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PAVING, 1942

6th St., 9th St., and Brentwood Rd., Florida Ave. to Rhode Island


$141, 900.00


South Capitol St. (Oxen Run Bridge).
Basin Bridge (Tidal Basin inlet bridge)
14th St. underground terminal.-
14th St. overpass.-
Virginia Ave, underpass.
Independence Avenue Briga

$71,000.00 260, 500.00

261,500.00 1, 302, 400.00

142, 300.00 824, 700.00

PAVING, 1913

Independence Ave. SW., 14th St. to 17th St, including connections

to Maine Ave--Oklahoma Ave. NE., Benning Rd. to C St.. South Capitol St., both roadways from Howard Rd. to Nichols Ave.

$250, 100.00

52, 600.00 276, 000.00

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$80, 972. 95

36, 705, 61

108, 203. 66

Nichols Ave. SW., Chesapeake St. to Joliet St---
Rock Creek Church Rd. VW., Harewood Rd. to North Capitol St.

and Allison St. NW., Rock Creek Church Rd. to Hawaii Ave--Taylor St., Bunker Hill Rd. and Randolph St. NE., 14th St. .to

26th St.Massachusetts Ave. NW., Nebraska Ave. to District of Columbia

line. 26th St. NE., Benning Rd. northward to and including circle_ K St. NW., Rock Creek to Key Bridge.. Dalecarlia Parkway NW., Loughboro Rd. to Massachusetts Ave--20th St. NW., Pennsylvania Ave. to New Hampshire Ave.. 29th St. NW., Calvert St. to Woodley Rd.--27th St. and Utah Ave. NW., Military Rd. to Nebraska Ave--

140, 974. 15 39, 884, 18 46. 401. 45 130, 643. 83 90, 293.97 25, 663. 88 75, 052. 29

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West Virginia Ave. NE., Mount Olivet Rd. to New York Ave----

75, 406. 49

Bridges and underpasses constructed from 1937 to 1947





Franklin Street.
Chain Bridge
Bladensburg Road
Queens Chapel Road
Pennsylvania Ave.
K St
Thomas Circle
Taylor St
Massachusetts Ave.
12th St. SE
Scott Circle
14th St. and Maine Ave.
South Capitol St.
Basin Bridge (Tidal Basin inlet bridge)
14th St. terminal
14th St. (overpass).
Virginia Ave.
Independence Ave.
Portland St
Klingle St. (incomplete), estimated
Riggs Road (overprss), estiinated.

1937 1937 1937 1938 1939 1939 1939 1939 1910 1910 1941 1941 1942 1942 1942 1942 1912 1942 1943 1916 1946

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261.500 1, 302, 400

142. 300 824, 700 184. 700 504, 500 159, 000



Senator Cain. Fine. Thank you very much, Captain Whitehurst.

(The following synopsis of statement by H. C. Whitehurst was furnished to the committee with accompanying statements:) SYNOPSIS OF STATEMENT BY H. C. WHITEHURST TO JOINT FINANCE SUBCOMMITTEE

OF THE DISTRICT OF COLUMBIA, MARCH 18, 1947 Highway fund created by Revenue Act of 1937. Amendment increased gas tax from 2 cents to 3 cents effective February 1, 1942. No diversion of revenue is lawful as act provides funds to be used for (1) construction, maintenance, and administration of highways, (2) expenses of office of Director of Vehicles and Traffic, and (3) not to exceed 15 percent of the pay of the uniformed force of the Metropolitan Police for traffic control. Fixed expenses authorized by act are allocated each year and balance used for construction, maintenance, and administration of highways.

The 1942 increase of 1 cent did not build up revenue during the war years. Estimated revenue 1943-46, $20,400,000; actual collections, $12,700,000; less than normal collections under a 2-cent tax. Original 1947 consumption estimated at 160,000,000 gallons. Present collections at rate of 145,000,000 consumption. Estimates 1918 165,000,000 gallons; 1949, 170,000,000 gallons and approximate 5,000,000 annual increase in following several years.

Funds available for 1947, $8,367,829, charges $7,840,300 leaving balance of $527,529 to be carried over to 1948. Total funds available for 1918 including balance from 1947 estimated at $7,673,756. Total 1948 estimates now before Congress are $9,210,300. Deficit of $1,536,544 will be substantially met by $1,500,000 return on 1-cent increase in tax rate. Authorized 3-year postwar program scheduled for completion in 1949. At present tax rate revenues will not be sufficient to finance program by $3,000,000 even if 1948 levels of operating costs and minor capital improvements are maintained. Growth of city demands that priority be given to maintenance and minor improvements, therefore estimated annual deficit of $1,500,000 will continue at present tax rate when 1950-55 program of urgently needed capital improvements is undertaken..

Increased appropriations justified for following reasons: (1) Growth of city, (2) increased cost of work, (3) loss of labor productivity, and (4) curtailment of work during recent war.

In 1937 there were 826 miles (based on 30-foot width) of streets. There are at present 990 miles computed on same basis. Population in 1930 was 488,218; in 1940, 663,091, while at present there are an estimated 930,000 persons in the District and 1,380,000 in metropolitan area. This reflects a 40 percent increase for the District and a 53 percent increase for the metropolitan area since 1940. 1955 estimates are: District, 950,000; metropolitan area, 1,550,000. Population is ahead of housing and housing is ahead of permanent highway facilities. This condition can be expected to continue for several years. Minor capital improvements are required during growth of city. Major capital improvements are necessitated by increased traffic demands generated by the larger city and metropolitan area.

Both material costs and labor rates have increased. Prevailing labor rates as certified by the Department of Labor have increased an average of 65 percent since 1937. Material costs have increased an average of 30 percent since 1940. Percentage of increase in various types of paving construction averages 55 percent over 1940. Government per diem rates for labor have increased 37 percent since 1937 and statutory rates have increased 32 percent.

There is no manpower shortage. However, labor in general is less efficient. Typical sidewalk construction in 1941 required $0.73 for labor per square yard and 0.95 man-hours per square yard. These rates have risen to $1.23 and 1.18 respectively. Typical concrete roadway construction in 1940 required $0.60 for labor per square yard and 0.96 man-hours per square yard. These rates have risen to $1.45 and $1.28 respectively.

Replacement and street extension work during the war were curtailed due to our war effort. There are at present 83 miles of pavement (based on 30-foot width) requiring replacement at an estimated total cost of $10,956,000. Additional mileage will reach a replacement stage during the program years under discussion. There are also many miles of temporary pavements constructed during the war in need of further improvement. The increased budget is not only necessary to meet the requirements of a still growing city but to overcome the great backlog of work accumulated during the war.

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1 Increase in number of employees and appropriation due to transfer from other salary rolls in the street and bridge division of 38 employees.

2 Estimated.

Tabulation of per diem pay rolls and employees of the Street and Bridge Divisions.

Highway Department

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Percent increase or


$1,033, 280

$1, 530,000



50,000 200,000 400,000

-2. 44
- 25.0

Operating expenses.
Capital outlay:

Federal-aid projects
Paving, repaving, etc
Curbs, gutters, etc..
Resurfacing, etc
Drainage structures.
Unpaved streets.
Assessment and permit
Bridge over Anacostia River


2, 200,000


50,000 100,000)


150.000 1, 290,000





2, 243, 280

6, 145,000


It will be noted that operating expenses have increased but 48 percent even though the city has grown abnormally and our maintenance requirements are

greater today than in 1937. Roadway mileage has increased 19.7 percent. Wages have increased 37 and 32 percent, respectively, for per diem and statutory employees. Contract labor has increased 66 percent and contract construction is up an average of 55 percent. The fact that our costs have not risen above the increases among the various components is we believe due to improved techniques and procedures.

A greater field of activity is present in capital outlay work. In 1937 the District of Columbia was not eligible for Federal Aid assistance from the Public Roads Administration and there were several other activities not necessary at that time such as “Drainage structures,” “Unpaved streets" and channelization, a very important activity today, was but a minor matter in 1937.

The 1937 appropriation did not provide for any structural work or what we would today call major capital improvements. This item seems to make the greatest difference. The great growth of this city and resulting traflic which it generates has made major capital improvements of today an extremely important part of our budget.


The District of Columbia during the course of its highway activities improves roadways and sidewalks abutting Federal reservations without reimbursement and also provides many street and traffic signal lights in gorernmental areas on the same basis. Although no computation of cost has ever been made it is believed that these services represent a substantial investment.

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Statutory salary increases, 1937-17

Percent Pay Act of May 24, 1946, effective July 1, 1946, Public Law 390, 79th Cong. : Average increase over 1945

14.0 Federal Employees' Pay Act of 1945, Public Law 106, 79th Cong., effective June 30, 1945: Average increase

15. 9 Total average permanent increase 32 percent.

District of Columbia street mileage based on 30-foot width
All types:
Mileage | All types:

Mileage 1937

826. 26

929. 87 1938.

855. 14

9.55. 19 1939

864. 02

968. 67
880.00 1945-

980.23 1941. 906, 55 1946_

989. 22 Senator Can. We have as our next witness this afternoon, Mr. David V. Auld, Superintendent of the Water Department, if he will join with us, and proceed with his own presentation.

I should like to suggest that we would like to hear, after Mr. Auld is through, from Mr. Arthur R. Pilkerton, the Auditor of the District of Columbia.

Will you proceed, Mr. Aud.

(Statement later submitted by the Highway Department covering a 10-year period.)

Highway Department

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1938: 38 employees transferred from construction rolls to the regular annual statutory roll involving no increase in the total appropriation made for operating expenses and capital outlay. These employees previously paid from funds made available for capital outlay. This transfer accounted for an increase of $73,000 in the operating expense account. The balance of the increase is accounted for by bringing the maintenance appropriation to the average that existed for 7 years prior to 19:34. When the appropriation was decreased in 1934 there was a corres. ponding reduction in wages and material costs. For 1938 the cost level and scope of activity had increased to the extent that additional appropriation was necessary.

1911: The increase of approximately $18,000 over the 1938 appropriation was due to reimbursement to the 1940 appropriation for snow-removal work. This was in the nature of a deficiency appropriation.

1942: An increase of $6,000 for 3 additional bridge guards to insure safer operation of drawbridge spans, $5,000 increase for maintenance of bridges and an increase of $2,500 for maintenance of streets accounts for a $13,500 increase in 1912 over 1941 fiscal year.

1943: The increase of $54,290 over 1942 appropriation is accounted for by an increase of $30,000 for maintenance of bridges to take care of any break-down of an emergency nature during the war and the balance, which amounted to $4,290, was allocated for personnel services.

1945: The appropriation for 1945 is an increase of $156,770 over the 1943 appropriation occasioned by an increase of $120,000 allocated for maintenance purposes due to curtailment in the replacement activity during the war years and an increase of heavy traffic in connection with the war effort, and $36,770 allocated for Personal Services to take care of overtime pay, within-grade promotions, and reallocations.



Mr. Auld. Mr. Chairman, the financial problems of the water system are similar to those of other District activities: We need to begin now to construct facilities which will cost more than we can afford on present income. We are recommending a simple and obvious solution which should prevent such worries in the future. We propose first, that the water system receive revenue for all water used; and second, that credit be extended to the system to pay for part of necessary capital additions.

A review of water-system history will serve to bring the present situation into focus.

The system of supply was conceived by the Corps of Engineers, United States Army, in 1853, and by 1859 water was introduced to Federal buildings in the District. Congress then authorized the cities of Washington and Georgetown to use water from this Federal system-harging the residents thereof for the water used. A special water fund was created by law into which all payments then and since

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