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CA 2016 day 6 piątek
Updated automatically every 5 minutes

Day 6 piatek

Jazdy:

[Bonita - LAX 10h]

[Bonita - Pinnacles - Big Sur 5h [albo na południe od Big Sur]

Brannan - Dow 20 minut

Dow - Point Bonita 57 mil/1.5h    most

                [Brannan prosto do Point Bonita - 2h i troszkę]

Point Bonita - Pinnacles [od wschodu] 2:45

[Lake San Andreas]

Pinnacles - Monterey 1,5 g

Monterey - Bixby Bridge [przez 17 mile drive] 1h

Bixby Bridge - Plaskett Campground 1,5h

Mozemy ewentualnie spac bardziej na polnoc - od Plaskett do Ventura jest 3.5h (plus troche na wyjechanie z lasu).

9 godzin!!!

Bez Presidio i San Juan Mission: 8,5h

Bez powyższych i Natural Bridges: 8h

Atrakcje:

Dow Wetlands

https://www.youtube.com/watch?v=eUq8RiaX-B0

Richmond-San Rafael Bridge, czyli przeglad mostow

https://en.wikipedia.org/wiki/Richmond%E2%80%93San_Rafael_Bridge 

The Richmond–San Rafael Bridge (also officially named the John F. McCarthy Memorial Bridge[3]) is the northernmost of the east–west crossings of the San Francisco Bay in California, USA. Officially named after California State Senator John F. McCarthy, it bridges Interstate 580 from Richmond on the east to San Rafael on the west. It opened in 1956, replacing ferry service by the Richmond–San Rafael Ferry Company.[4]

The bridge—including approaches—measures 5.5 miles (29,040 feet / 8,851.39 m / 8.9 km) long. At the time it was built, it was one of the world's longest bridges. The bridge spans two ship channels and has two separate main cantilever spans. Both main cantilever spans are raised to allow ship traffic to pass, and in between, there is a "dip" in the elevation of the center section,[46] giving the bridge a vertical undulation or "roller coaster" appearance and also the nickname "roller coaster span". To save money, the cantilever main spans share identical symmetric designs, so the "uphill" grade on the approach required for the elevated span is duplicated on the other "downhill" side, resulting in a depressed center truss section.[47] In addition, because the navigation channels are not parallel to each other, the bridge also does not follow a straight line.[48] This appearance has also been referred to as a "bent coat hanger".[43]

After it was completed, many were disappointed by the aesthetics of the low budget bridge,[49] including Frank Lloyd Wright, who reportedly called for its destruction.[50] The neighboring Golden Gate Bridge and the western span of Bay Bridge were considered engineering and historical marvels, and the Richmond–San Rafael Bridge was not considered to be in the same class. However, the senior engineers for the Richmond–San Rafael Bridge were the same engineers that worked on the Bay Bridge[51] and the resulting design echoed the lessons learned from the eastern span of the Bay Bridge.[52]

From west (Point San Quentin) to east (Castro Point), the bridge consists of:[53][1]

Excluding approaches, the bridge structures comprise a total length of 21,335 feet (6,503 m) on the upper deck and 22,125 feet (6,744 m) on the lower deck. Despite the varying height of the bridge, roadway grades are limited to 3% or less.[41][1] As completed, the bridge has two decks each capable of carrying three lanes of traffic. As of 2015, each deck of the bridge is marked with two lanes of traffic and a shoulder; westbound traffic rides on the upper deck, while eastbound traffic rides on the lower deck. The third lane has been used for various purposes other than traffic, such as carrying a pipeline during a drought.

Trestle - koziol, kobylka, estakada, krzyzak [most - estakada]

A trestle (sometimes tressel) is a rigid frame used as a support, historically a tripod used both as stools and to support tables at banquets, and in contemporary usage usually referring to a bridge composed of a number of short spans supported by such frames. In the context of trestle bridges, each supporting frame is generally referred to as a bent.

Girder - belka, dzwigar

A girder bridge, in general, is a bridge that utilizes girders as the means of supporting the deck.[1] A bridge consists of three parts: the foundation (abutments and piers), the superstructure (girder, truss, or arch), and thedeck. A girder bridge is very likely the most commonly built and utilized bridge in the world. Its basic design, in the most simplified form, can be compared to a log ranging from one side to the other across a river or creek. In modern girder steel bridges, the two most common shapes are plate girders and box-girders.

The term "girder" is often used interchangeably with "beam" in reference to bridge design

Truss

A truss bridge is a bridge whose load-bearing superstructure is composed of a truss, a structure of connected elements forming triangular units. The connected elements (typically straight) may be stressed from tension,compression, or sometimes both in response to dynamic loads. Truss bridges are one of the oldest types of modern bridges. The basic types of truss bridges shown in this article have simple designs which could be easily analyzed by 19th- and early 20th-century engineers. A truss bridge is economical to construct because it uses materials efficiently.

Kratownica – rodzaj konstrukcji prętowej, której schemat statyczny tworzą elementy:

Cantilever - wspornik

A cantilever bridge is a bridge built using cantilevers, structures that project horizontally into space, supported on only one end. For small footbridges, the cantilevers may be simple beams; however, large cantilever bridges designed to handle road or rail traffic use trusses built from structural steel, or box girders built from prestressed concrete. The steel truss cantilever bridge was a major engineering breakthrough when first put into practice, as it can span distances of over 1,500 feet (460 m), and can be more easily constructed at difficult crossings by virtue of using little or no falsework.

Temporary cantilevers are often used in construction. The partially constructed structure creates a cantilever, but the completed structure does not act as a cantilever. This is very helpful when temporary supports, or falsework, cannot be used to support the structure while it is being built (e.g., over a busy roadway or river, or in a deep valley). So some truss arch bridges (see Navajo Bridge) are built from each side as cantilevers until the spans reach each other and are then jacked apart to stress them in compression before final joining. Nearly all cable-stayed bridges are built using cantilevers as this is one of their chief advantages. Many box girder bridges are builtsegmentally, or in short pieces. This type of construction lends itself well to balanced cantilever construction where the bridge is built in both directions from a single support.

Falsework consists of temporary structures used in construction to support spanning or arched structures in order to hold the component in place until its construction is sufficiently advanced to support itself. This usage is specifically called centering. Falsework also includes temporary support structures for formwork used to mould concrete to form a desired shape,[1] scaffolding to give workers access to the structure being constructed, and shoring which is temporary structural reinforcement used during repairs.

The bridge stands on 79 reinforced concrete piers supported on steel H-piles. Nine piers stand on land, eight are in cofferdams near the Contra Costa terminus, and the remaining 62 are bell-type piers with a flared base.[1] The original deck was a 5.5-inch (140 mm) thick reinforced concrete slab, with a mortar wearing surface 0.5 inches (13 mm) thick.[54] To facilitate maintenance, the bridge was designed with two 2.5 inches (64 mm) lines (carrying compressed air and potable water) extending from end to end. Each deck was also equipped with three overhead maintenance tracks.[54]

California State Route 1

State Route 1 (SR 1) is a major north-south state highway that runs along most of the Pacific coastline of the U.S. state of California. Highway 1 has several portions designated as either Pacific Coast Highway(PCH), Cabrillo Highway, Shoreline Highway, or Coast Highway. Its southern terminus is at Interstate 5 (I-5) near Dana Point in Orange County and its northern terminus is at U.S. Highway 101 (US 101) nearLeggett in Mendocino County. Highway 1 also at times runs concurrently with US 101, most notably through a 54-mile (87 km) stretch in Ventura and Santa Barbara counties, and across the Golden Gate Bridge.

The highway is designated as an All-American Road. In addition to providing a scenic route to numerous attractions along the coast, the route also serves as a major thoroughfare in the Greater Los Angeles Area, theSan Francisco Bay Area, and several other coastal urban areas.

SR 1 was built piecemeal in various stages, with the first section opening in the Big Sur region in the 1930s. However, portions of the route had several names and numbers over the years as more segments opened. It was not until the 1964 state highway renumbering that the entire route was officially designated as Highway 1. Although SR 1 is a popular route for its scenic beauty, frequent landslides and erosion along the coast have caused several segments to be either closed for lengthy periods for repairs, or re-routed further inland.

Point Bonita Lighthouse Nat. Recreation Area bez opłaty 37.815569°N 122.529604°W

https://en.wikipedia.org/wiki/Point_Bonita_Lighthouse 

http://www.nps.gov/goga/pobo.htm

FILMIK!!! https://www.youtube.com/watch?v=pWq4SuMidxY - gdzies od 1:40

Point Bonita was the last manned lighthouse on the California coast.

The original Point Bonita Lighthouse, a 56-foot (17 m) brick tower, was located too high. Unlike the East Coast of the United States, the West Coast has dense high fog, which leaves lower elevations clear. The original light was 306 feet (93 m) above sea level so the second order Fresnel lens was often cloaked in fog and could not be seen from the sea. In 1877, the lighthouse was moved to its current location at 124 feet (38 m) above sea level. The United States Coast Guard currently maintains the light and fog signal. It is accessible to the public during limited hours (12:30 PM–3:30 PM) on Saturdays, Sundays, and Mondays. Up until 1940 the lighthouse could be reached without a bridge, but erosion caused a trail leading to the lighthouse to crumble into the sea. A wooden walkway was installed, but when that became treacherous the suspension bridge was built in 1954.

As of January 6, 2010, the suspension bridge to the light house was closed to public access. According to the Federal Highway Administration, the bridge, which was 56 years old, started to rust. It underwent repairs in 1979 and again in 1991, but the metal components were not able to stand up to the sea spray. The new span reopened April 13, 2012. The new bridge construction cost a bit over $1 million. It is made of tropicalhardwood with steel suspension cables and attachments.[1]

Historical Information from USCG web site:

More than 300 boats ran aground near the Golden Gate during the Gold Rush years. One shipwreck, the SS City of Rio de Janeiro, is just a few hundred feet offshore from the light.

Co sie widzi:

Nike Missile Site

https://en.wikipedia.org/wiki/Nike_Missile_Site_SF-88

SF-88 is a former Nike Missile launch site at Fort Barry, in the Marin Headlands to the north of San Francisco, California, United States. Opened in 1954, the site was intended to protect the population and military installations of the San Francisco Bay Area during the Cold War, specifically from attack by Soviet bomber aircraft. The site was originally armed with Nike Ajax missiles, and modifications were made to the site in 1958 to allow it to also be armed with Nike Hercules missiles. In 1974, SF-88 was closed, but was not demolished. It is now part of the Golden Gate National Recreation Area and is open to visitors. Normal visiting days are Thursday-Saturday. A special tour with Nike veterans occurs on the first Saturday of each month. Restoration work to the site is done on remaining Saturdays by volunteers.

During the tense years of the Cold War ,from 1953 to 1979, the United States Army built and operated close to 300 Nike missile sites in the United States. These sites were designed as the last line of defense against Soviet bombers. Today, a dedicated group of volunteers works in partnership with the Golden Gate National Recreation Area on the continuous task of restoration at site SF-88L, the only fully restored Nike missile site in the country. This museum is an enduring reminder of the Cold War and allows visitors to reflect upon the realities of the Cold War and their influence on today's society.

Visiting the Nike Missile Site

Winter Hours through April 30:

Saturdays, 12:30 - 3:30 PM

The Nike Missile Site, SF-88L is open Saturdays from 12:30 - 3:30 PM for Winter 2016. Tours are available at 12:45 and 2:15 PM. On the first Saturday of each month we have an open house with volunteers and Nike Veterans provide a first-hand account of their experience at Nike missile sites across the United States. To confirm hours or for additional information, please contact the Marin Headlands Visitor Center at (415) 331-1540.

If you're coming from the North:

After exiting the tunnel:

Golden Gate Bridge $7.25

The Golden Gate Bridge is a suspension bridge spanning the Golden Gate strait, the one-mile-wide (1.6 km), three-mile-long (4.8 km) channel between San Francisco Bay and the Pacific Ocean. The structure links the American city of San Francisco, California – the northern tip of the San Francisco Peninsula – to Marin County, carrying both U.S. Route 101 and California State Route 1 across the strait. The bridge is one of the most internationally recognized symbols of San Francisco, California, and the United States. It has been declared one of the Wonders of the Modern World by the American Society of Civil Engineers.[7]

The Frommers travel guide describes the Golden Gate Bridge as "possibly the most beautiful, certainly the most photographed, bridge in the world."[8] It opened in 1937 and was, until 1964, the longest suspension bridge main span in the world, at 4,200 feet (1,300 m).

Ferry service[edit]

Golden Gate with Fort Point in foreground, c. 1891

Before the bridge was built, the only practical short route between San Francisco and what is now Marin County was by boat across a section of San Francisco Bay. Ferry service began as early as 1820, with regularly scheduled service beginning in the 1840s for purposes of transporting water to San Francisco.[9]

The Sausalito Land and Ferry Company service, launched in 1867, eventually became the Golden Gate Ferry Company, a Southern Pacific Railroad subsidiary, the largest ferry operation in the world by the late 1920s.[9][10] Once for railroad passengers and customers only, Southern Pacific's automobile ferries became very profitable and important to the regional economy.[11] The ferry crossing between the Hyde Street Pier in San Francisco and Sausalito in Marin County took approximately 20 minutes and cost US$1.00 per vehicle, a price later reduced to compete with the new bridge.[12] The trip from the San Francisco Ferry Building took 27 minutes.

Many wanted to build a bridge to connect San Francisco to Marin County. San Francisco was the largest American city still served primarily by ferry boats. Because it did not have a permanent link with communities around the bay, the city's growth rate was below the national average.[13] Many experts said that a bridge could not be built across the 6,700 ft (2,042 m) strait, which had strong, swirling tides and currents, with water 372 ft (113 m) deep[14] at the center of the channel, and frequent strong winds. Experts said that ferocious winds and blinding fogs would prevent construction and operation.[13]

Conception[edit]

Although the idea of a bridge spanning the Golden Gate was not new, the proposal that eventually took hold was made in a 1916 San Francisco Bulletin article by former engineering student James Wilkins.[15] San Francisco's City Engineer estimated the cost at $100 million, which would have been $2.12 billion in 2009, and impractical for the time. He asked bridge engineers whether it could be built for less.[9] One who responded,Joseph Strauss, was an ambitious engineer and poet who had, for his graduate thesis, designed a 55-mile-long (89 km) railroad bridge across the Bering Strait.[16] At the time, Strauss had completed some 400drawbridges—most of which were inland—and nothing on the scale of the new project.[3] Strauss's initial drawings[15] were for a massive cantilever on each side of the strait, connected by a central suspension segment, which Strauss promised could be built for $17 million.[9]

Local authorities agreed to proceed only on the assurance that Strauss would alter the design and accept input from several consulting project experts.[citation needed] A suspension-bridge design was considered the most practical, because of recent advances in metallurgy.[9]

Strauss spent more than a decade drumming up support in Northern California.[17] The bridge faced opposition, including litigation, from many sources. The Department of War was concerned that the bridge would interfere with ship traffic. The navy feared that a ship collision or sabotage to the bridge could block the entrance to one of its main harbors. Unions demanded guarantees that local workers would be favored for construction jobs. Southern Pacific Railroad, one of the most powerful business interests in California, opposed the bridge as competition to its ferry fleet and filed a lawsuit against the project, leading to a mass boycott of the ferry service.[9]

In May 1924, Colonel Herbert Deakyne held the second hearing on the Bridge on behalf of the Secretary of War in a request to use federal land for construction. Deakyne, on behalf of the Secretary of War, approved the transfer of land needed for the bridge structure and leading roads to the "Bridging the Golden Gate Association" and both San Francisco County and Marin County, pending further bridge plans by Strauss.[18]Another ally was the fledgling automobile industry, which supported the development of roads and bridges to increase demand for automobiles.[12]

The bridge's name was first used when the project was initially discussed in 1917 by M.M. O'Shaughnessy, city engineer of San Francisco, and Strauss. The name became official with the passage of the Golden Gate Bridge and Highway District Act by the state legislature in 1923, creating a special district to design, build and finance the bridge.[19] San Francisco and most of the counties along the North Coast of California joined the Golden Gate Bridge District, with the exception being Humboldt County, whose residents opposed the bridge's construction and the traffic it would generate.[20]

Design[edit]

Strauss was chief engineer in charge of overall design and construction of the bridge project.[13] However, because he had little understanding or experience with cable-suspension designs,[21]responsibility for much of the engineering and architecture fell on other experts. Strauss's initial design proposal (two double cantilever spans linked by a central suspension segment) was unacceptable from a visual standpoint. The final graceful suspension design was conceived and championed by Leon Moisseiff, the architect of the Manhattan Bridge in New York City.[22]

Irving Morrow, a relatively unknown residential architect, designed the overall shape of the bridge towers, the lighting scheme, and Art Deco elements, such as the tower decorations, streetlights, railing, and walkways. The famous International Orange color was originally used as a sealant for the bridge.[23] The US Navy had wanted it to be painted with black and yellow stripes to ensure visibility by passing ships.[13]

Senior engineer Charles Alton Ellis, collaborating remotely with Moisseiff, was the principal engineer of the project.[24] Moisseiff produced the basic structural design, introducing his "deflection theory" by which a thin, flexible roadway would flex in the wind, greatly reducing stress by transmitting forces via suspension cables to the bridge towers.[24] Although the Golden Gate Bridge design has proved sound, a later Moisseiff design, the original Tacoma Narrows Bridge, collapsed in a strong windstorm soon after it was completed, because of an unexpected aeroelastic flutter.[25] Ellis was also tasked with designing a "bridge within a bridge" in the southern abutment, to avoid the need to demolish Fort Point, a pre-Civil War masonry fortification viewed, even then, as worthy of historic preservation. He penned a graceful steel arch spanning the fort and carrying the roadway to the bridge's southern anchorage.[26]

Ellis was a Greek scholar and mathematician who at one time was a University of Illinois professor of engineering despite having no engineering degree. He eventually earned a degree in civil engineering from the University of Illinois prior to designing the Golden Gate Bridge and spent the last twelve years of his career as a professor at Purdue University. He became an expert in structural design, writing the standard textbook of the time.[27] Ellis did much of the technical and theoretical work that built the bridge, but he received none of the credit in his lifetime. In November 1931, Strauss fired Ellis and replaced him with a former subordinate, Clifford Paine, ostensibly for wasting too much money sending telegrams back and forth to Moisseiff.[27] Ellis, obsessed with the project and unable to find work elsewhere during the Depression, continued working 70 hours per week on an unpaid basis, eventually turning in ten volumes of hand calculations.[27]

With an eye toward self-promotion and posterity, Strauss downplayed the contributions of his collaborators who, despite receiving little recognition or compensation,[21] are largely responsible for the final form of the bridge. He succeeded in having himself credited as the person most responsible for the design and vision of the bridge.[27] Only much later were the contributions of the others on the design team properly appreciated.[27] In May 2007, the Golden Gate Bridge District issued a formal report on 70 years of stewardship of the famous bridge and decided to give Ellis major credit for the design of the bridge.

Construction[edit]

Construction began on January 5, 1933.[9] The project cost more than $35 million,[29] completing ahead of schedule and under budget.[30] The Golden Gate Bridge construction project was carried out by the McClintic-Marshall Construction Co., a subsidiary ofBethlehem Steel Corporation founded by Howard H. McClintic and Charles D. Marshall, both of Lehigh University.

Some 1.2 million steel rivets hold the bridge together. This is a short segment of one of those replaced during the seismic retrofit of the bridge after the 1989 Loma Prieta earthquake.

Strauss remained head of the project, overseeing day-to-day construction and making some groundbreaking contributions. A graduate of the University of Cincinnati, he placed a brick from his alma mater's demolished McMicken Hall in the south anchorage before the concrete was poured. He innovated the use of movable safety netting beneath the construction site, which saved the lives of many otherwise-unprotected steelworkers. Of eleven men killed from falls during construction, ten were killed (when the bridge was near completion on May 27, 1937) when the net failed under the stress of a scaffold that had fallen.[31] According to Travel Channel'sMonumental Mysteries, the workers platform that was attached to a rolling hanger on a track collapsed when the bolts that were connected to the track were too small and the amount of weight was too great to bear. The platform fell into the safety net, but was too heavy and the net gave way. Two out of the twelve workers survived the 200-foot (61 m) fall into the icy waters, including the 37-year-old foreman, Slim Lambert. Nineteen others who were saved by the net over the course of construction became members of their Half Way to Hell Club.[32]

The project was finished and opened May 27, 1937. It was completed $1.3 million under budget.[9] The Bridge Round House diner was then included in the southeastern end of the Golden Gate Bridge, adjacent to the tourist plaza which was renovated in 2012.[33] The Bridge Round House, an Art Deco design by Alfred Finnila completed in 1938, has been popular throughout the years as a starting point for various commercial tours of the bridge and an unofficial gift shop.[34] The diner was renovated in 2012[33] and the gift shop was then removed as a new, official gift shop has been included in the adjacent plaza.[34]

During the bridge work, the Assistant Civil Engineer of California Alfred Finnila had overseen the entire iron work of the bridge as well as half of the bridge's road work.[35] With the death of Jack Balestreri in April 2012, all workers involved in the original construction are now deceased.

Structural specifications[edit]

On the south side of the bridge a 36.5-inch-wide (93 cm) cross-section of the cable, containing 27,572 wires, is on display.

Until 1964, the Golden Gate Bridge had the longest suspension bridge main span in the world, at 4,200 feet (1,300 m). Since 1964 its main span length has been surpassed by ten bridges; it now has the second-longest main span in the United States, after the Verrazano-Narrows Bridge in New York City. The total length of the Golden Gate Bridge from abutment to abutment is 8,981 feet (2,737 m).

The Golden Gate Bridge's clearance above high water averages 220 feet (67 m) while its towers, at 746 feet (227 m) above the water, were the world's tallest on a suspension bridge until 1998 when bridges in Denmark and Japanwere completed.

The weight of the roadway is hung from two cables that pass through the two main towers and are fixed in concrete at each end. Each cable is made of 27,572 strands of wire. There are 80,000 miles (130,000 km) of wire in the main cables.[42] The bridge has approximately 1,200,000 total rivets.

Aesthetics[edit]

The color of the bridge is officially an orange vermillion called international orange.[43] The color was selected by consulting architect Irving Morrow[44] because it complements the natural surroundings and enhances the bridge's visibility in fog. Aesthetics was the foremost reason why the first design of Joseph Strauss was rejected. Upon re-submission of his bridge construction plan, he added details, such as lighting, to outline the bridge's cables and towers.[45] In 1999, it was ranked fifth on the List of America's Favorite Architecture by the American Institute of Architects.

The bridge was originally painted with red lead primer and a lead-based topcoat, which was touched up as required. In the mid-1960s, a program was started to improve corrosion protection by stripping the original paint and repainting the bridge with zinc silicate primer and vinyl topcoats.[46][47] Since 1990 acrylic topcoats have been used instead for air-quality reasons. The program was completed in 1995 and it is now maintained by 38 painters who touch up the paintwork where it becomes seriously corroded.[48]

Traffic[edit]

Most maps and signage mark the bridge as part of the concurrency between U.S. Route 101 and California State Route 1. Although part of the National Highway System, the bridge is not officially part of California's Highway System.[49] For example, under the California Streets and Highways Code § 401, Route 101 ends at "the approach to the Golden Gate Bridge" and then resumes at "a point in Marin County opposite San Francisco". TheGolden Gate Bridge, Highway and Transportation District has jurisdiction over the segment of highway that crosses the bridge instead of the California Department of Transportation (Caltrans).

The movable median barrier between the lanes is moved several times daily to conform to traffic patterns. On weekday mornings, traffic flows mostly southbound into the city, so four of the six lanes run southbound. Conversely, on weekday afternoons, four lanes run northbound. During off-peak periods and weekends, traffic is split with three lanes in each direction.[50]

From 1968 to 2015, opposing traffic was separated by small, plastic pylons, and during that time, there were 16 fatalities resulting from 128 head-on collisions.[51] To improve safety, the speed limit on the Golden Gate Bridge was reduced from 50 to 45 mph (80 to 72 km/h) on October 1, 1989.[52] Although there had been discussion concerning the installation of a movable barrier since the 1980s, only in March 2005 did the Bridge Board of Directors commit to finding funding to complete the $2 million study required prior to the installation of a movable median barrier.[51] Installation of a movable median barrier was completed on January 11, 2015, following a closure of 45.5 hours to private vehicle traffic, the longest in the bridge's history. The new barrier system, including the zipper trucks, cost approximately $30.3 million to purchase and install.[51][53] The movable barrier allows the number of N/S lanes to be reconfigured during the day as traffic requires.

Seismic vulnerability and improvements[edit]

Modern knowledge of the effect of earthquakes on structures led to a program to retrofit the Golden Gate to better resist seismic events. The proximity of the bridge to the San Andreas Fault places it at risk for a significant earthquake. Once thought to have been able to withstand any magnitude of foreseeable earthquake, the bridge was actually vulnerable to complete structural failure (i.e., collapse) triggered by the failure of supports on the 320-foot (98 m) arch over Fort Point.[80] A $392 million program was initiated to improve the structure's ability to withstand such an event with only minimal (repairable) damage. One challenging undertaking is completing this program without disrupting traffic. A complex electro-hydraulic synchronous lift system was custom built for construction of temporary support towers and a series of intricate lifts, transferring the loads from the existing bridge onto the temporary supports. This was completed with engineers from Balfour Beatty and Enerpac, accomplishing this task without disrupting day-to-day San Francisco commuter traffic.[81][82] The retrofit was planned to be completed in 2012.[83][84]

The former elevated approach to the Golden Gate Bridge through the San Francisco Presidio, known as Doyle Drive, dated to 1933 and was named after Frank P. Doyle, President and son of the founder of the Exchange Bank in Santa Rosa, and the man who, more than any other person, made it possible to build the Golden Gate Bridge.[85] The highway carried about 91,000 vehicles each weekday between downtown San Francisco and the North Bay and points north.[86] 

The road was deemed "vulnerable to earthquake damage", had a problematic 4-lane design, and lacked shoulders, and a San Francisco County Transportation Authority study recommended that it be replaced. Construction on the $1 billion[87] replacement, temporarily known as the Presidio Parkway, began in December 2009.[88] The elevated Doyle Drive was demolished on the weekend of April 27–30, 2012, and traffic used a part of the partially completed Presidio Parkway, until it was switched onto the finished Presidio Parkway on the weekend of July 9–12, 2015. As of May 2012, an official at Caltrans said there is no plan to permanently rename the portion known as Doyle Drive.[89]

If Your Rental Company Does Not Offer a Tolling Program

Ask the rental agent for specifics about how they assess tolls for the Golden Gate Bridge. You must take action BEFORE or within 2 days AFTER your first crossing of the Golden Gate Bridge (headed southbound into San Francisco) by making a One-Time Payment. Make note of the license plate number and the end date of your rental period. You can make a One-Time Payment using any of the following methods:        Less ▲

  1. Online using a credit card at www.bayareafastrak.org.
  2. By phone using a credit card: Toll free (877) BAY-TOLL (877-229-8655), outside California 415-486-8655. Click here for hours of operation.
  3. In person using cash at a Cash Payment Location.
  4. In person using cash, check, or credit card: Bay Area FasTrak Customer Service Center (effective June 17, 2014) at 62 First Street, San Francisco, CA 94105 (near the intersection of Market and First Streets). Click here for hours of operation.

San Andreas Lake https://en.wikipedia.org/wiki/San_Andreas_Lake 

San Andreas Lake is a reservoir adjacent to the San Francisco Peninsula cities of Millbrae and San Bruno in San Mateo County, California. It is situated directly on the San Andreas Fault, which is named after the lake.[1]

Originally a small natural sag pond, the lake was expanded by the construction of a 100 foot high earth dam in 1868.[6][7] The dam survived the 1906 earthquake despite the fact that the fault runs directly under the dam.[8]

In 1895, Professor Andrew Lawson of the University of California, Berkeley, conferred the name of the lake on the earthquake fault he discovered in its vicinity.[9

Pinnacles National Park 36°29′13″N 121°10′01″W https://en.wikipedia.org/wiki/Pinnacles_National_Park 

http://www.modernhiker.com/2009/05/12/hiking-bear-gulch-in-pinnacles-national-monument/

https://en.wikipedia.org/wiki/Cave#Talus_cave

Talus cave - jaskinia osuwiskowa?

Talus - kość skokowa, ale synonimem jest również scree - rumowisko.

Chaparral (SZAparal) vegetation consisting chiefly of tangled shrubs and thorny bushes.

Pinnacles National Park is a U.S. National Park protecting a mountainous area located east of the Salinas Valley in Central California, about 5 miles (8.0 km) east of Soledad and 80 miles (130 km) southeast of San Jose. The park's namesakes are theeroded leftovers of the western half of an extinct volcano that has moved 200 miles (320 km) from its original location on theSan Andreas Fault, embedded in a portion of the California Pacific Coast Ranges. Pinnacles is managed by the National Park Service and the majority of the park is protected as wilderness.

The national park is divided by the rock formations into East and West Divisions, connected by foot trails; there is no through road that connects the east and west entrances to the park. The east side has shade and water, the west has high walls. The rock formations provide for spectacular pinnacles that attract rock climbers. The park features unusual talus caves that house at least thirteen species of bat. Pinnacles is most often visited in spring or fall because of the intense heat during the summer months. Park lands are prime habitat for prairie falcons, and are a release site for California condors that have been hatched in captivity.

Pinnacles National Monument was established in 1908 by U.S. President Theodore Roosevelt. Pinnacles National Park was created from the former Pinnacles National Monument by legislation passed by Congress in late 2012 and signed into law by President Barack Obama on January 10, 2013.

The park is located near the San Andreas Fault, which had a hand in creating the unique formations the park protects. The Pinnacles are part of the Neenach Volcano which erupted 23 million years ago near present-day Lancaster, California. The movement of the Pacific Plate along the San Andreas Fault split a section of rock off from the main body of the volcano and moved it 195 miles (314 km) to the northwest. It is believed that the pinnacles came from this particular volcano due to the unique breccias that are only found elsewhere in the Neenach Volcano formations. Differential erosion and weathering of the exposed rock created the Pinnacles that are seen today.[43] The rock formations areandesite and rhyolite, forming a dropped fault block embedded in the Gabilan Range.[44]

Large-scale earth movement also created the talus caves that can be found in the park. Deep, narrow gorges and shear fractures were transformed into caves by large chunks of rock falling from above and wedging into the cracks leaving an open area below.[43]

Since the Pinnacles were moved to this area, the San Andreas Fault has shifted 4 miles (6.4 km) to the east of the park. The original location of the San Andreas can be seen in the Chalone Creek Fault. Two other large faults are known to run through the park, the Miner's Gulch and Pinnacles Faults. These faults parallel the San Andreas and were most likely caused by major movements of the main fault.[43] The establishment of the relative movement between the Pinnacles and the Neenach rocks was a significant factor in the acceptance of plate tectonics in geology.[44]

Seismic activity is frequent in the park and United States Geological Survey maintains two seismometers within the boundaries. Evidence of past and ongoing seismic activity can be seen in offset streams where they cross faults. Valley bottoms and terraces show signs of uplift.[43]

SZLAK

The trail starts at the end of a road just past the Bear Gulch Day Use Area, and is marked by a large bulletin board on the south end of the parking lot. Be sure to check this sign before you start hiking – the caves are occasionally closed when the local bats are raising their young ones. If all’s clear, head up the well-shaded trail as it slowly climbs above the shallow creekbed at the bottom of Bear Gulch.

The 0.2 miles from the trailhead to the junction with the High Peaks Trail starts out in fairly unremarkable geology, but it quickly becomes apparent that you’re in a very geologically interesting area as the cliffs start to close in around you, exposing their almost artificially angular forms.

The trail starts hitting some very small caves here. If you’re claustrophobic, don’t worry – they’re very short.

After a few short caves, you’ll come upon a trail split. One route will take you beneath the talus boulders that form Bear Gulch Cave, while another will keep you in the daylight and instead take you over the cave. Both routes are actually pretty great. Since neither of them is very long, I recommend trying to double back and do them both, or just take the cave up to the halfway point, then come back out and head up the other route. When I was there, the upper portion of the cave was closed, so I doubled back and redid the route through the cave after exploring above them.

If you head above, you’ll be greeted with some phenomenal views of the giant chunk of earth known as The Monolith. These pictures don’t do it justice — this thing is HUGE. To give you a sense of scale, that cut in the rock about a third of the way from the bottom on the right hand side is the trail … and you don’t have to duck down to avoid the ceiling.

If you choose the cave route, it’s just a very short walk from the junction to the mouth of the cave. Remember that, even though there is visible light for part of the cave, a flashlight is required to hike it. There is no actual “caving” per se … instead, the trail follows a well-marked, reinforced pathway through the boulders, with the occasional stairways and handrails.

Either way, the routes do meet up, and then continue under another short section of open caves before reaching a cut staircase along a small, trickling waterfall on the side of a dam.

After you climb this staircase – which might be slippery due to the mist – you’ll be at the peaceful surface of Bear Gulch Reservoir.

When you’re done enjoying the scenery, head back along the Rim Trail, which will eventually meet up with the High Peaks Trail and return you to the parking lot, giving you some incredible views of the Gulch you were just crawling around in on the way back.

Royal Presidio Chapel w Monterey - najstarszy kościół w CA, najstarszy kamienny budynek w CA 36°35′43″N121°53′21″W 

https://en.wikipedia.org/wiki/Cathedral_of_San_Carlos_Borromeo 

http://www.sancarloscathedral.org/ 

The Cathedral of San Carlos Borromeo, also known as the Royal Presidio Chapel, is a Roman Catholic cathedral located inMonterey, California, United States. The cathedral is the oldest continuously operating parish and the oldest stone building inCalifornia. It was built in 1794 making it the oldest (and smallest) serving cathedral along with St. Louis Cathedral in New Orleans, Louisiana. It is the only existing presidio chapel in California and the only existing building in the original Monterey Presidio.[3]

Early history[edit]

The church was founded by the Franciscan Saint Junípero Serra as the chapel of Mission San Carlos Borromeo de Carmelo on June 3, 1770. Father Serra first established the original mission in Monterey at this location on June 3, 1770, near the native village of Tamo. However, Father Serra became engaged in a heated power struggle with Military Governor Pedro Fages, who was headquartered at the Presidio of Monterey and served as governor of Alta California between 1770 and 1774.[4] Serra decided to move the mission away from the Presidio, and in May, 1771, the Spanish viceroy approved Serra's petition to relocate the mission to its current location near the mouth of the Carmel River and the present-day town of Carmel-by-the-Sea, California.[5]

When the mission was moved, the existing wood and adobe building became the San Jose Chapel for the Presidio of Monterey. Monterey became the capital of the Province of Californias in 1777 and the chapel was renamed the Royal Presidio Chapel. The original church along with other buildings in the presido was destroyed by fire caused by a salute gun in 1789 and was replaced by the present sandstone structure built between 1791 and 1795.[6] It was completed in 1794 by Indian labor.[7] In 1840, the chapel was rededicated to the patronage of Saint Charles Borromeo.[citation needed]

In 1849, the chapel was selected to be the Pro-Cathedral of the Diocese of Monterey by Bishop Joseph Alemany. After Alemany became Archbishop of San Francisco, his successor Thaddeus Amat y Brusi moved the cathedral to Mission Santa Barbara, to be closer to the population in Los Angeles.

Hoover marriage[edit]

The cathedral sanctuary as seen on Holy Saturday in 2013.

Future President of the United States Herbert Hoover and Lou Henry were married February 10, 1899 by Father Ramon Mestres who was serving at the Chapel; Hoover was the first President to be married by a Catholic priest.[citation needed] The wedding took place not at the Chapel, but in the Henry home. Father Mestres had received special dispensation from the bishop to perform the civil ceremony because there was no Protestant minister in town at the time.

Architecture[edit]

Statue of Our Lady of Guadalupe atop the cathedral façade.

The Royal Presidio Chapel is the first stone building in California and reflects the exquisite Spanish Colonial style of the late 18th century. TheMoorish architecture influence is also evident in the fine architecture. The ornamental arches and portals carved in sandstone make the church unique and arguably the most beautiful of all the Missions. A garden surrounds the gated Mission, with a path leading all the way round and to both San Carlos School and the Rectory of San Carlos Cathedral. To the right of the Cathedral lies a statue of the Virgin Mary with an arch beneath. At the rear of the building is the Junipero Oak, a California landmark. There is a bell tower to announce Mass and in the niche at the very top of the façade there is a statue of Our Lady of Guadalupe, the oldest non-indigenous sculpturein the state.

17 Mile Drive - jedna z najbardziej malowniczych dróg w USA! (płatna - $10) dobrze jest mieć ściągę/broszurkę

http://www.pebblebeach.com/activities/explore-the-monterey-peninsula/17-mile-drive

fotoreportaż: http://www.lkjh.biz/bike/california/monterey/carmel/index.html 

dalsze info: http://www.yelp.com/biz/17-mile-drive-scenic-tour-pebble-beach 

Początek:

36.603590, -121.945674 albo:

1001-1005 Short St

Pacific Grove, CA 93950

36.623689, -121.928774

17-Mile Drive is a scenic road through Pebble Beach and Pacific Grove on the Monterey Peninsula in California, much of which hugs the Pacific coastline and passes famous golf courses, mansions and scenic attractions, including the Lone Cypress, Bird Rock and the 5,300-acre Del Monte Forest of Monterey Cypress trees.[1]

The drive serves as the main road through the gated community of Pebble Beach. Inside this community, nonresidents have to pay a toll to use the road.[2] Like the community, the majority of 17-Mile Drive is owned and operated by the Pebble Beach Corporation. The 17-Mile Drive is a 17-mile (27 km)-long scenic loop having four primary entrances - the main highway entrance at California State Route 1, and entrances in Carmel and Pacific Grove.

At the north end, a portion of the early route through Pacific Grove begins at the intersection of Del Monte Blvd and Esplanade Street. The famous portion of 17-Mile Drive then begins a few miles south of this point. The crossing of Highway 68 (Holman Highway/Sunset Drive) and 17-Mile Drive marks the entrance to Pebble Beach.

From the Sunset Drive/Pacific Grove gate, the drive runs inland past Spanish Bay, then adjacent to beaches and up into the coastal hills, providing scenic viewpoints. The route allows for self-directed travel and stopping, with frequent turnouts along the roadway in many locations along the route. Without stops, it takes a minimum of 20 minutes to reach Carmel. The numerous turnouts allow stopping to take pictures, or getting out to stroll along the ocean or among the trees. Visitors receive a map that points out some of the more scenic spots. In addition, a red-dashed line is marked in the center of the main road to guide visitors, and help prevent them from venturing into the adjacent neighborhood streets.[14]

Beach near the Pacific Grove entrance of the 17 Mile Drive

Beach access near golf links at Pebble Beach

Seal seen along 17-mile drive

The road provides vistas of golf courses including Spyglass Hill, Cypress Point and Pebble Beach. After reaching Carmel Way, and the exit to Carmel, the 17-Mile Drive then heads northeast to the Highway 68/Highway 1 interchange, where one can exit, or continue to loop along the higher vistas of 17-Mile Drive, some of which offer views from more than 600 feet above sea-level. The full loop will take you back to the Pacific Grove Gate at Sunset Drive — a distance of 17 miles.

The only services open to the public in Pebble Beach (gas stations, restrooms, restaurants) are at the Inn at Spanish Bay and at the Lodge at Pebble Beach; plenty of comfortable and scenic spots are available to picnic. Spyglass Hill and Poppy Hills golf courses also have restaurants open to the public.

To drive the section of the road within the Pebble Beach gated community, there is an entrance fee requirement of US$10.00 (as of August 12, 2014), except for travelers on bicycles. Visitors can recoup the toll if they dine or shop within the community. Residents are not required to pay this fee, as they pay an annual fee (noted by the "Del Monte Forest" placard that residents carry in their vehicle or on their license plates), nor are guests if they are granted access in advance of their visit by a resident or through hotel/restaurant reservations (the guard house can either call the resident or look at a list of names). Motorcycles are not allowed.

Primary scenic attractions include Cypress Point, Bird Rock, Point Joe, Pescadero Point, Fanshell Beach & Seal Point. The famous "Witch Tree" landmark, often used as scenic background in movies and television, was formerly at Pescadero Point. The tree was blown down by a storm on January 14, 1964. Pescadero Point is also the site of the Ghost Tree, a landmark Monterey Cypress tree. The tree gives its name to a dangerous extreme surfing location known to have storm waves.[15] Currently, the surf break of Ghost Tree is off limits to surfers and watercraft.[16]

Chief among the scenic attractions is the Lone Cypress, a salt-pruned Monterey cypress (macrocarpa) tree which is the official symbol of Pebble Beach and a frequent fixture of television broadcasts from this area. In 1990 the Monterey Journal reported that Pebble Beach's lawyer, Kerry C. Smith, said "The image of the tree has been trademarked by us," and that it intended to control any display of the cypress for commercial purposes. The company had warned photographers that "they cannot even use existing pictures of the tree for commercial purposes."[17] Other legal commentators have questioned the Pebble Beach Company's ability to invoke intellectual property laws to restrict others' use of such images.[18]

Bird Rock

Lone Cypress - słynny samotny cyprys wielkoszyszkowy  endemit okolic Monterey jedno z 10 najwspanialszych drzew na świecie według jakiegoś rankingu

https://en.wikipedia.org/wiki/Lone_Cypress 

Standing on a granite hillside off California's scenic 17-mile drive in Pebble Beach, the Lone Cypress is a western icon, and has been called one of the most photographed trees in North America. The tree is located between Cypress Point Golf Course and the Pebble Beach Golf Links, two of world's most well known golf courses. Possibly as old as 250 years, the cypress has been scarred by fire and has been held in place with cables for 65 years.[1]

The Monterey Cypress grows naturally only in Pebble Beach and Point Lobos.[1]

A drawing of the tree was registered as Pebble Beach Company's trademark in 1919. The company said the trademark protected not only the logo but also the tree itself.[2]

Bixby Bridge!!! 36°22′17″N 121°54′07″W 

https://en.wikipedia.org/wiki/Bixby_Creek_Bridge 

Bixby Creek Bridge, also known as Bixby Bridge, is a reinforced concrete open-spandrel arch bridge in Big Sur, California. The bridge is located 120 miles (190 km) south of San Francisco and 13 miles (21 km) south ofCarmel in Monterey County along State Route 1. Prior to the opening of the bridge in 1932, residents of the Big Sur area were virtually cut off during winter due to the often impassable Old Coast Road that led 11 miles (18 km) inland. At its completion, the bridge was built under budget for $199,861 (equivalent to $3.5 million in 2015) and was the longest concrete arch span at 320 feet (98 m) on the California State Highway System. It is one of the tallest single-span concrete bridges in the world[2] and one of the most photographed bridges along the Pacific Coast due to its aesthetic design and location.[3]

SPANDREL - pachwina luku

Region[edit]

Beginning in about 1855, travelers followed a very rough and dangerous track from Carmel south towards Big Sur. At Bixby Creek, the road turned 11 miles (18 km) inland and then led to the Post Ranch on the Rancho El Sur.[4]:4–2 The 30-mile (48 km) trip could take three days by wagon or stagecoach.[5]:24 The single-lane road was closed in winter when it became impassable. Coast residents would occasionally receive supplies via a hazardous landing by boat from Monterey or San Francisco.[4]:4–4

Bixby Creek takes its name from Charles Henry Bixby, from Livingston County, New York, who arrived on the Monterey Peninsula in 1868. He purchased large tracts of land in the Big Sur area and harvested the lumber, producing shakes, shingles, railroad ties, trench posts and tan bark. He processed these through a sawmill built along the creek and shipped them from a landing he built on the coast.[6]

After it was built, the bridge was at times referred to as the Rainbow Bridge. This stems from a nearby resort, Rainbow Lodge, which was operated for a period of time by an Army Captain, Howard Sharpe and his wife, Frida. After lumbering came to an end, the Sharpes bought the ranch in the Bixby Creek Canyon in 1919. Sharpe built a dirt road from the lodge up the canyon to Bixby Landing and another road down to the beach at the mouth of Bixby Creek. He sold part of his land to the state to form part of the bridge right of way in 1930.[6]

The state first began building Route 56, or the Carmel-San Simeon Highway,[6] to connect Big Sur to the rest of California in 1919. A number of bridges needed to be built, the largest among them across Bixby Creek.

Location[edit]

The engineers considered two alternatives to crossing the creek, either an inland route and a smaller bridge, or a coastal location and a larger bridge. The inland route necessitated an 890-foot (270 m) tunnel cutting though the Santa Lucia Mountains to a 250-foot (76 m) bridge upstream.[6] The engineers selected the coast route, because it was safer, more scenic, and least affected the environment.

California state highway engineer C. H. Purcell and bridge engineer and designer F. W. Panhorst considered whether to build a steel or concrete span. A steel bridge would cost more to build and maintain, as the sea air would require expensive ongoing maintenance and painting. A steel bridge was also less in keeping with the natural environment. Using concrete reduced material costs and allowed more of the total cost to be paid to workers, which was a positive aspect of the design during the Depression.[3] They chose concrete in part because it would not only reduce both construction and maintenance costs but would also echo the color and composition of the natural rock cliff formations in the area.[7]

Construction[edit]

Bixby Creek Bridge from the Coast Road.

The state awarded a contract for $203,334 to the lower bidder, Ward Engineering Company of San Francisco, on August 13, 1931.[7] Construction began on August 24, 1931.[7]

Over 300,000 board feet (700 m3) of Douglas fir timber, used to build a 250-foot (76 m) high falsework to support the arch during construction, was transported from the railroad terminal in Monterey over the narrow, one-way road to the bridge site. The falsework, built by crews led by E. C. Panton, the general superintendent, and I. O. Jahlstrom, resident engineer of Ward Engineering Co., was difficult to raise, because it was constantly exposed to high winds. Some of the falsework timbers were 10 by 10 inches (250 mm × 250 mm).[8] It took two months to construct the falsework alone. When high waves threatened the falsework foundation, construction was halted for a short time until winter storms abated.[6]

The crews excavated 4,700 cubic yards (3,600 m3) of earth and rock and used 45,000 sacks of cement during construction.[9] Eight hundred twenty-five trucks brought in 6,600 cubic yards (5,000 m3) of concrete and 600,000 pounds of reinforcing steel.[9] Sand and gravel were supplied from a plant in Big Sur.

Crews began placing concrete on November 27. The cement was transported from Davenport, near Santa Cruz, and from San Andreas.[6] Material was transported across the canyon from platforms using slings suspended from a cable 300 feet (91 m) above the creek. The bridge was completed on October 15, 1932.[10] At its completion, the bridge cost $199,861 and, at 320 feet (98 m), was the longest concrete arch span on the California State Highway System.[7] The bridge was necessary to complete the two-lane road which opened in 1937 after 18 years of construction.[11]

Seismic retrofitting[edit]

The bridge was retrofitted beginning in 1996 with an analysis by bridge engineering company Buckland & Taylor as part of the Caltrans Phase II seismic retrofit program.[12] In their detailed evaluation of the bridge's seismic vulnerabilities, they were challenged to find a solution that met several difficult challenges, including severe load factors, extremely limited physical access, maintaining the appearance of the existing historical structure, and a requirement by the State of California that at least one lane of the bridge remain open at all times. The crux of the design was the longitudinal post-tensioning of the entire bridge deck from end to end.[13]

The $20 million seismic retrofit began in May 1998. The cost of the retrofit was considerably increased by the requirement to preserve the historical look of the bridge.[3] Prime contractor Vahani Construction of San Francisco was assisted by Faye Bernstein & Associates and Waldron Engineering. To reinforce the abutments supporting the bridge deck at either end, engineers put in place a floating slab, continuous with the deck, keyed into a massive pile cap with six 72-inch (1,800 mm) diameter cast-in-drilled-hole (CIDH) piles behind each abutment. To support the towers, engineers designed a full height structural wall that was integrated within each of the two existing towers. During the retrofit, they removed the top portion of the towers, including the roadway, and replaced them with a prestressed diaphragm that anchors the full height of the vertical tower. The diaphragm simultaneously distributes the vertical prestressing forces uniformly to the new concrete structural wall and the existing tower's concrete.[14]

The deck, which curves from one end to the other, was reinforced by adding heavily confined edge beams encasing high strength steel along the inside face of the exterior longitudinal girders underneath. These rods extended from one end of the roadway to the other. The reinforced edge beams ensure continuity across the many expansion joints and help distribute the bending strains due to lateral flexure.[14] In addition to the reinforced edge beam, four large prestressing tendons were installed the length of the bridge along the underside of the deck slab. These tendons are stressed to pre-compress the concrete deck to approximately 800 psi and also serve as flexural reinforcement along with the high strength rods. Finally, engineers found a way to reinforce the bent columns attached to the arch, which possess complex and varying geometric challenges. They encased the bent columns with thin, lightweight, composite carbon fiber jackets that provide the necessary degree of confinement to ensure ductile response and also mimic the original design.[14]

In addition to the analyses performed by Buckland and Taylor, Caltrans commissioned Lawrence Livermore National Laboratory to perform an independent study of the structure both with and without the proposed retrofit measures in place. The final report, which was published in June 1999, concludes that the retrofit appears to be appropriate even for earthquake ground motions including near-field displacement pulses, which were not considered in the original analyses.[15]

As a result of the retrofit, the continuous, stiffened deck has four lateral reaction points: two new massive abutments anchored by large-diameter, cast-in-drilled-hole piles. The two towers are strengthened and anchored to rock with tie-down anchors within the towers. The arch ribs are laterally supported at their crowns by new shear keys that link them to the reinforced deck.[13][16] The expensive retrofit, completed in November 2000, still left the bridge officially classified as "functionally obsolete" because the bridge is less than 9.8 metres (32 ft) wide as required of newly built bridges.[3]

Characteristics[edit]

The bridge is 714 feet (218 m) long, with 45% of the roadbed above the arch; 24 feet (7.3 m) wide; over 280 feet (85 m) high; and has a total span of 320 feet (98 m).[17] The arch ribs are five feet thick at the deck and nine feet thick at the springing line, where they join the towers at their base. The arches are four and one-half feet wide.[18] The bridge was designed to support more than six times its intended load.[7]

The two large, vertical buttresses or supporting pillars on either side of the arch, while aesthetically pleasing, are functionally unnecessary. Engineers of later arch bridges such as the Frederick W. Panhorst Bridge omitted them from the design.[19] The Rocky Creek Bridge and the Malpaso Creek Bridge to the north are also open-spandrel arch bridges built of reinforced concrete.

Bixby Creek Bridge near the outcropping of rocks which resembles a dinosaur

Big Sur 

https://pl.wikipedia.org/wiki/Big_Sur

https://en.wikipedia.org/wiki/Big_Sur 

Big Sur is a lightly populated region of the Central Coast of California where the Santa Lucia Mountains rise abruptly from the Pacific Ocean. Although it has no specific boundaries, many definitions of the area include the 90 miles (140 km) of coastline from the Carmel River in Monterey County south to the San Carpoforo Creek in San Luis Obispo County,[1][2] and extend about 20 miles (30 km) inland to the eastern foothills of the Santa Lucias. Other sources limit the eastern border to the coastal flanks of these mountains, only 3 to 12 miles (5 to 19 km) inland. Another practical definition of the region is the segment of California State Route 1from Carmel south to San Simeon. The northern end of Big Sur is about 120 miles (190 km) south of San Francisco, and the southern end is approximately 245 miles (394 km) northwest of Los Angeles.

The name "Big Sur" is derived from the original Spanish-language "el sur grande", meaning "the big south", or from "el país grande del sur", "the big country of the south". This name refers to its location south of the city of Monterey.[3] The terrain offers stunning views, making Big Sur a popular tourist destination. Big Sur's Cone Peak is the highest coastal mountain in the contiguous 48 states, ascending nearly a mile (5,155 feet/1571 m) above sea level, only 3 miles (5 km) from the ocean.[4]

The name Big Sur can also specifically refer to any of the small settlements in the region, including Posts, Lucia and Gorda; mail sent to most areas within the region must be addressed "Big Sur".[5]

Point Sur Lighthouse 36°18′18″N121°53′55″W

Point Sur Lightstation is a lighthouse at Point Sur, California, 135 miles (217 km) south of San Francisco, on the 361-foot (110 m)-tall rock at the head of the point. It was established in 1889 and is part of Point Sur State Historic Park. The light house is 40 feet (12 m) tall and 270 feet (82 m) above sea level. As of 2015, the light was still in operation as an aid to navigation.

History[edit]

Point Sur was a hazard for ships from the first settlement of California, and especially after the great increase in shipping in the mid-19th century, after the California Gold Rush. Many ships were wrecked there.

In 1875, the ship Ventura ran onto rocks just north of Point Sur, and many people died. Though the Ventura's captain was drunk, the absence of a light contributed to this tragedy.

The board of the United States Lighthouse Service (USLS) stated in 1874 that “Point Sur is the most important point and should be the site of a lighthouse. In considering the various points on the California coast where lighthouses are still required, Point Sur claims the place of greatest importance." The board repeated this recommendation, and California citizens submitted petitions in support. In 1885, the board stated that "this dangerous point, which is still unlighted, is made subject of much complaint."

Finally, in 1886, Congress appropriated $50,000 for construction of a lighthouse at Point Sur, and another $50,000 in 1887.

Twenty-five men were employed in the construction of the lighthouse and adjacent buildings. They built a road from the mainland to the rock, blasted a trail to the top of the rock, quarried stone, and built a tramway from the shore to the peak. By the end of the first year, all the rock had been quarried and construction of many buildings was well underway. The Lighthouse Board hoped the construction would be completed by the end of 1888, but an additional $10,000 was needed before the light station was completed and the lantern lit on August 1, 1889. (Point Sur is technically a light station, as opposed to a lighthouse, because it consists of multiple buildings.)

Life on Point Sur was very isolated. The only road, which led to Monterey, was long and often dangerous. The keepers received goods and bulk supplies by boat roughly every four months. A “lighthouse tender” brought the supplies, but to get them ashore, the supplies were transferred to skiffs and floated to land in barrels.

Highway 1 was completed in 1937, connecting Big Sur with Monterey to the north and San Luis Obispo to the south.[3] Prior to the construction of Highway 1, the California coast south of Carmel and north of San Simeonwas one of the most remote regions in the state, rivaling nearly any other region in the United States for its difficult access.[4] Life on the Point Sur became less isolated. In 1967, the lighthouse (including the lantern room) and its surrounding buildings, were used as a filming location for an episode of the WWII-themed TV series, The Rat Patrol, entitled "The Two If By Sea Raid" (airdate: 12/18/67), standing in for a Nazi-held light on theMediterranean coast of North Africa. The light was automated by the United States Coast Guard in 1972. The original Fresnel lens was moved to the Maritime Museum of Monterey, where it is currently on exhibit.

The site is now registered as California Historical Landmark #951.[2] In 1991, the old lighthouse and a 37-acre (15 ha) area was listed on the U.S. National Register of Historic Places as Point Sur Light Station.[1] In 2004, the Coast Guard transferred the building and land to California Department of Parks and Recreation.

The light[edit]

The lighthouse has had four different light sources during its history.

First, it had an oil wick lamp, and then an oil vapor lamp, Three different fuels, whale oil, lard oil, and kerosene, were used while the oil lamps were in use. Later, two different kinds of electric lights were used.

The Station emitted a beam of light, which was swept across the arc to seaward of the Point. The lamp's light was concentrated into a beam with a first-order Fresnel lens. The lens was almost 9 feet (3 m) tall, weighed 4,330 pounds, and consisted of 580 separate glass prisms. The entire structure, including the pedestal and clockworks was 18 feet (5 m) tall and weighed 9,570 pounds (4,341 kg).

Currently, the original first-order Fresnel lens along with the clockworks are on display at the Museum of Monterey in nearby Monterey, California.[5]

2008 Aerial Photo

Foghorns[edit]

In dense fog, the light beam might not be visible, so the lighthouse had a foghorn to alert ships. A coal-powered foghorn was installed when the light was used, but this labor-intensive system was replaced as soon as better technology was available. In 1972, the “Super Tyfon Double Fog Signal,” named after the giant Typhon from Greek mythology, was put into use. This system consisted of two compressed air horns sounding simultaneously, and could be heard up to 3 nautical miles (6 km) away. The modern electric tone fog signal was a 12 volt high frequency fog signal with a sound range of half a nautical mile. The high frequency was very effective in fog.

Structures[edit]

The staff of the station consisted of a head keeper and three assistant keepers. The families of the keepers lived with them at the station. The Station had a residence for the head keeper and his family, and another for the assistant keepers.

The lighthouse keepers and their families lived in isolation at Point Sur. Therefore the station included all facilities needed for them to be self-sustaining. There was a cistern which held 53,000 US gallons (200,627 l) of water (later replaced by a water tower), and a pump house which brought up water from a well in the sand flats at the base of the rocks.

There was a barn, where horses and cattle were kept. The carpenter and blacksmith shop held supplies for the keepers to do their own construction, since Monterey was a full day's trip away until the 1930s. The lamp tower, oil room, and fog signal room were all combined into one building because of limited space.

Point Sur, as seen from Highway 1

Today[edit]

The lightstation is part of Point Sur State Historic Park. The old lighthouse structure is open to the public. Point Sur is the only complete turn-of-the-20th-century lightstation open to the public in California.[6] Three-hour walking tours guided by volunteers are available on Wednesdays and weekends throughout the year.

moon.jpgNocleg na południe od Big Sur -

Andrew Molera SP Trail Camp [5h do Ventura]

There are 24 identified sites. Camping is allowed only at these sites with a maximum of four people per site. Registration is on a first-come, first-served basis.

Los Padres National Forest, dispersed camping

Mapka drog: http://www.fs.usda.gov/Internet/FSE_DOCUMENTS/stelprdb5351383.pdf 

http://www.fs.usda.gov/wps/portal/fsinternet/!ut/p/c4/04_SB8K8xLLM9MSSzPy8xBz9CP0os3gDfxMDT8MwRydLA1cj72DTUE8TAwjQL8h2VAQAMtzFUw!!/?navtype=&cid=stelprdb5121831&navid=110000000000000&pnavid=&ss=110408&position=Not%20Yet%20Determined.Html&ttype=detailfull&pname=Los%20Padres%20National%20Forest-%20Camping 

Rules for Dispersed Camping

Where Can I Disperse Camp?

The best way to find out what areas are open to dispersed camping is to contact the nearest Forest Service office to the area you wish to visit. Typically, dispersed camping is NOT allowed in the vicinity of developed recreation areas such as campgrounds, picnic areas, or trailheads. Many people drive out on Forest Service roads into the woods and find a clearing or a spot near a stream or with a view of the mountains. Do not drive on meadows to access your camping site. Drive on existing roads to prevent resource damage. Dispersed camping is allowed in a one-mile perimeter away from campgrounds and 100 feet from any stream. To prevent resource damage please keep your campsite within 150 feet from a roadway.

Monterrey do Morro Bay

Najpiękniejszy kawałek jazdy wybrzeżem!

Dutra Flat Camping

Latitude: 35°49'1.88"

Longitude: -121°19'7.74"

OPCJE

The Presidio - Visitor Center mostu - OPCJA + takie tam forty itp. zdjęcie

http://www.nps.gov/prsf/planyourvisit/bridge-pavilion.htm 

The Presidio can be reached from the north by crossing the Golden Gate Bridge (Highways 1 and 101); from the east by way of Lombard Street (Highway 101); and from the south via Highway 1.

mapka: http://www.nps.gov/prsf/planyourvisit/upload/Pad-Map-9-15_color_print1.pdf 

Ano Nuevo State Reserve - opcja - elephant seals colony; March - breeding season! 37°7′59″N 122°19′59″W 

Elephant seal = mirunga, słoń morski: https://pl.wikipedia.org/wiki/Mirunga 

http://www.parks.ca.gov/?page_id=1115

pinnipeds: https://en.wikipedia.org/wiki/Pinniped - płetwonogie

Natural Bridges State Park - opcja - monarchy latają - ale tylko do połowy lutego 36°57′09″N 122°03′27″W

https://en.wikipedia.org/wiki/Natural_Bridges_State_Beach 

sea anemone - ukwiał

limpet - czareczka

star fish/ sea star - rozgwiazda

tidal pool - basen pływowy https://pl.wikipedia.org/wiki/Basen_p%C5%82ywowy 

Mission San Juan Bautista State Historic Park - opcja - największa misja hiszpańska w CA 36°50′42″N 121°32′09″W

https://en.wikipedia.org/wiki/Mission_San_Juan_Bautista

http://www.oldmissionsjb.org/ 

Point Sur LIghthouse - chyba odpada, bo tylko z przewodnikiem w soboty i niedziele

https://en.wikipedia.org/wiki/Point_Sur_Lighthouse

http://www.pointsur.org/

Sea Otters - prawie że wyginęły - są tylko na Alasce i tu.

Piedras Blancas - elephant seals; December-April - best time to visit. Samce walczą, rodzą się młode. Inne źródła mówią, że w marcu zmykają. Zwiedzanie latarni - $10 od łebka, tylko rano, z przewodnikiem.

http://www.elephantseal.org/Rookery/where.html

http://traveltips.usatoday.com/time-visit-elephant-seals-san-simeon-ca-106680.html 

Monterey Bay Aquarium - największe akwarium w USA - cztery dychy od łebka :(

http://www.montereybayaquarium.org/

Point Lobos State Reserve - 36°31′1.56″N121°56′33.36″W las Ważnych Cyprysów, Sea Lion Point - miejsce zbiórki lwów morskich? morsów?

Point Lobos is just south of Carmel-by-the-Sea, California, United States, at the north end of the Big Sur coast of the Pacific Ocean

https://en.wikipedia.org/wiki/Point_Lobos 

http://www.parks.ca.gov/?page_id=571