In addition, the airport's international Federal inspection passenger processing facilities are particularly hardpressed to meet the burgeoning growth of international traffic-the fastest growing segment of the airport's business. This situation is most troublesome in view of the increasing interest being shown by the airlines in serving Dulles on their international flights. The Federal inspection agencies should be commended for introducing the "accelerated combined inspection" system which has greatly helped to facilitate the entry formalities required of passengers arriving from abroad. But even though an improvement program is now underway to upgrade Dulles' international facilities, the airlines anticipate that rapidly growing international traffic may outdate these improvements by the time they are completed. The airline serving Dulles recently retained Guiliani Associates, a Washington architectural firm, to prepare recommendations as to those improvements which would permit Dulles to meet the requirements posed by its increasing traffic growth. This firm has recommended that the following facilities be expanded: 1. Provide enlarged baggage claim facilities in order to: (a) Accommodate anticipated passenger growth; (b) Approximate baggage claim to ground transportation; (c) Provide adequate deplaning passenger baggage facilities for both international and domestic flights; and (d) Furnish international arrivals with immediate access from Immigration and Customs to ground transportation. 2. Expand the present baggage make-up facilities so as to : (a) Accommodate increased area requirements; and (b) Receive baggage by vertical conveyance from existing ticket lift positions thus permitting passengers gate check-in. Another urgent problem is ticket counter space. The continuing additions of new flights by airlines which now serve Dulles, coupled with the implementation of service by airlines recently receiving authority from the Civil Aeronautics Board, has resulted in a severe shortage of ticket counter space. At present, there is little or no room for expansion to locate additional counter space. As of this date, there are approximately 250 linear feet of ticket counter space. The airlines estimate that by 1975 they will need over 650 linear feet and by 1980, some 900 linear feet. The airlines are currently studying the recommendations of the Guiliana report and will explore those and other suggested improvements with the FAA in order to formulate definite recommendations. At this point, I will make a few brief comments about the mobile lounges at Dulles. In ATA's 1968 Master Plan Report on Dulles Airport, we concluded that the next generation of aircraft would require a careful reevaluation of the concept which utilizes mobile lounges for passenger transfer to aircraft. You are probably aware that this second generation of high-capacity jet aircraft will soon be in service. and also that the immense Boeing 747 aircraft is scheduled to begin. operating at Dulles before the end of this year. It is important to note that the existing mobile lounge fleet at Dulles may not be capable of serving this type of aircraft-and other large capacity aircraft which will be placed in service within the next few years if modifications are not implemented. I might add that at least two manufacturers are exploring the development of a new generation of mobile lounge-type vehicles which would be designed to serve such larger aircraft. Principal improvements would be in deck height of the lounge and greatly expanded passenger capacity. The airlines have determined that additional mobile lounges incorporating these improvements will be needed to handle the large volumes of traffic of the 747 type that can accommodate from 390 to 450 passengers. Public parking is an aspect of the airport's operation which may soon prove to be inadequate to handle future expansion at Dulles. Currently there are about 1,600 parking spaces provided for public use. Fortunately, there is area available for the expansion of these facilities. We feel that the development of future terminal and ongrade parking facilities should give careful consideration to the distance which the passenger will be required to walk between his automobile and the terminal. The airlines believe that inadequate through-highway access is a major constraint to the growth of passenger traffic at Dulles as there is no single continual limited-access highway to the District's Metropolitan center. We urge that the necessary steps be taken to extend the Dulles access road to the District or to a connecting point on the proposed extension of U.S. Route 66 from the Capital Beltway into the District. In addition, we recommend that consideration be given to the development of a high-speed transit system which would provide direct airport access between Dulles and the District. The Department of Transportation may well find that it has the opportunity to create such a system as a demonstration or prototype project. In addition to making Dulles more accessible to the public, this system would serve as a model for other major airport communities interested in solving airport access problem. We are convinced that Dulles International Airport will continue to have a profound economic impact upon the area which it serves. The potential capacity of Dulles-if improvements and expansion of its facilities are developed in a timely manner-will prove to be the envy of other major airport communities in the country. At Dulles as is the case at any other commercial airport in the country-there must be a continuing development program which will permit the orderly and timely development of facilities required to efficiently handle the increasing public demand for air transportation. We will continue to work closely with the Federal Aviation Administration through the Bureau of National Capital Airports to formulate our recommendations for the expansion and improvement of facilities at Dulles. Thank you for this opportunity to express our confidence in the continuing growth and importance of Dulles International Airport. Senator SPONG. Thank you very much, Mr. Foster. Among the improvements you say are needed at Dulles, at the present time, are better customs facilities. Is this merely a matter of having more men? Mr. FOSTER. No, sir; I think it is more a matter of more adequate physical facilities. The customs functions are not as adequate as are the other domestic handling facilities. We feel they should be expanded. Senator SPONG. You mention the possibility of a prototype highspeed transit system to Dulles. Have you explored this with the Department of Transportation? Mr. FOSTER. At some time earlier, it has been discussed. We pointed out to them the right of way is a federally owned right of way and there is such a pressing need to improve airport access around the major airports in the country, possibly the Department would find they are in a unique position of doing some prototype work on development of systems that communities might be guided in development of comparable systems in attacking that kind of problem in this area. Senator SPONG. Mr. Foster, you said "at some earlier date." Have you made some specific suggestions to the Department of Transportation that they give some thought to the possibilities of this? If so, was it to the last administration, or to this one, and when was this done? Mr. FOSTER. It was during the period of the prior administration. It was not as to the type of system, but it was an effort to give guidance to community planners and airport planners that there was a unique opportunity to develop some sort of a system as a measure of public acceptance of such a system is very important. Senator SPONG. Is that a continuing suggestion to the Department of Transportation? Mr. FOSTER. Yes. Senator SPONG. You mention a study that had been made with regard to Dulles. Are the airlines undertaking any construction at Dulles at the present time? Mr. FOSTER. The recommendations that we are considering, let me say quickly, are confined to the terminal area. The public service aspect of the airport. Within the studies we are doing with the consultant, we are formulating recommendations which will be formally given to the FAA later, but as to those improvements that we are considering, there is nothing under construction to my knowledge at this time other than what some airline may make some miscellaneous improvement here and there. Senator SPONG. Have the airlines given any thought to constructing a midtown terminal to facilitate travel to Dulles? Mr. FOSTER. Yes; this has been secretly discussed. It is so related to some kind of public-accepted direct transportation system that they are sort of inherently together. If the system were developed, then you would have the need for stations. But to arbitrarily require people to go to some point in Rosslyn Circle, or some point where there may be a limitation of automobile parking, traffic problems, and others, we have not recommended this be done at this time. Senator SPONG. I want to ask you a few questions about National. Witnesses must think I brought you way out here to talk about National Airport, but I think the record requires this. Do the airlines recognize any maximum limit on the use of National Airport? Mr. FOSTER. Yes; we voluntarily agreed with the FAA on limitation of the number of flights for some time on a voluntary basis, which as of the first of the month will become a rigid rule. We also volunteered on the size and capacity of aircraft entering Washington National. We have for some time now. This, too, will no doubt continue, at least for the time being. Senator SPONG. With regard to the size of the aircraft, have the airlines any plans to use air buses or stretch 727's at National? Mr. FOSTER. We have hopes and ambitions. However, for purposes of planning and working with the Federal Aviation Agency, we have done our planning and our forecast on the basis that certainly for the foreseeable future that the limitations on numbers of flights, frequency per hour, and the size of aircraft will for the moment continue. As traffic grows at Washington National, we hope we are able to put higher capacity aircraft in as they come along, mostly within the series of the aircraft presently operating at Washington National. Senator SPONG. So you are not giving me an unqualified "yes" or unqualified "no." Mr. FOSTER. Well, we hope that as traffic grows, maybe some of the rules can be relaxed. We have voluntarily agreed with the FAA on the limitations. We have for some time on a voluntary basis. We hope the rule will be as so rigidly imposed on us it will be so rigidly imposed on general aviation and other users of the airport with their limitations. But we are agreeing and planning within the framework of the mandate given to us by the FAA as to the frequency and size of the aircraft. Senator SPONG. Do you know how much time was lost by the airlines using National last year through delays on the ground or in the air? Mr. FOSTER. No, sir, I do not have the arithmetic on this, I am sorry. One of the greatest influences on delays, particularly in bad weather, is not so much the delays because of weather at Washington National as they are weather at other points which preclude equipment getting in and out of Washington National. Senator SPONG. I was not speaking of weather; delays are caused by factors other than weather. Do you have access to that information at all? Mr. FOSTER. We will see if we can get the information. If we can get it, we would be pleased to submit it for the record, but I rather doubt we have the arithmetic. Senator SPONG. If you find you do have the arithmetic, we would like very much for you to provide it for the record. Mr. FOSTER. Very well. (Subsequent to the hearing the following letter was received.) Hon. WILLIAM B. SPONG, Jr., Washington, D.C. AIR TRANSPORT ASSOCIATION OF AMERICA, DEAR SENATOR SPONG: During your recent hearings at Dulles Airport you asked how much time was lost by the airlines using Washington National Airport last year through delays on the ground or in the air. At the time the question was asked, Mr. Foster indicated that he would furnish this information for the record if it was available. Unfortunately such data is not available. You also asked about the Northwest and American Airlines construction of additional terminal space at Washington National, and whether Mr. Foster could furnish details concerning costs and how many passengers the facility will accommodate. In this regard I am enclosing this information for the record. Sincerely, J. L. ZORACK, Assistant to Vice President Federal Affairs. Senator SPONG. Northwest and American Airlines are now constructing additional terminal space at National. Can you give us some details on that, as far as costs, how many passengers the facility will accommodate? Mr. FOSTER. No, sir, I did not come prepared with the figures, but they are multimillion improvements, particularly American. I do not recall the total figures. Here, again, we would be pleased to submit them for the total record, if you care to have them. Senator SPONG. I appreciate that and, Mr. Foster, we thank you for your testimony, and we will look forward to this additional information. Mr. FOSTER. Fine. Thank you very much. AIR TRANSPORT ASSOCIATION, June 18, 1969. AIRLINE IMPROVEMENTS SINCE 1965 Costs 1. American Airlines ticketing and passenger facilities__ Northwest/Trans World Airlines facilities $3,200, 000 ticketing and passenger $6,500, 000 5, 450, 000 2. Approximate Total Annual Passenger Traffic for American, Northwest and Trans World Airlines__. NOTE. The American Airlines facility has been completed; the Northwest/ Trans World Airlines facility is still under construction. Design capacity 1. American Airlines (5 gates). Total design capacity- Million 2.0 1.6 3.6 Senator SPONG. It is now 10 of 11. We are going to have a recess for 10 minutes. I am going to resume promptly at 11 o'clock with the next witness. The next witness will be the Honorable Fred Babson. (Whereupon, there was a short recess.) Senator SPONG. The hearings will be in order, please. The next witness will be Hon. Fred Babson, Chairman of the Board of Directors, Washington Metropolitan Area Transit Authority, among other things. Mr. Babson, we are delighted to have you here. STATEMENT OF FREDERICK A. BABSON, CHAIRMAN OF THE BOARD OF DIRECTORS, WASHINGTON METROPOLITAN AREA TRANSIT AUTHORITY; ACCOMPANIED BY WARREN QUENSTEDT, DEPUTY GENERAL MANAGER Mr. BABSON. Thank you very much, Mr. Chairman. It is my pleasure. I am Frederick A. Babson, for the record, Chairman of the Board of Directors of the Washington Metropolitan Area Transit Authority. I am also chairman of the Board of Supervisors of Fairfax County, in which a substantial portion of Dulles Airport is situated. I am here |