Goodrum and Vincent Building 417 Colorado Boulevard, 1554-1558 5th Street, and 1550 5th Street Santa Monica, California APN: 4291-025-011 City Landmark Assessment and Evaluation Report

Prepared for: City of Santa Monica Planning Division

Prepared by: PCR Services Corporation Santa Monica, California

April 2012 Table of Contents

Environmental Setting ...... 2 Research Questions ...... 2 Regulatory Setting ...... 2 The Central Business District ...... 4 Historical Background...... 5 Santa Monica ...... 5 The Development of Subject Property and the Vicinity ...... 6 Goodrum and Vincent Building (Midas Building) ...... 6 Occupancy History ...... 7 Construction History and Alterations ...... 9 Auto Dealerships in Santa Monica ...... 11 Automobiles, City of Santa Monica Directory, 1933 ...... 11 Aviation and Aeronautics History in Santa Monica ...... 14 Waldo Waterman (1894-1976) ...... 19 Waldo Waterman and the Flying Car Movement ...... 21 First Car-style Assembly Lines for Aviation ...... 27 Amelia Earhart and Waldo Waterman ...... 27 Aerophysics Development Corporation ...... 29 Hill and Vaughn ...... 32 Architectural Description ...... 32 1554-1558 5th Street ...... 32 417 Colorado Boulevard ...... 34 1550 5th Street ...... 34 Evaluation of Significance ...... 35 Is the structure representative of a style in the City that is no longer prevalent? ...... 35 Does the structure contribute to a potential historic district? ...... 35 Landmark Criteria ...... 36 Conclusion ...... 39

APPENDIX Sanborn Map 1918 Sanborn Map, Paste-up 1950 1920 Census Waterman Patent, 1937

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page i Goodrum and Vincent Building 417 Colorado Boulevard, 1554-1558 5th Street, and 1550 5th Street City of Santa Monica APN: 4291-025-011 City Landmark Assessment and Evaluation

Environmental Setting

The Goodrum and Vincent Building (Midas Building), identified by the addresses 417 Colorado Boulevard, 1554-1558 5th Street, and 1550 5th Street is situated on the northwest corner of 5th Street and Colorado avenue between 5th Street to the east, 4th Street Street to the west, Broadway to the north, and Colorado Avenue to the south. The subject property includes three distinct sections, each originally designed for its specific program: the used car dealership at 417 Colorado Boulevard; the new car auto dealership at 1554-1558 5th Street; and the auto service section at 1550 5th Street. The legal description of the subject property is Lots J, K, and L, Block 195 of the City of Santa Monica Tract.

Research Questions

At the Landmarks Commission meeting held on February 13, 2011, the Commission voted to nominate the Goodrum and Vincent Building as a Santa Monica Landmark and requested additional information regarding the following topics:

 More information on the significance of Aerophysics Development Corporation and relevant history associated with the property

 Any comparative history of the former Buick dealership with other local auto dealerships extant at the time.

 Is it possible that the building housed one of the first car-style assembly lines for aviation?

 Any information on the Waterman Research Corporation that operated out of Ocean Park.

 Does Amelia Earhart add any significance?

 Was the building a site of Formula One race car Driver Phil Hill and Ken Vaughn's classic car business which ran from the 70s through the 90s?

Regulatory Setting

The subject property has been identified and assessed under the City’s ongoing survey process on multiple occasions.

The property located at 417 Colorado Boulevard and 1558 5th Street was originally identified in the City’s Historic Resources Inventory in 1983 during Phase 1; and 1550 5th

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 2 Street was surveyed in Phase 3 of the City’s Historic Resources Survey. The individual units were determined to be contributors to a potential historic district called the “Central Business District.” At that time, the subject properties were assigned a National Register status code of “5D1," individually eligible for local listing as a contributor to a local district or eligible for local listing. The Central Business District includes the 100 - 700 blocks of Broadway, Colorado, Santa Monica, Wilshire, and the 1200-1500 blocks of 2nd, 4th, and a small section of 5th Street.

The 1994 Northridge Earthquake caused major cracking to the unreinforced brick walls on the two 5th Street units, and therefore, the building was green tagged by the City of Santa Monica. Green tagged buildings were deemed structures damaged by the earthquake that presented no apparent hazard, but repairs were needed. According to the Historic Resources Inventory Update for the City of Santa Monica dated September 30, 1995, the building was damaged and there was major cracking to the unreinforced brick walls. The repairs following the earthquake included steel reinforcing bars and gunnite finished with painted plaster1 on the exterior walls and columns and new barrel clay tile roofing. The majority of the Spanish Colonial decoration on the facade was retained.2

Since the property was a contributor to the Central Business District, the retrofitting was required to meet the historic property design criteria for the repair and reconstruction of earthquake damaged properties as set forth in the “Earthquake Recovery Act.” It appears the Architectural Review Board approved the retrofit as an acceptable change to a district contributor and that the retrofit did not compromise the integrity of the district as a whole. In 1995, as part of the City’s assessment to determine the earthquake’s overall effects to those properties listed in the City’s Historic Resources Inventory, the property was resurveyed and determined eligible as a district contributor and given a 5D1 status code. At the time of the survey, the property had already been retrofitted.

Roughly one year later, in 1996, the subject property was surveyed again as part of the Inventory update. The same survey team that had one year earlier determined the property, as a whole, remained a district contributor, now assigned 1550 5th Street (Royalty Auto Body) eligible as a contributor to the potential Central Business District and individually eligible for local listing, while keeping 1554-1558 5th Street (the Midas Building) only eligible as a district contributor. The status code for 1550 5th Street was changed to the National Register Code 5B1, which states that the building is both individually eligible for local designation and a contributor to a local district. Meanwhile, 1554-1558 5th street retained its 5D1 status code, which states the building is eligible only as a district contributor. No changes to the property had occurred between the 1995 survey and the 1996 survey.

Finally, during the 2006-07 Citywide Historic Resources Inventory Update, the subject property was resurveyed and status code was changed to the California Historical Resources Status Code 5B, which states that the building is both individually eligible for local designation and a contributor to a local district.

1 City of Santa Monica, Department of Building and Safety, Building Permit No.EQR0715, August 23, 1994. 2 Historic Resources Inventory Update for the City of Santa Monica, 1995.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 3 The previous findings were based upon the survey and research methods of the Inventory and Updates, which included pedestrian surveys from the City right-of-way as well as limited property history and contextual research. Thus, it is reasonable to assume the previous recommendations of eligibility were primarily based upon the property’s building type and architectural characteristics.

In addition to architectural merit, PCR’s 2007 Preliminary Historic Assessment suggested the property may meet the eligibility requirements for association with a significant personage, the aviator and inventor Waldo Waterman. PCR has conducted additional research into the question of Waldo Waterman’s significance in the history of aviation and his association with the subject property during his productive life, as well as further evaluation of the property’s architectural merit. PCR respectfully offers the following discussion summarizing the research and evaluation results.

In determining whether a property is eligible for historic designation for its identification with important events or with historic personages, it is helpful to refer to the National Register’s eligibility criteria, upon which both the California Register Criteria and the City of Santa Monica’s Landmarks Criteria are based. Under Criterion A, eligible properties are those that are associated with events that have made a significant contribution to the broad patterns of our history. Under Criterion B, the National Register specifically states that “properties eligible for designation under Criterion B are usually those associated with a person’s productive life, reflecting the time period when he or she achieved significance.”3

The Central Business District

According to the 1996 Historic Resources Inventory Update for the City of Santa Monica, there were 77 existing contributing buildings in the Central Business District. All 77 properties were listed in the City’s Historic Resources Inventory as contributors to the potential district. The 2006-07 Citywide Historic Resources Inventory Update identified 69 contributors to the Central Business District.

Contributing properties in the Central Business District are diverse in size and style. Most of the contributors are one and two stories, but several have multiple stories. The most common architectural styles in the Central Business District include brick vernacular commercial buildings constructed during the 1920s and 1930s, Spanish Colonial Revival, and Art Deco or Streamline Moderne. The proposed historic district is characterized by its busy commercial streets and architecturally distinctive streetscape.

The Central Business District area is roughly bounded by Wilshire Boulevard to the north, Second Street to the west, Colorado Avenue/Santa Monica Freeway to the south, and Fourth Street (south of Santa Monica Boulevard) and Seventh Street (north of Santa Monica Boulevard) to the east. The Central Business District was part of the original Santa Monica tract subdivision. Most of the early commercial activities in the Central Business District

3 Beth Grosvenor Boland, National Register Bulletin 32: Guidelines for Evaluating and Documenting Properties Associated with Significant Person (U.S. Department of the Interior, National Park Service).

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 4 served the burgeoning tourism business in the City, and the small population of residences built on the periphery of the district. Second Street, the oldest commercial street in Santa Monica, was supplanted by Third Street as the City’s principal commercial street in the early twentieth century. A three-block stretch of Third Street was closed to vehicular traffic and became a pedestrian shopping mall in 1965. Fourth Street, between Wilshire Boulevard and Colorado Avenue, evolved from a primarily residential neighborhood at the turn-of-the- century to a predominantly commercial area by the early 1920s.

Many properties in the Central Business District are eligible as district contributors but are not individually eligible for Landmark designation. District eligibility is determined by a property’s contribution to the district as a whole. A district is an individual resource and the buildings are contributing features of the resource. The significance of the Central Business District is its important role as the primary historic commercial district in Santa Monica. Properties that contribute to the District retain enough integrity for one to connect the properties to the period of significance (1875-1944). Characteristics such as original footprint, scale, and form, some historic materials, and original architectural style can connect a property to a District. In sum, a district contributor can have a lower threshold of integrity and significance, as long as it contributes to the overall significance of the district. However, having enough integrity to be a feature of a larger historic resource (the District), does not necessarily mean the property has sufficient integrity to be individually eligible for Landmark designation. The status code, 5D2, of the State of California Historical Resource Status Codes, is for properties that are a “Contributor to a district that is eligible for local listing or designation,” but not individually eligible.4 The subject property remains a contributor to the Central Business District, but it does not retain sufficient integrity to merit individual designation.

Historical Background

Santa Monica

In 1875, the original townsite of Santa Monica was surveyed, including all the land extending from Colorado Street on the south to Montana on the north, and from 26th Street on the east to the Pacific Ocean on the west. Between 1893 and the 1920s, the community operated as a tourist attraction, visited mostly by wealthy patrons. Those areas located just outside of the incorporated city limits were semi-rural in setting and populated with scattered residences. Following the widespread acceptance of the automobile in the 1920s, Santa Monica experienced a significant building boom, with homes being constructed in the tracts north of Montana and east of Seventh Street for year-round residents.

The City’s commercial district was established between Wilshire and Colorado, at Second, Third, and Fourth Streets. Also in the 1920s, Santa Monica saw the arrival of large companies, such as Merle Norman Cosmetics and Douglas Aircraft. In the years immediately prior to America’s entry into World War II, Santa Monica’s development escalated as Douglas Aircraft received increasing numbers of government contracts. After

4 California Historical Resource Status Codes, California Office of Historic Preservation

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 5 the war, when Southern California was flooded with returning veterans and their families seeking homes, the demand for housing continued to be high in Santa Monica, and apartment construction in particular escalated.

The Development of Subject Property and the Vicinity

Beginning in the 1880s, the City’s commercial district included 2nd Street from Utah (Broadway) to about a half block north. During the following decade, 3rd Street became the city’s principal commercial street. The architecture of 3rd Street was primarily small-scale (one-story) brick vernacular commercial buildings. By 1888, a hotel and theater were built at the northeast corner of 3rd Street and Broadway. Within the next five years, two of the City’s three most architecturally distinctive commercial buildings of the period were built on 3rd Street: the Keller Block (Carroll H. Brown, architect) which is still extant at the southwest corner of Broadway; the Bank of Santa Monica Building (demolished) at the southeast corner of Santa Monica Boulevard; and the Whitworth Block (altered) at 1460 2nd Street.5

While 2nd and 3rd Street were the center of business in the early of the twentieth century, east of 4th Street was predominately residential. Between 1887 and 1918, Sanborn maps show the lots of the subject property were vacant and the remainder of 5th Street between Colorado and Utah Avenues were developed with single-family dwellings and tenements except for the corner lots. It wasn’t until the 1920s that the 4th Street commercial district developed and 5th Street was infilled with some commercial and properties. The blocks east of 5th Street remained residential in character. Styles of the large-scale buildings constructed during the late 1920s were an expression of the popular architecture styles of the era, such as Art Deco and Churrigueresque. The notable Churrigueresque buildings constructed on 4th Street are 1433-37 4th Street (1927, Henry Hollwedel) and 1503-9 4th Street (1927, Eugene Durfee).6 The noteworthy Art Deco buildings constructed are 1330 4th Street (1929), The Central Tower Building, 1424 4th Street (1929, Eugene Durfee), and the Lido Hotel, 1447-57 4th Street (1931, Harbin F. Hunter).7 The Spanish Colonial revival subject property, 1554-1558 5th Street, originally known as the Goodrum and Vincent Building, was constructed in 1928. These extant commercial buildings represent the eclectic mix of commercial architecture popular in the 1920’s and associated with the commercial development patterns of Santa Monica.

Goodrum and Vincent Building (Midas Building)

The subject property was designed and constructed in 1928 by designers, H. Vernon George and P. Whitehall, and contractor, H. M. Roth Construction. The Spanish Colonial Revival building was commissioned by the businessman, Goodrum and Vincent, Inc., for a Buick dealership (Plate 1). The building was estimated to represent a substantial total investment of $150,000.8 The building's highly decorative Spanish Colonial Revival style was described on the eve of its opening in the Santa Monica Evening Outlook as “an old Spanish castle

5 Santa Monica Historical Resources Inventory 1985-1986, Final Report, 28-29. 6 City of Santa Monica. Historic Resources Inventory, Central Business District: Downtown (1983): 1. 7 City of Santa Monica. Historic Resources Inventory, Central Business District: Downtown (1983): 2. 8 “Auto Building to Rise,” Los Angeles Times, January 8, 1928, p. E3.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 6 where the dashing caballero serenaded his dark-eyed senorita in the days of the sixteenth century Renaissance is the interior of the new showroom of Goodrum and Vincent, Buick dealers, where the 1928 Romeo wins the favor of his ‘girlfriend’ in the modern way – with a new Buick."9 The above quote describes how the ornate architecture of the Automobile Showroom was used as a marketing tool to sell cars. Both the interior and exterior surfaces of the main show room had a high-level of decorative Spanish Colonial Revival detailing. The three spaces of the original building were organized by use with 1554-1558 5th Street being the primary showroom, 417 Colorado Boulevard housing the used car showroom, and 1550 5th Street functioning as the repair garage. The primary showroom (Plates 2 and 3) featured balconies with iron railings, ceiling painted by Stefan Horbaczek, fireplace, chandelier, furnishings, and tile floor. The exterior neon Buick sign was one of the largest of its type in California. The Buick dealership closed in 1935 and moved to another Santa Monica car dealership located at 1501 Santa Monica Boulevard.10

Occupancy History

City Directory research over a forty-five year period, in addition to research in local newspapers and secondary sources, indicates numerous tenants have occupied the Goodrum and Vincent Building. Tenants have primarily been associated with aviation, aerospace, and automobiles. The initial tenants of the subject property from 1928 to 1933 were Goodrum and Vincent Autos. After Goodrum and Vincent moved to a new dealership at 1501 Santa Monica Boulevard in 1935, Anderson Sanfred Automobile Upholstery occupied is listed at 431 Colorado from 1936 to 1940. Waldo Arrowplane Company occupied the subject property from approximately 1935 to 1938, however the company is also listed in the directory in 1940 at 1560 5th Street. Other tenants in 1938 included Santa Monica Tropics Publishing Company, the home newspaper of the bay districts, at 1550 5th Street. In 1940, the State Department of Employment is listed at 1558 5th Street and in 1952-53 the space is listed as vacant.

During World War II, Waterman’s autobiography and building permits reveal Douglas Aircraft was located at 1552 5th in 1944.11 The building permits note Douglas Aircraft was using the space for “storage.” It is unknown how long Douglas Aircraft occupied the space at 1552 5th Street, since there is only one extant Santa Monica Directory available at the Santa Monica Library for the period of 1947 to 1948. The 1947-1948 directory revels the building was vacant, which means at the termination of World War II Douglas Aircraft no longer needed the additional space.

Between 1947 and 1953, the building is listed as vacant expect for the Assoc. Telephone Company Ltd., who occupied briefly occupied the space at 417 Colorado. The Aerophysics Development Corporation is listed as the primary tenant of 1550-1558 5th Street in 1954 and

9 Russell Brines, “Goodrum and Vincent to Move Into $145,000 Home With 1929 Line of Autos: Public Invited to Inspect Every Branch of Business at Fifth and Colorado,” Santa Monica Evening Outlook (July 26, 1928): 1. 10 Santa Monica Directory, 1936. 11 Waldo Dean Waterman and Jack Carpenter, 416.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 7 - PRELIMINARY WORKING DRAFT - 1 FIGURE Goodrum and Vincent Building Source: PCR Services Corporation, 2012. Corporation, PCR Services Source: Historic Photographs Historic Plate 3. Current conditions of the interior of the corner space at space Plate 3. Current conditions of the interior of the corner (PCR Services Corporation, 2012) Avenue 417 Colorado Plate 1. Exterior of Goodrum and Vincent Building, July 26, 1928 (Santa Monica Evening Outlook) Building, July 26, 1928 (Santa Plate 1. Exterior of Goodrum and Vincent Plate 2. Main Salesroom of Goodrum and Vincent Building, Plate 2. Main Salesroom of Goodrum and Vincent Monica Evening Outlook) July 26, 1928 (Santa PCR occupied the space between 1953 and 1956. The Freight Salvage Depot moved into 417 Colorado Avenue in 1958 and stayed approximately sixteen years.

Brentwood Motor Co. Paint and Body Shop was listed at 1550 5th Street in 1960 and 1961. Speedway Motors occupied 1554 5th Street from 1965 to 1970. Prestige Autobody occupied 1550 5th Street from 1971 to 1975. In 1960 Midas Muffler moved into 1558 5th Street and remains the present tenant.

Seagull Aircraft and Self-Soar Association occupied 1554 5th Street for only one year between 1973 and 1974. Waterman leased the space to Michael Riggs of Seagull Aircraft and Self-Soar Association for the construction of a replica of a biplane hang glider of his childhood.12

The Santa Monica directory results are provided below.

Date Address Occupant 1928 431 Colorado Goodrum and Vincent Inc Autos 1930-31 431 Colorado Goodrum and Vincent Inc Autos 1933 431 Colorado Goodrum and Vincent Inc Autos Tank M H Mrs Ins. 1936 431 Colorado Anderson Sanfred Auto Trmr 1938 1550 5th Street Santa Monica Tropics, Santa Monica Pub Topics Pub Co 1940 431 Colorado Anderson Sanfred Auto Upholst 1558 5th Street State Dept of Empl 1560 5th Street Waterman Arrowplane Co. 1947-48 1558 5th Street Vacant 1952-53 1550 5th Street Vacant 1554 5th Street Vacant 1558 5th Street Vacant 417 Colorado Assoc Tel Co Ltd (whse) 1954 1550-1558 5th Street Aerophysics Development Corp 417 Colorado Vacant 1958-59 417 Colorado Freight Salvage Depot 1550 5th Street Vacant 1960 1550 5th Street Brentwood Motor Co Paint and Body Shop 1558 5th Street Midas Muffler Shop 417 Colorado Freight Salvage Depot 1960-61 417 Colorado Freight Salvage Depot 1550 5th Street Brentwood Motor Co Paint and Body Shop 1558 5th Street Midas Muffler Shop May 1965 417 Colorado Freight Salvage Depot 1554 5th Street Speedway Motors 1558 5th Street Midas Muffler Shop

12 James Bacon, “Hang Gliding Wins Followers,” Boca Raton News, October 16, 1973.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 8 Date Address Occupant April 1966 417 Colorado Freight Salvage Depot 1554 5th Street Speedway Motors 1558 5th Street Midas Muffler Shop April 1967 417 Colorado Freight Salvage Depot 1554 5th Street Speedway Motors 1558 5th Street Midas Muffler Shop April 1968 417 Colorado Freight Salvage Depot 1554 5th Street Speedway Motors 1558 5th Street Midas Muffler Shop April 1969 417 Colorado Freight Salvage Depot 1554 5th Street Speedway Motors 1558 5th Street Midas Muffler Shop April 1970 417 Colorado Freight Salvage Depot 1554 5th Street Speedway Motors 1558 5th Street Midas Muffler Shop April 1971 417 Colorado Freight Salvage Depot 1550 5th Street Prestige Autobody 1558 5th Street Midas Muffler Shop April 1972 417 Colorado Freight Salvage Depot 1550 5th Street Prestige Autobody 1558 5th Street Midas Muffler Shop October 1972 417 Colorado Freight Salvage Depot 1550 5th Street Prestige Autobody 1558 5th Street Midas Muffler Shop April 1973 417 Colorado Freight Salvage Depot 1550 5th Street Prestige Autobody 1554 5th Street Seagull Aircraft 1554 5th Street Self-Soar Association 1558 5th Street Midas Muffler Shop April 1974 417 Colorado Freight Salvage Depot 1550 5th Street Prestige Autobody 1554 5th Street Seagull Aircraft 1554 5th Street Self-Soar Association 1558 5th Street Midas Muffler Shop October 1974 417 Colorado Freight Salvage Depot 1550 5th Street Prestige Autobody 1558 5th Street Midas Muffler Shop October 1975 417 Colorado Freight Salvage Depot 1550 5th Street Prestige Autobody 1558 5th Street Midas Muffler Shop

Construction History and Alterations

After Goodrum and Vincent Autos vacated the building in 1935, there were a number of tenants who leased the spaces and proceeded with various tenant improvements. However,

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 9 there are no original permits on record with the City of Santa Monica for the subject property. The building permits on file involved interior modifications and storefront signs. Douglas Aircraft applied for a permit on November 16, 1944 valued at $2,000 for the purpose of storage at 1552 5th Street. In 1948, a flat neon sign was installed for the Santa Monica House of Value at 417 Colorado Avenue. In 1951, Associated Telephone Company applied for a permit at 417 Colorado Avenue to alter the interior. Two years later another leasee, Aerophysics Development Corporation, applied for a building permit for interior partitions at 1554 5th Street for electrical testing, and a few months later applied for another permit for interior partitions at 1554 5th Street, and another permit for constructing an interior room at 1558 5th Street. In 1959, Waterman applied to alter the storefront at 1550 5th Street to install a driveway and overhead doors. An office was added to the southeast corner of 1554 5th Street in 1968. Two years later, in 1970, a fire destroyed the interior of 417 Colorado Avenue and was later rebuilt. In 1976, an office was constructed in the first floor of an auto-body shop at 1550 5th Street.

During the 1980s, the exterior was sandblasted (1980), storefronts and an entrance at 417 Colorado were removed and replaced with three new doors to create three new retail stores (1982), the drive-in entrance at 1550 5th Street was removed and replaced with a door and window (1983), and drop ceilings and office partitions were installed in 417 Colorado Avenue (1986). In 1994, thick gunite was applied to the walls to repair damage from the Northridge Earthquake.

The following table lists the completed building permits filed for the subject property from 1944 to 1994.13

Permit# Date Address Owner/Leasee Contractor Description Valuation B8020 11/16/1944 1552 5th Douglas Aircraft Harrison Mallsy For Storage. 2,000 (Agent: Fred W. Contractors, Inc. Harrison) B4481 8/5/1948 417 Santa Monica House of Advance Neon Flat sign 240 Colorado Value Sign B10333 11/23/1951 417 Associated Telephone Parr Construction Interior alterations 1,000 Colorado Company B14701 11/20/1953 1554 5th Waterman/Leasee Self Interior partitions (plaster 575 Aerophysics Develop board) for electrical testing. Corp B15199 3/2/1954 1554 5th Waterman/Aerophysics Self Interior partitions 400 Develop Corp B18382 9/12/1955 1558 5th Leasee Aerophysics Leasee Drywalls two walls for room 600 Street Development Corp (36’ x 23’8”) (Research and Development Company), Agent: Robert L. Bemarby B25309 1/27/1959 1550 5th Waterman Owner Remove non-structural 500 structure from the two large windows for installation of driveway and overhead doors

13 City of Santa Monica, Department of Building and Safety.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 10 Permit# Date Address Owner/Leasee Contractor Description Valuation B40512 7/16/1968 Addition to office in southeast corner of 1554 5th Street unit B42443 8/23/1970 417 Colorado Avenue unit damaged by fire and rebuilt B49207 11/30/1976 Construction of office on First Floor of 1550 5th Street unit in existing body shop A2440 10/8/1950 Exterior sandblasting

54861 1/19/1982 Removal of two storefronts in 1554 5th Street unit and replacement with drive-in entrances B55672 2/3/1983 Removal of drive-in entrance at 1550 5th Street unit and replacement with door and window 58165 2/18/1986 Installation of two drop ceilings and office partitions in 417 Colorado unit EQR- 8/23/1994 Application to gunite 0175 exterior walls of 1554 5th Street Unit to correct damage from Northridge earthquake.

Auto Dealerships in Santa Monica

The influence of the automobile continued to shape urban form during the 1920s and 1930s in Santa Monica. The automobile showroom, an important property type, appeared and evolved during the entirety of the 20th century in Los Angeles, and was located along major commercial thoroughfares during this period. Within Santa Monica, Wilshire Boulevard, Santa Monica Boulevard and Colorado Avenue contained the greatest concentration of automobile showrooms. Because motorcars represented the latest in technology and innovation, automobile showrooms during this period reflected the most popular architectural styles of the day, including Renaissance Revival, Spanish Colonial Revival/Churrigueresque, Art Deco, Streamline Moderne, and Moderne. Based on City Directories, it appears that there were numerous automobile showrooms located in Santa Monica during the 1930s, but after World War II many automobile showrooms were either demolished or adapted for new – sometimes auto-related – uses. The table below lists seven automobile dealerships specializing in new automobiles operating in Santa Monica in 1933:

Automobiles, City of Santa Monica Directory, 1933

Dealership Address

Buick (Goodrum & Vincent, Inc.) 431 Colorado Avenue Cadillac & La Salle (Bay District Motors) 1115 Wilshire Boulevard Chevrolet, Harrison Brush Dealer 1412-1414 Euclid

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 11 Dealership Address

Chevrolet, Ralph Chevrolet Co Dealer 11752 Santa Monica Blvd Dodge Automobiles & Trucks, Claude L Short Authorized Sales 1117 Santa Monica Blvd and Service Ford (J H Wray Ltd) 2121 Wilshire Blvd La Salle & Cadillac (Bay District Motors Co.) 1115 Wilshire Blvd Oldsmobile (Bay District Motors Co) 1115 Wilshire Blvd Plymouth Automobiles, Claude R Short Authorized Sales and 1117 Santa Monica Boulevard Service

There were, roughly, eleven car dealerships constructed in Santa Monica in the pre WWII era. Seven of those eleven car dealerships are extant. Based on City Directory research, there are four extant car dealerships from the pre-WWII period located in Santa Monica that retain some integrity, 1448 2nd Street; 1501 Santa Monica Boulevard; 1230 Santa Monica Boulevard; and the Goodrum and Vincent Building (Midas Building), 1504-1508 5th Street. There are also two highly altered car dealerships predating WWII located at 1221 Santa Monica Boulevard and 1127 Santa Monica Boulevard. Furthermore, there is one reconstructed car dealership, W.I. Simonson Mercedes, 1626 Wilshire Boulevard. The Spanish Colonial Revival auto dealership, W.I. Simonson Mercedes, constructed in 1928, was destroyed by fire in 1986 and later reconstructed in 1988.14 W.I. Simonson Mercedes has been identified as a historic resource by the City of Santa Monica and assigned a status code of 5S3. The Cummings- Wright Buick dealership (Plates 4 and 5), 1501 Santa Monica Boulevard, was originally constructed in 1928 for Claude Short Dodge and became the Cummings- Wright Buick dealership, September 21, 1937, and Cummings Buick in 1941. Neither of these existing car dealerships retain much original fabric, however, Cummings- Wright Buick dealership appears to retain its key character-defining feature, the glazed storefront, and the alterations appear compatible in design to the original design intent. The property at 1501 Santa Monica Boulevard retains its original use; in 2007, Lexus opened a car dealership in the Cummings Buick building.15 Furthermore, the structural engineer for the Cummings-Wright Buick dealership, R. R. Bradshaw, was a Santa Monica based engineer who was nationally significant for his innovative work in structural engineering. Bradshaw was the engineer of record on the Los Angeles International Airport’s (LAX) Theme Building. Bradshaw worked with the nationally prominent firm, Welton Becket and Associates, Inc., on numerous projects; and Bradshaw was the engineer of record on the A. Quincy Jones 1963 Shorecliff Tower Apartments in Santa Monica.16

14 “$3 million blaze guts landmark business: Mercedes dealer vows to rebuild,” Evening Outlook, April 18, 1986. “Ruined in Fire: Dealer Junks a Million in Mercedes,” Los Angeles Times, April 24, 1986, p. WS4. 15 “Lexus opens April 19, 2007 in the old Cummings Buick building,” Santa Monica Mirror, 2007. 16 “Annenberg Community Beach House at Santa Monica State Beach, Frederick Fisher Partners, 2009,” so- cal-arch-history.com, http://so-cal-arch-history.com/archives/583, accessed April 9, 2012.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 12 - PRELIMINARY WORKING DRAFT - 2 FIGURE Goodrum and Vincent Building Source: PCR Services Corporation, 2012. Corporation, PCR Services Source: Historic Photographs Historic Plate 4. Cummings Buick, 1504-1508 Santa Monica Boulevard, Santa Monica, 1991 (SMPL Image Archives) Image Monica, 1991 (SMPL Santa Monica Boulevard, Plate 4. Cummings Buick, 1504-1508 Santa Plate 5. 1504-1508 Santa Monica Boulevard, Santa Monica (PCR Services Corporation, 2012) Monica (PCR Services Monica Boulevard, Santa Plate 5. 1504-1508 Santa PCR Designers H. Vernon George and P. Whitehall and Contractor H. M. Roth Construction of the Goodrum Vincent Building

PCR reviewed numerous reference sources for biographical information on the architects H. Vernon George and P. Whitehall, including the Santa Monica Survey Inventory, the Los Angeles Times, California Index, Imagine Santa Monica, Avery Index to Architectural Periodicals, the AIA Historical Directory and other resources. Limited information was found on the designer H. Vernon George and no information was found on P. Whitehall. H. Vernon George, a designer working in Beverly Hills, was noted in the Beverly Hills citywide survey (1985-86) as designer of two building in Beverly Hills: 1113 Tower Road, constructed 1927 (Plate 6); and 349 S. Clark Avenue, constructed 1934 (Plate 7).17

The contractor H.M. Roth was involved in constructing several buildings in Santa Monica during the late 1920s and early 1930s; the majority of his projects were residential and include 1033 Lincoln Boulevard , completed 1923 (Plate 8); 502 Euclid Street, built 1928; 211 17th Street, constructed 1931; 634 19th Street, completed 1926; 634 19th Street, built 1926; and 609 20th Street, constructed1928.18

Developer George Goodrum of the Goodrum Vincent Building

After playing a prominent role in the auto trade of the Pacific Northwest for nine years in Marshfield, Oregon, George Goodrum moved to Los Angeles in 1919 and established a business in Anaheim distributing Buicks in Orange County.19 In 1920, Goodrum became the president and general manager of the Commercial Motor Company located at 1032-1033 South Olive Street, and distributed Republic Motor Trucks. In May 1921, Commercial Motor Company moved to a new location (Plate 9) in the center of the retail passenger car district at 16th Street and Figueroa. At this time the company distributed Sheridan and Dart motor vehicles. A Los Angeles Times article described George Goodum’s astute business principles after his company was awarded the contract to exclusively distribute Dort motor cars in Southern California, “[George Goodrum] surrounded himself with the most capable retail and wholesale talent obtainable and together they have worked out a selling plan second to none for those inspiring to purchase automobiles on a small cash and long payment

“The Kindred Spirits of Deborah Aschheim and Richard Bradshaw: Nostalgia for the Future: Deborah Aschheim at the Edward Cella Gallery Sept. 11 – Oct. 23, 2010,” so-cal-arch-history.com, http://so-cal-arch- history.com/archives/1133, accessed April 9, 2012. “The Towers of Bruce Goff and Richard Bradshaw: Visual Similarities and Structural Differences,” so-cal- arch-history.com, http://socalarchhistory.blogspot.com/2011/01/towers-of-bruce-goff-and-richard.html, accessed April 9, 2012. “Special Structures: Past, Present, and Future,” American Society of Civil Engineers, 15th Anniversary Paper.” http://stuff.mit.edu/afs/sipb/project/wine/dosdevices/z:/mit/lugia/MacData/afs.course/4/4.464/www/ SpecialStructures-Vol128No6.pdf, accessed April 9, 2012. 17 PCR Services, Historic Structures Survey for the City of Beverly Hills 1985-1986. 18 Phase II Survey, Santa Monica Historical Resources Inventory, 1985-1986 Final Report. 19 “New Plant for Republic Truck,” Los Angeles Times, June 6, 1920, p. VI4.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 13 - PRELIMINARY WORKING DRAFT - 3 FIGURE Goodrum and Vincent Building Source: PCR Services Corporation, 2012. Corporation, PCR Services Source: Beverly Hills, Vernon George designer Beverly Hills, Vernon Historic Photographs Historic any moving to Downtown Los Angeles, 1921 any moving to Downtown Los Plate 7. 349 S. Clark Avenue, Avenue, Plate 7. 349 S. Clark Maps, 2012) (Google Street Plate 9. Cartoon about Commercial Motors Comp May 1, 1921, p. VI8.) Times, Angeles ("Moves to New Quarters," Los PCR Plate 6. 1113 Tower Road, Beverly Hills, Vernon George designer Road, Beverly Hills, Vernon Tower Plate 6. 1113 Maps, 2012) (Google Street Plate 8. 1033 Lincoln Blvd, Henry M. Roth contractor Archives) Image (SMPL plan.”20 George Goodrum widely traveled around the United States inspecting other dealerships, car factories, and attended conferences.21

George Goodrum also invested in real estate during the late 1920s. He is noted as the owner, architect, and builder of the following residences in Beverly Hills: 625 Hillcrest Road, constructed 1927 (Plate 10); 627 Hillcrest Road, constructed 1925 (Plate 11); 610 N. Palm Drive, constructed 1926 (Plate 12); and 620 N. Palm Drive, constructed 1926 (Plate 13).22

Aviation and Aeronautics History in Santa Monica

Santa Monica was home to one of the era’s most extraordinary aviation achievements, as many of the aviation pioneers were drawn to the Southland in the early twentieth century. The Douglas Aircraft Company was a major force in the industrial growth of Santa Monica. In the early 1920s, Donald Douglas set up an office in the back of a barbershop located on Pico Boulevard, began building planes on Wilshire Boulevard (Plate 14), and used a vacant field near Montana Avenue for takeoffs and landings.23 By 1924, two Army pilots took off from Clover Field in a pair of Douglas Aircraft planes and circled the globe in 371 hours.24

During the early 1920s, other aviation industries were located adjacent to Venice Field. Founded in 1921 by B.H. DeLay, Venice Field was the first major air strip around Los Angeles and was the center for innovation and carnival flying. Airplane manufacturers working in Venice between 1921 and 1922 included:25

Aviation Business Address Bordelon Theo 108 Trolleyway, Venice Crawford Airplane Co 302 Mildred Ave, Venice Pacific Airplane and Supply Co. 320 Sunset Ave, Venice Waterman Aircraft Mfg Co. Sunset Ave, NE Corner 3rd, Venice Delay Air Craft Co. 1726 Washington Blvd, Venice

In 1923, Venice Field was closed and its active operations were moved to Santa Monica’s Clover Field.26 Thus, the aviation industry was established adjacent to the Clover Field along Ocean Park Avenue. In 1927, the Los Angeles Times reported the Douglas Aircraft Company intended to construct an airport at Clover Field by February 1, 1928, and planned to employ roughly 600 employees.27 By 1929, the Douglas Aircraft Company moved to their newly

20 “Announce New Dort Dealers,” Los Angeles Times, September 4, 1921, p. V114. 21 “Back From An Eastern Trip,” Los Angeles Times, February 20, 1921, p. VI5 22 “February Deals Set at $200,000,” Los Angeles Times (February 26, 1928): E8. PCR Services, Historic Structures Survey for the City of Beverly Hills 1985-1986. 23 Piccalo, Gina, “A Dream Takes Wing,” Evening Outlook, December 23, 1999, p. 3. 24 Ibid. 25 City of Santa Monica Directory, 1921-1922. 26 Deke Keasbey, “Los Angeles Metropolitan Airport, aka Van Nuys Airport: the Early Period,” p. 5. 27 Los Angeles Times, “Plane Plant to be Built: Douglas Company Will Erect New Factory Before Lease on Present Site Expires,” December 1, 1927, p. A1.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 14 - PRELIMINARY WORKING DRAFT - 4 FIGURE Goodrum and Vincent Building Source: PCR Services Corporation, 2012. Corporation, PCR Services Source: Historic Photographs Historic Plate 11. 627 N Hillcrest Road, Beverly Hills, George Goodrum contractor 627 N Hillcrest Plate 11. 2012) Maps, (Google Street Plate 13. 620 N Palm Drive, Beverly Hills, George Goodrum contractor Plate 13. 620 N Palm Drive, Beverly Hills, George Goodrum 2012) Maps, (Google Street PCR Plate 10. 625 N Hillcrest Road, Beverly Hills, George Goodrum contractor Goodrum George Hills, Beverly Road, Hillcrest N 625 10. Plate 2012) Maps, (Google Street Plate 12. 610 N Palm Drive, Beverly Hills, George Goodrum contractor Plate 12. 610 N Palm Drive, Beverly Hills, George Goodrum 2012) Maps, (Google Street constructed plant on Clover Field (Plate 15) where they employed 1,200 and were the largest contractor for the government’s aeronautical divisions, a contract worth an estimated $4,000,000.28

The prosperity of Douglas Aircraft Company in Ocean Park attracted other aviation industries, such as:29

Aviation Business Address Bach Aircraft Co. Inc. 353 3rd Avenue (OP) Crawford Airplane Co 353 3rd Avenue (OP) Douglas Co 3455 Wilshire Blvd, 3000 Ocean Park Ave Granger JE Cloverfield (OP) Lippiatt HC Cloverfield (OP) Montee K W Cloverfield (OP) Mutual Aircraft Corp 1415 Montana Ave, SM

Santa Monica captivated the nation’s attention by hosting some of the earliest aviation competitions and events. The first Around-the-World Flight (Plate 16) departed from Santa Monica on March 16, 1924. In 1929, twenty of the most accomplished female pilots, including Amelia Earhart, gathered at Santa Monica’s Clover Field for the first women’s “powder puff” cross-country air race. The race covered 2,700 miles and ended in Cleveland, Ohio nine days later.30 Between March 13 and March 21, 1937, the National Pacific Aircraft and Boat Show was held at the Pan Pacific Auditorium in Santa Monica.31

Overall, the Douglas Aircraft Company dominated Santa Monica industry. In 1936, the Douglas Aircraft Company, Inc. planned to double factory floor space, as a result of a new naval contract to construct 114 new torpedo-bombing planes.32 By 1941 the Douglas plant employed 18,000. Production at Douglas Aircraft Company reached its peak in the early 1950s, with more than 40,000 employees.33 Thousands of families who came to Santa Monica at that time prompted a boom in apartment construction in the Cloverfield-Ocean Park area. Suddenly Santa Monica, which historically had been a beachside retreat, became a bustling industrial community. The Douglas Aircraft Company was the impetus for the development of greater industry in Santa Monica, especially industry focused on aeronautics:

28 Los Angeles Times, “Aircraft Factory Showing Phenomenal Growth in ten Years: Now Ranked Santa Monica’s Largest Industry,” October 6, 1929, p. E5. 29 City of Santa Monica Directory, 1928. 30 Paula A. Scott, Santa Monica: A History on the Edge (Charleston, SC: Arcadia Publishing, 2004): 99. 31 James G. Thompson, “The Aircraft Show at Los Angeles,” Western Flying (April 1937): 8-11 32 Los Angeles Times, “Douglas Plane Factory to Be Doubles in Size,” January 22, 1936, p. A1; Los Angeles Times, “Plane Firm to Expand: Douglas Company Offers to Purchase Airport Parcels From Santa Monica,” December 23, 1934, p. 30. 33 Piccalo, Gina, “A Dream Takes Wing,” Evening Outlook, December 23, 1999, p. 3.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 15 Douglas is itself larger than all of the rest of Santa Monica local industry. The Douglas Santa Monica plant uses many of the local industrial firms as suppliers. Through its need of diversified skills, it attracts to the community an unusually high caliber of employee which serves to benefit the community in many ways. Many of these people find their way into the smaller industrial firms as well as to Douglas Aircraft.34

Other small industries developed in the shadow of Douglas Aircraft Corporation along Ocean Park that manufactured airplane parts, tools and dies, jigs, and precision instruments.35 The 1940 City of Santa Monica directory lists the following aviation related businesses:

Aviation Business Address Batt HH 3300 Ocean Park Fleet Flying Service 3300 Ocean Park Pacific Flying Service 3300 Ocean Park Ornstein Geo. 3300 Ocean Park Douglas Aircraft Co 3000 Ocean Park

Overall, Santa Monica was only one portion of the aircraft production industry in Los Angeles. Other important firms, including Lockheed, Northrop, Vega, Convair, and North American were located here (Plate 17). By 1944, there were an estimated 4,000 companies involved in war production, with a majority related to aviation.36

Towards the end of World War II, a greater emphasis was placed on research and development of defense technology in the United States. Santa Monica and Los Angeles was a hub of research and development businesses. In 1945, Project RAND was set-up under a special contract to the Douglas Aircraft Company and was located in a separate area within the Douglas Aircraft plant at the Santa Monica Airport. On May 14, 1948, Project RAND, separated from Douglas Aircraft Company and became an independent, non-profit organization. The newly formed entity was dedicated to furthering and promoting scientific, educational, and charitable purposes for the public welfare and security of the United States.

RAND’s early projects were defense-related and encompassed diverse subject areas as space; economic, social, and political affairs overseas; and the direct role of government in social and economic problem-solving at home.37 In 1947, Project RAND moved from the Douglas plant to offices in downtown Santa Monica in the old Outlook building at 4th Street and Broadway. Rand stayed at this location until 1952, when the non-profit moved to a new building designed by H. Roy Kelly at 1700 Main Street. In 2004, RAND replaced the outdated building with a modern five-story, elliptical shaped building.38

34 Industrial Santa Monica. Santa Monica – Ocean Park Chamber of Commerce. Industrial Division. 1955. 35 Los Angeles Times, “Santa Monica Nerve Center of Aviation Defense,” March 17, 1941, p. 1B. 36 Paula A. Scott, 119. 37 Rand History and Mission, http://www.rand.org/about/history.html, accessed March 28, 2012. 38 ICF Jones and Stokes, Santa Monica Citywide Historic Resources Inventory Update Final Report (November 2010): 80-82.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 16 - PRELIMINARY WORKING DRAFT - 5 FIGURE Goodrum and Vincent Building Source: PCR Services Corporation, 2012. Corporation, PCR Services Source: Plate 17. "US Air Industry: The Air Industry: Plate 17. "US Planned the and 1941) (Jan Present The dark pink represents Future," (Jan 1941) and present floor space planned the light pink represents of industries expansion blue dark The planes. manufacturing (Jan present floor space represents 1941) and the light blue represents of industries planned expansion manufacturing engines. (Fortune Magazine, March 1941) Historic Photographs Historic Plate 15. Douglas Aircraft Company at the Clover Field, August 23, 1931 at the Clover Field, Company Aircraft Plate 15. Douglas An Historical Overview) Airport: Monica Santa Trimborn, (Robert PCR Plate 14. Douglas Aircraft, 25th and Wilshire, 1923 Aircraft, Plate 14. Douglas An Historical Overview) Airport: Monica Santa Trimborn, (Robert Plate 16. Douglas World Cruisers before Flight Around the World, Cruisers before Flight Plate 16. Douglas World Archives) Image Clover Field, March 16, 1924 (SMPL Another important research and development company in Santa Monica was the Systems Development Corporation, which evolved from a division within the Rand Corporation, established in 1948, into its own fledging company. The System Development Corporation was a non-profit organization that provided expertise for the United Stated military in the design, integration and testing of large, complex, computer-controlled systems. In the early 1950s, the Systems Development Division occupied buildings all over Santa Monica and West Los Angeles, including the Bay Builders Exchange Building, 1905 Armacost Avenue, a condemned school house, an old garage, and a warehouse.39 As soon as Rand found out about the development of the modern electronics center, the company signed a long-term lease for three buildings at 2500 Colorado Avenue, 2502 Colorado, and 2400 Colorado.40 The groundbreaking ceremony was held in January of 1956.41 The Systems Development Division split with Rand on December 1, 1957 to form their own company.42 At the start of 1957, the company employed 1,270, and by the end of 1959, they employed 3,500. To accommodate the dramatic increase of employees, the company acquired two more large buildings in 1959 – a building adjacent to 2502 Colorado and 3000 Olympic Boulevard (210,000 square foot).43 The System Development Corporation became one of the largest industries in Santa Monica.

There were a number of other aerospace and research and development industries in Santa Monica. The Western Coordination Office of the National Advisory for Aeronautics (NACA) was located at 150 Pico Boulevard during the 1950s. The role of NACA, established by Congress in 1915, was to serve as an aeronautical advisory board to the government and the private sector. Other companies included Lear, Incorporated, at 3171 S Bundy Drive; J.B. Rea Company, Incorporated, at 1723 Cloverfield Boulevard; Propulsion Research Corporation, located at 1860 Franklin Avenue; and Research Corporation, located at 225 Santa Monica Boulevard. The propulsion Research Corporation was devoted to the research, development, and preliminary design of aeronautical and marine propulsion systems, accessories, and auxiliary equipment for the U.S. Navy and U.S. Air Force; and the corporation was purchased by Curtiss-Wright in 1955.44

By the 1950s, the electronics and aeronautics industry in Santa Monica was booming. The Industrial Division of the City of Santa Monica published a report in 1955 entitled Industrial Santa Monica.45 The Chamber of Commerce promoted the desirability of industry in Santa Monica due to the service of two major air freight lines, a terminal maintained in the industrial area, proximity to Los Angeles Airport, and the Southern Pacific Railroad. In

39 Baum , Claude. The System Builders: The Story of SDC. Santa Monica, Calif.: System Development Corp., 1981, p. 26. 40 Baum, Claude, p. 41. 41 Baum, Claude, p. 27. 42 Baum, Claude, p. 41. 43 Baum, Claude, p. 61. 44 Curtiss-Wright Annual Report (1955): 6. Curtiss-Wright Annual Report (1956): 13. 45 Industrial Santa Monica. Santa Monica – Ocean Park Chamber of Commerce. Industrial Division. 1955

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 17 1955, there were approximately nineteen businesses in Santa Monica related to aircraft equipment and supplies. Santa Monica’s diversified industries in 1955 included:46

Industry Amount Machine Shops – Castings 28 Aircraft Equipment and Supplies 19 Electronics 16 Sheet Metal Fabrication 15 Printing and Other Graphic Arts 14 Woodworking 14 Automotive Equipment and Accessories 13 Ceramic and Clay Products 11 Plastics and Rubber Products 11 Sporting Goods and Toys 11 Furniture and Fixtures 10 Clothing and Accessories 7 Dental and Professional Supplies 6 Food Products 6 Boat Building 4 Jewelry and Novelties 4 Shutters and Blinds 4

By far the largest industrial enterprise in Santa Monica was the Douglas Aircraft Company, whose employment was in excess of 17,000 employees.47 Other predominant industries were machine shops (28), aircraft equipment and supplies (19), and electronics (16). An emerging industry during the 1950s was research and development for future military defense operations. These research and development industries included:48

Industry Address Aerophysics Development Corp 1452 4th Street (Lynch Building) Propulsion Research Co 1860 Franklin Avenue Rand 1700 Main Street Research Corp (physical sciences) 225 Santa Monica Boulevard R801

In the immediate post-war period, workers were laid off from the Douglas Aircraft Corporation. Fortunately, the Los Angeles region embraced the market for commercial aircraft after the war as air travel increase in popularity. Despite the reduction, Douglas remained the largest City employer throughout the 1940s and 1950s.49 The Santa Monica

46 Ibid. 47 Industrial Santa Monica. Santa Monica – Ocean Park Chamber of Commerce. Industrial Division. 1955 48 Santa Monica City Directory, 1954. 49 Paula A. Scott, 126.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 18 Douglas Aircraft Corporation plant closed in 1974 and moved to a larger facility in Long Beach to accommodate their modern jetliners.50

Waldo Waterman (1894-1976)

Waldo Waterman, an inventor and aviation pioneer, was associated with the Goodrum and Vincent Building for over 40 years (Plate 18). He first leased the subject property for his company, Waterman Arrowplane Corporation, in 1935. Waterman subsequently purchased the subject property in 1940 and owned it until his death in 1976.

Born in San Diego on June 16, 1894, Waldo Waterman was the Grandson of Robert W. Waterman (1826-1891), a Republican Governor of California from 1887 to 1891. In 1909, he made his first flight in a homebuilt Chanute glider of muslin and piano wire and in 1910 his first solo airplane flight.51 In 1912, he attended the University of California at Berkeley, earning a degree in Mechanical Engineering.52 Waterman headed the University of California Berkeley’s Department of Flight Theory and Military Aeronautics between 1916 and 1919, and later was chief engineer of U.S. Aircraft Corp.53 The U.S. Aircraft Corp. folded after the end of WWI.

Always wanting to return to Southern California, Waterman purchased leftover equipment from U.S. Aircraft Corp. and established his own aircraft manufacturing company, W.D. Waterman Aircraft Manufacturing Company (Plate 19), in Venice around 1919.54 He crafted many custom planes, including Hisso-Jenny (OX5, L-4, L-6) (Plate 20), Liberty and Mercury Gosling planes, which were used for the military and mail service.55 After moving his company twice in Venice and Santa Monica, he eventually moved to 3rd Street and Sunset in Venice.56 The 1920 Census lists Waldo, with his wife Carol and daughter Jane, living at 15 Paloma Avenue in Venice.57 His occupation is listed as an engineer at an Aircraft Manufacturing Company. The company proposed on but never won government projects and subsequently closed.

During the mid-1920s, Waterman founded the Ontario Aircraft Corp. and was employed by Bach Aircraft as an Experimental Engineer and Test Pilot. He became a certified aviator pilot on July 17, 1926 (Plate 21). In 1928, he took charge of the Los Angeles Metropolitan Airport, now the Van Nuys airport, collaborating on the design of the site plan and managing

50 Piccalo, Gina, “A Dream Takes Wing,” Evening Outlook, December 23, 1999, p. 3. 51 “Waldo Waterman, Air Pioneer, Dies,” Los Angeles Herald-Examiner (December 9, 1976): A-8. 52 “Waldo D. Waterman: President of the Early Birds,” Smithsonian National Air and Space Museum Archives. 53 “Waldo Waterman, 82, Dies; Was Pioneer in Aviation and Son of a Governor,” The New York Times Biographical Service (December 10, 1976). 54 “Waldo D. Waterman: President of the Early Birds,” Smithsonian National Air and Space Museum Archives. 55 Deke Keasbey, “Los Angeles Metropolitan Airport, aka Van Nuys Airport: the Early Period,” p. 5. “The Waterman OX-5 Racing Monoplane,” Flight (October 13, 1921): 160 56 Waldo Dean Waterman and Jack Carpenter, 126-127; Santa Monica Directory, 1920. 57 1920 U.S. census, population schedule, Venice, Los Angeles County, California, Enumeration District [ED] 624, sheet 21, family 295, Waterman household; heritagequestonline.com (accessed January 31, 2012).

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 19 - PRELIMINARY WORKING DRAFT - 6 FIGURE Goodrum and Vincent Building Source: PCR Services Corporation, 2012. Corporation, PCR Services Source: Historic Photographs Historic Plate 21. Waldo Waterman Certified Aviator Pilot, National Aeronautic Pilot, National Aviator Certified Waterman Plate 21. Waldo Association of USA, July 17, 1926 AC.Wate.W.001) # Museum, Catalog Air and Space (San Diego Plate 19. Waterman Aircraft Manufacturing Company, in Venice around 1919 around Venice in Company, Manufacturing Aircraft Waterman 19. Plate 127) and Jack Carpenter, Dean Waterman (Waldo Plate 18. Waldo Waterman, Date Unknown Waterman, Plate 18. Waldo # 02-W-00096) Museum, Catalog Air and Space (San Diego Plate 20. Racing Monoplane, designed by Waterman while working in Venice in working while Waterman by designed Monoplane, Racing 20. Plate OX-5 Racing Monoplane," Flight (October 13, 1921): 160.) ("The Waterman PCR the airport.58 Waterman Avenue adjacent to the Van Nuys airport is named after him. During this era, he also took first place in the Air Transport Race at the National Air Races at Cleveland and established an official world’s record for altitude, carrying a pay load of 1000 kilograms.59

While working at the Metropolitan Airport, he was actively designing new airplanes. He designed a new airplane type, named the Flex Wing, which had an enclosed cabin with a movable in-flight wing.60 On August 15, 1930, he demonstrated the Flex Wing at the Metropolitan Airport and a few weeks later demonstrated the plane at the 1930 National Air Races.

In 1932, Waterman designed and test flew a Kinner-powered tailless, low-wing monoplane pusher (Plate 22) that was later named the “Whatsit” at the Metropolitan Airport. After the Whatsit was nearly destroyed in a landing accident, Waterman began working for Transcontinental and Western Airlines. In 1934, he leased a space at the automobile dealership at 15th and Santa Monica Boulevard (Plate 23) for three months: “It was located between the Chrysler and Nash agencies, and had over 50 feet of street frontage, a showroom, mezzanine balcony, and a service area in the rear. I figured to use the mezzanine for drafting, and the service area for the plane’s construction.”61

In 1935, his redesigned Whatsit, now named the Arrowplane, was the runner-up in the Bureau of Air Commerce “safe airplane” contest. The winner of the contest was Hammond Aircraft Corporation’s Model Y, “a two-place, low-wing monoplane with a twin tail boom, tricycle gear and a 95-hp Menasco engine.”62 As the second place winner, Waterman received funding to build another prototype and established the Waterman Arrowplane Company for the purpose of developing roadable versions of the aircraft. As a result, Waldo Waterman leased a portion of the subject property from 1935 to 1940, where he operated his manufacturing company between 1935 and 1938, and in 1940 he became the owner of the building until 1976.63

Waldo Dean Waterman lived in Santa Monica Canyon between 1928 and 1945, at 460 Mesa Road, and later at 345 Amalfi (1945-1951). .64 Waterman’s mother, a retired architectural designer from San Diego, helped her son prepare the house plans and an airport construction

58 Waldo Dean Waterman and Jack Carpenter, 239-240, 253. 59 “Waldo D. Waterman: President of the Early Birds,” Smithsonian National Air and Space Museum Archives. 60 Deke Keasbey, “Los Angeles Metropolitan Airport, aka Van Nuys Airport: the Early Period,” p. 20. 61 Waldo Dean Waterman and Jack Carpenter, 347. 62 Waldo Dean Waterman and Jack Carpenter, 346. 63 The Waterman Arrowplane Corporation had an office in the subject property from 1935-1938. After an illness, Waterman closed his business in 1938, but continued to sublease his space to other businesses. In 1940 he purchased the subject property. Based on information in the city directories for Santa Monica, City of Santa Monica building permits, and Waterman’s Autobiography. 64 Waldo Dean Waterman and Jack Carpenter, 253, 271. Betty Lou Young, Santa Monica Canyon: a walk through history ( Santa Monica: Casa Vieja Press, 1997): 149, 151.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 20 contractor built the house at 460 Mesa Road.65 He was a well-known character in the Santa Monica canyon.

Waterman was an active member of the Southern California aviation community (Plate 24). In his early years he was an active member of the Aero Club of Southern California, was later the director and chairman of the Industrial Committee for aircraft manufacturers, and participated in various air races.66 He was coordinator of the civilian pilot training at Pasadena City College between 1939 and 1943.67 Waterman worked in Santa Monica and maintained a long association with Clover Field Airport, where he was able to test his ideas. In 1951, Waldo Waterman and his wife retired to San Diego. The Society of Experimental Test Pilots named Waterman one of two Honorary Fellows in 1966.68 On September 7, 1968, Waterman was inducted into the International Aerospace Hall of Fame.69 In 1971, at the age of 77, he made his last solo flight.

Waldo Waterman and the Flying Car Movement

The first working flying car prototype, the Autoplane, was built in 1917 by Glenn Curtiss specifically for the New York Pan-American Aeronautic Exposition where it was unveiled. Unfortunately, the Autoplane, only 27 feet long, never achieved sustained flight. During the 1920s, the “flivver” movement emerged in the aerospace industry, a movement promoting the development of affordable airplanes. The movement was headed by Henry Ford who envisioned his “Flivver” as an everyman’s plane.70 In 1925, inspired by his aviation- enthusiast son Edsel, Ford began producing eight-passenger aircraft. The next year, in 1926, Ford introduced the "Ford Flying Flivver.” Although the prototype compared poorly to the Model T car, it stimulated tremendous popular interest. In 1928, the small plane crashed and killed its pilot, causing Ford to lose interest in aviation. The federal government kept the dream of wings for all alive during the depression of the 1930s, mainly through the efforts of Eugene Vidal. A former World War I pilot and airline executive, Vidal became the head of the Bureau of Air Commerce in the Roosevelt administration. The Bureau of Air Commerce was the precursor to the Federal Aviation Administration (FAA).71 In late 1933, Vidal announced that the government would spend half a million dollars to produce a "poor man's airplane.” He promised a two or three seat, all-metal machine costing $700, about the price of a Pontiac automobile and $300 to $500 less than any plane then on the market.72

65 Betty Lou Young, 151. 66 Waldo Dean Waterman and Jack Carpenter, 144. 67 “Air Pioneer Who Built Flying Auto in Santa Monica Dies,” Evening Outlook (December 9, 1976). 68 “The Chevy Bird,” Experimental Aircraft Association Magazine, http://www.oshkosh365.org/saarchive/eaa_articles/1968_10_07.pdf (October 1968): 22. 69 International Aerospace Hall of Fame of the San Diego Aerospace Museum, http://www.letsgoseeit.com/index/county/sd/san_diego/loc11/hallfame/hallfame.htm#row14_directory 70 Ford-EAA Chapter 159 Flivver-268, AirVenture Museum, http://museum.eaa.org/collection/aircraft/Ford- EAA%20Chapt%20_159%20Flivver.asp, accessed December 20, 2011. 71 Edmund Preston, “The Federal Aviation Administration and Its Predecessor Agencies,” U.S. Centennial of Flight Commission. http://www.centennialofflight.gov/essay/Government _Role/FAA_History/POL8.htm. Accessed January 24, 2012. 72 Joseph J. Corn, “The Winged Gospel,” U.S. Centennial of Flight Commission.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 21 In 1933, the federal government announced the AB-205 competition, quickly dubbed the “flivver contest,” headed by the Eugene Vidal, the chief of the Federal Bureau of Air Commerce. The contest was intended to inspire American companies to develop a safe and cost-effective airplane.73 The design criteria for the "flivver" aircraft consisted of light weight, easy-to-fly handling capability, and affordability, with a target price of $700. One year prior to the competition, Waterman designed and test flew a Kinner-powered tailless, low-wing monoplane pusher, nicknamed the "Whatsit," because of its odd appearance caused passersby to ask, "What is it?" The Whatsit (Plate 25) featured detachable wings that the pilot could affix to the aircraft before taking off. However, the Whatsit lacked pitch stability, and was nearly destroyed in an early test-run, which led Waterman to put the project in storage. According to a biography of Waldo Waterman archived at the Smithsonian National Air and Space Museum:

The “Whatsit” bears the distinction of being the first tailless flying wing monoplane ever built in this country, and it incorporated the first version of the modern concept of the tri-cycle landing gear in its design. These two unusual features have merited its acquisition by the Aeronautics Museum of the Smithsonian Institute.74

Vidal issued his challenge in 1933, and when Waterman looked at the entry requirements, he saw that they were similar to the years of work he had already put into the Whatsit.75 So, Waterman redesigned the Whatsit into what is now called the Arrowplane. The Smithsonian describes the improvements Waterman made to the Whatsit,

The resulting prototype “Arrowplane” was a much more stable two-place, high-wing tailless cabin monoplane equipped with tricycle landing gear. Flight control was provided by wing mounted elevons and wing tip mounted multi-functional rudders. Outboard deflection of the rudders provided a speed brake function. To fulfill Vidal’s easy-to-fly requirements, a two control system was installed. This essentially made the airplane stall and spin-proof. Pitch was controlled by the fore and aft movement of the control column and a turn of the control wheel resulted in a perfectly coordinated banked turn. The airplane was powered by a four-cylinder, 95 HP Menasco C-4 air cooled inline engine mounted in a pusher configuration in the rear of the passenger/crew nacelle. Automobile style doors allowed entry into the side-by- side passenger cabin. While the Arrowplane was not roadable, it was a major advancement toward achieving Waterman’s ultimate goal of a roadable plane.76

http://www.centennialofflight.gov/essay/Social/winged_gospel/SH2.htm, accessed January 24, 2012. 73 Ashley Archibald, “Santa Monica’s Lost Aviation History,” Santa Monica Daily Press (December 20, 2011); http://www.smdp.com/Articles-local-news-c-2011-12-19-73156.113116-Santa-Monicas-lost- aviation-history.html, accessed December 23, 2011. 74 “Waldo D. Waterman: President of the Early Birds.” Smithsonian National Air and Space Museum Archives. 75 Waldo Dean Waterman and Jack Carpenter, 339. 76 Smithsonian National Air and Space Museum, Collections, Waterman Aerobile, http://www.nasm.si.edu/collections/artifact.cfm?id=A19610156000, accessed December 23, 2011.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 22 - PRELIMINARY WORKING DRAFT - 7 FIGURE Goodrum and Vincent Building Source: PCR Services Corporation, 2012. Corporation, PCR Services Source: Historic Photographs Historic Plate 25. Whatsit, constructed circa1932, stored in the Smithsonian Plate 25. Whatsit, and Air National Smithsonian Collections. A19500099000. number (Inventory Museum.) Space Plate 23. 1501 Santa Monica Boulevard, for several months Waterman Monica Boulevard, Plate 23. 1501 Santa Archives) Image out of the former dealership (SMPL operated his company Plate 24. Waldo Waterman Portrait, The Portrait, Waterman Plate 24. Waldo writing at top reads, "Over 60 years as and aircraft an active pilot, designer, currently 1970, 1, March of As executive. Commercial Pilot #417" licensed FAA Museum, Air and Space (San Diego # 02-W-00117) Catalog Plate 22. Kinner-powered tailless, low-wing monoplane pusher, circa 1934 monoplane pusher, low-wing Plate 22. Kinner-powered tailless, Popular Science, May 1934.) ("Tailless Flivver Plane Has Pusher Propeller," PCR The construction of the Arrowplane was completed in July 1935 and delivered to the Bureau of Air Commerce in July 1935. In 1935, the Bureau of Air Commerce recognized the Waterman Arrowplane as one of the two award-winning designs for its flivver aircraft competition.77

While Waterman was working on his Arrowplane design, he began looking for a facility in Santa Monica. In 1934, Waterman leased an ex-Hudson dealership for three months at 15th and Santa Monica Boulevard.78 In 1935, Waterman moved Waterman Aircraft Manufacturing into the subject property located at the corner of 5th Street and Colorado Boulevard in the Central Business district in Santa Monica. According to Waterman,

Santa Monica’s Buick dealer had a very handsome building at 5th and Colorado-over 35,000 square feet. But cars weren’t selling and they’d been unable to make the mortgage payments and were now in default. The bank had taken over, but Buick still had over a year’s obligation due. So after some horse-trading, we agreed for me to move into the upstairs of their building while they’d assume the remaining balance on my option to renew. After moving, I found myself in a much better neighborhood for building airplanes with twice the area about 11,000 square feet, windows all around, and a lovely overlook to the ocean only four blocks away.79

After receiving money from investors, Waterman set out to construct Arrowbiles (Plate 26) at the 5th and Colorado site, which he called his “Waterman Arrowplane Factory.”80 Arrowbiles were a roadable version of his Arrowplane and registered as motorcycles in California. This idea required the development of a transmission drive system that would operate the propeller for flight and the rear wheels for ground operations, and also meet the certification for the Bureau of Air Commerce and the state motor vehicle departments.81 Arrowbiles 1 through 6 were constructed in Santa Monica at the subject property. The planes were built by hand to order, as was customary at the time, and no assembly line was involved in the construction of the Arrowbiles. Waterman flew the first test flight of the Arrowbile-1 on February 21, 1937 at the Long Beach Municipal Airport and also rented a hangar at the Clover Field airport where he would later test the Arrowbiles (Plate 27).82 Arrowbiles 2 and 3 were completed in September 1937 for the National Air Races in Cleveland.83

The Arrowbile received a United States Design Patent, number 106,939, protecting the ornamental plane design, in 1937 (see the appendix). Included on the Design Patent was an ornamental drawing of the Arrowbile with steerable tricycle landing gear. However, Waterman was one of many aviators working on the design of the steerable tricycle landing

77 Smithsonian National Air and Space Museum, Collections, Waterman Aerobile, http://www.nasm.si.edu/collections/artifact.cfm?id=A19610156000, accessed December 23, 2011. 78 Waldo Dean Waterman and Jack Carpenter, 347. 79 Waldo Dean Waterman and Jack Carpenter, 357. 80 Waldo Dean Waterman and Jack Carpenter, 370, 380. 81 Smithsonian National Air and Space Museum, Collections, Waterman Aerobile, http://www.nasm.si.edu/collections/artifact.cfm?id=A19610156000, accessed December 23, 2011. 82 Waldo Dean Waterman and Jack Carpenter, 374-375. 83 Waldo Dean Waterman and Jack Carpenter, 380-387.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 23 - PRELIMINARY WORKING DRAFT - 8 FIGURE Goodrum and Vincent Building Source: PCR Services Corporation, 2012. Corporation, PCR Services Source: Historic Photographs Historic Plate 27. Waldo Waterman dirving his Arrowbile from his home garage at 460 dirving his Waterman Plate 27. Waldo Airport), Monica Monica Canyon to Clover Field (Santa Mesa Road in the Santa Are Learning to Become Private Fliers: But Few Americans circa 1937 ("35,000 August 16, 1937, p. 35.) Their Own," Life Magazine, a Plane of Afford Yet Can tory Ad for the Arrowbile, the Ad for the tory PCR Plate 26. Waterman Arrowplane Corporation Fac Plate 26. Waterman Dean Waterman Monica (Waldo in Santa is listed as 1560 5th Street Office p. 359.) and Jack Carpenter, gear. Glenn Curtis used an early version of the steerable tricycle landing gear in his June Bug airplane in 1907.84 Nearly thirty years later, Fred Weick, also an early aviator, designed tricycle landing gear and received a United States Utility Patent number 2,110,516, protecting the mechanical design of his airplane, in January 1938.85 Therefore, it appears Fred Weick was the actual inventor for modern steerable landing gear with his patent protecting the mechanical and engineering features as compared to the outward appearance.

Unfortunately, the Arrowbile wasn’t a success, as Waterman had hoped; only a few Arrowbiles were sold to Studebaker. As a result of a ruptured appendix in 1938, Waterman closed down his corporation in Santa Monica, returned inventory to suppliers, and held an auction to dispose of physical assets and equipment.86 He acted as a leasing agent and was able to make money from leasing the subject property whenever there was a vacancy,

Since moving into 5th and Colorado building, I’d been carrying on a sideling real estate operation. Whenever there was a vacancy in a building, folks seemed to come to me about it as I was a principal tenant. Never one to miss an opportunity, I’d work out a tentative sublease agreement. Then, I’d hustle over to the owner and lease the space for my normal rate, thus making a few bucks on the difference. In effect, I was performing building management function, which by 1940 saw me ‘leasing’ all but the main corner showroom. This handsome space with high ceilings, tile floors and huge chandeliers, was leased by the State of California for an employment office. They naturally insisted upon dealing with the building’s owner, the Capitol Company, Bank of America’s real estate division.87

In 1940, Waterman purchased the subject property:

Unfortunately, my bliss was jolted that fall when the Capitol Company advised me that my lease was being terminated. They’d sold the building! This was to be quite a financial blow as I’d lose the subleasing income and my own space, too, though by now I was using it only to store what little was left of the Waterman Arrowplane Company. Racking my brains over this unexpected situation, I remembered that long ago the bank had told me that I’d have first-refusal-rights upon the sale of the property. So, even though I was in no condition to exercise them, I decided to play a little poker.

Since I had accumulated some cash during the ‘good times,’ I was experiencing at Pasadena JC, I told the bank that I wanted to buy the building. I then waited with great deal of apprehension, for their response. A few days later they told me that if I

84 Trafford L.M. Doherty, “Glenn H. Curtiss – 100 Years Ago,” The Glenn H. Curtiss Museum, http://www.glennhcurtissmuseum.org/educational/glenn_curtiss.html. 85 United States Utility Patent Number 2,110,516, Filed January 18, 1938, Patented March 8, 1938, 5 Sheets. Fred Weick also received a United States Patent number 3,511,455, Patented May 12, 1970. 86 Waldo Dean Waterman and Jack Carpenter, 394-397. Simithsonian National Air and Space Museum, Collections, Waterman Aerobile, http://www.nasm.si.edu/collections/artifact.cfm?id=A19610156000, accessed December 23, 2011. 87 Waldo Dean Waterman and Jack Carpenter, 397.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 24 bettered the current offer with the balance payable over ten years! “You’ve got a deal!” I exclaimed, and immediately began to raise the money, having about half myself. I went to each of the tenants and told them that I’d discount their rent 10 percent if they’d pay the next twelve months in advance. I raised slightly more than $1,000 and with a personal note borrowed the remaining $1,500. Then, I was the owner – that is, I and the bank!88

During World War II, development on the Arrowbile was closed, as Waterman focused on developing airplane technology to help the military. He worked on a project with ConVair in Michigan.

Another early aviator, Fred Weick, was also developing a successful light personal airplane, non-roadable, for the mass market during the late 1930s. Unlike Waldo Waterman, Fred Weick successfully produced and sold approximately 4,000 personal airplanes by 1946 and his airplanes were recognized as contributing to the advancement of private flying. Fred Weick was able to mass-produce and sell his planes to the general public, a feat Waterman never accomplished.89

Upon Waldo Waterman’s return to Santa Monica in 1944, he leased office space in Ocean Park and set up Waterman Research Engineering Company where he worked on vertical lift and the automatic transmission for the Arrowbile.90 The company was small and included a model maker, a draftsman, and Waterman’s cousin, Homer Wood. Once Waterman’s house was completed on Amalfi Drive, between 1945 and 1946, he moved his company to the large workshop in his new house.91

In the late 1940s, using the leftover parts, Waterman continued working on the Arrowbile 7 and renamed the machine the Aerobile since it was different from the 1937 version.92 His improved postwar version, had a swept tailless pusher configuration with its tricycle landing gear, a larger fuselage selection, two passenger bench seat, and the wing assembly could be removed as one assembly instead of two separate wings.93 Finally, in 1957, the Aerobile was given a registration number N-54P in the experimental category; however no market for the aircraft materialized.94

After Waterman ended his plans to manufacture and sell the Arrowbile, others continued to experiment with the idea of the flying car. The Airphibian, designed by American inventor Robert Edison Fulton, Jr., in 1945 was the first flying car to get a conditional flight certification from the Civil Aviation Authority in 1950. It featured removable wings and tail,

88 Waldo Dean Waterman and Jack Carpenter, 401. 89 U.S. Centinnel of Flight Commission, “Fred Weick,” www.centinnialofflight.gov/essay/Dictionary/Weick/DI125.htm 90 Waldo Dean Waterman and Jack Carpenter, 416. 91 Waldo Dean Waterman and Jack Carpenter, 418. 92 Waldo Dean Waterman and Jack Carpenter, 421. 93 Smithsonian National Air and Space Museum, Collections, Waterman Aerobile, http://www.nasm.si.edu/collections/artifact.cfm?id=A19610156000, accessed December 23, 2011. 94 Ibid.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 25 which Fulton boasted could be removed by just one person. Although the design was technically successful, despite the heavy materials, the company itself fell victim to financial woes and the Airphibian never went into production.

Industrial Designer Henry Dreyfuss designed an actual flying car in 1947, and the Convaircar was the result. Wings and engine/propeller snapped onto the top of the car, and when not in use they were towed behind the car. The idea was well-received until the vehicle crashed during a test flight, killing the pilot/driver and scaring potential investors.

Molt Taylor’s Aerocar design one of the most famous. Taylor believed that he could improve Robert Fulton, Junior’s idea, so he designed the Aerocar, featuring folding wings attached to a removable tail section, which was made into a reality in 1949, and eventually six models were built. The design received CAA (FAA) certification in 1956 and Taylor attained a deal for mass production, which never came to fruition.

Advanced Vehicle Engineers (or AVE) designed a bizarre hybrid, the Mizar, consisting of a Ford Pinto with a removable flight assembly taken from a Cessna Skymaster. Built between 1971 and 1973, the Mizar was scheduled to go into production in 1974. Unfortunately, during a test flight on September 11, 1973, the right wing strut gave out and the vehicle crashed, killing its inventor, Henry Smolinski, and the pilot, Harold Blake. More recently, other flying cars have been the Skycar designed by Moller International and Terrafugia Transition.95

Both the Waterman Whatsit and the Aerobile, designed and engineered by Waterman, are held in the collections of the Smithsonian National Air and Space Museum (NASM).96 In May 1948, Waterman donated the Whatsit to the NASM, and after restoring the aircraft he shipped it to the NASM in May 1950.97 Waterman restored Aerobile No. 6 and donated it to the NASM on March 24, 1961.98 In addition, other museums also have other Waldo Waterman airplanes, the Gilmore Museum at Kalamazoo, Michigan has his replica of the original 1903 Wright brothers Kitty-Hawk Flyer, and the San Diego Aero-Space Museum has the other glider and a modernized version of a 1911 Curtiss Pusher.99 The Smithsonian describes the important legacy of Waterman and his contribution to the flivver aircraft movement:

95 “Drive the Friendly Skies: The History (and Future) of Flying Cars,” Web Urbanist, http://weburbanist.com/2010/01/22/drive-the-friendly-skies-the-history-and-future-of-flying-cars/, accessed January 31, 2012. 96 Waterman Aerobile, Collections, Inventory number A19610156000, Smithsonian National Air and Space Museum, http://www.nasm.si.edu/collections/artifact.cfm?id=A19610156000, accessed January 23, 2011. Waterman Whatsit, Inventory number A19500099000, Collections, Smithsonian National Air and Space Museum, http://www.nasm.si.edu/collections/artifact.cfm?id=A19500099000, accessed January 23, 2011. 97 Waterman Whatsit, Inventory number A19500099000, Collections, Smithsonian National Air and Space Museum, http://www.nasm.si.edu/collections/artifact.cfm?id=A19500099000, accessed January 23, 2011. 98 Waterman Aerobile, Collections, Inventory number A19610156000, Smithsonian National Air and Space Museum, http://www.nasm.si.edu/collections/artifact.cfm?id=A19610156000, accessed January 23, 2011. 99 “The Chevy Bird,” Experimental Aircraft Association Magazine, http://www.oshkosh365.org/ saarchive/eaa_articles/1968_10_07.pdf October 1968, p. 22.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 26 In his long and distinguished aviation career Waldo Waterman had contributed many ideas to the design of a safe, easy-to fly aircraft. The Museum's Stearman-Hammond, Waterman Aerobile, Stout Sky Car, and Erco Ercoupe stand as testaments to the flivver aircraft movement of the 1930s. Waterman restored Aerobile No. 6, in "Buick blue" and white, and donated it to NASM on March 24, 1961.100

First Car-style Assembly Lines for Aviation

In Waterman’s Autobiography he states he was expecting to construct an estimated 1,000 Arrowbiles annually after he received funding from Studebaker for the construction of the Arrowbile in 1935 and “was determined to utilize automotive mass-production know-how and methods, and thus created the first such aircraft assembly line in the United States.”101 Waterman attempted to incorporate as many stock automobiles as possible into the Arrowbile design to streamline the manufacturing process and lower costs. The production price of each Arrowbile was projected at $1,000 and the sticker price at the Studebaker dealer $3,000 each plus accessories.102 In 1937, Studebaker committed to buying five Arrowbiles, so Waterman hurried to construct the orders before the Cleveland Air Races. Subsequently Waterman did not receive any additional orders and his idea of an “aircraft assembly line” never came to fruition at the subject property.

The photograph of Waterman’s factory (Plate 28) at the subject property in 1937 shows each Arrowbile was handcrafted and stood at different stages in the manufacturing process. There are no signs of mass-production, such as assembly lines or conveyor belts.

The Stearman- Hammond Aircraft Corporation began manufacturing their Model Y, the winner of the Bureau of Air Commerce’s competition, in a true factory setting with assembly lines.103 The Stearman- Hammond Aircraft Corporation constructed a new factory at the San Francisco airport (Plate 29) and began manufacturing eight planes per month. In 1935, there were several factories in the United States, such as Boeing, Curtiss-Wright and Parks, and these companies were profiled in a Western Flying magazine article (Plates 30 and 31).104

Amelia Earhart and Waldo Waterman

Amelia Mary Earhart was born on July 24, 1897, and developed an interest in the relatively new field of aviation. While living in Los Angeles she took flying lessons from Neta Snook, pioneer woman pilot, and in 1921 made her first solo flight and bought her first airplane. During the 1920s she flew at local airfields in Massachusetts and in 1927 was offered, and accepted, the opportunity to accompany Wilmer Stultz and Louis Gordon on their 1928 flight to England. She thereby became the first woman to make the transatlantic crossing by air, and an instant celebrity. Intensely competitive, Amelia Earhart participated in numerous air

100 Waterman Aerobile, Collections, Inventory number A19610156000, Smithsonian National Air and Space Museum, http://www.nasm.si.edu/collections/artifact.cfm?id=A19610156000, accessed January 23, 2011. 101 Waldo Dean Waterman and Jack Carpenter, 370. 102 Waldo Dean Waterman and Jack Carpenter, 372. 103 Frank Miller, “Giver’er the gun,” Western Flying (January 1937): 13. 104 R. Randall Irwin, “The Airplane Factory Job,” Western Flying (January 1935): 10-12.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 27 - PRELIMINARY WORKING DRAFT - 9 FIGURE Goodrum and Vincent Building Source: PCR Services Corporation, 2012. Corporation, PCR Services Source: Historic Photographs Historic Plate 31. Airplane Factory, Giant Hydraulic Press, circa 1930s. Airplane Factory, Plate 31. Flying Airplane Factory Job," Western (R. Randall Irwin, "The (January 1935): 10-12.) Plate 29. The Stearman- Hammond Aircraft Corporation Aircraft Hammond The Stearman- Plate 29. "Giver'er the gun," Manufacturing Plant, 1937 (Frank Miller, Flying (January 1937): 12-13.) Western Plate 28. Waterman Aeroplane Factory, Arrowbiles 1, 5, 6, 4, 3, 2, Aeroplane Factory, Plate 28. Waterman 380.) p. Carpenter, Jack and Waterman Dean (Waldo 1937 July circa PCR Plate 30. Airplane Factory, Anadic Bath Room, circa 1930s Airplane Factory, Plate 30. 12-13.) Flying (January 1937): "Giver'er the gun," Western (Frank Miller, races and held a variety of speed records and "firsts": she was the first woman to fly across the Atlantic solo (1932) and first person to fly solo from Honolulu, Hawaii, to Oakland, California (January 1935), and from Los Angeles to Mexico City (April 1935). Amelia Earhart was a mentor of other women pilots and worked to improve their acceptance in the heavily male field of aviation. In 1929 she helped organize the Ninety-Nines, an international organization of licensed women pilots and served as its president until 1933. She maintained grueling nationwide lecture tours, which largely financed her flying. In 1937, Amelia made two attempts to fly around the world. The first, in March, ended when her airplane was badly damaged on take-off in California. Next she took off from Miami with navigator Fred Noonan on June 1, intending to fly around the equator from west to east. On July 2, having completed 22,000 miles of the trip, Earhart and Noonan took off from Lae, New Guinea, for Howland Island. They never reached the island. Despite an intensive search by the U.S. Navy and others, following radio distress calls, no trace of the fliers or their plane has ever been found.105

Throughout the 1920s and 1930s, Amelia Earhart and Waldo Waterman were acquaintances and often mingled at various aviation meetings and flying events. As the manager of the Los Angeles Metropolitan Airport and active member of the Southern California Aviation community, Waterman was acquaintances with the pioneers of the aviation industry. A few of the encounters between Earhart and Waterman are described in various Earhart biographies and Waterman’s own autobiography. Waterman most likely met Earhart for the first time at a meeting of the Aero Club in approximately 1920.106

Their next meeting was at the Santa Monica air races held on July 16, 1921; Amelia Earhart and her mentor Neta Snook were flying a KinneR Airster.107 On February 27, 1921 they met again at a race for specialty planes at the Beverly Hills Speedway.108 After obtaining the woman’s speed record, Amelia was presented an award at a small ceremony at the Grand Central Air Terminal in Glendale where Waterman was in attendance.

While the Arrowplane was at Bolling Field, in Southeast Washington, D.C., Waterman described another experience with Amelia Earhart on August 15, 1935 (Plate 32):

At this time Amelia Earhart was at the peak of her popularity as the most famous woman aviator in the world. Being an old friend of both Vidal and myself, she gladly flew the plane with Giesse, and had her photograph taken in it. Also, she commented enthusiastically about it.109

One year later, Amelia Earhart test drove a mock-up version of the Arrowbile in the Santa Monica Canyon (Plate 33):

105 Earhart, Amelia, 1897-1937. Papers, 1835-1977: A Finding Aid. Arthur and Elizabeth Schlesinger Library on the History of Women in America. Radcliffe College (April 1990). 106 Waldo Dean Waterman and Jack Carpenter, 144. 107 Waldo Dean Waterman and Jack Carpenter, 147. 108 Waldo Dean Waterman and Jack Carpenter, 144. 109 Waldo Dean Waterman and Jack Carpenter, 354.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 28 - PRELIMINARY WORKING DRAFT - 10 FIGURE Goodrum and Vincent Building Source: PCR Services Corporation, 2012. Corporation, PCR Services Source: Historic Photographs Historic Plate 33. Waldo Waterman and Amelia Earhart Taking a Spin in the Santa a Spin Taking Amelia Earhart and Waterman Plate 33. Waldo 373) and Jack Carpenter, Dean Waterman Monica Canyon, 1936 (Waldo Plate 32. Amelia Earhart and John Giesse at Bolling Field testing the Arrowplane, the testing Field Bolling at Giesse John and Earhart Amelia 32. Plate 355) and Jack Carpenter, Dean Waterman August 15, 1935 (Waldo PCR After Amelia’s initial flight in the Arrowplane in Washington, she continued to be fascinated with the concept. In 1936 she took a spin with me in the Arrowbile’s skeletal framework around a nearby parking lot, happy as a young girl with a new, pretty dress.110

On the contest committee for the 1936 National Air Races, along with Jimmy Doolittle and Amelia Earhart.111 A few days before Amelia left on her final flight in 1937, she accepted Waterman’s request to be the guest of honor at his chapter meeting of the Aero Club.112

Aerophysics Development Corporation

The Aerophysics Development Corporation was the primary tenant of Waterman’s property at 1550-1558 5th Street for approximately three years between 1953 and 1956.113 Aerophysics Corporation was formed in 1951 by Dr. William Bollay who broke off from National American Aviation (NAA) to form his own company, the Aerophysics Development Corporation. The specialty of the corporation was the construction of army battlefield missiles.114 Initially the Aerophysics Development Corporation conducted work out of Bollay’s home in the Pacific Palisades. In January 1953, the company moved to a commercial building at 15304 Sunset Boulevard in the Pacific Palisades, the headquarters. The company also had an engineering office located at 1452 4th Street and a combined laboratory and fabrication shop at 1558 5th Street, Santa Monica.115 The equipment in the laboratory and fabrication shop in Santa Monica “included facilities for the laying-up, molding, and curing of the aircraft parts made of plastic impregnated fiberglass. Also manufactured in the shop are parts made with paper, or aluminum, honeycomb cores covered with sheets of fiberglass.”116 Some of the staff included Dr. Fritz Feldman, Dr. Domenic Bitondo, Dr. A. T. Zahorski, Dr. T. Oswald, Jim Kendrick, Dr, Adam Zahorski, Dr. Hans Larry Kumm, W.H. Gayman, and Melvin Stevens.117

110 Waldo Dean Waterman and Jack Carpenter, 372-373. 111 Waldo Dean Waterman and Jack Carpenter, 377. 112 Waldo Dean Waterman and Jack Carpenter, 404. 113 During the 1950s the Aerophysics Development Corporation was also listed at 15304 Sunset Blvd, Pacific Palisades and 1452 4th St., Santa Monica. James F. Mauk, Industrial Research Laboratories of the United States (Washington, DC: National Academy of Sciences, 1956), 5. 114 J.D. Hunley, The Development of Propulsion Technology for U.S. Space-Launch Vehicles, 1926-1991 (Austin, Tx: Texas A&M University P, 2007): 120. 115 James F. Mauk, p.5. 116 Memorandum for the Director, NACA , from Edwin P. Hartman, Western Coordinator, “Visit to the Aerophysics Development Corporation, Santa Monica, October 11, 1954,” November 10, 1954. NASA Western Support Office Papers, 1939-1969. Record group 255, box 10, series “Ref Memorandums 1940- 1956,” folder title “Hartman Visits to Industry A-B-C 1954-56.” National Archives and Records Administration, Pacific Region, 23123 Cajalco Road, Perris, California. 117 Memorandum for the Director, NACA , Edwin P. Hartman, Western Coordinator, “Visit to the Aerophysics Development Corporation, 15304 Sunset Blvd, Pacific Palisades, Los Angeles, January 15, 1953,” January 21, 1953. National Archives and Records Administration, Pacific Region, 23123 Cajalco Road, Perris, California.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 29 William Bollay, the president of the Aerophsyics Development Corporation, had a Ph.D. in aeronautical engineering from Caltech, joined the navy in 1941 and was appointed to head the BuAer’s Power Plant Development Branch in Annapolis; at the end of the war he was chief of the Power Plant Development Branch, and joined NAA in 1945 where he created and supervised the Aerophysics Laboratory, the leaders in guided missile technology.118 In 1957, the president of the corporation, Dr. William Bollay, said the objectives of the corporation were “the development of vertical take-off air transport, defense against high- speed aircraft and ballistic missiles, and research vehicles for exploring the solar universe.”119

In 1953, the Aerophysics Development Corporation had 25 employees and was working on two large projects: the Dart, an army ordinance missile; and a new propulsion scheme for the Air Force. The Dart was a ground-launched subsonic anti-tank missile, and was a very successful project with accuracy within in a foot. The rocket motors for the Dart were designed by the Grand Central Aircraft Company of Glendale, California. The missile was tested at Ames in a wind tunnel. The new propulsion project was a high-performance pulse jet-engine suitable for powering helicopters designed to minimize fuel consumption and produce a higher thrust. The preliminary experiments for the jet-engine were conducted at the Santa Monica laboratory.120 In 1953, the Aerophysics Development Company applied for a building permit to construct interior partitions for electrical testing at 1554 5th Street.121

Over the span of one year, the Aerophysics Development Corporation had grown to 175 employees in 1954. The Corporation was working on a number of high profile projects: aerodynamic heating study under Air Force contract; research and development on a new type of fuselage construction intended to reduce the weight and minimize the effects of aerodynamic heating under Air Force contract (AF-33(616)-327); and continuing work on the Dart. Seven test models of the Dart had been completed by 1954, and three of those were test flown at the Hollman Air Force base and were failures. So, the corporation was constructing a wire reel and tail surface to improve the Dart in the fabrication shop at the subject property. Under contract with the Army, the corporation was also working on a major project with the Redstone missile. The work entailed running a flutter analysis of the Redstone elevator control surface on the Caltech electric analog, developing a fiberglass liquid oxygen tank for the missile, and studying the optimum structural design of the missile nose.122 Finally, the corporation was developing the hypersonic test vehicle (under Air Force

118 J.D. Hunley, The Development of Propulsion Technology for U.S. Space-Launch Vehicles, 1926-1991 (Austin, Tx: Texas A&M University P, 2007): 117-118; Robert S. Kraemer, Rocketdyne: Powering Humans into Space (Reston, Va: American Institute of Aeronautics and Astronautics, 2006): 21-22. 119 “Aerophysics Objectives Told,” Los Angeles Times (June 15, 1957): I4. 120 Memorandum for the Director, National Advisory Committee for Aeronautics (NACA) , from Edwin P. Hartman, Western Coordinator, “Visit to the Aerophysics Development Corporation, 15304 Sunset Blvd, Pacific Palisades, Los Angeles, January 15, 1953,” January 21, 1953. NASA Western Support Office Papers, 1939-1969. Record group 255, box 12, series “Ref Memorandums 1940-1956,” folder title “Hartman Jan-June 1953.” National Archives and Records Administration, Pacific Region, 23123 Cajalco Road, Perris, California. 121 Santa Monica Department of Building, Permit# B14701, November 20, 1953. 122 Memorandum for the Director, NACA , from Edwin P. Hartman, Western Coordinator, “Visit to the Aerophysics Development Corporation, Santa Monica, October 11, 1954,” November 10, 1954. NASA

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 30 contract 33-(616)2270) for the investigation of aerodynamic heating and meteorological research purposes (Plate 34).123

In a memo written for the Director of the National Advisory Committee for Aeronautics on April 2, 1956, the Western Coordinator described the Corporation’s insufficient space: “The Aerophysics Development Corporation is now rather miserably housed in small shops located at different points throughout Santa Monica and Pacific Palisades. Soon, however, its scattered elements are to be gathered together in a new plants now being built in Santa Barbara.”124

William Bollay sold his interest in the Aerophysics Development Corporation in 1955 to the Studebaker-Packard Corporation for approximately one million dollars. In 1956, the Curtiss- Wright Corporation agreed to loan $35 million to financially troubled Studebaker-Packard and provide management services for the automaker. In return, Studebaker-Packard sold Curtiss-Wright its subsidiary, Aerophysics Development Corporation, and leased the aviation concern its facilities in Utica, Michigan, and South Bend, Indiana, where Curtiss-Wright began producing the army's new Dart anti-tank missile, which Aerophysics Development had helped to develop.125 By 1956 the Aerophysics Development Corporation had approximately 500 employees and had outgrown the three different office space scattered in Santa Monica and the Pacific Palisades. A new facility in Santa Barbara was under construction to consolidate the various divisions under one roof. The Aerophysics Development Corporation moved to Santa Barbara in July 1956 and leased a building until a new 100-acre multi- million dollar facility was completed in June 1957 (Plate 35) and accommodated an 800- member staff.126

In the new Santa Barbara facility, the corporation continued work on the Dart anti-tank missile that was under production at the Utica, Michigan. Ultimately, the Dart was a failure. The Dart was predicated to be developed in two years and cost less than $1,000, however six years later the Dart cost forty-seven million and was never developed or produced. The Department of Defense terminated the Dart project on September 1958, and authorized the

Western Support Office Papers, 1939-1969. Record group 255, box 10, series “Ref Memorandums 1940- 1956,” folder title “Hartman Visits to Industry A-B-C 1954-56.” National Archives and Records Administration, Pacific Region, 23123 Cajalco Road, Perris, California. 123 Memorandum for the Director, NACA, from Edwin P. Hartman, Western Coordinator, “Visit to the Aerophysics Development Corporation, Santa Monica, March 27, 1956,” April 2, 1956. NASA Western Support Office Papers, 1939-1969. Record group 255, box 10, series “Ref Memorandums 1940-1956,” folder title “Hartman Visits to Industry A-B-C 1954-56.” National Archives and Records, Pacific Region, 23123 Cajalco Road, Perris, California. 124 Memorandum for the Director, NACA, from Edwin P. Hartman, Western Coordinator, “Visit to the Aerophysics Development Corporation, Santa Monica, March 27, 1956,” April 2, 1956. NASA Western Support Office Papers, 1939-1969. Record group 255, box 10, series “Ref Memorandums 1940-1956,” folder title “Hartman Visits to Industry A-B-C 1954-56.” National Archives and Records, Pacific Region, 23123 Cajalco Road, Perris, California. 125 Gale Directory of Company Histories: Curtiss-Wright Corporation. http://www.answers.com/topic/curtiss- wright-corp, accessed March 8, 2012; “Curtiss-Wright Contract Aired,” Spokane Daily Chronicle (August 6, 1956), 19. 126 “Aerophysics Objectives Told,” Los Angeles Times (June 15, 1957): I4. Curtiss-Wright Annual Report (1957): 12.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 31 - PRELIMINARY WORKING DRAFT -

Plate 34. Hypersonic Test Vehicle by the Aerophysics Development Corporation, circa 1954-1956 (Memorandum for the Director, NACA , from Edwin P. Hartman, Western Coordinator, "Visit to the Aerophysics Development Corporation, Santa Monica, October 11, 1954," November 10, 1954.)

Plate 35. Aerophysics Development Corporation Facility in Santa Barbara, Brochure, 1959 (National Archives and Records Administration, Pacific Region, 23123 Cajalco Road, Perris, California)

Historic Photographs FIGURE

Goodrum and Vincent Building 11 Source: PCR Services Corporation, 2012. PCR off-shore procurement of SS-10 anti-tank missiles.127 The corporation was also working on vertical take-off utility vehicle

In November 1957, the H.A. Wagner Company of Van Nuys, California, who was credited with bringing the first missile system to use, was integrated into the Aerophysics Development Corporation.128 In 1958, the Propulsion Research Corporation merged with the Aerophysics Development Corporation and moved from Santa Monica to the new Santa Barbara facility, after the merger the companies were given the name “Santa Barbara Division.”129

Other than leasing the subject property to Bollay, from 1953 to 1956, Waterman was not associated with the Aerophysics Development Corporation during this period.

Hill and Vaughn

Phil Hill (1927-2008), a graduate of Santa Monica High School class of 1944, was the first American to win the Formula One World Championship in 1961.130 He popularized sports car racing in the United States during the 1950s and 1960s. Following his retirement, Phil Hill built up an award winning classic car restoration business in the 1970s called Hill & Vaughn with business partner Ken Vaughn. Hill & Vaughn, a classic car restoration business, was operated at 1428 2nd Street between 1975 and 1979, and moved to 1607 Lincoln Boulevard in 1980.131 The company was sold to Jordanian Raja Gargour in 1984 and moved to another larger location shortly thereafter in Marina del Rey.132 City directory research shows his business was never located at the subject property.

Architectural Description

The Goodrum and Vincent Building includes three distinct sections, each originally designed for its specific program: the used car dealership showroom at 417 Colorado Boulevard; the new car auto dealership showroom at 1554-1558 5th Street; and the auto service section at 1550 5th Street. The three sections are united by their Spanish Colonial Revival architecture, although they each have a unique façade which was designed to articulate their specific use and function. Furthermore, each section retains a different amount of architectural integrity.

1554-1558 5th Street

The primary section of the three-part Goodrum and Vincent Building (1554-1558 5th Street), is located on the northwest corner of Colorado Boulevard and 5th Street (Plate 36). Originally, this section of the building served as the main showroom for a Buick Dealership and had an elaborately detailed Churriguresque exterior and interior (see Plates 37-38

127 Mary T. Cagle, Development and Production of the DART anti-tank guided missile system 1952-1959 (ARGMA, 18 Jan 60). 128 Curtiss-Wright Annual Report (1957): 12. 129 Curtiss-Wright Annual Report (1958)kkjjjkkkkk. 130 Samo High Alumni Association, http://192.220.65.40/1944.html, accessed March 28, 2012. 131 Santa Monica City Directories. 132 Email Correspondence with Glenn Vaughn, son of Ken Vaughn, March 27, 2012.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 32 - PRELIMINARY WORKING DRAFT - 12 FIGURE Goodrum and Vincent Building Source: PCR Services Corporation, 2012. Corporation, PCR Services Source: Current and Historic Photographs and Historic Current Plate 39. Current conditions of the interior of the corner space at space Plate 39. Current conditions of the interior of the corner (PCRServices Corporation, 2012) Avenue 417 Colorado Plate 37. Exterior of Goodrum and Vincent Building, July 26, 1928 (Santa Monica Building, July 26, 1928 (Santa and Vincent Plate 37. Exterior of Goodrum Evening Outlook) Plate 36. Primary (Northwest Corner) Elevation1554-1558 5th Street 5th Elevation1554-1558 Corner) (Northwest Primary 36. Plate 2012) (PCR Services Corporation, Building, July 26, 1928 Plate 38. Main Salesroom of Goodrum and Vincent Monica Evening Outlook) (Santa PCR below). The original design of 1554-1558 5th Street had high glazed showroom walls set between the plastered columns. The design concept was use to use the ornate detailing to draw customers into the building and the large glazed walls showcased the latest Buick models. Today. there is an existing drive-in opening between the concrete columns on both the Colorado Boulevard side and the 5th Street side, where there once were showroom windows. Originally, at the intersection of the first and second floors, a Churrigueresque band course made with either painted concrete plaster or terra cotta ran along both the Colorado Boulevard and 5th Street facades on the exterior of the primary elevation. However, the existing exterior has a corrugated metal covering where original decorative band was formerly located. The original plaster work was removed and the metal covering is surface-mounted to the stucco surface. Above the band course, a small octagonal tower extends above the second floor. There is one window on both the east and south elevations of the tower and a decorative shield pattern on the corner elevation of the tower. Originally the windows had decorative heads and sills with engaged columns on both sides. The decorative heads and a corner shield are still extant on the tower, but the decorative sills and engaged columns are now missing. There is a row of small windows along the second floor on both the east and south elevations of 1554-1558 5th Street. There are existing decorative heads above each of the second floor windows. The roof is a truss warehouse roof and the roofing is red clay barrel tiles. Little of the original interior detailing and finishes are extant, except for segments of the tile floor and second story arched openings (Plate 39).

Integrity

While 1554-1558 5th Street does retain some decorative elements on the exterior and interior, this section of the Goodrum and Vincent Building is significantly altered. Furthermore, this section does not retain enough integrity to articulate its original design intent, which relied on the highly ornate exterior and wide storefront display windows to draw customers in. Originally, the two glazed walls on Colorado Boulevard were the largest and new cars would be placed in the windows in view of the street traffic. These two openings have been significantly altered. The western window was turned into a driveway, while the east window has been largely enclosed with shotcrete and stucco (Plate 40). Neither of the alterations to these openings are reversible as the low wall was removed in the west window and the east window was filled with a structural wall. After the 1994 Northridge earthquake, the entire exterior was coated with an incompatible layer of shotcrete and stucco. Based on a survey image from the 1980s (Plate 41), it appears that the storefront openings were later enclosed and the surface shotcreted and stuccoed during retrofitting after the 1994 earthquake. Since the 1994 post-earthquake retrofitting, little changes have occurred to the property. Originally there was a diversity of surface textures and materials, which added to the richness of the exterior design and was intended to draw the customers in. The current uniform exterior finish is incompatible to the original design intent. The thick shotcrete surface covered and obscured the decorative profile on the columns and diminished the remaining decorative plaster (Plate 42) by making it largely flush with the surface, rather than raised which made it appear more articulated. The north opening on 5th Street was also converted to a driveway by removing the low wall and is also not reversible. The two other storefronts on 5th Street are reversible.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 33 - PRELIMINARY WORKING DRAFT - 13 FIGURE Goodrum and Vincent Building Source: PCR Services Corporation, 2012. Corporation, PCR Services Source: Resources Photograph, 1983 (Santa Monica Resources Photograph, 1983 (Santa Current and Historic Photographs and Historic Current Image Archives) Image Plate 41. City of Santa Monica Historic Monica Plate 41. City of Santa Plate 42. Churriguresque Detail on 1554-1558 5th Street Showing Incompatible Thick Shotcrete Surface Showing Incompatible on 1554-1558 5th Street Plate 42. Churriguresque Detail (PCR Services Corporation, 2011) Plate 40. Altered storefront openings on the South Elevation of Plate 40. (PCR Services Corporation, 2011) 1554-1558 5th Street PCR 417 Colorado Boulevard

The 417 Colorado Boulevard unit is located on the north side of Colorado Boulevard Avenue between 4th Street to the west and 5th Street to the east (Plate 43). It is situated to the west of the main showroom and is constructed with stuccoed columns and unreinforced brick infill finished with painted stucco. There is a metal truss roof (Plate 44) and a parapet. Some original plasterwork remains on the primary face including a few small plaster brackets and two band courses. Originally, this section of the Goodrum and Vincent Building served as the used-car showroom for the Buick Dealership (Plate 37). The doors are wood paneled, with a decorative paneled casing and door surround. The wood doors and their casing appear to be recycled wood elements (Plate 45) that predate the building, and they are not Spanish Colonial Revival in style; they were likely moved there from another location. There are several types of existing windows including aluminum and block glass, none of which appear original.

Integrity

After the Buick dealership closed, the glazed showroom storefronts were enclosed, and the building was converted into a warehouse and later into office space. The original glazed walls on the primary elevation were removed and enclosed with stucco surfaces, windows, and two doorways. This section of the building has low integrity as the glazed openings are enclosed, most of the plasterwork removed, and the wall surface altered.

1550 5th Street

The 1550 5th Street section is located on the west side of 5th Street between Colorado Boulevard to the south and Broadway to the north (Plate 46). It is situated to the north of the main showroom. Originally, this section of the Goodrum and Vincent Building served as the repair shop for the Buick Dealership (Plate 37). The primary elevation of the unit retains most of its original character-defining features including its trowelled stucco surface. The 1550 5th Street unit of the subject property is a two-story autobody shop with a ramp that connects the ground floor to the second floor. The primary elevation is divided into four large bays separated by thick concrete pilasters and with unreinforced brick infill finished with painted stucco. There is a decorative band course that runs horizontally near the top of the primary façade. At the top of each concrete column, there is a decorative terra cotta cap. It appears that many of the metal windows and window frames are original to the building. The windows appear to be both fixed and operable awning windows. The roof appears to be a truss warehouse roof and is covered by red clay barrel tiles.

Integrity

This section of the Goodrum and Vincent Building retains high integrity. The only altered section is the bay between 1550 and 1554-1558, which had two ground floor windows enclosed and two upper windows altered.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 34 Integrity Summary

Overall, the Goodrum and Vincent Building as a whole has low integrity. The majority of the building has lost its integrity, including the section along Colorado and the section at the corner of Colorado and 5th Street; only the 1550 5th Street section retains integrity. The primary function of the building design was to draw customers in through its use of ornate Churriguresque detailing and large storefront windows to show off the cars. The storefront windows have been removed and openings largely altered. Furthermore, the present uniform surface texture diminishes what’s left of the plasterwork and compromises the building’s original architectural distinction. 1550 5th Street does retain its integrity, although it was largely a secondary utilitarian section of the building.

Evaluation of Significance

Is the structure representative of a style in the City that is no longer prevalent?

The subject property is an example of the Spanish Colonial Revival architectural style. Originally, the property was an excellent example of the type with heavy Churrigueresqe ornamentation. However, some of the Churrigueresque plasterwork has been damaged and removed or covered over and the property’s stylistic distinction has been substantially compromised. Once a beautiful example of the style, the subject property now only residually conveys its connection to the Spanish Colonial Revival style through its footprint, form, massing, scale, and remaining details, and materials. Therefore, the subject structure is residually representative of a style and building type in the City that is no longer prevalent.

Does the structure contribute to a potential historic district?

The subject property located at 417 Colorado Boulevard, 1554-1558 5th Street, and 1550 5th Street, is a contributor to the Central Business District. According to the 1996 Historic Resources Inventory Update for the City of Santa Monica, there were 77 existing contributing buildings in the Central Business District. The most common architectural styles in the Central Business District include brick vernacular commercial buildings constructed during the 1920s and 1930s, Spanish Colonial Revival, and Art Deco or Streamline Moderne. Although the Goodrum and Vincent Building is one of only two district contributors on its block, the subject property functions visually as the southeastern entrance into the Central Business District. One block east of the subject property on the south side of Colorado there are two residential properties which contribute to the district, but their residential nature is atypical and therefore appear disconnected from the commercial district.

Conclusion

In summary, based on current research and the above assessment, the property located at 417 Colorado Boulevard, 1554-1558 5th Street, and 1550 5th Street does not appear to meet several City of Santa Monica Landmark criteria. The property was evaluated according to statutory criteria as follows:

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 35 - PRELIMINARY WORKING DRAFT - 14 FIGURE West (PCR Services Corporation, West Goodrum and Vincent Building Source: PCR Services Corporation, 2012. Corporation, PCR Services Source: Current Photographs Current 1550 5th Street, View View 1550 5th Street, Plate 44. Metal Truss Roof, 417 Colorado Boulevard Truss Plate 44. Metal (PCR Services Corporation, 2012) Plate 46. Primary (East) Elevation 2012) Plate 43. Primary (South) Elevation 417 Colorado Boulevard, View Boulevard, Colorado 417 Elevation (South) Primary 43. Plate North East (PCR Services Corporation, 2012) PCR Plate 45. Primary (South) Elevation 417 Colorado Boulevard, Door Plate 45. Primary (South) Elevation 417 Colorado Boulevard, North (PCR SErvices Corporation, 2012) View Details, Landmark Criteria

9.36.100(a)(1) It exemplifies, symbolizes, or manifests elements of the cultural, social, economic, political or architectural history of the City. As an individual resource, the architecture of the Goodrum and Vincent building would exemplify, symbolize or manifest significant associations with the social, economic, and cultural history of Santa Monica if it still retained its elaborate original architectural appearance and stunningly beautiful showroom. The subject property was designed as an elaborate automobile dealership in 1928 and was used as such for seven years. However, the integrity of the subject property is presently low and the building has lost the necessary primary character-defining features to be eligible for this historical association. The Cummings-Wright Buick, 1501 Santa Monica Boulevard, is presently a better example of this property type.

After 1935, the subject property was occupied by a number of different light- industrial tenants predominantly for aviation, aeronautics, and automobile repair. Waldo Waterman occupied the building between 1935 and 1938 where he manufactured six Arrowbiles; and later in 1940, he purchased the subject property, subdivided it and leased the building to other businesses until his death in 1976. Two notable tenants were the Douglas Aircraft Company, located in the building during the 1940s, and the Aerophysics Development Company, located in the building between 1953 and 1956. The Douglas Aircraft Company used the space for storage, not a notable use in comparison to their larger manufacturing facilities at the Clover Field airport in Santa Monica. Additionally, the Aerophysics Development Corporation was not a major employer or economically important in postwar Santa Monica; other aeronautics businesses, including Douglas Aircraft Company, RAND, and Propulsion Research Company, employed greater numbers and occupied greater square footage.

The property does not appear to satisfy this criterion. The subject property does not retain sufficient integrity to exemplify its original association with automotive sales. The property does retain enough integrity to convey its subsequent association with the production of the Arrowbile planes and/or aeronautic fabrication, research and development, but these activities were not significant in the economic history of the city. The property does not possess sufficient architectural integrity or significance for designation as an individual landmark as an exemplary representative of its style and/or property type. Thus, the subject property does not individually rise to the necessary threshold of architectural, historical, social and cultural importance within the automobile, aviation, or aerospace history of Santa Monica to qualify as a City Landmark.

9.36.100(a)(2) It has aesthetic or artistic interest or value, or other noteworthy interest or value. The subject property does not have aesthetic or artistic interest or value. The resource does not meet this criterion.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 36 9.36.100(a)(3) It is identified with historic personages or with important events in local, state or national history.

The subject property is not clearly identified with productive life of Waldo Waterman. While Waterman’s connection to the flying car movement is important, the subject property is one of several places associated with his productive life. Waterman began designing airplanes and developing airplane technology at his Venice location beginning in 1919 until the mid-1920s. The original design of the Whatsit occurred at what is now the Van Nuys Airport in the early 1930s. Between 1933 and 1935 Waterman worked on the flying car at both the Van Nuys Airport and at 15th and Santa Monica Boulevard in Santa Monica. It was only for three years, between 1935 and 1938, that Waterman actually worked on the design and manufacturing of the Arrowbile flying car at the subject property, where he produced six Arrowbiles. However, he also stored an Arrowbile at his home in Santa Monica Canyon at 460 Mesa Road and would drive the aircraft to the Santa Monica Airport, as featured in Life Magazine.133 After WWII, Waterman lived at 345 Amalfi in the Santa Monica Canyon in the City of Los Angeles where he continued to work on the Arrowbile 7 in his home workshop until he moved to San Diego.

The productive life of Waldo Waterman’s work on the design, fabrication, and manufacturing of the flying car occurred in several locations over many years. The Arrowbile, which was associated with the subject property, was never economically successful. The Whatsit and the Arrowplane, designed at the Van Nuys Airport, won a national competition and was important in introducing the idea of the “flivver” movement to the public. Waterman was Amelia Earhart’s friend and their association was primarily social; while Waterman may have tried to garner attention for his flying car by inviting Earhart to test drive it, even with this type of publicity, the Arrowbile was unsuccessful. Although the subject property is associated with a socially notable individual who made his name in connection with the promotion of aviation, Waterman’s notoriety and importance in aviation is primarily connected with places and events that occurred at other locations, such as the Metropolitan (Van Nuys) Airport, the Cloverfield Airport, and his homes in the Santa Monica Canyon.

The architecture of the building reflects its connection to automobile culture in Santa Monica, not the manufacturing of flying cars. The subject property was designed and constructed to function as a car dealership. The ornate Churriguresque detailing, the high showroom windows, and the tower rising on the corner were meant to attract customers and showcase the cars. The subject property does not embody or symbolize the manufacturing of the flying car, nor did it function as an aid or directly inform the development of the Arrowbile, which occurred in a variety of locations..

William Bollay, the founder and president of the Aerophysics Development Corporation, was an important scientist in the research and development of aerospace

133 “35,000 Americans Are Learning to Become Private Fliers: But Few Can Yet Afford a Plane of Their Own,” Life Magazine, August 16, 1937, p. 35.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 37 technology. Before he started the Aerophysics Development Corporation, he supervised the Aerophysics Laboratory at North American Aviation. Even though he is an important scientist, he is not clearly identified with the Goodrum and Vincent Building, as the corporation also had two other offices in the Pacific Palisades and Santa Monica. The headquarters was located near William Bollay’s home at 15304 Sunset Boulevard in the Pacific Palisades office, the engineering office in the Santa Monica office was at 1452 4th Street (the building is no longer extant), and the laboratory/fabrication shop was in Santa Monica at 1558 5th Street. The corporation rented the industrial space in the Goodrum and Vincent Building for a little over three years. Most likely the ideas for the research and development projects were conceived at the headquarters and engineering offices, and minor testing and models making took place at the subject property, while major testing was carried out at facilities such as Ames, Caltech, and Army bases. During this time period the Aerophysics Development Company worked on the unsuccessful Dart anti-tank missile and other research and development projects for the U.S. Army. By July 1956 the Aerophysics Development Company outgrew their three offices in Santa Monica and the Pacific Palisades and moved to a temporary office in Santa Barbara until the constructed of their new headquarters was completed in 1958.

While William Bollay was the president and important figurehead of the Aerophysics Development Company, the height of his career was establishing the Aerophysics Labortatory at National American Aviation and later the sale of his corporation to the Curtiss-Wright Company that lead to the consolidation of his offices in Santa Monica and the Pacific Palisades into an ultra-modern and high-tech facility in Santa Barbara.

In sum, as the location of a series of activities in twentieth-century aviation and aerophysics in Santa Monica, including the manufacture of Waterman’s Arrowbile, Douglas Aircraft’s use of the building for temporary storage during WWII, and Bollay’s use of the building for various research projects for the Air Force and development of the Dart anti-tank missile for his Aerohphysic’s Development Corporation, it may be possible to argue conservatively that the property is important as one of several sites in the City relating to early aviation and aerophysics in Santa Monica. The link which may explain the coincidence of this string of activities all occurring in the same building, is most likely Waldo Waterman’s ownership of the property and his interest in leasing the property to entities within the field of aviation.

The subject property does not appear to meet this criterion.

9.36.100(a)(4) It embodies distinguishing architectural characteristics valuable to a study of a period, style, method of construction, or the use of indigenous materials or craftsmanship, or is a unique or rare example of an architectural design, detail or historical type valuable to such a study.

The property does not satisfy this criterion. The subject property lacks sufficient integrity to convey its original highly ornate architecture or its original architectural intent. The three primary character-defining features of the property were the

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 38 Churrigueresque detailing, the showroom windows, and the corner tower. Only the corner tower retains residual integrity. The subject property does not meet criterion 4.

9.36.100(a)(5) It is a significant or a representative example of the work or product of a notable builder, designer or architect.

The subject property is not eligible under this criterion. Architects H. Vernon George and P. Whitehall appear to have been regional practitioners of Period Revival Architecture in Beverly Hills. However, they do not appear particularly notable in the architectural history of Santa Monica or Los Angeles. Contractor, H. M. Roth Construction appears to have been a competent builder in the Spanish Colonial Revival style, judging by the historic appearance of the subject property and others of his several attributed works in the City. However, the subject property does not retain sufficient integrity to convey any potential local significance in association with either its architects or builder. The subject property does not meet criterion 5.

9.36.100(a)(6) It has a unique location, a singular physical characteristic, or is an established and familiar visual feature of a neighborhood, community or the City.

The subject property does not appear to satisfy this criterion. Although the subject property’s tower is a readily identifiable on the edge of the Central Business District, the tower is not in a unique location and does not have singular physical characteristics worthy of designation under this criterion.

Conclusion

In applying the City’s significance criteria for individual recognition as a potential City of Santa Monica Landmark, the subject property does not appear to rise to the threshold of significance for Landmark designation.

As discussed above, the subject property retains enough residual integrity and architectural interest to remain a contributor to the Central Business District. It retains its corner location, footprint, form, scale, massing, stepped roof profile, and distinctive tower. Although substantially altered, the basic character of its materials, structural bays, spatial relationships, upper level fenestration patterns, and Spanish Colonial Revival style architecture is residually recognizable. The majority of the Goodrum and Vincent Building has low integrity, including the sections along Colorado, and at the corner of Colorado and 5th Street; only the 1550 5th Street section retains integrity, although it was largely a secondary utilitarian section of the building. The primary function of the building design was to draw customers in through its use of ornate Churriguresque detailing and large storefront windows to show off the cars. The storefront windows have been removed and openings largely altered. The present uniform surface texture resulting from post-earthquake repairs and later alterations have diminished and obscured what’s left of the plasterwork and compromised the building’s original design intent and architectural distinction. Although not eligible individually due to its lack of integrity, the property’s architecture and history is associated with the group of remaining Spanish Colonial Revival style commercial buildings in Santa Monica, and the

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 39 property is also associated with a group of sites in Santa Monica that were connected with the early history of aviation and associated with scientific developments in aerophysics. Based upon the entirety of the historical record and the physical evidence, PCR finds the property ineligible for Landmark designation. The property remains eligible as a contributor in the potential Central Business District, with a status code of 5D1; the property does not merit a status code of 5B1.

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“New York Hop Reduced to 12 Hours.” Los Angeles Times (April 19, 1931): E6.

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“Plane Minus Tail Flown: Mystery Craft Passes Tests.” Los Angeles Times (July 25, 1935): A1.

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“What Price Family Planes? Dep’t of Commerce $700 “baby” plane program evokes interest.” N.A.A. Magazine (September 1935): 5.

Goodrum and Vincent Building City Landmark Assessment and Evaluation Report page 46 APPENDIX

Sanborn Map 1918

Sanborn Map, Paste-up 1950

1920 Census

Waterman Patent, 1937

Sanborn Map 1918

Sanborn Map, Paste‐up 1950

1920 US Census

Waterman Patent, 1937