OCR

The project was bid for $4,200,000. This cost plus fixed fee contract was dated October, 1960 and the completion date was October, 1962. 11) San Leandro Small Craft Harbor The dredging of Interim Channel and Basin and construction of retaining levees, levee riprap and rock dikes. Work was performed by a joint venture consisting of Utah (50%) and Olympian Dridging (50%), with Olympian sponsoring. The lump sum project was bid November 3, 1960 in the amount of $502,400, The© dredge "Palmer" (San Mateo) was used on this project. At this time the machine belonged to Olympia. This project was completed in August of 1962 and Utah's share of the revenue was $272,697. 12) Comilog Project - French Equatorial Africa On May 1, 1959 COMILOG, having adopted the definitive route for the mining railway, entrusted its construction to a group of companies which included: Compagnie Industrielle de Travaux (Entreprises Schneider), the sponsor company; Utah Construction Overseas, Inc. (American); and Taylor Woodrow Overseas. The major portion of the equipment and machines needed for the project were on their way to the worksites either from the junction of the COMILOG and CFCC, or Dolisie. The 285 kilometer long railroad, connecting the telpher line terminus at Mt. Binda to the Congo-Ocean Railroad, traverses the Chaillu Mountain mass for a distance of 185 kilometers. Starting at an altitude of 633 meters, it emerges onto the Njari plain at an altitude of 100 meters and crosses the river, near its confluence with the Louesse, at an altitude of 82 meters. continues for 100 kilometers along the Dihesse plain, reaching the CFCO Railroad near Mont Belo, at Station 30 Km. , east of Dolisie, at an altitude of 2 i 6 meters . The Line The route of the track presented a particularly ticklish area, the crossing of the Niari and the Louesse and the region subject to inundation when the water was let into the projected dam on the Kouilou. Two routes for the track had been studied in making the decision with regard to under- taking this work. One, the present route which crosses the Niari and its tributary, the Louesse, at an elevation of 82 meters; the other, at an altitude of approximately 120 meters, would avoid the areas subject to flooding and would lengthen the line by approximately 25 kilometers.