1 HISTORY OF SAN DIEGO'::'-, i,i. HIGHWAY DEVELOPMENT i. by James E. Reading & Andrew P. Schlaefli for the SAN DlEGO HIGHWAY DEVELOPMENT ASSOCIATION. '%,? i 1!
2 BOY LE ~NGINEERING CORPORATIU~J SALUTE? THE SAN DIEGO Hlrr~w~v :VELOPMENT ASSOCIATION FOR 70 YEARS OF DEDICATED SERVICE TO THE SAN DIEGO REGION Scripps Poway Psrkway
3 ABOUT THIS BOOK The idea for this book originally came from James E. Reading. Mr. Reading retired as San Diego City Traffic Engineer in During his retirement he gathered information regarding significant events in the history of Highway Development in San Diego County and in 1977, the first edition of this book was published. Because of the interest generated, a former chairman of the San Diego Highway Development Association, Andrew P. Schlaefli, initiated a compref.~sive update of the original book for the organizations 50th Anniversary celebration. The second edition was published in Mr. Schlaefli initiated a comprehensive update of the 50th Anniversary Edition for the organizations 70th Anniversary. This update represents a comprehensive revision by adding color photos and discussion of many more issues along with project descriptions. The original intent of the book, however, has been preserved as envisioned by Mr. Reading. His vision was to document history, changes and provide usehl information to those interested and involved in using or developing our transportation system. ABOUT THE ORGANIZATION The San Diego Highway Development Association (SDHDA) was established in 1935 and until this year, met weekly. Through all the years, members have worked actively to develop and support all aspects of Street, Highway and Transit Development in San Diego's cities and the county. Through monthly meetings and periodic events, the organization provides a forum for the exchange of ideas and information. Members and guests benefit from timely discussions and briefings that occur during our monthly meetings. Members also benefit from the close alliance
4 formed between other professional organizations such as the Chamber of Commerce, American Society of Civil Engineers, American Public Works Association, American Highway Users Association, Institute of Traffic Engineers and others. Mission Statement To foster the timely, orderly, and efficient development of all planned transportation facilities in the San Diego region and to promote appropriate means to finance and maintain these facilities. For further details, meeting and membership information, please visit our newly redesigned web site at
5 2006 Officers Board of Directors Clark Fernon Boyle Engineering Company President Greg Gastelum DMJM I Harris 1st Vice President Mike Bemis Ninyo & Moore 2nd Vice President Roya Golchoobian T.Y. Lin International Secretary Justin Schlaefli Urban Systems Associates, Inc. Treasurer Mark Ashely Brad Barnum Bill Clevenger Tom Held (Past President) Kai Ramer Andrew Schlaefli Jim Schmidt Art Shurtleff Advisory Board Jake Dekema Jack Grasberger Jim Hall Dorothy Hansen Doug Isbell John Robinson Lynn Schenk Ken Sulzer San.Diego Highway Development Membership SDHDA Welcomes New Members Membership Benefits Include: NotiJication of Meetings Our monthly newsletter ed news articles related to transportation Discounted luncheon price Eligibility to participate on committees and/or become an ofjicer Annual Membership Rates Please sendyour checks to: Retired $20.00 HNTB Corporation Individual $ B Street, Suite 1512 Firm $ San Diego, CA Corporate $ Attn: Steve Lutz Include an additional $50.00 and your business (858) card, and we will include your card in our monthly newsletter. Note: There is no charge for public agency membership.
6 TABLE OF CONTENTS Preface... 1 TheBeginnings... 3 Modes of Transportation. Early San Diego... 7 First Survey of San Diego County Roads TheRoadTax The California Bureau of Highways FirstHighway GrowthinSanDiego California Transportation Commission Division of Highways, District XI 33 San Diego Highway Development Grows With The City The Freeway Era 41 SystemGaps Transnet The Metropolitan Transit System (MTS) Projects 62 Interstate 5 - The Great Wide Way I- 15 Reversible Express Lanes Interstate15ManagedLanes StateRoute StateRoute Interstate 805 Dedication 82 StateRoute Scripps Poway Parkway 86 CallBoxes Dedication Ceremonies 89 North Island Access Tunnel LookingAhead Acknowledgement... :... 94
7 PREFACE In 1972, Howard W. Thomas, District Manager of the Automobile Club of Southern California and energetic President of the San Diego Highway Development Association, discussed with me a project dear to his heart. He wanted, he said, to provide members and other interested persons with a complete history of our Association since its formation in He felt that the conditions and circumstances that led to its formation, the need and justification for its creation at that particular time, and its objectives, activities and accomplishments in the years that followed to the present day, should be put on paper for members, prospective members, and students of the transportation system. As a former traffic engineer, a long-time member of the Association and a confirmed history buff, I readily agreed that he had a wonderful idea. I failed, however, to anticipate his question: "Jim, could you and would you consider doing the job for us-the whole story, with plenty of pictures?" I stalled as long as I could. When I finally yielded, it was with the expectation that I could get all the information I needed by a rapid scanning of the minutes. Unfortunately, the compilation of material and the collection of appropriate photos was much more complicated, requiring the cooperation and generosity of Howard Thomas; Jim Larson of Caltrans; and, to a lesser extent, many other persons. As we go to press, I respectfully beg your indulgence for the short- comings evident in this result of an earnest effort to gather, compile and arrange the history of a fine organization of which I am proud to be a member of the San Diego Highway Development Association. JAMES E. READING 1977
8 DOWNTOWN Aam Rtle Insurance & Trust Historical Calkcth CONGESTION AND POLLUTION ARE NOT NEW TO SAN DIEGO! This photo shows Fifth Avenue, looking north from Market Street, about Note horse-car, dirt street, 125 foot light tower.
9 BEGINNINGS The idea of groups of people gathering together to work toward the improvement of cross-country travel and transportation was not born in this century. In 179 1, a "Society for Promoting the Improvement of Roads and Inland Navigation" was formed in Pennsylvania and received the blessing of the State Legislature. More and better roads proved the most popular part of this plan. Then, as now, the movement of goods from farm to market place was of prime importance to the economy. The Conestoga Valley, some 60 miles west of Philadelphia, contained the richest farmland area in the state. Its farmers needed an outlet from their largest city, Lancaster, to the East Coast. At their urging, the Society set up "The Philadelphia and Lancaster Turnpike Road Company" in In spite of delaying tactics by groups and individuals, whose fear of possible harmful effects soon proved un- justified, the turnpike was completed in December of That original section of the Pennsylvania Turnpike was the first well- constructed rural road in the United States. It had a 24-foot-wide crushed rock surface and a maximum grade of 7%. The famous Conestoga wagons, named for the valley whose produce they freighted, had extra-wide iron tires. This proved fortunate for the new turnpike, since these wide tires packed the roadbed down, instead of cut- ting into it as did the more common narrow ones. The trails which are now California's city streets, county roads and state highways began in the San Diego area around These led from the Presidio and the Mission to the Bay, to water supplies, gardens and pastures, and to hunting grounds, building materials, and firewood. When Captain Gaspar de Portola left San Diego on July 14, 1769 at the head of an expedition to find and settle Monterey, he unknowingly broke trail for what was to become El Camino Real, the King's Highway. Much of that original El Camino Real later became California 1, U.S. 101 and Interstate 5. To the east, the forerunner of U.S. 80 and Interstate 8 was the 1770 trail between Old Town and the new (1 774) Mission.
10 SPOKE WHEELS - WEST u - "P-. 1 A This painting by Frederick Remington, the famous artist of the West, pictures the "Governors Carriage," the first vehicle with spoke wheels
11 The first rural roads in California connected the various ranches to the San Diego pueblo and to each other. Many of these followed trails broken long before by animals moving between grazing areas, water sources, and their summer and winter homes. The first north-south traffic artery connected the chain of California missions and the major towns. THE GOVERNOR'S CARRIAGE The use of crude two-wheel carretas, drawn by pairs of oxen, required wider roads than before. Eventually more efficient and sophisticated means of travel were developed. In 1842, Governor Manuel Micheltorena brought out of Mexico City an exciting new invention-an elegant light carriage with springs and spoked wheels. At that time all of California's horses were broken only to the saddle. To draw this carriage, the governor had to attach a saddle horse on each side of the carriage tongue, then place a rider on each horse-the only way he could keep the horses from bolting. However, during the next few years, wealthy ranchers imported a number of spoked-wheel "buggies" from the Midwestern United States, and of necessity began to breed and train carriage horses to draw them. Even before California became a state of the union, its need for more and better roads had become evident.
12 From lttle Insumnce & Fz~st Hbt.orid Chktion Broadway Street, looking west fiom 4th Avenue, Tallest tower, left of center, is the Court House. Lower tower, farther left, is Santa Fe Depot. Pile driver at the foot of Broadway is where Pacific Highway is now.
13 MODES OF TRANSPORTATION - EARLY SAN DIEGO During most of the 1880s the only modes of transportation for people or goods between San Diego and the outside world were horse drawn conveyances, sailing ships and steamships. Rail travel came to San Diego in 1882 with the California Southern Railroad, later known as the Santa Fe. Originally this line ran between National City and Colton. A branch line from Oceanside to Los Angeles was completed in Also in 1888 San Diego received a ship-to-shore rail line, on the Pacific Coast Steamship Company wharf at the foot of Fifth Street. In 1886, horse cars began providing service to downtown San Diego. In that same year, the Coronado Beach Railroad began steam runs from the ferry landing to the Hotel del Coronado, then under construction. It is interesting to note that when this world-famous hotel was built, it was actually in the city of San Diego. The voters of the city approved a proposition to permit the "island" of Coronado to secede from the city and that secession was accomplished on December 11, On June 7, 1890, San Diego's cable car line began operations. The company failed three years later, due to the insolvency of its financial backer. The cable cars were then converted to trolley cars by the newly- formed San Diego Electric Railway Company. This service began operating July 24, One of those cable cars is still in existence and may be seen in the San Diego Historical Museum in Balboa Park. Small ferries ran from the foot of Broadway to Roseville and later to South Bay. None of these modes of transportation proved very successful. Steam trains were efficient but depended on horse-drawn vehicles to deliver people and goods to their station. Trolley cars rendered a valuable service to persons who lived within a reasonable walking distance of their stops.
14 Street cars on fixed rails required high initial costs plus maintenance both of wires and a nine-foot wide strip of pavement along each pair of rails. The cars could not be detoured around the scene of a fire or the route of a parade. Gasoline rail-cars and storage-battery rail-cars, introduced later, also proved impractical. It became clear that one essential ingredient was needed by all forms of transportation-roads and streets, either to carry the traffic to its destination or deliver it to other forms of transportation.
15 THE OLD AND TIFE NEW L mrtesy Title Insurance & Trust Historical Collection Trolley car which ran out Arctic Street (now Kettner Blvd.) From California Southern (Santa Fe) Depot to Old Town Photo courtesy of calhans The San Diego Trolley, completed in 195 1, running from the Santa Fe Depot to the Mexican border crossing at San Ysidro
16 From litle Insurance & Trust Historical Collection San Diego's original Horse-car, July 2 1, , at ground breaking ceremonies for Panama California Exposition. Driver is original driver, Jerry O'Connell. Cart started operation July 3, 1886.
17 FIRST SURVEY OF SAN DIEGO COUNTY ROADS Randolph M. Vail was elected County Surveyor on November 8,1892. He immediatelyreported to the Board of Supervisors that he found many deficiencies in his office, including lack of records and maps of County roads. Since the Grand Jury had already censured the Surveyor's Office for "incompleteness of records," the Board authorized Vail to remedy the defect, but failed to provide the funds needed. Assessor Frank Judson also needed information on land ownerships along these roads. He had some limited funds to hire deputies to compile assessment information. Vail, a resourceful man, therefore convinced a friend, civil engineer Porter Perrine Wheaton, to leave Colorado and come to San Diego. Vail and Wheaton equipped a wheelbarrow with an odometer, a compass and a clinometer, as well as camping gear, and started out on foot to accomplish what the local newspaper called a survey of roads "by a new and rapid method." They began May 5,1894, measuring all points from the common point of origin, the post office at the southeast corner of 7th Avenue and E Street. Vail worked with Wheaton for the first seventeen days, noting every bridge, ford, farmhouse, schoolhouse, and post office. Thereafter, Vail worked alone. Perhaps it was only a coincidence, but the very next year the California legislature authorized a state-wide survey of roads!
18 THE ROAD TAX With the legislatures authorization of a state-wide roads survey, the next logical step (if one intends to build the roads) was a road tax. Taxes of $2.00 per adult male were implemented beginning in about This concept of a "user fee" became the basis for long term funding of streets, highways, and transit throughout the country.
19 )ADS DO NOT BUILD THEMSELVES nperial Valley Road, about 1925, B.C. (Before THE ROAD TAX Road tax receipt, 1920.
20 THE CALIFORNIA BUREAU OF HIGHWAYS The California Bureau of Highways was created by the State Legislature in Governor James H. Budd appointed the following to the three- man Bureau: R.C. Irvine, Sacramento Marston Mansow, San Francisco J.L. Maude, Riverside The three then bought a span of horses and a fringed-top buckboard, and, working in pairs and sometimes all three together, inspected 8,000 miles of California roads to assess the needs for new construction. These original surveys (studies) subsequently became the basis for a statewide plan. The automobile is responsible for today's fast, wide highways, but there was a time when automobiles got all the worst of it. Not long ago the only way to cross seven miles of Imperial Valley, California, desert was over a board road above. Compare it with the highway there now.
21 TEAMING UP Courtesy University of Cali/ornio In 1896, Commissioners R.C.Irvine and EL. Maude of the newly created Bureau of Highways, purchased a buckboard and team of horses and traveled seven thousand miles, mapping out a state highway system. Maje, Irvine's Gordon setter, made the entire trip.
22 AUSTIN B. FLETCHER State Highway Engineer , San Diego County Highway Engineer
23 San Diego and Pacific Beach Railroad in 1888 Frvm iwe I m m e & hlpt HLProrkal C&?~&OA
24 FIRST HIGHWAY As a result of the field surveys, a plan was developed complete with map showing a 7,000-mile state highway system. A report recommended a system of State highways to "traverse the great belts of California's natural wealth; connect all the large centers of population; reaching the county seat of every county and tapping the lines of county roads so as to utilize them to the greatest extent." First on their list of recommended highways was the following: "A highway, commencing on the line between the State of California and the State of Oregon, at or near the point where said state line is intersected by the road from Yreka, California to Ashland, Oregon, and extending thence southerly along the best grades and alignments, through the Counties of Siskiyou, Shasta, Tehama, Butte, Yuba, Sutter, Sacramento, San Joaquin, Stanislaus, Merced, Madera, Fresno, Tulare, Kern, Los Angeles and Sara Diego, to Tijuana." The projected 7,000-mile road system was apportioned roughly on the basis of population. The six southernmost counties received only 420 miles or approximately 6 percent of the total. This may appear to be outright discrimination; however, in 1895 only 6% (about 92,000) of California's inhabitants actually lived in those six southern counties! We've grown since then.
25 2. I.>',. '~,: -'.... (I..,.. i...., ;. k.' ;. "~ ,,..,. '>L FRED RHODES Civil Engineer and City Manager; Engineer-in-charge, Mountain Springs Grade, 191 1
26 GROWTH IN SAN DlEGO The continuing growth of San Diego led eventually to a recognition of the need for a formally organized program for the development of roads and highways. SPRECKELS, COTTON, KETTNER John D. Spreckels, Oscar W. Cotton, and Congressman William Kettner led the efforts to bring the Naval Training Center and the Marine Corps Recruit Depot to San Diego. These men, with other early-day developers, contributed largely to the success of the Panama-California International Exposition. Their contributions, and the year-round operation of Camp Kearny for training World War I soldiers focused national attention on San Diego and its growth continued to accelerate during the post-world War 1 years. Even in the depression of the 1930s the area continued to expand, helped in a large degree by another marvelous production-the California Pacific International Exposition. REUBEN FLEET Significant contributions to its growth include the opening of Consolidated Aircraft Corporation (Consair, as it was then called) by Major Reuben Fleet, the founding of the San Diego Heaven on Earth Club by Joseph E. Dryer in 1936, and George A. Scott's many civic contributions of time and money. During the decade San Diego's growth surpassed that of ten other major American cities.
27 COLONEL ED FLETCHER An important leader in the many efforts to improve our city was Colonel Ed Fletcher, a man who, though optimism personified, still kept both feet on the ground. His was an analytical approach to San Diego's expansion. His confidence that the projected 'increase in population would be realized was matched by a full recognition of the need for such vital facilities as water supply, roads and highways.
28 From litle Insurance & Trust Historical Collection COLONEL ED FLETCHER A man of action as well as vision, Colonel Fletcher played a strong role in the development of our City.
29 COUNTY ROAD COMMISSION In his Memoirs, Colonel Fletcher tells of the formation, in 1908, of the San Diego Couniy Road Commission. Three men were appointed to that commission by the County Board of Supervisors: John D. Spreckels, E.W. Scripps, and A.C. Spaulding. They were instructed to build 1,250 miles of country road with the $2 million proceeds of a bond issue which had just been voted. A cousin of Colonel Fletcher, Austin B. Fletcher, chief engineer of the state of Massachusetts, was hired as San Diego County's first highway engineer. By 1911 he had pretty well completed the county road system as ordered. Largely because of this outstanding performance, Governor Hiram Johnson appointed Austin Fletcher as the first state highway engineer in CALIFORNIA HIGHWAY COMMISSION On August 2, , Governor Johnson appointed the first California Highway Commission, though with only three members. Once again, San Diego had pointed the way and the State followed! THE PLANK ROAD In that same year a group of San Diego businessmen, headed by Colonel Fletcher, provided money and lumber with which to build a plank road through the Imperial Valley sand dunes. Labor was contributed by valley residents. Later, based on the experience gained in building that first road, the State-Division of Highways built a new plank road which served for ten years, until the development of an asphaltic concrete highway. To "put San Diego on the National Highway Map and keep it there," Fletcher played prominent roles as catalyst in several groups effectively promoting the idea of transcontinental highways
30 between San Diego and the East Coast. Among them were the Broadway ofamerica Association (Broadway, New York City to Broadway, San Diego); the Dixieland Overland Highway Association (to Savannah, Georgia); the Lee Highway (to Washington, D.C.) and the Old Spanish Trail (to Jacksonville, Florida). Colonel Fletcher invited the Automobile Club of Southern California to send representatives along on a Motorcade from San Diego to Memphis, Tennessee to attend the Broadway of America Association convention. The Auto Club accepted his invitation and sent Mr. C.E. McStay, field secretary, and Marshal Hobson, manager of their San Diego office. They also provided a patrol car. In addition, Harry Chandler, a member of the club's Board of Directors and owner of the Los Angeles Times, was there, to deliver a major address before that convention. Altogether, 128 people in 28 cars left San Diego on the motorcade. Picking up new groups along the way, the contingent arrived in Memphis with a total of 1,564 delegates in a fleet of over 300 cars. The balance of the 3,300 people attending the convention came in another caravan starting in New York. The motorcade (Colonel Fletcher's idea) was an outstanding success.
31 E.W. SCRIPPS Scripps-Howard Newspaper Chain. Member, San Diego County Road Commission,
32 NEW WHEELS SET A PACE A.G. SPAULDING, Sporting Goods Magnate. Member of the San Diego County Road Commission, , with Mrs. Spaulding in their 1900 Mobile Steamer
33 From Title Insurance & Trust Hirtorical Collection JOHN D. SPRECKLES Industrialist-Railroad Builder, Member San Diego County Road Commission WILLIAM T.HART - Carlsbad Member, California Highway Commission July 7, 1936 to March 3, 1939
34 SR-76 Bridge over the San Luis Rey River near Fallbrook
35 CALIFORNIA TRANSPORTATION COMMISSION The three-man Road Commission soon proved inadequate to the problems of our growing state. It was therefore replaced by a nine-member board, with representation from the various geographical areas, called the California Highway Commission. Pictures of persons who have represented San Diego County on this Commission appear on the following pages. In 1978 the legislature merged several boards into one overall body, the California Transportation Commission, which has responsibility for aeronautics and mass transportation as well as highways.
36 CHARLES T. LEIGH FRED W. SPEER San Diego, Member, California Highway Commission Escondido, Member, California Highway Commission May 11, 1949 to January 15,1955 January 21, 1955 to January 15, 1959
37 ROGER S WOOLLEY V. EARL ROBERTS Rancho Santa Fe, Member, California Highway San Diego, Member, California Highway Commission Comt-:--ion Mach 18,1959 to January 15,1967 October 20,1967 to January 15,1970 GORDON LUCE FRED W. SPEER San Diego, Member, California Secretary of Business Escondido, Member, California Highway Commission & Transportation, and Ex-officio Chairman, January 21,1955 to Jmllary 15, 1959 State Highway Commission January 3, 1967 to December 17,1969
38 CHARLES E. REID Assistant Director, San Diego County Department of Social Services, also lnelnber of the California Transportation Commission, TOM HAWTHORNE A director of the San Diego Chamber of Commerce, appointed to both the California Transportation Commission and the Commission of the Californias in 1984
39 DIVISION OF HIGHWAYS DISTRICT XI The same year the San Diego Highway Development Association was born saw the establishment of District XI of the then Division of Highways, State Department of Public Works (now Department of Transportation, or CALTRANS). To San Diegans, "Mr. Caltrans" will always be Jacob (Jake) Dekerma, both for his long service as district head from 1955 to late 1980 and for the many improvements and innovations in our transportation system achieved under his leadership. Jake's remarkable ability to meet and solve tough problems, and the wide scope of his responsibilities in District 11, inspired our Association to submit a resolution to Caltrans asking that his position be recognized as equal to that of the heads of the San Francisco and Los Angeles districts. As a result Jake was elevated from District Engineer to Assistant State Highway Engineer in It should be noted that Jake was a competent practitioner in the fields of ecology and environment long before they became subjects of national concern. The difference between his approach and that of the environmentalists was that he saw these concerns as only two of a host of factors to be weighed and studied before the immediate and long-range effects of new highway construction could be determined. Jake expressed his philosophy on highway construction as follows: "The transportation of men and goods from place to place is an essential human need that must be balanced against other needs, socially and economically. What we are doing is creating better living conditions for the people of California." When he retired, at the end of 1980, our Association and the Automobile Club of Southern California joined forces to stage a surprise testimonial dinner attended by hundreds of friends and admirers from throughout the country.
40 In 1981, our Association prompted State Senator Jim Ellis to present a bill to the legislature proclaiming the JACOB DEKEMA FREEWAY. The bill passed easily. In February 1981 we reconvened many who attended the earlier dinner at a luncheon at which our Association presented Caltrans with a bronze plaque commemorating the new name. This plaque is in place in the Governor Drive park-and-ride facility at and the Governor Drive Interchange. JAMES C SCHMIDT President and Managing officer, Great American First Savings Bank; Asst. Secretary - Business and Transportation Agency, State of California, ; Member, California Toll Bridge Authority, ; Member and Vice Chairman - California State Transportation Board, JACOB (JAKE) DEKEMA Director, District 1 1, Caltrans, from 1955 to 1980; one of the nations ten "Public Works Men of the Year" in 1972; an active member of our Association since retirement.
41 RUSS LIGHTCAP Director, BILL DODSON Director, JESUS GARCIA Director, GARY GALLEGOS Director,
42 PEDRO ORSO DELGADO Current Director
43 THE SAN DIEGO HIGHWAY DEVELOPMENT ASSOCIATION- GROWS WITH THE CITY The 1940s saw the whole of San Diego engaged in an all-out effort to help win the war. The latter five years of the decade brought a surge of prosperity, followed only too soon by the Korean war. Throughout this military involvement, the city and county of San Diego played leading roles in bringing Colorado River water to Southern California. We needed it to sustain our additional growth. Tens of thousands of servicemen and military civilian employees had learned during the war how desirable our community was; they decided to make their homes here. Military training went on daily the year around, much of it out of doors. Convair produced Liberator bombers around the clock, enabled by the mild weather to do some of the work outdoors. The Naval Hospital in Balboa Park, while caring for the war wounded, had developed the largest hospital in the world, with 12,500 beds. Small wonder, then, that San Diego grew from 203,000 to 334,800 by 1950, passing 12 other growing American cities in the process. Our Highway Development Association had many members who were local, county or state government officials, and others who were high- ranking military officers. We were therefore especially effective in obtaining priorities and federal funding for new streets, traffic signals, conscripting used street cars fiom less critical areas, and the diversion of new buses fiom the consignees to our own local street car company. During the war years, we took the lead in helping to lessen traffic congestion by influencing the larger plants to stagger working hours so as to create several lesser peak traffic periods.
44 We also suggested the experiment of offering share-the-ride drivers special parking spaces if they carried two or three riders. Like many such efforts since, this one accomplished little-the less than significant result was an increase in the average number of riders per auto from 1.60 to 1.68! e Insurance & Trust Historical Collection FRANK G. FORWARD Founding Member, San Diego Highway Development Association; President, Title Insurance and Trust.
46 Photo Courtesy of San Diego Historical Society, Union Tribune Collec~.,,. HIGHWAY PROJECTS MEETING Hugh Hall, T Fred Bagshaw and Jacob Dekema with County map
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5 Performance Measures This page left blank intentionally. 5 2 Moving Forward Monterey Bay 2035 Introduction The investments identified in the 2035 MTP/SCS are expected to result in significant benefits
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RTC e-news Brief for January 29, 2010. This e-newsletter was created to keep you informed about key activities and issues pertaining to Your RTC. I encourage you to share this information with your board
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First 100 Instant Words the had out than of by many first and words then water a but them been to not these called in what so who is all some oil you were her sit that we would now it when make find he
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