History of California 1900 to present
|Part of a series on the|
|History of California|
for events through 1899, see History of California through 1899.
After 1900, California continued to grow rapidly and soon became an agricultural and industrial power. The economy was widely based on specialty agriculture, oil, tourism, shipping, film, and after 1940 advanced technology such as aerospace and electronics industries - along with a significant military presence. The films and stars of Hollywood helped make the state the "center" of worldwide attention. California became an American cultural phenomenon; the idea of the "California Dream" as a portion of the larger American Dream of finding a better life drew 35 million new residents from the start to the end of the 20th century (1900–2010). Silicon Valley became the world's center for computer innovation.
- 1 California demographics
- 2 California Earthquakes
- 3 California oil industry
- 4 California businessmen
- 5 California women
- 6 Progressive Movement
- 7 Organized labor
- 8 Radical politics
- 9 California water projects
- 10 California's Highway System
- 11 California movies, radio and TV
- 12 California Aerospace and Shipping
- 13 California shipping
- 14 California Naval Bases
- 15 California growth after World War II
- 16 California as an economic power house
- 17 California High-tech expansion
- 18 California Post 2000: problems mount
- 19 See also
- 20 References
- 21 Bibliography
California is now the most populous state in the United States. If it were an independent country, California would rank 34th in population in the world. California has had waves of immigration and emigration over the years. The first big wave was the California Gold Rush miners and businessmen as well as their many supporters.
The non-Indian population of California in 1840 was about 8,000 as confirmed by the 1850 U.S. Census which asked everyone their place of birth. The Indian population is unknown but has been variously estimated at about 50,000 to 150,000 in 1840. The population in 1850, the first U.S. California census, does not count the Indian population and misses the largest city in California then, San Francisco, Santa Clara and Contra Costa counties whose censuses were lost before they could be included. A corrected California 1850 Census would go from 92,597 (the uncorrected "official number) to over 120,000. The 1850 U.S. California Census, the first census that included everyone, showed only about 7,019 females with 4,165 non-Indian females older than 15 in the state. To this should be added about 1,300 women greater than 15 from San Francisco, Santa Clara, and Contra Costa counties whose censuses were lost and not included in the totals. This gives about 5,500 females greater than age 15 in a total California population (not including Indians who were not counted) of about 120,000 residents in 1850 or about 4.5% female. The number of women in the mining communities and mining camps can be estimated by subtracting the roughly 2,000 females who lived in predominately Californio (Hispanics born in California before 1848) communities and were not part of the gold rush community. About 3.0% of the gold rush Argonauts before 1850 were female or about 3,500 female Gold Rushers compared of about 115,000 male California Gold Rushers.
By California’s 1852 State Census, the population has already increased to about 200,000 of which about 10% or 20,000 are female. Competition by 1852 had decreased the paddle steamer steam ship's fare via Panama to about $200. Many of the new California residents sent off for their wives, sweethearts and families. After 1850 the Panama Railroad (completed 1855) was already working its way across the Isthmus of Panama making it ever easier to get to California in about 40 days. The "normal" male to female ratio of about one to one would not arrive until the 1950 census. California for over a century was short on females.
The gold rush emigrations coming to California continued to build till the end of Gold Rush in the 1880s. The 1900 census showed emigrations down to "only" a 20% growth rate. The early 1900s showed a massive population increase of over 60% between 1900 and 1910. The population more than doubled again in the next 20 years by 1930. Foreign emigration largely ceased during the Great Depression as immigration to the U.S. was held to a low of 23,068/year by 1933 and only starting to increase significantly in 1946 when immigration was back up to 108,721/year and many foreign workers were deported. There were not enough jobs to go around. These very low immigration limits, unfortunately, had the effect of limiting the options of those trying to escape the coming terror in Nazi controlled Europe. The massive buildup of U.S. workers in California in the World War II years from other states increased the California population to 10,586,223 by 1950. The continuing prosperity in the 1950s and 1970s again almost doubled the California population again to 19,953,134 by 1970. The 1970-2010 population growth has still been substantial but has held to "only" about a 15% growth rate per decade. By 2010 the population growth had been lowered to 10% by the high taxes and high cost of living in California.
(See also: List of earthquakes in California)
An earthquake (also known as a quake, or tremor) is a violent movement of the rocks in the Earth's crust. They commonly occur along junctions of the earth's tectonic plates. Earthquakes are the result of a sudden release of energy in the Earth's crust as built up stress due to relative plate movement is abruptly released. This release creates strong seismic waves of energy that travel through the Earth that cause the earth to shake and sometimes fracture. Earthquakes are nearly always concentrated along faults where previous earthquakes have already weakened the earth's crust. Earthquakes usually only last 10-50 seconds, but aftershocks of lower intensity may give repeated shocks over a long period of time. During the very largest earthquakes, fault rupture can continue for up to 5 minutes as the rupture spreads over a length of several hundred miles (km). For these strong earthquakes very high levels of aftershocks mean that continuous ground shaking can be felt for some hours and intermittent aftershocks for days or even weeks.
Earthquakes in California are common occurrences since the state is traversed by six major slip-strike fault systems with hundreds of related faults, many of which are "sister faults" of the infamous San Andreas Fault that runs nearly the full length of California at the juncture of the the Pacific Plate and the North American Plate. The fault systems include the Hayward Fault Zone, Calaveras Fault, Clayton-Marsh Creek-Greenville Fault, and the San Gregorio Fault. Significant blind thrust faults (faults with near vertical motion and no surface ruptures) are associated with portions of the Santa Cruz Mountains and the northern reaches of the Diablo Range and Mount Diablo. California earthquake forecast gives a rough estimate of where the main earthquake zones in California are. Earthquake damage depends on what area is hit and on how close to the surface the center of the earthquake is located and its magnitude. Earthquake damage, for a given magnitude earthquake, to human structures depends on how well the buildings are built and on on what the structures are located on. Buildings on soft or filled-in soil suffer the most because they feel shock waves most strongly. Buildings on bedrock suffer less damage because the ground is firmer. Sometimes the ensuing fires, floods or tsunamis caused by the earthquake are often where the greatest damage occurs.
The 1906 San Francisco earthquake was a major earthquake that struck the city (then the largest in California) and nearby communities at 5:12 a.m. on Wednesday, April 18, 1906. Devastating fires broke out in the city that lasted for several days destroying about 28,000 buildings. As a result of the quake and fires, over 3,000 people died. and over 80% of San Francisco was destroyed. The death toll from the earthquake and resulting fire is the greatest loss of life from a natural disaster in California's history.
The most widely accepted estimate for the magnitude of the earthquake is a moment magnitude or Richter scale magnitude (Mw) of 7.8; however, other values have been proposed, from 7.7 to as high as 8.25. Shaking was felt from Oregon to Los Angeles, and inland as far as central Nevada.
The San Francisco 1906 earthquake was caused by a rupture on the San Andreas Fault, a continental transform fault that forms part of the tectonic boundary between the Pacific Plate and the North American Plate. The fault is characterized by mainly lateral motion where the western (Pacific) plate moves northward relative to the eastern (North American) plate. The 1906 rupture propagated both northward and southward from its epicenter for a total of about 300 miles (480 km). The San Andreas fault runs the length of California from the Salton Sea in the south to Cape Mendocino to the north, a distance of about 810 miles (1,300 km). The earthquake ruptured the northern third of the fault for a distance of about 300 miles (480 km). The maximum observed surface displacement was about 20 feet (6 m); however, geodetic measurements show displacements of up to 28 feet (8.5 m) in some places. The most recent analysis by the United States Geological Survey (USGS) shows that the most likely epicenter of the 1906 earthquake was very near Mussel Rock on the coast of Daly City, an adjacent suburb just south of San Francisco.
A strong foreshock preceded the mainshock by about 20 to 25 seconds. The strong shaking of the main shock lasted about 42 seconds. The shaking intensity as described on the Modified Mercalli intensity scale reached VIII in San Francisco and up to IX in areas to the north like Santa Rosa where destruction was devastating. There were decades of minor earthquakes – more than at any other time in the historical record for northern California – before the 1906 quake. Widely interpreted subsequently as precursory activity to the 1906 earthquake.
Due to a widespread practice by insurers to indemnify San Francisco properties from fire, but not earthquake damage, most of the destruction in the city was blamed on the fires. Some property owners deliberately set fire to damaged properties, in order to claim them on their insurance. Capt. Leonard D. Wildman of the U.S. Army Signal Corps reported that he "was stopped by a fireman who told me that people in that neighborhood were firing their houses… they were told that they would not get their insurance on buildings damaged by the earthquake unless they were damaged by fire. The insurance industry eventually paid out over $250,000,000 (the largest amount they paid out for the next 60 years) which significantly helped to rebuild the city." Building standards of the original 1906 buildings had almost no earthquake resistance built in. Since 1906 earthquake standards have been steadily upgraded as damages caused by earthquakes are investigated. Unfortunately, a lot of older buildings do not meet today's standards and it would typically cost too much to upgrade them. It was discovered in 1906 (again) that all masonry type structures build of brick and un-reinforced concrete are resistance to fire but not earthquakes. A detailed analysis of the city of San Francisco today estimates that an earthquake over 7.0 magnitude would completely destroy or seriously damage many sections of San Francisco and could possibly result in thousands of deaths. Today, in most communities structures build to later earthquake standards would do well in all but the strongest earthquakes. The water mains etc. needed for fighting fires have all been upgraded but how well they would survive can only be found at the next earthquake—which is coming.
California oil industry
The oil has been a major industry for over a century. Oil production was a minor factor in the 19th century, with kerosene replacing whale oil and lubricants becoming essential to the machine age. Oil became a major California industry in the 20th century with the discovery on new fields around Los Angeles and the San Juaquin Valley, and the dramatic explosion in demand for gasoline to fuel automobiles and trucks. In 1900 California pumped 4 million barrels, nearly 5% of the national supply. Then came a series of major discoveries, and the state pumped 100,000,000 barrels in 1914, or 38% of the national supply. The early 20th century were the boom years and today California’s crude oil output accounts for about 200 million barrels out of the total 1,800 million barrels of oil produced in the U.S. California drilling operations and oil production are concentrated primarily in Kern County, San Joaquin Valley and the Los Angeles basin. As of 2012, California was the nation's third most prolific oil-producing state, behind only Texas and North Dakota. In the past century, California’s oil industry grew to become the state’s number one GDP export and one of the most profitable industries in the region.
California pioneers after 1848 discovered an increasing number of oil seeps—oil seeping to the surface, especially in Humboldt, Colusa, Santa Clara, and San Mateo Counties, and in the asphaltum seeps and bituminous residues in Mendocino, Marin, Contra Costa, Santa Clara, and Santa Cruz Counties. In Southern California, large seeps in Ventura, Santa Barbara, Kern, and Los Angeles Counties received the most attention. Interest in oil and gas seeps was stirred in the 1850s and 1860s, Interest became widespread after the 1859 commercial uses of oil were demonstrated in Pennsylvania. Kerosene quickly replaced whale oil for lighting, and lubricating oils became an essential product in the machine age.
The early oil ventures in the 1850s and 1860s were well-funded, but all of them failed. The drillers spent $1 million and their poor quality oil was worth only $10,000. In 1866 the first oil refinery in California was built near McKittrick Tar Pits in Kern County to process kerosene and asphalt.
The story of oil production in California began in the late 19th century. At the turn of the century, oil production in California continued to rise at a booming rate. In 1900, the state of California produced 4 million barrels. In 1903, California became the leading oil-producing state in the US, and traded the number one position back-and forth with Oklahoma through the year 1930. Production at the various oil fields increased to about 34 million barrels by 1904. By 1910 production has reached 78 million barrels.
In 1920, oil production in California had expanded to 77 million barrels. Between 1920 and 1930, new oil fields across Southern California were being discovered with regularity including Huntington Beach in 1920, Long Beach and Santa Fe Springs in 1921, and Dominguez in 1923. Southern California had become the hotbed for oil production in the United States.
However, the development of increased oil production in California had consequences. The additional California oil fields—along with booming oil supplies in Texas and Oklahoma, put downward pressure on the price. In the 1930s the Texas railroad Commission took charge of allocating oil production among the states to keep prices from falling to pennies a barrel.
After a century, the the San Joaquin Valley remains a major producer. The Kern County part of the valley in 2008 had over 42,000 producing oil wells that provided about 68% of the oil produced in California, 10% of the entire United States production, and close to 1% of the total world oil production. Add to that another producing 2,000 wells in Fresno County. If the Valley was a state in its own right, it would rank right behind Texas, Alaska and Louisiana as the fourth largest oil producer in the country.
The Valley is also home to 21 giant oil fields that have produced over 100 million barrels of oil each, with four "super giants" that have produced over 1 billion barrels of oil. Among these "super gaints" are Midway-Sunset . . . the largest oil field in the lower 49 United States, and Elk Hills . . . the former U.S. Naval Petroleum Reserve.
For a Chronology of the state's oil industry see California oil and gas industry#Chronology of the California oil industry
In 2012 the state ranked 13th largest producers of natural gas with a total annual production of 248 billion cu feet of gas. Today natural gas is the second most widely used energy source in California. About 45% is now burned in gas fired electric generator plants for electricity generation; the proportion increases as coal burning plants are phased out. About 9% of the natural gas is used in facilitating the extraction of more oil and gas. Another 21% is used for residential space and water heating, cooking, clothes drying, etc.; 9% is used for commercial building and water heating, 15% is used in industrial use. California imports about 85% of its natural gas using six large gas pipelines from Texas, New Mexico and Canada.
In 1911 a new California Assembly created a new railroad commission with vastly enlarged powers and brought public utilities under state supervision. Organized businessmen were the leaders of both of these reforms. The driving force for railroad regulation came less from an outraged public seeking lower rates than from shippers and merchants who wanted to stabilize their businesses. Public utility officers spearheaded campaigns for the passage, and, later, the enlargement of the Public Utilities Act. They expected that state regulation would reduce wasteful competition between their companies, improve the value of their companies' securities, and allow them to escape continual wrangling with county and municipal authorities.
Although the businessmen were influential in obtaining the passage of bills the wanted, no group of businessmen dominated the California legislature or the railroad commission after 1910. Legislation proposed by some businessmen were opposed by other business interests. Organized labor made significant gains during the Progressive Era, but they were not a result of the benevolent, middle-class reformer actions, but of a powerful lobbying activity on the part of unions with their solid base in San Francisco and Oakland.
In the 1920s, most progressives came to view the business culture of the day not as a repudiation of progressive goals but as the fulfillment of it. The most important progressive victories of 1921 were the passage of administrative reorganization laws, the King Bill, increasing corporate taxes, and a progressive budget. In 1927-31, governor Clement Calhoun Young (1869–1947) brought more progressivism to the state. The state began large-scale hydroelectric power development, and began state aid to the handicapped. California became the first state to enact a modern old-age pension law. The state park system was upgraded and California (like most states) rapidly expanded its highway program, funding it through a tax on gasoline, and creating the California Highway Patrol.
California women had the right to own property in their own name since the First California Constitution in 1850. In 1911 California voters, in a special election, narrowly granted women the right to vote, nine years before the 19th Amendment enfranchised women nationally in 1920; but over 41 years later than the women of Wyoming had been granted the right to vote. Women's clubs flourished and turned a spotlight on issues such as public schools, dirt and pollution, and public health. California women were leaders in the temperance movement, moral reform, conservation, public schools, recreation, and other issues. They helped pass the 18th amendment which established prohibition in 1920. Initially, the women did not often run for public office.
California was a leader in the Progressive Movement from the 1890s into the 1920s. A coalition of reform-minded Republicans, especially in southern California, coalesced around Thomas Bard (1841–1915). Bard's election in 1899 as U.S. Senator enabled the anti-machine Republicans to sustain a continuing opposition to the Southern Pacific Railway's political power in California. They helped nominate George C. Pardee for governor in 1902 and formed the "Lincoln-Roosevelt League." In 1910 Hiram W. Johnson won the campaign for governor under the slogan "Kick the Southern Pacific out of politics." In 1912 Johnson became the running mate for Theodore Roosevelt on the new Bull Moose Party ticket.
By 1916 the Progressives were supporting labor unions, which helped them in ethnic enclaves in the larger cities but alienated the native-stock Protestant, middle-class voters who voted heavily against Senator Johnson and President Wilson in 1916.
Political progressivism varied across the state. Los Angeles (population 102,000 in 1900) focused on the dangers posed by the Southern Pacific Railroad, the liquor trade, and labor unions; San Francisco (population 342,000 in 1900) confronted with a corrupt union backed political "machine" that was finally overthrown following the earthquake of 1906. Smaller cities like San Jose (which had a population of 22,000 in 1900) had somewhat different concerns, such as fruit cooperatives, urban development, rival rural economies, and Asian labor. San Diego (population 18,000 in 1900) had both the Southern Pacific and a corrupt machine.
Organized labor was centered in San Francisco for much of the state's early history. By the opening decades of the twentieth century, labor efforts had expanded to Los Angeles, Long Beach and the Central Valley. In 1901, the San Francisco based City Front Federation was reputed to be the strongest trade federation in the country. It grew out of intense organizational drives in every trade during the boom around the start of the 20th century.
Employers also organized during the building trades strike of 1900 and the (San Francisco) City Front Federation strike of 1901, which led to the founding of Building Trades Council. The open shop question was at stake. Out of the City Front strike came the Union Labor Party because workers were angry at the mayor for using the police to protect strikebreakers. Eugene Schmitz was elected mayor in 1902 on the party's ticket, making San Francisco the only town in the United States, for a time, to be run by labor. A combination of corruption and unscrupulous reformers culminated in graft prosecutions in 1907.
In 1910, Los Angeles was still an open shop and employers in the north threatened for a new push to open San Francisco shops. Responding, labor sent delegations south in June 1910. National organizers were sent in during a lockout of 1,200 idled metal-trades workers. Then occurred an incident that would set back Los Angeles organizing for years, On October 10, 1910, a bomb exploded at the Los Angeles Times newspaper plant that killed twenty-one workers.
In the decade following, the rapid growth of the Industrial Workers of the World (IWW, or Wobblies) in ununionized trades, logging, wheat farming, lumber camps began extending its efforts to mines, ports and agriculture. The IWW came to public notice after the Wheatland Hop Riot when a sheriff's posse broke up a protest meeting and four people died. It led to the first legislation protecting field labor. The IWW was harmed by anti-union drives and prosecution of members under the state's California Criminal Syndicalism Act.
The IWW was also involved in the 1923 seamen's strike at San Pedro, where Upton Sinclair was arrested for reciting the Declaration of Independence. The man who became the most prominent Wobbly of all, Thomas Mooney, soon became a cause-celebre of labor and the most important political prisoner in America.
California Labor in the 1920s
The Preparedness Day Bombing killed ten people and hurt labor for decades. During the 1920s, the open shop efforts succeeded through a coordinated strategy called the "American Plan". In one case, the Industrial Association of San Francisco raised over a million dollars to break the building trades strikes in 1921 that led to the collapse of the building trades unions. This employers association cut wages twice in one year, and the Metal Trades Council was defeated, losing an agreement that had been in effect since 1907. The Seamen's Union also suffered defeat in 1921.
California Labor in the 1930s
Unions grew rapidly after 1935 with political and legal support from the national New Deal and its Wagner Act of 1935. The most serious strike came in 1934 along the state's ports. In May 1934, dock workers and longshoremen along the West Coast went on strike for better hours and pay, a union hiring hall and a coast-wide contract. Communists were in control of the union, the International Longshoremen's Association (ILA), led by Harry Bridges (1901–1990).
On "Bloody Thursday", July 5, 1934, San Francisco was swept by bloody rioting . Striking maritime workers, pitting themselves against police, took control of much of the waterfront and warehouse areas of the city. Two workers were killed and hundreds were clubbed and gassed. The West Coast Waterfront Strike lasted 83 days with longshoremen returning to work on July 31. Arbitration was agreed to and it resulted in a victory for the strikers. and the unionization of all West Coast ports in the United States.
San Francisco in the late 1930s had 120,000 union members. Longshoreman wore union buttons on their white union made caps, Teamsters drove trucks as unionists, fishermen, taxi drivers, streetcar conductors, motormen, newsboys, retail clerks, hotel employees, newspapermen and bootlacks all had representation. Against 30,000 trade union members in 1933-34, Los Angeles by the late thirties 200,000, even against a severe 1938 anti-picketing ordinance. But Los Angeles became unionized in the mass production industries of aircraft, auto, rubber, oil and at the yards of San Pedro. Later, drives for unionization spread through musicians, teamsters, building trades, movies, actors, writers and directors.
Farm labor remained unorganized, the work brutal and underpaid. In the 1930s, 200,000 farm laborers traveled the state in tune with the seasons. Unions were accused of an "inland march" against landowners rights when they took up the early effort to organize farm labor. A number of valley towns endorsed anti-picketing ordinances to thwart organizing.
In the 1933-1934 period, a wave of agricultural strikes flooded the central valley, including the Imperial Valley lettuce strike and San Joaquin Valley cotton strike. In the 1936 Salinas lettuce strike, vigilante violence shocked the nation. Again, in the spring of 1938, about three hundred men, women and children were driven by vigilantes from their homes in Grass Valley and Nevada City.
A 1938 ballot proposition against picketing, "Proposition #1," considered fascist by commentators for the state grange, became a huge political struggle. Proposition #1 failed at the polls. Soon, racist distinctions fell as California unions began to admit non-white members.
By the advent of World War II, California had an old-age assistance law, unemployment compensation, a 48 hour work week maximum for women, an apprentice law, and workplace safety rules.
"Okies" were the 250,000 hard-luck migrants who fled the Dust Bowl and depression in Oklahoma and neighboring states in the 1930s in search of a better future. Many sought farm labor jobs advertised in the Central Valley. They were harshly disparaged at the time. Police were stationed at the Arizona line to keep them out and the state legislature passed a law to keep them out, but it was overturned by the United States Supreme Court. Historian James Gregory has explored the long-term impact of the Okies on California society. Gregory finds that most came from urban backgrounds, and one in six had been a while collar worker. He notes that in The Grapes of Wrath, novelist John Steinbeck saw the migrants becoming active agitators for unions and the New Deal, demanding higher wages and better housing conditions. Steinbeck did not foresee that most Okies would move into well-paid jobs in war industries in the 1940s. The children and grandchildren of the Okies seldom returned to Oklahoma. They did leave the farms and became concentrated in Southern California's cities and suburbs. Long-term cultural impacts include a commitment to evangelical Protestantism (especially the Pentecostals and the Southern Baptists), a love of country music. populist conservatism of the sort that boosted Reagan, and strong support for traditional moral and cultural values. 
n the 1934 California gubernatorial election novelist Upton Sinclair was the narrowly defeated Democratic nominee, running on the platform of the socialist End Poverty in California (EPIC) movement, a radical response to the Great Depression. Other radical movements flourished, such as the Townsend Plan for old age pension, and "Ham and Eggs", which promised "$30 Every Thursday" to everyone over age 50. Voters narrowly rejected it in 1938 and the utopians failed to enact any panaceas; however the movements did spawn a generation of activists on the left.
California water projects
The only way California can support its extensive population and agriculture is to store water in numerous reservoirs and use pipes, tunnels, pumps and canals to distribute it where it is needed when its needed. Beginning before 1900 California has built extensive water projects costing many billions of dollars to store and move water where it is needed. California water comes primarily from snowfall in the Sierra Nevada (U.S.) in the northern part of the state during the relatively short winter from about October to March. The rest of year typically has very little rainfall or snowfall. California weather is also prone to extended droughts that can last several years. During an average rainfall year about 14% of the power used in California is generated by hydroelectricity.
The Los Angeles Aqueduct, which runs from the Owens Valley, through the Mojave Desert and its Antelope Valley, to dry Los Angeles far to the south. The aqueduct project began in 1905 when the people of Los Angeles approved a US$1.5 million bond for the 'purchase of lands and water and the inauguration of work on the aqueduct'.
On June 12, 1907 a second bond was passed with a budget of US$24.5 million to fund the project. Construction began in 1908 and completed in 1913 while employing 5,000 workers during that period.
The Los Angeles aqueduct as originally constructed consisted of six storage reservoirs and 215 mi (346 km) of conduit. Beginning three and one half miles north of Black Rock Springs, the aqueduct diverts the Owens River into an unlined canal to begin its 233 mi (375 km) journey south to the Lower San Fernando Reservoir. This reservoir was later renamed the Lower Van Norman Reservoir. Creeks flowing from the eastern Sierra are diverted into the aqueduct.
The original project consisted of 24 mi (39 km) of open unlined canal, 37 mi (60 km) of lined open canal, 97 mi (156 km) of covered concrete conduit, 43 mi (69 km) of concrete tunnels, 12.05 mi (19.39 km) steel siphons. To build it required 120 mi (190 km) of railroad track, two hydroelectric plants, three cement plants, 170 mi (270 km) of power lines, 240 mi (390 km) of telephone line, 500 mi (800 km) of roads. It was later expanded with the construction of the Mono Extension and the Second Los Angeles Aqueduct.
The Los Angeles Aqueduct uses gravity alone to move water and to generate electricity, so it is cost-efficient to operate. Finished in 1911, the Los Angeles Aqueduct was the brain-child of the self-taught engineer William Mulholland and is still in use today.
Hetch Hetchy is the name of a valley that lies in the northwestern part of Yosemite National Park and is drained by the Tuolumne River. Starting in about 1901 San Francisco started looking for a new supply of municipal water. Following the disastrous 1906 San Francisco Earthquake and fire this search intensified and they finally chose the Tuolumne River as the “best” available water resource. The City and County of San Francisco bought most of the water rights to the Tuolumne River watershed in 1910. The Hetch Hetchy project centered on damming the main Tuolumne River as it meandered through Hetch Hetchy's wide glacial-cut valley. The river, with its source in a perpetual glacier on 13,000 feet (4,000 m) Mount Lyell, drains 650 square miles (1,700 km2) of watershed of the rugged granite mountains sloping west from the Sierra Nevada (U.S.) crest. The Hetch Hetchy water system’s goal was providing up to 400,000,000 US gallons (1.5×109 l) of water per day to San Francisco and the growing Bay Region and tap the hydroelectricity power that would be generated by a dam and power station(s). After a vigorous debate the U.S. Congress passed the Raker Act in 1913 which authorized the building of dam(s), hydroelectricity plant and municipal water supply system inside part of Yosemite National Park. The act was signed by Democratic President Woodrow Wilson in February 1916.
A key element of the plan was a new dam and reservoir in the Hetch Hetchy Valley, but access to the area was poor, so a railroad was planned to help build the dam. The steep terrain dictated a 4 degree roadbed roughly twice as steep as a "regular" railroad. The steep grades dictated geared down locomotives. The first 9 miles (14 km) of the Hetch Hetchy Railroad (HHRR) were completed in 1915, and the remaining 59 miles (95 km) were completed by October 1917. Construction costs for the HHRR were about US$3 million, far less than what the city might have paid contractors to transport workers, concrete and other materials for the dam over the rough and steep terrain by 12 mule train wagons. The president of the railroad was San Francisco Mayor James Rolph, and the vice president and general manager was the construction project's chief engineer Michael O'Shaughnessy. The Hetch Hetchy Railroad (HHRR) was began as a connection of the Sierra Railway at Hetch Hetchy Junction, fifteen miles west of Jamestown, California and extended another 68 miles (109 km) to the Hetch Hetchy Dam (later named the O'Shaughnessy Dam after the chief of construction, Michael O'Shaughnessy) site for delivery of construction workers and materials. The regular trains were supplemented by trucks converted to run on the tracks to carry unscheduled loads of men and/or supplies or evacuate ambulance patients. The railroad was dismantled and part of its road bed converted into a highway after the new 2,030,000 acre feet (2.50×109 m3) capacity Don Pedro Reservoir built in 1971 flooded part of the original track line.
The vast Hetch Hetchy Project undertaking created the 360,000 acre feet (440,000,000 m3) Hetch Hetchy Reservoir, miles of tunnels and a 150 miles (240 km) aqueduct to deliver the water and power lines to deliver electricity to the Bay Area. Of the many dams, reservoirs, and power plants, three were in the high country of Tuolumne County. The main dam was built in two phases. Large pipes called penstocks channeled water down the mountain to the main Moccasin Power hydroelectricity Plant completed in 1925 and rebuilt in 1968.
In 1923, the O'Shaughnessy Dam was completed to its initial height on the Tuolumne River creating the 'Hetch Hetchy Reservoir. The dam was raised 65.5 feet (20.0 m) higher to its present 430 feet (130 m) height in 1939. The dam and reservoir are the centerpiece of the Hetch Hetchy Project, which in 1934 began to deliver water 167 miles (269 km) west to San Francisco and its client municipalities in the greater San Francisco Bay Area.
Among the Central Valley Project works was a proposal to divert water from the Trinity River in northwestern California to augment water supplies in the CVP service area. In 1948 the U.S. Bureau of Reclamation (USBR), which was responsible for the construction and operations of most CVP facilities, devised a plan of four dams and two tunnels to capture and store some of the flow of the Trinity River and transport it to the Sacramento River, generating a net surplus of hydroelectric power along the way. Trinity Dam was the main storage feature of the division, providing a stable flow to the Lewiston Dam, the diversion point for Trinity River waters into the Central Valley via the Trinity Tunnel. The Trinity lake was completely filled with water from the Trinity River by 1963 becoming the third largest lake in California with 145 miles (233 km) of shoreline.
Shasta Dam is a concrete arch-gravity dam across the Sacramento River in the northern part of California, at the north end of the Sacramento Valley. The dam mainly serves long-term water storage and flood control in its 4,500,000 acre feet (5.6×109 m3) reservoir, Shasta Lake. The lake has 365 miles (587 km) of mostly steep mountainous shoreline covered with tall evergreen trees and manzanita. The lakes maximum depth is 517 feet (158 m). Water released from the lake generates hydroelectric power. At 602 feet (183 m) high, the dam is the ninth-tallest dam in the United States and forms the largest reservoir in California.
Shasta dam was envisioned as early as 1919 because of frequent floods and droughts troubling California's largest agricultural region, the Central Valley, Shasta Dam was first authorized in the 1930s as a state undertaking. However, this coincided with the Great Depression and building of the dam was transferred to the federal Bureau of Reclamation as a public works project. Construction started in earnest in 1937 under the supervision of Chief Engineer Frank Crowe. During its building, the dam provided thousands of much-needed jobs; it was finished twenty-six months ahead of schedule in 1945. When completed, the dam was the second-tallest in the United States after Hoover, and was considered one of the greatest engineering feats of all time.
Even before its dedication, Shasta Dam served an important role in World War II providing electricity to California factories, and still plays a vital part in the management of state water resources today. However, it has brought about major changes to the environment and ecology of the Sacramento River, and met with controversy over its significant destruction of Native American tribal lands. In recent years, there has been debate over whether or not to raise the dam in order to allow for increased water storage and hydropower generation.
Construction on the Mokelumne Aqueduct began in 1926 and by 1929, the 345-foot (105 m) high, concrete arch Pardee Dam and the First Mokelumne Aqueduct, consisting of a single pipeline, were completed. The first deliveries to the Bay Area were made on June 23, 1929. At the time of completion, Pardee Dam was the tallest in the world (this record was surpassed one year later by Diablo Dam in Washington State). In 1949, a second pipeline was built and in 1963 the third pipeline was constructed, bringing the aqueduct to its present capacity. In 1964, the second major dam of the project, Camanche Dam, was completed below Pardee. EBMUD holds water rights to almost all of the 30,000 acres (120 km2) in the Mokulumne River watershed and 25,000 acres (100 km2) in other watersheds. EBMUD also has an American River water right that could be sent to the Mokelumne Aqueduct through the Folsom South Canal.
The California Aqueduct is a system of canals, tunnels, and pipelines that conveys water collected from the Sierra Nevada Mountains and valleys of Northern and Central California to Southern California. The Department of Water Resources (DWR) operates and maintains the California Aqueduct, including two pumped-storage hydroelectric plants, Castaic and Gianelli. Gianelli is located at the base of San Luis Dam, which forms San Luis Reservoir, the largest offstream reservoir in the United States. The Castaic Power Plant is located on the northern end of Castaic Lake, while Castaic Dam is located at the southern end.
The aqueduct begins at the San Joaquin-Sacramento River Delta at the Banks Pumping Plant, which pumps from the Clifton Court Forebay. Water is pumped by the Banks Pumping Plant to the Bethany Reservoir. The reservoir serves as a forebay for the South Bay Aqueduct via the South Bay Pumping Plant. From the Bethany Reservoir, the aqueduct flows by gravity approximately 60 mi (97 km) to the O'Neill Forebay at the San Luis Reservoir. From the O'Neill Forebay, it flows approximately 16 miles (26 km) to the Dos Amigos Pumping Plant. After Dos Amigos, the aqueduct flows about 95 mi (153 km) to where the Coastal Branch splits from the "main line". The split is approximately 16 mi (26 km) south-southeast of Kettleman City. After the coastal branch, the line continues by gravity another 66 mi (106 km) to the Buena Vista Pumping Plant. From the Buena Vista, it flows approximately 27 mi (43 km) to the Teerink Pumping Plant. After Teerink it flows about 2.5 mi (4.0 km) to the Chrisman Pumping Plant. Chrisman is the last pumping plant before Edmonston Pumping Plant, which is 13 mi (21 km) from Chrisman. South of the plant the west branch splits off in a southwesterly direction to serve the Los Angeles Basin. At Edmonston Pumping Plant it is pumped 1,926 ft (587 m) over the Tehachapi Mountains.
Water flows through the aqueduct in a series of abrupt rises and gradual falls. The water flows down a long segment, built at a slight grade, and arrives at a pumping station powered by Path 66 or Path 15. The pumping station raises the water, where it again gradually flows downhill to the next station. However, where there are substantial drops, the water's potential energy is recaptured by hydroelectric plants. The initial pumping station fed by the Sacramento River Delta raises the water 240 ft (73 m), while a series of pumps culminating at the Edmonston Pumping Plant raises the water 1,926 ft (587 m) over the Tehachapi Mountains. The Edmonston Pumping station requires so much power that several power lines off of Path 15 and Path 26 are needed to ensure proper operation of the pumps.
A typical section has a concrete-lined channel 40 feet (12 m) at the base and an average water depth of about 30 ft (9.1 m). The widest section of the aqueduct is 110 feet (34 m) and the deepest is 32 feet (9.8 m). Channel capacity is 13,100 cubic feet per second (370 m3/s) and the largest pumping plant capacity at Dos Amigos is 15,450 cubic feet per second (437 m3/s).
The California State Water Project, commonly known as the SWP, is a state water management project in the U.S. state of California under the supervision of the California Department of Water Resources. The SWP is the world's largest publicly built and operated water and power development and conveyance system – providing drinking water for more than 23 million people and generating an average of 6500 GWh of hydroelectricity annually. However, as the largest single consumer of power in the state, its net output. in an "average" rainfall year, is 5100 GWh.
The SWP collects water from rivers in Northern California and redistributes it to the water-scarce but populous south through a network of aqueducts, pumping stations and hydroelectricity plants. About 70% of the water provided by the project is used for urban areas and industry in Southern California and the San Francisco Bay Area, and 30% is used for irrigation in the Central Valley. To reach Southern California, the water must be pumped 2,000 feet (610 m) over the Tehachapi Mountains – the highest single water lift in the world. The SWP shares many facilities with the federal Central Valley Project (CVP), which primarily serves agricultural users. Water can be interchanged between SWP and CVP canals as needed to meet peak requirements for project constituents. The SWP provides estimated annual benefits of $400 billion to California's economy.
Since its inception in 1960, the SWP has required the construction of 21 dams and more than 700 miles (1,100 km) of canals, pipelines and tunnels, although these constitute only a fraction of the facilities originally proposed. As a result, the project has only delivered an average of 2.4e6 acre feet (3.0 km3) annually, as compared to total entitlements of 4.23 million acre feet (5.22 km3). Environmental concerns caused by the dry-season removal of water from the Sacramento–San Joaquin River Delta, a sensitive estuary region, have often led to further reductions in water delivery. Work continues today to expand the SWP's water delivery capacity while finding solutions for the environmental impacts of water diversion.
The Colorado River Aqueduct, or CRA, is a 242 mi (389 km) water conveyance in Southern California in the United States, operated by the Metropolitan Water District of Southern California (MWD). The aqueduct impounds water from the Colorado River at Lake Havasu on the California-Arizona border. This water is then transferred west by pumping stations, reservoirs, and canals across the Mojave and Colorado deserts to the east side of the Santa Ana Mountains. It is one of the primary sources of drinking water for Southern California.
Originally conceived by William Mulholland and designed by Chief Engineer Frank E. Weymouth of the MWD, it was the largest public works project in southern California during the Great Depression. The project employed 30,000 people over an eight-year period and as many as 10,000 at one time.
The system is composed of two reservoirs, five pumping stations, 63 mi (101 km) of canals, 92 mi (148 km) of tunnels, and 84 mi (135 km) of buried conduit and siphons. Average annual throughput is 1,200,000 acre·ft (1.5 km3).
Davis Dam is a dam on the Colorado River about 70 miles (110 km) downstream from Hoover Dam. Davis Dam impounds the Colorado River and forms Lake Mohave. Davis Dam stretches across the border between Arizona and Nevada. The United States Bureau of Reclamation owns and operates the dam, which was completed in 1951. Davis Dam is a zoned earth fill dam with a concrete spillway, 1,600 ft (490 m) in length at the crest, and 200 ft (61 m) high. The earth fill dam begins on the Nevada side, but it does not extend to the Arizona side. Instead, there is an inlet formed by earth and concrete. At the end of the inlet, there is the spillway. The power plant is on the Arizona side of the inlet, perpendicular to the dam. This is a very unusual design. The hydroelectric plant generates between 1 and 2 terawatt-hours of electricity annually. The plant has a capacity of 251 MW (337,000 hp) and the tops of its five Francis turbines are visible from outside the plant. The plant's hydraulic head is 136 ft (41 m). The dam's purpose is to generate hydroelectricity and regulate water releases into the Colorado River for use downstream by California, Arizona and Mexico.
The Imperial Dam is a concrete slab and buttress, ogee weir structure across the Colorado River on the California/Arizona border, 18 miles (29 km) northeast of Yuma. Completed in the 1938, the dam retains the waters of the Colorado River into the Imperial Reservoir before desilting and diversion into the All-American Canal, the Gila River, and the Yuma Project aqueduct. Between 1932 and 1940, the Imperial Irrigation District (IID) relied on the Inter-California Canal and the Imperial Canal and Alamo River.
The Imperial Dam was built to replace the Laguna Diversion Dam, built in 1901-1915, which was the first dam and reclamation project on the Colorado River. The Imperial dam was built with three sections; the gates of each section hold back the water to help divert the water towards the desilting plant. Three giant desilting basins and seventy-two 770 ft (230 m) scrapers hold and desilt the water; the removed silt is carried away by six sludge-pipes running under the Colorado River that dump the sediment into the California sluiceway, which returns the silt to the Colorado River. The water is now directed back towards one of the three sections which divert the water into one of the three channels. About 90% of the volume of the Colorado River is diverted into the canals at this location. Diversions can top 40,000 cubic feet (1,100 m3) per second--more than 50 times the flow of the Rio Grande River.
The Gila River and the Yuma Project aqueduct branch off towards Arizona while the All-American Canal branches southwards for 37 miles (60 km) before reaching its headworks on the California border and bends west towards the Imperial Valley and the
The All-American Canal is an 80-mile (130 km) long aqueduct, located in southeastern California. It conveys water from the Colorado River into the Imperial Valley and to nine cities. It is the Imperial Valley's only water source, and replaced the Alamo Canal, which was located mostly in Mexico. The Imperial Dam, about 30 miles (48 km) northeast of Yuma, Arizona on the Colorado River, diverts water into the All-American Canal, which runs to just west of Calexico, California before its last branch heads mostly north into the Imperial Valley. Five smaller canals branching off the All American Canal move water into the Imperial Valley. These canal systems irrigate up to 630,000 acres (250,000 ha) of good crop land and have made possible a greatly increased crop yield in this area, originally one of the driest on earth. It is the largest irrigation canal in the world, carrying a maximum of 26,155 cubic feet per second (740.6 m3/s). Agricultural runoff from the All American Canal drains into the Salton Sea. The All American Canal runs parallel to the Mexico California border for several miles.
The Sacramento Deep Water Ship Channel (also known as Sacramento River Deep Water Ship Channel or SRDWSC) is a canal from the Port of Sacramento in Sacramento, California to the Sacramento River, which flows into San Francisco Bay. It was completed by the United States Army Corps of Engineers in 1963. The channel is about 30 feet (9 m) deep, 200 feet (61 m) wide and 43 miles (69 km) long.
The Port of Sacramento has always been a significant port on the West Coast of the United States since the 1849 California Gold Rush. Originally served primarily by paddle steamers who carried cargo from the San Francisco Bay up the Sacramento River to Sacramento. Today, it receives far less traffic than larger ports handling primarily agricultural products and other bulk goods rather than containers, which now dominate the shipping market.
Other engineering feats were the building of Hoover Dam which though in Nevada it provides power and water to Southern California.
Another project was the draining of Lake Tulare, which, during high water was the largest fresh-water lake inside an American state. This created a large wet area amid the dry San Joaquin Valley and swamps abounded at its shores. By the 1970s, it was completely drained, but it attempts to resurrect itself during heavy rains.
California's Highway System
California's State Highway System
Automobile travel became important after 1910 when motor cars and trucks began to become common. Before that nearly all long distance travel was by railroad or stagecoach with horse or mule drawn wagons hauling the freight. A key route was the Lincoln Highway, which was America's first transcontinental road for motorized vehicles, connecting New York City to San Francisco. The creation of the Lincoln Highway in 1913 was a major stimulus on the development of both industry and tourism in the state. Similar effects occurred in 1926 with the creation of Route 66. The last large addition to the state highway system was made by the California State Assembly in 1959, after which only minor changes have been made. Most new highway construction was then done on the interstate Highway System started under President Dwight D. Eisenhower, who championed its formation.
The first state road was authorized on March 26 1895, when a law created the post of "Lake Tahoe Wagon Road Commissioner" to maintain the Lake Tahoe Wagon Road (the 1852 Johnson's Cut-off of the California Trail), now US 50 from Smith Flat - 3 miles (5 km) east of Placerville - to the Nevada state line. The 58 mile (93 km) road had been operated as a privately owned toll road from about 1855 till 1886, when El Dorado County bought it; the county deeded the road to the state on February 28, 1896. Funding initially was only enough for minimal improvements, including a stone bridge over the South Fork American River in 1901.
Also in 1895, on March 27, the legislature created the three-person Bureau of Highways to coordinate efforts by the counties to build good roads. The bureau traveled to every county of the state in 1895 and 1896 and prepared a map of a recommended system of state roads, which they submitted to the governor on November 25, 1896. The legislature replaced the Bureau of Highways with the Department of Highways on April 1, 1897, three days after it passed a law creating a second state highway from Sacramento to Folsom - another part of what became US 50 - to be maintained by three "Folsom Highway Commissioners". This was the last highway maintained by a separate authority, as the next state road, the Mono Lake Basin State Road (now part of SR 120), was designated by the legislature in 1899 to be built and maintained by the Department of Highways. Construction of a large connected system began in 1912, after the state's voters approved an $18 million bond issue for over 3000 miles (4900 km) of highways. The Lincoln Highway when it was set up in 1913 used the Lake Tahoe Wagon Road (the 1852 Johnson's Cut-off of the California Trail), now US 50, to get over the Sierra Nevada (U.S.).
Several more state highways were legislated in the next decade, and the legislature passed a law creating the Department of Engineering on March 11, 1907. This new department, in addition to non-highway duties, was to maintain all state highways, including the Lake Tahoe Wagon Road. On March 22, 1909 the "State Highways Act" was passed, taking effect on December 31, 1910 after a successful vote by the people of the state in November. This law authorized the Department of Engineering to issue $18 million in bonds for a "continuous and connected state highway system" that would connect all county seats. To this end, the department created the three-member California Highway Commission on August 8, 1911 to take full charge of the construction and maintenance of this system. As with the 1896 plan by the Bureau of Highways, the Highway Commission traveled the state to determine the best routes, which ended up stretching about 3100 miles (5000 km). Construction began in mid-1912, with groundbreaking on Contract One - now part of SR 82 in San Mateo County - on August 7. Noteworthy portions of the system built by the commission included the Ridge Route in southern California and the Yolo Causeway west from Sacramento.
Because the first bond issue did not provide enough funding, the "State Highways Act of 1915" was approved by the legislature on May 20, 1915 and the voters in November 1916, taking effect on December 31. This gave the Department of Engineering an additional $12 million to complete the original system and $3 million for a further approximately 680 miles (1100 km) specified by the law. At this time, each route was assigned a number from 1 to 34; this system of labeling routes, although never marked with signs, remained until the 1964 renumbering. In 1917, the legislature gave the California Highway Commission statutory recognition, and turned over the approximately 750 miles (1200 km) of roads adopted by legislative act, until then maintained by the State Engineer, to the commission. Where not serving as extensions of existing routes, these - and routes subsequently added legislatively in 1917 and 1919 - were given numbers from 35 to 45. A third bond issue was approved by the voters at a special election on July 1, 1919, and provided $20 million more for the existing routes and the same amount for new extensions totaling about 1800 miles (2900 km), adding Routes 46 to 64 to the system. The three bond issues together totaled 5560 miles (8948 km), of which just over 40% (60% if the 1919 bond issue is left out) was completed or under construction in mid-1920. The Department of Engineering became part of the new Department of Public Works in 1921, and the California Highway Commission was entirely separated as its own department in 1923. In order to pay for the roads, a 2-cent per gallon gasoline tax was approved in 1923. The legislature continued to add highways to the system, including the Mother Lode Highway (now part of SR 49) in 1921 and the Arrowhead Trail (now I-15 north of Barstow) in 1925. In January 1928, the California State Automobile Association and Automobile Club of Southern California, which had already been placing guide and warning signs along state highways, marked the U.S. Highways along several of the most major state highways. The California Toll Bridge Authority was created in 1929 to acquire and operate all toll bridges on state highways, including the San Francisco – Oakland Bay Bridge and Carquinez Bridge.
After 1927 and 1929, in which no highways were added to the system, the legislature authorized the construction of 23 new routes in 1931, which were numbered from 72 to 80 when not forming extensions of existing routes. Two years later, another 213 sections of highway were added, almost doubling the total length of state highways to about 14000 miles (23000 km); the last-assigned route number jumped from 80 to 202. Many of these new routes, as well as a number of existing routes, were incorporated into the initial system of state sign routes in 1934, also posted by the auto clubs.
The Division of Highways took over signage on state highways from the auto clubs in 1947, though at least the Auto Club of Southern California continued to place signs on city streets until 1956.
Interstate 5 in California (I-5) is a major north–south route of the Interstate Highway System in the U.S. state of California. It begins at the Mexico–United States border at the San Ysidro crossing, goes north across the length of California and crosses into Oregon south of the Medford-Ashland metropolitan area. It is the more important and most used of the two major north-south routes on the Pacific Coast, the other being U.S. Route 101, which is primarily coastal and always west of the Interstate beginning at the same point in downtown Los Angeles, but gradually the routes diverge until in the northernmost areas of California, they can average more than 150 miles (240 km) apart.
Interstate 80 in California is a major east–west route of the Interstate Highway System, has its western terminus (ending point) in San Francisco, California, United States. From there it heads east across the Bay Bridge to Oakland, where it turns north and crosses the Carquinez Bridge before turning back northeast through the Sacramento Valley. I-80 then goes northeast and east over the Sierra Nevada mountain range before crossing into the state of Nevada within the Truckee (River) Canyon. The speed limit is 65 miles per hour instead of the state's maximum of 70 since the road passes exclusively through urban and mountainous areas in California. In the U.S. state of California , Interstate 80 (I-80), a major east–west route of the Interstate Highway System , has its western
Interstate 15 in California consists of the contiguous segments of State Route 15 (SR 15) joined by Interstate 15 (I-15). I-15 connects San Bernardino, Riverside, and San Diego Counties. The I-15 route consists of the southernmost 287.26 miles (462.30 km) of I-15, a major Interstate Highway that extends north through Nevada, Arizona, Utah, Idaho, and Montana to the Canadian border. It is a major thoroughfare for traffic between San Diego and the Inland Empire, as well as between Southern California, Las Vegas, Nevada, and points beyond.
Interstate 210 and State Route 210 (California) contiguous segments of Interstate 210 (I-210) and State Route 210 (SR 210) ... Greater Los Angeles area of the U.S. state of California . ...
Interstate 110 and State Route 110 (California) (SR 110) joined by Interstate 110 (I-110), is a state highway in the Los Angeles area of the U.S. state of California
Interstate 405 (California) Interstate 405 (I-405, and colloquially referred to as "The 405" or the four-oh-five by Southern California news media and residents) is a ...
Interstate 580 (California) Interstate 580 (I-580) is an 80-mile (129 km) east–west Interstate Highway in Northern California . spur route of Interstate 80 runs from ...
Interstate 280 (California) Interstate 280 (I-280) is a 57-mile (92-km) long north–south Interstate Highway in the San Francisco Bay Area of Northern California . ...
Interstate 10 in California Interstate 10 (I-10), the major east–west Interstate Highway in the Southern United States , runs in the U.S. state of California east ...
Interstate 680 (California) Interstate 680 (I-680) is a north–south Interstate Highway in Northern California . Area from San Jose to Interstate 80 at Cordelia , ...
Interstate 105 (California) Interstate 105 (abbreviated I-105, and colloquially ... Interstate Highway in southern Los Angeles County, California that runs east–west from ...
Interstate 40 in California In the State of California , Interstate 40 (I - 40) begins on the west at its interchange with Interstate 15 in Barstow . the Interstate ...
Interstate 215 (California) Interstate 215 (I-215) is a 54.5 | mi | km | interstate on long north– ... Interstate highway in the Inland Empire region of Southern California . ...
Interstate 205 (California) Interstate 205 (abbreviated I-205) is a short auxiliary Interstate ... Interstate 580 in the San Joaquin Valley in the U.S. state of California . ...
Interstate 380 (California) Interstate 380 (I-380) is a short 1.7-mile (2.7 km) ... in the San Francisco Bay Area of Northern California , connecting Interstate 280 ...
Interstate 80 Business (Sacramento, California) Interstate 80 Business, called the Capital City Freeway in its entirety, is a ... unlike most business route s in California, it is assigned ...
Interstate 505 Interstate 505 (I-505) is an Interstate Highway in California between Interstate 80 in Vacaville and Interstate 5 near Dunnigan . ...
Interstate 805 Interstate 805 (I-805) is a major north–south Interstate Highway in Southern California . It is a bypass of I-5 , running along the ...
Interstate 8 Interstate 8 (I-8) is an Interstate Highway in the southwestern United States . in San Diego, California , almost at the Pacific Ocean , ... 67 KB (9,762 words) - 04:01, 9 February 2014 Interstate 880 Interstate 880 (I-880) is an Interstate Highway in the San Francisco Bay Area ... This route is part of the California Freeway and Expressway ...
Interstate 710 (SR 710) and Interstate 710 (I-110), is a state highway in the Los Angeles area of the U.S. state of California , mostly built to ...
Interstate 605 (redirect from Interstate 605 (California)) Interstate 605 (abbreviated I-605, officially known as the San ... Interstate Highway in the Greater Los Angeles Area of Southern California . ...
Interstate 238 (redirect from Interstate 238 (California)) Interstate 238 (I-238) is a short auxiliary route of the Interstate ... System in the San Francisco Bay Area in the U.S. state of California. ...
Interstate 980 (redirect from Interstate 980 (California)) Interstate 980 (I-980, John B. Williams Freeway) is a short Interstate Highway spur entirely within Oakland, California , connecting ...
Interstate 780 (redirect from Interstate 780 (California)) Interstate 780 (I-780) is an Interstate Highway in the San Francisco Bay Area of the U.S. state of California . connect Interstate 80 in ...
Business routes of Interstate 15 (redirect from Interstate 15 Business (Barstow, California)) Twenty-two business routes of Interstate 15 exist. ... Interstate 15 Business in Lake Elsinore, California provides access to downtown Lake ...
Business routes of Interstate 10 (redirect from Interstate 10 Business (Pomona, California))
California movies, radio and TV
The first decades of the twentieth century saw the rise of the studio system. MGM, Universal and Warner Brothers all acquired land in Hollywood, which was then a small subdivision known as "Hollywoodland" on the outskirts of Los Angeles. The enormous variety in terrain and the year round sunshine made film making easier and cheaper, as actors, producers, financiers and craftsmen headed to Hollywood.
By the 1930s, Hollywood had extended its reach into radio, and by 1950 Southern California had also become a major center of television production, hosting studios for major networks such as NBC and CBS.
California Aerospace and Shipping
California Aerospace History
The basic concept of powered flight was achieved on December 17, 1903, when two brothers, Wilbur and Orville Wright, became the first men in aviation history to be able to achieve powered flight with usable flight controls at Kitty Hawk, North Carolina. American aviation pioneer Glenn Curtiss entered the focusing on aircraft manufacturing and pilot training. At least part of this training was done in California.Los Angeles International Air Meet (January 10 to January 20, 1910) was among the earliest airshows in the world and the first major airshow in the United States. It was held in Los Angeles County, California at Dominguez Field in present day Compton, California. Spectator turnout numbered approximately 254,000 over 11 days of ticket sales. The Los Angeles Times called it "one of the greatest public events in the history of the West."
On 29 Nov. 1910 Glenn H. Curtiss wrote to Secretary of the Navy George von L. Meyer offering flight instruction without charge for one Navy officer as one means of assisting "in developing the adaptability of the aeroplane to military purposes." In the winter of 1910, Glenn Curtiss established a private flying school on North Island, on land obtained through the cooperation of the Aero Club of San Diego, California. He soon invited the Army and Navy to send officers to receive free instruction as "aeroplane pilots." On Dec. 23, 1910 Lieut. T. Gordon "Spuds" Ellyson was ordered to report to the Glenn Curtiss Aviation Camp at North Island, San Diego, Calif. He completed his training Apr. 12, 1911, and became Naval Aviator No. 1. The original site of this winter encampment is now part of Naval Air Station North Island in San Diego and is referred to by the Navy as "The Birthplace of Naval Aviation".
On 18 January 1911 at 11:01 a.m., Eugene Ely, flying a Curtiss pusher, landed on a specially built platform aboard the armored cruiser USS Pennsylvania (ACR 4) at anchor in San Francisco Bay. At 11:58 a.m., he took off and returned to Selfridge Field, San Francisco.
Caltech in Pasadena, California provided an ideal situation for the development and manufacture of aircraft. In 1925, aircraft builder, Donald Douglas and Los Angeles Times publisher Harry Chandler, worked together with Caltech president Robert Millikan to bring a state-of-the-art aeronautical research laboratory to the Pasadena college. Douglas recruited some of Caltech's best and brightest students for his company. Douglas utilized the lab's wind-tunnel and research staff while designing his DC-1, 2, and 3. In this way, the DC-3, undoubtedly one of the most successful aircraft design ever built, represented more than just a single designer's project. It was a regional product, the result of an alliance of business and science created over the preceding five decades.
The Caltech Jet Propulsion Laboratory (JPL) traces its beginnings to 1936 in the Guggenheim Aeronautical Laboratory at the California Institute of Technology (GALCIT) when the first set of rocket experiments were carried out in the Arroyo Seco. Caltech graduate students Frank Malina, Weld Arnold, Apollo M. O. Smith, and Tsien Hsue-shen, along with Jack Parsons and Edward S. Forman, tested a small, alcohol-fueled motor to gather data for Malina's graduate thesis. Malina's thesis adviser was engineer - aerodynamicist Theodore von Kármán, who eventually arranged for U.S. Army financial support for this "GALCIT Rocket Project" in 1939. In 1941, Malina, Parsons, Forman, Martin Summerfield, and pilot Homer Bushey demonstrated the first jet assist takeoff rockets, (JATO units) to the Army. In 1943, von Kármán, Malina, Parsons, and Forman established the Aerojet Corporation to manufacture JATO motors. The project took on the name Jet Propulsion Laboratory in November 1943 formally becoming an Army facility operated under contract by the university.
During JPL's Army years, the laboratory developed two deployed weapon systems, the MGM-5 Corporal and MGM-29 Sergeant intermediate range ballistic missiles. These missiles were the first US ballistic missiles developed at JPL. It also developed a number of other weapons system prototypes, such as the Loki anti-aircraft missile system, and the forerunner of the Aerobee sounding rocket. At various times, it carried out rocket testing at the White Sands Proving Ground, Edwards Air Force Base, and Goldstone, California. A lunar lander was also developed in 1938-39 which influenced design of the Apollo Lunar Module in the 1960s.
In 1954, JPL teamed up with Wernher von Braun’s rocketeers at the Army Ballistic Missile Agency’s Redstone Arsenal in Huntsville, Alabama, to propose orbiting a satellite during the International Geophysical Year. The team lost that proposal to Project Vanguard, and instead embarked on a classified project to demonstrate ablative re-entry technology using a Jupiter-C rocket. They carried out three successful sub-orbital flights in 1956 and 1957. Using a spare Jupiter-C, the two organizations then launched America’s first satellite, Explorer 1, on February 1, 1958.
JPL was transferred to NASA in December 1958, becoming the agency’s primary planetary spacecraft center. JPL engineers designed and operated Ranger and Surveyor missions to the Moon that prepared the way for Apollo. JPL also led the way in interplanetary exploration with the Mariner missions to Venus, Mars, and Mercury. In 1998, JPL opened the Near-Earth Object Program Office for NASA; as of 2013, it has found 95% of asteroids that are a kilometer or more in diameter that cross Earth's orbit.
In 1940 65% of aircraft manufacturers were located along or near the east or west coasts. California alone had 44 percent of all aircraft manufacturing. In 1944, 12 states shared 85 percent of airframe floor space, and California's percentage had dropped to 24%. Engine and propeller manufacturing had also decentralized. Most wartime expansion took place inland due to concerns over possible coastal attacks. After the war, massive layoffs occurred as war time orders were cancelled.
Major manufacturers of aircraft in California were/are: Douglas Aircraft Company, Lockheed Corporation, Boeing, Glenn L. Martin Company, North American Aviation and many others. Many of these early companies would disappear or consolidate with other companies. However, a few would grow to become giants in the industry.
Notable California Aircraft
Gallery of aircraft and spacecraft built and developed (wholly or in part) in California. Many more could be included.
California Aerospace Museums
During World War II, California's mild climate became a major resource for the war effort. Numerous air-training bases were established in Southern California, where most aircraft manufacturers, including Douglas Aircraft and Hughes Aircraft expanded or established factories in southern California. Major naval, shipyards were established or expanded in San Diego, Long Beach and Mare Island in San Francisco Bay.
Kaiser-Permanente California shipyards
Kaiser Richmond Shipyards, Richmond, California (a Kaiser facility) had four Richmond Shipyards, located in the city of Richmond, California and another shipyard in Los Angeles. Kaiser had still other yards in Washington (state) and other states. They were run by Kaiser-Permanente Metals and Kaiser Shipyards. The Richmond yards were responsible for constructing more Liberty ships during World War II, 747, than any other shipyards in the United States. Liberty ships were chosen for mass production because their somewhat obsolete design was relatively simple and their triple expansion piston steam engine components were simple enough that they could be made by several companies that were not highly needed to manufacture other parts. Ship building was given a high priority for steel and other needed components as the German U-boats till 1944 sunk more ships than could be built by all the shipyards in the United States. The U.S. shipyards built about 5,926 ships in World War II plus over 100,000 more small craft made for the U.S. Army naval components.
Henry J. Kaiser's company had been building cargo ships for the U.S. Maritime Commission in the late 1930s. In 1940 orders for ships from the British government, already at war with Nazi Germany, allowed for growth. Kaiser established his first Richmond shipyard, beginning in December 1940. Eventually building three more in Richmond; each yard with four to eight slips to build ships. Kaiser-Permanente specialized in mass-producing Liberty ships fast and efficiently and that's all they built till 1944 when they switched to the much more complicated Victory ships and built some tugs and Landing Ship, Tank (LSTs) and other specialized ships in the newly built Yard #4.
The following references list individual ships built:
These Liberty ships were completed in two-thirds the amount of time and at a quarter of the cost of the average of all other shipyards. The Liberty ship SS Robert E. Peary was assembled in less than five days as a part of a special competition among shipyards; but by 1944 it was only taking the astonishingly brief time of a little over two weeks to assemble a Liberty ship by standard methods. They pre-assembled major parts of the ship including the hull sections at various locations in the shipyard and then, when needed, moved them with heavy lift cranes to the shipyard launching site where they welded the pre-built sections together. After the ships were launched they were finished to their final configuration while afloat and the launch way was available to start building another ship.
In 1945, the shipyards were shut down as fast as they had started up four years earlier. Much of the shoreline previously occupied by the shipyards is now owned by Richmond, California and has been cleaned up and redeveloped under federally assisted "brownfields" programs. The 'Rosie the Riveter'/Home Front World War II National Historical Park was established on the shipyard site to commemorate and interpret the role of the home front in winning World War II.
California Shipbuilding Corporation
California Shipbuilding Corporation (often called Calship) built 467 Liberty and Victory ships during World War II, including Haskell-class attack transports. The Calship shipyard was created at Terminal Island in Los Angeles as part of the World War II shipbuilding effort. It was initially 8 ways, and increased to 14. After the war, it was liquidated. The ships they built were:
Mare Island, near the city of Vallejo, California, was first Naval Base in California. The Napa River forms its eastern side as it enters the Carquinez Strait juncture with the east side of San Pablo Bay. In 1850, Commodore John Drake Sloat, in charge of a commission to find a California naval base, recommended the island across the Napa River from the settlement of Vallejo; it being "free from ocean gales and from floods and freshets."
On 6 November 1850, two months after California was admitted to statehood, President Millard Fillmore reserved Mare Island for government use. The U.S. Navy Department acted favorably on Commodore Sloat's recommendations and Mare Island was purchased in July 1852, for the sum of $83,410 for the use as a naval shipyard. Two years later, on 16 September 1854, Mare Island became the first permanent U.S. naval installation on the west coast, with Commodore David G. Farragut, as Mare Island's first base commander. For more than a century, Mare Island served as the United States Navy's Mare Island Naval Shipyard. A 508-foot (155 m) drydock was built by the Public Works Department on an excellent rock foundation of cut granite blocks. The work took nineteen years and was completed in 1891. During the Spanish-American War, a concrete drydock on wooden piles, 740 feet (230 m) long, was completed after eleven years of work, in 1910. By 1941, a third drydock had been completed and the drydock number four was under construction. The ammunitions depot and submarine repair base were modern, fireproof buildings. A million dollar, three-way vehicle causeway to Vallejo was completed.
Before World War II, Mare Island had been in a continual state of upbuilding. By 1941, new projects included improvements to the central power plant, a new pattern storage building, a large foundry, machine shop, magazine building, paint shop, new administration building, and a huge storehouse. The yard was expected to be able to repair and paint six to eight large naval vessels at a time. Several finger piers had recently[when?] been built, as well as a new shipbuilding wharf, adding one 500-foot (150 m) and a 750-foot (230 m) berth. It employed 5593 workers at the beginning of 1939, and rapidly increased to 18,500 busily engaged by May 1941, with a monthly payroll of $3,500,000(1941). Then came Pearl Harbor. In 1941, the drafting department had expanded to three buildings accommodating over 400 Naval architects, engineers and draftsmen. The hospital carried 584 bed patients. Mare Island became one of the U.S. Navy's ship building sites in World War II specializing in building diesel engine powered submarines—they eventually built 32 of them. After the war was over Mare Island became a premier site for building nuclear-powered submarines—building 27 of them.
In 1969, the US Navy transferred its (Vietnam War) Brown Water Navy Riverine Training Forces from Coronado, California, to Mare Island. Swift Boats (Patrol Craft Fast-PCF), and PBRs (Patrol Boat River), among other types of riverine craft, conducted boat operations throughout the currently named Napa-Sonoma Marshes State Wildlife Area, which are located on the north and west portions of Mare Island. Mare Island Naval Base was deactivated during the 1995 cycle of US base closures, but the US Navy Reserves still have access to the water portions of the State Wildlife Area for any riverine warfare training being conducted from their new base in Sacramento, California.
In 1996 Mare Island Naval Shipyard was closed.
Naval Base San Diego was started on land acquired in 1920. San Diego has become the home port of the largest naval fleet in the world, and includes two supercarriers, as well as U.S. Marine Corps stations, U.S. Navy ports, and U.S. Coast Guard installations. Naval Base San Diego is the largest base of the United States Navy on the west coast of the United States, in San Diego, California. Naval Base San Diego is the principal homeport of the Pacific Fleet, consisting of 54 ships and over 120 tenant commands. The base is composed of 13 piers stretched over 977 acres (3.95 km2) of land and 326 acres (1.32 km2) of water. The total on base population is 20,000 military personnel and 6,000 civilians.
California growth after World War II
After the war, hundreds of land developers bought land cheap, subdivided it, built on it, and got rich. Real-estate development replaced oil and agriculture as Southern California's principal industry. In 1955, Disneyland opened in Anaheim. In 1958, Major League Baseball's Dodgers and Giants left New York City and came to Los Angeles and San Francisco, respectively. The population of California expanded dramatically, to nearly 20 million by 1970. This was the coming-of-age of the Baby Boom.
In the late 1960s the baby-boom generation reached draft age, and many risked arrest to oppose the war in Vietnam. There were numerous demonstrations and strikes, most famously on the prestigious Berkeley campus of the University of California, across the bay from San Francisco. In 1965, race riots erupted in Watts, in the South Central area of Los Angeles. The hippie riots on the Sunset Strip in Los Angeles were also immortalized by Buffalo Springfield in "For What It's Worth" (1966). Some commentators predicted revolution. Then the federal government promised to withdraw from the Vietnam War, which at last happened in 1974. The radical political movements, having achieved a large part of their aim, lost members and funding.
California still was a land of free spirits, open hearts, easy-going living. Popular music of the period bore titles such as "California Girls," "California Dreamin'," "San Francisco (Be Sure to Wear Flowers in Your Hair)," "Do You Know the Way to San Jose" and "Hotel California". These reflected the Californian promise of easy living in a paradisaical climate. The surfing culture burgeoned. Many took low-paying jobs and joined the surfers living in trailers at the beach and many others forsook ambition and joined the hippies free living in cities.
The most famous hippie hangout was the Haight-Ashbury district of San Francisco. The state's cities, especially San Francisco, became famous for their gentility and tolerance. A distinctive and idyllic Californian culture emerged for a time. The peak of this culture, in 1967, was known as the Summer of Love. California became known elsewhere in the U.S. often derogatorily, as the "land of fruits and nuts."
California as an economic power house
Conversely, during the same period, the Golden State also attracted commercial and industrial expansion of astronomical rates. The adoption of a Master Plan for Higher Education in 1960 allowed the development of a highly efficient system of public higher education in the Community Colleges and the University of California and California State University systems; by creating an educated workforce, it attracted investment, particularly in areas related to high technology. By 1980, California became recognized as the world's eighth-largest economy. Millions of workers were needed to fuel the expansion. The high population of the time caused tremendous problems with urban sprawl, traffic, pollution, and, to a lesser extent, crime.
Urban sprawl created a backlash in many urban areas, with the local governments limiting growth beyond certain boundaries, reducing lot sizes for building homes, and so on. Open Space Districts were created in several parts of the state specifically to obtain, manage, and preserve undeveloped land. For example, in the San Francisco Bay Area, the open space districts have created a nearly contiguous range of permanently undeveloped land running through the coastal range and hills surrounding the Bay's urban valleys, enabling the creation of huge natural parks and envisioning a hiking trail that will eventually circumnavigate the Bay in an unbroken loop.
The immense problem with air pollution (smog) that had developed by the early 1970s also caused a backlash. With schools being closed routinely in urban areas for "smog days" when the ozone levels became too unhealthy and the hills surrounding urban areas seldom visible even within a mile, Californians were ready for changes. Over the next three decades, California enacted some of the strictest anti-smog regulations in the United States and has been a leader in encouraging nonpolluting strategies for various industries, including automobiles. For example, carpool lanes normally allow only vehicles with two/three or more occupants (whether the base number is two or three depends on what freeway you are on), but electric cars can use the lanes with only a single occupant. As a result, smog is significantly reduced from its peak, although local Air Quality Management Districts still monitor the air and generally encourage people to avoid polluting activities on hot days when smog is expected to be at its worst.
Traffic and transportation remain a problem in urban areas. Solutions are implemented, but inevitably the implementation expense and the time required to plan, approve, and build infrastructure can't keep pace with the population growth. There have been some improvements. Carpool lanes have become common in urban areas, which are intended to encourage people to drive together rather than in individual automobiles. San Jose is gradually building a light rail system (ironically, often over routes of an original turn-of-the-century electric railroad line that was torn out and paved over to encourage the advent of the automobile age). None of the implemented solutions are without their critics. The sprawling nature of the Bay Area and of the Los Angeles Basin makes it difficult to build mass transit that can reach and serve a significant portion of the population.
During the 1960s, under the aegis of Chief Justice Roger J. Traynor, the California Supreme Court became more liberal and progressive. Traynor's term as Chief Justice (from 1964 to 1970) was marked by a number of firsts: California was the first state to create true strict liability in product liability cases, the first to allow the action of negligent infliction of emotional distress (NIED) even in the absence of physical injury to the plaintiff, and the first to allow bystanders to sue for NIED where the only physical injury was to a relative.
Starting in the 1960s, California became a leader in family law. California was the first state to allow true no-fault divorce, with the passage of the Family Law Act of 1969. In 1994, the Legislature took family law out of the Civil Code and created a new Family Code. In 2002, the Legislature granted registered domestic partners the same rights under state law as married spouses. In 2008 California became the second state to legalize same-sex marriage when the California Supreme Court ruled the ban unconstitutional.
Since the mid-1980s, the California Supreme Court has become more conservative, particularly with regard to the rights of criminal defendants. This is commonly seen as a reaction against the strict anti-death penalty stance of Chief Justice Rose Bird in the early 1980s although the funding that eventually brought about her defeat was from corporate and business interests concerned with what they felt was an anti-business stance by the Chief Justice. The state's electorate responded by removing her (and two of her perceived liberal allies) from the court in November 1986.
California High-tech expansion
Starting in the 1950s, high technology companies in Northern California began a spectacular growth that continued through the end of the 20th century. The major products included personal computers, video games, and networking systems. The majority of these companies settled along a highway stretching from Palo Alto to San Jose, notably including Santa Clara and Sunnyvale, California, all in the Santa Clara Valley, the so-called "Silicon Valley," named after the material used to produce the integrated circuits of the era.
This era peaked in 2000, by which time demand for skilled technical professionals had become so high that the high-tech industry had trouble filling all of its positions and therefore pushed for increased visa quotas so that they could recruit from overseas. When the "Dot-com bubble" burst in 2001, jobs evaporated overnight and, for the first time over the next two years, more people moved out of the area than moved in. This somewhat mirrored the collapse of the aerospace industry in southern California some twenty years earlier.
California Post 2000: problems mount
Although air pollution problems have been reduced, health problems associated with pollution have continued. The brown haze known as "smog," has been substantially abated thanks to federal and state restrictions on automobile exhaust.
An energy crisis in 2001 led to rolling blackouts, soaring power rates, and the importation of electricity from neighboring states. With Southern California Edison and Pacific Gas and Electric Company coming under heavy criticism.
Housing bubble bursts
The ongoing demand for well educated workers continued. Housing prices in urban areas continued to increase so that a modest home that, in the 1960s, cost $25,000, cost half a million dollars or more in urban areas by 2005. More people commuted longer hours to afford a home in more rural areas while earning larger salaries in the urban areas. Speculators bought houses they never intended to live in, expecting to make a huge profit in a matter of months then rolling it over by buying more properties. Mortgage companies were compliant, as everyone assumed the prices would keep rising. The bubble burst in 2007-8 as housing prices began to crash and the boom years ended. Hundreds of billions in property values vanished and foreclosures soared as many financial institutions and investors were badly hurt.
On October 7, 2003, Davis was recalled, with 55.4% of the voters supporting the recall (see results of the 2003 California recall). With a plurality of 48.6% of the vote, Republican Arnold Schwarzenegger was chosen as the new governor. Lieutenant Governor Cruz Bustamante received 31.5% of the vote, and Republican State Senator Tom McClintock received 13.5% of the vote.
Schwarzenegger began his shortened term with a soaring approval rating and soon after began implementing a conservative agenda. This initially resulted in sparring with the heavily Democratic Assembly and Senate over the state budget, battles which provided his infamous "girly men" comment but also began taking their toll on his approval rating. Schwarzenegger then embarked on a campaign to enact several ballot propositions in a 2005 Special Election touted as reforming California's budget system, redistricting powers, and union political fundraising. The union-led campaign spearheaded by the California Nurses Association contributed heavily to the defeat of every proposition in the Special Election.
Since this conspicuous failure, Schwarzenegger made a turn back to the left, criticizing the Bush Administration at many junctures, reviving his environmental agenda, and compromising with the legislature on the traditionally Democratic issue of education spending. His approval rating has also been revived, and he was re-elected in 2006. However, continued paralysis in state government and the inability of the Legislature and Governor to work out the fundamental funding questions resulted in voter disapproval of both the legislators and the Governor whose approval rating was among the lowest ever recorded pending the election of a successor in November 2010.
Environment, transportation, agriculture, water
Scholarly specialty studies