Exhibit 3 101 Bridge

Summary Analysis:

The 1929 cross section, relied on in the PEIR, is not an accurate depiction of the river bed in its natural condition; it puts the bed elevation at the same height as the surrounding historical alluvial plain -- which is physically impossible if the river flowed through this area. The 1957 cross section, showing a flat straight line for the river bed is the water surface not the bed of the river and is an inaccurate depiction of the river bed. The topo map, aerial photos and Army Corps cross sections show that the river bed is not degraded as alleged in the PEIR. There has been scour at the bridge footings and widening of the river at this point since the bridge was constructed, as revealed in the aerial photos. There has been no significant bed degradation at this location which can be attributed to gravel extraction.

Discussion:

As with the other historic bridge sections, there is some question regarding the accuracy of old cross-sections provided by CALTRANS. As per the attached photo, if you were to draw a line, the distance that the PEIR indicates that degradation has occurred, again, you will realize that the Highway 101 bridge would have never been built with such inadequate capacity underneath. This was pointed out in the Final PEIR and never address by the County. Furthermore, the PEIR indicates that degradation up to 17 feet has occurred since 1929 and 8 feet since 1957. Contrary to this information, the Department of Water Resources 1981 report on Mad River Watershed Erosion Investigation indicates there was only a 5 foot difference between the 1929 mean bed elevation and the 1981 thalweg. This again, shows error in the information included in the County PEIR. Immediately downstream of the Highway 101 bridge and on the right side are several logs that protrude like a groin into the river. These same logs were photographed in 1992 and can be seen in aerial photographs of 1981 and 1988 indicating very little, if any, change since 1981; or when utilizing the information in the Department of Water Resources Report, a maximum of five (5) feet of degradation at the Highway 101 bridge has occurred since 1929 (almost 70 years), not 17 feet.

It should also be noted the wooden piles or groins on the right bank, just upstream of the Highway 101 Bridge as a result of recent bank erosion has been exposed. These can be seen being constructed in the 1958 aerial photographs. These have remained vegetated and filled for the last 40 years until high flows in 1997. Even floods since 1955 of higher magnitude than the 1997 flood did not do the extensive damage to adjacent banks.

Comparison of cross-sections in the PEIR between 1972 and 1991 shows little change and is consistent with the 1971 cross-section taken approximately 50 feet upstream of the bridge. The 1998 cross-section shows a noted change in that a scour hole is forming on the right pier adjacent to where the bank erosion is occurring, as might be expected. Other than that, the bed elevations still remain generally the same. Since the bed, here as well as upstream and downstream, remains stable or has been subject to additional sand deposits and filling of pools, this suggests that the channel has lost some of its carrying capacity, suggesting overall mean aggradation.