In the Way of the MacArthur Maze – Part 2, Historical Account

Construction of the MacArthur Freeway can be traced back to a report from the Oakland Tribune from Apr. 30, 1947 calling for a survey to be conducted. An early formal aerial survey was conducted on July 10, 1951, starting at the approach to the Bay Bridge in Oakland, east and west-oriented vertical views, right to left, respectively. The turquoise dot marks Oaks Stadium.

L207-10-Copyright the California Department of Transportation, 2218-0 , (Image 1 of 48)

Heading further east on July 10, 1951, the vertical view to the east in the left panel pinpoints the Center for the Blind enclosed within the purple box, extended north to enclose MacArthur Blvd. as well. Mosswood Park is marked by the turquoise dot. The enclosed area is turned 34 degrees and enlarged in the right panel.

L207-15-Copyright the California Department of Transportation, 2218-9, (Image 2 of 48)

On Apr. 8, 1953, a detailed oblique aerial survey was conducted, in the left panel with a west view from San Pablo Ave., and in the right panel with an east view looking down MacArthur Blvd., turquoise arrow.

L207-20-Copyright the California Department of Transportation, 3300-5, left, 3300-1, right , (Image 3 of 48)

Here is shown a north view from Apr. 8, 1953. Grove St., in 2019 Martin Luther King Way, is running along the left, and Telegraph Ave. through the middle with the Center for the Blind enclosed by purple figure.

L207-25-Copyright the California Department of Transportation, 3301-9, (Image 4 of 48)

A detail from the previous north view from Apr. 8, 1953 showing the Center for the Blind.

L207-30-Copyright the California Department of Transportation, 3301-9, Detail, (Image 5 of 48)

A west view above Mosswood Park, turquoise arrow, from Apr. 8, 1953 with the Center for the Blind within the purple figure. The right panel shows a detail from the same image.

L207-35-Copyright the California Department of Transportation, 3300-10 , (Image 6 of 48)

Clearing the right-of-way for the new freeway has progressed from the Bay Bridge approach in this east view from Jan. 29, 1959. A detail from the same image is shown in the right panel, the Center for the Blind enclosed within the gold rectangle.

L207-40-Copyright the California Department of Transportation, 6400-1 , (Image 7 of 48)

The same scene from Jan. 29, 1959, but now with a west view.

L207-45-Copyright the California Department of Transportation 6400-2 , (Image 8 of 48)

Now turning away from the property in question, an east view from Jan. 29, 1959 is shown of Broadway looking east toward Harrison St. The right panel shows the clearing for the new freeway east of Broadway has begun, the broken yellow line marking the path. The turquoise arrow points to the Video Game Museum-Museum of Art and Digital Entertainment at 3400 Broadway.

L207-50-Copyright the California Department of Transportation 6400-3 , (Image 9 of 48)

3400 Broadway is a Gothic Revival-Beaux Arts derivative warehouse designed by architects Charles E. Richardson and Clay N. Burrell, and built by F.A. Muller in 1916-1917, permit 41460, 60k dollars. Lyon Storage and Moving used the building into the 1950s, but in the 20th century it is probably best known as the home of the Saw Mill furniture store.

L207-55-Stuart Swiedler Photo, and Oakland Cultural Heritage Survey, Oakland City Planning, (Image 10 of 48)

As the right-of-way was being cleared, three other key developments arose. The Superintendent of the Training Center for the Blind in Oakland, Emmet C. Copeland, was dismissed on August 31, 1951 for misconduct, but later demoted when his position was abolished by the legislature. But the real turmoil can be seen in the posted documents. In 1955, the recommendation was to dissolve the Industries entity, but by 1957 the Dept. of Education reorganized and significantly scaled back the scope of these centers. West view, Jan. 29, 1959.

L207-60-Courtesy Google Books, (Image 11 of 48)

Secondly, the placement of the Grove-Shafter Freeway and its relation to the MacArthur Freeway came down to two choices by Sept. 17, 1957 as reported in the Oakland Tribune. The G-11 route was favored by the Division of Highways’ engineers, while citizens appeared to favor the G-13 alternative. The G-11 route also favored the development of Pill Hill to improve the neighborhood to the west. The decision to go with G-11 was reported in the May 25, 1958 Oakland Tribune, but read on ...

L207-65-Copyright the California Department of Transportation, 3301-5, Detail , (Image 12 of 48)

Thirdly, the exact position and configuration of of the Grove-Shafter Freeway would depend on the approval of BART by voters in Nov. 1962, and agreement with that agency of the track placement. This, however, would not be decided until 1963, although it was assumed BART would run between the Grove-Shafter Freeway at 36th St. Construction of the freeway was delayed as a result.

L207-70-1961 BART Engineering Report, Courtesy BAERA, Western Railway Museum Archive, (Image 13 of 48)

The 1960s brought about an organized effort to save the Center for the Blind. The genesis of what is contained in this petition follows.

L207-75-Copyright California Department of Transportation, Binder 5584 , (Image 14 of 48)

These two pages produced by the Division of Highways were not included with the appraisal document in Part 1 of this presentation. Most of what is provided here has already been incorporated in legends in previous images, but the portion starting with “State’s Requirements” starts to focus on another issue illustrated in the diagrams to follow.

L207-80-Copyright California Department of Transportation, Binder 5584 , (Image 15 of 48)

This mock-up of the MacArthur Maze over this 1955 city grid shows the the Center for the Blind property offset relative to the Grove-Shafter Freeway. Note the figure also contains all the properties that would need to be taken.

L207-85-Copyright California Department of Transportation, Binder 5584 , (Image 16 of 48)

This more detailed diagram shows that the property was primarily in the path of a highway interchange ramp and not the actual roadway of the proposed Grove-Shafter Freeway. The facilities between the ramp and the roadway are industrial-related buildings with the exception of the cottage classrooms.

L207-90-Copyright California Department of Transportation, Binder 5584 , (Image 17 of 48)

By mid-1960, the roadway west to San Pablo Ave., left, and east to Harrison St., right, had been cleared and graded with no impact on the Center for the Blind. Note, however, that homes along 36th St. adjacent to the property have been removed.

L207-95-Ed Brady-Aerospace Photo, Courtesy BAERA, WRM Archives, 152263ov and 152270ov , (Image 18 of 48)

Construction of road overpasses and exit ramps progressed around the Center for the Blind in 1961, working around and not directly involving the property grounds.

L207-100-Ed Brady-Aerospace Photo, Courtesy BAERA, WRM Archives, 146529BARTD and 149855ov, (Image 19 of 48)

These mid-1961 documents indicate economics was a significant issue for the Dept. of Education. A reminder that the property acquisition was not through the use of eminent domain since it involved two State entities is indicated by the proposal to skip escrow in the transfer of funds.

L207-105-Copyright California Department of Transportation, Binder 5584, (Image 20 of 48)

Further work through 1961.

L207-110-Ed Brady-Aerospace Photo, Courtesy BAERA, WRM Archives, 150521ov and 150535ov, (Image 21 of 48)

Ethel Jean Kibbe of Alameda spearheaded the effort to save the Center for the Blind, here providing engineering suggestions to solve the ramp issue and getting politicians involved. According to the Jan 8, 1962 Oakland Tribune, Mrs. Kibbe had spent 25 years or so “serving” the residents of the Center for the Blind. Whether she had communications with Dept. of Education or when she learned about their vacating the property has not been investigated, but the mention of that entity is strikingly absent from this and subsequent communications.

L207-115-Copyright California Department of Transportation, Binder 5584 , (Image 22 of 48)

In this transcript of Mrs. Kibbe’s presentation to the California Highway Commission, she acknowledges that the Industrial Home function of the Center for the Blind will be phased out, but immediately contradicts that thought. Based on the Jan 8, 1962 Oakland Tribune, the public was well aware that this phase-out was in the works.

L207-120-Copyright California Department of Transportation, Binder 5584 , (Image 23 of 48)

This document provides the plans for an important meeting between all the parties set for Jan. 9, 1962. Also included are comments by Dr. Francis W. Dolye of the Dept. of Education indicating all is going well for relocating the Industries portion, but not so the Orientation Center. The evidence from material to follow would suggest the opposite. The third page of this memo is found next.

L207-125-Copyright California Department of Transportation, Binder 5584 , (Image 24 of 48)

The third page of the previous memo is shown here to highlight that the Department of Education by Public had known of the Division of Highways plans since 1958, and that there was less than one year for the residents to vacate the property at this point in time.

L207-130-Copyright California Department of Transportation, Binder 5584 , (Image 25 of 48)

The next four pages of documents provide the summary of the pivotal Jan. 11, 1962 meeting. Mr. Patterson, subbing for Dr. Doyle, is more concerned with the Industries program, while, unlike Dr. Doyle, he is very positive about the future of the Orientation Center in Albany. There is never any mention of the impact on the 125 sightless workers out of a total of 155 working in the Industries shops that were not residents of the facility. See the Oakland Tribune, July 20, 1961, Page 8.

L207-135-Copyright California Department of Transportation, Binder 5584 , (Image 26 of 48)

The statement about moving the Industries facility to Berkeley is accurate and will discussed later, although an Oakland Tribune article from Aug. 28, 1961 stated that no plans had been made as yet. Note the absence of any comments by Mr. Patterson or Mr. Jenkins about Mrs. Kibbe’s protestations. Mr. Jenkins was one who favored the dissolution of the Industries section of the Center. Read a provocative interview with him at archive.org/details/attitudesactivit00jenkrich

L207-140-Copyright California Department of Transportation, Binder 5584 , (Image 27 of 48)

By early 1962, the roadway up through Park Blvd. or the first section of the project was in place, left, and no changes to the Center for the Blind property is evident.

L207-145-Ed Brady-Aerospace Photo, Courtesy BAERA, WRM Archives, 150547ov and 150549ov, (Image 28 of 48)

A progress report from Mrs. Kibbe to the Save the State Blind Home Committee is shown from May 10, 1962. Given what was recorded at the meeting in January, the comments and conclusions bear no reality to what was stated by the Dept. of Education.

L207-150-Copyright California Department of Transportation, Binder 5584 , (Image 29 of 48)

Still, Mrs. Kibbe sent this appeal and the Save the State Blind Home Committee petition to Governor Brown.

L207-155-Copyright California Department of Transportation, Binder 5584 , (Image 30 of 48)

This internal correspondence within the Division of Highways makes the point that addition of BART in the median of the Grove-Shafter Freeway would increase the space needed to the east and penetrate even deeper into the Center for the Blind. Note as well that a delay of one month has been granted for the Center to vacate the property.

L207-160-Copyright California Department of Transportation, Binder 5584 , (Image 31 of 48)

The information about the impact of BART to increase the land required for the project is spelled out to Mrs. Kibbe in this letter from Robert B. Bradford, Director of Public Works. As the year progressed, BART was approved in the November 1962, but the placement of the rail line relative to the freeway was still not agreed to.

L207-165-Copyright California Department of Transportation, Binder 5584 , (Image 32 of 48)

The last known update from Mrs. Kibbe from Nov. 3, 1962 reveals her disdain for the Orientation Center in the paragraph marked “Second”. This entity is associated with the closure of the Home function by the Dept. of Education. However, there is no debate that her emotional response to the events primarily centered on the ouster from the home for the 29 residents who were at this point physically incapacitated.

L207-170-Copyright California Department of Transportation, Binder 5584 , (Image 33 of 48)

Now into early 1963, and this internal correspondence within the Division of Highways begs the question as to whether the Dept. of Education’s decision for the total buyout was motivated by the unacceptability of having an interchange ramp adjacent to their property, or that it gave them the revenue they needed to recreate the Orientation Center on the proper scale and downsize the Industries component. Allen Jenkins did state on page 2 of the Jan. 7, 1962 SF Examiner that living under freeway ramps would be impossible and terrible.

L207-175-Copyright California Department of Transportation, Binder 5584 , (Image 34 of 48)

This summary notes that the property had been vacated in Oct. 1962, the equipment in the buildings that the Dept. of Education did not want had been removed, and that the buildings should be demolished to prevent anyone from occupying them illegally.

L207-180-Copyright California Department of Transportation, Binder 5584 , (Image 35 of 48)

More documentation that the demolition of vacant buildings will move forward.

L207-185-Copyright California Department of Transportation, Binder 5584 , (Image 36 of 48)

Another good summary document from the Highway Transportation Agency from May 15, 1963.

L207-190-Copyright California Department of Transportation, Binder 5584 , (Image 37 of 48)

This map and accompanying memo indicates that by July 26, 1963, all that is planned to remain at the site are a portion of the dorm along 36th St., the office-shop building, the former brush factory, and the superintendent’s cottage.

L207-195-Copyright California Department of Transportation, Binder 5584 , (Image 38 of 48)

Next to Jan. 15, 1964, while Ms. Kibbe showed an interest in the remaining four buildings, the Oakland Tribune published a short piece on the same date on page 84 that the 3.5 acre parcel remaining from the Center of the Blind purchase was declared excess land by the State, and available for purchase in the context of another potential buyer. Now to follow the use of the excess land, right panel.

L207-200-Copyright CALTRANS and Ed Brady-Aerospace Photo, Courtesy BAERA, WRM Archives, 145052BARTD, (Image 39 of 48)

Into Aug. 1964, the four buildings are shown to remain after the demolition in 1963.

L207-205-Ed Brady-Aerospace Photo, Courtesy BAERA, Western Railway Museum Archives, 145052BARTD Deta, (Image 40 of 48)

Looking along the Highway 580 two years later, the truncated dormitory and office-shop building are gone, but the other two buildings remain.

L207-210-Ed Brady-Aerospace Photo, Courtesy BAERA, Western Railway Museum Archives, 150558ov, (Image 41 of 48)

Also from Sept. 30, 1966, this time showing the progress of the Grove-Shafter Freeway or Highway 24.

L207-215-Ed Brady-Aerospace Photo, Courtesy BAERA, Western Railway Museum Archives, 150605BARTD, (Image 42 of 48)

One year later the interchange ramp supports are in place, and the former brush factory and the superintendent’s cottage remain intact.

L207-220-Copyright California Department of Transportation, 13947-5, (Image 43 of 48)

By April of 1968, the California Highway Patrol building now sits where the former dormitory once existed. The former brush factory, yellow arrow, and the superintendent’s cottage, turquoise arrow, remain.

L207-225-Copyright California Department of Transportation, 14629-4, (Image 44 of 48)

Both buildings made it to 1969. Using historicaerials.com, the superintendent’s cottage did not make it to 1980, while the former brush factory was there at end of 2006, but gone in 2007.

L207-230-Ed Brady-Aerospace Photo, Courtesy BAERA, WRM Archives, 14445 and Google Earth , (Image 45 of 48)

After failed attempts to settle in El Cerrito or the northwest corner of the campus of the School for the Deaf in Berkeley in 1961, the Orientation Center for the Blind was established in Albany in 1964, where it remains today. It was placed under the auspices of the Dept. of Rehabilitation, created in 1963. A history supplied by the Center indicated that the gap in time between the move from Oakland in 1962 to the start of the Center in 1964 was served by a temporary facility at 2229 Grove St., now MLK Way, in Oakland.

L207-235-www.dor.ca.gov:Home:OrientationCenterfortheBlind , (Image 46 of 48)

Oakland Tribune articles from June 3 and 6, 1963 summarized a strike of 40 workers at the California Industries for the Blind. Telephone directories affirmed the program’s address at 1011 Gilman St. in Berkeley from 1963 until the early 1970s. The address changed to 1255 Park Ave. in Emeryville before disappearing from the directories in1980. Lastly, what happened to Aphrodite?

L207-240-Copyright California Department of Transportation, Binder 5584 , (Image 47 of 48)

This letter exchange would suggest that Oakland Department of Parks received it, but the May 27, 1964 Oakland Tribune noted that four people were apprehended attempting to steal it. Although claiming to be preventing it from being destroyed, they were eventually charged, and the ringleader received 4 months in jail. Nothing has been noted about the whereabouts of Aphrodite since.

L207-245-Copyright California Department of Transportation, Binder 5584 , (Image 48 of 48)