Fall 2026

124 C A R M E L M A G A Z I N E • F A L L 2 0 2 6 Construction of the falsework is underway. The falsework supported the formwork into which concrete was poured to create the arch for Bixby Creek Bridge. Photo: Courtesy of California Highways and Public Works Magazine In March of 1928, convict labor was applied to the problem and work resumed. San Quentin State Prison set up three temporary labor camps housing a few hundred unskilled prisoners.The convict labor camps were moved as portions of the project were completed. By the end of 1931, the great majority of road work was complete, and work on the northern bridges had commenced. Granite Canyon, Rocky Creek and Bixby Creek Bridges were all completed in 1932. By the end of 1932, one could drive from Carmel to Big Sur on a new oiled stone (macadam) highway. In 1933, the project gained significant capital infusion when the U.S. Congress passed the National Industrial Recovery Act during the Great Depression. Between 1933 and 1937, work focused on completing the southern bridges and a small section of road near Lopez Point. Almost two dozen bridges were built dur- ing this phase, including the Big Creek Bridge. In all, 29 bridges were required to create the Big Sur Coast Highway. In August 1934, the California Highways and Public Works Department announced the Sign State Routes, designating California State Highways 1 through 4. CA 1 was applied to LRN 56. On September 10, 1934, the first Sign State Route Shield was installed on Carmel Hill for CA 1. Carmelites held a large outdoor party after the installation ceremony. Big Sur Coast Highway was initially called the Carmel-San Simeon Highway. A major ceremo- ny was held when the route opened to vehicu- lar traffic. On June 27, 1937, Governor Frank Merriam led a caravan north from San Simeon with stops along the way en route to Pfeiffer Park, where the main dedication ceremony was held. In attendance was Dr. John L. D. Roberts. Forty-three years had passed, but Roberts lived to see his dream become reality. The total cost of the project was approximately $10 million. Very few guard rails were in place when the Big Sur Coast Highway opened to the public. In 1940, California contracted for 12 miles of steel guard rail and 3,649 guide posts. Additional guard rails were made out of wood. The guard rail system has been subsequently upgraded several times. Even today, there are sections without guard rails to preserve scenic values.The macadam road sur- face was replaced with asphalt pavement in sec- tions during the 1940s and 1950s. During Roberts’ lifetime (he died in 1949), he was able to enjoy the beauty and the ease of the Big Sur Coast Highway and relished the fact that the roadway he championed helped to save lives and connect communities, but never could he have imagined the magnitude of the fame the road would achieve, known the world over for its beauty. emrani C tfarcdnaH l de lewe s’niboR J yr 9114-626)138(