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University of California • Berkeley

Regional Oral History Office University of California

The Bancroft Library Berkeley, California

University of California History Series

Harmer E. Davis
FOUNDER OF THE INSTITUTE OF TRANSPORTATION AND TRAFFIC ENGINEERING

With an Introduction by
Karl S. Pister

Including an Interview with
Richard M. Zettel

Interviews Conducted by

Wolfgang S. Homburger
in 1992, 1993, and 1997

Since 1954 the Regional Oral History Office has been interviewing leading
participants in or well-placed witnesses to major events in the development of
Northern California, the West, and the Nation. Oral history is a method of
collecting historical information through tape-recorded interviews between a
narrator with firsthand knowledge of historically significant events and a well-
informed interviewer, with the goal of preserving substantive additions to the
historical record. The tape recording is transcribed, lightly edited for
continuity and clarity, and reviewed by the interviewee. The corrected
manuscript is indexed, bound with photographs and illustrative materials, and
placed in The Bancroft Library at the University of California, Berkeley, and in
other research collections for scholarly use. Because it is primary material,
oral history is not intended to present the final, verified, or complete
narrative of events. It is a spoken account, offered by the interviewee in
response to questioning, and as such it is reflective, partisan, deeply involved,
and irreplaceable.

All uses of this manuscript are covered by two legal
agreements between The Regents of the University of California and
Harmer E. Davis dated November 12, 1992. The manuscript is thereby
made available for research purposes. All literary rights in the
manuscript, including the right to publish, are reserved to The
Bancroft Library of the University of California, Berkeley. No part
of the manuscript may be quoted for publication without the written
permission of the Director of The Bancroft Library of the University
of California, Berkeley.

Requests for permission to quote for publication should be
addressed to the Regional Oral History Office, 486 Library,
University of California, Berkeley 94720, and should include
identification of the specific passages to be quoted, anticipated
use of the passages, and identification of the user. The legal
agreements with Harmer E. Davis require that he be notified of the
request and allowed thirty days in which to respond.

It is recommended that this oral history be cited as follows:

Harmer E. Davis, "Founder of the Institute
of Transportation and Traffic
Engineering," an interview conducted in
1992, 1993, and 1997 by Wolfgang S.
Homburger, Regional Oral History Office,
The Bancroft Library, University of
California, Berkeley, 1997.

Copy no.

Harmer Davis, ca. 1987,

Cataloguing information

DAVIS, Banner E. (b. 1905) Engineer

Founder of the Institute of Transportation and Traffic Engineering, 1997,
viii, 162 pp.

Early years and family life; UC Berkeley, M.A. , civil engineering, 1930; UC
Berkeley Department of Civil Engineering faculty, 1930s- 1940s; Institute of
Transportation and Traffic Engineering (ITTE, later titled Institute of
Transportation Studies): beginnings at Berkeley; staffing; creating an
Extension and academic program; multidisciplinary research program;
California State Automobile Association in the late 1940s, support for
ITTE. Includes an interview with ITTE research economist (1951-1980)
Richard M. Zettel on the early days and staffing of the ITTE, and the
Collier Committee, 1945-1947. Appended speeches at dedication of Banner E.
Davis Transportation Library.

Introduction by Karl S. Pister, Professor of Engineering, Emeritus,
UC Berkeley.

Interviewed 1992, 1993, and 1997 by Wolfgang S. Bomburger, Research
Engineer and Lecturer, Emeritus, UC Berkeley.

University of California News Release

http://www.urel.berkeley.edu/urel_...sReleases/releases/12-29-1998.hl

UNIVERSITY OF CALIFORNIA, BERKELEY

Public Affairs, (510) 642-3734

NEWS RELEASE, 12/29/98

Founder of UC's Institute of Transportation
Studies, Harmer E. Davis, has died at the age
of 93

By Robert Sanders, Public Affairs

BERKELEY — Harmer E. Davis, professor emeritus of civil engineering at the University of
California, Berkeley, and founder of what is now the University of California Institute of
Transportation Studies, died Dec. 24 at John Muir Medical Center in Walnut Creek, Calif. He was
93.

Davis was an international leader in transportation policy and the founder of the nation's first
program combining research and teaching in transportation issues. The model established by Davis
in 1947, which includes a close collaboration with the State of California's highway department,
has since been followed by many states.

The California legislature asked the University of California to set up an Institute of
Transportation and Traffic Engineering to help train the engineers who would be needed as the
state upgraded its roads and airports after World War II. Davis, then an associate professor of civil
engineering, was picked to help organize the institute.

Davis toured the United States looking at what few programs existed at universities and in state
and federal highway departments, then combined these ideas into a pioneering center located on
the UC Berkeley campus.

In 1948 he was asked to become its statewide director, and he served in that capacity until his
retirement in 1973. During his tenure, institute members conducted significant research on airport
runway design and lighting that has had a major impact on how airports are designed and operated
today. Other members looked at highway design and traffic control, among other things.

"At the time of his retirement, the national and international stature of Harmer Davis was probably
unequaled in the world in the field of transportation," said Vice Chancellor for Research Joseph
Cerny at the 1 996 dedication ceremony for the Harmer E. Davis Transportation Library in the
institute.

The institute has always maintained close ties with the state highway department, now called
Caltrans, and in the early years trained many engineers who went on to work for the state.
Affiliated transportation centers soon opened at UC Irvine and UC Davis, eventually becoming
independent institutes in the 1 970s.

As director, Davis participated in many highway, air and urban transport activities, and served as
advisor to various legislative and public affairs groups. He had extensive involvement with
transportation developments throughout the country, especially with regard to the planning,
financing and development of highways and airports.

A member of the National Academy of Engineering, Davis received many honors during his
lifetime. Among these were ten awards and medals from the American Society of Civil Engineers.
He also was an honorary member of the American Public Works Association and in 1959 chaired

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01/13/19999:17;

University of California News Release

the executive committee of the Highway Research Board of the National Research Council.

Davis was born and raised in Rochester, New York, (d.o.b. 7/1 1/05) and subsequently obtained his
B.S. (1928) and M.S.(1930) in civil engineering from UC Berkeley. He was immediately hired as
an assistant professor of civil engineering, and remained on the faculty for 45 years. He served as
chair of the civil engineering department from 1955 until 1959.

His own research involved the engineering properties of concrete, asphalt and soils. During World
War II, though, he conducted research on the resistance of materials to the impact of shells.

He was also known as an excellent teacher, with a special talent for dealing with students.

Davis is survived by his third wife, Phyllis Davis, of Walnut Creek, Calif., and three children by
his first marriage: Lynn Davis of San Diego, Eugene Davis of Union City and Willard Davis of
Berkeley. His survivors include three grandchildren and five great-grandchildren.

Davis requested that his remains be cremated and that the ashes be scattered in the northern Sierra.

Those who wish to donate to student aid in his memory should call the UC Berkeley Department
of Civil and Environmental Engineering at (510) 642-3261.

This server has been established by the University of California at Berkeley Public Information Office.
Copyright for all items on this server held by The Regents of the University of California. Thanks for
your interest in UC Berkeley.

More Press Releases I More Campus News and Events I UC Berkeley Home Page

Send comments to: comments(a),pa. urel. berkeley. edu

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San Francisco Chronicle, December 31,

Harmer E. Davis

Harmer E. Davis, a professor
emertius of engineering and found:
er of the University of California at
Berkeley's Institute of Transporta
tion Studies, has died at his Walnut
Creek home. He was 93.

Professor Davis, who died De
cember 24, was born in Rochester,
N.Y., and earned his bachelor's de
gree in civil engineering in 1928 and
master's degree in 1930 from UC
Berkeley.

He was immediately hired as an
assistant professor of civil engineer
ing, and remained on the faculty
until he retired in 1973.

From 1955 to 1959, he was chair
man of the civil engineering depart
ment.

During his career, Professor Da
vis became an expert in transporta
tion engineering. In 1947, he started
the nation's first program combin
ing research and teaching of trans
portation issues. Many graduates of
his program worked to upgrade Cal
ifornia's roads and airports after
World War II.

Satellite institutes were estab
lished at UC Irvine and UC Davis.
His model for research and teach
ing, which involved working closely

with California's highway depart
ment, has been copied by many
states.

His own research involved engi
neering properties of concrete, as
phalt and soils. In addition, he took
part in significant research on air
port runway design and lighting.

He was a member of and was
honored by many trade and profes
sional groups.

Professor Davis is survived by his
wife, Phyllis Davis, and three chil
dren from an earlier marriage: Lynn
of San Diego, Eugene of Union City
and Willard of Berkeley.

In accordance with his wishes,
Professor Davis' remains will be cre
mated and his ashes scattered in the
Sierra Nevada.

ACKNOWLEDGEMENTS

On behalf of future researchers, the Regional
Oral History Office wishes to thank Wolfgang S.
Homburger for donating his time to carry out this
oral history with Professor Banner E. Davis. For
five years, off and on, Wolfgang Homburger, working
with Banner Davis, planned, interviewed, edited,
and prepared the final manuscript that follows.

We also wish to gratefully acknowledge the
financial support provided through a grant from the
California State Automobile Association, San
Francisco, and a gift from the University of
California Class of 1928 for the completion of this
oral history.

TABLE OF CONTENTS --Harmer E. Davis

PREFACE i

INTRODUCTION by Karl S. Pister iv

INTERVIEW HISTORY vi

BIOGRAPHICAL INFORMATION vii

I EARLY LIFE I

II COLLEGE YEARS 3

III EARLY DAYS ON THE FACULTY, 1930-1947 12

IV FAMILY MATTERS 22

V FILLING GAPS IN THE 1923-1946 PERIOD 24

VI THE BEGINNINGS OF THE INSTITUTE OF TRANSPORTATION AND

TRAFFIC ENGINEERING 29

First Steps at Berkeley 30

The ITTE at UCLA 36

Organizing and Staffing the ITTE 36

VII DIRECTOR OF ITTE 39
ITTE Work at the Richmond Field Station 39
The Library 40
Creators of the ITTE, 1945-47 41
Building the Staff at ITTE 45
Introduction to the ITTE Extension Program 46
Creating the Academic Program 51

VII CALIFORNIA IN THE LATE 1940S 57
The Role of the Automobile Clubs 58
Developments in Other States 60
Financing the Institute and the Highway Program 61
Roads and Urban Development 62

VIII THE PROGRAMS OF THE INSTITUTE 66
Education 66
Research 67
Support Activities 68
Multidisciplinary Aspects in the Educational and Professional

Phases of Engineering 69

Institute Components 72

ITTE Extension 73

Multi -Campus Organization 79

Research Program 80

The Library 81

IX INSTITUTE PROGRAMS - MULTIDISCIPLINARY RESEARCH 83

X SOME CLOSING COMMENTS 86
Membership in the Bohemian Club 86
Summarizing 88

XI INTERVIEWS WITH RICHARD M. ZETTEL 89
Biographical Information 89
Background - 1915-1945 90
The Collier Committee - 1945-1947 91
The Early Days of the Institute of Transportation and

Traffic Engineering 97

Harmer Davis and the Staffing of the Institute 98

XII HARMER E. DAVIS TRANSPORTATION LIBRARY DEDICATION SPEECHES 103
Professor Adib Kanafani 103
Vice-chancellor Joseph Cerny 105
Alumnus Robert Crommelin 106
Professor Carl Monismith 107
Librarians Catherine Cortelyou and Daniel Krummes 110
Response by Professor Harmer Davis (incomplete) 111

TAPE GUIDE 113

APPENDIX

A. Senate Bill No. 1423, Chapter 1573, July 19, 1947. 115

B . Institute of Transportation and Traffic Engineering Quarterly
Bulletin. Volume 1, Number 1, December, 1948. 116

C. "Scientists Work to Help Make Highways Safer and More Economical,
Reduce Accidents," Motorland. May/June, 1957. 120

D. "Transportation: A Challenge for ITTE, " Engineering News -Record.

June 12, 1958. 123

E. Harmer E. Davis curriculum vitae (partial), ca. 1971. 127

F. Senate Concurrent Resolution No. 83, May 20, 1971. 130

G. Institute of Transportation and Traffic Engineering Quarterly
Bulletin. Volume 14, Number 2, June, 1973. 132

H. "Two for Retirement," from Institute of Transportation Studies

Review. Volume 4, Number 1, November, 1980. 138
I. Harmer E. Davis ballot statement, American Automobile Association,

January 1988. 140
J. "Transportation Library Named for Harmer Davis," Berkeleyan. May

8, 1996. 141

K. Biographical Record: Harmer E. Davis. Updated 1997. 142
L. Testimonial Resolution, California State Automobile Association,

January 24, 1997. 158

INDEX 159

PREFACE

When President Robert Gordon Sproul proposed that the Regents of the
University of California establish a Regional Oral History Office, he was
eager to have the office document both the University's history and its
impact on the state. The Regents established the office in 1954, "to
tape record the memoirs of persons who have contributed significantly to
the history of California and the West," thus embracing President
Sproul ' s vision and expanding its scope.

Administratively, the new program at Berkeley was placed within the
library, but the budget line was direct to the Office of the President.
An Academic Senate committee served as executive. In the four decades
that have followed, the program has grown in scope and personnel, and the
office has taken its place as a division of The Bancroft Library, the
University's manuscript and rare books library. The essential purpose of
the Regional Oral History Office, however, remains the same: to document
the movers and shakers of California and the West, and to give special
attention to those who have strong and continuing links to the University
of California.

The Regional Oral History Office at Berkeley is the oldest oral
history program within the University system, and the University History
Series is the Regional Oral History Office's longest established and most
diverse series of memoirs. This series documents the institutional
history of the University, through memoirs with leading professors and
administrators. At the same time, by tracing the contributions of
graduates, faculty members, officers, and staff to a broad array of
economic, social, and political institutions, it provides a record of the
impact of the University on the wider community of state and nation.*

The oral history approach captures the flavor of incidents, events,
and personalities and provides details that formal records cannot reach.
For faculty, staff, and alumni, these memoirs serve as reminders of the
work of predecessors and foster a sense of responsibility toward those
who will join the University in years to come. Thus, they bind together
University participants from many of eras and specialties, reminding them
of interests in common. For those who are interviewed, the memoirs
present a chance to express perceptions about the University, its role
and lasting influences, and to offer their own legacy of memories to the
University itself.

The University History Series over the years has enjoyed financial
support from a variety of sources. These include alumni groups and
individuals, campus departments, administrative units, and special groups
as well as grants and private gifts. For instance, the Women's Faculty
Club supported a series on the club and its members in order to preserve
insights into the role of women on campus. The Alumni Association
supported a number of interviews, including those with Ida Sproul, wife
of the President, and athletic coaches Clint Evans and Brutus Hamilton.

Their own academic units, often supplemented with contributions from
colleagues, have contributed for memoirs with Dean Ewald T. Grether,
Business Administration; Professor Garff Wilson, Public Ceremonies; Deans
Morrough P. O'Brien and John Whinnery, Engineering; and Dean Milton
Stern, UC Extension. The Office of the Berkeley Chancellor has supported
oral history memoirs with Chancellors Edward W. Strong and Albert H.
Bowker .

To illustrate the University/community connection, many memoirs of
important University figures have in turn inspired, enriched, or grown
out of broader series documenting a variety of significant California
issues. For example, the Water Resources Center-sponsored interviews of
Professors Percy H. McGaughey, Sidney T. Harding, and Wilfred Langelier
have led to an ongoing series of oral histories on California water
issues. The California Wine Industry Series originated with an interview
of University enologist William V. Cruess and now has grown to a fifty-
nine-interview series of California's premier winemakers . California
Democratic Committeewoman Elinor Heller was interviewed in a series on
California Women Political Leaders, with support from the National
Endowment for the Humanities; her oral history was expanded to include an
extensive discussion of her years as a Regent of the University through
interviews funded by her family's gift to The Bancroft Library.

To further the documentation of the University's impact on state and
nation, Berkeley's Class of 1931, as their class gift on the occasion of
their fiftieth anniversary, endowed an oral history series titled "The
University of California, Source of Community Leaders." The series
reflects President Sproul ' s vision by recording the contributions of the
University's alumni, faculty members and administrators. The first oral
history focused on President Sproul himself. Interviews with thirty-four
key individuals dealt with his career from student years in the early
1900s through his term as the University's eleventh President, from 1930-

ill

1958.

Gifts such as these allow the Regional Oral History Office to
continue to document the life of the University and its link with its
community. Through these oral history interviews, the University keeps
its own history alive, along with the flavor of irreplaceable personal
memories, experiences, and perceptions. A full list of completed memoirs
and those in process in the series is included following the index of
this volume.

September 1994 Harriet Nathan, Series Director

Regional Oral History Office University History Series
University of California

Berkeley, California Willa K. Baum, Division Head

Regional Oral History Office

iv
INTRODUCTION- -by Karl S. Pister

I have known Harmer Davis more than half a century, dating from my
arrival at Berkeley as a Freshman in Civil Engineering in the Fall of 1942.
Of course, no young Freshman would have had the courage at that time to
inquire of him as to the veracity of the stories that surrounded this already
near -legendary figure in the eyes of the students. The truth of the matter is
revealed in this history of Harmer 's own words (at least to a degree) . I had
the pleasure and privilege of taking two civil engineering courses from
Professor Davis -- one as an undergraduate and one, after World War II, as a
graduate student. I also have his signature, as a member of my committee, on
the thesis presented for my MS at Berkeley.

When I returned to Berkeley in 1952 as a new Assistant Professor, Harmer
was a senior colleague, later my Department Chairman. Indeed, it was he who
called me one summer day in 1957 informing me that President Sproul had not
acted favorably on my promotion to tenure. (I am happy to add that he and
then-Dean O'Brien successfully contested the decision, or I would not be
writing this introduction!)

Looking back on the many years of association with Professor Davis, what
are those personal characteristics, along with particular incidents, that
stand out in one's memory? I remember Harmer first as a fine classroom
teacher. He came to class well prepared and presented his lectures with
clarity and enthusiasm. He had a special talent for dealing with students --
often gaining great advantage through his wry sense of humor and his
unfathomable store of jokes and stories. In addition, he established a strong
presence among students by participating in the affairs of the Student Chapter
of the American Society of Civil Engineers. His after-dinner comments at
Society events can only be called memorable.

As a colleague in the Department of Civil Engineering, Harmer served as a
role model for young faculty by virtue of his sense of balance among teaching,
research, and University public service. During his career he was active in
the exercise of shared governance, serving both on important committees of the
Berkeley Division of the Academic Senate as well as taking on the
responsibilities of Department Chairman and Founding Director of the Institute
of Transportation and Traffic Engineering. In these assignments he displayed
both vision and creativity, as well as the ability to encourage and work
harmoniously with his colleagues. At a time when disciplinary specialization
was on the ascendancy, Professor Davis was a strong voice reminding faculty
colleagues of the importance of maintaining a sufficiently broad perspective
in the teaching of the practice of engineering.

Although his contributions to education and to the profession were
manifold, in my view his most significant and enduring contribution to the
Berkeley Campus and to the University would be found in the role that he
assumed in the establishment, and later the operation of the Institute of
Transportation and Traffic Engineering. Harmer had very little formal
training in the disciplines that were required to make this Institute blossom

as quickly and abundantly as it did. Its success, and his success in making
it happen, are a clear consequence of the steep learning curve that his superb
intellect and energy could sustain. He was able to assemble an exceptional
group of faculty and staff and gain sufficient resources to ensure their
productivity in the best tradition of the University to carry out its mission
of teaching, research, and public service. Relatively few faculty have the
inclination or the talent to make the transition from academic scholar to
academic administrator and to do it with success. In his role as Founding
Director of the Institute of Transportation and Traffic Engineering Harmer
gained the support of Presidents Sproul and Kerr, as well as that of his Dean
Morrough P. O'Brien. In addition, he was able to count on the support of key
elected State officials. Such consortia are rare indeed in the annals of
academe. Nor did his accomplishments escape the attention of his peers across
the nation: he was elected to the National Academy of Engineering in one of
the earliest classes and his professional record led to international
recognition and the transportation field.

My remarks alone cannot possibly do justice to the man whose history
follows in this volume. To use Harmer 's own words: "...not only you don't
have to remember everything, but you can't remember everything..." (speaking
of the benefits of old age) . I had the good fortune to have shared many of
the experiences of which he speaks. Although "I can't remember everything", I
cannot forget the impact that this remarkable man had on the institution that
he has loved and upon the faculty, staff, and students with whom he worked
over the many years of his association with the University. In meeting Civil
Engineering alumni during my tenure as Dean of the College of Engineering,
invariably I would have to answer the question: "How is old Professor Harmer
Davis doing these days?" (In truth, questioners more frequently used his
popular nickname in place of his given name, but I will leave that puzzle to
the reader.) For those readers who know Professor Davis, this history will
bring back many memories. For others, I am confident that the vicarious
association with Professor Davis afforded by this oral history will leave them
with an understanding of the stature of this accomplished engineering teacher,
scholar, and administrator.

Karl S. Pister

Chancellor Emeritus, University of California, Santa Cruz

Roy W. Carlson Professor of Engineering, Emeritus, University of California,

Berkeley

Oakland, California
July 1997

vi
INTERVIEW HISTORY

Professor Davis was invited to participate in the Regional Oral History
Series in order to record both his personal achievements in civil and
transportation engineering education and research, and to document the
founding and the early history of the Institute of Transportation and Traffic
Engineering (now the Institute of Transportation Studies) at the University of
California at Berkeley.

Six interviews were conducted at Professor Davis ' home in Walnut Creek
between November 1992 and April 1993 . A seventh and concluding interview was
postponed for various reasons, and was not held until May 1997, at which time
Phyllis (Mrs. Harmer) Davis assisted. The transcripts of these interviews
comprise the first ten chapters of this document.

To supplement the material on the founding of the Institute, two
interviews were conducted in early 1993 with Richard M. Zettel, who was
instrumental in advising the legislature on transportation legislation in the
mid 1940s, and then joined the Institute as a research economist. These
interviews are contained in Chapter XI.

In April 1997, the library of the Institute was named the Harmer E. Davis
Transportation Library in honor of Professor Davis. A transcript of the
ceremonies held on this occasion, to the extent that a taped record exists,
are included in Chapter XII.

Professor Karl S. Pister, Chancellor Emeritus of the University of
California at Santa Cruz and Roy W. Carlson Professor of Engineering Emeritus
at the University of California Berkeley, provides the valuable introduction
that appears immediately ahead of this history.

The Appendix contains several documents that illustrate high points of
Professor Davis ' career or information related to the early years of the
Institute.

Wolfgang S. Homburger, Interviewer
July 1997

Harmer E. Davis

vii

BIOGRAPHICAL INFORMATION

Date of Birth: July 11, 1905
Place of Birth: Rochester, NY

Education:

Employment :

Affiliations :

Charlotte High School, NY; Huntington Park High School, CA,
graduated 1923.

University of California, Berkeley, B.S. in Civil Engineering,
1928; M.S. in Civil Engineering, 1930.

University of California, Berkeley:

1928-30 Assistant in Civil Engineering

1930-36 Instructor in Civil Engineering

1936-39 Assistant Professor in Civil Engineering

1939-48 Associate Professor of Civil Engineering

1948-73 Professor of Civil Engineering and Director,

Institute of Transportation and Traffic Engineering
1955-59 Chairman, Department of Civil Engineering

American Automobile Association- -Member, Board of Directors,

1963-66.

American Concrete Institute- -Director 1949-51
American Public Works Association- -Honorary Member; Board of

Trustees of the Research Foundation, 1955-57; Chairman,

Long-Range Planning Committee, 1963-64.
American Road Builders Association- -Vice President, Western

Region, 1953-54; Director, Education Division, 1961-64.
American Society of Civil Engineers- -Fellow; Member, Board of

Direction, 1959-63; Member or Chairman of numerous

committees at the national and section levels.
American Society for Engineering Education- -Member
American Society for Testing and Materials --Member
California State Automobile Association- -Member, Board of

Directors .
California State Chamber of Commerce --Member, Statewide

Highway Committee, 1961-late 1960s
Highway [now Transportation] Research Board of the National

Research Council --Vice Chairman of Executive Committee,

1957; Chairman, 1959; member or chairman of numerous

committees .

International Road Federation- -Member of several committees.
Institute of Traffic [now Transportation] Engineers --

Affiliate.
National Research Council, Division of Engineering and

Industrial Research- -Member, Executive Committee, 1961-late

1960s.
Society of American Military Engineers --Member, 1950-60; San

Francisco Post: Director, 1950-52.
Society for the History of Technology- -Member

viii

Awards: 1959 Roy Crum Award, Highway Research Board, National

Research Council

1961 Honorary Member, American Public Works Association

1966 Selected as Sigma Xi National Lecturer

1967 Elected to membership in the National Academy of
Engineering

1967 James Laurie Prize, American Society of Civil Engineers

1970 George S. Bartlett Award, jointly by the Highway

Research Board, the American Association of State Highway
Officials, and the American Road Builders' Association, for
outstanding contributions to highway progress.

I EARLY LIFE, 1905-1923
[Interview 1: November 5, 1992]

Homburger: I would like to suggest that we go back in time as far as you
wish, and start out with your early life.

Davis: Thank you. Wolf; I'll start at the beginning. I was born and
brought up in Rochester, New York, where I just saw the light
of day, but probably didn't recognize it, in 1905. After
proceeding through the Rochester grammar schools, I attended
the little classical high school in the town of Charlotte
[pronounces "ShaLOTT"] , a suburb of Rochester.

Homburger: Could you spell that for me?

Davis: [spells] As a personal name, it's called CHARlotte, but
apparently the early settlers there liked "Sha-LOTT."

There, in the Charlotte High School, we were expected to
take at least three years of Latin, which I did. Also, Greek
was optional, and one foreign language --French or German. But
the latter was canceled on account of World War I with Germany.

We had English for four years, and indeed, it included
grammar and classical literature, writing and speaking.
Everyone was expected to take math, algebra, and plane
geometry, and for those who wished to go into a technical
career, it included also trigonometry in the third year.

Music was optional. I might point out that George Eastman
of the Eastman Kodak Company fame was very much interested in
education, and he established a fund for music instruction in
the Rochester schools. This included not only individual
instruction but also the loan of whatever instrument the
student chose. And so I chose instruction in clarinet, and got
to play in the school orchestra.

1 This symbol indicates the start of a new tape or tape segment. For guide
on tapes , see page 113 .

My dad was in the construction business, mainly on the
housing side. In most summers, I earned a little spending
money working for my dad.

But then something happened. In 1921 there began, at
least in New York State, a severe depression in the
construction business. My dad had been to California in his
"wander jahr" and had been greatly taken by it. And also, one
of his early friends in the same business had moved to
California some years earlier, and kept sending back stories of
how great it was and how things there, both in living and
doing, were always available.

So in the latter part of 1922, the Davis family migrated
to California.

Homburger: Could you tell me just what the family consisted of at that
time?

Davis: Ah, yes. My mother and father, and a younger sister and a
younger brother, so there were three of us.

Homburger: How much younger were your siblings?

Davis: My sister was three years younger than I, and my brother was
five years younger than I.

The interesting side of migrating to California: on the
run from Chicago to Los Angeles on the Santa Fe Railway, what
with stopping to eat at strategic points along the way, were
the Harvey houses. We finally settled in Huntington Park. I
entered Huntington Park High in the fall of 1922. They forgave
me for the month or so that I had missed in my junior year at
Charlotte, and I was able to finish high school in June of
1923.

In New York State, I had hoped to go to Cornell and study
engineering, possibly because of a growing interest in building
things. In New York State, the general educational program is
run by the Regents of the State of New York, and they set all
the examinations. It so happened that I guess I did well
enough in these Regents' examinations throughout high school
there until I left that I was eligible for a substantial
scholarship to go to Cornell. However, things changed.

II COLLEGE YEARS, 1923-1928

Davis: So I entered Cal in the fall of 1923. According to my dad, the
architects were the influential people in the building design
field, at least in the housing sector, and so I enrolled in the
school of architecture at Berkeley.

Now, at Cal, all entering freshmen were required to enroll
in ROTC. Since I could play clarinet, I was assigned to the
ROTC band, although we also were instructed in various drills,
including handling of firearms. I also played in the ASUC band
throughout college.

It turned out to be an exciting year, however. The
Berkeley fire took place early that fall. On that day, the
winds continued, and the fire began eating its way into north
Berkeley. There was a possibility that it would reach the
campus. The ROTC was called out, in uniform, for duty. The
school of architecture was located at that time in a wonderful
little redwood structure covered with dry shingles, roof and
siding, on Hearst Avenue opposite Euclid Avenue, down which the
fire was beginning to march.

Our job was to take out of the architecture library, which
had many priceless volumes, the books and files, and deposit
them in a currently constructed concrete building, now the
engineering hydraulics lab, which was not too far away. We did
that.

By late morning, residents of north Berkeley were trying
to carry down toward campus what they thought they could save
someplace out of reach of the fire. And some of them carried
suitcases or big bags, some carried cats, and a few others
carried canaries in cages.

At that point, the lads in a fraternity, the name of which
I forget now, located on Le Conte Avenue, decided to save their
grand piano. They got it out of the house and moved it on its
castors along Le Conte Avenue on the pavement, and they started
down Euclid Avenue.

Now, at Ridge Road on Euclid Avenue, the road suddenly
changes from smooth asphalt to brick. And at Ridge Road, the
piano began to levitate because of the increase in grade.

Suddenly the legs of the piano dropped off, and the
marvelous old piano slid downhill on its belly for 100 yards or
so before coming to rest .

Homburger: This was one of your first research projects in pavement
surfaces?

Davis : I would attribute my interest in pavement roughness to that
little incident.

At about noon, we were ordered to enter each of the houses
up Euclid Avenue and on the side streets to determine whether
anyone was left there, unable to get out.

At one point, a house, which we were checking on, seemed
perfectly empty but there was a great lunch all set out on the
kitchen table. Not having had much to eat earlier that day, my
partner and I sat down for a quick bite. At that point, a
Berkeley police officer, also on the dwelling clearance patrol,
poked his head in and with suitable shouted expletives, ordered
us to "Get outa that there righta soon! Right soon now!" His
added gems I should not repeat here .

But he did say, "Why don't you dumb blankety-blanks see
that the house next door is already beginning to burn?" We did
look out, and we saw out the kitchen window that the flames
were beginning to eat on the window frames of that house next
door.

That night, we were ordered to do guard duty on the
western part of the campus where many people had deposited
their belongings, and had hoped for the best. Looters had
already begun making their way into Berkeley. We were to
safeguard defenseless people and their belongings. We were
issued rifles, but no ammunition. Anyway, we got through the
night without any untoward event.

The next thing that happened was that I began to think
about what I was supposed to be studying in the school of
architecture. But at that time, the architectural school was
deeply involved in carrying out the Beaux Arts tradition. So,
in preparation for that, I was expected to learn things that I
had no background for, such as pencil drawing, particularly
with soft pencils, pen-and-ink, and elements of architectural
rendering.

There were some other courses, such as elementary math and
so on. But I began wondering how on earth would I ever learn
to design or construct such mundane things as dams, tunnels,
bridges, and the like.

At the end of the semester, I petitioned for transfer to
Engineering, especially Civil Engineering. I was granted the
transfer, but immediately I found I was lacking in some of the
beginning technical courses. This meant I had to wait until
the following fall to study such things as surveying.

However, I accepted the fact it would take me five years
for a bachelor's degree, and I proceeded to enjoy myself with
some of the great offerings on the Berkeley campus --in
economics, in philosophy, in language. I took courses in
German, hoping that if I got into the research field by some
peculiar fluke, I would be able to transfer some of the
contributions of the German scientists and engineers.

Homburger: When you got to Berkeley, where did you live? Were you in a
fraternity, or were there dormitories in those days?

Davis: No, they had no dormitories in those days, but there were
numerous kinds of rooming houses and boarding houses. I
arrived from Los Angeles on the old Valley Train, on the SP,
and I didn't know that it came up the valley and over, and then
south toward Berkeley and Oakland and San Francisco and so on.

So I got off the train and started marching toward the
Bay. But I soon found that I was going in the wrong direction,
and made my way up University Avenue, got off, and began to
learn from a little office they had about where one could find
a rooming house, which I did.

I found a very nice clean place called the White House, of
all things. It was a large, old, early dwelling on a street
that was parallel to Telegraph just outside of Sather Gate.

I went in, was assigned a room, put down my bags, and
walked downstairs. And there, in this big living room, were a
bunch of young men with their backs to the fireplace. I soon
learned that in Berkeley in those days, most house heating was
done by wood in fireplaces. These chaps, on a rather chilly
foggy day in August, were warming their backsides, not just
standing there out of courtesy for a frosh who had just landed
in town.

But at any rate, one of these young chaps, turned out to
be a sophomore, and the only thing he ever read was the funny
papers. He sidled over to me and said, "What's your name,

Frosh?" I said, "Davis." "Oh," he said, "Stinky Davis!"
Well, it so happens that one of the characters in the funny
papers in those years and earlier was a Stinky Davis.

Another character who was in front of the fireplace there
was Carl Vogt--

Homburger: Can you spell that?

Davis: [spells] --who later became a colleague, as he became professor
of mechanical engineering and specialized on the heat power
side.

But at any rate, he thought that was the funniest thing he
ever heard, and he never let it die. So naturally then, the
students thought it was funny, too. And later, I was much
amused that when the senior class was about to graduate- -in
Civil Engineering, anyway- -and they threw their final dinner,
and when one or the other or some began to get a little bit on
the tipsy side, as young men are wont to do- -at least in those
days they did- -one or more separately would sidle up to me and
say, "Say, Prof, you know what they call you?" And I would
say, "Why, no. What?" And so they would recite this name,
[laughs]

Homburger: So you entered in 1923, and after one year you spent four more
years in Civil Engineering, so you graduated in 1928.

Davis: Yes.

As a member of the ASUC band, we had to entertain at many
things besides football. We got to go to many different
sports. I was always active, either studying or being in class
or playing in the band, or the ROTC band. And also I found
that the university had a great gymnasium, and a friend of mine
and I used to enjoy swimming.

By the way, in those days, all freshmen were required to
pass certain physical examinations. One of them had to do with
swimming; everybody had to know how to swim. The other related
to physical fitness. One was agility; you had to climb a rope
in order to pass. One was self-defense: either in boxing,
wrestling, or fencing. I took up some boxing and also later
got more interested in fencing, as I had some French friends,
so I thoroughly enjoyed my physical education experience.

At any rate, I entered the College of Civil Engineering.
At that time, there were three colleges on campus that related
to engineering. One was civil, and that's the old brick

building which faces on the esplanade by the Campanile,
now been several other departments since then.

It's

The second was the College of Mechanics, which included
mechanical engineering, meaning machinery, heat power, driven
kinds of things, and that was the energy side of it, and also
there was electrical engineering, which was the electric power
side. And the third college was the College of Mining. They
turned out some great miners in those days .

But, in later years, as the colleges all grew larger and
as the number of divisions or departments within those colleges
grew larger, I think there was a greater recognition of the
interrelation and interchange of ideas that should take place
between the various fields of engineering, there was a move
toward a college of engineering.

One of the big moves that was made was that [Donald H.]
McLaughlin, who was then head of the College of Mining, and
which was one of the most reluctant to have been joined up with
the other engineering departments, was made dean and brought
the three colleges together. The reason for the name of the
headquarters of the engineering building, McLaughlin Hall, was
due to the great service of McLaughlin.

Subsequently, Dean Morrough P. O'Brien became dean. By
that time, of course, engineering was facing many new kinds of
problems. The pure necessity of better preparation in the
analytical field, all the branches of mathematics and so on,
and new kinds of analysis. And also, in order to meet the
great new influxes of students who were attempting to become
engineers, some of the set-up of the old line departments of
the new College of Engineering was being strained. It required
new set-ups for overall administration, new set-ups for the
departments .

I attribute to O'Brien the foresight to bring the
engineering departments of Berkeley into the modern world, by
his leadership and by his vision of what would be required in
the future.

Homburger: You actually joined the college as a student in 1924. Who were
some of the faculty members, and who was the dean that taught
you?

Davis: The dean of the College of Civil Engineering, even over in the
old building- -he had been long before because he had come to
Berkeley in the early part of the century, and he was a
graduate of some of the big Eastern universities --was Charles

Derleth, Jr. He was a very intellectual type and very
practical at the same time. He was also a hard taskmaster.

At that time, he began to see — and finally agreed,
possibly- -that research development was important to civil
engineering as well as in some of the other kinds of
engineering which had begun research much earlier. And so he
established a materials testing laboratory.

He persuaded a young man by the name of Clement T.
Wiscosil, who had graduated from Wisconsin. Now, Wisconsin,
being in a lumber country, or at least an early lumber country,
had a great school in engineering, which embarked on a great
program of research in wood. But of course, one can easily
expand to other materials if one knows the problems of research
in materials. And he persuaded Wiscosil to come to Berkeley
and set up a materials research lab. Wiscosil carried that on
for a number of years .

Wiscosil, however, fell into differences with Dean Derleth
about the conduct of the lab, and I think some degree of
unwillingness to broaden it out to the field where he was not
familiar, which is to say concrete, which was coming into big
vogue and usage in the United States, and of course steel and
other metals.

And so in the early twenties, Raymond E. Davis was brought
and made the head of the laboratory effort in Civil
Engineering. Davis was a man with a broad view of what was
developing in the field, and began to concentrate on concrete
as a major area for research, although wood and steel and
aluminum and even some marginal materials --asphalts --had some
attention.

I entered in '23, that was a couple of years after Raymond
Davis arrived, and took the undergraduate lab work, and also it
so happened that the increase in research that was going and
which was funded by government agencies and also outside grants
began to get large enough to require people who gave quite a
bit of attention to the laboratory. And I was employed as a
research assistant at that time, and also took my master's
thesis in the field of concrete.

Those were great days, because in that period, there was a
big interest in developing water supply in California. There
were a number of arch concrete dams, which were a relatively
new type of dam, and required not only a special kind of
analysis but also careful control of the concrete.

And then a little later, there were some of the very large
dams, such as Hoover Dam or Boulder Dam, and also some of the
dams on the Columbia River . Some of the problems with respect
to a very large dam, like a Boulder Dam, were that cement is a
chemical which when it reacts with water, liberates heat. In a
large mass, the heat will not move very quickly to the outside
and be dissipated. And if the inside gets warmer than the
outside, then cracks form. And cracks are dynamite for dams,
because water begins to seep through, it destroys the whole dam
and great floods take place.

So, one of the problems was to develop a low-heat cement.
And through his knowledge of people in the cement industry,
there was donated to that lab and the university a rather small
kiln for making cement. That was set up in the outdoor central
enclosure in the materials laboratory that now stands there in
Berkeley near the engineering building.

He also found a young man who was interested in cement
chemistry. Between them, there was developed a low-heat cement
for use in Boulder Dam, which was one of the reasons why
Boulder Dam has been a good solid structure.

Homburger : Do you happen to remember the name of that other young man?
Davis: No, I'd have to look it up.

Homburger: It's not too important. So, in civil engineering then, the
field of materials was a very important one. Was the
structural field as important as it has become now?

Davis: Oh, yes. There were many new developments in the structural
area . As I moved along and became more and more immersed in
the problems of behavior of materials, new materials, and their
control, of course others were doing advanced work in
structures. We were all expected to be able to teach some
structures; we all had structural engineering courses.

As a matter of fact, as a young sidelight, when I finally
transferred into Civil Engineering and I began inquiring about
things to major, and naturally I was interested in structures,
somehow I was told that, "Well, some of the best introductory
structural courses are given by Bernard Etcheverry."
Etcheverry was head of the Irrigation Engineering group in
Civil Engineering. So there's an anomaly: an eminent
hydraulic engineer and irrigation engineer who gave the best
course in structures. Now, this had to do with his fine
teaching, I think.

Derleth was a structural man. As a matter of fact, he was
chief on the consulting board of both the Bay Bridge and Golden
Gate Bridge, and he was chief engineer of the Carquinez Bridge.
So we learned a lot about that.

I think it might be worthwhile to pause a few minutes and
say some things about Derleth. He had his own style of
teaching and lecturing, and he expected a great deal of his
students, mainly through problems. But he was a learned man,
and he would insert into his lectures things he would call
diversions. He would divert every now and then and quote
something from the classics.

Davis: Anybody who would listen and follow out his problems that he

gave, and listen to even his criticism as he criticized some of
the problems that you may have not done very well, learned a
great deal .

Now, associated with structures is also the foundations.
Much of the early foundation work in structural engineering was
by the accumulation of experience. There was relatively little
theory that pertained. One of the great reasons for the early
societies of the various parts of engineering which developed
was to be able to pass on the experience of people who had been
successful- -oh, I might say, even pass on some of the problems
in which there were disasters and why they occurred.

All as part of the learning process, we were expected to
avidly read the journals of the American Society of Civil
Engineers, at least in the area where I was. I think the same
thing happened in mechanical, electrical, and mining.

But at any rate, the foundations side of it was one of the
latest to be able to develop a good theoretical base. In some
areas, there's also been bad theoretical bases. And about the
time I became a young instructor, there was work done at
Harvard and MIT in what came to be called soil mechanics, the
mechanics of the behavior of soil masses. The men who
developed that became well known for their knowledge and
appreciation of the application of that field, while at the
same time they were developing really good theory.

Being in the materials laboratory, I became quite enamored
of the soil mechanics development, and Derleth, recognizing
that that approach to the foundation problems would become an
essential part of that phase of structural engineering, asked
me to give the soil mechanics lectures in his foundation

courses. So that was my first introduction to something beyond
concrete and steel and wood.

III EARLY DAYS ON THE FACULTY, 1930-1947

Homburger: Was this while you were still a graduate student, or had you
finished your master's degree?

Davis: No, it was when I had become an instructor.

Derleth also had some ideas which probably aren't viewed
with great favor. But his theory was that all young men who
wished to be good engineers should get out into practice just
as soon as they could possibly do so, naturally because in many
areas, there wasn't enough theory to do much more. The direct
concern with the behavior of structures of any kind was highly
important for a young man to assimilate as soon as possible.
For that reason, Derleth rather looked down on graduate work,
and he held that view even while I took the master's degree.

In 1930, there occurred a vacancy in Civil Engineering,
and Raymond Davis proposed me. Derleth had first thought not
very much of that . He thought I should get out . I had done
quite well as an undergraduate, but I needed to learn something
in the field. However, R.E. was persuasive, and I became an
instructor in 1930.

When the Bay Bridge was under design, there was the
question of the behavior of the foundations under the Bay,
under the great layers of mud and so on. Derleth was on the
consulting committee for that bridge. One of the great
foundation engineers who had early looked into what soil
mechanics could do was the consultant on the foundations . He
wanted to have some consolidation tests of various layers of
the earth- -bay mud, and then somewhat compressed strata and so
on- -and there were no laboratories in the West that could
handle that. So he approached R.E. and asked if we could do
that. R.E. asked me to learn something about this and to see
if I could make these tests for them, which was done.

Not only did I then become more interested in soil
mechanics, but also Derleth began to recognize that this was

something that contributed something to the safety of building
foundations. So that was how he, I guess, came around and
decided that he had to insert that into his foundation courses,
and where I was asked to lecture in that area .

If one thinks then of granular materials --after all,
concrete is made from granular materials --and soil, granular
materials from the beginning, if you have a Portland cement as
the binder for concrete, what about looking at other binders?
Well, that brought in asphalt.

So by that time, I was more or less in charge of the
granular material activity in that laboratory- -R.E. Davis was
the director of the lab for a number of years there- -so I also
introduced the testing and learning about asphaltic mixes. So
we expanded the granular materials side. And that is how a
number of your colleagues who have been in the transportation
side, such as [Prof. Carl L.] Monismith, got interested in the
asphalt side of it, and as you know, Monismith has made great
contributions in that area.

But at any rate, back to Derleth, who was the dean for a
very long time and who had a great influence in the formation
and the gradual changes in the nature of the way engineering
was taught and researched at Berkeley.

So anyway, we got as far as O'Brien here I think in the
succession of deans.

Homburger: O'Brien followed Derleth? Is that right?

Davis: No, O'Brien followed McLaughlin. McLaughlin brought it
together.

One of the amazing things that happened as regards the
nature of the organization of the College of Engineering under
O'Brien, was first his effort to do something about the
administration of the various departments. By that time I was
already associated with the Institute [of Transportation and
Traffic Engineering] when O'Brien began working on this aspect
of it. So he also urged me to take on the chairmanship of the
Department of Civil Engineering.

Before that time, we had divisions of the department.
There was not only structural engineering, but there was
sanitary engineering, and there was water supply engineering,
and that kind of thing. Very often these people didn't even
talk to each other. In effect, they were separate departments,

Under O'Brien's urging, I think it was, he brought those
various divisions of the overall Department of Engineering,
which O'Brien established in order to make a change in the
administration, he brought into being a department which
included these three separate divisions which had had a loose
connection- -some of them- -with Civil Engineering.

So there was the problem of how to have a strong Civil
Engineering Department and still have enough interchange among
all of the members of the Civil Engineering Department, no
matter what subgroup they belonged to. This was a kind of a
difficult thing to bring about. You don't just go out and say,
"Look, you guys, you've got to knock your heads together and
you've got to speak to each other and you've got to work for
the department, or for the good of the department, anyway."

Another thing that happened about that time, and which was
fostered by O'Brien--

Homburger: Roughly what year are we in now?

Davis: We're back in the early fifties. I think I became chairman in
about '53 or '54, I'd have to check that too.

O'Brien was encouraging graduate work, so that engineers
would have more --if they had the interest and the ability- -than
just four years of undergraduate work. Obviously, in these
various sectors, a man would have to know about enough of his
particular field, whether it be water or solids or frames or
what, in order to teach graduate students. A backup of
teaching graduate work is research. And the problem of
graduate students and research is to be able to attract
students who are able, who have the insight and the brains and
so on to advance in this field new to them.

So there was the question then- -which began to, I think,
become clear to all members in engineering- -that it was
important to try to do those things to be able to attract able
graduate students. That gave me an idea, and that was that if
we had divisions of civil engineering, under a sort of general
policy of favoring graduate research and graduate instruction,
but working within the various rules of the university as
carried out by the Civil Engineering Department, that we could
get each of these specialties interested in having enough
latitude to be able to develop programs which would be of
interest and develop a strong graduate school . So tfiat was
what we began to accomplish along the mid- fifties.

Homburger: Could we be personal for a moment. Could you tell me what
happened to your family after your moving to Berkeley?

Davis: My father and mother stayed in their homes in Huntington Park.
After he retired, they lived a number of years. They were both
very long-lived, and lived well into their eighties.

My sister was with a store as an employee and later as one
of the more important people in it, which handled art goods and
this kind of thing, and she'd always been interested in that
area. And then later, she married. Her husband has now passed
away; she's still alive.

Homburger: In Southern California?
Davis: In Southern California.

My brother, Wallace, who followed me by five years, came to
Berkeley and graduated in civil engineering, and for a while he
worked with a big construction firm. Then when the war came
along, he was with the Corps of Engineers and saw service both
in the Far East and also in Europe.

When that was over, he came back and worked for the Corps of
Engineers in California, and did some work for the Division of
Highways. But he developed a heart problem, and suffered a
stroke and passed away, a good many years ago now.

Homburger: What was your sister's first name?
Davis: My sister? Bernice .

Homburger: I'm also interested to go back to your career: starting in 1930
you were an instructor, and then you became an assistant
professor a few years after that. Is that right?

Davis: Yes. It was 1936 before I became assistant professor because
we were in the dregs of the Depression in the early thirties,
and nobody was getting promoted.

Homburger: It was a financial crisis then just as there is now?

Davis: Yes. And then I became assistant professor, and then they made
up for it by making me associate professor in '39.

Homburger: What was it like at Berkeley during the war?
Davis: Busier than hell.
Homburger: Tell me about it.

Davis: Well, not only was the problem of education important, to

develop technical people and get them out, but also to train

people like draftsmen and inspectors and so on. In
engineering, we had a very large extension program- -War
Extension, it was called. We gave courses all up and down
California.

One of the types of courses in which I was asked to
[teach] , because there was no one available for that particular
assignment at the time, was a class mostly of women who were
being trained for design draftsmen in the aircraft industry.

But outside of the regular instructional duties of
students over in college, I was very busy on various kinds of
war research. One of the early ones had to do with the
development of criteria for the protection of the locks on the
Panama Canal. At that time, aerial warfare had developed to
where planes could drop 2, 000 -pound bombs of high explosives.
Just after Pearl Harbor, although perhaps the U.S. military had
a sense that it might happen earlier, there was an urgency to
find out what can be done to provide protection for the locks.

It seems that the only battery of big guns in the United
States was over at Fort Cronkite on the Marin coast, and the
only battery of big guns which would swing around far enough to
shoot at a land target. They could shoot twelve miles out to
sea and so on, but none of the others could swing around far
enough. And so from Washington the Corps of Engineers out here
was directed to conduct some tests.

The science of how projectiles behave after they strike
something was kind of limited, at least on a large scale.
That's called exterior ballistics. And the job then was to
really develop the bases for exterior ballistics on a scale of
very large projectiles and with large masses. So over there at
Cronkite, they asked R.E. for help, and I was asked to serve as
the field engineer for this. I took out a leave from the
university and got temporary appointment in the Corps of
Engineers .

What we did was design and build a number of large
concrete blocks in front of a cliff where this gun could come
around and shoot at them. We had everything from about twelve
feet, eighteen feet, twenty- four feet thick. Some of them had
reinforcing, and some were not reinforced. So there were quite
a few of these blocks in this big stretch.

The great day came, we had our blocks built, and we had an
expert on measuring velocities of projectiles which consisted
of two screens at a known distance apart just in front of where
the projectile would impact, and the kind of instruments that

would pick up the contact with the screen by the projectile and
so on, so they could determine the impact velocity.

Now, when a bomb drops, of course, it finally comes to a
constant velocity because of the resistance of the air around
it. That had been determined insofar as bomb-type projectiles.

We finally got ready for this, and the concrete had
hardened the right number of days, and we were getting all
lined up. The battery was staffed, and the instruments were
all in place, all ready to go and measure all this stuff. So
we started out with one of the intermediate size blocks.

I was behind a big steel plate so I could keep track of
everything that was going on here, so I finally gave the word
to fire. We had asked for a given terminal velocity, which
meant reducing the charge.

The commander of the battery was a young fellow who had
just come in from the reserves, and he had his orders that you
had to have a full charge, so he set a full charge. [laughs]
And this darn projectile- -these were big projectiles- -went
right through about twenty feet of concrete and three feet into
the rock wall beyond it. [laughing] Which didn't tell us
anything, except that it went through.

So we said, "Well, we've just got to have the impact
velocity of these bombs." He said, "Well, I can't do it." So
I got ahold of the office of the Corps of Engineers in San
Francisco, and they got ahold of Washington, and pretty soon he
had a different order. "Give them what they want."

He wasn't very happy about that, but anyway, we set up
again. The gun was aimed, the back of the projectile of course
in the chamber was loaded and so on. Everybody was ready with
all the measuring instruments, and I gave the order to fire,
and nothing happened. And nothing happened. And nothing
happened.

So I and a couple of other guys went up to see what was
wrong. At that point, since the thing hadn't fired, some one
of the gunners or somebody decided they'd have to see what was
wrong in there. So he opens the breech, and there was a little
rim of fire on the edge of one of the sacks that they put in
there. Apparently, they'd thrown those sacks in carelessly,
and they had fallen, so that it didn't catch. It just hit the
edge of one of the sacks .

Boy, did they close that breech in a hurry! [laughs] If
this, of course, had exploded with that breech open, why, the
whole inside of that battery would have been gone.

Anyway, they fixed that up, and from then on we went very
happily and used a few different impact velocities and all the
different kinds of concrete and reinforcing and depths and so
on.

Although there was a rather interesting thing which wasn't
quite a catastrophe but did happen. Naturally, when a bomb
lands and it has explosive, it will explode, so that you don't
get a fine hole that's drilled by this spinning thing. And so
we jacked a projectile into one of these holes. I think we put
it in there about six or eight feet, pushed it in, and attached
a detonator to it, and set it off.

Well, it blew. It blew a wide gap in this big concrete
block, and sent chunks of concrete to hell and gone over the
far ridge. It began to fall on a temporary military training
camp that was on the far ridge, and these guys thought that the
Japs had really landed, and boy, they were screwing all over
the place. [laughing] So those little things happen.

Homburger: How long was your assignment with the Corps of Engineers?

Davis: Oh, I think it was two or three months, because I had to write
a report also.

In putting together the data and reducing the data and
plotting up the various relationships, such as impact speed
versus strength of concrete and versus depth of penetration and
things like that, and in addition, in order to get a variation
on this, the Corps of Engineers also had an appropriate section
of the army make some other penetration tests using machine
guns, which would be of moderate caliber, and a three-inch
field gun. Also in the laboratory I had an old .45 70-40 or
whatever you call it, an early Civil War rifle, and so we took
it down to the basement of the laboratory and had some steel
projectiles made, got some shells that we could put in this
gun, and locked the latch down on the breech of the gun so it
wouldn't backfire, and we shot quite a few rounds of forty-
caliber stuff into concrete stuff we made in the laboratory.

This gave us quite a large range over different jcaliber.
So plotting caliber, impact velocity, and strength of material,
got some pretty smooth curves there which enabled then the
Corps of Engineers to select for whatever they needed- -
thickness and so on, having penetration as one of the
parameters --what they needed to design something for the locks

down there .

Homburger: It must have also been useful for air raid shelters and other
such things .

Davis: Yes. And apparently, I couldn't find in the literature whether
exterior ballistics had ever been carried that far.

Another interesting war job- -these were all hurry-up, you
know. Gosh, you'd have to work night and day. I might mention
that during the earlier part of the war- -you know [Professor]
Howard Eberhard, I guess.

Homburger: Yes.

Davis: Well, there was a big question of whether Hamilton Field and
other big military airports which had been constructed in
earlier years would be able to stand up and keep going under
the new heavy bombers that were just coming out. So R.E. asked
Howard to be the field engineer on that and run the tests over
there at Hamilton Field, which he did, and they learned a heck
of a lot. What they found out did the job.

But they had to work in the dark. They had strain gauges
buried in the concrete here and there, and other electrical
instruments to read the deflection as well as to try to get the
strains down in the concrete, and Howard, you know, is a great
big six-foot-something tall, early basketball player.

One night over there while they were working, one of his
assistants who was reading the strain gauge had trouble with
it. So Howard kneels down to help this kid with his strain
gauge measurement, and his big, long foot was sticking out
partly into the runway. And suddenly, a great big heavy truck,
which was coming along with no lights- -all he could see was
some light on ahead to get there- -and which was one of the test
vehicles --ran over Howard's leg.

And some young surgeon, who I guess was nervous or
something, left the tourniquet on his leg. Obviously, that's a
good way to start gangrene.

Meanwhile, they'd got ahold of us by phone, and we phoned
the UC hospital in San Francisco. Fortunately, they had a very
excellent surgeon over there who was familiar with bone breaks
and other kinds of things . So we had them put him in an
ambulance and get him over there right away. This surgeon took

a chance and cut the leg just below the knee, so as to preserve
the knee joint.

That worked out all right, except that it meant he had to
have a temporary leg. Some of them were pretty crude, those
early temporary legs. The leg that he had just hurt him like
hell. So he talked to Vern, the surgeon, and told him about
this. So they began to theorize, well, there must be something
about the way the leg would also turn in a horizontal plane as
well as moving vertically and in any direction.

ft*

Inasmuch as Howard had been injured during the course of
employment on a military assignment with duty related to
military purposes, it was arranged that he report from time to
time to the chief medical officer at the Mare Island Naval
Hospital .

Since Howard possessed an excellent analytical mind, he
deduced that the design of the prosthetic device was a very
contributing factor to the undesirable condition that
developed. He so informed the naval doctor, who also was very
much interested in this development because of the likelihood
of many such cases that would occur during the war, and would
involve artificial limbs.

The naval doctor apparently concluded that there was a
real need to improve prosthetic devices, and so informed his
headquarters people in Washington DC. Not long after this,
Eberhart and Inman were asked to undertake an extensive project
to develop new information for a broader understanding on human
locomotion and for a basis for design of improved prosthetic
devices that would provide a more effective and less painful
use of such devices.

They really found out a hell of a lot, what with new
instrumentation and all. And they had a heavy glass plate on
which they had people walk who had artificial legs, as well as
those who had regular, undisturbed feet and legs. They found
out all the kinds of movements, and these people who, were
tested of course had strain gauges and stress gauges all over
them, too. And they added a great deal to the knowledge of how
the lower limbs behave, which had not been known before, and
also how to design an artificial limb so that it could act more
appropriately and not cause other pain and so on.

(This is another interesting, and not widely known
example, of how the University, through the competence of its
faculty and research personnel, contribute to the welfare of
the human race . )

Homburger: You were also involved in the Hamilton field project?
Davis: No.

Homburger: But the Civil Engineering Department had a number of these war
projects going on.

Davis : Yes .

Homburger: Did Professor Eberhart remain in this field for the rest of his
active research career?

Davis: Not entirely, but he was often called on in connection with

problems in this respect. The kinds of devices they invented
for use in the laboratory were also very clever, but Howard
went on to, of course, do other things in the structural
engineering field, which was his primary activity in the field
of civil engineering.

Another footnote on Howard was, that after his retirement,
he and his wife took up residence in San Diego- -no, not San
Diego- -Santa Barbara, and some of the people in the engineering
department there knew of him and he was persuaded to go on
teaching on a part-time basis.

IV FAMILY MATTERS ##

Homburger: Was this around the time when you got married?

Davis: No. My first wife and I broke up in '45. I guess we had moved
out to Alamo.

Homburger: We don't know yet when you married her.
Davis: Wait a minute.
Homburger : And what her name was .

Davis: Well, Kathleen Wheaton was my first wife, and I married her in
1931. We had three children. I think probably the war had a
lot to do with it. I was working day and night, and she was
isolated out there, and she was afraid I'd get involved with
women or something or other, which wasn't true. So in some
kind of a snit, she picked up and went back to her mother.
That was in '45. Three years later, I remarried.
Companionship is important.

Homburger: And that was Clare?

Davis: That was Clare, yes. I married Clare in 1948.

Homburger: And what happened to the three children?

Davis: Fortunately, Kay and I were able to talk somewhat later about
things that ought to be talked about, and we agreed that
neither of us would say things which would tend to alienate one
from either of us . She was very agreeable to having the
children, one or the other, separately or all together, come
visit me in Berkeley, and I always took the kids- -I wanted them
to learn how to live and enjoy the mountains. Every summer I
would take them to some part of the Sierra or Rockies- or
whatever .

So things have calmed down since then. Kay has always
been quite cordial, and I think we raised three pretty good
kids.

Homburger :
Davis :

Homburger :
Davi s :

Do you want to tell me a little about each of them?
names, and what's happened to them?

Their

Well, the oldest one is Lynn Eleanor. She was born around- -
well, I'd better look up the exact dates. I'm at an age where
I don't carry all the details with me.

Approximate dates are fine.

Well, about December 1933, I think. She came up to go to Cal
when she had finished high school down where her mother lived
in Southern California.

And Gene, who was the next one in line, Eugene, born in
August 1935, also came up and went to Cal. He took some work
in the finance field, and he, after graduation, got a job in a
financial house in San Francisco, and he's now a vice president
of a big stock and bond company which is headquartered in Los
Angeles, so he's a VP for their office up here.

Willard came along a couple of years later in May 1942.
He was sort of the dreamer. He went to school at Santa
Barbara, and he was in that age when kids were discontented
about that age, and had a lot of time finding himself. But he
finally did, and took some graduate work in computers,
transmission of information and that kind of thing, and now is
connected with a company in San Francisco which trains for
industry people in the computer field. So he's a teacher. He
also has taught over at College of Marin.

Homburger: And did you and Clare have any children?

Davis: No. Clare passed on during 1989 after 41 years of a wonderful
marriage. One of our neighbors, Phyllis Roberts, who lived
about 40 yards from us, lost her husband about the same time.
We had casually known each other and respective spouses for
about 12 years. One morning Phyllis was starting on a walk,
and I asked if I could walk with her. She said "yes", and that
was the beginning of a great romance --we were married seven
months later.

V FILLING GAPS IN THE 1923-1946 PERIOD

Davis :

Homburger :

Davis :

Homburger :

Davis :

Homburger :
Davis :

I consider myself fortunate that I often got the breaks on the
kind of research that was very interesting to me, and which I
guess turned out fairly well or I wouldn't have gone on the
staff or got promoted later. I was always curious about how
things work, and that's important in the materials field. And,
of course, I told you what kinds of things I got involved in
during the war period.

You mentioned about the wartime extension students,
about the regular undergraduates during the war?

But how

Of course, they were fewer. I don't think I can recall or
probably I didn't detect any marked difference in their ability
to learn and progress. I always enjoyed teaching, even when I
was director of the transportation institute, I insisted for a
long time on teaching at least one undergraduate course, which
was soil mechanics. Later, when we got someone to really come
in and carry on, which was Harry Seed, whom you may remember,
why then I gave up on that and concentrated mainly on graduate
courses in transportation.

I don't really in this first session want to go further ahead.
Is there anything that we haven't covered from the twenties and
thirties? What about fellow students, for instance?

Having started in architecture, although I didn't think what
they were teaching was going to help me in the directions that
I was interested in or stirred up about, I had begun to know
some people there. One of the students was Michael Goodman.
Did you ever hear of Michael Goodman?

Yes, I knew him.

He became a very good friend over all the years . We used to
get together, dinners and so on. Even later, we often had him
up at the cabin.

So I maintained that kind of connection.

Homburger :

Davis :

What was the student body like then?
or active?

Were students being quiet

Homburger :
Davis :

Homburger :

Davis :
Homburger :
Davis :

Homburger :
Davis :

My fellow students in the twenties, of course, being in
engineering --they wouldn't be in engineering unless they were
really interested in something. So I always enjoyed good
relationships, and I also was involved somewhat in campus
activities. I was on the editorial staff of the California
Engineer, that's a student magazine in engineering.

I was elected senior representative to the Welfare
Council, and little things like that, so I also had
acquaintanceship with people across the campus . And in the
early days when I was a student, one of the ways to become
acquainted with people was the young people's groups in the
various churches around the campus . Because I happened to know
somebody who was in the young people ' s group at the old
Presbyterian church in Berkeley, I also became a member of that
group and made many friends from that source.

And, of course, you begin to get involved in not only the
student affairs in engineering, but as I say, on the campus
which also extends your acquaintanceship with people. So I
don't think I've ever been shy about connecting myself with
people things .

Did you live in the White House the whole four years?

No. Later on, I shifted and got a little old apartment. My
brother came up to Berkeley, and he and I had an apartment near
the Claremont Hotel, which held us for quite a while there. I
can't put my memory on exactly the year that that happened, but
I didn't stay in the old White House rooming house. [laughs]

I may be more interested than I should be in the fire of 1923,
because we've just had the fire of 1991.

This one was much larger.

The other one was mostly on the north side of campus?

Yes. And it stopped one block from the campus. It was stopped
by that time.

So your moving the books out turned out not to have been
necessary.

Yes.

Homburger: But many homes were destroyed by that?

Davis: Oh, yes. You know where Marin Avenue reaches the ridge. I

think it was somewhere beyond that to the north where there had
been a fire down at Wildcat Canyon which had, in the dry part
of the year, come up and hit the ridge. Then developed, I
think, that day a very strong- -it would have to be a northeast
wind, I guess, because it took the fire over the ridge and down
into some houses out there, near where you are, I guess.

Homburger: Where I used to be. Where you used to live on Miller Avenue.

Davis: I lived on Miller for a while.

Homburger: And that area must have been where the fire was also burning.

Davis: And then we moved out to Kensington after Clare and I married,
and lived at Yale and Oberlin.

But anyway, somewhere in that interval, the fire came over
the ridge and swept down into Berkeley, driven by this horrible
fall wind, and it was a ghastly thing to see that fire working
down Euclid Avenue. Great billows of smoke and then crossing
the flames and so on.

Homburger: Was there afterwards a movement to change building codes?

Davis: Yes, Berkeley, and I think Oakland also passed a number of
pieces of legislation to improve more fire resistant
construction. But somehow, this was relaxed, as sometimes
happens, and the precautions weren't fully followed.

Homburger: History has a tendency to repeat itself.
Davis: Yes.

Of course, the war didn't really start approaching until
after the thirties, although there was disruption by Hitler and
company in the thirties, and everybody was concerned about what
was happening there. But there's always an expectation you're
not going to get involved in that, at least over here, until
some incident happens which brings you in.

No, I think when I was in school, I would consider the
student body as an earnest bunch of students. There were
always some who were light-hearted and flippant and so on. But
mostly they seriously went about their studies, and certainly
student body activities which were serious, and they carried
out very well.

Homburger: How many students were there at the time, do you remember?

Davis: About three thousand. Gee, I haven't thought about that kind
of number in a hell of a long time. [laughs]

Homburger: Did you know Robert Gordon Sproul personally in those early
days?

Davis: He made it possible for damn near everyone to call him Bob and
shake his hand. So naturally, I had met him. Later on, after
I got involved in the Institute, I met him some more, of
course .

When I entered Cal, or entered engineering--! guess
architecture too- -William Wallace Campbell was the president.
He had been director of the Lick Observatory; he was an
astronomer. When he came up to Berkeley to be president, the
Campanile had just recently been built.

During World War I, part of the shipment of bells for the
Campanile had arrived, and I think he was on board when that
happened. He was proud as anything of the fact they had a
carillon there, although it wasn't the complete carillon that
we have now.

Homburger :

There's a very interesting campus story about that. His
successor down at Mt . Hamilton Lick Observatory came up one day
to have lunch with William Wallace Campbell, and Campbell took
him up to the Faculty Club from old California Hall to go to
lunch. About the time that they got to the esplanade, the
bells started ringing. If you've ever been on that esplanade
when the bells ring, it's quite powerful. So Campbell, pleased
that here was this exhibition of something he had supervised- -
the bells were installed—said to his friend, the director of
Lick, "Hear the bells? Aren't they lovely?"

Now, it so happens that the director, whose name I forget
at the moment, said, "What?" He was hard of hearing. So
Campbell says [louder], "Hear the bells; aren't they lovely?"
And the man says, "What?" Well, now, it might break your
machine here if I went through the cycle and gave the number of
decibels that they went through.

So finally, after Campbell says, "Hear the bells; aren't
they lovely?" at the loudest volume, the old boy turned to
Campbell and says, "Speak louder, I can't hear you for them GD
bells!" [laughter] So that's one of the old campus stories.

And then in the mid-twenties, he retired and Sproul became
president. Right?

Davis: No, there was a general who became president. But about this
time, Sproul came on board. Of course, he was an expert
administrator as well as a person who knew people. He spoke in
a loud voice, when need be, anyway. He could speak very
softly, too. One very hot Berkeley day, Campbell, who had his
office of president up the other end, and Sproul was the
controller who had his office down the other end of California
Hall. Campbell became annoyed at Sproul ' s booming voice. So
he sent his secretary to find out what was going on down there,
who was Sproul talking to, anyway? The secretary came back and
said, "He's talking to Sacramento." And Campbell is said to
have said, "Well, tell him to use the telephone." [laughter]

VI THE BEGINNINGS OF THE INSTITUTE OF TRANSPORTATION AND
TRAFFIC ENGINEERING

[Interview 2: November 17, 1992] ##

Davis: Before in our conversation, I have brought our discussion

through the period of World War II, 1941 to 1945, during which,
in addition to giving instruction in my regular engineering
courses, I was involved in high-pressure research on war-
related problems and in war training activity.

So in this interview, it seems appropriate to discuss the
activity in which I was involved during the immediate post-war
years . But what I got involved in was a consequence of what
happened in the nation's infrastructure during the war years.
Those parts of the nation's transport systems which did not
contribute to the war effort were of low priority as regards
maintenance, and as to any new construction of transport
facilities that did not in fact contribute to the support of
war efforts. Gasoline was also rationed, so as to decrease the
use of oil products that were not essential to the war effort.

This meant that parts of the road networks and parts of
the civilian air field inventory fell into various levels of
disrepair. In late 1944, as it began to appear that the war
might be brought to a successful conclusion within a year or
so, agencies responsible for civilian transport began to give
some thought not only to the repair of the physical facilities
but also to the vehicles that would probably begin to flood the
existing roads, streets, and airports, and rapid transit
facilities of the nation.

The leaders of the California Legislature and the then-
Division of Highways of the State Department of Public Works
began to discuss probable needs. In the latter part of 1945
and 1946, there was carried out a very comprehensive so-called
needs study, which laid a factual groundwork for the
preparation of plans for the rehabilitation and needed
supplemental development that would be required for increased
usage in a postwar transport complex, and would be required to
encourage and support a postwar economy.

In the latter part of 1945, the state legislature already
had set up a joint committee of the Senate and the Assembly to
work on the preparation of legislation for the conduct and
financing of a postwar transport system. This activity led to
the noteworthy Collier-Burns Act of 1947. It involved the
expenditure of many millions of dollars over the ensuing
decade .

As the nature of the plan for this expanded transport
infrastructure began to take shape, one of the thoughtful and
far-sighted senators involved in the preparation of the new
legislation recognized that the magnitude of the effort
involved in implementing the new program would require a
substantial corps of new, educated, trained personnel to aid in
carrying out effectively the proposed program over the years
ahead. This was George Hatfield, senator from Merced (a real
statesman in my book) .

First Steps at Berkeley

Davis : To give some substance to his idea of need to support the new

development, Senator Hatfield contacted President Sproul of the
University of California for suggestions on what the University
might be able to do in this connection. Professor M. P.
O'Brien, then dean of the College and Department of Engineering
at Berkeley, was asked by President Sproul to prepare a memo
providing suggestions as to what might be done.

Dean O'Brien then requested a small group of faculty--!
was included- -to give thought to and to prepare a list of
research needs, and the nature of educational programs, that
could be of value in the state action program then to be
formulated.

Many of these suggestions were then incorporated in a memo
that O'Brien prepared for President Sproul, as to a possible
institute-type of organization that could give attention to
pertinent problems and provide support for an expanded
educational effort in the transport field. These suggestions
were then transmitted by President Sproul in his reply to
Senator Hatfield. Shortly afterward, Senator Hatfield prepared
a bill for action by the Senate.

Senate Bill number 1423, chapter 1573 of the Statutes of
1947, was passed by the legislature and sent to then-Governor
Warren. The governor, under authority he then possessed,
decreased the amount of financial appropriation which the
Senate had included in the bill, but he then signed the bill,
thus amended, on July 19, 1947.

This bill, in effect, requested the Regents of the
University to establish an Institute of Transportation and
Traffic Engineering at Berkeley. The bill also defined the
function of the institute in these terms: "Said institute
shall carry on instruction and research related to the design,
construction, operation, and maintenance of highways, airports,
and related facilities for public transportation, in addition
to, but not to the exclusion of other appropriate subjects for
research and study. The institute shall give attention to the
interrelationships of highway design, traffic control, and
highway safety." This bill also called for cooperation with
the Division of Highways and other public agencies responsible
for the design, construction, maintenance, and operation of
highway transport and other related facilities for public
transportation .

It is of interest to note that the title of the bill
referred to an Institute of Transportation and Traffic
Engineering. In all likelihood, it was phrased this way to
ensure that attention would be paid to the dynamic aspects of
transport as well as the physical plant.

In the early fall of 1947, Acting Dean Everett D. Howe
(acting as Dean for M. P. O'Brien, who was away on leave for
the academic year 1947-48) assembled a temporary planning and
advisory committee consisting of L. M. K. Boelter, Dean of
Engineering at UCLA, H. E. Davis, Associate Professor of Civil
Engineering at U.C. Berkeley (his field was materials and
structures) , Daniel M. Finch, Assistant Professor of Mechanical
Engineering, whose field was lighting and illumination, Francis
F. Foote, Professor of Civil Engineering, whose field was
railway engineering, Bruce Jameyson, also a Professor of Civil
Engineering, whose field was highway engineering, and Carl
Vogt, Professor and Chairman of the Mechanical Engineering
Department, whose field was heat power and combustion engines.

This committee concluded that it would be possible to
begin on several specific research activities to use part of
the appropriation funds for establishing new laboratories or
augmenting existing laboratories in pertinent areas of study
and to begin research in several specific areas without unduly
hampering the latitude for program development by hopefully a
soon-to-be-appointed Director of the Institute.

The bill provided an appropriation of $920,000. Under the
authority he then possessed, the governor decreased the amount
of the financial appropriation which the senate had included in
the bill. He then signed the bill as amended on July 19, 1947.
As amended, the bill carried an appropriation of $355,000 for
the fiscal year 1947-48, and allocated $225,000 for instruments
and facilities at a field station, $50,000 for materials and
structures, and $80,000 for administration, including
maintenance and supplies.

Separately, Dean Howe had also, on advice from the
temporary committee, forwarded nominations for a directorship
of the Institute. Howe also had requested the establishment of
an account for the Institute (as a section of the Department of
Engineering) and that appropriated funds be transferred to this
account .

Now, when new programs are to be started, or academic
administrators are to be appointed in the University of
California, special committees are appointed to make
recommendations to the president concerning the plans,
objectives, and nature of the program. Also, a special
committee reviews the worthiness of candidates for appointment
of a proposed director or an academic position. These
committees go about their business very seriously, as they
should, and also they take their work not only seriously but
they deliberate at length, sometimes rather lengthy lengths.

By the end of 1947, it turned out that a director had not
yet been appointed. Those concerned in the legislature were
getting rather unhappy. Also, the funds which had been
appropriated would lapse if not committed by June 1, 1948.
Along toward the end of 1947, President Sproul got a message
from someone in the senate to do something about getting things
underway.

So President Sproul called upon Dean O'Brien and said, "Do
something." I got a call from Dean O'Brien explaining the
problem and asking me to "Do something." I still don't know
why I was called up. It sounded like an odd deal situation,
but it looked like a really interesting challenge, as they say.
So I said okay.

By way of doing something, O'Brien and I discussed some
things that would be useful and usable, regardless of who might
be obtained as the director, and regardless of a future
program .

By then, it was getting into February of 1948. I got on
an airplane and began to make contacts with people I knew in
various universities, laboratories, highway departments, U.S.
Bureau of Public Roads, Highway Research Board, and other
agencies. I sent back a stream of recommendations for
laboratory equipment and names and backgrounds of individuals
who might be considered for the director, or as staff members.

In the meantime, Associate Dean Everett Howe was
designated acting director, so as to have some authority in
Berkeley to sign requisitions for equipment and sign
appointment papers. Dean Howe made appointments of the first
two members of the staff: Miss Norene Jordan as secretary, and
Miss Beverly Hickok as librarian. Miss Jordan, who was later
advanced to the position of administrative assistant, set up
office procedures as well as procuring office equipment and
handling questions and correspondence until she retired in
1985. She was a mainstay in the operation of the Institute.

Miss Hickok began the development of a transportation
library that became the outstanding library of its kind in the
nation.

Homburger: Perhaps I can ask you a couple of questions about what you've

just been saying before we go on. The first one relates to the
request for you to undertake this journey around the country.
Were you relieved of your regular duties on the campus?

Davis: Yes. O'Brien promised me that all my courses and other duties
would be taken care of .

Homburger: And the people that you knew, since you had essentially been in
materials and soils, were these people that were also materials
and soils, or had they moved over to transportation?

Davis: They were in transportation; but being in materials and soils

and structures, I had for a long time known many members of the
highway department, since they were a construction agency, and
some of the things that we did in our laboratories were of
great interest to them. Also, even before this institute came
up, I had received valuable information from the head of their
research laboratory in Sacramento to supplement some of ours .
Also, I had been giving papers at the Highway Research Board of
the National Research Council starting back in the thirties.
So through that kind of thing, I had known many people who were
in various levels and activities in the transportation field.

Homburger: What were some of the major stops you made on this trip?

Davis: As I mentioned, I stopped at various universities to see if
they had anything going that might pertain, but as it turned
out, we were pioneering. There was no transportation institute
of the same kind that we had. There was a Traffic Institute at
Northwestern University, which gave field courses mainly for
police regarding traffic safety. But so far as I know, there
was no institute devoting the kind of attention that we were
expected to give anywhere in the country.

But, there were individuals whom I had become acquainted
with at the Highway Research Board who were in the highway
field. And of course, at the Highway Research Board, and
attending the various colloquia and so on, I had become quite
familiar with the larger transportation problems other than
soils and foundations and pavements.

Homburger: Another question: was it a very obvious thing- -was it your idea
or was it specified in the legislation that one of the first
things would be to start a library?

Davis: It wasn't specifically mentioned, but being in a university in
which we had excellent libraries in various fields in which the
faculty were active, an important thing to get started on was
the basic books and treatises as well as current literature.
So soon after it looked like I was going to get more involved,
I had requested the appointment of a librarian, and also the
beginning collection, so that if we started classes in the
fall, we would have a backup of the literature.

Homburger: Thank you.

Davis: Continuing. When I got back, after a couple of months on the
road, I thought I had committed all the equipment funds before
the funds lapsed. But it turned out later that the university
had received some educational discounts on a lot of these
items, so that some of the money lapsed anyway. Rats!

It was about at this time that the dean said that "they"
hadn't chosen a director yet. He also said that Professor
Howe, who was serving as acting director to this point, had to
get back to his deaning job, and would I mind serving as acting
director for a few months and get some staff on board, because
we had to start the teaching program and get it lined up that
fall so that courses and teaching would be in place at the time
the student enrollment and for the fall semester.

Hm-m-m, I said to myself when the dean broached my taking
an acting directorship, I wondered what the hell I might get
into now, as well as wondering where I could go after this
thing did develop.

I really wondered whether I was broadly enough informed
about the transportation field as a whole to pull this off. As
an undergraduate, I had taken Professor Foote ' s course in
railroad engineering, and Professor Jameyson's course in
highway engineering. I had a series of courses in structural
engineering, which included bridges, trestles, viaducts, and
foundations. In my research activity in construction materials
such as steel, wood, portland cement, asphaltic cement, soils,
and stress studies in bridges, I had met and become acquainted
with many professional people in the highway, railroad, transit
and airfield activity. Was this kind of experience enough?
Hm-m-m again.

But time was running short. Well, I might as well give it
a strong try and do what I could for the old alma mater, for
what it would be worth.

With respect to staffing, fortune was with us. I was able
to persuade Professor Ralph Moyer, formerly of Iowa State
University, to join us. I had been acquainted with Moyer for
some years through activities in the highway research board,
and I knew him as an outstanding teacher and researcher. He
was attracted to Berkeley to develop new highway engineering
courses and carry on research that he had not been able to do
at Iowa.

Professor Jameyson, who taught the undergraduate highway
engineering course for many years, was about to retire, and he
welcomed Moyer as his successor.

Also, I was able to persuade Donald Berry to join us. He
was a graduate of Northwestern University and was then serving
as the chief traffic engineer for the National Safety Council
in Chicago. He was asked to develop a teaching and research
program in traffic engineering (traffic engineering at that
time was a relatively young field in engineering) . We thus
were able to start a new transportation instructional program
at Berkeley in the fall of 1948.

Also, knowing a number of people involved in a variety of
phases in the transport field, and as a result of contacts made
during my trips to laboratories and organizations in many
places in the U.S., I was able to zero in on and send back
recommendations as to laboratory design, research requirements,
and the names of individuals to be interviewed for appointment
not only as director but as staff of the new Institute.

The ITTB at UCLA

Davis: At this point, I should like to interpolate some comments on a
very important development that would greatly aid in the early
development of the institute. Earlier in the 1940s, there had
been established at UCLA a College of Engineering. Professor
L. M. K. Boelter had become the dean thereof. Prior to this,
Dean Boelter was chairman of the Department of Mechanical
Engineering at Berkeley. Boelter was a person of constructive
imagination, a deep and productive thinker, and possessed of a
broad view of the nature and function of engineering in
society. While at Berkeley, he had developed a keen interest
in the interaction between people and technological
developments, especially in the realm of mechanical devices
(nowadays we call that field of study ergonomics) .

One aspect of this was, of course, safety. It was agreed
between Deans Boelter and O'Brien that it would be pertinent
and useful to have a section of the Institute in the
engineering setup at UCLA. The special role of the ITTE at
UCLA was to be concerned with safety matters in transportation.

Thus at ITTE UCLA, the staff included a psychologist and a
physiologist as well as engineers interested in safety in the
transport environment. By the end of 1948, the staffing of the
Institute looked like the following in an excerpt from the ITTE
Quarterly Bulletin of December 1948, and it was quite
substantial .

Orcyanizincj and Staf finer the ITTE

Davis: With some staffing and some laboratory setup in view, it was
time to begin thinking about other things . As soon as
appropriate time permitted, I discussed the idea of an advisory
committee with Dean O'Brien, who gave it full support and
suggested that members of an advisory committee of this kind
should be invited and appointed by President Sproul . President
Sproul agreed with the proposal. Dean O'Brien and I then got
together a list of candidates for appointment to membership on
such a committee, which would have a well-rounded
representation of many aspects of the transport field. Those
who served on that committee at the time it was formed were
[are shown in Appendix B] .

A concomitant problem was space on campus for what was
going to be a growing staff. In 1948, new office or research
space was at a premium on campus. However, for the time being,
we were able to get some office space in one of the old
"temporary" wooden buildings in the little valley between the
engineering building and the main library.

On this particular kind of problem- -that is, space for
doing business- -along in the late spring of 1948, upon
recommendation of some trusted friends, I also engaged Lee
Rothgery to aid in the designing and the makeup of plans for a
shop and the laboratories which seemed, based on various needs
viewed in my trip around the country, would be worthwhile for
us to think seriously about.

While on the question of adequate space, I should digress
here to mention something that was to ease both office and
laboratory space. In the late 1940s, probably as part of Dean
O'Brien's efforts, the regents purchased a tract of land
comprising some 160 acres. This property had formerly belonged
to the California Cap Company, a manufacturer of explosives,
and was located on the near side of the city of Richmond.

The cap works was a manufacturer of explosives, and their
war business had subsided. Some sixty acres of the upland were
temporarily fenced off for use by various departments of the
university for research purposes. Sites were assigned for
office, machine shops, and research laboratories, and work in
open space for research.

In the early fifties, the ITTE moved to the Richmond Field
Station. A building containing staff offices and library had
been built according to our plans of the layout. Also
established for ITTE needs: a machine shop, a building for
housing, and for use as field experiments, relating to
roadways. Also established there was a laboratory for
experiments with roadway and vehicle lighting and illumination
problems, and a laboratory for experimenting with soils and
bituminous materials.

»*

(Fortunately, lucky stars shone upon us in about late
1971, and some office space became available in McLaughlin
Hall, that made it possible for us to move the instructional
offices and our headquarters institute office into the campus.
Likewise, space was found which would accommodate the growing
library in McLaughlin Hall.)

VI DIRECTOR OF ITTB ##

Davis: Toward the end of the academic year 1948-49, I was somewhat
surprised when Dean O'Brien again asked me to his office to
talk about something! This time he indicated that I seemed to
have put my stamp on the developing shape of the Institute.
So, would I be willing to serve as director?

Since I had gradually found myself more and more
interested in the transportation field and its many challenging
problems, more complex than my earlier expertise with materials
and structures, this opportunity had some appeal to me. After
discussion of this whole problem with my good wife, I finally
reported back and said I was not only willing, but would enjoy
the opportunities. So, in July of 1949, I became director of
the ITTE.

ITTB Work at tha Richmond Field Station

Homburger: You mentioned about the early use of the field station to which
you went in '52, and you also mentioned that somebody, perhaps
yourself, had actually designed the first buildings that were
put up there that were new.

Davis : Let me preface that by saying that a number of other

departments also made use of the field station. Some of these
were the department of forestry and agriculture, who started a
forest materials experiment station there. Professor [Harold]
Gotaas in sanitary engineering started a sanitary lab.
Professor Folsom started work in water experiments because of
the ongoing interest in wave action on shores.

I should also mention that because of Finch's interest in
illumination as applied to transportation needs, we made use of
a long building which had been established for experiments on
illumination in foggy weather. Mist or fog could be generated
so as to provide various densities of fog while a car and
driver would make through this fog in the building.

At the same time, in connection with airfields, there was
some question about the safety of aircraft landing in the dark
and in foggy weather, and Professor Finch invented a method of
lighting which was later adopted: little low lights in the
pavement of such a nature they would not be scooped off in
paving operations in snowy weather, and along this long
building, suspended what took the place of a cabin of an
aircraft. For various conditions of [fog] density and of speed
of approach, pilots would give their reports on the utility of
these lights, which were then adjusted for various things like
spacing and density.

Homburger: I recall that he had also contract with the state to approve
all new lighting fixtures for automobiles?

Davis: Yes, and that was done in one of the laboratories that was set
up for the Institute. Also, I might say that one of Professor
Moyer's great interests in highways was the behavior of
vehicles on roads, affected on the one hand by roughness, and
on the other hand by driver visibility. Especially of interest
and of longtime importance were his experiments on measurements
of road roughness and the reports of drivers as to their
capability to maintain control under rough conditions. And
these then led, as I recall, to some of the specifications by
the state Division of Highways with respect to road roughness
as well as their means of measuring the roughness of roads.

He performed this research at the field station, and his
outdoor testing equipment was then housed in one of the
buildings there which also served as the shop which we used to
maintain various experimental equipment .

Homburger: Going back to the lighting lab, I recall that Professor Finch
got to keep the samples of new headlights, taillights, and so
on that were sent by the manufacturers for approval, and that
somebody made some very interesting Christmas trees out of them
at the right season of the year.

Davis: Well, I think there was that matter of getting rid of this

excess stuff which probably would not be used again. I don't
recall the Christmas aspect of it.

The Library

Homburger: Let's go back to the library which you mentioned became one of
the great libraries. Was a substantial part of the total
budget of the Institute devoted to building up this library?

Davis: I wouldn't say it's a substantial part. Each year, of course,
it was a part of the annual budget. I should point out that,
after the initial expenditures from the initial bill, the
Institute budget was a part of the university budget, and then
was handled by my submitting a proposed budget to the dean who
then submitted the entire College of Engineering budget to the
president .

In those years, we were very well dealt with, because I
think it was recognized that this whole thing had to get
underway and be successful. You were there in later years, and
you probably know some of the budgetary difficulties when times
got tough .

Homburger: That's where the phrase "good old days" comes from.
Davis: I call them the golden years.

Homburger: Yes, indeed. So, the library was able in those days to build
up even without too many funds?

Davis: We had donations from many people. I will later talk about

working with the big advisory committee, and they with us, and
through their interest, I think we received many donations from
the outside.

Creators of the ITTE. 1945-47##

Homburger: Let's go back to 1947, and that first postwar Act of the

legislature which became known as the Collier-Burns Act. Do
you want to talk a little bit more about how the Act defined a
new highway program for California?

Davis: I think we'll probably have to go back to mid-1945, when some
of the leaders in the Senate, notably Collier, Hatfield, and
some others, had recognized that sooner or later it would be
necessary to have some kind of a program and the legislation
necessary to put it in motion. And that involved or caused the
setting up of this joint committee so as to involve both the
Senate and the House, and therefore a better chance for passing
the bill, and taking less time than if the Senate had passed it
alone .

Through some source, Senator Hatfield had learned about
the Brookings Institution in Washington, D.C., and they were
beginning to do several pieces of research related to
transportation, mainly on the economic side, that is,

economics, taxation, and so on. Inasmuch as Dearing was an
economist .

Homburger: Who was this?

Davis: Dearing, Charles Dearing. He also had as a young associate

there, a young man, Wilfred Owen, who was also an economist and
had a deep interest in transportation, and before coming to
Brookings Institution, he had written some papers which
attracted the favorable attention of the authorities in the
Federal Highway Agency.

It occurred to Hatfield that it might be appropriate to
ask Dearing to come out and talk to the committee--! think it
was the whole committee, although certainly it was to Hatfield
--in order to get an economist point of view, and some of the
pitfalls in developing an extensive highway program, which
Dearing did. Through that connection, I don't recall now
whether it was by Dearing 's suggestion or not, but Hatfield
also made contact with the Automotive Safety Foundation, which
was headquartered in Washington, and which had an excellent
staff of highway and traffic engineers to advise them on the
interrelationship of highways and vehicle travel .

After the bill was passed, which was in mid- '47, and in
the preparation years of the last half of '47 and '48, on
Hatfield 's recommendation the then-Division of Highways had a
contract with the Automotive Safety Foundation people to make a
so-called highway needs study, where they made something out of
the highway needs terminology. Later, it was rather scoffed at
because it was alleged that anybody could make up a need if
they wanted to sell something.

But at any rate, they made a very thorough study of the
condition of many of the roads, county as well as state, and
streets in California, and presented a then-pioneering report
to the Division of Highways concerning the state of the
highways and some of the measures that might be taken. This
was very useful then in the Division of Highways with their
people to prepare the details of the planning for the next
decade. All this time they had contacts with the legislative
leaders on this matter, so that there was a union of ideas
then.

And so that period between the passage of the Collier-
Burns Act and into the year '46, the actual proposed highway
program, the technical one, was prepared. So these are some of
the additional things which went on in Sacramento.

Homburger: As I recall, that Collier-Burns Act also arranged for future
financing by raising the gasoline tax.

Davis: Yes. They also, of course, had to determine what the probable
estimated cost would be, and to find the financing for it.

Homburger: Also, there was perhaps already before that, but certainly at
that time, a jealousy (if one could call it that) between
northern California and southern California. Did this
legislation require the Institute to have a southern California
branch?

Davis: The southern branch- -or southern section of the Institute, I
think as we might better call it --establishment arose from an
entirely different set of circumstances. In the 1940s, the
University of California at Los Angeles, which had been already
established by then, decided- -

--to establish an engineering department. Llewellyn Boelter,
who was in the department of mechanical engineering at
Berkeley, was asked to be dean to develop that engineering
department, or school, College of Engineering at UCLA. Boelter
was a great thinker, and sometimes it got him into trouble.
But at any rate--

Homburger: What sort of trouble?

Davis: With some of the forward-looking ideas that people thought were
crazy. [laughs] At any rate, he thought that in engineering,
greater attention should be paid to the human factor in
whatever it is: in industry, and wherever humans contacted the
technological devices, whatever they may be. He wished to and
did develop a staff, psychologists and physiologists as well as
engineers, who were doing things that might also be useful in
transportation. So he and O'Brien talked about that, and what
they decided was to have a section of the Institute at L.A.
which would give attention to the human factors in
transportation, especially the question of safety.

And of course, that gets into the fact of some importance
of knowledge of traffic engineering, as well as general
features of traffic, and the control of traffic by police.

So a very interesting section was developed there. It was
really fortunate that that was the thrust, because that would
mean there would be no competition between two still relatively
small sections of an institute separated by 500 miles. And

they did some very fine work there, as you may know, in the
matter of safety.

Homburger: Back to the Collier-Burns Act for a moment: this was just the
first of a series of major transportation acts?

Davis: Yes, there were subsequent acts, and there were subsequent acts
that pertained to the Institute.

Homburger: But in terms of the acts that pertained to general policy, am I
correct in believing that by the time the next act came around,
there was a lot of input from Institute staff?

Davis: There were two aspects to that. In the first place, because of
problems of more and more heavy trucks getting on highways,
which involved pavement wear as well as safety, there had been
set up an Interstate Committee on Highway Policy Problems, so
that it would avoid the business of any one state setting up a
barrier to the through flow of cargo. And that was quite a
committee, and I and Dick Zettel, who was the economist on our
staff, were asked to serve as advisors to that Interstate
Policy Problems Committee, in which incidentally Collier took a
very prominent part, because he was also interested in the
trucking problem and the question of financial barriers to flow
of goods. That was one aspect where one or both of us were
called on to directly apply or give some information.

A second aspect of this was that Dick Zettel1, who- -or,
let me tell you something about Dick Zettel first. Dick Zettel
was an economist from the University of Washington, and his
interest was in public finance. I suppose by the way the die
is cast, he had gotten interested in the question of
transportation finance and financing, possibly because of his
knowledge of Dearing and Owen at Brookings .

At any rate, after he had graduated from Washington State
U. , I think it was, although it might have been the University
of Washington, he worked for the Pacific Gas and Electric
Company on how to compute rates, and how justifiable they were
and so on and so on. While he was still there, he made quite a
name for himself, and he was asked to come to Sacramento as a
staff member for one of the committees, I believe in the
Senate, and that's where Collier got to know him, and that's
where I got to know him.

However, the Sacramento job, of course, was up and down,
depending on what was there and so on. It was about at that

also the interviews with Richard Zettel in Appendix A.

point--! had heard of Dick Zettel, and he was highly
recommended by Collier as a very able man- -that I talked over
with Zettel whether he would like to get into the kind of thing
the Institute was doing, and he was interested. So he joined
our staff.

Homburger: And subsequently he and you advised the legislature on these
future --

Davis: Well, informally. He or I or one or the other were asked once
in a while to come and make comments on certain kinds of policy
problems .

Building the Staff at ITTB

Homburger: While we're on the subject of the staff build-up, you've

mentioned Professor Moyer, Professor Berry, and Dick Zettel.
Who else joined the staff in those early years?

Davis: Dan Finch, whose specialty was illumination, came on in July of
'49. Bob [Burdette] Glenn I got from Oregon State College to
look after our extension program. Bob Horonjeff we got in
December of '49. He had been an engineer of pretty good grade
at the Corps of Engineers, specializing in airfields. And
let's see: [Research Engineer] Jim Kell, 1954; [Prof.]
Norm [an] Kennedy in 1950.

Homburger: They were both in Traffic Engineering?

Davis: Yes. Dolf [Prof. Adolf May] --oh, Dolf didn't come in until
'65. [Prof. Carl] Monismith in 1950. I mentioned Rothgery.
Wayne Snowden early in 1950. Harry Seed in '51. Now, I had
looked after soil mechanics and foundations, and obviously with
the way this institute was growing, I could no longer do the
direct research in that, although I taught the soil mechanics
course for a couple of more years. Meanwhile, we had gotten in
the Civil Engineering Department a lead on Harry Seed. So he
was brought out here in early '51--

Homburger: From where?

Davis: I don't remember whether he had just finished up at MIT

[Harvard?] . I'd have to look that much up. But at any rate, I
turned over to him all of the activity in soils then, and he
later broadened it to geotechnical program. A damn good man,
incidentally.

Zettel came on in '51. I'm skipping a lot of the non-
academics here, although Russ Newcomb, who was an excellent
instrument -maker, came on in '49, in the shop.

Introduction to the ITTE Extension Proari

Hamburger: One of the earlier staff members was Bob Glenn, tell me a
little bit about the development of the extension program.

Davis: After we'd been in operation for about a year, Hatfield invited
me to have lunch with him over at Merced, and asked me how we
were getting along, and was highly pleased at how it had
started and so on. Apparently, he had been deeply interested
in this kind of development, or he never would have, I guess,
got the committee to pass a bill.

He told me some of his hopes and aspirations of what the
Institute might do. No pressure or anything; he was just
talking about his dream, I guess. He pointed out that in his
opinion, in the local jurisdictions, cities and counties, there
were many individuals who, while they were honest and
trustworthy and knew something about roads and bridges, had no
way of keeping up-to-date on developments that would improve
both the quality and the cost of providing facilities. And he
had hoped that we would find some way to feed information to
them.

That was very early in the game he did that . I think it
was only after a year or so we'd been going. Incidentally, in
the memo that O'Brien wrote to President Sproul, he also
mentioned the idea of an extension program, as well as an
academic program, which I already knew also.

But anyway, that sort of emphasized this. And so the
problem was to get the kind of guy that could do the job.

Being on the West Coast and knowing a lot of the guys in
the materials side of the highways, I knew several of these
people at Oregon State, and they had a fairly good engineering
school there. So somewhere, either from them or somebody, I
had heard of Glenn, and I don't know what the reason was, but
he was kind of getting fed up in the job there, because he was
professor of highway engineering on the academic staff, but he
wasn't getting promoted, and so he just drifted along at the
same salary.

Homburger :
Davis :

Glenn wasn't that type that wouldn't do something, but I
think he got involved in helping the state highway department
with information, and so he wasn't always available on campus
when somebody wanted to say something.

I forget the exact source, but I heard of this, and had a
chat with him, and he sounded like a very personable guy. You
probably know he was. He was a very simpatico type; he would
listen to guys' problems and so on.

So he agreed to come down here . And let ' s see when I put
down Glenn here [consults list] . July 1, 1949. So he did a
great job. With this extension program and the kinds of things
that we did- -the annual road school, we originally called it,
and also Glenn's service as sort of a farm advisor type of
thing (if a county engineer had some problem, why, he could
talk to Glenn and usually Glenn knew enough about it to help
those guys) --we developed quite a following, and the city and
county engineers just thought that we should never have any
problem with having enough money to carry out this program.

One of the strict rules in the university is that we may
not solicit money. This is the role of the president and his
designated person, like Jim Corley, who was then controller,
and the representative of the university in Sacramento.

That was the rule back then.

Oh, yes... I'm talking about petitioning the legislature or
having pressure on the legislature, which would affect the
whole university budget. I'm sure that's still in force.

And because of some of these local guys, including
[county] Supervisors and so on, when they saw Sproul who would
speak highly of the Institute and what it was doing for them, I
think he and Corley came to recognize that we had a
constituency. I think they kept a pretty good watch on what we
might be doing about on the sly getting an urgent question or
proposal from the county engineers or somebody to give us more
money. Well, recognizing that, I just stayed away from that
kind of problem.

Did I ever tell you about my being at a hearing that
Hatfield and the committee on transportation had in San
Francisco?

Homburger: No.

Davis: Well, about a year after we started, and this Collier-Burns

program was going, the committee and Hatfield had a hearing in

Homburger :
Davis :

San Francisco on the progress thereof, and also because the
Institute was then underway for a year or so, I was asked to
report for the Institute, because money had been appropriated
at the same time they passed the Collier-Burns Act.

And so naturally I showed up, informed Sproul orally that
I was going. So when my turn came, I was called up, and
incidentally, Corley was sitting right in the front row. After
I finished reporting what we were doing, why, Hatfield says,
"Why, Professor Davis, you need any more money?" Jesus Christ.
There was Corley staring at me [laughs] .

So I thought of a good idea. I said, "Well, Senator
Hatfield, you know, we think this kind of activity is so
important that we would work off a cracker barrel . " He got the
idea, and they all got a laugh. Corley was pacified. [laughs]

And did Corley then go after more money for you?

Well, I don't think anything special. I think that was one
reason our budget sailed through quite easily, because Sproul
and Corley knew that we had a constituency and knew that we
were doing a job that was getting recognition that was good for
the university. So I think it all tied together, but we never
had to come down to cases . Those were golden years . I would
submit a budget via the dean to the president and so on, and
usually we always got what we asked for. Now that isn't the
case.

Homburger: You made a brief reference to the road school, which of course
has been an important part of the institute. Do you want to
talk a little bit more about that?

Davis: Well, it seemed to us, and Glenn thought it was a good maneuver
also, that in addition to having short courses and special
seminars and so on for individuals up and down the state and
carrying it up and down the state, it would be a good idea to
have one annual meeting in which we could bring important
people, either from other parts of the state or other parts of
the country, and put on a conference which had to do with
problems and solution to problems relating to highway and
airfield development. The first one of those was put on, oh,
perhaps a year and a half after we started.

Now, the only other big highway-oriented program in the
country was at Purdue. They did a great job there for their
state. They had annual road schools. And so we called this
the road school, though they had another formal name. The
county engineers, I guess, liked this, so they often referred

to it as the road school, but we never used that name in formal
announcements .

Homburger: And it became an annual event?

Davis: Yes, it became an annual event. And as you can see, they now
tell how many- -what their birthday is each year.

Homburger: Yes. Senator Collier's name has come up several times, but
you've mostly talked about Senator Hatfield.

Davis: Collier was very much interested. I think along with Senator
Hatfield, he probably considered himself as one of the
forebears of getting the institute going. I don't know in
detail how much he did, but he was always most friendly. I
think another reason was that he had Zettel do a number of
financial studies, and he valued Zettel 's work, too.

Homburger: It seems to me very curious that the interest in Sacramento was
mostly in the Senate, which in those days was a very rural
body- -we didn't have one -person, one -vote yet, so the rural
counties were overrepresented in the Senate --and that the
Assembly, which was much more urban, didn't seem to show as
much leadership in setting up the Institute.

Davis: I don't know exactly why that should be true, but it was the

fact that a lot of the leadership came out of the Senate. And
if that be true, I think between Hatfield and [Hugh M.] Burns,
they were the sparkplugs .

Homburger: Burns is a new name. That was an Assemblyman?

Davis: Burns was an Assemblyman, and they were the joint chairmen of
the joint committee .. .Collier was really a ball of fire. Got
himself into trouble some ways, too. But Hatfield, as I
mentioned earlier, was really the thoughtful guy. He was
interested in the welfare of the state. So many of the members
of a legislature are interested mainly in taking home some kind
of money for some improvement in their own jurisdiction. But
so far as I could see, Hatfield was really interested in the
welfare of the State of California.

Homburger: Do I recall correctly that he died just a few years ago, and
was honored at a meeting in the Bay Area just recently?

Davis: I don't recall that honorary function, but both Collier and
Hatfield passed away quite some time ago.

Homburger: Oh, then I'm thinking of another early supporter of the
Institute that was a senator.

Davis: Oh, Breed, Arthur Breed.
Hotnburger: Ah. What about him?

Davis: Well, he was a supporter of the Institute, and there's an

interesting story about him. The Senate passed the bill to
establish an Institute at the university finally toward the end
of the session that year. There was then the problem of
getting the concurrence of the Assembly in order to be able to
send the bill to the Governor for signature.

I think it was Breed who was called on by Collier at the
last minute- -it was nearing midnight of the last day of the
session- -to take this bill by hand over and get the Assembly
concurrence of it, which Breed did. So Arthur Breed always
thought that he had a hand in being a father also of the
Institute.

Homburger: And in a literal way, he did.

Davis: Yes. He saved the bill. And- -although he passed away- -he came
on the board of the auto club about the same time I did.

Homburger: Since you've mentioned the auto club, were they at all active
in supporting this original bill?

Davis: I believe they were. It was interesting that the bill had

quite a few supporters, such as the State Department of Public
Works, and- -well, I forget now some of the others, but it had a
pretty broad outside support.

Homburger: Do you remember who was the director of the State Department of
Public Works in those days?

Davis: Purcell.
Homburger: Charles?
Davis: Charles, Charlie Purcell, yes.

Homburger: And he was very active in this process of setting up the
Institute as well?

Davis: I don't know to the degree, but certainly I think Hatfield

consulted with him, because Hatfield tipped me off that one of
the early things I should do is go around to some of the state
offices and introduce myself, and say what we were doing and
hope that we could do this in a way that would be of value to
them. So one of the first guys I visited was Charlie Purcell.

The Department of Public Works had a lot of things besides
highways in it, but Purcell's background was in highways, and
he had been the guiding light in the Bay Bridge development.
He was the head man on that to get the engineering side of it
going. And he must have passed the word on down, because gee,
all those top-notch guys in the upper crust of the Division of
Highways were very friendly.

This was fortunate, because when we started that extension
program, and carried around small courses up and down the
state, and since they also wanted their people to attend, some
of their younger people, they provided some of their staff
without charge to give lectures for us. So that was a nice bit
of cooperation on their part, although we also had cooperation
from their laboratory. So fortunately, the whole department
knew of what we were doing. I guess Purcell passed on the
word.

Creatina the Academic Proaram

Homburger: Why don't we turn for a moment to the same period, but what was
going on on the academic side, the setting up of a program of
teaching transport engineering at Berkeley?

Davis: As I mentioned, O'Brien was able to move things around so that
there was also a Department of Engineering. A college merely
looks after certain academic things, like recommending that
somebody be graduated and so on after all the evidence is
presented. But the departments are the administrative units,
and so O'Brien saw that, and he achieved then, as they began to
bring the various colleges of engineering one kind or another
together, that there be a Department of Engineering.

Naturally, he had a very close interest in the Institute.
We often talked about what was going on. So he took the steps
at my request to form a Division of Transportation Engineering
in the Department of Engineering, and incidentally, he asked me
to be chairman of that transportation division.

Through that division, we could also take the steps, and
as a chairman of a division, as part of a department, I was
able to make the recommendations that people we brought on who
had the qualifications would have a dual appointment of
instructor or lecturer or associate professor or full professor
or whatever. This was important not only to provide the
academic stature of someone who's going to teach, particularly
advanced courses, but also to help supplement our direct

Institute budget, inasmuch as the salaries would be split, and
the professorial salaries would go up through the Department
and the research salaries through the Institute.

Davis: Another important aspect of having the dual kinds of

appointments of research persons in the Institute and teaching
personnel in the academic division was that practically all of
the appointees that we had did both teaching and research.
This meant that there could be a direct feed of information
developed from research into the classroom instruction, so that
it wasn't the case of a lonely professor trying to get new
information.

Homburger :

One of the desirable aspects of this extension program,
which Bob Glenn really put into practice, was to bring back
from his observations of problems in the field on traffic,
highways, bridges and so on, to the rest of the academic staff
notions for research or useful notions developed in the field
for instruction purposes. And I considered that a very
important feedback from having an extension program.

The academic program that was developed at that time was all
new?

Davis: No. This was to take up and enlarge what had been done in the
earlier Department of Civil Engineering for many years.
Francis- -we called him Frank- -Foote was professor of railroad
engineering and had been for many years . Bruce Jameyson taught
highway engineering, although many times he was part time
because he was also bridge engineer for Alameda County, and
some of those bridges across the estuary had a big input from
Jamey .

So when the Institute came along, Foote was about to
retire anyway, and Jameyson was also nearing retirement --this
was where Moyer fit in on taking over the highway [engineering
program] because Jamey was retiring. We never did formally
establish a railroad engineering program.

But the idea was to have a complete undergraduate program
in transportation insofar as one of the specialties in civil
engineering is concerned. There are other options. One was
soils and foundations, another option was the structural
engineering, another was hydraulic engineering; another was
sanitary engineering, and so on. So we were the transportation
option of the undergraduate program, so that students as civil
engineering entering students could choose an option, and we
attracted quite a few that way.

The question of a graduate program was a rather different
situation. In the first place, some of the requirements
interposed by statewide committees and the graduate dean
required rather high standards which didn't quite fit
engineering. And the same thing was in the master's degree,
the master of science.

So what we finally got arranged was a professional program
in the graduate field of transportation leading to a master of
engineering and also a doctor of engineering. And of course,
this was important in order to attract students who would be
graduate students. They came here for graduate work, as you
know, from many other universities in the U.S.A. as well as
from foreign countries .

We had pretty much the ability to design what the graduate
programs would be. So in that way, the Institute was a
supporter of the instructional aspects.

Another kind of support to the instructional side of the
activity was the library, and you probably yourself remember
what use was made of the library by students, both in
coursework and also in the theses that they had to write for
these degrees. And also, I think the instructional personnel
received a lot of help, such as typing and so on, from the
Institute. So to a considerable extent, the Institute was a
boon to the academic program.

Homburger: Not the least of which was that you identified some of these
new faculty members such as professors Moyer and Berry, which
might not have ever happened in the absence of an Institute.

Davis: I think it was a two-way street. They may not have ever come
as a research engineer, without any academic position, which
they valued highly also.

So by the time Don Berry invited you to join us, we had
quite a staff, I think. Naturally, as some of the first staff
became older and retired, others were recruited and came in.

Homburger: Do any of the very early students stand out in your mind?

Davis: Well, see, one of the, let's say, benefits of old age, not only
you don't have to remember everything, but you can't remember
everything. [laughs] So if I glanced over a list and, roster
of some of our students, I could easily identify some of them.
But we did produce some very, very good students. We are proud
to have had those students .

Homburger: What did you yourself take up as a teaching area?

Davis :
Homburger :
Davis :

Homburger :
Davis :
Homburger :

Davis :
Homburger :
Davis :
Homburger :

Davis :

After the Institute was going?
Right .

Seminars, graduate seminars. I was interested in the highway
planning side, and that merged also into highway policy and
administration. And then on the financing and taxation side,
of course we had Dick Zettel, and so sometimes we'd give part
of a graduate seminar to introduce the finance side. I became
greatly interested, for my own curiosity, in the kinds of
administration required in the transportation business. So I
spent a lot of time studying by myself on that, as well as
getting much interested in policy formation and what kinds of
policy, and how policies were made and so on.

And, after a couple of years or so, when we got Seed in
there, I turned over all my activities, both graduate and
undergraduate, in the soil mechanics area to Seed. But I
always felt that I wanted to do some teaching, and didn't want
to be shut out of that side of life, because to me the
development of the younger students was interesting.

Do you have any anecdotes from that period there, the late
forties until about the early fifties?

I guess I've given you several of them that come to mind.
Offhand, I don't recall any others worth repeating.

He remained

During this whole period, O'Brien was still Dean.
Dean for quite a while?

Oh, yes.

And was very supportive of the Institute.

Yes.

In those days, of course, the university being a lot smaller,
you also had more access to President Sproul?

Well, on anything that had to do with budget or appointments,
promotions and so on, there's a mechanism in the university for
that. So one doesn't have direct contact. Otherwise, the
president would be overwhelmed by hundreds of people all
wanting to talk about his little problem. Although Sproul knew
me and always called me by first name. In budgets and requests
for appointments and so on, the ladder was that the department
would go through the overall department, and that would go to
the president's office, and then that would be distributed,

whatever it was, to appropriate committee or appropriate member
of the president's staff for comment.

One of the interesting academic committees of the campus
was the committee on policy and budget, and I had always felt
it was important to take some part in the total university
activity, so I served a number of years on that policy and
budget committee. And it was to that committee that requests
by departments for appointment of somebody were referred. And
then that committee would appoint a subcommittee to do the
detailed work of looking into and checking on these things, and
writing up a recommendation on why or why not. So I got quite
a bit of campus experience from that kind of activity, although
I was on some other academic committees .

Now, O'Brien encouraged all of the staff wherever they
could or had, I guess, the personality to do so to take some
part in the campus activity.

Homburger: And what was your role in supervising the Los Angeles section?

Davis: I served as the statewide director, and we had- -whatever you
want to call it- -a section or what other subdivision, I think
the names of the subdivisions have changed. We had a section
at Berkeley and a section at Los Angeles. And we had an
assistant director at Los Angeles, Harry Mathewson, who had a
traffic background, but an interest in human factors. And
Norm [an] Kennedy was the assistant director at Berkeley.

Homburger: Did you have to spend much time in Los Angeles?

Davis: Not an awful lot, but it was important to do that. I went down
and became quite familiar with all the research work they were
doing. They didn't do an awful lot of teaching; Mathewson did
some. And one of the others down there did some. But theirs
was a unique and unprecedented type of program in human factors
in transportation.

Homburger: What were some of their specific projects?

Davis: One was automobile crashes, and how to protect the driver or

passengers. Through somebody in Los Angeles, they were able to
get permission to crash some cars down there, even before it
was done someplace else. And they had dummies who were set up
and instrumented to determine the kind of injuries that might
develop. They did some excellent work on collisions.

And at the other end of the scale, when ramps were used
for our freeway system, you'd find somebody going up an
off ramp. This became quite a problem in some areas, people who

weren't familiar with how a highway operated and so on. So
they made quite a series of field tests on the kinds of signs
that would attract enough attention to stop- -unless somebody
deliberately disobeyed- -the upgoing car from coming up a
downramp. You see those signs all over now. And they did
other work on signing.

Homburger: I understand that they built a driving simulator.

Davis: Yes. That was useful in getting reactions to various kinds of
signs. They did work on other signs than that "stop, don't go
up the onramp" .

Yes, Wolf, I think that maybe we should get more input on
the UCLA work as a part of history. I don't know whether we
can get ahold of some of those chaps or not, although I could
dig out some of our early reports which included their
activity. Let's try and do that.

The first ingathering of state and local highway engineers,
"The Institute on Street and Highway Problems." Harmer Davis
addresses group, Berkeley, 1949.

Harmer Davis, ca. 1957.

Left to right: Robert Horonjeff, Bob Glenn, Harmer Davis, Richard M.
Zettel, 1957.

Left to right: Norene Jordan, the original administrative assistant;
Harmer Davis; and Beverly Hickok, the founding librarian, ca. 1967.

Harmer Davis, ITS Christmas party, December 1995,

Left to right: Harmer Davis, Barney Vallerga, Adolf May, Victor Sauer,
unidentified, April 1996.

Wolfgang S. Homburger, 1992.

Richard M. Zettel, ca. 1970.

VII CALIFORNIA IN THE LATE 1940s

Interview 3: December 2, 1992##1

Homburger: Can we draw a picture of what the California transportation
environment was like? You've referred to the deferred
maintenance and poor conditions during the war. Of course,
there was a much smaller population. I don't think either you
or I can make an exact guess right now what it was, but maybe
half the population we have now.

But, both as a student and later on, you must have, say,
driven between the Bay Area and Los Angeles quite a bit, what
were the highways like? How long did it take? Was it
something that you at that time already hoped you could
improve?

Davis: Well, there are several matters that affect how transportation
performed in California. One, of course, was weather, and when
there's no maintenance, the deterioration is more rapid.
California is a very long state, as you know, and therefore
experienced all the way from, one might say, high mountain
country to very low seashore country. And likewise, from rainy
sections in northern California to desert conditions in
southern California.

So the environment in which a highway system or even a
railroad system and also the airways had to perform ran the_
whole gamut of the environment of the surrounding conditions.
This, of course, meant that such highways as were built, some
of them had pretty rigid specifications for maintaining their
quality. Likewise, after the close of World War II in '45, and
as the civilian economy began to get going, there was really a
flood of automotive vehicles, trucks and cars on California
highways, which produced a big burden on some of them, and
early indications of the kind of congestion that we have. But

*The first portion of this interview- -Tape 5, side A and the first
part of Side B- -duplicate and revise previous material, and has been melded
with material from Tape 3 above.

Homburger :

Davis :
Homburger :
Davis :

I think at that time, not such a large proportion of the
population would be using their cars for long trips.

That problem of heavy usage and congestion began to show a
little bit, so that was another aspect affecting highway
transportation- -not just the roadway, but also the conditions
of movement on the roadways. Not long after, in the fifties I
think it was, a very extensive study was undertaken by the
Division of Highways to establish formally a freeway system for
California. This action, which was in addition to what had
been visualized in '46 or so, was a very extensive development.
New freeway standards were developed. The problem of the
traffic problems made the traffic engineering activity still
more important .

Also important was the fact that the automobile traffic
began having a large effect on both performance of the streets
of cities and also on the costs of automotive transportation as
congestion grew. So all these various impacts really kept the
problem of highway transportation in the forefront.

Later on, of course, we had developments such as BART,
which improved the more rapid movement between the East Bay and
San Francisco, and also had an impact on how people concerned
with transportation should view the overall use of
transportation modes .

How long did it take you to drive from Huntington Park to
Berkeley in those days?

It ran to anywhere from four or five to eight hours.
You could do it in such a short time, even then?

Well, if you had a car that would stand it, you could drive
rapidly on some of the then non-freeway roads, and didn't want
to rest or anything, perhaps you could make it in five hours.
But mostly I think we would take eight hours or more. . *

The Role of the Automobile

Homburger: I recall that perhaps the first traffic engineering in

California was done by the two automobile clubs. Were they an
early participant in Institute activity?

Davis: Yes. I'll mention more about this later, but we had on our
advisory committee appointed by the president the

representatives from both the [California State] Automobile
Association and also the Southern California Auto Club. The
executive vice president of the California State Auto
Association was Edmund W. Moore, who was a far-sighted man who
had good ideas, who knew how to work with people. As a matter
of fact, he, in my opinion, actually brought that auto club
into the modern age. He had a philosophy of service to
members. But he also had a great interest in the road system
and the use of automobiles upon it. So he was a strong
supporter of attention to the traffic engineering side. As a
matter of fact, he had a traffic engineer on his staff, Bob
Graver, and he was also interested in other aspects of it. He
was one of the promoters of the scenic highway marking in
California .

Before he became the executive officer of the California
State Auto Association, he had been, among other things and in
addition to his basic duty as attorney for the club, the
legislative representative of the club in Sacramento. At the
time that the Institute was proposed by Hatfield, Ed Moore
thought it was a good idea, and he gave that strong support.
There were, of course, others who supported the Hatfield bill,
but you've mentioned the role of auto clubs and so on, and Ed
Moore really supported that.

In southern California, the automobile club there also had
a strong interest in highways, and as a matter of fact, one of
their chief executives was Joe Havenner. That led to much more
attention because of his interest to transportation problems.
Both the clubs had a strong interest in highway safety, of
course, as one of their services to their membership, and I
believe they were early supporters, if not instigators, of the
use of highway patrols by volunteers, particularly at school
times and near schools. So that was a big contribution to the
safety side.

Another aspect of both clubs was the field service for
servicing broken-down cars. This started early on, way back I
guess in the early 1900s, when they were got together by
automobile users of early cars, and roadside service became an
important service of those clubs. Now, it's quite
sophisticated, and in addition to simply having a truck go out
to help the victim of a breakdown, services such as testing for
smog is carried on by both clubs, with very excellent , testing
equipment for smog and also for other factors that help the
user by either receiving advice or being guided to kinds of
appurtenances for their cars .

The advisory committee also had some representatives from
the trucking industry, which also were highway users.

Developments in Other States

Hotnburger: At the time when California was taking this initiative and
saying, "The way we can solve these problems that have
accumulated is, among other things, by establishing a research
and teaching institute," were any of the other states doing the
same thing? In your travels, did you find out about other
states being equally, let us say, praiseworthy?

Davis: I think we were the early one in establishing an institute of
this kind. There was a traffic institute at Northwestern
University, but their focus was on training police personnel.
Now, of course, that contributed to safety, but its emphasis
was certainly far different than that of the ITTE.

Another early development was the traffic engineering
program at Harvard, and being that it was the first one in the
field, that really placed some attention on traffic
engineering. It was by them that I would say most if not all
of the earlier traffic engineers had received their education,
and they did a very splendid job. They also conducted
research.

Homburger : But then they moved to Yale .
Davis: Then it moved to Yale, yes.

Homburger: Did you feel when you were first exploring the establishment of
the Institute and making this trip around the country, that
California was way ahead of the states that you were visiting?

Davis: In the way of highway development, yes. As a matter of fact,
the reason that the roads were so poor in some states like
Pennsylvania was because the Pennsylvania Highway Department, I
guess, was not only held down in the way of appropriations for
the state road system, but also they had lots of political
pressures there, and hence the private toll road in
Pennsylvania. But many other states also, particularly the
rural states, were not very far along on their main highways.

The question of financing was also an important aspect of
all of this, and I think we have to check that, but the first
gas tax was in, what, 1921, or thereabouts, in the state of
Oregon, which then placed the cost of a highway on the user,

had a requirement to support at least in part the facilities
which he was using. That kind of thing also brought about a
big new interest of the economists, in the whole area of public
finance. And Dick Zettel had his collegiate studies in the
area of public finance.

So it's a very complex kind of thing, this transportation
business, and it has many facets of history also. I am
reminded of a quotation of an early philosopher which was later
translated to something like this, that those who know no
history are doomed to repeat the mistakes of the past.

Financing the Institute and the Highway Program

Homburger: You mentioned a number of individuals and groups that were very
supportive of the establishment of the Institute. Do you
remember whether there was any opposition to it?

Davis: I don't recall that there was.

Homburger: Then, why did Governor Earl Warren cut the original
appropriation so much?

Davis: I don't know the factual reasons, but I think it was obvious
that a $950,000 appropriation to get something like that
started was rather high. You'll notice that the final finances
which he did approve and therefore signed the bill weren't very
far off from what we could do in that period. But of course,
what they would have done is to simply put on another fiscal
year on the thing, I would guess.

Homburger: The Collier-Burns Act, of course, also restructured the
financial resources for highways, doubled the gas tax, I
believe?

Davis: Yes. There was a substantial increase in gas tax at that time.
In the early development of roads, in the cities these were
simply expenditures by whatever municipal government wanted to
give. In the rural areas, we had a very interesting situation
in which, if roads that passed a particular farm, the farmers

had to pay a road tax, and they could either make that possible
by doing road work or putting in money.

So here was the question of the users paying. And of
course, that was an important access facility for the farmers
to get their produce to the railheads, if they were selling it.
Roads were extremely important . And in the early efforts to
set up a Bureau of Public Roads, that was recognized, and
special appropriations were made to supplement what the farmers
would do .

I don't know when the use of the road tax for the rural
areas actually stopped, but I rather think that as they also
paid gas tax, that it wasn't any longer necessary, nor would it
necessarily guarantee good quality roads by simply relying
heavily on that road tax.

Homburger: And that road tax did not apply in cities, did it?

Davis: That's right. In cities, there was simply an appropriation by
the city government. But naturally, the property taxes, which
were levied for many facilities in cities, were in a sense
contributing to the road system.

Homburger: There was another agency, the toll bridge authority, which was
perhaps the first incursion of the state into urban highways?
Or was California always accepting some city streets into the
state highway system?

Davis: There was county aid--I don't know exactly the date at which
that began, but there was provision in some of the highway
bills, and there still is, for use in urban areas. And
furthermore, later part of the federal appropriations included
road for urban areas, particularly when we began to get these
great metropolitan areas.

Do you think I should say something about the national
setup on roads in this?

Homburger: Yes. In this same period, in the late forties.

Roads and Urban Development

Davis: It's very interesting how the financing of transport systems

evolved, and also what their impact was. As a matter of fact,
the growth of suburbs was due to the mass transit trolley
systems. The early trolley systems, called traction companies,

made their money by buying up land in the suburbs and then
building a trolley extension to that suburb, and then selling
the land. So really it was an investment problem on the part
of the development of many parts of the transit systems.

When we got to big subways and so on, why then that was
another story. Although the subways were also responsible,
giving rapid transit to many of the suburban cities. And
that's certainly visible in the way the New York area grew up.

Homburger: When you were living in Huntington Park, was that the heyday of
this kind of urban development by help of the streetcar?

Davis: It was well underway. We had two services there in Huntington
Park, which was a town between Los Angeles and Long Beach, and
we were served by the city trolley cars, although the service
wasn't all that fast, and by the Red Lines, which was operated
by the Southern Pacific- -the red cars of the Los Angeles area.
And those red cars extended way out, some of them as far as San
Bernardino, as well as serving the San Fernando Valley.

The development of better roads, of course, meant that
many people, since they had now owned cars, would do some of
the commuting, and so the SP red car system went out of
business. But the Los Angeles city transit system is still
operating and has made many new innovations.

In the ITTE development, of course, we were wondering
almost from the beginning what we could do about transit and
its operations . One of the reasons you came on board would be
that at least one if not more members of the staff would give
some attention to the transit area. So you had a hand in
development .

Homburger: The Institute never did much work in railroad engineering, did
it?

Davis : No .
Homburger: Why was that?

Davis: Because time had passed by. The railroads were not expanding.
Very few line extensions were made, oh, I guess after the
twenties. And so there was just no more way for young
engineers to get a job with the railroads. When I graduated in
1928, one of my classmates went to work for the Southern
Pacific, and most of his jobs were on special things that had
to be repaired or develop a short line cut, and so on- -tunnels.
But the use of the rail system for ordinary use, that is, local
use, started to decline by the twenties.

Homburger: Did the Southern Pacific, which ran the red cars and so on,
also own a lot of excess real estate?

Davis: I don't know that they did. I think a lot of these towns in

the Los Angeles area, southern California area, I'd better say,
in San Fernando Valley and out toward San Bernardino- -there are
a number of cities out there--! think they were served because
there would be a demand in large part. In the very early
period, around the turn of the century or the 1890s, the
streetcar or traction car was a new thing, and automobiles had
not yet come into much usage. Besides, they were unreliable
for the most part. So the field for commuting was for the
transit system, the local transit system. And while they took
advantage of advancing technology, of course, the automobile
for many commuters provided a faster trip than transit did,
because of the stops that were necessary on the transit cars.

Homburger: And, as we've seen in some of the early Hollywood movies, Los
Angeles had a lot of boulevards in those days already, which
were pretty fast .

Davis: Yes. When the automobile began to come in, not so much in the
first decade, but after World War I, and more people began to
have cars, there was a demand for better city roadways and
these boulevards, which would be aimed at long distances like
the one that ran from L.A. to Long Beach, or went out to the
valley to the east and up into the San Fernando Valley. There
was a strong interest and probably pressure in developing
better roads than simply city streets. And I think one of the
very early boulevard or expressway type of facilities was the
one out of Los Angeles to Pasadena.

The idea of achieving higher speeds, of course, as you
probably know better than I, is the control of access. That
was a long time developing. I think it was the result of some
of the engineers in New York City who developed the idea of
controlled access by having parkways, so that the park would
serve as a buffer zone between driveways of people coming into
a street at all points. So the idea of controlled access was
one of the early concepts that did a great deal and contributed
to the parkway idea .

As you probably know, there sometimes was considerable
controversy about putting in boulevards and so on that would
cut off access of the adjacent property owner. Of course, that
was solved in some cases by providing access roads parallel.

One of the functions of a highway is to provide access to
special kinds of developments, and one of the reasons that
airfields were mentioned in the early legislation that started
the institute and was amplified later was airport access from
highways . Now it seems to be hard to even get a transit
vehicle near the airport.

Homburger: What do you mean there?

Davis: Well, this argument down the Peninsula there, where some groups
want the stop of BART a mile or two from the airport, so they
can develop property out there, I guess, and others want it to
come through the airport in a subway.

Homburger: Oh, I see. Of course, airports in the late forties, the period
we've been talking about, were also much, much smaller and more
intimate.

Davis: Yes. And in that connection, they developed a very serious
limitation on account of the noise problem as to what they
could do and where they could locate. So that was our
colleague Horonjeff 's field, and he, I think, was fully aware
of the matter of access to the airport, and did some work in
that field. They call it the groundside.

Homburger: In those days, it was of course propeller planes which were
much noisier than our modern jets.

Davis: Yes.

Homburger: But even in those days, there were complaints from the
neighbors?

Davis: I think so. Yes, propeller planes weren't exactly silent, you
know, and if they had to fly low for a landing, why, they could
also provide a notable irritation in the householders in that
path.

VIII THE PROGRAMS OF THE INSTITUTE
[Interview 4: December 10, 1992] ##

Davis :

At this sitting, I would like to talk about our Institute
programs. As a prefatory note, in the initial efforts to get
our needed activities underway, Dean O'Brien and our faculty
committee at the time, and the developing staff a little later,
had discussed at various times and in various forms
suggestions, lists, summaries of educational and research
activities, which by mutual acceptance provided general
guidelines for starting various areas of necessary effort.

The following summary in outline form identifies, in
retrospect of course, the several programs on the Institute's
agenda that were set in motion. The outline lists several
programs by general area of activity. I have divided the areas
of activity into education, research, and support activity.

Education

Davis

Under the area of education is the undergraduate instruction.
There we proposed that attention be given to revised and new
undergraduate courses to be offered in an undergraduate major
in transportation engineering. I should point out that two
courses, one in highway engineering and one in railroad
engineering, had been offered by the Department of Civil
Engineering in its transportation option for many years. But
the idea here is to bring new personnel in, and a change in or
updating of subject matter.

The second education item is an integrated graduate
instruction program. Here, there would be a series o'f courses
to make up an overall advanced program in transportation with
some optional courses to be provided. This would be designed
to provide for a degree at the master's or doctoral level. A
student's graduate program would usually also involve an
independent research project and the preparation of a thesis.

A third area under our education classification would be
extension instruction. This would be a program conducted at
various locations in the state under the general auspices of
Statewide University Extension, for which we made arrangements
with University Extension, but designed and offered under the
direction of an ITTE staff member. Some of these offerings
might sometimes be called, and have been called, "in-service
training." Others, sometimes referred to as short courses,
were centered on explanation and/or demonstrations of newly
developing technologies and methods, or newly developed
information regarding current practices. Still others were in
the forms of conferences for interchange of information by
senior employees of state and local agencies considering policy
problems, considering current issues, considering
organizational problems and methods, and others. This type of
thing was augmented by major ITTE staff members or qualified
invited guest speakers.

A fourth category under the educational programs was
public information. This was not a program to simply influence
people in a way which would be used by advertising agencies.
This kind of program envisioned informational material prepared
by publications or given by staff for informing editors of
publications in the transport field, or informing the general
public regarding new developments from research, or new
information regarding currently important transportation
issues .

Research

Davis: The second major area is research. Some research programs

undertaken by the Institute were as large projects conducted by
a group of pertinent staff members with assistants. Other
projects were undertaken by individual staff members, with or
without staff assistance. Such internally initiated research
would generally be approved by the director or the executive
committee or both. Other research activity might be initiated
by a request, for example, of the state highway department. If
a proposal of a project was to be approved, the executive
committee would consider the resources available and staff
capabilities was considered.

Some research might involve physical experimentation
requiring laboratory facilities and equipment, or field studies
which would require a headquarters for the operation of the
field tests. Secondly, analytical activity requiring the
assembly of data and/or other numerical information and

requiring the use of computer facilities. Third, a
contemplative process by an individual using prior personally
generated information, or assembled data from various sources,
which would then lead to logical mentally composed conclusions
and explanations or hypotheses.

Support Activities

Davis: A third category would be support activity. This would be to
provide support for the above-mentioned programs of Institute
educational and research activity. An organized group of
support activities is mandatory for this. These activities
include a working library to serve both educational and
research needs, as well as containing technical books
primarily; but such a library should also include pertinent
technical reports on research, investigative actions,
periodicals relating to important aspects of the transport
field, and periodicals and reports of closely related affected
areas of activity. In addition, the library should acquire and
preserve archival material pertaining to staff research,
Institute publications, and materials for use in education,
such as slides for projection.

A second major support would be a publication capacity,
which would require efforts of a staff member especially chosen
for his ability in editorial work.

A third category would be laboratories, some specifically
designed for instruction, and some, of course, for different
kinds of research.

And a fourth support would be shops for maintenance and
repair of research equipment, and for making certain kinds of
research instruments and equipment.

Incidentally, while commenting on the subject of what the
Institute's concept of its programs were, I recall that from
time to time, we got inquiries asking what the Institute did.
One was particularly interesting. Back in the 1950s, the
publisher of some magazine that dealt with road-building
equipment wrote us a letter suggesting that we might like to
receive their publication for our library. They also requested
the return of a questionnaire which at one point asked what our
product was. I replied that our product was ideas and educated
persons. We never received that magazine.

Homburger:

I here append a footnote to the development of our
programs. I think we fully realized that the topics to be
addressed in any program are not fixed. Factors that require
change in the focus of attention may be: change in human needs,
change in surrounding conditions, (for example, in
transportation, land use, economics, social change, and so on),
also change in technologies available, or change in the
abilities of personnel, and others. Changes such as these may
affect both the priorities of a research program and the
subject matter to be treated in both educational and research
programs .

I opine that the need to adjust to changing conditions
was very neatly said by poet James Russell Lowell more than a
century ago, when he commented on a then "present crisis." He
said, "New occasions bring new duties. Time makes ancient good
uncouth. They must upward still and onward who would keep
abreast of truth."

This then is an introduction to the specific program components
that we're going to talk about in greater length. Is that
correct?

Davis: Yes, that's correct. And I think we should now add some
pertinent details as to the individual kinds of research
programs .

Homburger : Right .

[Interview 5: March 30, 1993] ##

Multidisciplinarv Aspects in the Educational
Phases of Engineering

and Profes s i o n a 1

Homburger: Harmer, it's been three months since we last talked, so let's
pick up about where we took off, and I think you have some
things all ready to go.

Davis: Yes, Wolf. So far in the recital of my background and my

multi-satisfying career, at least to me, at the University of
California, I have mainly followed a chronological pattern of
discourse, which, of course, is the customary basis for many
historical recitals.

But here I should like to insert some comments of a
topical nature. At this point, I propose to make some
observations on the importance of recognizing the

multidisciplinary aspects in both educational and professional
phases of engineering. In the process of planning and design
of a number of types of engineering systems (notably including
transportation systems) , consideration must be given to three
facets of systems operation.

First is how well and at what cost the system serves its
users, who are the direct beneficiaries. Secondly, how the
system and its output affects the surrounding environments,
both living and physical. And third, how the surrounding
environment affects the operation, safety and productivity of
the system.

The physical design of the system parts and its spatial
layout are mainly a responsibility of the engineers involved.
The impact of system operation on its surroundings depends on,
first, the nature of the situation, that is, the topography in
which the systems operate, and the usage of the land
surrounding it, and some others, which we can talk about.

The nature of the surroundings reciprocally can affect
the cost and the performance of the system, and should be
foreseen as much as possible. The demand that will be placed
on the system, essential for the initial design, will be some
function of the nature and distribution of the land uses in the
region to be served, and the level of demand and its nature
will change as land uses change. Such external factors and
changes therein will require changes in the nature of the
operation of the system, and possibly redesign of parts
thereof .

Because of the various kinds of information required for
an effective overall design, there may be required some data
and concepts not necessarily of an engineering nature: an input
of information of an economic nature, for example, land use
factors, and even sociologic nature may be required. The input
of information of these types, and there are more, has
increasingly been taken into account through the especially
informed input from persons whose professional background is
other than engineering.

In other words, a multi -professional input of knowledge
and judgment is important to the provision of effective systems
that serve the public on a large scale. In the past,
unfortunately, members of disciplines that make up the
faculties of the university have not always been accustomed to
intercommunicate in reality.

It seemed to us in the early ages of the Institute of
Transportation and Traffic Engineering, now the Institute of

Transportation Studies, that if our students were to be
adequately educated for careers in fields that would
increasingly involve the planning and design process for
complex systems, they would have a need in their educational
process to begin to feel at home in meetings of knowledgeable
persons in various disciplines, and they should be able to
communicate information and ideas to persons having backgrounds
other than their own.

At the time the Institute was beginning its development
in 1948 to 1950 or a little later, it was difficult to attract
the interest of persons in other departments on campus to
giving either teaching or research time to an institute which
to them was just a new foreign department conducted by
engineers. Fortunately, the idea of dual appointments was
possible for us with an academic appointment in an allied
academic department, and with a research appointment in the
Institute or a laboratory.

Thus we were able to attract competent persons in several
different fields. For example, at Berkeley, appointments were
arranged for a person with an excellent background in public
finance, in other words, economics, a capable mathematician
interested in devising mathematical models to describe various
kinds of traffic movement, and other such areas. At the UCLA
section of the Institute, where considerable attention was
given to human factors in transport, a psychologist on the
staff performed notable work on driver behavior.

On the instruction side of the operation, a person such
as these from other disciplines who had joined up with us would
give a seminar concerned, for example, with traffic problems,
so that students could understand the language and the general
thinking about problems requiring input by specialists in other
disciplines. Thus it was possible for transportation
engineering students to develop some confidence in dealing with
persons and problems other than those involved only in
engineering.

Since that time, we find that the idea of

multidisciplinary studies and multidisciplinary research has
found favor in a number of departments of the university, and
also in an important national research agency, the
Transportation Research Board of the National Research Council,
where reports on multidisciplinary studies are beginning to
appear. We, who were privileged to have a part in the early
development of the Institute here, can be pleased that we were
able to have contributed to a relatively modern phase and
expanded scope of the process of planning and design of complex

systems such as is required for the provision and operation of
transport systems.

Homburger: Society has expected a lot from the transportation, call him or
her engineer or professional, beyond engineering. For
instance, the environmental impact process has required a lot
of new disciplines. Do you have some feel for where the
transportation professionals are going to go in the next decade
in terms of the skills that they have to have?

Davis: Yes, I think that's rapidly becoming realized that that also is
important. With respect to the educational side, I felt it was
desirable to have the young engineers, who might be thinking
only in terms of engineering, be perfectly at ease and discuss
with other professionals the problems encountered in any
particular development.

Homburger: It seems to become more and more difficult to educate a

transportation professional in all of these new disciplines as
well as in the basics of engineering, even in a five-year
program that might lead to a master's degree. Do you have some
views on that?

Davis: I don't view that as such a severe problem. I felt that what
we've done in the Institute is a beginning in that direction.
I think I mentioned in that little discourse that some of our
staff members in the Institute, a number of whom had
lectureships also and therefore did teaching, would begin to
put a flavor of the need to recognize that some of these other
considerations must be taken into account in the final design,
and therefore, call it a team effort or call it
multidisciplinary or whatever. It to some extent --perhaps not
far enough now- -becomes a part of the teaching program.

Institute Components

Homburger: We were going to also spend a little time to talk specifically
about each of the major components of the Institute, such as
the library, as they evolved after the beginning.

Davis: I think we mentioned, perhaps in a vague fashion, that now a
series of topical comments would help round out this.' That's
why this is one that I picked, because I think it was a rather
unique development as compared with many educational programs
in transportation. And I think I also mentioned the idea of an
advisory committee and what kinds of professions or disciplines
really are essential if you have an advisory committee to a

transportation-type agency, for these same reasons I've
mentioned in connection with the multidisciplinary business.
So that ' s one .

This matter of the nature of the components of the
institute should receive a little attention.

Homburger: We have identified at least six areas of the Institute that

each deserve a special little conversation. I'm just going to
list them, and then we'll talk about at least one of them. The
six are the advisory committees that guided the Institute and
to some extent still do; the laboratories; the PATH program,
that stood initially for Program for Advanced Technology for
the Highway--! believe it now stands for something else, same
initials --which grew out of the laboratories; the library;
computer laboratory; and the extension program.

ITTB Extension

Davis: Suppose as the next topic, we talk about Extension. In the
first place, the University of California is a land-grant
college. In the early days when it was desirable to improve
the agricultural productivity of our country, the federal
government established this program of having institutions for
teaching and research as recipients of grants . These grants
came from some of the early grants of land which were made in
order to stimulate development of the Middle West and West.
The money received from those grants was used to provide the
funds for this educational research aspect.

When our Institute was started, a number of the
legislators were interested in that, not in a political way,
but in what might be accomplished for the state through such an
instrument as, in this case, transportation. A long-time
precedent at the University of California, of course, has been
the Agricultural Extension program, developed along with the
College of Agriculture in which, through research, there would
be developed new plant types, and also the way of meeting some
of the problems that were encountered in the varied soil and
climatic conditions up and down this state.

In order to provide for the transmission of information,
there was established, at least at Berkeley, an Agricultural
Extension Service, which comprised at least two important
elements. One was the preparation of reports from practical
research, and the other was called the Farm Advisor type of
activity, in which an appointed person in the School of

Agriculture had an extension title, and made trips up and down
the state to communicate, to hear about problems, some of which
could then be taken over by the research part of the activity.

In all, as we look at it, this did two things: one, it
greatly extended the power of agriculture--! don't mean the
political power, I mean the extent as an industry, its scope
and power; the legislature was to provide a very strong sup
port, especially when it came to budget time, by the population
up and down the state who had seen what was being done.

I may have spoken of this during the early part of our
conversation on the Institute development: in the immediate
postwar years it was obvious that an enormous rehabilitation of
the transportation facilities of this state was needed, because
many of them that were not related to supporting the war effort
were just left there. They needed repair. This had to do with
highways and airports, because we had begun to have a
considerable number of airports constructed, devoted to flying
by private persons, not just airlines.

There happened to be in the legislature at that time a
statesman-like member of the senate, George Hatfield from
Merced. While the bill, I think, was put in by someone else in
the legislature, he had a great interest in it, and I think he
was one of the movers who saw that this went through. His
interest, being from Merced County, was to try to see that a
thing similar to educating or getting information to the
agricultural people would happen in transportation.

He asked me to sit down for a conversation shortly after
our Institute was begun, and told of that kind of problem, and
hoped that maybe some kind of program could be devised to do
this. Since the College of Agriculture had had lots of
experience in a practical extension program, which not only
gave courses but also had a continuing agenda, I asked one of
the professors that I knew in the College of Agriculture to
give me some feeling for what an extension program of that kind
would entail.

It was for that reason, and the obvious need for such a
thing, that I spent quite a bit of time thinking about how one
would go about that in transportation. Of course, one need was
a person or personnel to conduct it, and the other was to have
a thought-out agenda so that you could communicate ta anybody
we should employ to run this thing the type and the objectivers
of the program.

It so happened that, in my years in looking at materials,
particularly for bridges and highways and so on, I had become

acquainted with a man at Oregon State University. (We always
called him Bob Glenn; his name was Burdette, but he didn't like
the name Burdette that his folks gave him, so he always told
everybody he was Bob Glenn.) This was right up his alley,
because he was a man who was motivated by service to somebody.
From what I heard from some of his students, he did a great job
of teaching and communicating in the course in highway and
transportation there at Oregon State.

But financing was getting pretty low up there at Oregon
State, and the offer to come here and do something in
extension--! gave him some of the reasons we thought it was
important- -attracted him. So he organized, and until his
retirement, he conducted this, although off and on when needed
there would be help given to him.

Another thing that he did, which was a great help, in
addition to devising needed short courses in the transportation
field, of which there are many subtopics, was to, whenever
possible, take trips up and down the state, not all at once,
but from time to time, when maybe a short course was given, to
talk with the county engineers or city engineers and find out
what their problems were and where they were stymied and so on.
And of course, this could also play back into the topics for
these extension courses, as well as his use in conveying to
these engineers in local governmental agencies some information
that would be helpful to them.

Davis: So this matter of conveying information on a particular topic
was one phase. As I mentioned, in addition to a one-to-one
conversation with a person, and Bob Glenn was the man who was
knowledgeable enough to do that, we also had the short courses
in special topics. Particularly in the area of traffic
engineering, there were many new developments that were coming
along nation-wide. The short courses in traffic engineering
were very popular, especially in those areas where there was
lots of traffic because of the size of the city or county or
whatever. So this matter of directly communicating on a
topical subject.

Another aspect of the communication program was, at least
once a year, a statewide conference and program in which we
brought in people from anywhere in the United States to look at
problems and issues of interest to those concerned with
transportation in this state. I think that did a lot of good
too, because certainly when I talked to county engineers or
city engineers here and there, they always mentioned how much
they got out of these big annual conferences .

So this kind of activity seems to have been a good thing
to extend the function of the university to the practitioners
in a particular profession.

Homburger: I believe that over the years, a very special relationship
developed between both Bob Glenn as an individual and the
Institute generally, and the county engineers, the County
Supervisors Association, and the League of California Cities.
Is that right?

Davis: Yes, because both the county engineers and the city engineers
naturally would have their annual business meetings, in
connection with which they'd have a program. And so they often
sought having someone from our staff talk to them, which made
up part of their program. This annual conference-type program
had the service of an advisory committee, most of whose members
were in the city or county transportation activity. So that
meant that many topics were brought up that would be of use for
design of the short course program, as well as what should go
on the annual program.

The county engineers especially were active in bringing
suggestions to Bob Glenn. One of the difficult things in a big
program of putting on meetings and conferences is what you're
going to talk about, what topic is going to be of use, and so
on. The engineers in local government were ready and willing
to spend time in talking about where the needs were for people
at that level and in the engineering activity.

In addition to that, the then-called State Division of
Highways felt that many of the younger people and some of their
older people on their staff needed access to new information.
So, in addition to bringing new ideas and information to
transportation engineers in local activity, much of our field
activity was to help make the technical staff of the Division
of Highways knowledgeable of what was going on in the way of
new development.

In return, there were some very excellent, knowledgeable
professionals in the Division of Highways, and on some of these
short courses that we gave, the Division of Highways would lend
us some of their people to serve as instructors, which again
did two things: one, transmit the information, and secondly,
improve what sometimes were difficult relations between local
government and the state operation. So this, while i't was a
secondary offplay, nevertheless did something I think to
improve the overall knowhow of transport knowledge of the
professionals in this state.

Homburger: Yesterday, coming back from central California, I had lunch at
Tres Pinos, which made me start thinking about the San Benito
County Engineer Ed Hanna, and something called bedroll
conferences . Were you ever at one of these?

Davis: No, I never got to their bedroll conferences.

Homburger: Were those just social occasions, or were they also useful in a
professional way?

Davis: Well, when the County Engineers Association, which had been

very helpful as a group to our extension program, put on their
annual meetings, it's both. They have social events, things
like tennis or golf and so on, and they plan the whole program
which will include these as well as the sessions which would be
concerned with technical issues. So you have both information
and entertainment of one kind or another.

Homburger: I seem to remember that Bob Glenn and possibly one or two of

his successors did participate in these conferences, including,
I presume, sleeping outdoors, which is how I interpret "bedroll
conference." That must have cemented the relationship and for
the rest of the year made a very useful link.

Davis: Of course, there was a lot of opportunity to do that, where

there were conferences which rotated around the state. If they
were up in one of the rural areas or in the Mother Lode country
or something like that, that could give it a semi -camping
aspect .

Homburger: Also, somewhat related to that, it seems to me that some of the
most supportive, knowledgeable, and statesman-like leaders in
the engineering profession were actually the county engineers
of fairly rural counties. Isn't that true?

Davis: Well, I'd add to that. Not only in the technical arm of the
local governments and so on, but I noticed that usually the
senators or assemblymen from the rural regions really had a
better overall feel for the state problems than did those from
the cities. George Hatfield was one of them, who was looking
at the whole picture, in addition to the fact that he was a
consummate politician in the way of getting things done. I
thought this said something about the people from the more
rural parts of the state.

Homburger: I was trying to remember the names of some of those engineers,
but my memory fails. I think there were the engineers from
Monterey County and Humboldt County, for example. Several were
part of the advisory committee and otherwise active.

Davis: Yes. I don't think I could recall their names right offhand,

but certainly, Ed Hanna from San Benito County was one of those
who was able to recognize and sort of act as a father confessor
to some of the younger ones on many different kinds of
problems. In addition, he had a wonderful sense of humor.

Homburger: Is there anything else about the extension program, perhaps in
later years, to round this out?

Davis: Inasmuch as the program in transportation was carried out by
the Institute, it required sometimes some difficult
inter-understandings with the statewide extension division.
But fortunately, I think wherever there were differences that
ought to be talked out, we arrived at rather good solutions to
both sides, the University Extension and the specialized
extension group. I could well understand their possible alarm
of, here are some upstarts coming along with their own ideas on
an extension program, and they hadn't initially been consulted.
I and Bob Glenn made a special effort to discuss these things
with the Director of Statewide Extension, and explain why we do
things, and so on.

Homburger: I believe later on, when the university decentralized and gave
a lot of the decision-making powers to the individual campuses,
that the problem cropped up again whenever ITTE or ITS wanted
to give courses in what some other campus considered to be its
territory. These issues had to be revisited before they
finally welcomed the extension program back in.

Davis: Well, so far as I know, although I've been away from it some
years, there were potentials for difficulty. But I believe
that we always were able to talk things out, and they saw what
we had to do. If we at the same time followed certain overall
university rules, or policies of Statewide Extension or of the
extension efforts of a particular campus, they seemed to be
resolved. Now, I don't know how it's been recently.

Homburger: It's working fairly well. It's just that once every five years
or so, somebody new is on the job, and has to be reminded of
what the situation has been.1

Before we leave extension entirely, one other look back
might be interesting. In the annual conferences, there was
often a keynote speaker brought in from some other part of the
country, possibly even from a foreign country. I can- think of
the one that perhaps left the most vivid impression being

1Some material is moved from this point to page 79 to provide a
better sequence.

Davis :

Homburger :

Davis :

Homburger :

Davis :

Wilfred Owen. Do you have any reminiscences about some of
those people who came to give that special something to these
conferences?

Yes, I think even I had quite a part in that, because I felt it
was extremely important that those who were concerned with
transport in this state can learn from some of the things or
benefit from working with some of the ideas of people
elsewhere. They needn't necessarily have been on the technical
side of transport, but it's important, I think, for our own
people to know something about some of the economic issues,
about some of the political problems, about what may develop
nationwide which will affect California. So we also had people
from the then-Bureau of Public Roads, now called Federal
Highway Administration.

So I think we were able, through these various efforts,
to give transportation people in this state a fairly rich dish
of information on many aspects of the transport problem.

Wilfred Owen used to write some of his speeches in doggerel
rhyme, didn't he?

Yes. He had a great intellect. Probably some of the best
books or papers on the economic side, as well as on general
transportation policy, have been written by Will Owen.

Do you recall any others that came out here to give similar
keynote speeches?

Well, I don't recall them offhand. But we did have people from
elsewhere. Well, does that cover fairly well what started out
to be an extension discourse?

Homburger: I think it does.:

Multi~caiBDUB

Davis: The multi-campus branch system of the original ITTE is no

longer; the Institutes on the various campuses are independent
and collaborate in transportation activities.

At the time the Institute was started at UCLA, Dean
Boelter was very favorable to the idea of the Institute, and
when he went to UCLA to make it a substantial engineering

Material moved from page 78 appears here.

school, he was also, because his interests were on the
mechanical engineering side to begin with. A lot of the things
that would affect the mechanical engineer- -dif f erent kinds of
machinery, different systems of conveyance of, even,
information, the old electrical activity- -were really a part of
the College of Mechanics in the early days.

At any rate, he felt that in addition to the
technological stuff, some attention to human behavior, both
human behavior on the operation side and also the effect of
various things on people, must be taken into account. For that
reason, and with the blessing of Dean O'Brien at Berkeley, we
agreed to have- -we hesitated to call it a branch- -a segment of
the institute at UCLA. A major item in the overall topic
functions of the Institute was the human factors. That's why a
lot of their work was on highway safety, both in respect to the
driver or the human, and with the interaction of the driver as
it affected, say, traffic.

There are some subjects, like transport, which are of
great interest to a lot of people, including a lot of campuses.
You'll notice that in the United States, the idea of
transportation centers or institutes has grown.

Davis: Another fairly broad topic, which is certainly a part of the
Institute activity, is the research program. That's all over
the place. At the very beginning, there was the question of
what types of research need attention, and what kind of
equipment or laboratories do these things need. With the Field
Station, of course, there was the opportunity to develop the
outdoor field research as well as the physical laboratory kind
of thing; for example, Moyer's work on roads and road
roughness. And, of course, a lot of the traffic studies needed
field work. So one might think of the research program as
involving laboratory -type research; others have to be think
pieces and development of concepts, drawn from many sources to
make a composite answer. And, of course, field studies.

So it got quite involved with these three general aspects
[research, education, support services] , what we were, able to
do. And they all intermingled, too. For example, it was
important for the library to have the references needed for the
researchers on many different topics, and the library, of
course, plays a function in education of students.

The Library

Davis: Apropos the library: at the very beginning, even before we had
a staff, Dean O'Brien put the pressure on me to forget other
things I was doing and help put the Institute on the road,
there were three things, as I saw it: one, staff --get the
staff to cover the areas that would be useful --the second was
the research, which meant laboratories, which meant money for
equipment, the third was to support studies of one kind or
another, as well as to provide a broader base for education of
students, and that actually was the library. We had talked
about this long before, because I was on a little committee
that the Dean had. Those things don't take form overnight.

I think the second appointee, Beverly Hickok, became the
librarian even before we started other programs, because you
need naturally a core of books and reports and so on to start
business, if you're going to teach classes, and if you're going
to have researchers who need access. There was no branch
library, at least on the Berkeley campus, which specialized in
transportation, so that was a natural.

In the beginning, we needed housing. We had one of the
old temporary buildings down on the slough opposite the big
library. Fortunately, Beverly Hickok had a great interest in
what the needs of a library serving the transportation
organization should be. So whenever possible, others as well
as I tried to send her suggestions --because we were constantly
looking at transport development --especially on reports. And
gradually, various kinds of technical books were also brought
in, some quite standard that one would find used by any
transportation technician.

And then there's also the problem that has to be met of
housing a library. It seems that no matter how extensive a
first try at the library is, it always outgrows it. I think
even in the library as it stands now, some of the things have
to be stored elsewhere.

Homburger: Up in an attic.

Davis: Yes. But one of the essential things is a librarian who does
have an interest in doing something in this field. One of
them, in addition to making available and keeping track of the
stock in the library, is to keep the clientele- -that 's the
faculty and the research staff --informed of what's there,
what's been accumulated. And I think Bev Hickok did a
marvelous job of keeping all of us informed on new
acquisitions.

Homburger: Did you devote a substantial part of the institute's budget to
help acquire a lot of things?

Davis: We had a fairly substantial support for the library, yes.
Those things don ' t come cheap .

Homburger: And as it grew, the staff of the library also had to grow.
Davis: Yes.

IX INSTITUTE PROGRAMS - MULTIDISCIPLINARY RESEARCH
[Interview 6: April 21, 1993] ##'

Davis: In connection with comments I previously made about multi-
disciplinary research, I got to thinking about a notable
instance of that approach to some kinds of problems. This has
to do with a problem and a piece of research that involved two
UC faculty members- -Prof essor Howard D. Eberhart of the Civil
Engineering Department at Berkeley, and Professor Vern Inman, a
surgeon at the UC Medical School in San Francisco.2

Homburger: In the Institute, there was also multidisciplinary research
carried on that involved at least some aspects of this --the
crash research at UCLA that must have involved some medical
people who designed the dummies that were used.

Davis: That's true. I didn't mention it in the earlier part that we
recorded. We did mention, however, that in staffing the
institute, we felt it was important to provide a feeling of our
graduate students for the things that other disciplines could
supply, in the way of ideas, information, data and so on, and
that our students should be accustomed to talking with people
and working with people of other disciplines.

In order to provide an outlook in things that were not
ordinarily included in advanced engineering studies, you will
recall that we obtained the services of Richard Zettel at the
University of Washington, who had his major in public finance,
which was important, of course, directly to transportation
studies. Of course, the development of mathematical models was
very important, and for that reason, we got Gordon Newell, who
had been at Brown University, to transfer to our Institute.
And we also had a young man who was able in statistics. These
disciplines were very important in developing mathematical

xAs noted above, much of Tape 9 material has been placed in earlier
sections of this history.

'See pages 19-21.

models of traffic movement and other engineering analysis that
would make use of mathematical models.

At Los Angeles--! think I mentioned this before- -Dean
[L.K.M.] Boelter, who was very much interested in human factors
that are related to the development and use of many different
technological devices, was interested in doing something toward
the transportation activity. And so there, we had a person who
had been in the traffic side, looking at accidents at the
National Safety Council. And also we had someone who was a
psychologist and also a physiologist as part-time staff
members, which were of great use in some of the studies of
driver behavior, including, for example, the development of
certain kinds of road signs, the reaction to which affected
driver behavior.

Homburger: The first of those- -was that Derwyn Severy? The one that came
from the National Safety Council?

Davis: No; that was our assistant director there, Harry Mathewson.
Homburger: And the other was Slade Hulbert .

Davis: And Slade Hulbert. And there were a couple more, I think, that
were active in some of that work.

Homburger: Derwyn Severy did the crash studies, I believe. He ran cars
into each other on an abandoned airfield. Because I'm still
thinking of Howard Eberhart, there was, in fact, some input
from the medical sciences in the UCLA work.

Davis: Yes, but I think it's an example of those in engineering, and
particularly those in transportation engineering, early, saw
the value of developing interaction between engineers and
people with other disciplines.

Homburger: After a while, there was also a much closer link with city
planning.

Davis: Yes. I think I mentioned something about that, when I talked
about my first entering Berkeley in architecture, and that I
had become acquainted individually with a number of people in
architecture, and then its later development in city and
regional planning. So I often had discussions with people in
the city planning department, and conversely, Melvin Webber and
I discussed many of the kinds of problems that were involved- -
for example, studying the impact of the BART system on this
region, and also how the various techniques in land use
planning were important in the education of engineers. That
doesn't mean they would become expert land use planners. But

in the Institute, we felt that our products should be fully
aware and not opposed to ideas that came from another
discipline like city and regional planning.

X SOME CLOSING COMMENTS
[Interview 7: May 30, 1997] tftf1

[NOTE: Phyllis (Mrs. Harmer E.) Davis participated in this
interview. ]

Membership in the Bohemian Club

Homburger: Harmer, you were going to say something about the Bohemian Club
and your membership in it?

Davis: Well, in addition to the San Francisco club, they had a summer
gathering. Usually, there were various kinds of funny dances.
Since I knew something about that, I taught dances there in the
Bohemian Club. When I grew old enough, I resigned from th:-;t
and the question was, Well what now? Well, I have written the
Bohemian Club, telling them that I want to resign because I no
longer teach the dances. I haven't had the reply, yet.

P.Davis: That's a little bit different than what you conveyed to me at
one time.

Davis: Well, tell them what I conveyed.

P.Davis: Well, in the first place, the Grove is a beautiful grove with
redwood trees, and there are different little individual camps
around. Once a year, they put on a program that is put on just
for the members of the club. Actually, it ends up being in
published book form. Harmer said that when he joined,
everybody had to carry some kind of- -I forget how you labelled
it. Anyway, everybody had to do something, and he said he
could play the clarinet, that he had in college years. They
said, no, that they had enough clarinet players. Anyway, the
music is spectacular. They have the cream of the crop in
everything. So he said that he could do dancing. For their
play, they wanted someone in charge of the dance, so they put

a small part of this interview has been used here.

Harmer in charge of teaching people the different dances. So
he did that sort of Scottish- -you know, the--

Homburger: Highland Reel?

P.Davis: No, the one where they get down and they kick. I can't think
of the name of it .

Davis: I can't either.

P.Davis: Well, whatever play they had, he was in charge of the dancing.

Homburger : And for how many years did that go on?

P.Davis: Oh, I don't know. I have no idea how many years.

Davis: I don't even remember that.

P.Davis: Then, once a year, they invite family members and friends up,

and they have a great big dinner, and they put on a program for
them, but it ' s not the one that they put on for themselves .

Davis: Anyway, one of the members of the club, who always did
something for the club, had this made.

P.Davis: For everyone in his tent.

Homburger: Is that what's called a bolo? It's beautiful.

P.Davis: That owl is a symbol of the Bohemian Club.

Homburger: Yes, I'm trying to describe it for the tape. It's like a

string tie with a beautiful metal trapezoid-shaped--what would
you call it- -a plaque, perhaps, showing an owl and the symbol
of the Bohemian Club: very attractive.

P.Davis: That's the sign that they use for square dancing.
Homburger: Well, thank you for telling me about that.

Davis: Aw, 'taint nothin'. [laughs] You can interpret "'taint
nothin ' ? " .

Homburger: Yes, yes --double negative.

Summarizing

Homburger: Now, how about some closing comments on this whole history?
Davis: On this history?

Homburger: Yes, do you have any summary of your career and how you feel
about it now?

Davis: Well, I don't feel a damn thing about it. Does that answer
your question? [laughs]

P.Davis: No, no. You told me once that it was just like being on a

vacation all the time, because you loved your work so. That's
what you told me.

Davis :

There. There you've got it. [laughs]

XI INTERVIEWS WITH RICHARD M. ZBTTSL

BIOGRAPHICAL INFORMATION

Date of Birth: March 7, 1915
Place of Birth: Montana

Education: Onalaska Union High School, graduated 1933

University of Washington, B.A. in Economics and Public Finance,
1937; M.A. in Economics and Public Finance, 1942

Military Service: U. S. Navy, Lt . (j.g.), Naval Intelligence, 1943-46

Employment: 1937-40 Washington State Tax Commission:

1937-38 Director, Research and Statistics

1938-40 Special Tax Auditor

1939-41 University of Washington: Teaching Fellow
1941-42 U. S. Dept . of Labor, Wage-Hour Division: Investigator
1942-43 Board of Investigation & Research: Highway Economist
1946-47 California Legislature Joint Committee on Highways:

Tax Analyst

1947-51 Pacific Gas & Electric Co. : Tax Analyst
1951-80 University of California, Berkeley, Institute of

Transportation and Traffic Engineering [Institute of

Transportation Studies]: Research Economist; and Department

of Civil Engineering: Lecturer

Temporary Assignments:

1948-51 (on leave from P.G.& E.) California Senate Interim
Committee on Transportation & Taxation: Tax Economist

1952-53 (on leave from ITTE) California Senate Fact-Finding
Committee on Transportation & Public Utilities: Staff
Director; 1957-61 (on partial leave from ITTE) : Consultant

1954-55 (on leave from ITTE) President's Commission on Inter
governmental Relations: Associate Director of Research- -Pub
lic Finance Studies

1964-69 (on leave from ITTE) Bay Area Transportation Studies
Commission: Director

Affiliations

Honors :

Highway Research Board, National Research Council: Member,
Committee on Taxation, Finance and Pricing

California State Chamber of Commerce: Member, Statewide
Committee on Highways

Bay Area Council: Member Board of Governors; Member,
Committee on Transportation

Tau Beta Pi

Tau Kappa Alpha (National Forensic Society)

Beta Gamma Sigma (National Commerce Society)

[Interview 1: April 6, 1993] ##>

[Edited and Rewritten by Richard Zettel in June 1993.]

Background - 1915-1945

Homburger: Dick, I'm very happy to have the chance to do this interview

with you. I'd like to sta,rt by having you give us a little bit
of personal background and especially how you got involved in
the transportation business. Why don't you start by telling us
about where and when you were born?

Zettel: That goes back a long ways, Wolf. I was born in Montana in
1915. We migrated to Washington in 1923, and ended up in
Onalaska [Lewis County], a small company-owned lumber town. I
graduated from High School in 1933, after which I worked my way
through the University of Washington as a janitor supported by
the National Youth Authority, a job I held for four years. For
three of my four undergraduate years I was also employed as a
teaching fellow, handling "sections" of large lecture classes
in Accounting and Economic Theory and Practice.

At first I specialized in economic theory, but later
drifted into public finance under Professor James K. Hall, a
recognized authority in the field. On graduation with a B. A.
I was recommended for a position with the Washington State Tax
Commission, where I worked for two or three years, first as a
researcher, but later as a special auditor in sales tax
enforcement .

After a U. S. civil service examination or two in
economics, I was employed in the new Wage and Hour Division of
the U. S. Department of Labor. I worked as an investigator in

JThis symbol indicates the start of a new tape or tape segment
guide on tapes, see page 113.

For

enforcement of minimum wage and maximum hours laws, first in
the garment industry in Los Angeles and later in the logging
industry in the Northwest. Sometime at intervals between jobs
and otherwise, I managed to pick up an M. A. degree from the
University of Washington, again under Professor Hall.

While delivering a report to the Labor Department in New
York on wage and hour conditions in the Western States, I was
interviewed for a position in the relatively new U. S.
Transportation Board (of 1940) that was emphasizing studies of
regulation, taxation, and possible subsidies of rail and
highway carriers. This was my first exposure to the field of
transport. My immediate supervisor at the Transportation
Board's tax studies unit was Ronald B. Welch, who was later to
become Director of Research and Statistics for California's
Board of Equalization.

After I had left the Board for a tour in the Navy during
World War II, Welch was instrumental in bringing me to
California. It was then that my earlier experience in highway
transport began to pay off.

The Collier Committee - 1945-1947

Zettel : As it turned out, my first postwar employment was with the

California Legislature's Joint Interim Committee on Highways,
Streets, and Bridges, later called the "Collier Committee"
after its new chairman Senator Randolph Collier of Siskiyou
County in Northern California. I turn my attention now to my
experiences with the Committee and the highway legislation that
resulted from its work.

The Collier Committee was charged with the development of
a postwar highway program to finance deficiencies that had
accumulated during World War II and to meet the needs of the
continuing rapid growth of California. Senator Collier, who
was in the Senate because of his earlier interest in
transportation, attacked the problem with a vengeance. (He had
once threatened to lead his area in a secession from California
either to form a new State of Jefferson or to join the State of
Oregon, in either case to improve roads and highways in his
part of the country.) Collier also had by this time developed
an abiding interest in freeway development as the ultimate
solution to traffic problems, because he had a strong and
continuing background in real estate matters.

Collier immediately employed Francis J. Carr, a former
attorney of the California Department of Public Works and a
native of the adjacent county of Shasta, as Executive Officer
of the Committee. With little coaxing, together they enticed
Senator George Hatfield, a retired "gentleman farmer" from
Merced and a brilliant attorney, who originally practiced in
water law and other affairs of state, to be the Committee's
principal political strategist.

It was indeed Senator Collier who "carried the ball" on
presentation and passage of the Collier-Burns Highway Act of
1947. But it was Senator Hatfield, in my judgment, who called
the plays in the political arena. If Collier was the quarter
back, Hatfield was the coach who designed the game plan.

Early on, Hatfield recognized that the Committee needed to
conduct its own studies and to develop the support for a
highway program independent of the Department of Public Works
and its Division of Highways. Senator Collier and Francis Carr
readily acknowledged the need for such action and sought advice
on how to proceed. A close acquaintance of theirs, Ed Moore,
executive officer of the California State Automobile
Association, suggested that they start by reading a book,
American Highway Policy, published by the Brookings Institution
of Washington, DC, and authored by Charles L. Dearing and
Wilfred Owen.

Being direct -action characters, Collier and Carr did Moore
one better; they flew to Washington to interview Harold G.
Moulton, the President of Brookings. They persuaded him to
lend Dearing (much to Dearing 's surprise) to the Committee to
help it get started on its program.

After a "quick study" of the situation, Dearing made some
landmark recommendations. Among other things in his review of
transport administration, he made a trip around the state in
company with Senator Hatfield. They visited state highway
districts and evaluated their competence. They also surveyed
county road management, where they found an abysmal situation,
possibly involving the waste of millions of dollars of state
grants, but accomplishing very little by way of road
improvement .

This led to a visit to the engineering department of the
University of California to inquire about education in highway
engineering and administration. And thus were planted with
President Robert Sproul and Dean Morrough P. O'Brien the seeds
of what was later to become the Institute of Transportation and
Traffic Engineering (ITTE) .

To enhance possibilities of success, Dearing recommended
that the Committee hold public hearings throughout the state to
gather information, and also to engender political support for
the program it was developing. He also saw the need for the
Committee's own staff studies independent of reports of state
and local officials. The first major undertaking was to be an
analysis by the recently formed Automotive Safety Foundation
(ASF), headed by G. Donald Kennedy, former Highway Commissioner
of the State of Michigan. ASF was gearing up to do studies of
state highway deficiencies and needs for the postwar period.

The engineering studies, Dearing suggested, should be
buttressed by economic analyses and fiscal studies from which
to develop a legislative program for 1947. Bertram Lindman of
Washington State was selected to do the economic study. On
recommendation of the State Board of Equalization, I was
employed to do the financial analyses for the Committee,
beginning with a full review of the history of state financing
of highways, roads, and streets in California. This task
worked nicely into a 50 -year study from 1896 when the highway
system was established to 1946 when I was writing. Luckily for
me this turned out to be a "best seller" for legislators and
others interested in the California highway situation.
Undeservedly overblown though it was, it tended to secure my
reputation as an expert on highway matters in California.

While the staff work was going on, the Committee held some
103 hearings on highway transport needs and policies throughout
the state from Los Angeles to Yreka and Modoc, from San
Francisco to Sonora and Brawley. With its staff reports and
hearing transcripts in hand, it was prepared to develop its
recommendations for the 1947 session of the California
legislature. And Senator Collier not only became a leader in
highway matters in California but established a nationwide
reputation in the transportation field.

After I finished my staff report, Francis Carr persuaded
me to stay on with the Committee to assist in preparation of
its report to the Legislature and in drafting bills to
implement the recommendations. My experience with the law,
both in the Washington Tax Commission and the U. S. Department
of Labor, came in useful. We soon prepared the report and
legislation and were ready for 1947.

But Hatfield had another ace up his sleeve. At that time,
the Legislature was required to meet biennially for 30 days in
Regular Session, then recess for 30 days in order to confer
with constituents at home, after which they would return to

pass bills. Hatfield had seen that the required recess was
nothing but a waste of time. He had always kept Governor Earl
Warren fully informed as to the Committee's progress. He took
it upon himself to persuade the Governor to call a Special
Session on the highway program to run concurrently with the
Regular Session. The "Red Session" (called "red" because of
the color of ink with which its proceedings were printed) would
not be subject to the recess requirement.

It was Hatfield' s hope that the Highway Act of 1947 might
be enacted and signed by early February. But this dream was
soon shattered. The Special Session ran until late July and
was still meeting with the two houses at full loggerheads for
some time after the Black (i.e., Regular) Session had adjourned
sine die. A brief rundown on the gridlock that took place
follows .

The proposed highway legislation was approved by the
Senate Transportation Committee on January 28, 1946 and by the
full Senate a day or two later with five dissensions out of
forty votes. When it arrived in the Assembly, it ran into a
stone wall. All forward motion was stopped until mid-summer.

It should be noted in all fairness that the proposed
statute was not a policy bill. It was a revenue and fund
distribution bill- -some might say a "tax and spend bill."

At the time, I thought that the opposition based its case
solely on the amount and nature of the tax increases proposed.
It seemed to emanate solely from the oil industry, whose major
spokesman appeared to be John Pearce, an economist with the
Western Oil and Gas Association, and from trucking interests of
both the for-hire and proprietary variety (perhaps aided by the
widely known Artie Samish who was thought to represent the
Greyhound Corporation as well as the liquor industry) .

On reflection, I now think I may have been partially
mistaken. There may have been a hidden agenda among the many
of the urban Assembly members who had been (or thought they
would be) "burned" by California's developing and burgeoning
freeway program which would be accelerated by the legislation.

This would help explain the bitter dichotomy between the
Senate and the Assembly; for the former was largely rural -
oriented and the latter was basically an urban house, in which
many of the members had become "gun shy". This attitude, even
though tacit, would certainly have been nurtured and exploited
by the outspoken opponents of the program.

Proponents of the legislation did their best to overcome
the opposition. The Governor and his cabinet strongly
supported the program, as did the County Supervisors
Association and the League of California Cities. Also strongly
in support were the City of Los Angeles and most of its
cohorts. California's two automobile clubs supported the
program (the Northern club more vigorously than the Southern,
perhaps because of the location of the oil industry) . It
appeared that the press was virtually unanimous in favor of the
Collier program, but its political influence did not seem to be
a major factor.

Fairly well into the special session, it appeared that the
Assembly was getting a bit restive under the continuing
pressure. Its first effort to curry favor was to establish a
Committee of the Whole (some 80 members) to consider the
Collier bill. I had the "pleasure (?) " of testifying for two
or three days on the content and intent of the bill. Others
(both proponents and opponents) testified as well; but no
definitive actions were taken by the Committee.

The next abortive effort initiated by the Assembly some
weeks later provided for a "Resolutions Committee" of some ten
members (five from each house) . My duty was to serve as the
sole "resource person" for the group. Some witnesses pro and
con were invited to testify, but the press were excluded. The
Committee met nightly for about two weeks. At each meeting
there was a concluding vote, the senators voting for a three-
cent gas tax increase and the Assembly members for a one-cent
increase (with conforming amendments to be supplied later) .
Each vote ended in a 5-to-5 tie, and finally the Committee
agreed to report that it could not resolve the differences
between the houses.

Notwithstanding the resulting pervasive gloom, Senator
Hatfield sounded a note of optimism. As the special session
dragged on through the winter and spring, Senator Hatfield
suggested that the highway bill would pass in mid-summer when
the Sacramento heat set in. The Capitol buildings were not
airconditioned--not the offices, not the hearing rooms, not the
chambers, nothing. The Senate could hold the Assembly in
session after the Regular Session had adjourned. Then, and
probably only then, the 1947 Highway Program would pass. The
hot sun would make highway policy for California; and so it
came to pass.

Everything was at a standstill for some time, but finally
a breakthrough came. No one seems to know quite how or why--
whether it was pressure from proponents or simply pressure from
the heat of summer- -but the Highway Bill suddenly appeared on

the Assembly floor for approval. A vote was taken after a
rather listless debate.

The poll climbed up to the number of votes needed for
approval, after which some ayes turned negative and defeat
seemed certain. But after some time of near-panic on the floor
and frantic action by various lobbyists, it appeared that a
settlement had been reached. A new vote was taken and a
substantial majority of aye votes was achieved. It seemed
apparent that a sizeable number of Assembly members had been
relieved of their earlier commitments to oppose the program.
Quite a number of legislators later asserted to me that they
had supported the program all along, but simple research proved
that every vote of theirs had been in the negative until the
last vote of approval. Within a day or two, the amended bill
was approved by the Senate and sent to the Governor for
signature; one amendment set the gas tax increase at 1M cents
per gallon.

However, it was rather an empty victory. The amount of
money to be raised by the 1947 bill was just about one half of
the amount sought by the Committee and the Senate. But half a
loaf is better than nothing. It took a sustained effort of
four more years to raise the levels of financing up to what had
been proposed in 1947. Even so, the program was on its way,
and stays largely as it was initially enacted with the
exception of two features whose seeds were planted in 1947 but
germinated in the 1950s.

The first was enactment of the law creating the California
Freeway and Expressway System which did much to curtail future
opposition to freeway development. The second was
establishment of the Advance Right-of-way Acquisition Fund
which may have saved millions of dollars by forestalling
developments that would later have to be acquired for new
freeways .

Perhaps of greater significance policy-wise was the
separate legislation establishing ITTE at the University of
California in 1947. Hatfield had suggested a separate bill for
ITTE in consideration of legislative protocol. Typically,
University of California matters of legislation were handled by
the Senator from Alameda County, in this case Arthur Breed,
Jr., and were then shepherded by the University's lobbyist,
James Corley.

Yet, the bill was almost lost by default in the tumult and
turmoil of the special session. Just before adjournment,
someone (perhaps Senator Hatfield himself?) remembered that the
ITTE legislation had not been enacted. It had been languishing

in the Senate Transportation Committee. A hastily called
meeting in the Senate Cloakroom brought out the bill for Senate
action just before adjournment. It was sent to the Governor
for immediate signature, and ITTE was born. But it remained
for Harmer Davis to give it life, a subject I intend to discuss
later.

The Earlv Davs of the Institute of Transportation and Traffic
Engineering

Homburger: Now how about how you eventually got to Berkeley?

Zettel : Actually, it was a simple two-step journey. First, I needed a
job after completing my work in Sacramento in 1947. Francis
Carr asked me to come to Pacific Gas and Electric Company to
join him in the Property Tax Department. After a year or two
in San Francisco I began to feel that I had helped Francis as
much as I could and became a bit restive. I let it be known
that I should make a move, perhaps back to the transportation
field. I suspect that Carr or Senator Collier let this fact be
known. In any case, I was soon interviewed by Professor Davis
and Dean O'Brien, and was offered a position as Lecturer and
Research Economist at the Institute, a position I accepted with
alacrity, enthusiasm, and hope.

Homburger: During your early years with the Institute you still spent a
fair amount of time helping Senator Collier.

Zettel: Yes, Wolf. Harmer permitted me to work with Senator Collier
and other legislative committees on transportation issues,
sometimes as an extra-curricular activity, other times on full-
time leave. In 1951, for example, a new Collier program raised
taxes just about to the level originally proposed in 1947. On
other occasions the California Freeway and Expressway System
and the Advance Right-of-Way Acquisition Fund, which I
mentioned earlier, were established within the state highway
system. At another time I spent two years or so as the highway
specialist on the Eisenhower Commission on Intergovernmental
Relations. My last "outside" effort was as Study Director for
the Bay Area Transportation Study Commission.

Homburger: Did you do any joint work with Harmer on policy, or did you
work mostly in parallel?

Zettel: In this connection, I would mention that Harmer was of great
assistance to me in conducting the work of the Bay Area
studies. As an example, he served as chairman of the
Commission's Task Force on Urban Transport Innovations.

But generally we worked in parallel; he on engineering
matters and I on economic and financial issues. However, we
usually reviewed each other's writings. In part this was to
avoid possible gaffes in each other's works, but perhaps more
importantly to learn from each other.

One instance of our joint effort, however, deserves
special mention. There had been created, partly at the urging
of Professor James Nelson of Washington State University and
supported by Julia Butler Hansen of the Washington Legislature,
a "Western Interstate Committee on Highway Policy Problems."
Somehow or other (probably at Senator Collier's urging) Harmer
and I became unofficial advisors to the Committee whose members
were attempting to learn policy from each other and to emulate
California's success in passing a major highway transportation
program in the early postwar era.

One nice bonus of this effort was the opportunity to meet
in various states, mostly in state capitals, throughout the
West and discuss transportation programs and policies with
state legislators. I vividly recall meetings in Washington,
Oregon, Idaho, Colorado, New Mexico, Montana, and Arizona, all
of which were profitable and enjoyable. Once again, Harmer
proved his worth by making major contributions to the work of
the Western Interstate Committee.

I might conclude on that note today. If I may, I would
like to make another tape because these two hours have too much
discussion of Zettel and too much on the 1947 highway
legislation. What I hope to do is to concentrate on the
contribution of Harmer Davis in building the Institute of
Transportation and Traffic Engineering virtually from scratch.
What I would like to emphasize is this: the legislature
conceived ITTE, Harmer nurtured it and gave it substance.

[Interview 2: May 13, 1993] ##

[Edited and Rewritten by Richard Zettel in June 1993.]

Harmer Davis and the Staffing of the Institute

Homburger: Let's talk a little bit more about Harmer Davis.

Zettel: Thank you, Wolf. I will, because I now realize that the last
time we taped, I spent too much of my attention on origins of
the bill establishing the Institute as well as on background of
the Collier-Burns Highway Act of 1947 which was enacted at the

same legislative session and involved the same people. I now
feel that I should have said more about Harmer's role in the
establishment and operations of the Institute at the University
of California- -now the Institute of Transportation Studies
(ITS) but originally the Institute of Transportation and
Traffic Engineering (ITTE) .

Perhaps I should repeat here that promotion of the action
by U. C. was an outcrop of the Hatf ield-Dearing discussions of
what might be done to improve county road administration in
California. This is one feature of the 1947 legislation that
provoked no controversy, but was almost overlooked in the final
turmoil of the legislative session.

It is important to note that the enacted legislation
contained little as to what the Institute should actually do.
To my knowledge there were no instructions nor any guidelines.
As was to be expected, it took some time for the University to
take action, but it finally settled on H. E. Davis of the
existing engineering faculty to be Director of ITTE. This was
perhaps a fortuitous choice; but there was no question but what
it was an extremely wise one. I believe it fair to say that
Davis had carte blanche to create an Institute of merit out of
what seemed to be "whole cloth" .

Seeing much more than improved county road administration
as an objective, Davis immediately broadened the scope of
interest of the Institute to encompass city streets and state
highways as well as county roads. Also, early on, he added
traffic and safety engineering to the Institute's concerns. He
had the foresight to expand the Institute's engineering
activities from Berkeley to UCLA.

Harmer had a unique ability to work effectively with state
legislators, academics, theorists, planners, and working
engineers. I have personal knowledge that Senators Collier and
Hatfield were much impressed with his technical knowledge and
his talent in bringing ITTE to life.

Perhaps most importantly, Harmer was able to assemble a
staff that proved to be capable and productive. Disparate
disciplines displayed respect for each other and cooperated
enthusiastically, which made their joint efforts greater than
the sum of the parts.

At the risk of forgetting or overlooking someone, I will
mention some of the staff for whom I had very high regard. For
example, Dan Belmont, with whom I commuted from San Francisco
for several months during which time I learned something of
math and computers, even though I resented his continuing

100

ability to master me in the game of contract bridge. Norman
Kennedy, one of the new breed of traffic engineers who was a
favorite lunch partner of mine. Donald Berry, professor of
traffic engineering, who recruited the young team of Kell and
Homburger, both of whom added talent to our to staff. Wayne
Snowden, a gifted writer, was especially helpful in improving
the staff's written output. What talent I may have had was
vastly improved by his constructive criticism of my prose. I
also had the pleasure of working with Professor Bob Horonjeff
(who became our resident air transport specialist) in a study
of airport financing at the behest of Senator Steve Teale, who
hoped to emulate in the air transport field Senator Collier's
success in the highway field.

Richard Carll, who was sometimes regarded as my assistant
because of his enormous knowledge, deserves special mention.
Dick was a brilliant young economist, a protege of Professor
Nelson of Washington State University who was a recognized
authority on transport economics. Carll was much more than an
"assistant". We worked together on a number of difficult
projects. He always proved to be a deep thinker and an
incisive critic, which helped greatly to improve the quality of
our work. I learned much more from him than he ever learned
from me.

Last, but by no means least, I would like to talk about
Bob Glenn's role. Bob came to us from Oregon State College,
and immediately became the Institute's field representative.
He had a particular talent to deal with practicing engineers,
especially those who had become the county road commissioners
mandated by the Collier-Burns Highway Act. He acquainted
himself with the county folk and developed an ongoing rapport
with city street personnel as well. Not only did he advise
these people as he could, but he brought their problems and
concerns to the Institute's staff for such assistance as it
might render. Indeed, he seemed exactly to epitomize what the
legislature had in mind when it encouraged the University to
establish an Institute to assist local officials in carrying
out their work. It should be added that Bob rendered much help
to the State Highway Division and became a valued conduit of
information between local and state personnel.

This seems to be an appropriate place to discuss another
development that became a major feature in improving county
road administration, and city street practices as well. Fairly
early in the Institute's endeavors in carrying out its
perceived mission, there was organized an annual meeting of
professionals interested in highway transportation, held
alternatively at U. C. Berkeley and at UCLA. This affair
became popularly known as Road School. It received much

101

approval from many legislators who felt it was precisely what
they had in mind in supporting establishment of ITTE. For a
number of years, Senator Collier was a fixture as the keynote
speaker, but other legislators often participated.

More than simply an occasion for meeting at the
University, the Road Schools provided opportunity for annual
get-togethers of county road commissioners and city street
engineers, who held what amounted to annual conventions of
their respective organizations at their separate hotels. They
also held joint meetings as occasion warranted and invited
participation of state highway officials in addressing their
mutual concerns .

Close association and participation in the Road Schools
led to cohesion and camaraderie among all of California'
highway transport engineers that greatly eased the way for
subsequent legislation dealing with funding and/or
administration of the state's transport facilities.

Such were the joint contributions of Harmer Davis and Bob
Glenn acting in concert with and enlisting the full support of
the Institute's staff in furthering their efforts.

I have not given well-earned credit to everyone who
deserves it as I have rushed through Harmer 's many
accomplishments in staffing the Institute. Therefore I should
backtrack somewhat at this point. I should mention Lee
Rothgery's and Norene Jordan's capabilities in early
administration of the untried program. The participation of
Professors Carl Monismith and Jim Mitchell deserves mention as
well as does the early contribution of Adib Kanafani (the
current Director) and Ed Sullivan. Phil Pickering and Bob Cron
added immeasurably in the field work. The "shop" supervised
and operated by Russ Newcomb and John Nauta abetted the
research efforts.

Throughout the early years we had the guidance of the
widely revered Ralph Moyer, an accomplished product of Iowa
State, and Donald Berry, a national leader in the traffic
engineering discipline.

I should also make note of the initiation and continual
expansion of the Institute's transportation library by Beverly
Hickok and her staff. Because of her perceptive leadership and
Harmer 's support, it soon became one of the finest transport
libraries in the United States.

As always in guiding the Institute's development, Harmer
insisted that the staff "keep up with the times". He was

102

instrumental in bringing to Berkeley the many talents of Gordon
Newell, Dolf May, and Carlos Daganzo. Not only did these
"pros" keep up with the times, they actually "made the times".

I could go on and on, but my point has been made. Could
anyone but Harmer E. Davis have assembled, guided, renewed, and
updated the Institute staff to accomplish its missions as
faintly perceived by the Legislature and the University years
earlier?

May I conclude my remarks at this point? Any questions?

Homburger: Well, you modestly didn't mention your own joining the staff,
for which I presume you also give Harmer Davis credit.

Zettel: I did not discuss myself because the nucleus of the Institute
staff and its focus and direction had been well established
before I arrived there. I had observed with growing interest
its development and maturation over the early years. So, when
an offer came to become a member, I accepted with enthusiasm as
I pointed out earlier.

If my efforts at the Institute were useful and productive,
of course Harmer deserves the credit, for he brought me there
and gave me the freedom and opportunity to explore my interests
in depth and to participate on numerous occasions with
political entities and others of importance in the transport
field. Moreover, he was a welcome and much-needed counselor
for me at that time, and he gave to me much opportunity and
freedom to pursue my personal interests, and to counsel with
political and other leaders in the transport field. It was my
good fortune to spend so much time and effort with Harmer E.
Davis .

Homburger :

I would stop now.
Thank you very much.

103

XII HARMER E. DAVIS TRANSPORTATION LIBRARY DEDICATION SPEECHES
April 22, 1996

[Editor's Note: Because of a recording malfunction, the last
part of Professor Davis1 remarks are missing.]

Professor Adib Kanafani

Kanaf ani : Good afternoon, ladies and gentlemen. My name is Adib

Kanafani. I am the director of ITS, and on behalf of the
Institute and the University, I would like to welcome you this
afternoon to a very special event. We are gathered here to
honor a colleague and a friend, and to dedicate one of our best
assets to a man, who for so long gave us his best.

Today, we are dedicating the Institute's library to
Harmer, and we are honoring the library by naming it after him
and calling it the Harmer E. Davis Transportation Library.
This is a fitting tribute to a man whose vision and foresight
we continue to see materialize today: over sixty years since he
joined the faculty at Cal, nearly fifty years since he started
the Institute of Transportation Studies and its library, and
over twenty-five years since his retirement.

"Long ago, man's practical approach to prophecy was
summarized by the poet who forged the phrase, 'And coming
events cast their shadows before.' Today, as always in human
affairs, we strain to make our estimations of what will take
place tomorrow. Whether we are concerning ourselves with the
destiny of a civilization about to blossom or to wither, or
whether we strive simply to grasp the direction of commonplace
affairs, we peer at the signs and portents, and try to shape
our plans . "

What I just said was a quotation from one of our Manner's
papers in 1954. The paper was entitled, "101 Billion-, 365
Million Dollars for New Roads." [laughter] In that paper, he
predicted that it was going to take that many dollars to meet
the needs of highway infrastructure in the then coming twenty
years to accommodate the two hundred million people expected in
the United States by then.

104

He was not far off. Expenditures during that period were
about a hundred and thirty-five billion dollars—but, hey: he
was right on the population estimate. [laughter]

Harmer went on to write equally poetic and forward-looking
gems in the early days of his career. In 1959, he wrote a
paper called, "A Transportation System for a New Planet," in
which he described how you would go about designing a transpor
tation on the featureless plain of a new planet to be colonized
by the then predecessors of our space program. Of course,
working a featureless plain has been a dream of city planners
ever since the profession began, and Harmer was no different.

Then, in 1966, he wrote another paper entitled, "Technol
ogy, Transportation, and Society: Shadows of 1986." He was
seeing the shadows of the future, again, just as his poet did.
In that paper, he pretended to be in 1986, and reflected about
the previous twenty years, back to 1966. Here, too, he made
predictions, and here, too, he hit a few and he missed a few.
In 1966, Harmer predicted technological developments in trans
portation, including automation- -a subject that has become
central to the agenda of the Institute's research in the last
few years. He predicted containerization, including what we
call today AVI and AVL. Of course, he didn't use those fancy
words, but he predicted AVI and AVL in 1966. He predicted
Intermodalism, and, again in his poetic style, he said, "From
abode to abode, we carry the load regardless of mode." [laugh
ter]

But he did miss a few predictions. He predicted the SST,
and he predicted regionally coordinated metropolitan transpor
tation planning. So he did miss a few.

We would understand if Harmer has forgotten some of these
writings. I did not know about them, myself. But for the
library, I wouldn't have, and much of these treasures would
have been lost. But for the library's assistance, I wouldn't
have been able to determine the amount of money spent on
transportation in the twenty years between 1956 and 1976 --but
for our librarian's able reference skills to dig out the number
for me at the last minute.

Libraries represent the traditions of cumulative knowl
edge, of the continuity of vision, and of lasting institutions
--and it's only fitting that we dedicate our library to the man
who best personifies these traditions. So I'm happy that we
have you here, today, for this brief ceremony with a very
important function.

105

It's my pleasure to introduce Joseph Cerny, our Vice-
chancellor for Research, to make a few remarks on behalf of the
University. [applause]

Vice Chancellor Joseph Cernv

Cerny: I also want to welcome you all here on my behalf and that of
Chancellor Tien, who at the moment is in China.

Throughout his forty-three years of service to the Univer
sity, Harmer Davis made seminal contributions that have helped
define the field of transportation engineering as we know it
today. He's helped educate generations of transportation
prof essionals- -many of whom have gone on to become important
academicians and practitioners.

Harmer 's research work through his long career spanned
many fields of engineering, including soil mechanics and
concrete design. His work in transportation planning, and the
application of economics to transportation engineering was
pioneering.

He achieved national stature early on in his career and
became a member to the Highway Research Board, later the
Transportation Research Board, which he chaired in 1959.
Through the period 1958-1970, he received ten awards from the
American Society of Civil Engineers, including the Norman Medal
in 1960, the Croes Medal in 1962, and the Terzaghi Lectureship
in 1967. He became a member of the National Academy of Engi
neering in 1970. At the time of his retirement, the national
and international stature of Harmer Davis was probably un-
equaled in the world in the field of transportation.

In 1947, Professor Davis was asked to establish an Insti
tute of Transportation and Traffic Engineering by University
President Robert Gordon Sproul and Engineering Dean Morrough P.
O'Brien. He personally selected an initial professional staff
--I'm told the librarian, Beverly Hickok, is with us today, but
I haven't met her yet-- [applause] and a support staff. His
clear judgement regarding who and what was needed assured that
the Institute, now ITS, would be the prestigious research
organization that it became well before he retired.

One of Harmer 's most important contributions was the
creation of the Institute of Transportation Studies' library in
1948. The ITS Library has become an important special library
in the transportation field. From a small early collection
that included donations from Harmer 's own holdings in transpor
tation engineering, the Library's collection has grown to more
than 150,000 volumes, 125,000 microfiche, 3,000 current serial

106

titles, and additional materials such as manuscripts, maps, and
aeronautical charts. Since he retired in 1973, he's continued
to give generously of his holdings to this library.

In recognition of Harmer's truly exceptional contributions
to the welfare of the University, and his distinction as a
teacher, the administration is now delighted to join you in
naming the ITS Library the Harmer E. Davis Transportation
Library. [applause]

Kanaf ani : Thank you very much, Vice Chancellor Cerny. We now have two
former students of Harmer who would like to make some remarks
in honor of Harmer: one student alum and one who is a faculty
member. I would like to ask Bob Crommelin to come up and say a
few words .

Crommelin: In 1947, I came to Cal as a junior from Modesto Junior College,
enrolled in civil engineering with a transportation option,
and, for the first year, took some very interesting classes
from Professor Francis Foote. I learned the economics of
railroad location; I learned railroad engineering; and several
other courses, and helped him out as a T.A. for a while.

In 1948, when I came back after the summer, there were
some new courses on the list of things that a senior might be
able to take. One was traffic engineering. I thought to
myself, "What the hell is that?" It was three units, and I
needed three units, so I took traffic engineering from Don
Berry.

I didn't realize at the time that it had only been a year
that the Institute had been in existence. In one year, that
gentleman over there had created a concept, a staff, and put
together a wonderful program. We had Cecil Van Til, who taught
--I took my traffic engineering lab from him; Don Berry, as I
mentioned; highway engineering was Ralph Moyer. (As you get
old, you tend to forget things.) So, I had this wonderful
group of people to teach me, and so, instead of becoming a
railroad engineer and being retired from the Southern Pacific
now, I'm still working as a traffic engineer down in Palm
Desert. So I thank you, Harmer, for keeping me busy for all
these years.

In between semesters , there was some bunch of old people
that were on the campus. They were in their thirties and
forties, you know, really--! was twenty at the time. But I
have the proceedings of the first California Institute on
Street and Highway Problems, held here at the University at

107

Berkeley, January 31 to February 2, 1949--just a few years ago.
And the Institute of Transportation and Traffic Engineering put
on this conference for, generally, public employees --where they
would come to Cal and learn what the current status of things
were. It's still going on now- -not as good as then because I
don't think anybody drinks anymore like we used to. [laughter]

But, Harmer, I had my secretary blow up the first part of
it- -expand the size of the print for you, so it might make it
easier for you to read. I'm going to donate the book itself to
the library as their second copy. They already have one copy,
I understand, but I save everything, so this is my donation,
and thank you very much for being you. By the way, his name is
not Harmer E. Davis; I think it's really Harmer £ Davis, because
all the time I was an undergraduate, I always heard him re
ferred to as "Stinky" Davis. So the "S" must be--. [trails
off into laughter] . But thank you, Harmer, for being you.
[applause]

Professor Carl Monismith

Kanaf ani : Professor Monismith was another one of the lucky ones to have
been one of Harmer 's earliest students. So: Carl.

Monismith: Chairman Adib, ladies and gentlemen, I really feel very privi
leged to have this opportunity to talk with you about Harmer
Davis, but I think it's very important, also, that as we talk
about Harmer, we talk about the Department of Civil Engineer
ing, of which he was a part for so long.

Harmer received his B.S. degree in Civil Engineering in
1928, and he obtained a master's degree immediately thereafter,
which was, at the time, very unusual. His master's degree was
in- -of all fields- -the concrete area. It's important, then, to
take a look at the program. He's been a member of the faculty
since 1930, although he served in a research capacity even
prior to that. Thus, although he had forty- three years of
official service as Provost and Vice Chancellor Cerny noted, in
actuality it was at least forty-five years — and even longer,
since he worked as a research assistant in the laboratory while
he was an undergraduate student.

As noted earlier, Harmer is a graduate in civil engineer
ing, although originally he enrolled to be an architect; he saw
the light very early on, as I understand it. [laughter] As we
take a look at the University, people have talked about the
Institute briefly in the last few minutes, but I think it's
important to see the role that civil engineering has had to
play in this.

108

It actually started at Berkeley in 1872. The University
was actually established in 1868, and the charter provided for
the establishment of six colleges. These included agriculture,
chemistry, letters, and- -very importantly- -civil engineering,
mining, and mechanics. Thus, while the civil engineering
college was actually started in 1872, the first person received
a degree in 1873.

One of the first persons to head Civil Engineering was
Frank Soule, who served as dean of the college from 1896 to
1907. He was followed by Charles Derleth, an outstanding civil
engineer. Sometimes I worry that we forget about this parti
cular man, because I am sure he has had an impact on a lot of
students who have gone through here, and I'm sure he had a very
significant impact on you, Harmer, in your budding career at
the time. Derleth was the Dean of the College of Civil Engi
neering from 1907 to 1929, and then Dean of the newly-desig
nated College of Engineering from 1929 to 1942. One of the
interesting things was he believed that people who got their
bachelor's degree should go out and work.

Well, Harmer didn't quite fit the role; on the other hand,
Derleth saw in Harmer a real star at the time, and Harmer was
actually hired as an instructor in 1930, and has been with the
Department of Civil Engineering since then.

In 1943, Morrough P. O'Brien became Dean of the College of
Engineering, and served until 1959. It was during his era that
the graduate program began to evolve. Harmer played a very,
very important role in this- -particularly in his activity as
director of the Institute.

It's very important to realize that in his activities
there, there were things in his background that I'm sure
impacted on what he did. For example, in 1920, Raymond Davis --
and the building which we're in was named after him- -was
appointed to the faculty in 1920. He developed a structural
testing laboratory, which was on the site of the current
building. Within that building was a big testing machine that
allowed you to apply loads- -four million pounds in compression
and three million pounds in tension- -and it became a very
important part of the development of the infrastructure of the
Bay area . Harmer became a part of the group working on that
big testing machine.

In addition to this, the laboratory, under Raymond Davis 's
direction, became very interested in the work in cement and
concrete. When you look at some of the modern developments,
today, we have what we call pozzolanic cement- -this had been
developed for Boulder Dam here at Berkeley, and Harmer was

109

involved in that. In the case of Bonneville Dam, when you
build large dams of concrete, you are concerned with heat
development from cement hydration. Low-heat cement was devel
oped here, and Harmer was a part of that.

In terms of the San Francisco-Oakland Bay Bridge: this was
a bridge that was unprecedented at the time. One of the
problems was: should we have multiple suspension spans between
Yerba Buena Island and San Francisco, or should we, perhaps,
consider something else because of seismic considerations?
Well, they built a model. Harmer was involved in the model
that led to the actual construction of the central anchor.
Then, very importantly, when we take a look at the foundations
that were built for this- -this was unprecedented because the
water was deep, and the good load-bearing soils occurred at
large depth. It was beyond the general realm of what had been
experienced in civil engineering practice at that time.

Moran--of the firm Moran, Proctor, Mueser, and Rutledge--
was called in to design these foundations. I received very
recently, Harmer, a book- -Seventy- five Years of Foundation
Engineering- -associated with that firm. One of the factors of
concern was the settlement of the foundations of the west part
of the bridge. Moran then asked the University to do some
consolidation testing. At this time soil mechanics was a
budding field. Harmer agreed and did the testing, and there is
reference not directly to you, Harmer, but to the fact that
these consolidation tests were done here at the University. (I
would like this book to be in the library also.) It is impor
tant to note that he really got soil mechanics started at
Berkeley.

Of course, later in his role as a Director of the Insti
tute, he made a very good hire, Harry Seed, to develop the soil
mechanics program. Then, very importantly, he provided finan
cial and staff support in order that this program could be
viable. I think, today, that the program that we have at
Berkeley stems from your efforts in this regard.

Also, Harmer recognized that there were other materials
beside concrete and soils. He started work in asphalt techno
logy very early on, and then was able to coerce Barney Vallerga
to really get the asphalt program under way. Harmer provided
support for this program to flourish as well. So, when we look
at the early days of developments of what we call geotrechnical
engineering today in the asphalt technology area and pavements,
Harmer had a very, very significant influence in this.

But that really doesn't cover his complete breadth.
During World War II, for example, there were problems associ-

110

Kanaf ani :

ated with Liberty Ships, and there was failure in steel.
Harmer teamed with Earl Parker in our materials engineering
group--! forget what they used to call it --and they wrote a
very significant paper on the problems of welded steel (Parker,
Davis, and Flannagan) .

In general, the papers that Harmer has contributed over
the years in fields other than transportation, have laid the
groundwork for a number of fields of endeavor here at Berkeley.

We're very fortunate indeed to have had a person like
Harmer Davis as a part of the University. His breadth of
vision, his ability to look to different fields has been very
important, and has made a difference. And Harmer, I'm very
pleased that I've had the opportunity to work with you over the
years, and I thank you very much. [applause]

Thank you Carl. Indeed, if you go to any of our automated
library search systems, and write the name Harmer Davis, the
first thing that will appear before you is his paper of 1933
about the design tests for the San Francisco Bay Bridge. It
was called "the future San Francisco Bay Bridge" in those days,
of course.

It's now my pleasure to introduce Dan Krummes and Cather
ine Cortelyou, the directors of our library, to do the honors
of the official dedication.

Librarians Catherine Cortelvou and Paint?

Cortelyou: Thank you. I didn't know we'd have such an exalted role here.

As the present heads of the library, Dan and I are very
much aware that we are the inheritors of an extraordinary
legacy. The library today is recognized and used by a global
patronage. We have become one of the outstanding transporta
tion collections in the world. We owe this to the traditions
of excellence established by our first librarian, Beverly
Hickok, and by Mike Kleiber, our immediately preceding former
head librarian.

Dan and I would like to make a small presentation, if
Professor Davis would join us in the front here.

Krummes: We have a small presentation. We would like to present you

with this citation that was done in-house by library staff on
the new Harmer E. Davis Transportation Library letterhead.

Davis: Well, I'll be damned. [great laughter and applause]

Ill

Krummes: Now, we would like to unveil the portrait of Harmer that is

going to be in the library after these festivities. So here we
go. Here's Harmer. [applause] The microphone is all yours.
Take it away, Harmer.

Response bv Professor Banner Davis (incomplete)

Davis: Do I have to take this away? [loudspeaker microphone is turned
off] If I speak in my normal classroom voice, can you hear me
back there? [voices saying yes] I don't have to hold this
damn thing up? [laughter] No! [sound of microphone being
tossed] Well, in the first place. I'm certainly--, [noises as
someone takes the microphone away] See, I never would have
known that. They never taught me about that sort of stuff. I
just had to talk loud enough so the guys in the back row could
hear what was going on. You can hear me back there, can't you?
[more yes's, and someone calls, "They're falling asleep,
Harmer. They're falling asleep."] [laughter] They're falling
asleep? You haven't got any erasers up here. [laughter]
That's a trick I got from Raymond Davis, whose name is perpetu
ated in this particular building. What he did- -they had soft
erasers in those days, and he taught me how to aim carefully if
some guy went to sleep in the back row, and hit him right in
the middle of the head- -enough to wake him up and not to hurt
him. [laughter] That class would laugh like hell, and that
woke him up. [more laughter] So that's the way that started.

Well, anyway, I certainly appreciate the wonderful honor
that you are bestowing on me and the nice things that you've
said. I don't know whether they're all true or not, or whether
they're simply magnified stuff. [laugh] But, at any rate, I
guess there are two things that I ought ro say at the start of
this thing. The first would be how I became a book nut, and
secondly, how I got involved in transportation.

On the love of books part, both my parents were avid
readers, and so our house was always filled with books, partic
ularly the writings of some of the better authors of both
England and the United States- -since they were English people
to start with. So, with that kind of start, I ran into some
more. When I went to high school- -a little high school in New
York outside of Rochester- -and they had a wonderful English
teacher there . So she bore in on the importance not only of
how you put the language together, but some of the great things
that were done in it .

Then the same thing happened again in a peculiar way.
After I got into college and decided to stop being an architect
because all they wanted me to do was write pictures in either
ink or soft pencil, or read books about the ancient architec-

112

ture. Well, I didn't think that would help me very much in
building anything: roads, streets, bridges, and so on. So I
got the hell out of architecture, and came in as a very inef
fective freshman in civil engineering in 1924. That made me a
graduate of the class of '28, which I've always enjoyed.

I went through, I learned a number of things about trans
portation. We had a good course on transportation in the way
of both railroads and highways. Also, when we went in as
freshmen, we had- -classes in surveying. Of course, as soon as
you learned how to use the instruments, they gave you a job to
do, and very often this was to lay out a railroad or a highway.

I remember when I first started in surveying, in order to
get the difference in elevation, you had an instrument called a
level which gives you a horizontal sight; and off in the
distance they have a pole, and the guy that worked the pole
would run a little sign up and down so that you knew that that
was level with where you were, and then you could figure from
that calibrated pole how high you were from here to that place.
So we could measure the difference in elevation. When I was a
student in surveying, why, I was out there at the upper end of
the campus, one time, and practicing. So I was signalling the
man there at the pole to raise this thing or lower this thing
that gave it these numbers. There were a couple of female
students somewhere near there, and they saw me and they said,
"Hey, look, that man's trying to learn how to fly." [laughter]
I'm not sure that that's what convinced me that aviation is an
important part of transportation. But, anyway, it must have
inspired me.

Another thing that came along, of course, was the other
courses they offered in civil engineering: a good course in
railroads and a good course in highways. So I got a little
taste of it there, along the way. And then R.E. Davis was my
mentor, and his field was in materials for construction,
particularly concrete and this kind of thing that they could
hold together buildings with. [tape ends]

113

TAPE GUIDE- -Harmer E. Davis
Interview 1: November 5, 1992

10
19
20
20
21
21
21
22

31
32
35
37
37
37
37
39
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43
Tape 4, Side A 52

Interview 3: December 2, 1992

Tape 5, Side B (remainder) 57

Tape 6, Side A 61

Interview 4: December 10, 1992

Tape 7, Side A 66

Interview 5: March 30, 1993

Tape 7, Side B 69

Tape 8, Side A 75

Interview 6: April 21, 1993

Tape 9, Side A (remainder) 83

Interview 7: May 30 ",997

Tape 10, Side A 86

Tape

Side

Tape

Side

Tape

Side

(beginning)

Tape

Side

(part)1

Tape

Side

(continued)

Tape

Side

(part)1

Tape

Side

(continued)

Tape

Side

(part)1

Tape

Side

(concluded)

Interview 2 :

November 17, 1992

Tape

Side

(beginning)

Tape

Side

(part)1

Tape

Side

(continued)

Tape

Side

(part)1

Tape

Side

(part)1

Tape

Side

(continued)

Tape

Side

(part)2

Tape

Side

(continued)

Tape

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(part)2

Tape

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(concluded)

Tape

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Interview 6 .
sFrom Interview 3 .

114
TAPE GUIDE --Richard M. Zettel

Interview 1: April 6, 1993

Tape Z-l 90

Interview 2: May 13, 1993

Tape Z-2 98

NOTE: Because of extensive rewriting and editing by Mr.

Zettel, the resulting material cannot be associated
clearly with Sides A and B of each tape.

APPENDIX- -Harmer Davis

A. Senate Bill No. 1423, Chapter 1573, July 19, 1947. 115

B. Institute of Transportation and Traffic Engineering Quarterly
Bulletin. Volume 1, Number 1, December, 1948. 116

C. "Scientists Work to Help Make Highways Safer and More Economical,
Reduce Accidents," Motorland. May/June, 1957. 120

D. "Transportation: A Challenge for ITTE, " Engineering News -Record.

June 12, 1958. 123

E. Harmer E. Davis curriculum vitae (partial), ca. 1971. 127

F. Senate Concurrent Resolution No. 83, May 20, 1971. 130

G. Institute of Transportation and Traffic Engineering Quarterly
Bulletin. Volume 14, Number 2, June, 1973. 132

H. "Two for Retirement, " from Institute of Transportation Studies

Review. Volume 4, Number 1, November, 1980. 138

I. Harmer E. Davis ballot statement, American Automobile Association,

January 1988. 140

J. "Transportation Library Named for Harmer Davis," Berkeleyan. May

8, 1996. 141

K. Biographical Record: Harmer E. Davis. Updated 1997. 142

L. Testimonial Resolution, California State Automobile Association,

January 24, 1997. 158

115 APPENDIX A

Senate BUI No. 1423

CHAPTER 1573 ,

An act making an appropriation to the Regents of the Univer
sity of California for establishing and operating an insti
tute of transportation and traffic engineering.

[Approved by Governor July 1!», 1947. Filed with
Secretary or State July 19. 1947.J

I ol'jrct to the Item of appropriation in Section 1 of Srnntu PHI No.
1423 nml I reduce- that appropriation to throe hundred fifty-five thousand
dollar;' ( jasr.,000). A» «o reduced I npprove thu bill. In mnklnc this reduction
It Is mv Intention to eliminate all money for land and henriqimrters bulldln;
and to make available for expenditure as provided In tlie bill during th«
Fiscal Year I9I7-194S. $225.000 for ncld utatlon Instruments nnd facilities,
150,000 for highway materials and utructurcs, and $80.000 for adtnlnlilra.-
tlon (Including maintenance and supplies).

Governor of California • .'*,..

The people of the State of California do enact as follows: '.'.; ''•- :

SECTION 1. Out of any money in the State Treasury not . .
otherwise appropriated there is hereby appropriated the sum of • '.
nine hundred [twenty thousand dollars ($920,000) to the Regents : ' •;.'
of the University of California for the establishment of an '-V ;.
Institute of Transportation and Traffic Engineering in the •'•'
Department of Engineering of the University of California, at
Berkeley. Said institute shall carry on instruction and research
related to the design, construction, operation, and maintenance
of highways, airports, and related facilities for public trans
portation.

SBC. '2. To the extent deemed appropriate by the regents
the Institute of Transportation and Traffic Engineering shall
cooperate in research with the State Division of Highways and
•with other agencies charged with responsibility for the design, . <
construction, maintenance, and operation of highways, airports,
and other related facUi*w*-for public transportation. In addi
tion to, but not to thdvC-Tt-lusforTrrfyTother appropriate subjects
for research and study, the institute shall give attention to the
interrelated problems of highway design, tiraffic control, and
highway safety. '•'-.*'

SEC. 3. The sum hereby appropriated may be expended as
follows: The whole or any part thereof for buildings, land, ,
equipment, instruments, and personal services as determined by
the regent* to bo necessary for the acquisition of physical facili
ties appropriate to the purposes of the institute, and not more »

than ono hundred sixty thousand dollars ($100,000) thereof for
personal services, supplies, instruments, equipment, and services
other than personal, necessary for the operation of thp said insti
tute during the Fiscal Years 1947-48 and 1948-49.

116

APPENDIX B

QUARTERLY
^ BULLETIN

Institute of

TRANSPORTATION and
TRAFFIC ENGINEERING

University of California

Volume 1

BERKELEY, CALIFORNIA, DECEMBER, 1948

Number 1

Advisory Group

• policy committee meetings held

Two MEETINGS of llic Advisor) Commit
tee of the Institute of Transportation and
Traffic Engineering lia\e l>een held thus
far for the purpose of reviewing progress
to date and to plan close cooperation
between the Institute and public and
private agencies in the field of transpor
tation. The Committee, appointed by
President Robert Gordon Sproul of the
University of California, met first on the
Berkeley campus on October l'> and at the
U. C. I,. A. campus on November 19.

Dean M. P. O'Brien. Chairman, De
partment of Engineering. University of
California. Berkeley, presided at the two
meetings, which were marked by discus
sions conducted on many important and
interesting subjects and participated in
by members of the Committee and mem
bers of the staffs of both branches of the
University.

Formation of sub-coin in it lees to deter
mine long-range Institute policies on re
search, recruitment and traffic training:
reports on the progress of the current In-
Service and academic educational pro
grams, dissertations on the existing and
anticipated traffic instrumentation devel
opments, discussions on means of aiding
instructors of California secondary
schools in leaching students how to oper
ate motor vehicles as they are now
charged under a new state law, approval
of a pattern for the newly created Califor
nia road conference sponsored by the
Institute— these and numerous other re
lated subjects were developed at length
by those in attendance.
,. Particular attention was given to de
tails of the courses and seminars of the
Western Institute for Traffic Training,
scheduled for the Berkeley campus be
tween January 31 and February 11, 1949,

at which several hundred professional
persons in transportation are expected to
be in attendance.

The Committee members were given
detailed reports of progress made by the
Institute in its work at the two branches
of the University. Professor Mariner E.
Davis. Acting Director of the Institute,
related past and proposed activities at
Berkeley where administrative headquar
ters of the Institute are situated, and
where graduate and undergraduate in
structions leading to degrees in transpor
tation are offered, and where campus
facilities are available for research in
various fields of transportation. Profes
sor L. M. K. Boelter reported on develop
ments at the U. C. L. A. campus. There the
Institute program emphasizes the prob
lems of driver characteristics and safely.
The U. C. L. A. Institute staff has per
formed considerable research on the rela
tion of the vehicle driver to road opera-
lions and extensive additional investiga
tion is mapped for the future. In addition
lo engineers, the U. C. L. A. branch of
the Instilule has psychologists and physi
ologists on its staff.

The Institute of Transportation and
Traffic Engineering was established fol
lowing enactment of Senate Bill No. 1423
by the Legislature of the State of Cali
fornia in 1947. The Institute's express
purpose is to aid in development of Cali
fornia's state highway program, and
while the immediate objectives of the In
stitute relate to the development and im
provement of highways, the Act is broad
enough to permit ultimate attention to
other modes of transportation.
Continued on page 3

In-Service Training Is
Offered in Many Fields

An In-Service Training Program, de
signed to accommodate engineers al
ready engaged in work in transportation
fields, has been initiated by the Institute
of Transportation and Traffic Engineer
ing, and although the program was acti
vated only six months ago it has engen
dered genuine interest among those inter
ested in the establishment of a sound and
long-range education program outlined
to improve State, county and city trans
portation systems. Already more than
1.000 interested persons have atlended
conferences and classes staged by the
Institute.

Lectures, conferences, seminars, road
schools, short courses and full-term Ex
tension courses, conducted by engineers
and educators of outstanding abilities, are
among the media which are employed in
this program. The general public, too,
will benefit by the program in that the
public will be kept informed of operations
and developments in the transportation
world.

The Institute has completed several of
these In-Service Training classes. An ini
tial conference on "Highway Planning"
was held at the Los Angeles campus of the
University of California at which Roy E.
Jorgensen, Chief Engineer of the Con
necticut State Highway Department, was
the principal speaker. Mr. Jorgensen later
appeared at a public meeting held on the
Berkeley campus and discussed the timely
subject "Freeways and Super-Highways."

Instrumentation of the Stockton Test
Track by the United States Army Engi
neers was discussed by Robert Horonjeff,
of the San Francisco Office of the U. S.
Engineer Office, when he presented a mo
tion picture illustrating the construction
and operation of the Stockton project.

More than 240 practicing engineers en
rolled in a series of six three-hour weekly
lectures on "Design and Control of As-
Continued on page 2

117

College-Level Courses

Numerous new courses for transporta
tion and traffic engineering majors have
been inaugurated at the University of
California at Berkeley through the joint
efforts of the Institute of Transportation
and Traffic Engineering and the Division
of Civil Engineering.

The new courses include both graduate
and undergraduate studies and are de
signed to provide broad training and to
stimulate interest in the field of transpor
tation and traffic engineering.

Donald S. Berry, Assistant Director of
the Institute and Professor of Transporta
tion Engineering, is conducting a course
entitled "Traffic Engineering," which in
cludes the study of traffic characteristics
and related subjects, as well as traffic sur
veys and their analysis and interpretation.

Ralph A. Moyer, Professor of Civil En
gineering and Research Engineer in the
Institute of Transportation and Traffic
Engineering, is conducting a course en
titled "Highway Planning and Design."
for graduate and professional men. His
course covers criteria for planning of
highway systems and for highway design
and includes a study of economic factors
in the selection of routes.

Two courses in "Airphoto interpreta
tion" are being conducted b\ Cecil J. Van
Til, lecturer in the Institute of Transpor
tation and Traffic Engineering, for which
both graduates and undergraduate* are
eligible. Salient features of these courses
are studies of elementary photogram-
metry and airphoto interpretation and
their relation to transportation engineer
ing, soil formation and soil identification,
and kindred subjects.

Other additional courses will be added
in succeeding terms.

D. P. Krynine. Professor of Civil Engi
neering at Yale University, will offer
courses in soil mechanics during the
spring of 1949 on the Berkeley campus
and through the University Extension
Center in San Francisco. Professor Kry
nine is a recognized authority in this field
and a large enrollment is expected when
he conducts his courses. Additional de
tails on his lectures will be forthcoming.

Robert Horonjeff, of the U. S. Engineer
Office in San Francisco, will continue his
course in "Airport Planning and Design"
for graduate students with the course in
cluding location, planning and construc
tion of modern airports.

Expansion of these studies is antici
pated in plans being made for courses in
"Urban Transportation,""Regional Plan
ning," "Transportation Economics,"
"Highway Structures," "Highway Mate
rials," and others.

An over-all educational program for
both graduates and undergraduates has
been set up. This program is designed to
provide highly trained engineers in the
transportation and traffic engineering
fields. Suitable courses of study lead to
advance^ -..rofessional degrees.

The undergraduate program is ar
ranged to provide students with courses
which will enable them to enter the trans
portation and traffic engineering field
upon completion of requirements for a
B.S. degree. The first two years of the
courses will follow the same curricula
outlined for all engineers. During the last
two years of the courses, however, stu
dents in the transportation option will
undertake courses in "Highway Engineer
ing," "Railroad Engineering.'' "Elemen
tary Traffic Engineering," "Transporta
tion Economics," "Highway Materials"
laboratory, "Highway Bridge Design"
and "Reinforced Concrete Design." Dur
ing the four-year period 9 to 12 units will
be set aside for nonengineering studies.
The current Junior class is now entering
on this revised course of study in trans
portation option.

Considerable latitude is permissible in
the arrangement of a graduate program
so long as an appropriate objective and
suitable quality of work are assured. Sub
jects described earlier in this article will
be included in the graduate curricula. In
addition to regular classroom work the
Institute's policy will require 3 units of
graduate research for all candidates for
the Masters Degree.

Transportation Library

Development of a library on informa
tion on transportation is an Institute proj
ect. An adequate library is necessary to
support both the education and research
activities of the organization. The Insti
tute hopes, through the purchase of pub
lications and through gifts, to develop a
library which will serve as the West Coast
repository in the field. The Institute has
engaged a full-time librarian who is
charged with the duly of acquiring a
working collection of publications and
cataloging the acquisitions. Thus far
more than 660 books, pamphlets and
serials have been obtained.

Statistical Information

The Institute plans to perform a service
by cooperating with State-wide agencies
in the collection and summarization of
various statistical data showing the status
of highway conditions within the State.

In-Training Service

Continued from page 1

phaltic Mixtures" offered by the Institute*
beginning with last June 5. Vaughn Smitl^
of the California Research Corporation
conducted the first two lectures on asphalt
and the remaining four were conducted
by Francis N. Hveem, staff and research
engineer of the Materials and Research
Laboratory of the State of California, who
presented the theories and methods used
by the State in designing asphaltic pave
ments, and a dissertation on the behavior
of asphaltic mixes and their desirable
properties, a course offered through the
Department of Institutes of the University
Extension Division. A repeat session was
recently completed at the Los Angeles
campus with Fred Scott, of the Union Oil
Company, presenting the first two lec
tures, and Mr. Hveem the remaining four.
This asphaltic pavement course is next
scheduled for San Diego and then Fresno.

Plans for a "road school" of state-wide
interest is scheduled for January 31,
February 1 and 2, Berkeley campus. The
three days will be devoted to discussions
on topics of vital interest to those inter
ested in highway engineering, especially
administration and budgetary problems.
Sessions of special interest to county road
engineers and to engineers concerned
with urban transportation problems will
be offered.

Also planned is the first Western Insti
tute for Traffic Training, scheduled for
the Berkeley campus between January 31,
1949. and February 11, which will paral
lel the highly successful one conducted at
Northwestern University in July of this
year. The forthcoming traffic and training
program will include such courses as
"Driver Education and Training," "Traf
fic Engineering," "Accident Records and
Their Uses," "Pedestrian Protection,"
and many others.

Additional details on these forthcom
ing and other In-Service Training pro
grams will be distributed throughout the
State by the Institute of Transportation
and Traffic Engineering, with dates, de
scriptions of the subject material, lecture
locations and other pertinent data.

Quarterly Bulletin of the

INSTITUTE OF TRANSPORTATION

AND TRAFFIC ENGINEERING

A division of the Department of Engineer
ing of the University of California, estab
lished in accordance with an Act of the
Legislature of the State of California,
approved July 19, 1947.

PAT MAKTIN Editor

118

The Institute Staff

(Berkeley Campus)

HARMER E. DAVIS, acting director. Spe
cial field— construction materials.

DONALD S. BERRY, assistant director. Spe
cial field— highway traffic and safety.

RALPH A. MOVER, research engineer. Spe
cial field— highway design and highway
economics.

CECIL J. VAN TIL, lecturer. Special field-
airphoto interpretation and traffic.

FRED N. FINN, lecturer. Special field-
soils, and serves as administrative as
sistant and office engineer.

NORENE M. JORDAN, secretary, Berkeley
headquarters.

(Los Angeles Campus)

J. H. MATHEWSON, research engineer.
Special field— safety engineering and
serves as principal administrative en
gineer for the Institute on the Los An
geles campus.

D. L. GERLOUCH, assistant engineer. Spe
cial field— electronic instruments. De
velops devices for studies in traffic
characteristics and driver behavior.

G. N. BRITTLE, assistant engineer. Special
field — instrumentation and psycho-
physical studies of drivers.
JL. W. CATION, assistant psychologist.
Special field— psychophysical measure
ments and analysis of driver behavior.

Headquarters of the Berkeley office of
the Institute of Transportation and Traffic
Engineering is located at Room 201 ,
Building T-7, University of California.
Berkeley 4, California. Telephone ASh-
berry 3-6000, Extension 805.

The Los Angeles office of the Institute
is located at the College of Engineering.
University of California at Los Angeles,
Los Angeles 24, California. Telephone
BRadshaw 2-6161, Extension 538.

The staffs personnel is being chosen to
undertake, as quickly as possible, an at
tack on the pressing engineering prob
lems in transportation and to aid the
highway development program insofar as
a University can contribute to that ob
jective.

Harmer E. Davis, Professor of Civil
Engineering on the Berkeley campus, has
specialized in the fields of concrete, soils,
and other engineering materials and is
the author of numerous books and articles
on these subjects. He has been an active
member of many professional and honor
ary organizations, including the Ameri-
^an Society of Civil Engineers, American
Society for Testing Materials, Association
of Asphalt Paving Technologists, and the
American Concrete Institute. In the latter
organization, he was awarded the Wason

Medal for the most meritorious paper pre
sented at its 1931 convention.

Donald S. Berry, for the past five years
Director of the Traffic and Transportation
Division of the National Safety Council,
is a Professor of Transportation Engi
neering. He received his Doctorate in
Civil Engineering from the University of
Michigan and has published extensively
in the fields of traffic, accidents, and
safety. He has served on numerous na
tional committees for traffic training, con
trol, and education, and is a member of
the Society of Automotive Engineers, In
stitute of Traffic Engineers, and other pro
fessional organizations.

Ralph A. Moyer was formerly Research
Professor of Civil Engineering at Iowa
State College and for the past 20 years
has won wide recognition for his highway
engineering research studies and is an
outstanding authority on the economics
of motor vehicle operation. He is the
author of numerous publications in his
field and is the recipient of several awards
for his services.

Cecil J. Van Til comes from Purdue
University where he received his Master's
Degree in Civil Engineering this year.

Fred N. Finn, formerly connected with
the soils laboratory of the Southern Cali
fornia Edison Company, has been a grad
uate student in soil mechanics on the
Berkeley campus for the past year.

J. H. Mathewson graduated from the
University of Michigan in 1931 with the
degree of B.S. in Civil Engineering and
received the M.S. degree in engineering
in 1938. He has had experience in teach
ing, construction and communications.
During the war he served first with the
U. S. Air Force as regional safety con
sultant for twelve western states and as
chief safety engineer at the headquarters
in Washington, D.C., and later as a com
missioned officer in the U. S. Navy. He
has published a number of papers and
articles on accident prevention and is a
member of the American Society of Safety
Engineers and the Southern California
Industrial Safety Society.

W. LeRoy Cation received a B.S. de
gree in 1936 and an M.S. degree in 1939
from Iowa State College. During the war
he served as assistant communications of
ficer aboard a destroyer escort in the
Southwest Pacific Area and later as as
sistant administrative 'officer in the Bu
reau of Aeronautics. His civilian experi
ence has been largely gained in the field
of personnel and occupational research in
government and industry. He is a mem
ber of the American Psychological As
sociation.

Advisory Group

Continued from page 1

The Committee consists of specialists
in engineering, contracting, legislation,
planning, traffic enforcement, adminis
tration, safety, mass transit, municipal
and county administration, air transport,
utilities, and other fields intimately asso
ciated with all phases of transportation.
It was created to guide the development
of the Institute's program and the Com
mittee will meet periodically.

Members of the Committee include
FREDERIC L. ALEXANDER, General Man
ager, County Supervisors Association of
California ; WALLACE W. Boccs, County
Surveyor and Road Commissioner, Ala-
meda County; WARREN K. BROWN, Di
rector of Transportation, California Pub
lic Utilities Commission; EARL F. CAMP
BELL, Director, Western Region, National
Safety Council; WARREN E. CAREY, Di
rector, California Aeronautical Commis
sion; FELIX CHAPPELLET, Chairman,
Freeways Sub-committee of the Metro
politan Traffic and Transit Committee,
Los Angeles Chamber of Commerce.

ROY W. CRUM, Director, The Highway
Research Board; R. M. GILLIS, Assistant
State Highway Engineer, State of Cali
fornia; RICHARD GRAVES, Executive Di
rector, League of California Cities; J. E.
HAVENNER, Public Safety Department,
Southern California Automobile Associa
tion; Dr. LAWRENCE I. HEWES, Chief,
Western Headquarters. United States
Public Roads Administration.

CHARLES LYON, Legislative Represent
ative, The Trucking Industry, Inc.; J. 0.
MATTSON, Automotive Safety Founda
tion; EDWIN MOORE, California Automo
bile Association; CLIFFORD E. PETERSON,
Commissioner, California Highway Pa
trol; J. L. SPRINGER, Western Highway
Institute; RALPH G. WADSWORTH, City
Engineer, San Francisco.

Gordon N. Brittle received his B.S.
degree in mechanical engineering from
the University of California in June of
1943. Upon graduation he received his
commission in the U. S. Navy and subse
quently spent a year aboard an aircraft
carrier and a year and a half in the sub
marine service. Prior to coming to
U. C. L. A. he was with Douglas Aircraft
as an air conditioning engineer.

Daniel L. Gerlougn received the B.S.
degree from the California Institute of
Technology in 1937 and the M.S. degree
from the University of California in 1948.
He has held engineering positions with
several concerns in the Los Angeles area.
Subsequent to an assignment as a lecturer
in engineering during the summer of
1948 he was appointed to the staff of the
Institute.

119

Institute Program to Aid
County, City Road /Officials

As a part of its program to aid in the
several phases of street and highway de
velopment throughout the state, the In
stitute on Transportation and Traffic En
gineering has been giving considerable
attention to ways and means for aiding
the counties and cities on technical mat
ters concerned with their road and street
development.

As one step in this program, Harmer E.
Davis, Acting Director of the Institute,
has, over the past several months, been
visiting county road commissioners and
city engineers to discuss their local types
of problems and to determine where the
Institute can help in solving these prob
lems.

To provide a means for city and county
engineers to assemble for discussion and
advice on problems which have arisen
since the new Collier-Burns Act has been
placed into effect, a three-day "California
Institute on Street and Highway Prob
lems" is scheduled for January 31 and
February 1 and 2, 1949, in Berkeley. Here
it is expected that city and county engi
neers will be able to find answers to some
of their questions concerned with admin
istration, reporting and budgeting, as
well as on technical affairs. This will be
the State of California's own "Road
School," and has great possibilities in the
way of serving as a clearing house for
questions which inevitably arise when a
state undertakes a progressive road de
velopment program. Included also in the
Road School program will be conferences
and discussions on some of the headaches
which confront the engineers in the ur
banized areas, such as traffic congestion.
As another step, the Institute has been
offering In-Service Training courses
aimed at bringing engineers in the various
city and county road departments up-to-
date on developments in road construc
tion. A short course on asphalts and
asphaltic mixtures for pavement con
struction has already been offered in the
Bay Area and the Los Angeles Area, and
is scheduled for the San Diego Area in
January, in the Fresno Area in February,
and later in the extreme northern portions
of the state. A short course on concrete
mixtures and their control as applied to
pavements and highway structures will be
scheduled around the state somewhat
similar to that for the asphalt course. In
preparation is a short course on sub-
grades and base materials.

The Institute also will serve as a source
of trained young engineers, and will fur-,
ther aid city and county highway develop
ment by means of the results of research
and the dissemination of up-to-date infor
mation.

Calendar of Events

Numerous courses are on the calendar of '
events under sponsorship of the Institute of
Transportation and Traffic Engineering and the
Extension Division of the University of Cali
fornia. Those scheduled for the near future in
clude:

Special Institute and
Short Courses

WESTERN INSTITUTE FOR TRAFFIC TRAINING,
sponsored by the Institute of Transportation and
Traffic Engineering, the University Extension
Division of the University of California, and
the National Committee for Traffic Training, on
the Berkeley campus.

Peace Office Traffic Training. . . Jan. 31-Feb. 11
Accident Records and Their Uses Feb. 7-11

Chemical Tests to Determine Intoxica
tion Feb. 7-11

Fleet Supervisor Training for Motor
Vehicle Accident Prevention Feb. 7-11

Pedestrian Protection Feb. 7-11

Traffic Engineering Feb. 7-11

Seminar on Public Sup|»ort Program

Planning Feb. 9-11

Tuition for the alx>ve courses is $20 for one-
week courses, $35 for the two-week course, $5
for seminar, and an additional fee for the
"Chemical Tests to Determine Intoxication"
course. For information regarding registration
and housing write to Helen V. Hammarberg.
Registrar, University Extension, University of
California, Berkeley 4, California.

Oilier Courses and Conferences to be Presented
in Conjuclion with the Institute Include:

Fleet Supervisor Training, Los Angeles
campus Feb. 14-18

Conference for Traffic Court Judges

and Prosecutors: Berkeley campus. .Feb. 7-11

CALIFORNIA INSTITUTE OM STHUKT AND HIGH
WAY PROBLEMS. January 31, February 1 and 2,
Berkeley campus.

SHORT COURSE ON "DESIGN AND CONTROL OF
CONCRETE MIXTURES," with reference to pave
ments and highway structures. L. Rothgerry, In
structor. Six Saturday mornings beginning Jan
uary 15, Berkeley campus.

Seminars

Graduate seminars scheduled for the spring
term on the Berkeley campus, beginning Febru
ary 14.

" TRAFFIC ENGINEERING: OPERATIONS. Course-
Transportation Engineering 298. Donald S.
Berry, Instructor. Mondays and Wednesday,
7:30p.m.-9pjn-

HIGHWAY LOCATION AND DESIGN. Course-
Transportation Engineering 298. Ralph A.
Moyer, Instructor. Tuesdays and Thursdays,
7:30 p.m.-9 pan.

AIRPHOTO INTERPRETATION.
portation Engineering 298. Cecil J. Van Til, tl.
stnictor. Mondays and Wednesdays, 7:30 p.m.-
9p.m.

DESIGN AND CONTROL OF ASPHALTIC MIX
TURES. B. A. Vallerga and A. Olitt, Instructors.
Wednesdays, 2 p.m.-4 p.m., and lab period.

Engineers with experience in these fields are
invited to attend as auditors.

University Extension Courses of
Interest to Transportation Engineers

APPLICATION OF ENGINEERING ECONOMICS. T.
J. Canty, Instructor. Begins January 14— Oak
land Extension Center.

AIRPHOTO INTERPRETATION. Cecil J. Van Til,
Instructor. Begins February 8— San Francisco
Extension Center.

ADVANCED SOIL WITH APPLICATION TO HIGH
WAY ENGINEERING PROBLEMS. D. P. Krynine,
Instructor. Begins February 10-San Francisco
Extension Center.

ELEMENTARY SOIL MECHANICS. B. A. Vallerga,
Instructor. Begins February 21-Oakland Exten
sion Center.

TECHNICAL REPORT WRITING. A. E. Edsirom,
Instructor. Begins March 1— San Francisco Ex
tension Center.

OTHER COURSES of interest to civil an, I higlU
way engineers will be offered during the spring"
term through the Engineering Extension Divi
sion of the University. Information regarding
these courses may be obtained at any Extension
Division office.

Institute Publications

Issue of two types of publications is a
proposed goal of the Institute. One, a
quarterly publication of which this is the
first edition, will provide a means for
making announcements, broadcasting
plans and policy, and recapitulation of
progress. The second is envisioned as a
technical bulletin series which would pro
vide an outlet for research papers and
also serve as a means for disseminating
technical information for which there is
a need and a demand within the Stale.

Summer Institutes Planned

Plans now are being made for a series
of courses to be held during the first two
weeks of August. Three courses will deal
with driver education and training for
secondary schools and for representative^
of colleges and universities. An advance*!
course for motor vehicle fleet supervisors
is also being planned for the week of
August 8.

120

Scientists Work to Help Make
Highways Safer and More
Economical, Reduce Accidents

University of California's Institute of
Transportation and Traffic Engineering
Conducting Research on Many Problems

Laboratories at Richmond Field Station
have produced wealth of new information
whose effect is already to be seen along
highways and in other transport fields.

*Motorland, May/June 1957

APPENDIX C*

Are you a motorist struggling to
navigate today's traffic? Are you a
nedestrian with an interest in the
safety of yourself and others? Are
/ou a citizen anxious that the dol-
iars you pay in taxes shall produce
the maximum in road, street, or air
port construction? Are you a sub
urbanite dependent on rapid transit
to get to and from work? Then you'll
be glad to know that there's a whole
corps of scientists in the Institute of
Transportation and Traffic Engi
neering of the University of Califor
nia who are working hard to find the
answers to your problems.

Whatever American transporta
tion may be like in the future — and
it is certain that the next few years
will bring many changes, particu
larly in highway transport — many
of the improvements will be based on
the work of this Institute. In fact, its
influence is already felt in the design
of safer and more economical high
ways and in improved methods of
handling traffic and in means of pre
venting accidents.

Some of these effects have come
about through new facts uncovered
by new techniques developed by the
Institute through its studies and
some have resulted from field appli
cation of ideas gained by engineer
ing personnel of cities, counties, the
state and even other states and some
foreign countries who have gradu
ated from the Institute or have par
ticipated in its short courses.

The Institute of Transportation
and Traffic Engineering now has
graduates active in both traffic and
engineering operations of the State
Division of Highways, of many Cali
fornia counties and cities, in the
United States Bureau of Public
Roads, and in the engineering de
partments of a number of univer
sities across the country.

While much of the Institute's
work is not apparent to the motoring
public, other portions are evident if
one knows where to look for them.
An example is in improved lighting
at various points. Another example
is seen on signs which give warnings
of turnoffs from freeways; formerly
two or even three destinations might
be given on these signs with only
the distinction of arrows to indicate
which route to take; now destina
tions on the main and turnoff roads
are separated by a line. The Insti
tute found that addition of these
lines greatly reduced the mistakes
drivers made in taking or ignoring
the turnoff.

In its laboratories and shops at
the Engineering Field Station, Rich
mond, and on the campuses of the
University of California at Berkeley
and Los Angeles, the staff and stu-

MOTORLAND . CSAA

121

Inferior turfttct contrtle.

Skul-retntMHl contrtlt.

Ski4-rtiitt**t uphill.

Slipperiness of different types of highway surfaces was shown graphically by
Institute of Transportation and Traffic Engineering study. Skid-resistance of
surfaces shown at bottom was three to four times that of surfaces at the top.

should be composed of men out
standing in their own particular
fields, but also with a broad, com
prehensive, understanding view of
the entire transportation field.

Thus, faculty members teach
courses in their specialties and work
together in committees or project
groups for particular items of re
search, each member contributing
his special knowledge but all, at the
same time, keeping in mind the
place of the project in the overall
transportation picture.

The Institute works in several
ways. Its staff provides the instruc-
1 tors for undergraduate classes open
to students in the University of Cali
fornia Engineering Department dur
ing their junior and senior years.
These classes emphasize engineering

dents of this busy institution are
pursuing a multitude of studies and
research projects, some of immediate
consequence and some of long range
nature. The Institute is also carry
ing on a comprehensive program of
education devoted to formal college
work, with emphasis on graduate
study, and to spreading new infor
mation about roads and streets, air
ports, traffic and what makes auto
mobile drivers act the way they do.

All this came about largely
through the late Senator George
Hatfield, who was a strong and pro
gressive leader in the California
Legislature for many years.

As part of his work on the historic
Collier-Burns Highway Committee
in 1945-46-47, Senator Hatfield was
greatly impressed with the serious
ness and magnitude of the street and
highway problems which California
would be obliged to resolve in the
years ahead. In a statement in 1947
he said :

"The time has come when we
ought to provide the most intelligent
approach we are capable of develop
ing to our traffic problems. Califor
nia needs — and must have — ade
quate scientific and research facili
ties to cope with these ever increas
ing difficulties."

Conferences were held with Presi
dent Robert Gordon Sproul of the
University of California and the
University's Dean of Engineering,
Mr. M. P. O'Brien, who showed con
siderable interest in the proposal.
Your California State Automobile
Association and the Automobile
Club of Southern California sup
ported the idea and, with the back
ing of Senators Randolph Collier
and Arthur Breed, Assemblyman

Michael Burns and other leaders,
legislation was enacted creating the
Institute of Transportation and
Traffic Engineering.

The language of the special act
creating the Institute was broad
enough to permit it to act in any
field of transportation — ground, air
or water-borne — including rapid
transit.

Merely to create a legal entity
such as the Institute, however, was
not enough. It had also to be or
ganized, staffed and equipped, and
before any of these could be done it
was necessary to formulate a pro
gram. In this, resort was had to the
counsel of an Advisory Committee
of some 20 representatives of public
and private organizations having re
sponsible interest in transportation
and traffic matters. To head the
operation, the University selected
Professor Harmer E. Davis, a mem
ber of the Engineering faculty on
the Berkeley campus, who inciden
tally, was recently elected a director
of your California State Automobile
Association. Professor Davis has
had a distinguished career in engi
neering education and research, cur
rently heads the Department of
Civil Engineering at the University
and for twelve years was responsible
for the organized research activities
of the University's Engineering Ma
terials Laboratory.

In organizing the Institute's fac
ulty and research staff, two consid
erations were involved:

1. It was recognized that a large
amount of research would have to be
done, including work of a fundamen
tal and long range nature in several
highly specialized fields.

2. It was determined that the staff

Here's what happens when an
automobile hits a solid object at
40 miles per hour. Super-fast
camera recorded effects on
dummies and upon all parts
of the car.

subjects having special application
to transportation, such as highway
engineering, traffic engineering, rail
road engineering, and transporta
tion economics.

The Institute conducts post-gradu
ate classes and seminars, open to
engineering graduates in highway
planning and economics, transporta
tion statistics, airport planning and
design, advanced highway and traffic
engineering, and finance and admin
istration. Many of these classes are
held in the late afternoon or evening,
so that they may be attended by
graduate engineers already working
at their profession.

It also carries on an extensive pro
gram of publication, making quickly
available the results of studies and
researches.

And, what currently is making the
most noticeable impact on Califor
nia road and highway construction
are its conferences and short courses
for city engineers, county road com
missioners, state highway engineers,
officials in charge of traffic matters,

MOTOHLAND

CSAA

and others concerned with transpor
tation. These meetings have been of
great value to local officials and en
gineers and reach annually about
3,000 individuals.

The chief of these affairs is the
California Street and Highway Con
ference, held annually, alternately
at Los Angeles and at Berkeley. This
is a three-day event. Programs for
these conferences are prepared from
recommendations made by a large
Advisory Committee, which repre
sents all phases of street and high
way design, construction and use,
including your California State Au
tomobile Association. A typical re
cent program, for example, included
discussions and papers on legislative
views of the highway situation, elec
tronic weighing of vehicles, an in-

122

operation of various means of trans
portation, or working in the traffic
field.

The work of the Institute has been
divided between the Berkeley and
Los Angeles campuses, the former
emphasizing the planning, economic
and physical design aspects of the
transportation problem and the Los
Angeles campus group concerning
itself more with the human factors
involved — the behavior of drivers,
the effect on drivers of such controls
as signals, signs and markings, and
the impact forces caused by crashes.
To this end the Los Angeles staff
of the Institute includes specialists
in psychology and physiology as
well as in engineering.

The Institute has laboratories at
the Engineering Field Station at

tionships on a freeway were uncov
ered, all of which are useful in de
termining how many vehicles a
given road can carry safely.

Studies have been made of the
strains and impacts on drivers and
passengers resulting from a crash.
Valuable information has also been
developed on the extent to which
tinted windshields affect visibility,
on the density of smoke on the high
way — an important matter for traffic
officers — on highway lighting, high
way noise, right of way, drainage,
design of airport taxiways, toll
roads, and planning for heliports.

One of the most valuable features
of the Institute is its library, to
which your Automobile Association
has contributed several items. This
is certainly the foremost highway

Instruments installed in the car,
linked to electric recorders in a second
vehicle, give a "play by play"
account of crash.

struction manual for a street or road
department, pavement markings,
noise measurements, public parking,
the manpower shortage and others,
each presented by an authority or
group of authorities. These confer
ences are attended by transportation
men in all levels of government and
in other related transportation
fields.

There have also been conferences
on such matters as airport financing,
fundamentals of traffic engineering,
fundamentals of traffic police service
and the training of motor vehicle
fleet supervisors.

Besides all this, the Institute
makes available, through the Exten
sion Division, courses which may be
taken either for credit or merely for
advancement of the student's pro
fessional knowledge.

All these courses are arranged to
meet the needs of the prospective
student. To determine what these
needs are, faculty members are in
constant contact with the men doing
the actual design, construction and

Richmond for the study of highway
structures, the testing of automotive
devices, the design of highway and
airport illumination systems, and
research in bituminous mixtures and
soils. This last has been especially
valuable, inasmuch as the durability
of a road, airport runway or taxiway
is closely related to the nature of the
soil on which it rests.

As part of its work, the Institute
developed instruments and methods
of determining the density of soils
and their moisture content by radio
activity, without removing any of
the soil. These were used in impor
tant work at San Francisco Airport.

The Institute has also developed
methods and devices for measuring
the smooth riding quality and skid-
resistance of road surfaces.

Sometimes a test or study in one
field will reveal facts highly impor
tant in another. For instance, in
making a study of the effect of signs
reading "Slow Vehicles Keep
Right," fundamental information on
speed, headway and volume rela-

transportation library in the western
states and one of the best in the
United States. This library now con
sists of about 6,000 monographs,
printed reports and bound volumes
of scientific societies' proceedings,
and 680 serial publications. All these
are catalogued so efficiently and in
such detail that even a novice can
find, almost at a glance, everything
in the library relating to a particular
subject.

Besides this, the library issues,
for Institute students and other in
terested persons, lists of recently
published articles •- and reports on
transportation topics. Such lists
may include as many as 200 items.

Each year the library issues a list
of reports, articles and monographs
prepared by the students and fac
ulty, alone or in collaboration with
engineers in state or federal service,
or research sections of private enter
prise. The 1955-56 list contains 68
items, which is again evidence that
the Institute loses no time in passing
on the new facts it gains.

MAY

JUNE, 1957

123

Men and Jobs

APPENDIX D

University of California's Harmer Davis (center) and a staff of specialists are curing ills in ...

Transportation: A Challenge for ITTE

Not long ago— on ;i Los Angeles test
site— a remotely-controlled vehicle with
sn instrumented dummy in the driver's
seat was crashed into a rigid obstacle
to gage effects of collisions. Some 400
miles away, in Bcrkclev, a truck
equipped with different types of muf
flers was measuring highway noise.

Behind both studies is the trail-blaz
ing Institute of Transportation and
Traffic Engineering, which operates
within the University of California's
departments of engineering at Berkeley
and Los Angeles. And, in turn, behind
the Institute's growing record of state
wide service is a team of men, headed
by Harmer E. Davis as ITTE director.

Under the watchful eye of I farmer
Davis, ITTE is carrying out a man-si/cd
mission— education and research re
lated to design, construction, opera
tion and maintenance of highways, air
ports and allied facilities for public
transportation. It also shoulders added
responsibility of interrelated problems
dealing with traffic control, highway
safety and design.

ITTE can take credit for curing many
transportation ills in a state where traf
fic tends to be fin-to-fender. Yet it is
harely 10 years old.

Back in 1947 mounting transporta
tion problems in tourist-trodden Cali
fornia produced a period of near-crisis.
It was then that state legislators-decid

strong

medicine was needed-
pushed through laws aimed to act as a
tonic to transportation. One of these
set up I'lTE, set aside Si 50,000 for
first-year functions.

This was where Harmer Davis came
in. A professor of civil engineering at
Berkeley, he had logged up 1 8 years
research experience in the University's
engineering materials laboratory. When
ITTE opened shop early in 1948, he-
was asked to help with its develop
ment. The assignment was supposed to
l>c a temporary one As one college
colleague puts it: "Originally, the Uni
versity wanted someone with a 'name'
to head I'lTE. But Harmer did such
r.n outstanding job that it kept him on."

Harmer Davis, cloaked in classroom
and laboratory atmosphere, wasn't cer
tain he would like the new post. "It
meant shifting from physical research—
where you can come up with answers
you can put your teeth into— to dealing
with people and organization." But to
day he concedes: "There was never a
dull moment, and here 1 am."

The teacher-researcher turned out to
be an affable, able administrator. But
he is the first to point out that ITTE's
deeds have been due not only to work
ers within the Institute, but to people
outside as well.

For example, there's the advisory
committee— some 20 University ap-

pointees representing a cross-section of
\kwpoints in transportation. Besides
helping to guide ITTE undertakings,
these experts add practical know-how to
tescarch and extension projects. But
their special forte, perhaps, has been
to keep open lines of communication
with other researchers and the field of
operations.

Administration of the Institute is
handled through engineering depart
ments on lx)th campuses. At Berkeley, n
Division of Transportation Engineering
—set up parallel to other engineering
divisions— directs course work. At Los
Angeles, transportation, like other en
gineering subjects, is incorporated in
the unified engineering curriculum.

DTK management is in the hands of
;iii executive committee uniting the di
rector, two assistant directors (Norman
Kennedy at Berkeley, J. H. Mathewson
at Los Angeles) plus M. P. O'Brien,
clean of the college of engineering at
Berkeley, and L.M.K. Boelter, dean of
the college of engineering at Los
Angeles. This policy-making quintet
also takes on the task of supervising
monetary matters. (ITTE, bankrolled
by the University budget, has an an
nual i fund of over $400,000.)

ITTE is not an unwieldy organiza
tion. It's staffed by some 25 specialists
—8 of them on the southern campus-
plus about the same number of general

ENGINEERING NEWS-RECORD • June 12. 1958

124

Men and Jobs

assistants. Most of the specialists shuttle
between teaching and research (Ilanncr
Davis himself primes students in soil
mechanics and foundations, group and
individual studies and research in
transportation). And several are engaged
jointly by the Institute and other en
gineering divisions, with the latter foot
ing a share of their salaries.

From its infancy, I'lTI1'. had to face
up to a blunt fact: Transportation takes
in so many branches that no one is
likely to be posted on all. So, says
1 farmer Davis, it seemed logical to de
sign the scheme of technical operations
around a small team of individuals—
"each a specialist in some important
segment of the field, yet having an ap
preciation of over-all aspects."

His philosophy goes farther: "If you
want to develop individual thinkers,
you have to give talented people full
rein. In their functions of teaching and
research, universities aren't line organ
izations. So to the utmost extent pos
sible, we in ITTE work by what you
might call 'cooperative individualism'."

• The educator emerges-Harmer Davis'
choice of career was not merely a mat
ter of chance. "Dad was a builder, so
it's in my blood." And it was the in
fluence of construction in the early
Twenties that moved the Davis family
from Rochester, N. Y. (where Harmer
was born 52 years ago), to California,
where the post World War I building
boom was in full swing.

When it came time for college, the
builder's son picked architecture for his
field of study. But he shifted to civil
engineering— "I seemed to be more at
home there"— and it was in this field
that he received his B.S. degree (with
highest honors and as a Phi Beta Kappa)
at Berkeley in 192H.

After gradual ion, he looked around
to see where lie could grab a foothold
in structural engineering. But Ray
mond E. Davis— no relation, but a
famed and familiar figure on the Berke
ley campus in his role as civil engineer
ing professor and director of the engi
neering materials laboratory— talked him
into staying on to do graduate work.

From then on the young engineer's
interest began to swing to research.
And from 1928 to 1950-while work
ing toward an M.S. in civil engineering
—he served as an assistant in the Uni
versity's testing lab.

After collecting his master's, he again
was about to head out into the field.
But this time he was persuaded to take
an instructors!) ip. Soon afterward the
depression began, bringing in public
works and a boom in research of mate
rials and structures. And for the next
1 5 years— as research engineer in the

SHORT COURSES, such as this one in
traffic engineering fundamentals, arc one
phase of ITTE extension program that at
tracts an annual enrollment of over 3,000.

University lab-he was kept busy with
the painstaking process of research in
materials and structures, including many
problems connected with highways.

Today, the research bug is still in
Manner' Davis' blood. But ITTE duties
mean that he must lend a hand to on-
campus education and extension serv
ices as well as research.

• On-campus education— The Institute's
college-level program, as explained by
Director Davis, has three objectives:

• To furnish competent instruction
in undergraduate courses involving
tia importation engineering.

• To establish a graduate program
of transportation engineering tor pro
fessional education of advanced engi
neering students.

• To provide, through the graduate
program, for development of a few se
lected graduates with a broad outlook
on transportation problems.

ITTE looks upon transportation to
day as an unprecedented challenge.
And so— anticipating an emerging need
for engineers with an over-all grasp of
transportation puzzles— it offers oppor
tunities at both campuses for taking up
transportation and traffic engineering
as part of a general engineering educa
tion. Berkeley undergraduates may stress
transportation in their last two years of
civil engineering; choose such subjects
as highway, railroad and traffic engi
neering; route surveying; economics of
location; transportation economics.

Graduate students at both University
sites can continue engineering educa

tion with a broad scope of studies i
transportation and traffic. Los Angelc
emphasizes human factors, motor veh
cle collision characteristics, traffic flov
simulation, analysis and programming
of transportation data on high-spec'
computers. Berkeley accents plannin,
and design of highway and air transpor
facilities (including materials and strut
tares); engineering administration, ecc
nomics and finance; street and highwa
illumination. Both give attention t<
transportation theory, traffic engineei
ing and traffic safety.

At each campus, highlights of othe
departments are tucked into ITTE'
graduate program. These include cit1
and regional planning, statistics, ecc
nomics, psychology and public adminis
tration.

Harmer Davis interprets ITTE's at
titude on specialization this way:

"We feel that we are preparing youn
men for a lifetime career. We don't be
licve that they usually know exactl
what niche they may later fit into, s
we tend to design a rather broad prc
gram so far as those first few years ar
concerned. A result is that the amoun
of specialization that we can give a
the undergraduate level is relative!
small. We feel that undergraduate
must be well rounded in physics, chem
istry and mathematics, and that sucl'
emphasis as is possible be in subject)
fundamental to a broad area— such a>
materials and hydraulics for those point]
ing toward civil engineering."

Thus he favors a fairly broad four
year engineering foundation, leaving
the student to pick his specialty late
on. "Often such a choice can be bette
made when a man shows promise o
rapid progress as a result of experieno
in the field. He is then more mature1
knows what questions he wants an«
swered, and generally is more dispose!
toward absorbing advanced professiona
training."

A case history of one ITTE grnduati
helps prove I farmer Davis' point. Afte;
getting his B.S. in CE and joining i
road department in the West, this engi
neer realized that lie wanted highwa)
work for a career. "But I didn't fee:
that the extent of highway training in
a normal CE degree had prepared me
sufficiently for the type of work I dw
sired to perform in the field."

So he enrolled at the Institute, olx
tained a Master of Engineering Degree
in transportation. Today— a design en
gineer with a top U. S. engineering firm
—he is a strong ITFE booster. "Its pro
gram already has advanced my career
considerably, both in position and finan
cially. The wide field of activities and
subjects in the Institute has given in-j
sight into many problems that men who.

June 12, 1958 • ENGINEERING NEWS-RECOR'

ON-CAMPUS EDUCATION carried out by ITTE features undergraduate offerings in
transportation engineering within the civil engineering curriculum, as well as graduate pro
grams designed to develop a broad outlook on transportation problems.

have been in the field for years have not
realized existed."

• Research projects-About half of
I'iTE's effort has gone into research.
And— recognizing that research ranges
fiom organized fact finding to solve a
problem at hand to forays into the un
known or pursuit of a theory-it tries
to channel main work near the middle
of the road. It excludes small problems,
but encourages some work out of which
new concepts may grow.

At present, about 30 projects arc
under way. Harmer Davis sorts them
into eight broad groups:

• Transportation theory— This is de
rived from mathematical and logical
analysis of traffic flow and long-distance
;;ir travel patterns. Work centers on
fundamentals and improving practical
techniques of travel forecasting.

• Economics and administration— Major
concerns arc long-range planning and
financing, principles of operations of
engineering organizations, and interrela
tions—both among modes of transporta
tion and organizations of various
jurisdiction. Special attention is being
given to urban matters, including resi
dent and commuter travel patterns.

• Airport planning— These projects deal
with geometric and structural features
of airports. Under contract with the
Airways Modernization Board, ITTE
is measuring turn-off speeds and deriv
ing high-speed exit taxiway designs for
a full range of military and civil aircraft.

• Highway planning— Typical project:
Measuring skid resistance and riding
quality on hundreds of road sections,
supporting an extensive study of pave
ment surface design.

• Traffic engineering— Studies cover
traffic flow and route capacity, criteria
for traffic controls, design of controls as

governed by driver reaction, and flow
simulation as a basis for systematic
area control.

• Human factors-Princip.il work deals
with physirtlogic.il aspects of collisions,
attitudes of multiple-offense vehicle
drivers, and development of .111 advanced
driver simulator for across-the-board
study of driver behavior.

• Vehicles— Collision research figures
here. too. A variety of studies deals with
traffic noise and visibility. Performance
tests are run on vehicle illumination
devices and safety belts (I'lTF, operates
the testing agencv for the California
Highway Patrol).

• Materials and structures— Behavior of
asphalt mixtures and soil characteris
tics under repeated loading is l>cing
investigated. Equipment has IXXMI de
veloped for field measurement of soil
moisture and density by radioactive
probes. Mobile strain-measuring equip
ment has been used to study stresses set
tip by dynamic loading of actual bridges.

Ilarmer Davis emphasizes that ITl'E
is trying to treat as wholes many things
I hat heretofore have been seen and
studied in pieces. For an example he
points out how problems associated
with driver behavior and vehicle opera
tion have been lumped together. Once
this is done, two broad ways of tackling
the combination lx:gin to look promis
ing:

• Develop letter understanding of
human beings in traffic situations— a
kind of "human engineering" approach.
Do people with certain attitudes be
come ti.iffic violators? Do fast drivers
have more accidents than slow ones?
Can some accidents be explained by
understanding the interaction of psycho
logical and geographical aspects of the
trip? What is the relationship of speed
in accidents to human survival? It was

126

Men and Jobs

RESEARCH ACTIVITIES, which :icc<mnt for about half of I'lTK's effort, currently are
Concentrated on some 30 projects. Lulx>ratory work ranges from basic research in soils
through studies of facilities and svstem operations to driver behavior.

1 to answer these questions that a sin. ill
I team boasting psychologists and st.it
i isticans as well as engineers was set
| rp on the southern campus. 1 Ins now
IMS evolved into the driving-simulator
• design group.

• Consider over-all characteristics of
! traffic movement— think of vehicles as
particles in streams of flow, to learn
what they tend to do under different
road conditions, and how as a mass thcv
respond to various controls. And this is
the tack taken in much of the traffic en
gineering research on both campuses.

• Extension program— "\\'c try to find
out what kind of information should be
summarized and interpreted for mcn-
on-thc-job." This is 1 farmer Dav is' ex
planation of the third major phase of
TTE activities— extension services.

Here ITTE's record speaks for itself:
Close to 3,000 Californians enroll
e.ich year in extension offshoots (50%
in conferences, -45/£ in short courses,
5% in credit courses).

Field work has been termed "the
key" to planning extension programs.
ITTE staffers don't sit back and wait
for suggestions— they buttonhole officials
in road agencies and other organizations
to find out what's needed as well as to
evaluate previous offerings. Staff mem
bers contend that onlv through close
contact with operating agencies and in
dividuals can ITTE subjects be adjusted
to actual needs and coordinated with
work of other groups.

• General services— "You may find this
one hard to document, savs Mariner
Davis, "but we feel th.it I'lTK per
forms an important public service bv
providing f.icts and neutral opinion at
tiie places wheic they are most usable.
S'alT members frequently are called
upon to advise legislative committees,
public officials and citi/ens' organi/^i-
tions on transportation matters. Such
provision of facts and unbiased appraisal
of problems can be a significant con
tribution to the making of public pol
icy."

I hen, too. both -to reinforce educa
tional procedures and to pass on re
search results. ITTE has set up a
publishing program. Through it, in
formation collected or developed by the
staff is made available to the field in a
variety of publications and in papers
delivered before meetings.

Ifarmcr Davis himself is responsible
fci a good portion of technical papers.
As far back as the 1931 convention of
the American Concrete Institute, he,
as co-author with Raymond Davis, re
ceived the Wason Medal for the most
meritorious paper presented. More re
cently, his subjects have ranged from
cements, soils and asphalts to highways
and transportation— and he is co-author
of books on portland cement concrete
and materials testing.

The ITTE head firmly believes that
real professional life is one of continu
ous education, and that an engineer
should be much more than a technician.

"His continuing education should be
aimed at development of the whole
man and enjoyment of the full life."

The engineer, he feels, must con
stantly strive toward as balanced a de
velopment as his capabilities will per
mit, along three lines:

• Technically-"We don't need to be
greatly concerned here. The engineer
generally desires to be more proficient

O , -,. , ,

technically.

• As a citizen— "From time to time we
hear (and forget!) exhortations voiced
in our engineering meetings that the
engineer should take greater interest in
public affairs."

• IntelkctuaHy-"We should not leave
to chance the development of our
powers of comprehending, judging and
reasoning with respect to the broad
problems that face us as a supposedly in
telligent segment of humanity. Let me
call attention to the possible frustrating
effect upon our intellectual life of over
emphasis on mere technical knowl-
edge."

What are some of the critical defi
ciencies in engineers?

ITTE's director feels that most of
them lie outside the engineering field-
perhaps in human relations, history,
economics. "But I am sure that one of
them is facility in the art of communi
cation. And an idea is no good unless
it is communicated."

He points out that engineers may ar
rive at sound conclusions and worthy
plans, but unless they can be interpreted
in terms the public can understand,
it is difficult to win acceptance. Com
munication, he says, is an art, a skill
that engineers sometimes reject as being
outside their scope of activities. "Yet
many a well-designed job cannot be
carried out because it lacks public sup
port. And the missing link is public
understanding."

Today— in a state where there arc
close to 7 million motor vehicles and
more than 3,000 annual traffic dcnths-
ITTE still has a big job ahead.

But Harmcr Davis, taking stock of
accomplishments as I'JTE rolls by the
milestones, is optimistic. He hopes that
the Institute will have at least two re
sults:

• By fostering, coordinating and
guiding study and research, it will de
velop new information and analytical
procedures that w ill add to the cconomv
and effectiveness of transportation.

• By stimulating interest in transpor
tation by its activities, as well as by
formal teaching, it will contribute its
share in development of future leaders
in the field— "leaders who we hope will
have broad vision and perspective as
well as a high order of technical com
petence."

kic\A/c_

. i,,«« 10

127 APPENDIX E

Harmer Davis Curriculum Vitae
(partial)

Scientific and Professional Societies - Active

American Automobile Association

Member, Board of Directors, 1963-rfr-

American Concrete Institute - Member
Director, 1949-51

General Chairman of National Convention, 1951
Committee on Plastic Flow of Concrete, 1930-38
Committee on Volume Changes and Plastic Flow in Concrete, 1938-53
Committee on Vibration of Concrete, 1938-52

Committee on Construction Joint Practice, 1941-53 (Chairman, 1947-53)
Committee on Fatigue of Concrete, 1947-56

American Public Works Association - Honorary Member

Board of Trustees of the Research Foundation, 1955-57

Chairman, Long-Range Planning Committee, 1963-64

Member, Board of Trustees of Education Foundation; Member, Bojrrd of Directors 1969-
American Road Builders Association

Vice President, Western Region, 1953-54

Member, Education Division, 1953-date

Director, Educational Division, 1961-64

American Society of Civil Engineers - Fellow

Special Committee on National Highway Program, 1954-55
Committee on National Highway Program, 1955-56
Technical Procedures Committee, 1956-57
Highway Division - Member

Executive Committee, Member, 1954-Oct. 1958

Vice- Chairman, 1955-56
Chairman, 1956-57

Committee on Highway Engineering Manpower, 1955 -date
Committee on Session Programs, 1956-57

AASHO-ASCE Highway Division Joint Committee, Co-Chairman, 1957-59
Member, Coordinating Committee on Transportation, 1960— date
Chairman, Committee on Highway Transportation Policy

Member, Board of Direction, 1960-1963

Member, Committee on Publications, 1960-63 (Chairman, 1962-63)
Member, Committee on Member Qualifications, 1960-1963 (Chairman 1962-63)
Member, Committee on Professional Conduct, 1960-63
Member, Special Committee on Code of Ethics, 1961-62

Chairman, Committee on Society Prizes, 1964
San Francisco Section, Member

Soil Mechanics and Foundations Committee, 1937-53

Division of Soil Mechanics. and Foundations, 1-953-date

Highway Division, 1953-date

Program Committee, 1951, 1953

Special Committee on Rapid Transit, 1956

Professional Objectives Committee, 1956-59

Vice President, 1956-58

President, 1959

Member, Building Code Committee, 1959

Member, Committee on Organization and Representation, 1959-date

128

American Society for Engineering Education - Member
Lamme Award Committee, 1946-50
Civil Engineering Division - Member

Committee on Foundations and Soil Mechanics, 1-947-50 (Chairman 1950)
Committee 4, Transportation, Member 1957-60

American Society for Testing and Materials - Member
Committee on Soils for Engineering Purposes, 1947-53
Committee on Road and Paving Materials, 1948-58

California State Automobile Association
Member, Board of Directors - 1956-date

California State Chamber of Commerce

Member, Statewide Highway Committee, 1952-date

Central Coast Highway Committee, 1949-59

Grade Crossing Study Committee, Chairman, 1950-1952

Engineers Joint Council

Member, National Transportation Policy Panel, 1959-date

Highway Research Board of the National Research Council

Executive Committee, Member, 1955-date; Vice Chairman 1957; Chairman, 1959
Committee on Highway Organization and Administration, Chairman 1950-59
Committee on Stress Distribution in Earth Masses, 1949-54
Project Advisory Committee for Study of Intergovernmental Relationships in

Highway Affairs, Chairman, 1951-53

Department of Economics , Finance and Administration, 1955-date
Ad Hoc Committee for Development Study of Urbanization in Relation to

Transportation, 1954-56
Committee on Urban Research, 1956-date
Member, Committee to Study the Organization and vVork Program of the

Department of Economics, Finance and Administration, 1958-60
Special Committee on Highway Research Priorities, 1958-61
Member, Division of Administrative, Management and Legal Studies, 1960-date
Member, National Advisory Committee for the AASHO Road Test, 1959
Technical Consultant to the Committee on Public Dissemination of Research

Findings, 1960
Chairman, Committee for the Award of the Roy \V. Crum Distinguished

Service Award, 1961

Institute of Traffic Engineers - Affiliate

Member, Special Committee to Review Scope and Purpose, 1969-71

International Road Federation

Member, Spanish Traffic Engineering Manual Committee, 1960-64
Member, Outstanding Fellowship Award Committee, 1962-64

129

National Research Council Q

Division of Engineering and Industrial Research, Member-at- Large, 196/-date
Member, Executive Committee, 1961-date

Society for the History of Technology - Member, 1962-date

Triaxial Institute (A voluntary association of research engineers of Western States
to develop more scientific methods of study of soils and bituminous materials. ),
Member - active, 1948-52

honorary, 1953-date

IVX^r ;A 130 APPENDIX F

t">'\rv /L. • / n -A —

f7«>.

p-?v-

\K V_x; Senate Concurrent Resolution No. 83

h£ ^

'•..

i:' '•' Introduced by Senators Collier, Alquist, Carrell,

}. • and Moscone

20, 1971

£•'•' .iff'*1**"*

j. . REFERRED TO COMMITTEE ON TRANSPORTATJflS?'7' <* nWkspoor,,,

"'"'<- S53K2*

t; ' ••

('. Senate Concurrent Resolution No. 83 — Relative to

j.. ••' the University of California.

LEGISLATIVE COUNSEL'S DIGEST

SCR 83, as introduced, Collier (Trans.). University of California.
( Declares legislative intent re Institute of Transportation and Traffic

Engineering at U.C., expressing the Legislature's concern as to desir-
f . ability of continuing existing programs and expanding scope and eu-

i .^_ larging responsibilities of the institute. Urges regents to make provi-

J. sions for the institute to undertake certain specified functions.

•': Fiscal Committee — Yes.

\- 1 WHEREAS, The Senate of the California Legislature, the

2 Assembly concurring, hereby finds and declares:

3 a. The Institute of Transportation and Traffic Engineering

4 was established at the University of California by the regents

5 in response to Chapter 1573, Statutes of 1947. At that time

6 there was great need for a formalized training and research
<: • 7 program to prepare personnel for greatly enlarged responsibil-

8 ities in transportation as a result of legislation enacted by the

9 Legislature.

10 b. The Institute of Transportation and Traffic Engineering

11 responded to the needs for training and research then ex-

12 pressed, and since that time scores of engineers have received

13 advanced degrees who are now actively engaged in transpor-

14 tation planning, engineering and management as employees

15 of the state, the counties, the cities, and as consultants in Cali-

16 fornia. Hundreds of engineers and other professionals have

17 taken short courses in transportation engineering and manage-

18 ment through extension offerings sponsored by the institute.

19 The institute provides virtually the only ongoing program of

20 continuing education for county engineers, and others in sim-
•• . 21 ilar positions, in transportation engineering, traffic safety, and

22 related matters.

131

SCR 83 — 2 —

1 c. Increasing understanding of relationships between trans-

2 portation and social, economic, and environmental factors as

3 well as recent developments with regard to rapid and mass • .<

4 transit programs call for new emphasis in research and train- . . ,

5 ing for engineering and management personnel engaged in

6 transportation. The Legislature finds it advisable, therefore,

7 to express its concern to the regents as to the desirability ;

8 not only of continuing existing programs but also of expand- j

9 ing the scope and enlarging the responsibilities of the Institute

10 of Transportation and Traffic Engineering, so that it may , ;,

11 respond to emerging and foreseeable needs for California in

12 the transportation field.

13 d. The enabling statute under which the institute was estab-

14 lished is sufficiently comprehensive to embrace the proposed

15 scope and responsibilities to which the Legislature desires to

16 direct attention explicitly ; now, therefore, be it

17 Resolved by the Senate of the State of California, the

18 Assembly thereof concurring, That the Regents of the Univer- . .;

19 sity of California are urged, to the extent they deem it appro-

20 priate, to make provision for the Institute of Transportation

21 and Traffic Engineering to:

22 (1) Cooperate in research and training with the State Busi-

23 ness and Transportation Agency and its departments and with '•;

24 other agencies charged with responsibility for the design, con-

25 struction, operation, and maintenance of highways, airports,

26 rapid and mass transit systems, and other related facilities for

27 public transportation. In addition to, but not to the exclusion

28 of, other appropriate subjects for research and study, the .(

29 institute shall give attention to (a) the interrelated problems ;

30 of highway design, traffic control, and highway safety, (b)

31 ground access to airports and harbors, (c) effective coordina-

32 tion of the several modes of transportation to achieve a bal-

33 anced public transportation system, and (d) interrelationships

34 between development and operation of transportation facilities

35 and the social, economic, and physical environment; and

36 (2) Cooperate with the state and local governmental agen-

37 cies, by the assignment of graduate students to cooperative

38 programs or by other appropriate means, in conjunction with

39 projects involving innovations in transportation to be recom-

40 mended by such agencies for consideration by the State Trans-

41 portation Board. Such projects shall include, but not be limited

42 to, expediting the application of knowledge in the biological,

43 physical, and social sciences to transportation systems, and

44 should include new combinations of existing technology to

45 serve multiple functions.

.^— 132 \ APPENDING

INSTITUTE OF TRANSPORTATION AND TRAFFIC ENGINEERING \ UNIVERSITY OF/^ALIFORNIA

JUNE 1973
Volume 14, No. 2

Quarterly Bulletin

Davis Retiring

Harmer E. Davis, director of ITTE
simv its founding 25 years ago, is retiring
from regular University service June 30.

Recognizing not only his leadership of
ITTE hut also his prior contributions to
teaching and research, the I niversity
Berkeley campus has presented him with
its highest honor, the Berkeley Citation.
"for distinguished achievement and nota
ble service."

His service to the transporlation field.
and ITTE accomplishments under his
leadership have In-cn recognized l>y the
Senate of the California Legislature.
through resolution of its Rules Committee.

"Under Professor Davis," the resolu
tion reads, "the Institute has provided
outstanding puhlic service and research
lor the Legislature and State agencies, the
cities and counties and special districts
of this State, as well as agencies of the
Federal Government."

It notes that "the Institute has sup-
|>orted the education of hundreds of grad
uate students in transportation engineer
ing programs, who are now practicing
throughout the world and has provided
professional instruction to thousands of
practicing engineers liy means of short
courses and conferences."

The resolution goes on to say, "Pro
fessor Davis has personally contributed
immeasurably to the solution of trans[>or-
tation problems through his nun- TOIIS
publications and his unstinted ser\ . <• in
leadership roles in many organizations."

When the Institute was formed, Davis
first faced the task of developing a new
kind of educational and research grou;>
from scratch. His task was a pioneering
one. He has maintained the pioneering
spirit throughout his directorship. His
current concerns have IK-CII with new
ways of analyzing and teaching multi-
modal and multi-disciplinary approaches
to transportation planning and design,
especially for urban transportation.

Davis's work at the University covers
- more than 4-0 years. Before assuming the
ITTE directorship he had won national
recognition for his research in construc
tion materials. Awards and honors have

Vol. 14, No. 2, June 1973

poured in all through his years as ITTE
director. In 1958-59 he served as chair
man of the Highway Research Board.

While going off the "active list." as
regulations (and time) demand. Davis
typically has a backlog of s|x-cial assign-
jnents. projects, and writings, all con-

HARMER E. DAVIS

ccrncd with the forefront of transporta
tion engineering, with which he will be
continuing without pause.

A successor as 1TTK director has not
yet Ix-cn designated.

Exercise in Teamwork

A fourth offering of the one-year pio
neering course called Multidisciplinary
Design has just lieen sucessfully com
pleted. The course description reads:
''Design of projects requiring participa
tion of several disciplines and design pro
fessions. Organization and conduct of
multidisciplinary design teams. Interac
tion with community decision-making
processes in establishing project goals,
social and environmental considerations."

With Professor Harmer E. Davis, civil
engineering, and Professor Michael Good
man, architecture, serving more as ad

visers than instructors, students largely
organi/c themselves and conduct a com
prehensive study of a selected locality.

This year's group consisted of 2-t stu
dents from architecture, business admin
istration, civil engineering (construction
and trans|H>rlalion I , environmental man
agement, geography, history, and social
welfare. The study area: Vallejo.

Coming Events Cast
Their Shadow . . .

A studied view of the character of street
and highway activity throughout Califor
nia through the remainder of the 70's has
been presented to California public works
officials by R. J. Datel, State Highway
Lnginccr.

Fundamental lo his view is the premise
that whatever kind of transportation sys
tems the public may decide are essential
in the long run. sweeping changes cannot
be effected overnight.

"Even assuming," he said, '"that the
people through their legislators decide to
change di rection as a result of the 1976
California Trans|K>rtation Plan, the long
lead time required to plan and build
other modes would bring us to the 1980's
before notable change could be effected. '

Dalel did not attempt to assess the ex-
lent of eventual modal shifts bill ad
dressed himself instead to realities in the
immediately forthcoming years when
"streets and highways will remain the
workhorse of the system."

Public Attitudes

He identified three current public atti
tudes toward streets and highways. One
view, and apparently the majority view,
is that we have no major transportation
problems. The second and third views say
we do have major problems, but the views
are opposed as to what the problems are.
The second view is that we should spend
much less on highways in order to help
solve other problems, especially environ
mental degradation. The third view is that
additional highway improvements are
badly needed.

As to the first, "no problems" view,
Dalel pointed out that one sure way to

vile a problem for tomorrow is to ignore
,day its possibility.

As to the second, "spend less" view, he
ferred to the provisions of Assembly
ill 69, which will lead to the California
ransportation Plan. This plan is to be
•oad in its consideration of issues and
ipacts, is to encompass all modes, and

to be built from extensive inputs, es-
>cially from the local levels.
New Approaches

As to the third, "more needed" view,
: noted the ever-growing project back-
g. the growing discrepancy between
:eds and dollars available to meet them.
rith no relief for this situation in sight,
• emphasized the importance of alter-
ite approaches to system improvement,
icluding:

More consideration of transportation
corridors.

More encouragement of the use of high-
occupancy vehicles.

More attention to traffic operational
techniques that will increase the capac
ity of existing facilities.
Extension of preferential treatment for
buses.

Emphasis on special tralfic improve
ment projects.

s to the application of these approaches,
? described the central idea as thinking
i terms of what is best for the overall
ghway system rather than what is the
>st project for a small piece of a par-
cular highway.

Looking Ahead

His summary pointed to a series of con-
tions that seem likely to hold through
e years immediately ahead:
Eunds will IK- inadequate to make the
improvements requested of the Highway-
Commission or to meet highway needs
as traditionally perceived by those re
sponsible for the State highway pro
gram.

Emphasis will lie on making the existing
highway system work better. Local
governments will have a more important
role in the traiisjwrlation decision-mak
ing process.

Valuation of environmental impacts re
sulting from transportation pro|>osals
will continue to be emphasized.
High-level involvement of the Federal
government in the State highway pro
gram will continue.

Datel presented these views at the 25th
alifornia Transportation and Public
rorks Conference, held in San Diego this
larch.

ew Deans

ERNEST S. KUH, professor of electrical
igineering, has l>een appointed Dean of
e College of Engineering at Berkeley,

133

effective Sept. 1. He recently served for
four years as chairman of the Department
of Electrical Engineering and Computer
Sciences. Before coming to Berkeley in
1956, he held research positions with the
Bell Telephone Laboratories.

ROBERT L. wiF.GEL, professor of civil en
gineering, is currently serving as Acting
Dean.

RUSSELL R. O'NEIL, professor of engi
neering systems, has been appointed Act
ing Dean of the School of Engineering
and Applied Science at Los Angeles.

<:HAU.\OEY STARR, who has l>een Dean
at Ix>s Angeles, is assuming the director
ship of the energy rest-arch center estab
lished by publicly and privately owned
electric utilities.

Graduates at Peak Level

Graduate enrollments in the Transpor
tation Engineering Division at Berkeley
averaged 195 students per quarter in the
year now closing. The Division includes
four specialties, in which approximate en
rollments were transportation 92, geotech-
nical 7(S. construction 19. and photogra-
nietry 6.

The Division total is at about the ceil
ing now set l>y quotas on graduate enroll
ments in the College of Engineering. The
Division total is expected to lie at aliout
the present level in the years immediately
ahead, bill some shifts among the six-dal
lies are anticipated.

In the transportation specialty, tin- fol
lowing students received degrees in fall
and winter (June degrees not yet avail
able) :

SF.PTF.MHF.R 1972

Piill.li' C. AGOSTIM. MS. (Entered from tlir
University of Cincinnati. Cincinnati. Ohio).

BIIIAN I.. AI.I.K.N. Ph.D.. Assistant Professor, Me-
Maslcr University. Hamilton. Onl.. Canada.

PK.DRO J. AMU KZA-.SAAYKMIA. MS, (Kntrml
from Universidad de los Andes. Meriila.
Venezuela).

AKTIII R T. BK.HCAN. Ph.D., University of Sas
katchewan, Saskatoon, Sask., Canada.

CK.KARII C. M. CI.IKKNS. Ph.D., eonsiillin;; en
gineers. (Caracas. Vene/uela.

I.M RK.NO: A. CHI VKR, MS. (Entered from Uni
versity of Santa Maria. Caracas. Venezuela).

AI.K.XANDKR R. HAMMOND, M.S. Federal Avia
tion Administration. Washington. D.C.

CIIAHI.K.S .1. Horn. MS. Federal Aviation Ad
ministration. Washington. D.C.

PAII. B. KATZ, MS. (Entered from Yale Uni
versity. New Haven, Connecticut) .

Ross J. LOWK. MS, U. S. Forest Service, San
Francisco. California.

JOK<; K. MKISK. MS, Batlelle-Institnt, K V.
Krankfiirl/Muin, Germany.

MAKVIN L. OI.SON. MS, Federal Aviation Ad
ministration. Washington. D.C.

MICIIALIS PK.III.IVAMDIS. MS, continuing study.

ROIIKRT J. ROCHE. MS, Federal Aviation Admin
istration. Washington, D.C.

RONAI.DO DK. ABRK.U SKRTA, MS, A/C Blnhms,
Rio iir Janeiro, Brazil.

MK.LVIN M. YOSHIKAMI, MS, (F.nterrd from
California State College Long Beach, Long
Beach, California).

DECEMBER 1972

ROBKRT M. SULLIVAN, ME, U. S. Forest Service,
Berkeley, California.

ALIIK.RTO BRUCK, MS, (Entered from the Uni
versity of Santa Maria, Caracas, Venezuela).

AVISHAI CEDK.R, MS, (Entered from Israel In
stitute of Technology, Haifa, Israel).

CKORCE W. ERIO. MS, (Entered from the Uni
versity of Illinois, Urbana, Illinois).

CKORIC I. ESCALANTK, MS, (Entered from Uni
versidad of Juarez Autonoma de Tabasco,
Villa Hermosa, Tabasco, Mexico.

MICHAEL P. FINNK.CAN, MS, Metropolitan
Transportation Commission, Berkeley, Cali
fornia.

IYACKIJDOY JKK.VANANTIIAM, Ph.D., University
of Singapore, Singapore.

ARTHUR J. NKGRKTTK, MS, (Entered from Cali
fornia Stale University Hayward, Hayward,
California).

NORIO OCAWA. MS, Dorokodan Shikenjo,
Tokyo, Japan.

KIIOSROW OVAICI, M.S., (Entered from Uniwr-
sily of Tehran, Tehran. Iran).

HANS J. PETK.RS, MS, Highway Engineer, In
ternational Bank for Reconstruction and De
velopment, Washington, D.C.

PK.TK.R WOM;, MS. (Entered from University of
California, Berkeley).

SAN-FI: YK.II, MS. Taiwan Public Works Bu
reau. Taipei, T.iiu.m. Republic of China.

Ex tension -73-74

A variety of extension offerings are !><•-
ing planned for 197M-71. Those so far
scheduled are listed below. In addition.
ITI'M is cooperating in the development
of a seminar on the planning and design
of pedestrian and bicycle facilities to In-
offered by the Metro|>olitan Association
of I rlian Designers and Environmental
Planners nl Disney World, Florida, Dec.
13-15.

AIRPORT MANAI.KMKNT (2V-: days)

Asilomar, Pacific Crove Jan. 2.V25, 1974

CAI.IKOKMA TRANSPORTATION AND PI-RI.IC
WORKS CONKKHKNCK (2'/j days)

Hilton Inn, Oakland Airport

Mar. 27-29, 1974

DKVKI.OPMKNT AMI DKSII;\ OK Mi i.Ti-1'RojKrr
l'i I:I.M: \\'ORKS MANAGKMK.NT SYSTKMS (2Vi
i lays)

Hit -hmond* Sept. 26-28

Richmond* Nov. 28-30

San J»«- Oct. 24-26

'Separate offerings

FIKI.II MANAI.KMKNT OK Prm.ic WORKS
CONSTHI i TION AMI MAINTF.NANCK PROJKCTS
(12 hours. 2 weekends)
In 15 cities to IN- scheduled

Fl MIAMKNTAI.S OK TRAFFIC ENGINKKRING

(5 da\-i

Richmond June 17-21, 1974

l!C Irvine June 24-28. 1974

MOTOR FI.K.KT MAINTENANCK (2 days)

Los Angeles Oct. 15-16

MOTOR FI.KKT Si PKRVISIOM (3 days)

l.os Angeles Oct. 17-19

MOTOR FI.KKT TRAINKRS, TRAINING KOR (5 days)

Berkeley S<-pt. 10-14

PLANNING KOR CIVIL ENGINEERS AND SURVEYORS
( 5 days )

Alisal Ranch, Solvang Feb. 11-15, 1974

Pern. TRANSPORTATION1 SrpKRVisioN (5 days)

UC Berkeley Aug. 6-10i

SI.OPK STABILITY AND FOUNDATION INVESTICA-"
TION (12 hours. 2 weekends)

In 15 cities to be scheduled

ITTE Quarterly Bulletin

Research

Where Should The Money Go?

On what l>asis should highway funds in
' California be allocated to State and local
governments?

Seeking an answer to that question, the
State Legislature, in 1971, created the
State Highway I'scrs Tax Study Commis
sion and directed it to reach findings as
to the feasibility of existing, modified, or
entirely different allocation methods.

Richard E. Zettel of the ITTE staff at
Berkeley is presently engaged in an ex
tensive analysis of allocation problems,
for which the Commission has contracted
with the I'niversity. Zettel describes the
present basis of allocation as a crazy quilt.

That, he points out, is not to say that
the present basis is ill-conceived or that
any other basis can be immediately la
beled as clearly better. Rather, he is re
ferring to the tangled history of alloca
tion formulas, making it difficut to isolate
the practical consequences of existing
procedures or of changes.
Mixed Objectives

The present method of allocation rests
on a complex of formulas and includes
traces of formulas adopted 25 and even
50 years ago. As new needs appeared,
new formulas were added, often while old
formulas were retained. For many years,
the process of change has gone forward
fjr without overall appraisal of allocation
objectives. Inconsistencies result.

As an example, 10-60 division of allo
cations lietween north and south is pre
mised on the idea of returning funds to
the |x>int of origin, without reference to
weds in the two areas. Within the areas,
however, allocations for minimum expen
ditures are made according to needs (es
timated needs), without reference to
where the funds originated.

Coordination

At the moment, the Study Commis
sion's task is further complicated by 1972
legislation establishing a State Transpor
tation Department and calling for the De
partment to propose a California Trans
portation Plan in 1976. Present due date
for the allocation proposal is 1974.

Following this schedule would mean
that the allocation proposal would have to
IK- submitted before the nature (,f the
plan that it was intended to support was
known. In view of this, the Study Commis
sion intends to seek changes in its assign
ment and reporting date so rhal the two
activities may be coordinated.

Modeling Model Freeways

Freeway-related studies (BULLETIN,
July 1972) continue to forge ahead un-

134

der the supervision of Adolf May, of the
ITTE staff at Berkeley, with benefits in
the form of contributions to traffic theory,
educational/research opportunities for
graduate students, and real-life applica
tion by operating agencies.

The work is now going forward in
three general areas.

Design and Control

The first concerns freeway operations
and design. A freeway design evaluation
model, under development since 1967, is
now completed. It is primarily for appli
cation to an existing freeway, enabling
a designer to determine the consequences
of various changes in design or control.
While this may he, and is, done without
a computer model, the model •.•ills the
time to a fraction, permitting far more
alternatives to IK- examined in far more
detail than would otherwise be practi
cable.

Inputs to the model are characteristics
of the physical facilities, potential traffic
demand, and method of control. Given
specified facilities and traffic, the model
can, through successive iterations, find
the optimum control system. Similarly, it
can find the optimum facilities design. Or,
with all inputs described, it can find the
cost effectiveness of various design and
control combinations.

Recent support for this work lias come
from the California Division of Highways
and the I . S. Dept. of Transportation.
The model has or is about to be used in
three of the Division's Districts.

The next step is to extend the model's
application to a corridor: freeway x-ction
plus related surface system.

Priority Strategies

The second area of study has concerned
priority operations on freeways. Adapta
tion of the foregoing model so as to permit
analysing the effects of introducing vari
ous exclusive-lane strategies is now essen
tially complete. This is the "on road"
phase of the study. The study is now con
centrating on the matter of entry control.

Recent support for this work has come
from the California Division of Hay Toll
Crossings and the I.'. S. Dept. of Trans
portation.

Servicing Emergencies

The third area of study concerns free
way emergency detection and servicing.
Supported by the National Science Foun
dation, this work is being conducted
through the College of Engineering's
Operations Research G-nter. It presently
consists of three studies by three doctoral
students. They are developing answers to
these questions: (1) Given a section of
freeway on which incidents are to be de
tected by sensing devices, what are the
optimum locations for the devices? (2)
Given a freeway network, a detection sys

tem, and fixed-base servicing vehicles,
what are the optimum locations of the
vehicle liases? (3) Given a freeway net
work and so many dollars for detection
and sen icing, for what should the dollars
be spent?

Who'll Fly STOL?

"Forecasting the Demand Potential for
STOL Air Transportation" is the title of
a project just completed for the Ames Re
search Center, of the National Aeronau
tics and Space Administration. The task
was to develop a process by which demand
potential can be estimated.

The work consisted of developing, cali
brating, and testing a system of demand
models and of demonstrating their appli
cation in a selected short-haul air travel
corridor ( Los Angeles-San Francisco vas
used) .

Since operating STOL systems are not
at hand, the study defined a number of
variables that serve to descriln- what the
characteristics of such a system would IH-.
The dcvelo|M'd models were then cali
brated with data available from existing
non-STOL systems. Heavy reliance was
then placed on sensitivity analyses to esti
mate to what extent changes in the dif
ferent variables would influence demand.

Flights Must Be Frequent

Schedule frequency was found to have
the strongest effect on travelers' choices
among available routes, significantly
stronger than either travel cost or travel
lime.

Staff members participating in the
study were Robert Horonjeff and Adib
Kanafani. They point out that while the
work provides a framework for forecast
ing, reliable estimates will require more
information on system characteristics
than is now available, particularly port
local inns, frequency of service, ami fan-
structures.

Keeping the Planes Apart

Analysis of one ini|K>rtant as|>cct of the
air traffic control process is l>cing under
taken for the Federal Aviation Adminis
tration in a project to l>e supervised by
Robert Horonjeff, of the ITTE staff at
Berkeley. '

In-flight commercial aircraft at the
same flight level must be kept separated
by five miles or more. When a controller
expects a separation to become less than
five miles, he must intervene. The proj
ect calls for the development of models
for estimating the potential number of
controller interventions.

The models require development of
probability distributions as to when con-

Vol. 14. No. 2, June 1973

135

>llt>rs intervene, as well as distributions
r aircraft separations.
The purpose of the study is to provide
^A with a picture of the number of po-
itial conflicts and the workload imposed
on controllers as a consequence. Such
Formation should assist the FAA in
:aMishing controller requirements and
ocedures.

Few Books

affic Engineering

Fundamental! oj Traffic Engineering —
'i Edition, is now available, again rcpre-
iting a virtually complete revision and
dating of earlier editions. Chapters
ve Ix-cn added on two new subjects,
•affic Stream Characteristics and F.n-
•onmental Aspects of Transportation
nth special sections on air |x>llution and
iffic noise), and expansion of previous
.itcrial has led to separate chapters on
tersection Design and Traffic Control
•stems.

Except that some chapters may requ in
ference to standard handbooks of the
ofession. Fundutnrntals covers the full
nge of traffic engineering subject niat-
r.
Eighth edition updating takes account

the 1071 Mtinmil on I'liifiirm Truffit
intml Di-rici'.i. I lie new California Tnij-

Muniuil and Culifnrnia Hightvay !)<••
in Miinntil. and the 1972 Iligliu-ay
Billing Standards.

Of the authors, Norman Kennedy and
olfirang S. Hoinburger are with the
TK staff at Berkeley; James H. Kell.
rmerly so affiliated, is president of JHK
Associates, San Francisco.

Kennedy, Norm. HI. .lames H. Kell. Wolfeanir
HombiiriKT. Fundamentals <>/ Truffle Engi-
rring — Rlh Edition, 300 pp.. paper bound,
.00 (plus 30f for mailing: California orders
il salrs lax): order from the A.SUC Rook
ie. L>215 Dana St.. Berkeley, CA 94720.

icydes

Thirty-eight papers on the planning
id design of |>edcstrian and bicycle facil-
cs. constituting the proceedings of a
inference on that subject, will be avail-
>lc in late July.

Subjects include studies of planned
•deslrian environments; pedestrian cir-
ilation in urban areas, high-rise bnild-
gs. and airports; pedestrian accident
mntermeasures; planning criteria for
keways; the cyclist in the urban set-
ig; innovative bicycle equipment; and
views of completed or in-progress bi-
'cle-facility plans and planning proce-
ircs in several metropolitan areas.

The proceedings are of a conference
•esented in San Francisco in December

1972, by the Metropolitan Association of
Urban Designers and Environmental
Planners. ITTE assisted in conference ar
rangements and undertook to publish the
proceedings.

Proceedings of the Pedestrian/ Bicycle Plan
ning and Design Seminar, December 1972, 241
pp., paper bound, $6.50 (plus 301 for mailing;
California orders add sales tax) : order from
Ihe ASUC Bookstore, 2215 Dana St., Berkeley,
CA 94720.

1TTE Publications

Availability Legend

*Not available from ITTE.

t Available from source indicated:

ASUC Bookstore, 2215 Dana St.,
Berkeley, CA 94720 (please make
check to "ASUC Bookstore")
ITTE, 109 McLaughlin Hall, Uni
versity of California, Berkeley, CA
94720; include payment if order
under $5 (please make check to
"The Regents of the University of
California")

Course Notes

^Fundamentals of Traffic Signal Design and
Operation, V. Hurdle, J. Ray, R. Hurlbut,
C. E. Wong, V. Waight, and D. Gitelson.
Sold by ASUC Bookstore, $2.00 (plus 30#
for mailing; California orders add sales
tax).

^Street and Highway Maintenance Manage
ment, R. E. Jorgenson, D. H. Park, and
W. G. Mortenson. Sold by ASUC Book
store, S2.50 (plus 30<t for mailing; Cali
fornia orders add sales tax).

^Eleventh Short Course in Airport Manage
ment. Sold by ITTE, $2.00 (plus 30tf for
mailing; California orders add sales tax).

^Twelfth Short Course in Airport Manage
ment. Sold by ITTE, $2.50 (plus 30* for
mailing; California orders add sales tax).

Library References

No. 31-3. Selected References on Highway
Capacity, compiled by Michael C. Kleiber
and San-Fu Yen.

Research Reports

No. 53. An Approach to Statistical Analysis
of County Traffic Accident Data, Peter M.
Hall.

Proceedings

Abstracts of Presentations at the Twenty-
Third California Transportation and Pub
lic Works Conference. Held at Los Angeles,
California, March 25-27, 1971.

^Planned Unit Development. Held at Berke
ley, Calif., Oct. 29, 1971. Sold by FITE.
$2.00 (plus 30V for mailing; California
orders add sales tax).

Dissertation Series

Assignment and Control in a Transportation
Corridor. Brian L. Allen.

Minimum Cost Schedules for a Public Trans
portation Route, VanOlin Hurdle.

Stochastic Properties of Traffic, Gorden A.
Sparks.

Vertical Transportation in Tall Buildings,
Slobodan D. Mitric.

Graduate Reports

*An Empirical Investigation of the Arrival
Process at San Francisco Airport, P. Frank
Castellon.

•A Study of Airport Terminal Gate Utiliza
tion, Ramon D. Belshe.

Special Reports

*An Analysis of Alternative Oceanic Air
Traffic Control Ssy stems, G. Couluris, R.
Horonjeff and A. Kanafani. Also 'Supple
ment.

'Bay Area Freeway Operation Study — Final
Report, Part III of III: On the Eastshore
Freeway (1-80) Northbound. John F. Ai-
doo, Robert W. Goedhart and Adolf D.
May.

'Commercial Vehicle Taxation in California,
Richard M. Zettel and Eric A. Mohr. Also
'Supplement.

'Priority Lane Operations on the San Fran
cisco-Oakland Bay Bridge, W. Stock, Jin
J. Wang and Adolf D. May.

Transportation Analysis Procedures for Na
tional Forest Planning — A Process Re
view, A. Kanafani, R. Layton, and E. Sul
livan.

Transportation Analysis Procedures for Na
tional Forest Planning — Project Report,
P. Gyamfi, A. Kanafani, R. Layton and E.
Sullivan.

Transportation Analysis Procedures for Na
tional Forest Planning — Appendices, E.
C. Sullivan.

Staff Papers

Burg, A., "Characteristics of Drivers," Hu
man Factors in Highway Traffic Safety
Research. Wiley-Interscience, 1972, pp.
74-94.

Davis, Harmer E., Multidisciplinary Design
Education for Urban Transportation. Pre
sented at a meeting of Program Directors
of the University Research and Training
Program, U. S. Urban Mass Transporta
tion Administration, Wash., D.C., June
7-8, 1971.

Case, H. W., S. F. Hulbert and J. Beers, Re
search Development of Changeable Mes
sages for Freeway Traffic Control, Final
Report UCLA-ENG-7155. Institute of
Transportation and Traffic Engineering,
Aug. 1971.

Case, H. W., Influencing Driver Behavior
Through Classroom Films, Final Report,
UCLA-ENG-7148. Institute of Transporta
tion and Traffic Engineering, June 1972.

Case. H. W., and S. F. Hulbert, Effects of
Drugs and Alcohol on Driver Performance,
Final Report, UCLA-ENG-7302. Institute
of Transportation and Traffic Engineering,
1972.

* Clough, G. Wayne and James M. Duncan,
"Finite Analyses of Retaining Wall Be
havior," Journal of the Soil Mechanics and
Foundations Div., ASCE, Vol. 97, No.
SMI 2, Dec. 1971. pp. 1657-1673.

* Duncan, James M. and Wayne G. Clough,
"Finite Element Analyses of Port Alien
Lock," Journal of the Soil Mechanics and
Foundations Div., ASCE, Vol. 97, No.
SMS, Aug. 1971, pp. 1053-1068.

Duncan, James M. and Chin-yung Chang, i
"Nonlinear Analyses of Stress and Strain-1
in Soils," Journal of the Soil Mechanics
and Foundations Div., ASCE, Vol. 96, No.

ITTE Quarterly Bulletin

SMS, Sept. 1970, pp. 1629-1653 (Also
issued as ITTE Soils Lab. Reprint No. 37)

• Ebbs, J. A., and C. L. Monismith, Fatigue
of Asphalt Concrete Mixtures — A Sum
mary of Existing Information. Presented

1^ at the ASTM Symposium on Fatigue of
I Compacted Bituminous Aggregate Mix-
w tures, held at Atlantic City, N. J., July

1. 1971.

Fisher, G., S. F. Hulbert, et al., Bikeway
Planning Criteria and Guidelines, Final
Report, UCLA-ENG-7155. Institute of
Transportation and Traffic Engineering,
April 1972.

Fossberg, Per E., James K. Mitchell and C.
L. Monismith, Cracking and Edge Load
ing Effects on Stresses and Deflections in
A Soil-Cement Pavement. Presented at the
51st Annual Meeting of the Highway Re
search Board, Washington, D.C., Jan. 1972.

• Goodman, Richard E., and James M. Dun
can, "The Role of Structure and Solid
Mechanics in the Design of Surface and
Underground Excavations in Rock," Struc
ture. Solid Mechanics and Engineering
Design: Proceedings, Civil Engineering Ma
terials Conference, Part 2, Univ. of South-
hampton, Great Britain, 1969, pp. 1379-
1403.

Gyamfi, Peter, A Model for Allocating Rec
reational Travel Demand to the National
Forest. Presented at the 51st Annual Meet
ing of the Highway Research Board, Wash
ington, D.C., Jan. 1972.

Henderson, R. L., A. Burg, and F. A. Brazel-
ton. Development of an Integrated Vision
Testing Device: Phase I Final Report, Re
port No. TM-(l) -4848/000/00. System
Development Corporation, L. A., Dec.
1971.

iicks, R. G., Y. M. Salam and C. L. Moni
smith. Baric Properties of Pavement Com
ponents, Report No. TE 71-4. Prepared
for the Department of Transportation,
Federal Highway Admin., Sept. 1971.

•Homburger, Wolfgang. "Bus Routes on Ur
ban Motorways: Experiences in the United
States." Seminar Proceedings, Operational
Research in the Bus Industry, Univ. of
Leeds. Great Britain, Operational Research
Unit, July 1971. pp. 26-35.

Homburger, Wolfgang S., and Arlene L.
Homburger, "Problems of Recreation
Areas in the United States." Urban Re
newal, Univ. of Salford, Great Britain,
Department of Civil Engineering, June

1 97 1, pp. 24-65.

* Homburger, Wolfgang S., "Urban Transport
in the United States," Chartered Institute
of Transport Journal, London: Vol. 34,
No. 6, Sept. 1 97 1 , pp. 2 1 8-227.

•Homburger, Wolfgang S. and Vukan R.
Vuchic, "Transit Federation — a Solution
for Service Integration," Union Interna
tionale des Transports Revue, Vol. 21-2/

1972, pp. 84-91. (Also in French, pp.
73-83; in German, pp. 92-100)

Homburger, Wolfgang S. and D. Koussios,
"Schesis Ochematon-Eipbaton eis ena Aer-
olimena." ("Relationships between Vehi
cles and Passengers at an Airport,")
Themata Sugchronou Technologies (Mod
ern Technology), Aug.-Sept. 1971, pp. 28-
34. (In Greek).

lulbert, S. F., "Driving Task Simulation,"
Human Factors in Highway Traffic Re
search. Wiley-Interscience, 1972, pp. 44-
73.

Vol. 14, No. 2, June 1973

136

Hulbert, S. F., "Driver Information Systems,"
Human Factors in Highway Traffic Safety
Research. Wiley-Interscience, 1972, pp.
110-132.

Hulbert, S. F., "Effects of Driver Fatigue,"
Human Factors in Highway Traffic Safety
Research. Wiley-Interscience, 1972, pp.
228-302.

Jones, M. H., "The Present Status of Cur
ricula for Driver Instruction and Evalua
tion in the United States," Proceedings of
an International Symposium on the Psy
chological Aspects of Driver Behavior.
Noordwijkerhout, Netherlands, 1971, 15 p.

Jones. M. H., "Perception in the Reading
Process: Learning to Process Visually-
Coded Symbolic Information," Language
and Learning to Read: What Teachers
Should Know about Language. Houghton-
Mifflin, 1972. pp. 117-130.

Jones, M. H., "Pain Thresholds for Smog
Components," Environment and Social
Sciences: Perspectives and Applications.
American Psychological Association, 1972,
pp. 61-65.

Kanafani, Adib and Joseph Okyere, "A De
mand Model for Recreational Travel,"
Transportation Planning and Technology,
Vol. I, No. 2, 1972.

* Kanafani, Adib, Forecasting Demand for
Air Transportation. Presented at the Short
Course in Airport Planning and Design,
Univ. of California, Berkeley, March 22-
26, 1971.

* Kanafani, Adib and Hanan A. Kivett, The
Planning of Air Passenger Handling Sys
tems. Presented at the Engineering Foun
dation Conference on Air Passenger Han
dling. Asilomar, Calif., Oct. 18-22, 1971.
Also Summary.

Kanafani, Adib. "Location Model for Park
ing Facilities." Journal of Transportation
Engineering. ASCE, Vol. 98, No. TE1. Feb.
1972, pp. 117-130.

Kanafani, Adib, National Forest Travel Sur
vey. Presented at the 51st Annual Meeting
of the Highway Research Board, Washing
ton. D.C., Jan. 1972.

5 Kanafani, Adib and Hanan A. Kivett. The
Planning of Passenger Handling Systems.
Presented at the Second Short Course on
Airport Planninq and Design, Univ. of
California, Berkeley, May, 1972.
Kennedy, Norman, San Francisco Bay Area
Rapid Transit: A Pre-Servicc Review and
Appraisal. Presented at the Urban Trans
portation Program, Univ. of Washington,
Seattle, Sept. 3, 1971.

Kennedy, Norman, San Francisco Bay Area
Rapid Transit: Promises, Problems, Pros
pects. Presented at the 1971 Convention of
the Soc. of Automotive Engineers of Aus
tralasia. Melbourne, Australia.
Layton, Robert D., Role of Network An
alyses Techniques in Resource Manage
ment Planning. Presented at the 51st An
nual Meeting of the Highway Research
Board, Washington, D.C., Jan. 1972.
* Layton, Robert D.,A Framework for Trans
portation Planning in Lightly Populated
Areas. Presented at the Seventh Annual
Nevada Street and Highway Conference,
Reno, Nev., March 1972.
Lefebvre, Guy and J. M. Duncan, Three-
Dimensional Finite Element Analyses of
Dams. Univ. of California, College of En
gineering, Office of Research Services, Re
port TE-7 1-5, May 1971.
Makigami, Yasuji, G. F. Newell and Richard
Rothery, "Three-Dimensional Representa
tion of Traffic Flow," Transportation Sci-

ence. Vol. 5, No. 3, Aug. 1971, pp. 302-
313.

0 Marachi, N. Dean, Clarence K. Chan and
H. Bolton Seed, "Evaluation of Properties
of Rockfill Material," Journal of the Soil
Mechanics and Foundations Div., ASCE,
Vol. 98, No. SMI, Jan. 1972, pp. 95-114.

McCullough, B. F., and C. L. Monismith, "A
Pavement Overlay Design System Consid
ering Wheel Loads, Temperature Changes,
and Performance," Highway Research Rec
ord No. 327, Highway Research Board,
Washington, D.C., 1970, pp. 64-82.

» Mitchell, James K. and William S. Gard
ner, "Analysis of Load-Bearing Fills Over
Soft Subsoils," Journal of the Soil Me
chanics and Foundations Div., ASCE, Vol.
97, No. SMI 1, Nov. 1971, pp. 1549-1571.

* Mitchell, James K. Innovations in Ground
Stabilization. Presented at the Illinois Sec
tion, ASCE. 1972 Chicago Soil Mechanics
Lecture Series, March 1972.

* Mitchell, J. K., and T. S. Vinson, "Polyure-
thane Foamed Plastics in Soil Grouting,"
Journal of the Soil Mechanics and Foun
dations Div.. ASCE, Vol. 98, No. SM6,
Proc Paper 8947, June 1972, pp. 579-602.

* Mitchell. J. K., L. G. Bromwell. W. D.
Carrier III, N. C. Costes, W. N. Houston,
and R. F. Scott, "Soil Mechanics Experi
ment," Apollo 15 Preliminary Science Re
port, NASA SP-289, 1972, pp. 7-1—7-28.
Mitchell, James K. and James B. Thomp
son. Sail Property Determination by Impact
Pcnelromi'tcr. Presented at the Conference
on Rapid Penetration of Terrestrial Ma
terials, held at Texas A & M Univ., Feb.
1-3. 1972.

* Mitchell, James K., "Soil Mechanics and
the Apollo Lunar Landings," Proceedings
of the 1 1st Soil Mechanics and Foundation
Engineering Conference, Univ. of Kansas,

* Mitchell. J. K., L. G. Bromwell, W. D.
Carrier III, N. C. Costes, and R. F. Scott,
"Soil Mechanics Experiment," Apollo 14
Preliminary Science Report, NASA SP
"•72 1 971. pp. 87-108.
Mitchell, J. K., and M. C. Wang, "Stress-
Deformation Prediction in Cement-Treated
Soil Pavements," Highway Research Rec
ord No. 351, Highway Research Board,
Washington, D.C., 1971, pp. 93-111.
Mitchell. J. K., T. S. Ueng. and C. L.
Monismith, Behavior of Stabilized Soils
Under Repeated Loading, Report 5: "Per
formance Evaluation of Cement-Stabilized
Soil Layers and Its Relationship to Pave
ment Design," Contract Report No. 3-145
to U. S. Army Engineers Waterways Ex
periment Station, Corps of Engineers,
Vicksburg, Miss., March 1972.

: Mitchell, J. K., J. M. Duncan, P. A. Witb-
erspoon, J. Watkins, J. H. Hardcastle, and
J. C. Chen, Seepage and Groundwater Ef
fects Associated with Explosive Cratering,
Report No. TE 72-2 to U. S. Army Engi
neer Waterways Experiment Station, Corps
of Engineers, Vicksburg, Miss., April 1972.

Monismith, C. L.,Keynote Address. Presented
at the Ninth Paving Conference, Univ. of
New Mexico, Albuquerque, Dec. 1971.

• Monismith, C. L., "Structural Design of
Asphalt Concrete Pavement Systems," Spe
cial Report, No. 126, Highway Research
Board. (Proceedings of a Workshop held
in Austin, Texas, Dec. 1970, pp. 3-4)

Monismith, C. L., and D. B. McLean, Struc
tural Design Considerations. Presented at
the Annual Meeting of the Assoc. of As
phalt Paving Technologists, Cleveland,
Ohio, Feb. 1972.

137

INSTITUTE OF

TRANSPORTATION

AND TRAFFIC

ENGINEERING

University of California
•rkeUy, California 94720

Nonprofit Org.

U. S. Portage

PAID
Berkeley. Calif.

Permit No. 1

oskowitz, H. and M. Burns, "Response
Time to a First Signal as a Function of
Time Relationship to a Second Signal and
Mode of Presentation," Perceptual and
Motor Skills, Vol. 32, 1971, pp. 811-816.
oskowitz, H. and S. Roth, "The Effect of
Alcohol Upon Response Latency in Object
Naming," Quarterly Journal of Studies on
Alcohol. Vol. 32, 1971, pp. 782-790.
oskowitz, H. and M. Burns, "The Effect of
Alcohol upon the Psychological Refrac
tory Period," Qnancrlv Journal of Studies
on Alcohol, Vol. 32, 1971, pp. 782-790.
oskowitz, H., The Effects of Alcohol on
Performance in a Driving Simulator of
Alcoholics and Social Drinkers, Final Re
port, UCLA-ENG-7205. Institute of Trans
portation and Traffic Engineering, Dec.
1971.

Newell, G. F., Applications of Queueing
Theory, London: Chapman and Hall, 1971.
suna, E. E., and G. F. Newell, "Control
Strategies for an Idealized Public Trans
portation System," Transportation Science,
Vol. 6. No. 1, Feb. 1972, pp. 52-73.
Jam, Y. M., and C. L. Monismith, Frac
tured Characteristics of Asphalt Concrete.
Presented at the Annual Meeting of the
Assoc. of Asphalt Paving Technologists,
Cleveland, Ohio. Feb. 1972.
:ed, H. Bolton and Marshall L. Silver, "Set-
lement of Dry Sands under Earthquakes,"
Journal of the Soil Mechanics and Foun
dations Div., ASCE. Vol. 99, No. SM4,
April 1972, pp. 381-397.
Seed, H. Bolton and Izzat M. Idriss, "Sim
plified Procedure for Evaluating Soil Liq
uefaction Potential," Journal of the Soil
Mechanics and Foundations Div., ASCE,
Vol. 97, No. SM9, Sept. 1971, pp. 1249-
1274.

Seed, H. Bolton and William H. Peacock,
"Test Procedures for Measuring Soil Liq
uefaction Characteristics," Journal of the
Soil Mechanics and Foundations Div.,
ASCE, Vol. 97, No. SMS. Aug. 1971, pp.
1099-1119.

Seed, H. Bolton, N. D. Marachi, and C.
K. Chan, "Evaluation of Properties of
Rockfill Materials," Journal of the Soil
Mechanics and Foundations Div., ASCE,
Vol. 98, No. SMI, Proc. Paper 8672, Jan
uary 1972, pp. 95-114.
Seed, H. Bolton and J. Lysmer, "Applica
tions of Finite Element Methods in Soil
Dynamics," Proceedings of the Symposium
on Applications of Finite Element Methods
in Geotechnical Engineering, U. S. Army
Engineers Waterways Experiment Station,
Corps of Engineers, Vicksburg, Missis
sippi, May 1972.

Seed, H. Bolton, J. Lysmer, and P. B.
Schnabel, "Influence of Base-Rock Charac
teristics on Ground Response," Bulletin

of the Seismological Society of America,
Vol. 61, No. 5, Oct. 1971, pp. 1213-1232.
Schanbel, P., H. Bolton Seed and J. Lysmer,
Modification of Seismograph Records for
Effects of Local Soil Conditions. Univ. of
California, Berkeley, Earthquake Engineer
ing Research Center, Report No. EERC
71-8, Dec. 1971.

* Silver, Marshall L. and H. Bolton Seed,
"Deformation Characteristics of Sands Un
der Cyclic Loading," Journal of the Soil
Mechanics and Foundations Div., ASCE,
Vol. 97, No. SMS, Aug. 1971, pp. 1081-
1098.

* Silver, Marshall L. and H. Bolton Seed,
"Volume Changes in Sands during Cyclic
Loading," Journal of the Soil Mechanics
and Foundations Div., ASCE, Vol. 97,
No. SM9, Sept. 1971. pp. 1171-1182.

Sullivan, Edward C.. An LP Model for Es
timating Recreation Tours on a National
Forest Transportation Network. Presented
at the 40th National Conference of the
Operations Research Society of America,
Anaheim. Calif., Oct. 1971.

Sullivan, Edward C., Models for Recreation
Traffic Estimation within a National For
est. Presented at the 51st Annual Meeting
of the Highway Research Board, Wash
ington, D.C.. Jan. 1972.

Sullivan, Edward C., Robert D. Layton and
Adib Kanafani, Transportation Analysis
Tcchiniques for National Forest Planning.
Presented at the 51st Annual Meeting of
the Highway Research Board, Washing
ton, D.C., Jan. 1972.

Sullivan, Edward C., Expected Impacts of
Recreational Travel Trends on Rural Road
Programs. Presented at the 24th Annual
California Transportation and Public
Works Conference. Univ. of California,
Santa Cruz, March 1972.

* Vinson, Ted S. and James K. Mitchell,
"Polyurethane Foamed Plastics in Soil
Grouting," Journal of the Soil Mechanics
and Foundations Div., ASCE, Vol. 98, No.
SM6, June 1972, pp. 579-602.

Wang, Mian-Chang and J. K. Mitchell, "New
Stress and Strain Gages for Measurements
in Stabilized Soil Pavements," Journal of
Materials, Vol. 6, No. 4, Dec. 1971, pp.
774-787.

* Witherspoon, Paul A. and R. Allen Freeze,

The Role of Aquitards in Multiple-Aqui-
fier Systems. Presented at a conference of
the Geological Soc. of America, Asilomar
Conference Grounds, Pacific Grove. Calif-
Sept. 19-24, 1971, pp. 22-24.
Witherspoon, P. A. and J. K. Mitchell, Sea-
Water Intrusion: Aquitards in the Coastal
Ground Water Basin of Oxnard Plain,
Ventura County. State of California, Dept.
of Water Resources, Bulletin No. 63-4,
September 1971.

Witherspoon, P. A. and T. J. Lasseter, "Pre
liminary Results on Feasibility of LNG
Storage in Nuclear Chimneys," Transac
tions of the American Nuclear Soc., 1971
Winter Meeting, Miami, Florida, October
17-21, 1971.

Witherspoon, P. A., J. Noorishad and C. R.
Wilson, "Mathematical Modeling of Flow
in Fractures," Abstracts, Geological Soc.,
1971 Annual Meeting, Washington, D.C.,
Jan. 1972.

Witherspoon, P. A., D. L. Katz, "Storage of
Gas and Oil to Meet Seasonal Demands,"
Review Paper 13 "Proceedings, Eighth
World Petroleum Congress, Moscow, June
13-19, 1971, v. 6. 1971, pp. 177-186.

Witherspoon, P. A., R. Allen Freeze, "The
Role of Aquitards in Multiple-Aquifier
Systems," Geotimes, Vol. 17, No. 4, pp.
22-24, April 1972. Also in EO5 Trans.
AGU. Vol. 53, No. 7, July 1972, pp. 743-
746.

Witherspoon, P. A., J. M. Duncan, J. K.

Mitchell, et al, "Seepage and Groundwa-^
tcr Effects Associated with Explosivtf
Cratering," Univ. of California, Berkeley/

Geolechnical Engineering Report No. TE-
72-2 to U. S. Army Engineer Waterways
Experiment Station, Corps of Engineers,
Vicksburg, Miss., April 1972.
Wojcik, C. K. and R. W. Allen, Studies of
the Driver as a Control Element, Phase 3,
Final Report, UCLA-ENG-7148. Institute
of Transportation and Traffic Engineering,
Dec. 1971.

Wojcik, C. K. and R. L. Mellinger, Pilot
Stitdv of Housetrailer and Truck Camper
Safety, Final Report, UCLA-ENG-7208.
Institute of Transportation and Traffic
Engineering, Dec. 1971.

Wojcik, C. K., "Design of Ackerman Sinkage
for Optimal Performance," The Archives
of Mechanical Engineering, Vol. XIX, No.
2. Polish Academy of Sciences, 1972.

Wojcik, C. K. and S. F. Hulbert, "Driving
Task Simulation," Human Factors in High
way Traffic Safety Research. Wiley-Inter-
science, 1972, pp. 44-73.

Zettel, Richard M., "Technology Assessment:
The Concept and the Practice," Chemtech,
Sept. 1971, pp. 520-527.

Quarterly Bulletin of the
INSTITUTE OF TRANSPORTATION
AND TRAFFIC ENGINEERING
June 1973

Wayno H. Snowden, Editor

ITTE Quarterly Bulletin

138

Richard M. Zettel

Two for Retirement

APPENDIX H

Zettel speaking at the 32nd California Transpor
tation and Public Wbrks Conference in Monterey,
April 1900.

Richard M. Zettel. ITS research economist and
civil engineering lecturer, has retired from a
29-year career as a specialist in transportation
economics and taxation at UC Berkeley

Prior to coming to Berkeley. Zettel was di
rector of research and statistics for the Washing-
Ion State Tax Commission from 1938 to 1941.
then highway economist with the US (Trans
portation) Board of Investigation and Research.

: tax analyst for the California Joint Fact Finding
Committee on Highways, Streets, and Bridges
( 1946-47). and tax analyst for the Pacific Gas &
Electric Company. He is an alumnus of the
University of Washington where he received u

i BA and an MA in Economics.

While at Berkeley. Zettel was continually

: involved in public service activities, especial
ly at the state level. For a sampling, he:

• prepared issue papers for the State Highway
Users Tax Study Commission on transport fi
nancing in California, particularly the distribu-

. lion of revenues among transport modes, and
was principal consultant to the Division of
Transportation Planning of Caltrans on the fi
nancial part of the California Transportation
Plan, then under preparation. ( 1972-75)

• served as special consultant to the Senate
: Transportation Committee, and produced the

report California's Highway Program in the
Seventies: A System in Jeopardy. (1975-76)

• prepared a background paper on AB402, then
being considered by the legislature, for the
California State Chamber of Commerce and the
California Highway Users Conference. His re
port. Transportation Reform Act of 1977
(AB402): An Analysis in Depth, contributed to
"turning around" opposition to the reform pro
posals, particularly those regarding the legisla
tive budgeting of transportation funds. (1976-
77)

On the academic side, Zettel developed and
taught graduate courses in Transportation Pol
icy and Administration and in Feasibility Anal
ysis in Transportation Systems. He supervised a
number of doctoral students writing theses on
transportation policy subjects.

During his career at Berkeley, Zettel has ta
ken several leaves to serve legislative and gov
ernmental agencies. In 1952-S3, and again in
1957-58, he was executive secretary and di
rector of research of the California Joint Legis
lative Committee on Highways. In 1954-56, he
was on leave to the Presidential Commission on
Intergovernmental Relations, where he was in
charge of public finance studies and advisor to
the commission's highway study committee.
Then, from 1964 to 1969, he served as study
director of the Bay Area Transportation Study
Commission which prepared a comprehensive
regional transportation plan for the nine counties
of the San Francisco Bay Area. The commis
sion was the forerunner of the Metropolitan
Transportation Commission (MTC).

The committees on which Zettel has served
and his other advisory activities are too numer
ous to list completely. A small sample includes
membership on the Subcommittee on Resources
and Transportation. Assembly Ways & Means
Committee; frequent consultant on transporta
tion financing to the Senate Transportation
Committee; membership on the Committee on
Taxation, Finance, and Pricing. Highway Re
search Board: and memr-rship on the Technical
Advisory Committee. Subcommittee on Trans
portation. Assembly Ways & Means Committee

Some years ago Zettel acquired a second
home in the Sierra Nevada above Sonora. Cali
fornia. With his wife Ginny, he has now moved
there and plans careers in carpentry and skiing.
ITS staff and friends bade them farewell at a
dinner on October 4.

Beverly Hickok

"A temporary job lasting 32 years," laughs
Beverly Hickok looking back upon her career at
the Institute of Transportation Studies, Berkeley
Hickok, who has elected early retirement, will
be leaving her position as head librarian in De
cember 1980

Hickok was only a year out of library school
(UC Berkeley '47) when she took a chance on a
temporary job, selecting and ordering publica
tions for the newly created Institute of Transpor
tation and Traffic Engineering (later called the
Institute of Transportation Studies) in 1948. She
was given one mandate: to spend $ 10,000 in the
remaining two months of the fiscal year.

Working from a desk in a back office of the
Engineering Library, the new librarian with a

BA in American history (UC Berkeley '41) and
a secondary teaching credential (UCLA '42)
quickly learned what was significant informa
tion in the field of transportation. At the end of
two months, she had not only spent the money
but landed herself a full-time position as librar
ian for the institute.

A year later, almost a thousand monographs
had been collected, and the collection could
boast of 245 serial titles.

Hickok at the library in 1955. Both the Institute
and library were housed at UC Berkeley's Rich
mond Field Station from 1952 to 1972.

But Hickok was dissatisfied with the way in
which books received by the transportation col
lection were cataloged by the university's main
library. The cataloging was too general to des
cribe adequately the kinds of materials she was
accumulating — there were only broad subject
headings related to transportation. On her own.
Hickok added original headings and cross-
references for better retrieval of transportation
information.

At the same time, she began analyzing im
portant journal articles and papers presented at
conferences, adding these to the growing card
catalog — a practice that continues today. These
early references are a unique source of informa
tion, not cataloged elsewhere.

In addition, she started cataloging news clip
pings from major local newspapers and, to gain
further knowledge of her specialty, audited
transportation courses.

Establishing contact with other transportation
librarians early in her career, Hickok joined the
Special Libraries Association (SLA) in 1 950
and became an active member of its Transporta
tion Division. By 1955, she was elected chair-

ITS Review

139

Bavarty Hickok, continued

person of the division; she also served as presi
dent of the San Francisco Chapter of SLA .

In the early seventies, Hickok. as head of one
of the largest transportation libraries in the U.S. .
was asked by the Transportation Research Board
to participate in planning conferences for what
was to be called TRISNET (Transportation
Research Information Services Network) — a
national system to improve access to transporta
tion research information. In 1976, the ITS
Library was awarded a U.S. DOT contract to
provide documents referenced in the TRISNET
system; the contract has been renewed annually
since then.

Today the ITS Library continues to grow,
adopting new technologies to meet the require
ments of handling more and more transporta
tion information. It is at the forefront of new
technology in the organization and dissemina
tion of this information: automated cataloging,
the extensive use of microfiche, terminals to
"access" national data bases.

At last count (June 1980), over 68.000 bound
volumes. 13,000 microfiche, and 21.000
pamphlets had been accumulated, and the library
was receiving over 2,200 serial titles.

The ITS Library is responding to the growing
volume of transportation information and still
providing unique services — a reflection of
Hickok's care, thoughtfulness, and hard work
in establishing the library and nurturing it to its
present state.

Technical Services Librarian Michael C.
Kleiber succeeds Hickok as head librarian.

ITS Extension
Calendar

F iek) Supervision of

Public Works Projects

Sacramento November 15, 22

San Diego Decembers, 13

Roadway Lighting

Los Angeles

November 18

Traffic Engineering Planning
Berkeley December 8-10

Traffic Engineering Operation*
Berkeley December 10-12

Airport Management
Asitomar, Pacific
Grove

January 14-16

Automotive Fleet Administration

Oakland January 27-28

San Diego February 3-4

Sacramento March 3-4

Pavement Rehabilitation

Richmond February 2 1

Los Angeles March 28

Traffic Signal Equipment
and Operations

Richmond March 13-14

Los Angeles April 10-1 1

33rd California Transportation
and Public Works Conference

Huntington Hotel,

Pasadena April 29-May 1

For information write or call ITS Extension
Programs, 12 North Gate Hall, University
of California, Berkeley, CA 94720 Phone
(415)642-7350.

From page 3

Selected Publications from the Research

Publications ire available from ITS -Irvine un
less indicated otherwise. To order, see page X.

• Labor-Management Relations in Urban
Mass Irawte Aa Annotated Bibliography.

Carder Hunt, Lyn Long and James L. Perry,
Nov. 1976, 26 pp., UCI-ITS-WP-76- 1 ($4.00).

• The Impact of Labor-Management Re-

« Urban Mam Transit reform-
! Notes OB Research In Progiw. James
L. Perry, Harold L. Angle and Mark Fidel.
, Feb. 1978.29pp.. UCMTS-WP-78-l ($4.00).

^>* The impact of Labor-Management Re- •Labor-M

tatk«s«. Pradocthrfcy and Efficiency in
. Urb«« Ma« Transit. Fma! report. Phase I.

• ' -Perry , HaroW L. Angle and Mark E.
" 1978, 1 90 pp. Available from the

National Technical Information Service.
Springfield, VA 22161 ($12.00).

• The Impact of Labor-ManageaMnt Re
lations on Prodocti vfcy and EfBcJeocy in
Urban Mass Traaatt: Emp*oyM Attitudes,
Withdrawal Btaawfar, and Bargaining
Unit Structure. Foul report, Phase H. James
L. Perry and Harold L, Angle, Mar. 1980,
236 pp., available from the National Techni
cal Information Service ($14.00) r

TK3naWl|^ft.

AS«adyirUrb«« i
and Harold L^i-

•%^ _^~j*2r^.' mm. 7^ '

trygMpon ricsi> %^-.

.f--^:

New Extension

Staff —

Lynne Christiansen

New staff person at ITS- Berkeley Extension is
Lynne Chrisiianson. come recently from the
Planning and Community Development De
partment of University Extension, where she
worked on programs concerning city, regional,
and environmental planning, community devel
opment, and related areas.

At ITS, Chnstianson will develop and imple
ment the programs in transportation engineer
ing and planning, public works project supervi
sion, and construction techniques and manage
ment which ITS Extension has been offering
since the Institute was formed in 1948.

"Emphasis will continue on offering 'basics'
courses, appropriate as groundwork for incom
ing personnel of public agencies and private
firms and as a refresher for experienced person
nel. We will provide, as well, the unique public
service of offering 'update' courses on rapidly
changing aspects of the current transportation
scene," says Christiansen.

"ITS Extension courses now serve some 1500
transportation personnel every year, and we
intend to expand our offering in response to the
high demand for more information, insight, and
technical detail in this constantly developing
field."

Courses planned for spring include: Automo
tive Reel Administration, Traffic Signal Equip
ment and Operations, Traffic Signal and Light
ing Design, Pavement Rehabilitation. Asphalt
Mix Design, Street and Highway Drainage,
Roadway Lighting, and Fundamentals of Traffic
Engineering.

Christiansen gladly welcomes suggestions,
comments, and feedback regarding ITS Exten
sion program planning. Contact her at ITS Ex
tension, 12 North Gate Hall, UC Berkeley.
Berkeley. CA 94720; (415) 642-7350.

Vol. 4, No. 1. November 1980

140

APPENDIX I

Banner Davis ballot statement,
American Automobile Associatio
January 1988.

HARMER E. DAVIS - Member since 1948

| Occupation: Transportation engineering consultant. He is a
professor emeritus and director emeritus of the Institute of
Transportation and Traffic Engineenng, UC Berkeley. Profes
sor Davis has been a CSAA director since 1 957, serving two
terms as president and two terms as vice president. He
served as an AAA director and as a member of the AAA
' National Advisory Council. He has served as a director of
the American Society of Civil Engineers and is the recipient of numerous
honors for outstanding achievement as a transportation engineer. STATE
MENT OF VIEWS: The lack of needed maintenance and changing traffic
patterns continue to restrict our mobility. Our well being and our way of life
depend on a safe, efficient highway system. CSAA must continue to urge
the development of practical approaches toward highway improvement.

141

APPENDIX J

Berkeleyan, May 8, 1996,

The library, operated by the institute of ______ .

WM maud to honor Davte, 90, a protiMor emeritus of ctvil
angmaartng and the founding dfractor of hwttato.

Htokok, who WM Mrad by Davto m 1948 to start a transportation
•brary, acquired an Impressive apadafty coftectton before iwMr-
Ing in 1860. Today, th» Mbr»iy« ooHocMoo LunrtiH of mor> Bun
150,000 vokano^ 125,000 nuteroftehe and 3,000 cutrwit Mrial
tidM, ph» mwMMcrlpts, vcMvo^ IMP* and MraMutferi chart*.

At an April 22 dedication oaramony, tha institute's Barttalay
diractor Adlb Kanatanl laid, Today wa dadicata ona of our baat
•ssets to • man who tor so tong gcva us his baaL"

Davis rscwved his BSarxl master's (tegrew in civil engJneorlng

from Barkaiay before Joining the faculty In 1930. Working wtth
ProtoMor Raymond E. Davis In tha aarty days of gaotocnnical
anglnaartng, ha hatoaddavatopcamanta that could maalapac Mr
needs of major public worfca projects such as the BonnavIHa

In soil tests that helped to determine

m* daaajn of the San Franctocc-Oaktand Bay Bridge,
In 1947. conoam about tha poor condWon of Caiifomia Wgh-
way s prompted the CaMnmia Legislature to fund a unlws tty
mamute to raoonctta ttta latoat naiaiTh to tranaportatton wtth
stale pJam for higr«wavsarKl8lrfieWs.D«vtsbe<»fm the institute's
flrat dfcactor— a Jato ha haM unH he ratiiwl ki HW.

liiograpiucal Record:

142 APPENDIX K

llarmer £. Davis

Director, Institute of Transportation
and Traffic Engineering

PAPERS AND PUBLICATIONS

"Development Of The Los Angeles Sewer System", California Engineer, vol. 4, no. 4,
Dec. 1925, pp. 107-108.

"Science Further Helps The Motorist", California Engineer, vol. 4, no. 4, Dec. 1925,
pp. 108, 124.

"Stevenson Crock Test Dam", California Enrrinccr. vol. 5, no. 2, Oct. 1926, pp. 40-41.

"Electric Propulsion Of The U. S. S, Colorado", California Engineer, vol. 5, no. 6,
Feb. 1927, pp. 163-171.

•

"Flow Of Concrete Under Sustained Compressive Stress", Proceedings. Am. Society for
Testing Materials, vol. 30, part II, 1930, pp. 707-731. (Co-author with Raymond E. Davis.)

"Flow of Concrete Under The Action Of Sustained Loads", Journal, Am. Concrete hist. ,
vol. 2, no. 7, March 1931, pp. 837-901; Proceedings. Am. Concrete Inst. , vol. 27, 1931,
pp. 837-901. (Co-author with Raymond E. Davis.)

"Compaction Of Concrete Through The Use Of Vibratory Tampers", Journal, Am. Concrete
Inst., vol. 4, no. 9, June 1933, pp. 365-372; Proceedings. Am. Concrete Inst. , vol. 29,

1933, pp. 365-372. (Co-author with Raymond E. Davis.)

"Tests On Structural Models Of Proposed San Francisco-Oakland Suspension Bridge", Univ.
of Calif. Publ. in Engg. , vol. 3, no. 2, Nov. 1933, pp. 59-168. (Co-author with G. E. Beggs
and Raymond E. Davis. )

"Bonding Of New Concrete To Old At Horizontal Construction Joints", Journal, Am.Concrete
Instc , vol. 5, no. 5, May-June 1934, pp. 422-436; Proceedings. Am, Concrete Inst. , vol. 30,

1934, pp. 422-436. (Co-author with Raymond E. Davis.)

"Plastic Flow Of Concrete Under Sustained Stress", Proceedings, Am. Society for Testing
Materials, vol. 34, part n, 1934, pp. 354-386. (Co-author with Raymond E. Davis and
J. S. Hamilton.)

Manual Of Instructions For Laboratory Tests Of Engineering Materials, Dept. of Civil Engg. ,

Univ. of Calif. , Berkeley, Feb. 1934, miineo, 135 pp. (Co-author with G. E. Troxell and
C. T. Wiskocil.)

"The San Francisco Bay Bridge and The Golden Gate Bridge", Gamma Alpha Record, vol. 24,
no. 1, Jan. 1935, pp. 4-7.

"The Influence Upon Structural Design Of Volume Changes and Plastic Flow III Concrete",
(report to Committee on Masonry and Reinforced Concrete of the Am. Soc. C. E. )
Proceedings.. Am. Soc. C. E. , vol. 61, no. 3, March 1935, pp. 341-345.

"Properties of Mortars and Concretes Containing Portland- Puzzolan Cements", Jourrvjl, Am.
Concrete Inst. , vol. 7, no. 1, October 1935, pp. 80-114; Proceedings. Am. Concrete Inst. ,
vol. 32, 1936, pp. 80-115. (Co-author with R. E. Davis, J. VV. Kelly and G. E. Troxell)
Rev. in Concrete; Cement Mill Section, vol. 44, no. 2, Feb. 1936, p. 45.

143

-2-

Manual of Instructions For Laboratory Tests of Engineering M:itcrlals. Dcpt. of Civil Engg. ,
Univ. of Calif. , Berkeley, Jan. 1936, Mimeo, 162pp., (Co-author with G. E. Troxell and
C. T, Wiskocil). (A complete revision of the 1934 manual).

"Vibration Of Concrete", Western Construction News, vol. 11, no. 4, April 1936, pp. 117-
120. Reprinted by S. F. District Office of the Portland Cement Association for general
distribution.

"Rating The Characteristics of Fresh Concrete", Proceedings, Am. Soc. for Testing
Materials, vol. 36, part n, 1936, pp. 372-379. (Co-author with J. W. Kelly)

"Properties Of Cements and Concretes Containing Fly Ash", Journal. Am. Concrete Inst. ,
vol. 8, no. 5, May-June 1937, pp. 577-612; Proceedings. A. Concrete Inst. , vol. 33, 1937,
pp. 577-612. (Co-author with Raymond E. Davis, R. W. Carlson and J. W. Kelly.)

"Plastic Flow and Volume Changes of Concrete", Proceedings. Am. Soc. for Testing
Materials, vol. 37, part II, 1937, pp. 317-330. (Co-author with Raymond E. Davis and
E. H. Brown)

An Introduction To The Making and Testing of Plain Concrete — A text and Laboratory
Manual. Publ. by Photolith Division of Stanford University Press, lithoprint, Jan. 1938,
x+ T48 pp. (Co-author with G. E. Troxell), Revised edition issued 1940.

"Overvibration and Revibration of Concrete", Journal . Am. Concrete Inst. , vol. 10, no. 1,
Sept. 1938; Proceedings. Am. Concrete Inst. , vol. 35, pp. 41-47. (Co-author with
Lewis H. Tuthill.)

"An Outline of Soil Mechanics", Proceedings. San Francisco Section, Am. Soc. C.E. ,
vol. 35, no. 5, Oct. IS, 1938, pp. 3-6.

Problems of Instruction in Materials Testing, paper presented at annual meeting of Pac.
Southwest Sec. , Soc. Prom. Engg. Eciuc. , Sanla Clara, Dec. 28, 1938. 8 pp. miuieo.

Various contributions to a survey of soil testing procedures, in "Compendium on
Soil Testing Apparatus", Proceedings. Highway Research Board, vol.18, part II, 1938,
p. 371 ct seq.

"Research In Relation to Teaching". Journal. Engineering Education .(Soc. Prom. Engg.
Educ.)vol. 29, no. 5, Jan. 1939, pp. 400-404.

"Tension Tests of Large Riveted Joints", Proceedings. Am. Soc. C. E. , vol. 65, no. 5,
May 1939, pp. 805-857; Trans. Am. Soc. C. E. , vol. 105, 1940, pp. 1193-1245. (Co-author
with Raymond E. Davis and G. B. Woodruff.)

Manual of Instructions for Tests of Soils, Dept. of C. E. , Univ. of Calif. , 1939, mimeo,
20 pp. (Co-author with C. D. Y. Ostrom). Revised edition issued in 1941.

Testing of Engineering Materials, Dept. of C. E. , Univ. of Calif. , Berkeley, Aug. 1939,
mimeo, 164 pp. (A revision of the 1936 manual of Instructions for Tests of Engineering
Materials) (Co-author with G. E. Troxell and C.T. Wiskocil.)

144

-3-

Elements Of Reinforced Concrete Analysis. California Book Co. , Berkeley, Calif. , 1940,
Lithoprint, 8 1/2 x 11 in. , ii + 23 pp. (Co-author with H. D. Eberhaxt). Revised eoition
issued 1942.

"Autogenous Volume Changes Of Concrete", Proceedings. Am. Soc. for Testing Materials,
ml. 40, 1940, pp. 1103-1110.

The Use Of The Laboratory In Teaching Soil Mechanics", Civil Enrrtr. Bvilletin (Soc. Prom.
Engg. Educ.)vol. 6, no. I, Dec. 1940, pp. 3-4.

'Remarks On Policy In Instruction In Soil Mechanics", Proceedings. Purdue Conference on
Soil Mechanics and Its Applications, Purdue Univ. , Lafayette, Inc. , 1940, pp- 29-30.

Weathering Resistance Of Concretes Containing Fly-Ash Cements", Journal, Am. Concrete
!nst. , vol. 12, no. 3, Jan. 1941; Proceedings, Am. Concrete Inst. , vol. 37, 1941,
)p. 280-293. (Co-author with Raymond E. Davis and J. W. Kelly.)
1

joil Behavior As Related To Engineering Uses, (notes to accompany Extension Division
correspondence course on Soil Mechanics), Extension Division, Univ. of Calif, Berkeley,
:alif. , 1941, mimeo, 8 1/2 x 11 in. , 112pp.

Fhe Testing And Inspection of Engineering Materials. McGraw-Hill Book Co. , N. Y. ,
Sept. 1941, xv +372 pp. (Co-author with G. E. TroxeLL and C. T. Wiskocil. ) Rev. in
rpurnal. Am. Concrete Inst. , Sept. 1942, pp. 80-81.

Irmor- Piercing Projectile Tests on Large Concrete Slabs. Conducted At Fort Conkhite.
California, report prepared for the San Francisco District, U. S. Engineers Office, May
.942. (Restricted).

leport On Tests To Datermine Proportions Of Mats rials For Heavy-Weight Concrete, (for
lold-down anchors for anti-submarine net), Report prepared for submittal by R. E. Davis
o U.S. Naval Net Depot, Tiburon, California, July 29, 1942.

nstructions For Laboratory Tests of Soil. Div. of C. E. , Univ. of Calif. , Berkeley, Calif. ,
943, mimeo IS pp. (Co-author with C. M. Duke).

upplcmcntory Notes On Soil Mechanics To Accompany Courses On Soil Mechanics and •

'oundnrions. given under the E. S. M. W. T. program at the Univ. of Calif. , Berkeley,

943-45. Mimeo, 68 pp.

.aborntorv Tests Of Bituminous Materials For Use In The Construction Of Pavements.

)iv. of C. E. , Univ. of Calif. , Berkeley, August 1943, mimeo, 21pp. ( Co -author with
. Olitt.)

Some Properties Of Concrete Under Sustained Combined Stresses", Proceedings, Am. Soc.
Testing Materials, vol. 44, 1944, pp. 888-896. (Co-author with C. M. Duke)

Seismological Definitions and Nomenclature", Bulletin of Seismological Soc. of America,
ol. 34, no. 4, October 1944, pp. 217-228. (A report of the Subcommittee on Definitions of
ic Joint Committee on Seismology of Am. Soc. C. E.). (Co-author with G. B. Woodruff,
J. Byerly and H. D. Dewell. )

145
- 4 -

Behavior of Steel Under Multi-Axial Stress as Determined by Tests of Small Tubular
Specimens, Report on NDRC Research Project NRC-75, U.S. Govt. Contract No. OEMsr-
1221, submitted October 15, 1944. Mimeographed for distribution as OSRD Report
No. 4553, Serial No. M-405, Jan. 3, 1945 (Restricted). (Co-author with G. E. Troxell
and E. R. Parker.)

Behavior of Steel Under Conditions of Multi-Axial Stresses, And Effect of 'A'elding And
Temperature On This Behavior, Report on NDRC Research Project NRC-75, U.S. Govt.
Contract No. OEMsr-1221, submitted Aug. 31, 1945. Mimeographed for distribution as
OSRD report No. 6365, Serial No. M-542, Dec. 7, 1945 (Restricted). (Co-author with
G. E. Troxell and E. R. Parker.)

Cleavage Fracture Of Ship Plate As Influenced By Design and Metallurgical Factors:
Part II • Flat Plate Tests. Report on NDRC Research Project NRC-92, (PartA) , U.S.
Govt. Contract No. OEMsr-1418, submitted Aug. 31, 1945. Mimeographed for dis
tribution as OSRD Report No. 6452, Serial No. M-608, Jan. 10, 1946 (restricted).
(Co-author with G. E. Troxell and E. R. Parker.)

Causes of Cleavage Fracture in Ship Plate: Flat Plate Tests, Report on NRC Research
Project SR-92 (Part A), U.S. Navy Contract NObs-31222, submitted April 51, 1946.
Mimeographed for distribution as NRC Report, Serial No. SSC-2, Aug. 23, 1946,
(restricted). (Co-author with G. E. Troxell, E. R. Parker, and A. Boodberg) .

Investigation of Brittle Cleavage Fracture of Welded Flat Plate By Means of a Gcnd Test,
Report on NRC Research Project SR-92 (Part A), U.S. Navy Contract NObs-51222, Submitted
to National Research Council, May 1946 (Restricted). (Co-author with G. E. Troxell,
E. R. Parker and A. Boodberg.)

Cleavage Fracture of Ship Plate As Influenced By Design And Metallurgical Factors: Flat
Plate Tests And Additional Tests On Large Tubes, Report on NRC Research Project SR-92
(Part A), U.S. Navy Contract NObs-31222, submitted Aug. 31, 1946. (Co-author with
G. E. Troxell, E. R. Parker and A. Boodberg.)

"A Study Of The Tension Test", Proceedings, Am. Soc. for Testing Materials, vol. 46,
1946, pp. 1159-1174. (Co-author with E. R. Parker and A. E. Flannigan.)

"A Study Of The Transition From Shear to Cleavage Fracture in Mild Steel", proceed ings,
Am. Soc. for Testing Materials, vol. 47, 1947, pp. 4S3-499. (Co-author with E. R. Parker
and A. Boodberg. )

"Causes of Cleavage Fracture In Ship Plate -- Tests of IVide Notched Plates", The V.'clding
Journal of the American Welding Soc., vol. 27, no. 4, April 194S, pp. 1S6-S-199-S.
(Co-author with A. Boodberg, E.R. Parker and G. E. Troxell.)

"The Effects Of Testing Temperature And Welding Conditions On The Tensile Strength Of
Large Tubular Specimens", The Welding Journal of the American Welding Society, vol.
27, no. 2, February 194S, 34-s-49-s. (Co-author with G. E. Troxell, E. R. Parker and
A. Boodberg.)

1A6
- 5

"Behavior of Steel Under Biaxial Stress as Determined by Tests on Tubes", Journal of
Applied Mechanics, v. 15, no. 5, September 1948, pp. 201-215. (with E. R. Parker).

Report on the Institute of Transportation and Traffic Engineering at the University of
California: Organization and Development. September 1948. 39 pp.

Problems and Development of Adult Education - with Particular Reference to In-Servicc
Training for Engineers in Public Service. A paper prepared for presentation at the Sth
annual Institute on Government, California State Employees' Association, Sacramento
College, California, June 17, 1949. 13 pp.

"Report of Development of the Institute of Transportation and Traffic Engineering",
Proceedings, First California Institute on Street and Highway Problems, 1949, pp. 17-22.

"Some Laboratory Studies of Factors Pertaining to the Bearing Capacity of Soils",
Proceedings, Highway Research Board, 1949, pp. 467-473. (Also published as Reprint
No. 6, Institute of Transportation and Traffic Engineering) (with R. J. Woodward).

"Careers in Transportation", Proceedings , Second California Institute on Street and
Highway Problems, 1950, pp. 21-22.

Off-street Parking Study for California Cities: A Prospectus for Parking Research.
Special Report, Institute of Transportation and Traffic Engineering. Prepared for
the League of California Cities. November 1949. 6 pp.

"Training Highway Engineers", Pacific Road Builder and Engineering Review, v. 74, no.
1, January 1950, p. 11. (with W. Snowden) .

Ideas Are No Good, Unless. . . A paper prepared for presentation at the Western Public
Works Congress of the American Public Works Association, Oakland, California,
April 1950. 8 pp.

"Trench Backfill Practices", Journal , American Water Works Association, v. 42, no. 5,
May 1950, pp. 512-518. (with F. N. Finn).

Development and Program of the Institute of Transportation and Traffic Engineering at
the University of California. A paper prepared for presentation at the Civil Engineerir
Conference program, 53th Annual Meeting of the American Society for Engineering
Education, Seattle, Washington, June 20, 1950. 12 pp.

"Some Concepts Concerning Vriaxial Compression Testing of Asphaltic Paving Mixtures
and Subgradc Materials". Special Technical Publication No. 106, American Society for
Testing Materials, 1950, pp. 25-45. (with F. N. Hveem) .

"The Railway Grade Crossing Problem", Proceedings, Engineering Section, 1950,
Governor's Traffic Safety Conference, pp. 28-33.

147

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"State Highway Personnel Practices - A Progress Report", Proceedings. 30th Annual
Meeting, Highway Research Board, 1950, pp. 1-8. (also Reprint No, 9. Institute of
Transportation and Traffic Engineering).

Toll Roads - V/hrt are the Issues?. A paper prepared for presentation at the Highway Sec
tion, Annual Meeting of the California State Ciu.uiber of Commerce, November 30, 1950,
San Francisco, California. November 1950. 14 pp.

Issues Involved in Toll Road Firmncing. A paper prepared for presentation at the Highway
Session, Southern California Council of the California State Chamber of Commerce,
February 14, 1951, Los Angeles, California. February 1951, 14pp.

"Some Considerations on Traffic Accidents in Relation to Highway Planning and Design",
Proceedings, of the 30th Annual Conference of the Western Association of State Highway
Officials, 1951, pp. 175-196. (also published in International Road Safety Review, v. 1,
no. 2, pp. 11-17.)

Railroad-highway Crossir? Problem in CnTifornip.. A Special Report prepared for the
Assembly Interim Fact-finding Committee on Tideland Reclamation and Development in
Northern California, Related Traffic Problems and Relief of Congestion on Transbay Cross
ings. May 1951. 75 pp.

"Education and Research at the Institute of Transportation and Traffic Engineering of the
University of California", Proceedings. 22nd Annual Meeting, Institute of Traffic Engineers,
1951, pp. 95-102.

Patterns ?nd Issues of Hip.Iv.vav Firnncing. A paper prepared for presentation at the High
way Section, Annual Meeting of the California State Chamber of Commerce, November 29,

1951, Los Angeles, California. 15pp. (with R. M. Zettel) (also published in American
Highways, v. XXXI, No. 3, July 1952, pp. 6, 22-28)

"Ronds and Highways", American Peoples Encyclopedia Yearbook. Events and Personalities
cf 1951. Chicago, Spencer Press, Inc., 1952. pp. 982-9S5. (with Wayne Snowden) .

go-no Pnttsrns and Issuss of IT?.o;hv.'ay Trnrsportntion. A paper prepared for presentation at
the 4th Annual Salzberg Memorial Transportation Lecture, April 29, 1952, Syracuse
University, Syracuse, New York. 20 pp.

Urban and Interurban Problems of Mass Trnnscorta^on. A paper prepared for presentation
at the 5th Annual Conference, American Society of Civil Engineers, California Sections,
May 2, 1952, San Diego, California. 13pp. (with W. N. Kennedy)

"Urban Mass Transportation", Proceedings. 4th California Street and Highway Conference,

1952, pp. 24-28. (with \V. N. Kennedy.

Investigation of the Bearing Capacity of Narrow Footings on the Surface of Cohesionless
Soil. A paper prepared for presentation at the 1952 meeting of the Structural Engineers
Association of California, October 17, 1952, Riverside, California. 5pp. (with H. B. Seed)

148

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Another Look at the Toll-road Situation. Presented at the Highway Section, Annual

Meeting, California State Chamber of Commerce, December 4, 1952, San Francisco,
California. 23 pp. (with R. A. Moyer, W. N. Kennedy, H. S. Lapin) .

Some Recent Aspects of the Toll-road Situation. Presented at the meeting of the

Committee on Highway Finance, Annual Meeting of the American Association of State
Highway Officials, December 11, 1952, Kansas City, Missouri. December 1952. 19 pp.
(with R. A. Moyer, W. N. Kennedy, and H. S. Lapin).

Supplementary Comments on Credit Financing for Highways. Presented at the meeting of the

Committee on Highway Finance, Annual Meeting of the American Association of State High
way Officials, December 11, 1952, Kansas City, Missouri. December 1952. 5 pp.

The Urban Transportation Problem - What Approach? Presented at the Mayor's and Council -

men's Session, 54th Annual Conference of the League of California Cities, October 14,
1952, San Diego, California. October 1952. 7 pp.

"Roads and Highways", American Peoples Encyclopedia Yearbook, Events and Personalities
of 1952. Chicago, Spencer Press, Inc., 1953. pp. S43-847. (with Wayne Snowdcn) .

Toll-road Developments and Their Significance in the Provision of Expressways. Institute

of Transportation and Traffic Engineering Research Report No. 11. January 1953. 85 pp.
(with R. A. Moyer, W. N.' Kennedy, H. S. Lapin).

Elements of Reinforced Concrete Analysis. California Book Company, Ltd. , Berkeley,

California, Revised 1953. 43 pp. (with H. D. Eberhart) .

"Institute of Transportation and Traffic Engineering Activities and Problems Ahead",
Proceedings , Fifth California Street and Highway Conference, 1953, pp. 71-74.

Some Aspects of Metropolitan Area Transportation Problems. Presented at the Syracuse

Transportation Confei-ence, April 29, 1955, Syracuse University, Syracuse, New York.
April 1953. 15 pp. (also published in Traffic Engineering, v. 23, no. 9, June 1955,
ip. 508-315; abstracted under title "The Crux of Urban Transportation Problems",
Public Works Engineers' News Letter, v. 20, no. 1, July 1953, pp. 4, 10, 11.

'Highway Engineering Education Programs and Problems", Proceedings, Separate No. 256,
American Society of Civil Engineers, August 1953, 13 pp. (also published as "Issues in

Highway Engineering Education", Transactions , v. 120, 1955, p. 340-350, Paper No.
2742. (with R. A. Moyer).

Summary of Developments nnd Research in Traffic Signs, Signals and Markings. Presented

at the California Traffic Safety Conference, Sacramento, California, October 1955.
9 pp. (with Donald S. Berry).

Traffic Safety or Traffic Facilitation? Presented at the Traffic Section, 41st National

Safety Congress, Chicago, Illinois, October 21, 1953. 5 pp.

'An Appraisal of the Problems of Transportation Development in California", in Report of
Problems Sub-Committee of Chancellor's Committee on Education, Training and Research
in Problems of Western Development, Univ. of California, Berkeley, 1955, Sec. XXIII, pp.
1-4. Also in final report of Committee entitled California Development Problems, Univ.
of California, Berkeley, February 1954. pp. 177-180.

149
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niversity Responsibility in Training and Research in the Public Service. Presented at
he Panel on "University-Governmental Relations", Fall Meeting of the Western College
ssociation, San Francisco, California, November 13, 1953. 5pp.

Remarks Concerning the Urban Transit Problem", Transcript of Proceedings. Joint
earing of the Subcommittees on the Rapid Transit Problem of the Interim Committees on
ransportation and Commerce, and Public Utilities and Corporations, of the Assembly of
he California Legislature, Los Angeles, California, November 30, 1953 and December
, 1953. pp. 3-5, 1D-24.

rban Transportation - Service or Chaos? Presented at the Highway Section, Annual
eeting of the California State Chamber of Commerce, Los Angeles, California,
ecember 5, 1953. 9 pp.

he Other Side of the Highv.'ay Picture. Presented at the Annual Meeting of the County
upervisors Association of California, Los Angeles, California, September 16, 1954. 6 pp.

101,365,000,000 for No-.; Roads. Presented at the Virginia Better Roads Conference,
ecember 7, 1954, Richmond, Virginia. 11 pp. (also published in Summary , Virginia
tatewide Better Roads Conference) .

Some Observations on the Urban Transportation Problem". Presented at the City Planning
ession, San Diego Convention, American Society of Civil Engineers, February 10, 1955.
roceedings , American Society of Civil Engineers, vol. 81, August 1955, pp. 769-1 to
69-7. Transactions, American Society of Civil Engineers, Vol. 122, 1957, pp. 286-292.

Roads and Highways", in The American Peoples Encyclopedia Yearbook: Events and
ersonalities of 1954, Chicago, II linois : The Spencer Press, Inc., 1955. pp. 914-915.
with Wayne H. Snowden) ..

ngineering Manpower in an Accelerated Highway Program. Special Report, Institute of
ransportation and Traffic Engineering, prepared for the Committee on National
ighway Program of the American Society of Civil Engineers, March 1955, 15 pp. (with
. A. Moyer and Robert Horonjeff) .

lie Use of Private Engineering Services by State Highway Departments. Research Report
o. 21, Institute of Transportation and Traffic Engineering, June 1955. 22 pp. (with
onald S. Berry, Robert Horonjeff, Norman Kennedy, and Wayne H. Snowden).

Manpower Factors in an Augmented Highway Program", Proceedings, American Society of
ivil Engineers, v. SI, Paper No. 784, August 1955. pp. 1-9 (with Robert Horonjeff and
oriiuui KenncJy) .

Factors in the Output of Highway Engineering Organizations", Proceedings, Western
ssociation of State Highway Officials, v. 34, 1955. pp. 85-97. (also published in
ighways and Public Works, v. 34, nos. 11-12, November-December 1955, pp. 56-60).

Use of Private Firms .for Highway Engineering Functions", Bulletin 106, Highway
esearch Board, 1955, pp. 25-30. (with Donald S. Berry and Wayne H. Snowden).

150
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A Review of the Problems of Highway Financing. Presented at the Western Businessmen's
Highway Conference, Denver, Colorado, December 9, 1955. 13 pp.

Issues Involved in the National Highway Program. Presented at the December 20, 1955
meeting of the San Francisco Section, American Society of Civil Engineers.

The Testing and Inspection of Engineering Materials. McGraw-Hill Book Co., New York,
N.Y. , 1955. 431 pp. (Second Edition - complete rewriting of book first published
in 1941). (With G. E. Troxoll and C. T. Wiskocil).

"Roads and Highways", .American Peoples Encyclopedia Yearbook; Events and Personalities
of 1955. Chicago, Illinois: The Spencer Press, Inc., 1956. pp. 959-940. (with W. H. Snowi

"A Review of the Revenue Aspects of Highway Financing", Proceedings of the Ninth North
west Conference on Road Building, 1956. pp. "88-93.

"Highway Engineering Manpower: Highway Engineering Education Aspects", Journal of the
Highway Division, American Society of Civil Engineers, v. 82, no. HW 2, May 1956,
pp. 984-1 to 9S4-S.

"The Coordination and Administration of Metropolitan Transportation Systems", in
Transportation and Metropolitan Planning, Proceedings of the Southern California
Planning Institute, v. Ill, August 1956. pp. 70-79.

Ijnpacts and Issues of Air Transport. Presented at the Third National Turbine-Powered
Air Transportation Meeting, Institute of Aeronautical Sciences, San Diego, California,
August 17, 1956. 17 pp. (with R. Horonjeff).

Composition and Properties of Concrete. McGraw-Hill Book Co., Inc., New York, N. Y.
Oct. 1956. 454 pp. (with George E. Troxell and J. W. Kelly). Abridgement and translation
into Portuguese as "Introducaoa Execucao E Ensaio Do Concrete Simples," Chapt. VII in
Encyclopedia Technica Universal, Editors Globo, Rio de Janiero, 1962.

"Developments in the V,'e stern States Relating to Reciprocity Agreements", Proceedings,
Highway Research Board, v. 35, 1956. pp. 1-8.

"Highway Finance: Discussion Summary", Report of the Pro-Legislative Conference,
Washington State Research Council, December 1956. pp. 15-18.

"The Concept of Controlled Access", Proceedings, Urban Motorways Conference, British
Road i-oJcration, London, 1957, pp. 197-205^ (also published in abbreviated form as
"Controlled Access on the Roads", State Governnent , v. XXIX, no. 10, October 1956.
pp. 195-197, 211).

"Vehicular Traffic Trends; A Study of Toll Facilities", Quarterly Toll Review, v. Ill,
no. 3, October 1956, pp. 47-49' v. Ill, no. 4, April 1957, pp. 68-69. (with D. M. Belmom

Summary Corr.ments_ on a Conference on Increasing Highway Engineering Productivity. Pre
sented at the Western Regional Conference on Increasing Highway Engineering Productivity
Los Angeles, California, March 5-7, 1957. 6 pp.

151

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Roads and Highways", The American Peoples Encyclopedia Yearbook: Events and Person -
lities of 1956. Chicago, Illinois: The Spencer Press, Inc., 1957. pp. 945^950.
with W. H. Snowden) .

Graduate Study in Civil Engineering", the California Engineer, v. 35, no. 8, May 1957.
p. 29-32, 36.

einarks on the Issue of Urban Freeways - Impasse or Opportunity? Presented before the
ighway Session, 30th Annual Statewide Meeting, California State Chamber of Commerce,
os Angeles, California, December 5, 1957. 5 pp.

Emerging Highway Issues", California Magazine of the Pacific, v. 47, no. 12, December
957, pp. 20-21.

ome Aspects of Public Works Planning. Presented at the annual meeting of the Northern
alifornia Chapter, American Public Works As-sociation, Berkeley, California, January
7, 195S. 6 pp.

he Next Ten Years in Highway Transportation. Summary of remarks before the Syracuse
ransportation Conference, Syracuse University, Syracuse, New York, April 21, 1958. 2 pp.

ransport^ation and Urban Growth. Summary of remarks presented at the noon Lecture

eries sponsored by the Committee on Drama, Lectures and Music, University of California,

erkeley, May 6, 1958. 6 pp.

uil dines, Men and Ideas. Summary of an address at the dedication of the Materials and
esearch Laboratory, California State Division of Highways, Sacramento, May 21, 195S.
pp.

!iat Basis for Education in Transportation Engineering? Presented at the Transportation
onference of the Civil Engineering Division, American Society for Engineering Education,
srkeley, California, June IS, 1958. 9 pp. (Published in Better Roads, vol. 28, no. 8,
ugust 1958, pp. 25-24, 40).

ran sport at ion Planning Stin.lic_s_. Presented at Transportation Panel of the National Con-
jrcncc on Metropolitan Growth, Chamber of Commerce of the U.S., Washington, D. C.,
ovember 1958.

rhe Administration of Highway Transportation Functions: Status and Research Needs",
art 1 of a Symposium on Status and Research Needs, Proceedings, Highway Research
oard, 1959, pp. 46-62.

esearch in Highway Affairs - An Appraisal and a Projection. Presented at 50th Annual
Doting of the Mississippi Valley Conference of State Highway Departments, March 1959.
1 pp.

Changing Scope of Highway Research", National Research Council, News Report , vol. 9,
o. 4, July-Aug. 1959, pp. 55-56.

highway Administration and Changing Times", Proceedings, 45th Annual Road School,
urdue University, 1959, pp. 45-54.

1-lighway Planning and Research", Proceedings, Sth Highway Planning Conference of Western
ssociation of State Highway Officials, April 1959, pp. 7-16.

152

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"Considerations in Planr-i" ' Ground Facilities for the Needs of Air Transportation".
Published as "Transport.-. .. \ceds" in Airports of the Future, A Symposium by Airport
Operators Council, Washington D. C. , May 1959, pp. 15-36. (with W. E. Gillfillan and
R. Horonjeff).

"Roads and Highways", The American Peoples Encyclopedia Yearbook: Events and Pcrsonalitie
of 1958. The Spencer Press, Inc. 1959. pp. 884-8S5 (with W. H. Snowden) .

"Is a Crash Program Needed in Research in Highway Affairs?", Proceedings , 40th Conven
tion of the Canadian Good Roads Association, 1959, pp. 15-27.

A Transportation System for a New Planet. Remarks prepared for panel presentation

at National Midwestern Meeting, Institute of Aeronautical Science, Wichita, Kansas,
November 1959. 5 pp.

"Past is Prologue" (Chairman's Address before 59th Annual Meeting of the Highway Research
Board, National Research Council), Highway Research Abstracts, v. 30, no. 3, March 1960,
pp. 21-25.

"Highway Administration and Finance", Highway Engineering Handbook, Section 1, McGraw-
Hill Book Co., Inc., New York, 1960. 56 pp. (with R. M. Zettel) .

"Comments on Highway Planning and Research", Proceedings, 12th California Street and
Highway Conference, 1960, pp. 49-55.

Highway Transport - A Dynamic Industry. Presented at 14th Annual Membership Meeting,

Western Highway Institute, Honolulu, March 1960, 15 pp.

"Remarks before the Hearing on Factual Study of State Functions Bearing on Ownership,
Operation and Use of Motor Vehicles in California" (11R 581), Transcript of I'rocecdings ,
Assembly Interim Committee on Transportation and Commerce, California Legislature, 1960,
pp. 50-56.

"Roads and Highways", The American Peoples Encyclopedia Yearbook: Events and Person
alities of 1959. The Spencer Press, Inc., I960, pp. 8*64-866 (with W. 11. Snowden).

Siiir.r.inry of "C!i::vAs for lV.no 1 Discussion on Short Range Rapid Transit - Traffic Potential

Air vs. I'.rornd for Intercity, Iivcracity and Airport to Downtown. Presented at 1960
ASML Seiiii- Annual Meeting and Aviation Conference, Dallas, Texas. 10 pp.

"Some Considerations in Coordination of Transportation, Public Works and General Urban
Planning", California Governor's Conference on California's Urban Areas and the State

Highway System, Proceedings, 1960, pp. 58-42.

Sunmnry Re-port on I960 Sun:r,er Study of Transportation Research Needs. -Prepared as Chair
man of the Summer Study Group convened by the National Academy of Sciences, National
Research Council, at Woods Hole, Mass., August 1 - September 3> 1960. 9 pp.

"The Challenge of Transportation", Chapter I in Report of Conference on Transportation
Research, National Academy of Sciences - National Research Council, Washington, D. C.

PuDlication 840, 1960, pp. 1-9 (with W. Owen and J. S. Coleman) .

153
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America on the Go", National Civic Review, vol.L,no. 1, January 1961, pn. 1S-25.

!an Traffic Law Enforcement Plan Ahead Through Research?", Report and Summary, Inter-
itional Association of Chiefs of Police, Mountain-Pacific Region, 1961, pp. 40-48.

imments on Planning and Development of Integrated Systems of Streets and Highways.
inel on "Metropolitan Public Works Problems", 1961 Public Works Congress of the
lerican Public Works Association, Minneapolis, September 1961.

>ome Observations on Urban Transport Plnnm'nn and Research", Proceedings. 1961 North-
:st Road Building and Traffic linginccriug Conference, University of Washington,
sattle, 1962. pp. 19-25.

>ome Aspects of Urban Transport Planning". Presented at a Symposium at King's College,
liversity of Durham, Urban Survival .and Traffic, Spon, Ltd., London, 1962, pp. 165-172.
ssume published as "Urban Transportation Planning" in Better Roads, vol. 31, no. 4,
>ril 1962, pp. 5, 8; and as "Master Planning" in Divide and Survive, Roads Campaign
>uncil, London, February 1962, pp. 22-26. (with W. N. Kennedy).

'.crjjinc Concepts of Transportation and Their Implications for Engineering Education.
-esented at session of Division 4 on Transportation, 70th Annual Meeting of the American
>ciety for Engineering Education, June 20, 1962, 18 pp. (with U'. N. Kennedy). Published
i part as "Emerging Concepts of Transportation Engineering" in Traffic Engineering,
>1. 33, no. 4, January 1963, pp. 15-20.

'he New Challenge of Highway Planning", Proceedings, llth WASHO Planning Conference,
istern Association of State Highway Officials, 1962, pp. 5-13.

.anning and Research for Highway Transportation - An Appraisal. Presented at IV
•rid Meeting, International Road Federation, Madrid, October 1962. 26 pp.

lonfercnce Summary" (IV World Meeting International Road Federation, Madrid, Oct.
162), World Highways, v. 15, nos. 11, 12, Nov. -Dec. 1962, pp. 22-23.

•an snort at ion r.r.d ! "nd-Usc Plannir.g n? Related to Industrial Development. Presented
: Annual Meeting, "California State Chamber of Commerce, Industrial Development
sction, San Francisco, November 1962. 5 pp.

luminary Remarks" (Session I, Community Values as Affected by Transportation), Highway
iscarch Record No. 2, Washington D. C., 1965, pp. 31-33.

k>le of Research in Transportation", Proceedings, Western Regional Research and
(velopir.ent Conference, U.S. Bureau of Public Roads, Washington D. C. , 1963. pp. 13-15.

:o:iments on a Proposed National Study", a presentation for a panel on "What is Needed
>r a Fact-Finding Study of Intercity Transportation in the U.S.". Highway Research
;cord No. 58, Highway Research Doard, 1963, pp. 150-156.

Broaches to Planning for Transportation in Urban Regions. Presented ut Conference of
icific Southwest Council, American Society of Civil Engineers, Yosemite, California,
irch 1963. 9 pp.

ISA

- 13 -

National and Metropolitan Transportation Systems. Presented at Session on Graduate
Studies at the Annual Meeting of the American Society for Engineering Education,
Philadelphia, June 1963, 6 pp.

"Transportation Planning - A 'State-of-the-Art ' Report", Proceedings, 6th Annual Highwa;
Conference, University of the Pacific, Stockton, California, 1965.

The Urban Transportation Planning Process - CaprM^Jties and Potentials. Presented at
Session on Urban Transportation at the Jubilee Conference of the Ncw~~t~eala.nd Institutioi
of Engineers, Wellington, N.Z., l;ubruury Ii)o4. 1'J pp.

Some Aspects of the Interrelationship of Transportation and Land Use. Presented At
Environmental Engineering Conference, ASCE, Joint Session of the Highway and City
Planning Division, Salt Lake City, May 13, 1964. 11 pp.

The Testing and Inspection of Engineering Materials. McGraw-Hill Book Co., Inc.,
3rd edition, New York, ly64. 475 pp. (with G. E. Troxell and C. T. V.'iskocil) . Trans 1 at <
into Spanish t\s : Ejisayc E Inspeccion de los Matcriales dc Ingcniera, Compah'iaEditorial
Continental S.A. , Mexico, D.F*. 1966. 577 pp.

"The Role of Research in a Natior.?.! Program of Ilighv;ay Safety", Proceedings , V.'cstern
Regional Conference for Women's National Organization on Efficient Highway Transportatii
and Reduction of Traffic Accidents. May 1964. pp. 52-55.

"Observations of New Zealand Highway and Transportation Development", Road Research
Unit Newsletter, New Zealand National Roads Board, New Zealand, No. 3, June 1964.

"The Changing Public Condition", Proceedings Abstracts of Presentations at the Seventcei
California Street and Highway Conference, University of California, 1965, pp. 1-5.

"The Transportation Horizon", proceedings 55th Annual Meeting (1965), Institute of
Traffic Engineers, 1966. pp. 44-4S. Reprinted in :~TraTfTc " Engineering, vol. 56, no. 3,
Dec. 1965, pp. 50-51, 47-48; and as "Horizon of Transportation" in Better Roads, vol.
55, no. 11, November 1965, pp. 4-5.

High •.•.-.•>)' Transportation anu Public Policy, Notes for course (UCB-CE293) on Admin istraticr
of Transportation Functions (with R. M. Zcttel). Berkeley, California, 1965. Mimeo, 75 j

"Highways and Environment", proceedings Abstracts of Presentations at the Eighteenth
California Street and Highway Conference, University of California, January 1966,
pp. 1-6.

"Technology, Transportation and Society - Shades of 19S6", Proceedings • 1066
National Transportation Symposium, American Society of Mech. Engineers, New York,
May 1966. pp. 13-16.

"Internal Regional Development — Transportation", Impact of Water on Land, Report \'o. <
(Proceedings of the San Joaquin Study Group Conference, Solvang, California, Mar. 9-11,
1966) Water Resources Center, University of California, July 1966, pp. 52-54.

"San Joaquin-West Side Story: The Problem of Planning", Proceedings , San Joaquin Study
Group Conference, Water Resources Center, Report No. 9, July 1966, pp. 9S-105.

Management of Highway Affairs in California — A Summary of the Issues. Presented befoi
the Section on Highways and Transportation of the Commonwealth Club of California,
San Francisco, California, August 23, 1966. 12 pp.

•ansport ation and Urban Functioning. A lecture prepared for the 1966 Si gam Xi-RESA
Ltional Lectureship Series, Metropolitan New York-New Jersey area, October 1S66. 25 pp.

lignificont Trends in h'orld Highway Transport Planning and Development", EWorld Highways,
:nternational Road Federation), vol. XVII, no. 10, October 1966, p. 5. Reprinted in
•affic Engineering and Control, November 1966, pp. 455-454, 463, and in Road Inter-
itional, No. 65, Dec. 1966, pp. 18-19.

Loads and Highways: Modern Planning and Design; Construction; and Maintenance and
seration". Encyclopedia Britannica. 1966, pp. 373-579.

ntroduction" to Wiccl^_. Life Science Library, Tine Incorporated, 1067. p. 7.

'marks on the Nature of the Transportation Planning Process. Presented before the
tizen's Advisory Committee of trie Bay Area Transportation Study Commission, Hotel
arenont, Berkeley, January 26, 1967. 5 pp.

.e Dynaric Nature of Transportation Plav.nirrg and Development. Presented at the Symposium
i Balanced Transportation - The key to a Better City, sponsored by the Los Angeles See-
on, American Society of Civil Ungineers, Los Angeles, California, May 10, 1967. 9 pp.

rarks Regarding Trends in Transportation Affecting State Responsibilities, Governor's
.sk Force on Transportation, San Francisco, August 1U, 1967. 4 pp.

ihift of Enphasis from Private to Public Sector", Chapter 27 in Engineering - Its :'.:!:-
.d Function in 'iur.an Society. K. H. Davenport and D. Rosenthal (eds.), Perganon Press,
:w York, 1967. pp. 199-202'.

itonotivc Transportation - A Review of Problems and Evolutionary Trends. A lecture
•epared for the Forum Series of the Voice of America program, November, 1967, 15 pp.

- )

iT Layin" the Scvsis for Orderly Transportation Development for the St:atc.
•epared for Panel IV, Governor's Task Force on Transportation, November 10, 1967, 5 pp.

".- Occasions Bring Nc-w Duties -- The Chcnr.ing Responsibilities of the Engineer!:'. :
•orc5<ioTT! Presented jeforc the San Francisco Section, American Society of Civil
ic-inccrs , San Francisco, California, Decenber 19, 1967. 12 pp. Resume in We stern ITU ,
istcrn Sec., Institute of Traffic Engineers, vo. 52, no. 9, June 196S, p. 4.

ic Cn.sc of the "ig Industrial riant -- And Its Trm^ortntion Pr: j •'.:•- -- A r :•.'-" Ic .
•cscnted at the meeting of the Bay Area Transportation Study Commission, February S,
I6S, 3 pp.

Critique cf Urban Transport at icn Planning. Presented at the ASCE National Transpor-
.tion Conference, San Diego, California, February 19, 1968. 11 pp.

position and Pror-erties of Concrete, McGraw-Hill Sook Co., New York, June 1968.
.d tuition. 529 pp. (with G. E. Troxell and J. K. Kelly).

scussion of paper by Max Feldman on 'Transportation: An Equal Opportunity for Access",
L Environment and Policy — The Next Fifty Years, Indiana University Press, Blooaingtcn,
idiana, 1968, pp. 202-207.

Irban Transportation Problems", abstract of address in Abstracts of Presenter long r.t
ie Twentieth California Street and Highway Conference, I.T.T.E., University of
tlifomia, Berkeley, May 196S. pp. 7-S.

• - 156

- 15 -

"Problems of Economic Analysis of Transportation", abstract of presentation, in Ab -
stracts of Presentations at the Twentieth California Street and Highway Conference,
'. I.T.T.E., University of California, Berkeley, May 1968. pp. 8-9.

Role of the Universities in The Solution of Urban Problems: Transportation Aspects.
Prepared for Conference on Definition of the Role of tiie Nation's lin i ver s iTie~s~~in~~the
Solution of Urban Problems, conducted by the Civil Engineering Department, Texas ASM
University, Denver, Colorado, September 5-6, 1968. 7 pp.

"Wheels, Wings, Ships and Bridges, — Transportation Needs in the Bay Arcn", a backgroum
paper for a Conference on Cay Area Regional Organization, September 14, 19u8; in
Toward a Bay Area Regional Organization, H. Kathan, editor,-- Report of the Conference;
University of California: Institute of Governmental Studies, Berkeley, 1969, pp. 207-217

"Designs for Meeting Future Transportation Education Needs", Proceedings, Pennsylvania
Highway Transportation Conference and Workshop, Nov. 15-15, 1968, University Park,
Pennsylvania, pp. S7-90.

"Foreword" to j\cport of the Governor's ask I-'orcc on Transportation, Sacrair.cnto,
California, November 1968. 2 pp.

"Urban Transportation Planning - Development and Prospects". Proceedings, 20th Annual
Syracuse Transportation Conference, Syracuse University, November 1~9~68. pp. 34-59.

"Urban Transportation Planning - Introduction to Methodology", 196$ Transportation
Engineering Conference, American Society of Mechanical Engineers, December 1968. pp. 9-1-

"Advancement in the State-of-the-Art", Proceedings of the International Road Federation
Road Seminar, 1969, pp. 59-40.

"Problems of Planning for New Technology in Transportation". Prepared for presentation
at ASCE Annual Meeting, Chicago, Oct. 16, 1969. Preprinted, 52 pp. (with L. Vance).

"Challenges for the Civil lin-inccr in Transportation Planning and Design". Prepared for
a program of lectures on Civil Engineering Frontiers in Environmental Technology, at
dedication of Davis Hall, University of California, Berkeley Campus, October 25, 19o9. i:

Preface to finr.l report of the Traiisportat ion -Employment Project (SEf, So. Central

Los Angeles), State of California and U. S. Department of Housing and Urban Development

Study (Project CAL-MTD 9) January 1970. p. v.

"Transportation Needs in the Bay Area," in Toward A Bay Area Regional Organ
ization. H. Nathan, Ed. 1969. pp. 207-217.

"Remarks on Transportation Research," Abstracts of Presentation at the
Twenty-First California Street and Highway Conference, ITTE, University of
California, 1969. pp. 4-6.

CHANGING RESPONSIBILITIES IN CIVIL ENGINEERING EDUCATION. Statement prepared
for discussion purposes by Subcommittee I on Educational Objectives, at a
Faculty Conference of the Department of Civil Engineering, University of Cali
fornia, Berkeley, 9 pp. (Dec. 5, 1970).

"World Transport in Transition — comments on the technical programme of the
VI IRF World Meeting," Road International, pp. 9-12 (Dec. 1970).

"Decision for Transportation Progress," Abstracts of Presentation at the 22nd
California Street and Highway Conference. Institute of Transportation and
Traffic Engineering, pp. 4-5, 1970.

157

- 16 -

Multidisciplinarv Design Education for Urban Transportation. Presented at the
meeting of Program Directors of the University Research and Training Program,
U.S. Urban Mass Transit Administration. Washington, DC: June 1971.

"The Movement of People and Goods.
1974.

Traffic Engineering, v. 44, n. 14, Nov.

Balancing Transportation for Efficient and Flexible Land Communications.
Prepared for the Fourth Road Seminar, International Road Federation. Chicago,
Feb. 1975.

A Comparative Analysis of Urban Transportation Requirements (with F. C.
Turner). U.S. Federal Highway Administration, 2 vols. 1977.

158 APPENDIX L

HARMER E. DAVIS, a distinguished California citizen,
educator and civic leader, has given over forty years of loyal and dedicated service
to the California State Automobile Association as a member of its Board of
Directors, and thereby to all of the motorists of California, Nevada and Utah; and,

HARMER E. DAVIS, through his service since July 19,
1956 as a director of the California State Automobile Association and as Chair of
its Board in 1975 and 1976, has done much to enhance die prestige of the
California State Automobile Association and has been instrumental in its growth in
membership and in service to the motorists of California, Nevada, and Utah and in
its growth in prominence among motor clubs; and,

HARMER E. DAVIS has advanced die interest of motorists
nationwide through his service to die American Automobile Association as a
member of its Board of Directors in 1974 and as a member of die AAA National
Advisory Council from 1974 dirough 1981; and,

HARMER E. DAVIS, as an instructor and professor of
Civil Engineering and as Chair of the Department of Civil Engineering, at the
University of California at Berkeley, California, as Director of its Institute of
Transportation and Traffic Engineering, and as a traffic, transportation and
engineering consultant and author, has contributed significantly, not only to
the growth and economic development of his community, but to die advance
ment of transportation and traffic engineering and technology; and,

, HARMER E. DAVIS has contributed greatly to die welfare
of his country, state and community and die citizens thereof dirough his service as a
Fellow and Honorary Member of die American Society of Civil Engineers, as a
member of die National Academy of Engineering, as a Trustee and Director of die
American Public Works Association, as a Director of The American Society of Civil
Engineers, and as a Member of die Editorial Board, Journal of Transport
Economics and Policy (London School of Economics); and,

HARMER E. DAVIS will retire from active service upon
the Board of Directors of the California State Automobile Association on
February 27, 1997.

dial die Board of

Directors of the California State Automobile Association, individually and
collectively, takes this means of expressing its gratitude and appreciation to
HARMER E. DAVIS for die many years of wise and generous counsel which he has
contributed to die California State Automobile Association.

<3im TJplRSp^ ^^®?J?13?ja, that HARMER E. DAVIS be
nominated and declared an Honorary Lifetime Member of die Board of Directors of
die California State Automobile Association and dial diis Resoludon be spread in
full upon the Minutes of this meeting and that a copy of this Resolution be
presented to him as an expression of die warm affection and liigh esteem which we,
Ids colleagues on die Board of Directors of die California State Automobile
Association, hold for our friend, HARMER E. DAVIS.

January 24, 1997

159

INDEX— Harmer E. Davis

Agricultural Extension Service,

73-74

airports, access to, 65
Army Corps of Engineers . See

Corps of Engineers .
American Highway Policy. 92
American Society of Civil

Engineers, 10

automobile clubs, 50, 58-59, 95
automobile, influence on road

de ve 1 opment , 6 4
Automotive Safety Foundation, 42,

BART, 58, 65, 84

Bay Bridge, San Francisco-Oakland,

12, 109, 110
Belmont, Dan, 99-100
Berkeley, fire (1923), 3-4, 25-26
Berry, Donald, 35, 53, 100, 101,

106
Boelter, L. M. K. , 31, 36, 43,

79-80, 84

Bohemian Club, 86-87
Bonneville Dam, 108
Boulder Dam, 9, 108
Breed, Jr., Arthur, 50, 96
Brookings Institution, 41-42, 44,

Bureau of Public Roads, 62
Burns, Assemblyman Hugh M. , 49

California,

development and financing of
postwar highway system, 61-
62, 64-65, 91-97
road system compared to other

states, 60-61
transportation infrastructure

in 1940s and 1950s, 57-58
California Auto Club, 59
California Cap Company, 37
California State Automobile
Association, 59, 92

Campbell, William Wallace, 27, 28
Carll, Richard, 100
Carr, Francis, 92, 93, 97
Cerny, Joseph, 105-106
College of Agriculture, 73, 74
College of Civil Engineering, UC
Berkeley, 6-8, 107-108
materials research lab, 8-9
research during World War II,

16, 19-21
structural engineering

program and lab, 9-10, 108-
109

College of Engineering, UC
Berkeley, 7, 14
graduate program, 14
reorganization of

departments in 1950s, 13-

14, 51
Department of Civil

Engineering, 52
Department of Engineering,

51-53
Division of Transportation

Engineering, 51-53
See also Institute of

Transportation and Traffic
Engineering.
College of Mechanics, UC

Berkeley, 7
College of Mining, UC Berkeley,

Collier Committee, 91-97
Collier, Randolph, Sen., 41, 44,
45, 49, 91-92, 93, 97, 99, 100,
101

Collier-Burns Act (1947), 30, 41-
43, 44, 48, 61, 94-97, 99, 100
opposition to, 94-95 '
supporters of, 95
See also Senate Bill number

1432.

concrete dam construction, 8-9
Corley, James, 47, 48, 96
Corps of Engineers, 16, 17, 18
Cortelyou, Catherine, 10

160

County Engineers Association, 77
County Supervisors Association,

76, 95

Crommelin, Bob, 106-107
Cron, Bob, 101

Daganzo, Carlos, 102
Davis, Bernice, 15
Davis, Clare, 22, 23
Davis, Eugene, 23
Davis, Harmer E., 1-88, passim.
appointment as assistant

professor, 15
appointment as instructor, 12,

children, 22-23
college education, 3-10, 111-

112
extracurricular college

activities, 6, 25
family, 2, 14-15
high school education, 1, 2
honors and awards, 105
interest in books, 111
library dedication tributes to,

103-110

marriages, 22, 23
membership in Bohemian Club,

86-87

papers by, 103-104, 109-110
role in developing ITTE, 34-
35, 36-37, 39-56, 66-85, 97-
102
work with Army Corps of

Engineers, 16-18

Davis, Harmer E., Transportation
Library, dedication speeches,
103-112

Davis, Lynn Eleanor, 23
Davis, Phyllis, 23, 86-88
Davis, Raymond E., 8, 12, 16, 19,

108, 111, 112
Davis, Wallace, 15
Davis, Willard, 23
Dearing, Charles, 42, 44, 92-93,

Department of Public Works,
California State, 50-51

Derleth, Jr., Charles, 7-8, 10,

12-13, 108
Division of Highways, 31, 40, 42 ,

58, 76, 92

Eberhard, Howard, 19-20, 21, 83
Etcheverry, Bernard, 9
exterior ballistics research, 16-
19

Finch, Daniel, 31, 39-40, 45
Folsom, Professor, 39
Foote, Francis, 31, 35, 52, 106
Fort Conkrite, 16

Glenn, Bob, 45, 46-47, 48, 52,

75, 76, 77, 78, 100, 101
Goodman, Michael, 24
Gotaas, Professor Harold, 39
Graver, Bob, 59
Greyhound Corporation, 94

Hall, James, 90, 91

Hamilton Field, 19

Hanna, Ed, 77, 78

Hansen, Julia Butler, 98

Harvard University, traffic
engineering program, 60

Hatfield, George, Sen., 30, 41,
42, 46, 47-48, 49, 59, 74, 77,
92, 93-94, 95, 96, 99

Havenner, Joe, 59

Hickok, Beverly, 33, 81, 101,
105, 110

Highway Act of 1947. See Collier-
Burns Act .

highway safety, 55-56, 59

Homburger, Wolfgang, 100

Horonjeff, Bob, 45, 65, 100

Howe, Everett D., 31, 32, 33, 34

Hulbert, Slade, 84

Inman, Vern, 83

161

Institute of Transportation

Studies, 99. See Institute of
Transportation and Traffic
Engineering.

Institute of Transportation and
Traffic Engineering (ITTE) ,
29-56, 66-85, 92, 96, 97-102
academic program, 51-54, 66
conferences, 75, 77, 78-79
extension program, 46, 47, 48-

49, 51, 52, 67, 73-79, 100-

101, 106-107
financing of, 61
illumination experiments, 39-

40
library, 33, 34, 40-41, 53,

68, 80-82, 101, 105-106, 110
multidisciplinary curriculum

and research, 69-72, 83-85
policy-advising role, 44-45
public information program, 67
research programs, 67-68, 80
road school, see extension

program

rough road experiments, 40
study of transportation

programs in other states, 98
support activities, 68-69
UCLA section, 36, 43-44, 55-

56, 79-80

Interstate Committee on Highway
Policy Problems, 44

mass transit systems,

financing of, 62-63

compared to automobile travel,
64

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