’re a filmmaker in addition to a photographer. How do the two differ and do you have a preference?

They’re really different. They work on different parts of my brain I suppose. Documentary for me is taking on a subject I know nothing about. It’s like an inquiry… like the last one on astronomy. I didn’t really know very much when I started and it was an amazing experience for seven years to learn and to be at the feet of some of these great scientists and hear stories. So for me it’s like an investigation.  My fine art comes from another place, you know. I think it comes from literature and dreams and dance…there’s a sense of movement about the horses and dance that I love. I grew up with dance and I’m thinking about dance right now with horses.

Talk about your new show “Wings and Hooves.”  Give us a sneak peek?

Well, we haven’t picked the art yet but I have a lot of photographs with birds and old math books. (I also have) large horses on metal, encaustic works and maybe one print from printmaking. Since my dad took me out in the swamps and (we’d) tramp around looking for bird’s nests, I’ve always loved birds–birds and animals, but birds in particular.

So birds and horses… what if you put them together and made a Pegasus?

I’m not into fantasy in that sense. I’m more about capturing the essence of a horse, getting the personality so they’re not generic, so they become like a person–like an individual. Each horse has its own personality and they’re really unique. So I think that’s what I try to capture. Like in Cole, he’s a very spirited and passionate kind of horse. So when he’s kicking up all that dust, I’ve got this portrait of him–it was a moment.

And you have a book coming out soon too, Drinkers of the Wind. Want to talk a bit about that?

Yes! Drinkers of the Wind, I wanted to learn more about Arabian horses and my friend Jane owns five or six Arab horses and occasionally she lets me ride Carly. They have such a spirit and I know that they are one of the oldest and most original breeds of horse. In the beginning there was the Arab horse and there were all these myths and legends. So the book combines the misty landscape with myths and legends and the spirit of the Arab horse.


For more about Susan check out her Web site at www.susanfriedmanphoto.com.

November 8-29
Susan Friedman showcases her work at the Kelly Street Gallery. Opening reception on Sunday, Nov. 8 from 2 – 5 p.m. Susan’s short film illustrating horses in motion begins at 4:30.


December 6
Anniversary/ Holiday Gala: Come help us celebrate our first full year!

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John Vonderlin Tells Us About the Best Laid Plans

Story by John Vonderlin

Email John: benloudman@sbcglobal.net

WS1WS2

Hi June,
I was surprised that the waterballoon Mother Nature threw at us last week hasn’t breeched the sandbar creating the Pescadero Marsh Lagoon. I climbed down the cliff to take these pictures of the “Hole in The Wall,” dug, apparently in the 1800’s, to open the creek’s flow into the ocean, thereby draining their fields. As you can see the “Best Laid Plans Oft Times Go Astray.”  I’m thinking, if circumstances allow, of going kayaking in the flooded marsh, which now extends right up to Pescadero Road, and most of the way to Pescadero. The water is so deep, nearly everywhere is accessible. Once the sand bar breaks most of the water will drain out and do so quickly. I’d love to get pictures of that, but it probably will occur in the next strong storm. Enjoy. John
WS3WS4

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John Vonderlin & Angelo Misthos: On Waddell Bluffs

Story by John Vonderlin

Email John: benloudman@sbcglobal.net

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Hi June,
This article appeared in the September-October 1948, issue of “Highways and Public Works” magazine. It details the construction of the Waddell Bluffs section of State Highway. To this day the highway is kept open only by persistent, attentive maintenance, in keeping the slipping bluffs from covering the roadway or the ocean’s erosion from undercutting them, thereby cutting off the only coastal gateway to San Mateo County from the south. Enjoy. John
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WADDELL BLUFFS
ENGINEERS OVERCOME OBSTACLES ON ROUTE TO SANTA CRUZ
By Charles G. Ure Associate Highway Engineer and
B.J. Davenport Assistant Highway Engineer
August saw the completion of a section of State Highway that has been an enigma to a full generation of engineers and builders. As the philosophers have stated, a chain is no stronger then its weakest link. Similarly, the capacity of a highway is limited to its greatest restriction.
Waddell Bluffs, on the Coast Highway between San Francisco and Santa Cruz, immediately south of the San Mateo county line, has been the major obstruction to development of Sign Route 1 in District IV since its inclusion in the State system in 1933. Before then, successive county engineers have studied these formidable cliffs without remedy of a permanent nature–probably because of the tremendous cost of constructing over or past the cliffs, even though the length involved was only a single mile.
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TORTUROUS ROAD
As a background for this article, the Ocean Shore Highway as originally taken into the State Highway System consisted of a graded roadway of variable widths from as little as 12 to 14 feet on torturous and circuitous alignment over most of the 75 miles between San Francisco and Santa Cruz. A succession of projects financed by State Highway and Joint Highway District IV funds had gradually whittled away at the worst sections on each side of the cliffs until a practical route, and an exceedingly picturesque one, was developed. There still remains 30 miles to reconstruct, of which the 1.4 mile section along the sea cliffs at Waddell Creek presented the most difficult problem.
This section involved a major maintenance problem due to slides and erosion which frequently closed this route to through traffic during the rainy season. With this improvement completed, such closures will be eliminated for traffic using the route.
WAR STOPPED CONSTRUCTION
Plans for the section had been under preparation and funds had been accumulating in Joint Highway District No. 9 for some time when war came in 1941. Although this was a strategic highway in defense of the coast, it was, at the same time, extremely vulnerable and consequently the project was postponed for the duration. Following the war, plans were revived and the project placed under contract in June 1947, with start of construction on July 1, 1947, by the San Francisco firm of Eaton and Smith.
The formation of the cliffs is typical of that found along the coasts of Monterey and Santa Cruz Counties, and is at the same time unique. The material is a hard, massive shale resembling a sandstone in appearance, but possessed of peculiar characteristics. When exposed to the action of the air, particularly when accompanied with light rain, it decomposes rapidly through successive subdivisions of cubical shaped particles. Conversely when completely submerged, or buried, the material retains all of its original qualities.
GRADING WAS DIFFICULT
Grading operations were difficult by reason of the hardness of the material and were further complicated by the limited area that could be operated at any one time. Drilling and shooting were required for practically the whole one million yards involved. But before drilling could be performed it was necesssary for tractors and dozers to construct a pilot road along the top of the cut slope. This work was hampered by the existence of soft streaks that had deeply gullied, with the result that progress was slow and laborious. As the pilot road was developed, the procedure of excavation was to drill to a depth of approximately 18 feet, load and shoot with a charge averaging about .6 pounds of a twenty percent powder per cubic yard, and then push the loosened material off the bench at the top of the slope onto the ocean beach below. With cuts as great as 215 feet in height, the spectacular aspects of the job can be easily imagined.
OPPORTUNITIES LIMITED
As the cut was reduced to within about 100 feet above grade, carry-all scrapers were employed, for at this time the pushed-over material had built up such waste piles along the beach that further operations of that nature would require double-handling of the material. As before stated, operations were limited in area to the bench at the slope line and to the sequence of drilling, shooting, and moving the material. It was found that ten D-8 Caterpillar tractors, four 14 to 28 cubic yard  carry-all scrapers, and three wagon drill rigs were about all the equipment that could be efficiently employed. This equipment was supplemented by a 2 1/2 cubic yard Northwest shovel and two Euclid dumpwagons. This latter equipment was used mainly in the excavation of riprap trench, culvert excavation and development of select material for the top portion of the roadway. Handling traffic through construction created quite a problem, so specifications were written to permit the road to be closed for intervals not to exceed one hour. At hourly intervals the road along the top of the bluffs was cleared to permit traffic to pass, after which work would be resumed.
RIPRAP WALL AND DEBRIS TRENCH
Of equal importance on the project was the construction of a riprap wall approximately 600 feet in length involving the furnishing and placing of approximately 16,000 cubic yards of heavy stone riprap. At the location of the wall the line is out in the ocean, along a cove, where wave action is exceptionally severe. A source of granite material was developed at a distance of about 8 miles from the project that produced excellent material of a large size. One truck load consisting of a single stone weighed in at 11 tons and there were many  as big or perhaps even larger.
The design of the project embodies several innovations, notably the debris trench along the toe of the slope and the shape of the drainage structures. The debris trench has a width of 15 feet, and a width of 4 feet, being separated from the roadway by a berm two feet high. The decomposition of the surface of the cut slopes produces an almost constant “rain” of material that accumulates in the debris trench but sufficient width is provided to operate a motor grader to keep the trench clear by blading or for the operation of a small power shovel. The reinforced concrete culverts are designed with a one foot width at flowline, flared to a width of three feet and four feet at the top. This is to provide the greatest velocity with any volume of discharge. Velocity is further increased by steep  flowline grades from 10 perecent to 28 percent. The culverts are of excess size to carry normal storm runoff and are designed as “sluiceboxes” for sloughed material brought to them by storm runoff or blading in the debris trench.
ONLY THREE CURVES
The roadway section consist of one foot of select material under four inches of crusher run base and with a surface of three inches by 22 feet of plant-mixed surfacing. Shoulder treatment consists of a road-mixed blend of 50 percent beach sand with 50 percent graded select material and SC-2 oil seven feet wide on each side of the pavement
There are only three curves in the alignment witrh a minimum radius of 2,000 feet and one short length with a 5.50 percent grade.
A reinforced concrete bridge with four 44 foot spans had been constructed across Waddell Creek at the south end of this project by a separate contract under supervision of the Bridge Department at a cost of approximately $85,000.
Some of the major quantities on this one mile, two lane poroject were:
1,100,000 Cu. yds. Roadway Excavation
17,500 Tons  Stone riprap
4,300 Tons Crusher run base
3,250 Tons Plant-mixed material
Estimated final cost of the entire project was $635,000
Assistant Highway Engineer Charles G. Ure was resident engineer on the project until April 1st, 1948, and since that date the work has been under the supervision of Assistant Highway Engineer B.J. Davenport. Robert Trask is superintendent on the project for the contractor.
The completion of this section should result in a considerable increase of through traffic between San Francisco and Santa Cruz, and when the remaining portion of this route is improved, through traffic will have its choice of three attractive, high speed State highways between the above points, by the Ocean Shore, the Skyline and the Bayshore.

WB5

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Story by Angelo Misthos

Hi, John  [Vonderlin]

Thanks for the Waddell Bluffs article, and all the attachments.  Not only interesting, but brings back a lot of memories.  I had a three-axle dump truck for several years about that time and worked for contractors on construction jobs.  In 1947 I worked for Eaton and Smith–the contractor–on the Waddell job you’ve looked up the info on.  I stayed at the big hotel in Davenport (I believe no longer there) and my room and everything else around there had  cement dust from the cement plant.  The crusher run material mentioned in the article (looked like gravel) was brought to Davenport in gondola cars by a steam locomotive–some were still around then–from a quarry up on the old SP track that left the S.F.-L.A. main line, went through Los Gatos  and over the mountains to Santa Cruz. It was loaded from the railroad cars onto the trucks by a crane with a clam-shell bucket, and from there the trucks hauled it to the Waddell site where it was spread on the road prior to paving.  I worked  there about two weeks when my part of the job ended and the paving started.  Eaton and Smith went broke (at any rate no longer in construction) I think a couple of years later.  The highway from Davenport to the Waddell site had some cut and fill sections. What intrigued me was that at the beginnings and ends of a number of these  cuts were short excavations, maybe only 15-20 feet long, right alongside the highway.  Were these cuts made by the Ocean Shore showing the line the railroad would have taken?  I’ve never got a definite answer to that.  Hope you’re enjoying the nice weather. We had 4 inches of rain from the big storm last week.  Angelo

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John Vonderlin: 1925: Add 12 Miles to Skyline Blvd…

Story by John Vonderlin

Email John: benloudman@sbcglobal.net

Hi June,
This article and photos appeared in the December, 1925, issue of “Highways and Public Works.”
Happy New Year cover photo and close-up with caption and long shot of whole cover page:
ON THE SKYLINE BOULEVARD  A scene like this is hardly to be expected a few miles from the San Francisco city limits. The view was taken in the San Mateo hills in a section of the new highway recently completed and opened to traffic.

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NEW SECTION ADDS 12.3 MILES TO SKYLINE  BOULEVARD
Making accessible a district of distinct scenic attractiveness, 33 miles of the Skyline Boulevard have been graded and surfaced and are now open to travel. Acceptance by the California Highway Commission of the section built under the contract of J.P. Holland has made the La Honda Road, in San Mateo County, the present southern terminus of this new State Highway down the San Francisco Peninsula,
Opening of the La Honda connection has created much interest of residents of San Francisco, San Mateo, Santa Clara, and Santa Cruz Counties, for the reason that, though incomplete, the boulevard is now available as an alternate route into San Francisco. Congestion of the preent Peninsula highway has made additional highways highly desirable.
The completed section of the Skyline route now extends from the intersection of the Great Highway and Sloat Boulevard in San Francisco, along the low hills that border Merced Lake, southward into San Mateo County. It passes along the ridge forming the eastern watershed of the Spring Valley lakes, providing a magnificent panorama of ocean and bay, and of the city of San Francisco.
A feature of the location is the spectacular crossing of the massive concrete dam at the outlet of Crystal Lake, A reinforced concrete bridge was built across the crest of this dam, unique in design, because the approaches, in each direction, are the reverse of the arc of the bridge. Three sweeping curves were necessary in the bridge in a total of 608 feet. The width is thirty feet.
FORESTED AREA IS ATTRACTIVE
From the bridge the highway ascends the Half Moon Bay hill and from there to the La Honda Summit, passes through a section of unusual beauty. The natural forestation includes madrone, pine, oak, and magnificent redwood. At an elevation of 2,000 feet there is an inspiring view of the ocean to the westward, with beautiful rolling hills in the foreground, to the east may be seen lower San Francisco Bay and the cities of Upper Santa Clara Valley.
Farther south, the highway climbs to a maximum altitude of 2,342 feet, passing through a heavily timbered area where Redwood predominates. It is hard to believe this virgin wilderness, prior to the coming of the road, accessible only on foot or horseback, is but twenty-five miles from San Francisco. The boulevard continues through a region of interesting topography which recalls the higher mountains and the Humboldt coast, as one beautiful view follows another.
A wider road bed with extra parking space has been provided at points of particular interest.
The Skyline Boulevard, designated as Route 55, was added to the state highway system by the bond issue of 1919. Its importance as a possible future traffic outlet for San Francisco was recognized and, in 1922, it was included as a secondary road in the Federal aid system. The time will undoubtedly come when it will carry a considerable part of the Peninsula traffic.
FOUR CONTRACTS COMPLETED
To date, four Skyline contracts, the last of which was extended to provide a connection with a paved cross county road to better serve traffic, have been completed and accepted by the commission, as follows:
P. L. Burr, of San Francisco, grading and surfacing 7.42 miles, forty and thirty feet in width; awarded in January 1922; accepted in October, 1923; 185,000 yards of excavation; cost $252,000.
P.L. Burr, of San Francisco, grading and surfacing 13.42 miles; width of roadway thirty feet; awarded November, 1922; completed January, 1924; 316,000 yards of excavation; cost $426,000
J. H. Shepherd, of Stockton, construction of the Crystal Springs Dam bridge; awarded July, 1923; accepted January 1924; cost $52,000.
J. P. Holland, of San Francisco, grading and surfacing 6.4 miles; (original contract) awarded March, 1924; contract accepted January, 1925; total yardage moved 600,000; total cost $541,000.
The total expended on the route to date is approximately $1,300,000. One contract for placing guard rail is under way.
MODERN MACHINERY USED
The Holland contract, recently accepted, had many interesting features, not the least of which were the dispatch and efficiency with which the work was conducted. Automotive and steam equipment was used throughout, as high as five power shovels operating at one time. During one period of two weeks, 42,202 cubic yards of material were moved and placed in embankment. The maximum number of men employed was 106, and the thorough organization of men was evident at all times.
JOINT DISTRICT AIDS PROJECT
Progress in building the Skyline has been materially aided by Joint Highway District No. 1, composed of San Francisco, San Mateo, Santa Clara and Santa Cruz Counties. This district has procured and deeded to the states right of way and also has borne the expense of necessary fencing.
High standards have been adhered to on all completed sections. Between Sloat Boulevard and the La Honda road, there are only four curves with a radius of less then 200 feet, and in most instances much wider curves have been used to permit the longest possible vision of the road ahead. The maximum grade is slightly in excess of 6 percent; most of it is much less. Near San Francisco the grade has a width of forty feet. The minimum is thirty feet.
The crushed rock surfacing is kept smooth by constant maintenance. A heavy guard rail is being erected at various points along the route for protection of motorists in foggy weather. The route has been surveyed for its entire length to Woodwardia, a distance of 28.8 miles beyond the La Honda road. Plans have been completed for the section from the La Honda road to the Saratoga Gap, 13.9 miles, and are partially completed for the remaining 14.9 miles.
MAINTENANCE PLANNED
At Woodwardia, the Skyline connects with the Los Gatos-Santa Cruz state highway and also with the  county road to Santa Cruz via Soquel. Traversable sections between La Honda road and Woodwardia will be taken over for maintenance on January 1.
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PHOTOS AND CAPTIONS

Page of Pictures Top and Bottom
PICTURES CAN ONLY APPROXIMATE THE BEAUTY OF THE SKYLINE
VIEWS OF THE SKYLINE BOULEVARD DOWN THE SAN FRANCISCO PENINSULA
Individual Photos 1-8
1) View across Crystal Spring Dam
2) Past the Spring Valley lakes
3) Wide parking spaces are provided at scenic points
4) The wide. smooth roadway through a virgin forest
5) Near the La Honda road
6) The view toward Half Moon Bay and the ocean
7) Construction scene on the recently completed stretch
8) The highway in northern San Mateo County.
Photos by A.W. McCurdy
Happy New Year photo and close-up caption: ON THE SKYLINE BOULEVARD  A scene like this is hardly to be expected a few miles from the San Francisco city limits. The view was taken in the San Mateo hills in a section of the new highway recently completed and opened to traffic.
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AbbiOrca.com: At Pomponio Creek, Tour of California Redux

To see more exciting  bicycle racing photography, please click here  AbbiOrca.com

[Image below by Russ & Nancy Wright, AbbiOrca.com]

Pomponio

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John Vonderlin: Coastside Roads: Davenport to Waddell Bluffs Project

road4

Story by John Vonderlin

Email John: benloudman@sbcglobal.net

Hi June,

This is from the May 1939, issue of the “Highways and Public Works,” pamphlet. I’ve also attached a photo of Mr. Skeggs, the engineer

Skeggs

for many important District IV projects, including this one, along the coast. Enjoy. John
P.S. I’ll soon have comments on what you can observe in the photos, as well as how things have changed up to today. Though they predicted the Tunitas project would be funded in the next biennium, probably right after the Pescadero-San Gregorio project in their plans, a little matter of W.W. II got in the way. I’ve looked through a thousand pages in the War years and so far, nothing.

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From San Francisco to Santa Cruz, State Highway Route 56, Bear Sign Route 1, closely follows the ocean and is a part of the Coast Highway, which will ultimately extend along the greater portion of the ocean front from Mexico to Washington.
There is at present under construction in District IV, a segment of this highway in Santa Cruz County, located on a high, bare bench of Monterey shale. The portion under construction commences 11 miles north of the City of Santa Cruz, and extends along a new alignment for 8.2 miles. The small unincorporated Town of Davenport, is at the southern terminus, and the northern terminus is Waddell Creek.
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Northerly of Waddell Creek for over a mile the Waddell Bluffs face the ocean. To construct a highway along these bluffs will challenge the ability and experience for the locating and constructing forces when funds become available to reconstruct the existing road, which leads a precarious existence, menaced on one side by the fury of the ocean and slides and erosion from the bluffs on the other.
The high Monterey bench is easily eroded, and four large creeks with their headwaters in the Ben Lomond mountains have trenched deeply through the shale, making it necessary to dip sharply into their valleys with the new location. The areas of the stream sheds are in general not of large extent, the longest not exceeding 10 miles in length; but the rainfall often exceeds 60 inches per year, producing heavy runoff.
The original trail was improved in 1852 by the County, and to avoid the saw tooth bluffs the road was located a considerable distance back from the coast, requiring the climbing of minor summits to regain the ocean front.
The State took over this highway for maintenance in 1933 under legislative action. When funds became available for reconstruction, surveys showed that a large saving in mileage and in rise and fall would be had by skirting the ocean bluff.
The new highway will be 8.2 miles long, starting approximately one-half mile south of Davenport and extending to the Waddell Bluffs. This is a saving over the old road of 2.1 miles of distance, with the elimination of 133 curves and 5,030 degrees of curvature, and a reduction of .4% of the maximum grade, as well as the saving of 300 feet of elevation.
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There will be only minor stretches of 7% grade. The roadway surfacing will be 22 feet wide, consisting of a road mix ROMC-3 binder for a depth compacted of .21 of a foot with D. G. material and 7 foot wide shoulders on each side, treated with a seal coating of screenings and 90-95% liquid asphalt.
Two of the large streams will be bridged with large reinforced concrete arch culverts, and the third stream, Scott Creek, will be taken care of by a reinforced concrete bridge, 160 feet in length, resting on concrete piles. The fourth stream, which is Waddell Creek, will not be bridged until the section through the Waddell Bluff has been realigned.
Considerable truck farming is in progress all along this entire route, this coast route being naturally the only road available for people living on the Western slopes of the Santa Cruz and Ben Lomond country. There is a comparatively small amount of dense fog.
The ultimate distance from Santa Cruz to San Francisco, via the Coast Road, will be approximately the same as other inland routes, with the added features of no cross traffic and the absence of long sustained grades. This improvement, along with others, eventually should be a great boon to truck transportation, also recreational purposes, and even for through traffic service a new, fast and scenic highway is in the making.
The progress to date has been very good, due to the unusual amount of rainfall this last winter. It has been possible to work a continuous 2-8 hour shifts, without any interruption with the equipment even during the rain, due to the Monterey shale and sand formation.
This is the third section of the Ocean Shore Highway to be improved since 1936; the first 3 mile section just out of the City of San Francisco, and the second section being the San Pedro relocation, between Farallone City and Rockaway Beach, a distance of 6 miles. It is expected another difficult section will be constructed during the next biennium in the neighborhood of Tunitas Creek.
The project is being built on a cooperative basis from Federal, State, and Joint Highway District No. 9 funds. Joint Highway District No. 9 comprises the counties of San Francisco, San Mateo and Santa Cruz.  The directors of the District are members of the Boards of Supervisors of the respective counties; John M. Ratto representing San Francisco county, Alvin Hatch, San Mateo County, and George Ley, Santa Cruz County.
Excellent progress is being made in the construction of this highway, and it is expected it will be opened to traffic before the contract date for completion, which is December 14, 1939.

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John Vonderlin: Good Stuff about Loren Coburn

Story by John Vonderlin

Email John: benloudman@sbcglobal.net

Loren Coburn / Henry Cowell, Birds of a Feather?

Hi June,
Here’s some more Loren Coburn info I ran into. Being curious, while I was websearching his name, I clicked on Wikipedia’s “Coburn, California” article, wondering where that is. Well, it is an unincorporated community, sitting along the Southern Pacific Railroad line, five and half miles south of Greenfield, the self-promoted “Broccoli Capitol of the World.” Surprise! Surprise! It is named Coburn in honor of Loren Coburn. They did so because he “donated” some of his land for a railroad right-of-way. For those not familiar with Greenfield, it sits off Highway 101, about 33 miles south of Salinas.
While I was working through the numerous articles in the Newspaper Archive and Chronicling America websites dealing with Loren’s seemingly endless court battles, I came on one that included Henry Cowell’s, the Lime King, testimony in Mr. Coburn’s incompetence trial. Mr. Cowell had known Loren for thirty years, frequently having business dealings with him and felt he was competent.
Remembering the highly successful and highly private Mr. Cowell, from an earlier set of postings, I did a search of him to see if there were any other relevant Coburn connections. So far, nothing more about Mr. Coburn and him, but I did find a “Birds of a Feather” circumstance, as many of the articles dealt with various legal suits, by him or against him, through the years.  Being a rich and famous capitalist apparently had its negative aspects, particularly in that laissez-faire era of monopolistic practices, something Mr. Cowell seems to have been a practioner of,  in regards to his lime business.
Mr. Cowell, as you know, was not only the Lime King, he was a real estate baron, with land in dozens of counties, including San Mateo. Fifty years later, upon the death of S.H. Cowell, his son, that real estate, worth more then 12 million dollars, was donated to a foundation to continue the family’s previous philanthropic efforts.  (Lighthouse for the Blind, Visiting Nurses Association, San Francisco Earthquake Relief Fund, etc.) Since then the foundation has distributed $242 million dollars, in over a thousand grants, yet is still worth $126 million.
I also found some interesting stuff about  Mr. Cowell’s 84th and final year of life, 1903. It may have been a case where his extensive real estate contributed to his death or was it a broken heart?
This first article is from the March 3rd, 1903, issue of the “San Francisco Call.”
MAKES TARGET
OF MILLIONAIRE
AND LABORERS
Special Dispatch to The Call.
MERCED, March 2.— A sensational shooting affray took place on the Cowell ranch, about sixteen miles from this city, this forenoon. Henry Cowell, the millionaire president of the Cowell Lime and Cement Company of Santa Cruz, a resident of San Francisco, and owner of a 2000-acre ranch on the Merced River, was severely wounded and narrowly escaped death.
The information was telephoned to the county seat, and the Sheriff, District Attorney and two physicians went to the scene. Sheriff Swan returned this evening, and gives the following particulars: The shooting was done by Leigh Ingalsbe, manager of the Ingalsbe ranch, which adjoins the Cowell property. A short time ago some of Cowell’s cattle trespassed on the Ingalsbe ranch and destroyed some corn. Ingalsbe wrote to Cowell demanding $500 damages. Cowell replied by letter, characterizing the claim as out of proportion to the loss, which he declared was trifling.
Cowell came to his ranch a day or two ago and today Ingalsbe was passing by the place on the county road near which was Cowell, his foreman, Milton Thomas, and a  number of laborers. After a few incoherent words Ingalsbe opened fire with a revolver. One bullet passed through Cowell’s left shoulder, making a flesh wound.  Another  passed across
Thomas’ stomach, cutting his watchchain and button from his waistcoat, but not wounding him. . Other shots were aimed in the direction of the hired men, but none struck.
Ingalsbe went to his home. On the arrival of the officers and physicians he was found to be a raving maniac. A physician and two special deputies were left in  charge of him. The other physician took charge of Cowell and will accompany him to San Francisco in the morning.
The aggressor is about 30 years of age. His father, who owned a large ranch, died a few months ago. and the son has since been manager of the property.
The next day the newspaper had a small article noting :
Millionaire Cowell Improves Rapidly
Stockton March 3–The condition of millionaire Henry Cowell who was shot at his ranch yesterday near Snelling, Merced county, by Leigh Ingalsbe, is not at all serious. The wound was a flesh wound only and Cowell is able to move his arm about to-day. Ingalsbe is still at his own ranch, under guard, a raving maniac. Ingalsbe is a brother-in-law of William H. Lewis, a cashier at Wells, Fargo and Company in Stockton.”
Just two months later after this near tragedy, real tragedy visited Henry, an extremely family-oriented man, as this ‘San Francisco Call” article from the May 15th, 1903 issue details:
MISS COWELL MEETS DEATH IN RUNAWAY
DAUGHTER OF MILLIONAIRE ACCIDENTALLY KILLED IN SANTA CRUZ
Mrs. Frank George, Her Companion, Receives Severe Injuries
Horse Becomes Frightened and Dashing Along Rough Road
Throws Occupants Out of a Cart on Pile of Rocks
SANTA CRUZ May 14–Miss Sarah Cowell of San Francisco, a daughter of Henry Cowell, the millionaire lime and cement dealer, was killed this morning by being thrown from a cart on top of a pile of stones. Her friend, Mrs. Frank George, was badly injured and is in critical condition. Miss Cowell had been visiting Mrs. George, whose husband is superintendent of the Henry Cowell Lime and Cement Company. The George family resides in the old Cowell home, where the millionaire’s daughter was born.
Mrs. George and Miss Cowell left for an outing in a cart this morning, and were
above the upper kilns, which are about six miles from this city, when the accident happened. The road at that point is very steep, rough and rocky. Just how the accident occurred is not known, as Mrs. George has not fully regained consciousness. It is believed, however, that the horse became frightened and ran away, throwing the occupants out of the cart.
The first known of the accident was when Nate Bowers, a workman at the kilns, saw a cloud of dust on the road. He at first thought it was caused by one of the big teams coming down the grade. Later he saw Mrs. George staggering in the road and ran to her assistance. Near by, lying on a pile of rocks, was Miss Cowell. She was still breathing, and Patrick Dorsey, the foreman of the kiln, came to this city for medical attendance. He returned with Dr. H. H. Clark, but when the physician reached the scene of the accident Miss Cowell was dead. Her death resulted from a fracture of the skull.
Mrs. George was removed in a carriage to the George home, about two miles distant from the place where the accident happened, and the body of Miss Cowell was subsequently taken to the same place. George was at Felton at the time and it was nearly noon when he reached home.
Mrs. George is badly cut on the face and left temple and is badly bruised on the body. Her condition is considered critical. Miss Cowell recently returned from a European tour. She was about 40 years of age and was born in Santa Cruz, where her schooldays were spent. She leaves a father, two sisters. Misses Belle and Mamie Cowell. and two brothers,
Ernest and Harry Cowell.
This tragedy was followed just a few months later with Mr. Cowell’s own death. In this initial article the five month old bullet wound was blamed. Note that it is said to have “completely wrecked his nervous system.” I’d suggest that an 84 year old man who had ruled his world and his family totally, only to have  cruel fate show him who is master of this world, may have died of a broken heart.
WELL-KNOWN MERCHANT
IS CALLED BY DEATH
Henry Cowell Succumbs to the Effects of a Wound in the Shoulder.
Henry Cowell, for many years a prominent merchant in this city, passed quietly away at an early hour yesterday morning at his late residence, 413 Hyde street. The cause of death is said to have been a bullet wound received in the southern part of the State several months ago. At that time Mr. Cowell had been visiting his ranch in Merced County. He had
some trouble with a man named Ingoldsby (sic) over land. The latter shot Cowell with a revolver, the bullet taking effect in the shoulder.
The injured man apparently recovered from the effects of the wound, but lately it had bothered him and is said to have completely wrecked his nervous system. He was taken ill several days ago and became worse till he passed away yesterday morning. No arrangements have as yet been made for the funeral.
Just a few months later the final chapter of this account was detailed in a November 12th, 1903 article in the “Call”
JURORS ACQUIT LEIGH INGALSBE
FIND HIM NOT GUILTY OF KILLING MILLIONAIRE COWELL
TRIAL OF DEFENDANT COSTS MERCED COUNTY MORE THEN $10,000
MERCED Nov. 11–The jury in the case of Leigh Ingalsbe, in the murder of Henry Cowell, the millionaire lime manufacturer, returned a verdict of acquittal this morning after being out all night. The lawyers for the defendant sprang a surprise yesterday by submitting the case without argument. Hiram Johnson of San Francisco and F. H. Farrar of Merced assisted District Attorney Hoar in the prosecution. The defense was conducted by F.G. Ostrander of Fresno, G.G. Goucher of Madera, and W. M. Gibson of San Francisco. Ingalsbe shot Cowell last March and was acquitted on a charge of assault to murder charge on the ground of insanity. Cowell’s death followed in August and now his assailant is acquitted of the murder charge. The defense in the murder trial claimed that Cowell’s death did not result from the bullet wound. The trial lasted a month and cost the county more then $10,000.
Seven years later, there was a small article mentioning a Leigh Ingalsbe of Oakland was charging a musician with embezzlement of a cornet. It seems an odd bit of synchronicity in that a coronet is the small crown worn by princes and princesses or other nobles just below the sovereign, as well as the upper part of a horse’s hoof. Enjoy. John
coburn1coburn2jpg

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John Vonderlin Warns In This Weather: Keep Your Eyes on the Road

Story by John Vonderlin

Email John: benloudman@sbcglobal.net

Hi June,
I’m sure there are a ton of lessons in this story. Like, don’t distract the driver with your paranoia, and keep your eyes on the road and your hands on the wheel, or as it is immortally earwormed into my brain by the 1959 hit,  sung by Paul Evans and the Curls, Seven Little Girls (Sitting in the Back Seat)
All together now, one, two, three
Keep you mind on your drivin’
Keep you hands on the wheel
Keep your snoopy eyes on the road ahead
Car2
Hi June,
This was a splashy front page story in the October 30, 1905 issue of the “San Francisco Call. It was particulary newsworthy because automobiles were so new. I imagine like Miss Nicoll, many readers were thereafter hesitant about ever riding in one of the infernal devil machines after learning of her fate. There are more then a million Americans in their graves who didn’t heed her lesson. I hope the storm on Tuesday doesn’t add to the total. Let’s all be extra careful on this first big storm of the rainy season. Enjoy. John. .
One Dead and Three Injured in the Accident

The automobile is reaping its grim harvest of death. Miss Susa. W. NicoII of 628 Haight street„ was instantly kilied yesterday morning by the overturning of an automobile on the road between San Mateo and Half moon Bay, about four and a half miles out of the former place. The three other occupants of  the machine, two women  and the man chauffeur were pinioned beneath the heavy vehicle and one .of them was seriously injured. Miss Emily Curtis, principal of the California School of Elocution in the Y.M. C. A: building; living at 694 Haight street, was caught in the steering gear and badly hurt. Her jaw was fractured in two places and it is feared that she may be internally injured.
Miss Kate Fox.of 730 C street, miraculously escaped instant death and serious injury. The auto was driven by J. Hall Lewis, president of  the Half moon Bay Bank. Lewis extricated himself from the wreck and escaped with a fractured thumb  and painful bruises. He says that the steering gear of his vehicle gave way.
The accident occurred about 10:30 a.m. The  three women, strangers to Lewis, accepted his offer of a ride to a real estate tract, opened yesterday for sale near Half moon Bay. An excursion planned by the W. D. Potter Real Estate Company, of 304 Montgomery street brought  the  three women to San Mateo yesterday morning. Owing to an overcrowding of the buses which were to carry  the  prospective buyers, Manager J. W. Brophy  accepted the offer of Lewis who was about to start in  his auto  for Half moon  Bay, to carry the three ladles who had been crowded out of fhe carryalls. .
MISS NICOLL HESITATED.
Miss Nicoll demurred, fearing to ride in the machine, but was finally assured of the safety of the ride by Lewis. The auto ran at a moderate rate of  speed. When Crystal Spring Lakes dam was reached, the machine started on a downgrade.  Miss Nicoll sat in the rear seat with Miss Fox, while Miss Curtis rode with the chauffeur. Lewis says he was not making more than eight miles an hour, and in this statement he is borne out by Miss Fox. When the descent was begun, Miss  Nicoll, became nervous and said, “Don’t go so fast; go slower, you are going too fast.”
Lewis, anxious to accede to his guest’s wishes, reduced his speed and turned to  Miss Nicoll, saying,.”How is this?” No sooner had  he uttered the words than the fore wheels struck a rock. The auto instantly turned turtle. The steering gear refused to work in response to Lewis’  pull at the wheel and the wheels cramped, throwing the machine completely over.
Miss Nicoll, thrown as from a catapult, struck the ground clear of the automobile. Her skull was fractured and her neck was broken. Death was instantaneous. Lewis and Miss Curtis were entangled with the steering gear, Miss Curtis sustaining a double fracture of the jaw and many lacerations and bruises. Miss Fox was completely hidden from view. Pinned under the heavy vehicle, the inclosure (sic) of the rear seat held up the frame and saved the young woman’s life. It was three-quarters of an hour before the machine was jacked up arid the woman released fromher precarious predicament. Though painfully bruised, she escaped serious injury. The injured were taken to San Mateo, where they were treated by Dr. Morrison. The body of Miss Nicoll was removed by Deputy Coroner Booth of San Mateo, viewed by a hastily impaneled jury, and taken to’ McCarthy undertaking parlors. The accident, so sudden and unaccountable, was witnessed by. Walter A. Corcoran and George A. Rowland; agents, for the Potter Company. The two men were driving toward San Mateo, where they observed the automobile, without apparent reason, suddenly stop and turn over. They hastened to the rescue of the party, and conveyed them to San Mateo. They say the machine was running at a moderate rate of speed.
LEWIS IS PROSTRATED.
Lewis was prostrated by  the  unfortunate accident and offered to surrender himself to the authorities, but was allowed to go on his own recognizance. He said “I was running carefully, at the request of Miss Nicoll, who seemed exceedingly timid. On the downgrade, leaving Crystal Spring Lakes dam she asked me to slow down. I had just acceded to her  demand  when my forewheels struck a small rock. The steering gear was thrown out, for it did not respond to my attempt to overcome the divergence of the wheels caused by contact with  the  rock. The next instant the  machine  turned. I was not making more than eight miles an hour down a gradual grade at the time  of the accident.”
Miss Fox said, “Mr. Lewis was running slowly. I do not  see how the accident happened. “We planned to go to the new lots that are on sale near Half moon  Bay.” The buses were  crowded, so Mr. Lewis, whom we had  hereto not known, at  the solicitation of the manager of the sale, offered his auto to us.  Miss Curtis and myself were willing to  take the ride, but Miss Nicoll was frightened. Mr. Lewis  ran slowly, at her request. Mr. Lewis was certainly not in any way to blame.  It seemed to me that the auto ran into the bank at the: side of the road, but Mr. Lewis denies this. It all happened so suddenly. I cannot
fully comprehend it yet.”
Miss  Curtis was so badly hurt that she could give no lucid  account of the occurrence. She was taken to her home in this city under the care of. Dr.  Morrison.  Miss Nicoll had been in the employ of the Pacific Mail Steamship Company’s offices  for the  last twenty- seven years. She was 46 years of age and leaves, a widowed mother arid sister to mourn her untimely demise.

Car

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John Vonderlin comments: Miss Nicoll couldn’t fasten her seat belt, as they hadn’t been invented yet. But, I’m sure she’d tell us all to if she could.

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John Vonderlin: Everything you Wanted to Know About The Friendly Sea Bean

Story by John Vonderlin

Email John: benloudman@sbcglobal.net

SeaBean1Seabean2

Hi June,
Dr. Ebbesmeyer is flying to Florida to deliver the Keynote speech for the International Sea Bean Symposium’s 14th Annual Meeting. I remember how when I first started researching online for info about the odd marine debris I was finding at Invisible Beach, I found their website, It made me feel a lot more mainstream. If you’re not familiar with Sea Beans (Drift Seeds) this excerpt from Wikipedia explains:
“Drift seeds (also sea beans) and drift fruits are seeds and fruits adapted for long distance dispersal by water. Most are produced by tropical trees, and they can be found on distant beaches after drifting thousands of miles through ocean currents. Consequently, drift seeds and fruits are of interest to scientists who study these currents.
In botanical terminology, a drift fruit is a kind of diaspore, and drift seeds and fruits are disseminules”
I don’t know if these things show up here very often. Probably not, as they are usually of tropical origin, and the gyre’s current brings things here from Japan and the North Pacific, not from further south, at least as far as I’m aware. They have a website, Seabean.com, that might be interesting to beachcombers curious about what others around the world are attracted to collect. Enjoy. John

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Urban Explanation: The Definition of beyondart

To view the definition of “beyondart,” please click here

John Vonderlin comments:

Hi June,
I was curious who Fred Ressler, the wordy fellow who defined “BeyondArt,” is, so I websearched him. Besides contributing 24 definitions of old and newly coined words to the Urban Dictionary, he photographs pareidolic shadows. Some of them are so good, I’m not sure they aren’t fake. I’ve attached a ScreenShot of some of his work. You can access more by using his name as a search term. Thanks for the postings and pointing me towards this. Enjoy. John
FRFR
Email John Vonderlin: benloudman@sbcglobal.net

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