system. Presently, plans for the Metro system show a line running out as far as Nutley Road in Vienna. The timetable for construction of this line is disappointingly far off in the future.

A rapid rail link between Dulles and Washington would serve not only the airport, but would provide a needed means of transportation for the growing number of residents of the Reston-Herndon area. In effect, tax dollars would be doing double duty.

EXPRESS BUS SERVICE

Evidence of the need for better ground transportation between the central city and the Dulles corridor can be found in the acceptance of the Reston Community Association express bus service, which Bob Davis has just talked to you about. I will skip that part of my testimony, because I think Bob has adequately covered it.

The express buses are popular in spite of a 50-minute average running time between home and office, and I think we even might get your assistant, Mr. Lewis, to take our newest bus from Reston to National Airport when it begins June 2. I have talked to him about it. The ready acceptance of the buses by residents of Reston clearly points out that if good public transportation is available, it will be used.

But, express buses are only an interim solution to the needs of both Dulles Airport and Reston. A rapid transit line should be built at an early date along the Dulles corridor. The right-of-way exists today, either along the defunct Washington & Old Dominion Railroad right-of-way, which was pirated away from the citizens of northern Virginia, or in the Dulles highway median strip.

A rail connection with Washington will do much to make Dulles fulfill its bright promise of being designed for tomorrow. Thank you very much, Senator Spong.

Senator SPONG. Thank you very much for your testimony.
Mr. Logan?

(No response.)

Senator SPONG. Captain Ramsey?

STATEMENT OF OLIVER F. RAMSEY, CAPTAIN, U.S. NAVY

(Retired)

Mr. RAMSEY. I am testifying as a private citizen, a resident of Riverfront Rosslyn, Va. I was and still am, an early member of CANCommittee Against National-and one of the founders of Virginians for Dulles, of which I am now treasurer.

Other witnesses will represent CAN-Committee Against Nationaland you had Mr. Clyde Duval, the chairman of the Virginians for Dulles before this committee; but I am testifying as John Q. Citizen, as a spokesman for Potomac Valley residents from Mount Vernon to Great Falls about the National Airport noise-pollution, air-pollution, TV-radio nuisance.

Well over 4 years ago we sold our house in north Arlington and moved to the top floor of a highrise apartment in Rosslyn, Va., with a magnificent view to the east, from the National Cathedral to Woodrow Wilson Bridge, and everything between. At that time the propellered airplanes from National Airport were only a minor annoyance.

PROBLEMS WITH JETS

Then came the jets over 3 years ago.

Under clear-weather conditions, with steady north or south winds, these aircraft remain generally out over the river and are not too annoying except for the filthy black oily residue that settles on our balcony, windows, and car.

Under low-visibility conditions, however, these jets represent a serious encroachment on privacy and the enjoyment of life. Under such low-visibility conditions when landings are to the south on Runway 18, the planes make instrument landings on the 153 radial, or 27° off the runway heading. This approach brings them down over Rosslyn at low altitude, less than 1,000 feet, mean sea level.

As visual guidance, there is a flashing strobe light underneath-I stress underneath-Memorial Bridge, just above water level. I believe this is the only airport visual beacon located underneath a bridge, anywhere in the world. This flashing beacon is a signal to the pilot to turn right on a heading of 180° for the runway and final approach.

The noise level of these jets, particularly when it erupts suddenly, is most startling when these 153° radial approaches are being used. Worse is the safety hazard involved. Rosslyn has more and more highrise buildings. These planes often come in barely above roof top level. A slight altimeter malfunction or pilot error in these approaches could result in a major catastrophe, not only to those in the plane, but also to those in the buildings involved. This applies during low-visibility takeoffs to the north. The pilots cannot follow the river, thus going over Rosslyn at low altitude, full power, and high-noise level.

I note, in passing, that scheduled flight operations at National are suspended between 11 p.m. and 7 a.m. so that people can get some sleep. Is this suspension not an admission by the FAA of the National Airport nuisance?

I hold what was a CAA commercial pilot's license, not now valid because I have not flown for some years past. My wife has a private license in similar status. We had our own airplane for about 4 years and based it part of that time at National Airport. We are thus familiar with the runway patterns and runway lengths at National.

NATIONAL AIRPORT DANGEROUS

National was designed and built around the DC-3. It served that airplane well. National, however, was never intended for heavy airplanes like the 727. The main runway at National-18/36—is only 6,855 feet long. Under ideal conditions of a steady north or south wind, the 727 can operate off 18/36. Frequently, however, severe crosswinds prevail, particularly from the northwest. This situation makes landings and takeoffs on an all-too-short runway highly dangerous, and imparts severe stresses on the landing gear of these aircraft. Such stresses may well cause later failure under ideal conditions.

Under hot-day, no-wind conditions, the 727 barely lifts off with about 500 feet to spare. Sure, it gets off, but what about an engine failure or a bird ingestion at that point? There are lots of birds and seagulls at National. There is no runway left for an abort. The FAA

still uses carbide cannons firing intermittently between the runways to scare the birds. By now, the birds no doubt are accustomed to the roar of the jet engines and the cannons cannot be heard anyhow. Here is clear admission of the bird-ingestion danger. A major crash at Logan Airport, Boston, resulted from this cause.

I am convinced that nothing will be done about the National Airport problem until we have a major catastrophe in the immediate area. If a couple of Congressmen are killed, action will result, I am

sure.

Must we wait until untold numbers of people are killed before action is taken? Airline pilots and FAA controllers all agree National is a dangerous airport.

PUBLIC INTEREST DISREGARDED

Aside from these grim thoughts, I remind you gentlemen that for every single passenger into and out of National Airport, a ratio of thousands of people on the ground are inconvenienced and annoyed. The Arena Stage even now, and future operations of the Kennedy Center, are victimized by this noise nuisance. Furthermore, TV audio is drowned out; TV video is flip-flopped by passing planes throughout the Potomac Valley.

The exception granted to Eastern Air Lines to count, as one flight, unlimited numbers of shuttle flights scheduled for each hour, is a travesty. One wonders if the FAA owns National or do the airlines.

A couple of years ago on the Sunday night after Thanksgiving when visibility was low, Eastern shuttle and other jets came thundering in over Rosslyn at intervals of every few minutes until late at night.

Also, on the night following the Robert Kennedy funeral, planes took off, presumably for New York, carrying back the Irish wake participants until long after midnight.

The gross disregard of the public interest by the scheduled airlines and their handmaiden, the FAA, must be checkmated.

I do not necessarily advocate the closing of National Airport. Just as Meigs Field on Chicago's waterfront handles small planes and light corporate aircraft, so could National. The largest planes permitted at National should be the Fairchild F-27 turboprop or Corvair turboprop conversions. Small and extremely noisy corporation jets must be barred also.

If Eastern can develop a quiet, quick-climbing, fast-descending STOL plane based on the Brequet design, the convenient shuttle can probably be continued.

DULLES NOT TOO FAR

Dulles is claimed to be too far out. Yet, without exceeding the speed limit, I have repeatedly driven from Rosslyn to Dulles in about 30 minutes.

I know that the time from downtown Chicago to O'Hara is longer, as is New York to Kennedy: from downtown San Francisco to its airport is as long; from London's West End to Heathrow is longer; from Stockholm's Arlanda Airport to downtown is nearly an hour to

a suburban terminal by bus, then a 15-20 minute ride by taxi into downtown.

Rapid transit to Dulles? Possibly, but a much less expensive solution is that if Route 66 is completed through Arlington and into Fairfax County, a 20-25-minute surface ride from the Potomac shore to Dulles seems feasible.

SUMMARY

In summary, I am awaiting the inevitable catastrophe from an approach to or takeoff from National. The clear approaches and 14,000foot runways at Dulles will then command the attention they are not now receiving.

Dulles is the world's finest airport, but the airlines do not like it or its mobile lounges. They had rather have the public walk miles—to save the mobile lounge fees-through finger piers as at O'Hare.

The FAA, if it represents the public interest, must assert itself and not bend to the will of pressure groups, including congressional influence and the airline industry, to shift the majority of flights to Dulles and Friendship.

The Washington magazine asserted that there is an incestuous relationship between the FAA and the airlines using National Airport. I haven't seen any libel suits contesting this charge. I maintain that just like the military-industrial complex highlighted by President Eisenhower in the last days of his Presidency, the FAA and the airlines are much, much too cozy.

On a recent trip to Pittsburgh, I noted that Northwest Airlines is building a major terminal in north Alexandria, about a three-fourth mile walk from the National Airport main terminal.

What is the public interest? The comparatively few who fly into or out of National, or the hundreds of thousands of groundlings who are harassed from 7 a.m. to 11 p.m. daily? Let's shift flights to Dulles and Friendship!

Senator SPONG. Thank you Captain Ramsey.

Mrs. Vera Carper?

(No response.)

Senator SPONG. We have several other statements that have been submitted, including one from the Virginia State Chamber of Commerce. These will be placed in the record.

(The statements referred to follow :)

PREPARED STATEMENT OF IRBY N. HOLLANS, JR., VIRGINIA STATE CHAMBER OF COMMERCE

My name is Irby N. Hollans, Jr., I am Director of Travel Development for the Virginia State Chamber of Commerce which has its headquarters at 611 East Franklin Street in Richmond, Virginia. In this capacity I also serve as Secretary to the Dulles Committee of the Virginia State Chamber of Commerce. As a private citizen I am a member of The Dulles International Development Commission. The following is a combination of policy of the Virginia State Chamber of Commerce and of my personal recommendations based on my knowledge of the situation. Each recommendation is properly identified as such.

One of the pressing needs of Dulles is rapid ground transportation. The Virginia State Chamber of Commerce is on record favoring the completion of the Three Sisters Bridge and of Interstate-66 which would give rapid transportation from Dulles into downtown Washington and would, therefore, greatly enhance the desirability of this international airport.

In the 90th Session of the U.S. Congress, Senate Bill 1632 was introduced on April 26, 1967 which called for the creation of the "National Capital Airport's Corporation" to provide for the operation of Washington National Airport and Dulles International Airport by this Corporation. Although this bill died at the close of the last Session it is my personal opinion that such legislation should be enacted for at least four reasons.

1. The proposed legislation would authorize longer term contracts at the two airports and would substantially solve a number of problems for concessionaires and others who would have contractual agreements for the use of the facilities. 2. Such a corporation would allow for faster decisions. The legislation would put operating authority in a general manager reporting directly to the Secretary of Transportation. This would eliminate delays in obtaining approval on various matters.

3. It would allow for more flexibility in that the proposed corporation would not be subject to the procurement policies of the FAA nor to approval of its contracting decisions by the FAA Contracts Awards Board. The general manager would undoubtedly continue to conduct concession contracting activities in accordance with Federal Government's procurement regulations. He would, however, have more freedom in the execution of these contracts. He would also be able to apply business judgement in the awarding of contracts and in the day-today operations of the airports.

4. There would be additional and more immediately available resources. I understand that such corporate legislation would enable the airports to use revenue derived from concessions for improvement of the airport rather than being turned back to the U.S. Treasury as is presently the case. In other words, you would have a revolving fund operation with appropriated funds.

Such a corporation would offer greater flexibility in personnel management and elimination of the "regulator" versus "operator" role in which the two facilities now find themselves. It would permit closer contact with air carriers and other tenants in discussing long range improvement plans for the airports. It would clearly establish an authority for the operation of the airports in a business like manner. Finally, it would permit the airports to deal with the Federal Government agencies as do other major airports instead of under the present system.

Now under construction is a motel by the Marriott Corporation that will greatly enhance Dulles Airport's desirability for passengers leaving on early morning flights and arriving on late evening return flights. Such a facility has been badly needed.

Also to be constructed soon are cargo terminals and office buildings that will greatly enhance the desirability of Dulles as an aerial port facility.

Dulles is one of about 21 airports in the nation that will be able to effectively handle the Boeing 747 when it goes into operation by the end of this calendar year. I understand Pan American flights will begin leaving Dulles for Europe in late February or early March. The Virginia State Chamber of Commerce plans to conduct a "Virginia Travel Mission to Europe" in late February or early March, 1970. This Mission will depart on the first 747 flight out of Dulles for Europe. The Mission will visit various European countries to (a) sell "Visit USA" business, (b) sell the inclusion of Washington on any USA travel itinerary since it is the second most visited spot by foreign tourist (to New York City) and (c) to include several days on their Washington trip for visitation in the State of Virginia. At all times the desirability of Dulles as the aerial port of entry for such "Visit USA" business will be stressed by the entire Mission. It is the plan of this Mission to call on "high volume" travel operators in the foreign capitals to solicit group and individual business.

One of the major activities of the Dulles Commission has been the publication of a "Dulles Flights Schedule" to acquaint the general public with this facility. The first such publication was released in February of this year with an initial printing of 25,000 copies. A second printing is scheduled to be accomplished after the June 1st schedules changes. This is a badly needed item and is one that should greatly enhance the desirability of Dulles.

The second project of the Commission is to acquaint Virginia newsmen-radio, television, newspaper and magazine-with the facilities of Dulles. A "Dulles Fly-In for Newsmen" held November 22. 1968 at which time 255 persons from across Virginia were given a tour of the facility, lunch and a special presentation on the passenger and freight potential of Dulles.