that would be approximately one-half of what the previous witness, Mr. White, said he thought would be the operating cost of that airport, you can see we have something, Mr. Chairman, to strike at and there is a possibility of acquiring revenue that can be developed in our brief.

Senator ELLENDER. That is right. I would suggest, Mr. Nordale, all you folks who are interested, get your heads together and state what is now paid, what you now collect, and what could be developed and depended on, and then, in a second part of the brief, you could tell us what, in your opinion, would be various alternative sources of a revenue, barring operations, that could be imposed so as to lessen the burden of the Federal Government in operating these airports, and I know it is going to be a great benefit-help to us, and maybe the turning point in helping the Congress to pass legislation as we are now discussing.

Mr. NORDALE. There was one more source of revenue I failed to mention, and that was rental facilities such as offices, hangars, shops, and so forth.

Senator ELLENDER. Concessions?

Mr. NORDALE. Concessions, and so forth, so we could be within a striking distance, but I have presented the picture of the local taxpayer, and I do wish to protect him.

Senator ELLENDER. I understand. Anything further? Anybody else who desires to be heard?

Mr. STINES. Mr. Plett referred to other international lines that are under consideration. I had realized that. I-the point I wanted to make was that we would like to have Fairbanks considered at the present time as the site of the one international airport.

Senator ELLENDER. I understand that has been considered.
Mr. STINES. Well, that is fine.

Senator ELLENDER. It is not as yet eliminated, but it looks as though it will be.

Mr. STINES. Well, that is right. I wanted it to be considered, and if the international airport here can serve that line just as well, because under many weather conditions, those planes fly over this country.

Senator ELLENDER. If there be nobody else that wants to testify, I will consider the hearing closed. I want to say I was very glad to be present here today, and to assist in holding these hearings, although I am not on the committee, and I can assure you gentlemen that I, personally, shall do all I can to make your dreams come true.

Mr. NORDALE. Thank you. Mr. Chairman, I was given a brief that was prepared by a committee of the service group, and I was wondering if I could put it in the record?

Senator ELLENDER. Permission is given to file a brief, prepared by a committee of a local service group:

SERVICE GROUP BRIEF

In 1902

Fairbanks is located in the broad Tanana Valley of central Alaska. gold was discovered on Pedro Creek about 15 miles from the present city of Fairbanks, which was founded at the head of the navigation on the south bank of the Chena River, a tributary of the Tanana River. From this start it rapidly grew into a center from which prospectors and miners departed to all sections of interior Alaska and returned with their gold. Fairbanks and its immediate

adjacent region has produced well in excess of $150,000,000 worth of gold. It has been well designated as the "Golden Heart of Alaska" as it is not only the center of placer gold production but is also Alaska's geographical center.

Fairbanks is the terminus of the Alaska Railroad, stretching 470 miles from its seaport terminals at Whittier and Seward. It is also the northern end of the Richardson Highway, starting 370 miles to the southwest at Valdez, a seaport served by the Alaska Steamship Co. Through the Glenn Allen Highway, branching off the Richardson Highway, a road leads to Palmer and Anchorage. To the north, the Steese Highway runs 162 miles to Circle City, Yukon River steamer port for boats running to Eagle, Dawson, and Whitehorse. Down the Alaska Railroad about 50 miles the Tanana River port of Nenana connects with Yukon River points north as far as Marshall. The Elliott Highway, which runs in a westerly direction, connects Livengood with Fairbanks. The Alaska Military Highway, some call it the Alcan Highway, extends southeasterly about 1,500 miles to the southern terminus at Dawson Creek whence a road 500 miles long connects with the Canadian road system at Edmonton. This highway not only serves as a gateway to the road systems of Canada and the United States, but also serves as an entree to the mining camps between Fairbanks and the Canadian boundry. Along this highway is the strategic telephone line constructed by the United States Army during the war which effectively links Alaska to the rest of the world.

Aviation is natural for Alaska. All of Alaska is closely connected either by "bush" pilots or by scheduled certificated air lines, and Fairbanks, due to its location, is just as naturally the center of airways as it is the center for the highways. The Fairbanks Municipal Airport, Weeks Field, has been the center of Alaskan air operations for many years. It is dirt surfaced, 5,000 feet long, 200 feet wide, and situated half a mile south of the city center lying parallel to the Chena River. The field is municipally owned, financed, and operated, and has evolved since World War I days from a ball park and automobile race track. Until just before the outbreak of World War II the field was adequate for flying operations with the type of aircraft then in use. However, since the beginning of the war, Alaska has made rapid strides in aviation with the use of multiengined larger equipment. For these types of operations, Weeks Field is proving inadequate and unsuitable.

AIRPORT NECESSITY

The necessity for an adequate air field to serve interior Alaskan routes, routes to the United States, and future world commercial routes cannot be stressed too greatly. At present there are two international air carriers operating into the Fairbanks area with modern equipment; five carriers operating scheduled service into Fairbanks from other Alaskan cities; two Government approved flying schools; and numerous nonscheduled operators operating into and from Weeks Field. The varied type of traffic causes some confliction to itself and to military traffic operating from Ladd Field, a major Army air base situated 3 miles to the east of Weeks Field. The line of take-off for heavily loaded military aircraft passes almost directly over Weeks Field and the proximity of this field naturally is a hazard to flying operations. Being a dirt surfaced field, Weeks Field is unsuitable for use at many times during the spring thaw and fall freeze-up. For the past 2 years the United States Army Air Corps has permitted operations from Ladd Field during these periods. Three carriers are at present using Ladd Field for their scheduled operations due to the unsuitability of landing conditions at Weeks Field. DC-3 type of aircraft are able to operate from Weeks Field with caution, but larger aircraft, such as DC-4's, used in regularly scheduled service to the United States, are unable to operate with permissible grosses. From Fairbanks, service to interior Alaska and to the United States emanates at all hours of the day. For some time past it has been the center of supply for naval operations at Point Barrow on the North Arctic coast. Hundreds of flights are made each month to communities in the interior, carrying passengers and commodities, and the airplane is often the sole source of supply for these communities. By far the majority of travelers, both resident and incoming workers, utilize air service from the United States to the Fairbanks area in preference to long tedious train and boat transportation.

The construction of an adequate field for commercial operations in the Fairbanks area will be a decided military advantage in time of national emergency or war. It would serve as an addition to the present system of military fields and bases throughout Alaska.

AIRPORT REQUIREMENTS

To adequately serve the needs of air transportation in this area an air field should be constructed in the most modern manner possible, for all types of weather possible, and for all types of aircraft now in use and which will be used in the foreseeable future. It is essential that the field be hard surfaced, solidly based, at least 6,000 feet long and 200 feet wide, with clear approaches and room for further expansion. It should be located sufficiently far from existing fields to totally avoid traffic conflictions, and in addition, should be so placed that it would not be affected by local ice fog from inhabited areas during the cold winter weather. It should have the most modern type of high intensity landing and field lights as well as modern types of instrument landing systems. Hangars and other airport buildings must be warmly heated and adequately insulated to withstand winter temperatures.

AIRPORT SITES

The following five sites have been selected by survey for consideration in the construction of an airport in this area:

Site 1-Located south and west of Fairbanks, in an area adjacent to the present CAA transmitting station and paralleling the Chena River.

Site 2-Located directly south of the city of Fairbanks parallel to, but on the north side of the Tanana River.

Site 3-Located also directly south of the city of Fairbanks and parallel to, but on the south side of the Tanana River.

Site 4-Located adjacent to and on the east side of the Alaska Highway at milo 11.

Site 5 Located adjacent to and on the east side of the Alaska Highway at

mile 14.

Site 1, while feasible from an engineering standpoint, is restricted for future use under instrument conditions due to its proximity to the Chena Bluffs and Hills approximately 6 miles to the northeast on an east-west approach. Sites 2, 4, and 5 would be more expensive to construct due to the amount of overburden it would be necessary to remove to obtain a solid gravel bedding. However, the main objection to these sites would be their interference to existing traffic. Site 3 is the ideal site, having unlimited approaches, no traffic conflictions, and feasible field building possibilities. Its main objection, which could be overcome, is the fact that the Tanana River would have to be bridged and a highway built for traffic to and from the airport and the city of Fairbanks.

INTERNATIONAL ASPECT

In addition to serving interior Alaska and Alaskan transportation to the United States, we cannot stress too highly the importance of an adequate airport in the Fairbanks area in the international picture of air transportation. While there are at present no commercial routes through Fairbanks serving foreign countries, it is directly on the route for military operation to the Orient and without doubt on future routes to Asia and Europe. During the war Fairbanks was the northern terminus for military ferry flights of equipment sent to Russia on a lend-lease basis. From Fairbanks the Russian Air Corps took delivery of our aircraft continuing on to Galena and Nome, across a short water stretch, and by an overland route to the fighting fronts in western Russia. In addition, practically every military flight to the Orient, as well as round-the-world flights by individuals have passed over the Fairbanks area or stopped for refueling. The present international air carrier now serving Fairbanks has for many years stressed and advocated an international route to Asia and Europe through Fairbanks. It provides a safe overland air highway to all parts of the Northern Hemisphere for both present and future aircraft equipment. An airport situated in the broad Tanana Valley would provide easy access on instrument approaches for large aircraft without the danger of mountains in the vicinity.

The weather in the Fairbanks area is ideal and superior in Alaska for every type of flying. The location of Fairbanks in the interior avoids the unstable coastal weather and records of the United States Weather Bureau show this superiority. Records taken from observations from 1944 through February 1947 show that, using a standard ceiling of zero to 900 feet and standard visibility zero to 21⁄2 miles, the city of Fairbanks reported only 398 hours of this condition. Also it must be noted that during the 398 hours of this weather reported in

Fairbanks, 221 of these hours occurred within a 2-month period of December 1946 and January 1947, when interior Alaska endured the coldest winter ever recorded in the Western Hemisphere. Even with this extreme cold Pan American World Airways, during this period, completed two-thirds of their scheduled flights into Fairbanks, and part of the uncompleted schedules were - due to bad weather encountered on the southern coast of Alaska. These operations were completed without the slightest danger to passengers or aircraft and no engine failures or unusual problems were encountered. In view of this, the cold temperatures experienced in the interior should not prove a deterrent to anticipated international flying through this area.

In view of the foregoing, it is important that every consideration being given to the Fairbanks area in the construction of an airport which would primarily be of an international character. Due to the high construction costs of an airport of this nature, it is impossible for the city of Fairbanks to completely finance an airport to serve traffic to the United States and inter-nation air traffic, even with the assistance of the Federal airport aid program. It is therefore urged that the construction of an airport at Fairbanks be treated as a matter of national importance and constructed with Federal funds under Federal supervision.

APPENDIX

IN SUPPORT OF THE CONTINUED USE OF LADD FIELD BY SCHEDULED CERTIFICATED CARRIERS

Until the question of an adequate civilian airport for Fairbanks is settled, and an airport built, it is paramount that a definite arrangement be made for the use of Ladd Field by scheduled certificated carriers. At present, there are three certificated air lines using this field-Alaska Airlines, Canadian Pacific Airlines, and Pan American Airways. The first two named, have about 150 square feet of space allotted to their use, but the latter has no assigned space. However, all three use the passenger terminal facilities for passengers. (Part of the original passenger terminal waiting-room facilities have been converted into Army office space.) For winter operation especially, it is essential that maintenance, storage, and office space be made available for these air lines' Leased use of Ladd Field by the certificated carriers so authorized, ended June 1, 1947, and since that time, use of the field has been on an indefinite basis, rendering it extremely difficult to plan for future adequate service by air, to the city of Fairbanks. A definite extension of the use of Ladd Field and facilities, until a civilian airport is built, is earnestly recommended.

use.

(The hearing was adjourned at 12:25 p. m., September 6, 1947.) The subcommittee report on S. 1371 and S. 1396 is as follows:

[Committee print, 80th Cong., 2d sess.]

ALASKA AIRPORTS

Mr. Capehart, from a subcommittee of the Committee on Interstate and Foreign Commerce, submitted the following report to accompany S. 1371 and S. 1396. Pursuant to authorization of July 24, 1947, the author of this report acted as a subcommittee of one to conduct public hearings in Anchorage and Fairbanks, Alaska, on the bills (S. 1371 and S. 1396) and hereby submits the following recommendation:

Approval in its present form of the bill S. 1396, providing for the construction, protection, operation, and maintenance of a public airport in the Territory of Alaska.

This bill provides for the designation of the site of such airport by the Administrator of Civil Aeronautics who has indicated the choice of the vicinity of Anchorage for the site which meets with the approval of the committee. The bill also provides for the appropriation of $8,000,000 (eight million dollars) for the acquisition of land not to exceed 5,000 (five thousand) acres, rights-of-way or easements and construction of facilities necessary to such an airport.

The bill also provides that the administrator shall have control over and responsibility for the care, operation, maintenance, and protection of such airport and the power to lease for not to exceed 10 years space or property within the airport.

The committee believes that at this time the bill S. 1371 should not be reported for passage. This bill provides for the erection of airport facilities in the vicinity of Fairbanks, Alaska, and would appropriate $5,000,000 for that purpose and for road and bridge facilities pertinent to a completed airport.

HEARING AT ANCHORAGE

Your committee conducted a hearing at Anchorage, Alaska, on September 4, 1947, inviting testimony on both S. 1396 and S. 1371 as well as on H. R. 3510 and H. R. 3509, companion measures to the Senate bills. The extent of Alaskan reliance on air transportation and shipping was emphasized by all witnesses as was the need for separation of the vast civil-aviation operations from Elmendorf Field, large Army air base located on the outskirts of the city. Army officials are anxious to enforce an order issued several months ago to terminate civilian use of the field but have withheld such action because of the hardship of such an order on the critical Alaskan transportation needs.

Anchorage residents are enthusiastic for location of a class IV airport near that city which now is a principal stop on the international air line to the Orient by way of the Pacific north circle route. In a cooperative gesture, the city of Anchorage, with a population of fewer than 12,000, raised $250,000 by bond issue to participate in the financing of such an airport.

The testimony of Walter P. Plett, regional administrator for the Civil Aeronautics Administration, was of great importance in that he stated that "the CAA would offer no objection to amending either House bill H. R. 3510 or its corresponding Senate bill (S. 1396) to name Anchorage as the point of construction of this international airport."

In view of the fact the bills referred to authorize the Administrator of Civil Aeronautics ot determine the location of such an international airport your committee takes no position on the need for an amendment. It is felt by the committee, however, that only one such class IV airport, built and maintained at Federal Government expense, should be built in Alaska at this time.

The committee was impressed with the great volume of civil aviation in Alaska and particularly that which operates into and out of Anchorage. In the year ending June 30, 1946, planes carried 97,464 passengers on Alaskan routes, more than one passenger for each inhabitant of the Territory of Alaska. Of the total airplane traffic in Alaska 53 percent originates in or is destined for Anchorage. The present scheduled flights into Anchorage total 44 per week, many of them by four-engined planes. Added to the scheduled flights are the tremendous nonscheduled operations which fan out over the vast reaches of the Territory of Alaska. Six weekly flights over the international route stop at Anchorage.

Many Army air fields exist in Alaska which are capable of handling the fourengine equipment, but use of any of them which are not now crowded with Army activities would be unfeasible from a commercial standpoint because of their location with respect to inhabited areas. Civilian operations on Elmendorf Field, never satisfactory from a commercial point of view, were ruled inconsistent with Army activities on November 1, 1947, and have been continued since that time by Army sufferance.

It was quite obvious to the committee that air transportation and shipping is vital to the development of Alaska and just as obvious that the Territory is not prepared to meet the extreme costs of airport facilities. The Territory operating budget of 1947 will have a large deficit and community values are far too small to meet any sizable percentage of the cost of airport needs. Anchorage witnesses displayed further desires to cooperate in the project by offering to maintain the small Merrill Field, a municipal port, for local operations by small planes.

ALASKA AIRPORTS

Mr. Plett offered evidence indicating sufficient ground is available in close proximity to Anchorage for an international airport and your committee viewed the ground designated by the CAA representative as the logical location of the field.

As a conclusive indication of the importance of Anchorage to the Oriental international route plans of the future was the submission of testimony showing that reciprocal agreements for International air service have already been made with the Philippine Airlines, British Overseas Air Corp., Chinese National Air Corp., KLM, a Dutch airline, and Pacific Overseas Air of Siam.

Being cognizant of the prevailing requests for two class IV airports, Government-owned and operated, in Alaska, the committee sought expert advice on a