Mr. GRAHAM. Our rights-of-way and land acquisition program originally scheduled for fiscal 1969 is designed to acquire all necessary tracts and easements for the route running from our yard north of Union Station, southward to Union Station, westward to Metro Cen-ter, then curving northward into Connecticut Avenue and thence to, Rock Creek.

The rights-of-way and land estimates for fiscal 1970, amounting to $9.6 million, include sections B-4, B-6, and B-7 along the B&O railroad from our yards northward to the District line; also por tions of section C-I. The cross-hatched sections are included in the program of $10 million proposed for later transmission.

SCHEDULE OF CONSTRUCTION

I will not dwell upon the following maps, but I think they may be helpful to you in visualizing the schedule of construction. They show the schedule of operational dates for the various sections of the sys tem as worked out by our engneering consultants.

(The maps follow:)

Mr. GRAHAM. By December 1972, phase 1 will be operational from north of Rhode Island Station to Union Station and across to Connecticut Avenue and north to Dupont Circle.

In December 1973, service will be extended from north of Rhode Is land Station to north of Silver Spring Station; and from south of 12th ! and Independence Station to the Pentagon City Station.

One year later, December 1974, the Huntington route south of Pentagon City; the I-66 route from Rosslyn to the Court House Station; the Rockville route between Dupont Circle and Parkside and the entire Ardmore route will be operational.

Phase 4 will be complete by December 1976 from Court House Station to Route 7; Chillum Station to Pentagon Station (including the second river crossing), and from L'Enfant Plaza to Waterfront Station.

Phase 5, to be operational in December 1978, extends the system from Waterfront Station to Branch Avenue; from Parkside Station to Rockville and from Route 7 to Nutley Road Station.

The final segments will be completed and operational by December 1979 from Chillum to Greenbelt Station; from north of Silver Spring to Glenmont; from Kenilworth to Addison Road; from Telegraph Road Yard to Backlick Road and the Franconia route.

Our financial planning is built around this same timeframe. The ob jective is to maximize our revenues. This will allow the Authority to defray the greatest possible amount of construction costs through revenue supported bonds.

FUTURE EXTENSIONS

Mr. MINSHALL. What consideration, if any, have you given to extending those lines out farther than you have projected them?

Mr. GRAHAM. A good deal of planning has been done on future. extensions but they have not been included in the financial program. which is to be complete by 1980.

Mr. MINSHALL. I understand this.

Mr. GRAHAM. However, the dotted lines that we showed on the first map do reflect some fairly detailed planning for future extensions. They are provided to places like Dulles Airport in Virginia, Laurel and Bowie in Maryland. You notice an extension from Rockville on the A route to Germantown and Gaithersburg; on the Greenbelt route: that is Route E to Laurel; on Route D to Bowie, and so forth.

Mr. MINSHALL. You can take care of the Government employees; and the racetracks at the same time.

Mr. GRAHAM. We think it is possible, if Baltimore goes with their system, that there may eventually be an across-the-platform transfer. Mr. MINSHALL. Thank you.

DISTRIBUTION OF CAPITAL COSTS

Mr. GRAHAM. This first chart does show the distribution of capital costs. As I had reported, the total cost of the system is just about $2.5 billion. We have estimated we can sell $835 million in revenue bonds which would be repaid largely through the fare box by the fares of the passengers. In other words, this is going to be such an effective system and so needed and carry so much traffic that we can not only pay our operating costs out of the fare box but we can pay a third of the capital costs of the system through the fares.

(The chart follows:)