ALTERNATIVES FOR NATIONAL AIRPORT A number of proposals have been suggested over the past few years in regard to the future use of National Airport. The discussion that follows examines some of them. (1) Kling Proposal Kling and Associates studies are aimed at improving National Airport to accommodate 16 million passengers by 1980. This would include runway extensions, a new terminal and substantial increases in parking facilities. More recent estimates (Speas and Associates) place the 1980 passenger estimate at 18 million and 1990 at 23 million. The present proposals for National do not address themselves to the nature of the air vehicle of 1980 in regard to size, flight characteristics and noise, all of which may require substantially longer runways and flatter approach and take-off angles. The access roads leading to the airport will require extensive modification to accommodate peak-hour traffic generated by 20 million annual passengers, any such further improvements on the existing airport site are limited. The estimated improvement costs of the Kling proposal are only a fraction of the total costs required to provide all of the needed facilities to service the expanded passenger load projected for National. (2) Close National–No Substitute Location Closing National Airport without a substitute location would place an impossible burden on Dulles International Airport in a relatively short period of time. (28 million passengers by 1980-62 million by 1990) Congestion at airports presently operating at 60 million annual passengers indicates that such volumes should be avoided if possible. The advantage to this proposal is that the National site would be available for other uses-a Federal building complex; new town; Potomac River Park; or some other needed public purpose. (3) Close National-Provide Substitute Location If National were closed, a substitute facility should be provided to reduce anticipated volumes at Dulles. One possible relocation site, in terms of location, costs and access, is Andrews Air Force Base. Under this proposal the base would be relocated to a more remote location in the area. This site has the following advantages: a. It is owned by the Federal Government. b. Vacant land is available surrounding the air base that could be added to the present site to protect the "fly over' areas leading to the runways. c. A parkway route, under the control of the Federal Government, connects this facility with the District. d. The site is adjacent to the Beltway. e. A sizable investment in needed airport facilities already exists. (4) National-One of a Series of Regional Metroports The forthcoming generation of jets (Boeing 747, Lockheed 1011 and Douglas D-10) are the forerunners of an "air revolution." Payload is the primary objective of the jets that will be flying early in the 70s. Boeing 747-366 passengers (450 if converted to all tourist); Lockheed 1011-250 passengers, and Douglas DC10-250 passengers. Based on present orders, 500 Boeing 747's should be flying by the end of 1975. Lockheed and Douglas hope to have their aircraft flying by 1972-orders have been placed for 186 of Lockheed's 1011 and 72 for Douglas' DC-10. The stretched version of the DC-8, now flying, has a capacity of 251 passengers. Lockheed is presently designing a commercial version of the C-5A (military cargo aircraft) estimated capacity, 600-900 passengers. Most of the new generation of jets is being designed to pamper the passenger. It is doubtful that these aircraft will be used for short haul runs, at least, in the beginning. If they are converted for short hauls their capacity probably would be increased. The time and effort required to process 300-400-500 passengers for a 300 mile trip may well prove to be unacceptable. There is every indication that two distinct types of aircraft will be used in the future-"super jets" for long hauls and the V/STOL aircraft for short hauls (300 miles or less). |