all over the base, and a new flameproof building is required for this activity. Mr. DAVIS. Thank you gentlemen. WRIGHT-PATTERSON AIR FORCE BASE, OHIO (The following was requested on page 388:) ADDITIONAL ELECTRIC POWER SUPPLY REQUIREMENTS In order to support the increased power load at Wright-Patterson Air Force Base, Air Materiel Command has requested $2,378,000 (line items J7, J9, and J10) in the fiscal year 1954 public-works program; these requirements are supported by the following justification. A. PROJECT DESCRIPTION (1) The proposed construction will provide a new primary power supply system for area B, Wright-Patterson Air Force Base. This project will be designed by Air Materiel Command and will enable Wright-Patterson Air Force Base to receive the increased power the Dayton Power & Light Co. now has availabe. The location and nature of the work is as described in the following paragraphs. (2) The Dayton Power & Light Co. is prepared to begin construction of a new 66-kilovolt metering station to serve Wright-Patterson Air Force Base if assurance is given that the proposed facilities will be constructed at Wright-Patterson Air Force Base. This metering station will be located on the Third Street extension about 1⁄2 mile east of the intersection of New Germany Road and Third Street extension. A 66-kilovolt transmission line will extend from this metering station to the Dayton Power & Light Co. Trebein substation. The aforementioned construction will be completed by the Dayton Power & Light Co. at their expense. (3) This project provides for the Government to construct a new 66-kilovolt loop which will serve area B and encircle, or pass adjacent to, the main powerconsuming activities in this area. All of the cable will be installed underground. Switching facilities will be installed by the Government adjacent to the metering station. (4) It will be necessary for the Government to acquire about 2 acres of land adjacent to the site of the proposed Dayton Power & Light Co.'s metering station. Easements will be acquired for the loop extending from the metering station to the boundary of area B. (5) The proposed metering station and 66-kilovolt loop will be constructed in consonance with the master plan for the Wright-Patterson Air Force Base. B. BASIS OF REQUIREMENTS (1) The proposed improvement is required to increase the available electrical energy at area "B." It is anticipated that in the next few years the power demand at the Wright-Patterson Air Force Base will increase to such an extent that it will be impossible for the Dayton Power & Light Co. to furnish the power demanded of it through the existing transmission lines and substations. (2) The present working agreement with the Dayton Power & Light Co. for supplying power to all areas of Wright-Patterson Air Force Base calls for a normal demand during the daytime period of 25,000 kilovolt-amperes with an additional demand of 15,000 kilovolt-amperes at the discretion of the company. The normal demand in the nighttime period is 25,000 kilovolt-amperes with a maximum demand of 50,000 kilovolt-amperes at the company's discretion. This necessitates careful dispatching and rationing of electrical power at area "B" to hold its requirements down to 22,000 kilovolt-amperes during the daytime period. Normally, the operation of the wind tunnels is not permitted during the daytime. It is becoming increasingly difficult to keep the daytime peak down to 22,000 kilovolt-amperes, due to increased workloads at the various laboratories. By 1955, careful dispatching will be required to hold the daytime peak demand below a total of 90,000 kilovolt-amperes to area "B." This is borne out by the data listed below which gives a breakdown of the probable increased power demand. Facility Power increase Horsepower Kilovoltamperes Scavening systems (construction completed July 1951). Larger propellers on existing test stands (propellers are on order) Increased power demand on engines on existing test stands (engines are not being used to full capacity at present). High-power propeller test rig (under construction). Modification of high-altitude wind tunnel (approved, but funds not appropriated).. Supersonic wind tunnel (increased use of existing equipment). Small supersonic wind tunnels (increased use of existing equipment)... 500-miles-per-hour ramjet test stands (increased use of existing equipment) Brake test laboratory-new test stands (under construction). Materials laboratory-furnaces and cold chamber (increased use of existing equipment).. Total.... 99,300 69, 680 M'CLELLAN AIR FORCE BASE, CALIF. (NOTE. The following was requested on p. 377.) The variation in unit costs for pavements at McClellan and Mather Air Force Bases is due to variations in design and conditions at the site. For example, the 3 apron items at McClellan are based on a design calling for 16-inch cement concrete with a 6-inch select material base course and 6-inch compacted subgrade, with a requirement for drainage facilities estimated to cost $75,000. The apron at Mather is based on 15-inch cement concrete, 6-inch base course, and 6-inch compacted subgrade, with no unusual drainage conditions. The difference in cost of apron at McClellan and Mather is further explained as follows: (a) The estimated cost of additional inch of concrete at McClellan is $0.92 per square yard. (b) The estimated additional cost of drainage at McClellan is $0.63 per square yard. (c) Select fill material is higher in cost and additional grading is required at McClellan. This extra cost is estimated at $0.55 per square yard. These extra costs total $2.10 which is the differential between $12.60 per square yard at Mather and the $14.70 per square yard at McClellan. The runway extension at McClellan is designed to match existing pavement and requires a section of 8-inch cement concrete, 6-inch select material base course, and 6-inch compacted subgrade, with drainage facilities estimated to cost $55,000. The actual paving estimate, i. e., $330,000 less $55,000 or $275,000 indicates a unit price for 23,000 square yards of $11.95. The taxiways at McClellan and Mather are based on the same design, namely 4-inch asphaltic concrete, 6-inch stabilized aggregates, 51-inch selected material, and 6-inch compacted subgrade. An investigation has revealed that the scope of taxiway at Mather should have been increased from 6,667 square yards to 10,000 square yards as required by actual layout and by conforms, fillets, and blast pads. On this basis, the unit cost of taxiway paving at McClellan and Mather are the same, namely, $12.60. TUESDAY, NOVEMBER 24, 1953. DEPARTMENT OF THE NAVY WITNESSES CAPT. R. S. LAMB, UNITED STATES NAVY, SECRETARY AND MEM- CAPT. JOSEPH A. MCHENRY, CEC, UNITED STATES NAVY DEPUTY Mr. DAVIS. We are resuming the hearing this morning to discuss three installations that had not been cleared by the Office of the Secretary of Defense at the time your previous presentation was made to the subcommittee. Is that correct? Captain LAMB. Yes, sir. These three projects were cleared yesterday afternoon by the Secretary of Defense. ALICE MUNICIPAL AIRPORT, TEX. Mr. DAVIS. The first of these installations is the Alice Municipal Airport, Alice, Tex. The total estimated cost is $2,954,000, and this is the first appropriation requested for this installation, in the amount of $2,012,000. Will you tell us about the mission of this new installation, Captain? Captain LAMB. May I add just one word? We are not asking for an appropriation. We will construct this also from existing funds. This field is a major part of the modernization program for Navy airfields and the Advance Training Command. It is required to operate modern high-performance aircraft for which we do not now possess a capability. It is emphasized that the programing of service-type jet fighters into advance training in the Corpus Christi area calls for delivery in December of 1953, and this field must be ready by July 1954; otherwise a barrier is placed on our advanced training. This will not only result in a slowdown of the assignment of new pilots to the fleet, but will react to increase the cost of flight training per student. It has been estimated that every day the student is held in the advanced training command, it is costing the Government $138. This field is required due to our increase in pilot training from 2,700 year to 3,200 a year. We now have the 3,200 rate in the basic command at Pensacola, and they will enter into advanced training in July of 1954. The field is now owned by Alice, Tex., and the project is to purchase the land from the city of Alice. There are also 186 acres of land that are privately owned which we desire to purchase, and we desire to lengthen and strengthen the airfield pavements and have a runway 200 by 8,000 feet which is necessary to operate jets. Mr. DAVIS. This facility was used by the Navy during World War II? Captain LAMB. Yes, sir. It was used in the training command, and the field was leased from the city of Alice. The pavements were laid by the Civil Aeronautics Commission, and after the war the field was inactivated and returned to the city of Alice. Mr. DAVIS. What use are the existing pavements going to be to you? Captain LAMB. We will have to examine them and probably have to strengthen the major part of the runways. We will be able to use the parking pavements and taxiways but probably will have to strengthen the taxiways also. The main purpose of this field is for bounce landing; that is, the plane comes in, makes a touchdown, and takes off immediately. We will average in the training program approximately 200 landings there per day. Mr. DAVIS. The unit price of this pavement is scheduled at $10 a square yard. You could almost build a new pavement at that price. Captain LAMB. I think we will practically have to build new pavements and also a new runway. Captain KEHART. I would like to say that preliminary planning and preliminary studies indicate that the present runways are not suitable. They are very short, and the direction in which we propose for the new runway is entirely different from the two right-angle runways that exist. This requires a brand new runway with asphalt in the center, with 500 feet on each end of concrete for landing and takeoff. This is going to be a new runway completely. The existing runways are too small, too short, and are not suitable for expanding. We have a good preliminary estimate made. Mr. DAVIS. There is no particular advantage to you, then, in using this previously used site; is there? Captain LAMB. In our original program we had two training fields proposed for jet landings in the Texas area. One was in south Texas, and one was at Alice. We examined the south Texas project and the original cost to start an airfield would be $6 million. That would be the first increment and would require subsequent increments there for this field. And compared to the improvement of Alice, we decided it would be much cheaper to go in there and take this existing pavement, even though we have to construct a new runway, than it was to construct the south Texas field. Captain KEHART. I have the plot plan showing there is considerable existing land that is cleared and would save considerable funds, and the additional land we need is so that we can have a runway suitable for the Navy's needs. Mr. DAVIS. You are planning to get 608 acres from the city of Alice and 186 acres privately owned, and that will provide your total land requirement? Captain LAMB. Yes, sir. Mr. DAVIS. You are going to get a little more land than you originally contemplated, I notice. Captain LAMB. That is because our first figure was an estimate. We have since conducted some preliminary surveys and in order to follow the property boundary lines we will have to ask for new additional land when we go back to the Armed Services Committees and explain the reason. Since we made our surveys we find that following the property lines there, we will have to have additional land. Mr. DAVIS. But you are getting it a little cheaper than you originally expected? Captain LAMB. Very much so; yes, sir. We originally expected it would be $500 an acre; now we have a very definite figure of $292 per acre. Mr. DAVIS. What kind of land is this? Is this agricultural land? Captain LAMB. No, sir. It is a sagebrush flat with some cultivated areas. Mr. DAVIS. Is it on the outskirts of Alice, so that it is potential residential land? Is that what puts up the price? Mr. TIENCKEN. That is an average price that has been applied overall to projects. Actually it breaks down into the fact that we are buying from the city their airport at a figure of approximately sixty-three-thousand-and-some-odd dollars which includes all of their improvements. On that airport are privately owned hangars which we will have to buy, and some agricultural land. So the overall figure shown there is an average figure, but the land value is very much less than the average, because it has improvements which run the price up. Mr. DAVIS. And the hangars won't be of any use to you? Mr. TIENCKEN. They can be. We have not determined yet whether it will be advisable to use them or whether we will attempt to dispose of them. (Discussion off the record.) Mr. DAVIS. Is there just one set of buildings there to buy? Mr. TIENCKEN. Yes, sir. Mr. DAVIS. What do you figure you are paying for the bare land? Mr. TIENCKEN. They have estimated the bare land at $150 an acre, roughly. (Discussion off the record.) Mr. HAND. Are you getting anything of value from this field except a place to put your new runway for your jet training program; that is anything of substantial value to you? Captain LAMB. There is some taxiway we can use, and there is some pavement we can use. I doubt whether we can use the hangar because it is not our intention to base any planes on the field. If the currently planned pilot training program continues in the future and we find that 3,200 pilots is not sufficient, and if we increase our program, we may in the future have to build a small control tower and some fuel facilities. As it is at present we will have fuel and a crash truck available from Kingsville. Mr. HAND. Your future funding involves perhaps $942,000, and I take it from what you have just said that is not the complete program. Captain LAMB. No, sir; it depends on our authorization Mr. CEDERBERG. Captain, you mentioned that this runway is going to have 500 feet of concrete on each end. Why is this runway not going to be all concrete or all asphalt? Captain MCHENRY. It is too expensive to build it all of asphalt, but we will have jets landing on the field. Mr. HAND. All concrete, do you mean, Captain? Captain MCHENRY. Yes, sir; all concrete. We will have jets landing on the field and possibly the planes will stop there for a while. |