Mr. PYLE. Yes. We propose to show a chart which has the de-. scription of the property and the requirement for zoning. I will ask Mr. Howell to speak to that point. Senator HOLLAND. I think that would be very helpful. Mr. HOWELL. In the first instance, the basic layout of the airport consists of parallel runways 10,000 feet in length, with a cross wind east-west runway of initial design of 7,000 feet in length, although it would be expandable to 10,000 feet, as provided for the 2 principal north-south runways. The basic site consists of about forty-three to forty-five hundred acres. It is happily situated in a low population area that is naturally timbered. I should say, as a rough estimate, not to exceed 15 percent of the site is cleared for cultivation. Senator HOLLAND. What is the basic site on your chart there? Mr. HOWELL. The site outlined in black. Senator HOLLAND. Is that the site that was covered by the authorization legislation in 1950? Mr. HOWELL. Essentially the same; yes, sir. The authorization did not stipulate a site, sir. The site was selected subsequent to the passage of the authorization legislation. Senator HOLLAND. Of course, the amount of the authorization was predicated upon some sort of showing as to what was required in the nature of property acquisition and what was the estimated cost of that? How does this proposed site which you have shown us now on this chart compare with the estimate that you submitted to the legislative committees at the time of that authorization in 1950? Mr. HOWELL. I would have to supply that information, Senator. Senator HOLLAND. Will you please supply that? Mr. HOWELL. Yes, sir. (The information referred to follows:) COMPARISON OF COSTS OF PROPOSED SITE WITH ESTIMATES PREVIOUSLY SUBMITTED At the time the matter of the supplemental airport was under consideration by the legislative committees of the Senate and the House of Representatives, no site selection had been made and no specific site was discussed. In reply to a question as to size of the proposed airport, the figure of approximately 2,500 acres was used. The size of the airport, however, was not at issue and there was very little discussion on this point. The final selection of the Burke site was made after the passage of legislation authorizing the airport and was based on a layout plan that provides adequate facilities with ample capacity. Actually, the landing and building areas will occupy somewhat less than 2,500 acres, the balance of the site being buffer areas and runway clear zones that will not only make for a safer and more usable airport but also minimize the impact upon the surrounding community. Likewise, the area of the site was not at issue in hearings before the Senate Appropriations Committee in 1950. The figure of between 2,500 and 3,000 acres was given, qualified by dependence on the site selected and the cost of the land. That discussion was in regard to an item in the supplemental appropriation request for fiscal year 1951. The amount of $2,150,000 for site surveys and land acquisition was requested, with $1,904,000 for land acquisition. Of this request, $1 million was appropriated. To date, $907,151 has been expended for land acquisition. Approximately 1,054 acres have been acquired at an average cost of $860 per acre. This includes 63 parcels, 58 of which were improved. The balance of the site, approximately 3,173 acres, consists of some 55 parcels, 22 of which are improved, estimated to cost $1,185,850, or an average of $375 per acre. Thus the total site, approximately 4,227 acres, is estimated to cost an average of $490 per acre, or $2,093,001. This not out of line with the $1,904,002 estimate presented in 1950, prior to actual selection of the site. In addition to the site, approximately 320 acres of land will be required to provide an access road right-of-way. It is also planned to acquire land interests in approximately 1,950 acres of protective zones, in areas extending 1.5 miles beyond the ends of the runways. It is contemplated that these interests will be acquired by easements that will give control of the use of the land. In this connection, it should again be pointed out that the airport site will include land at least one-half mile beyond the ends of all runways, plus easements for an additional mile. SITE SELECTION Mr. HOWELL. To continue, in selecting the site and establishing the probable property boundaries, we attempted laterally to have a minimum distance of 1,500 feet from the center of the runways to the property line, so that we could take advantage of the natural timber on the site. We would propose, as a minimum, a strip of timber 500 feet around the borders of the airport, which green belt would have considerable effect in dampening the sound of the normal airport noises and not interfere with the development of the adjacent areas for their intended use. Further, as a subsidiary benefit, those areas shown in green on this chart could be made available to provide recreational areas for that vicinity. This next chart is on a different scale, using USGS topographic quadrangles. The approximate outline of the site is shown in black. The heavy green areas shown here are the portions of the airport that we call clear zones. We will own a minimum of a half mile beyond the end of any runway, and for a distance of a mile and a half beyond the ends of each runway we will, either through zoning or acquisition of property interests, control the development of the land so that we can hold down the number of houses that would be built per acre. It is my understanding that the bulk of the property is now in a 5-acre zoning plan under consideration by Fairfax County. Either through ownership or ownership of land interests in the form of easements, that plus cooperative zoning with Fairfax County, we would gain positive control over the development of the areas in the approach path to the runways. This has always been our plan. It has always been the idea to make this airport the best possible neighbor, since we know that anything developed to serve the Nation's Capital is going to be regarded somewhat as a model, by not only this country but also the rest of the world. One of the prime objectives is the development of this airport so that it will be a good neighbor to the community, and not detract in any way from the normal development of the adjacent areas. Senator HOLLAND. Looking at your chart, as I understand it, the dark green areas, which are the areas closest to the runways, are within land to which the Government will acquire fee simple title. Mr. HOWELL. That is correct. Senator HOLLAND. The light green which fans out beyond the dark green in each case is outside of the acquired area, and they are areas in which you propose to acquire some kind of easement or some kind of zoning arrangement, or both, to protect against construction of residences or places for human occupancy in those light green areas. Is that correct? Mr. HOWELL. Yes, sir, at least limited to low population. We would prefer to do it by the easement and zoning method so that we would not remove any more land from the tax rolls of Fairfax County than was absolutely necessary. Senator HOLLAND. Have you got the air picture which could be superimposed on that to indicate how your plat works out when applied to the present stage of development? Mr. HOWELL. This is a photograph taken by the military in 1955 which shows that information. In addition we have another copy of that showing population density. Senator HOLLAND. Looking at the figure which you have superimposed on this air map, it would appear that you have shown the entire area south to be acquired in fee simple. Mr. HOWELL. Yes, sir. Senator HOLLAND. But have not shown the areas proposed to be affected by the acquisition of easements or the imposition of zoning. Mr. HOWFLL. That is right. Senator HOLLAND. This picture was taken in April 1955, a year and 9 months ago. Mr. HOWELL. That is correct. GROWTH OF AREA Senator HOLLAND. I would hope before the hearings end we could have a picture bringing this information down to date. I am personally not familiar with the area, but I have been told that steady growth has been taking place in this recent period. Is that correct or not? Mr. HOWELL. Not in the immediate vicinity of the airport, to my knowledge. Senator HOLLAND. Not in the areas covered by light green there, and shown on your plat? Mr. HOWELL. That is correct. I am fairly certain there has been no extensive development. Mr. PYLE. Mr. Chairman, if I might, I would be very glad to provide one of our aircraft and take the committee and any others that you would wish in a flight over the area and we can look at it and explain exactly the lay of the land. Senator HOLLAND. Mr. Pyle, I appreciate the offer and others may wish to accept it, and I hope I would be able to, but that would not meet the purpose at all because this subcommittee is serving as the agent of the full committee, and all of us seeking to report to the full Senate, and perhaps to the Congress a situation which we could not report very effectively if all we had was our own recollection speedily gained through looking down from the air as to how many houses, and where. I think if you can get a current air picture, and then reflect on that picture not only areas to be taken in fee simple, but also the areas to be affected by easements or the procuring of zoning agreements, that they may also be shown on your map. That would give us something that we can report to everybody else, and they will have the same facts as we have. Mr. PYLE. Yes, sir. (The information referred to follows:) AIR PICTURE OF BURKE SITE The most descriptive photographs obtainable for the Burke area are those taken approximately 8 months ago, on May 29, 1956. A mosaic map, herewith submitted, made from these photographs, shows that no substantial changes have occurred on the site or in the clear zones and protective areas, since the site was first considered in 1951. These photographs, supplemented by a field check, reveal that 6 new homes have been constructed on the site during the past 51⁄2 years, and that 11 new homes have been constructed in the protective areas. In addition, the Burke school has been enlarged, and some homesteads have been improved. It is possible that, due to the timbered nature of the site, there has been construction not visible from existing roads, but certainly there has been no concentrated development. Present zoning restrictions of 2-acre minimum homesites will not permit any great concentration, The principal areas of concentrated development appear to be along the road leading east from the town of Fairfax, which is 3 miles north of the airport boundary, and in the Springfield area, which is 4 miles east of the north portion of the airport. A photograph of the area around Friendship Airport, taken late in 1956, shows considerable development around that airport. CURRENT AERIAL MAPS REQUESTED Secretary ROTHSCHILD. Mr. Chairman, this is the same photograph, but expresses in persons per acre the density of the area in and immediately surrounding the airport site. Senator HOLLAND. Mr. Pyle, we appreciate the information furnished here, but frankly I think it is not the best information that we can have. If you can get a current map from the air to reflect both types of property-that to be taken in fee simple, and that which you now regard as adequate to protect the civil population through the acquisition of easements or the imposition of zoning, either or both--I think that will give us what we can best base our judgment upon, unless the committee disagrees. Senator POTTER. What is the date of that aerial photo? Mr. PYLE. Mr. Chairman, I would like to point out one other feature of this site which I think is worthy of note. We were fortunate in being able to acquire what amounts to a plateau. The elevation is on an average of approximately 350 feet. The surrounding area is down below that elevation. So as a result, in addition to this screen of trees which is depicted here in green, we have the added advantage that the surrounding area is below and to that extent assists us in getting the airplanes out of the neighborhood even faster, because the neighborhood is below the level of the airport. I think this is an important advantage that this site has. Senator HOLLAND. I hope that may prove to be the case. I might say for the record now, before we recess, that the Air Force has told me that as serious as the impact now is upon the civilian areas, it would be much more serious when the operation of the B-52's becomes general as they hope to accomplish within a very short period of time. The problem is one which disturbs me greatly, speaking only as one member of the committee, because I do know what has happened in these two very distressing cases which I think we can produce for the record later. ACCESS HIGHWAYS Senator SMITH. Mr. Chairman, before we recess, I would like Mr. Pyle's comments concerning access highways and other transportation facilities. What is the situation in that area? Mr. PYLE. I think we have a chart that will explain that. Senator SMITH. Do you want to do it now or do you want to wait? Mr. PYLE. We can do it now if it is the chairman's desire. Senator HOLLAND. If it will just take a few minutes that would be fine. Mr. PYLE. Yes, sir. Mr. HOWELL. The principal access to the site from downtown Washington utilizes Shirley Highway, a dual lane limited access road, and it is proposed to take off from that road with a similar dual lane limited access road approximately 5%1⁄2 miles, westward to the site. The study that I can show you here is one that was made in the early days of the Burke project, this being Shirley Highway here, and various routes that were being studied for the access to the then configuration of the airport. The only change has been shifting that configuration to due north rather than 15 degrees eastward of north. Those studies crystalized on this recommendation of the red line, shown here, as being the location that the Fairfax County Planning Commission recommended for the location of the road so that it would best fit with its plans for an ultimate highway extending into the western portion of the county, and what is called the Monticello Highway. So the access road would still fit in with their plans if these are their plans at the moment. We have not, in the last couple of years, worked with Fairfax County, because of the indefiniteness of the Burke project. We would propose to coordinate all of our planning activity with them so that the maximum benefit would be achieved to the county as well as to the airport. Senator HOLLAND. I recall that when we had this matter up last year that the chairman of the County Commissioners of Fairfax County I believe that was his position-appeared to state that one of the objections they had is that no arrangement had been made at all or was included in the Federal plan to replace several miles or to compensate for several miles of local highway that had been constructed, and that existed in the affected area. Has any progress been made in that field since that time? Mr. PYLE. Yes. We have a chart which shows the planning to take care of that contingency, Mr. Chairman. Senator HOLLAND. I hope you will have that ready for our discussion of this afternoon. Mr. PYLE. Yes, sir. Senator HOLLAND. We will now recess until 2 o'clock. (At 12:20 p. m., a recess was taken until 2 p. m., the same day.) AFTERNOON SESSION (2 P. M.) LOCAL STREET AND HIGHWAY REPLACEMENT Senator HOLLAND. The subcommittee will come to order. When we recessed I think we were considering the question as to the impact of the proposed construction at Burke upon the local streets and highways, and I had reminded the witness that it was claimed by the chairman of the Board of County Commissioners of Fairfax County that no adequate arrangement for replacement or for compensation for the destroyed sections of highway had been arranged and worked out with the local communities at the time. Has there been any development in that respect since last summer? Mr. PYLE. Mr. Chairman, I think Mr. Howell has a chart and can explain more readily than can I as to the problem of the relocation of roads for the benefit of the community. |