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7. What mechanism, if any, do you have for identifying and addressing large. scale environmental questions by interdisciplinary teams? What mechanism do you have for coordinating your activities with the Environmental Protection Agency? Please include copies of any memoranda or letters of agreement which detail your coordination mechanism.
8. What important questions, if any, are you unable to research adequately within your existing research structure? What are the main hindrances to proceeding with such research?
Environmental Research Program
Department of Transportation
1. Organizational structure of environmental research program.
The Assistant Secretary for Systems Development and Technology (TST) is responsible to the Secretary for long-range planning of the national transportation research and development program, th eoverall management of the Department's technological research, development, and demonstration program, and for providing leadership to that program. TST ensures that the research and development resources of the Department are adequately planned, properly programed, budgeted, and balanced to reflect Departmental objectives and priorities, technically sound, coordinated and effectively implemented. In the area of environmental research, TST is specifically responsible for promoting and providing leadership to Federal activities in the field of transportation noise abatement and represents the Department in the technical aspects of transportation/environment relationships, particularly vehicle emission control.
Each operating administration performs and sponsors environmental research appropriate to the pursuit of its given mission. TST, in close liaison with TEU, coordinates the environmental research and development programs of the operat. ing administrations within the Department and ensures that the Department's environmental research and development program is coordinated with related scientific and engineering activities in other parts of the Federal establishment, State and local governments, the academic community and private industry. Additionally, TST encourages or assumes direct responsibility for environmental research and development directed at long-range multimodal and cross-modal problems and other problems of special importance.
In pursuit of its environmental research and development objectives, the DOT employs the in-house technical capabilities of the Transportation Systems Center (TSC), Cambridge, Massachusetts, as well as the services of outside contractors. The Transportation Systems Center:
Serves as a technical facility of the operating administrations and the Office of the Secretary.
Addresses significant intermodal transportation problems as defined by the Administrations and the Office of the Secretary.
Provides management capability for large R&D programs as requested by the Administrators and the Office of the Secretary. TST provides overall executive direction to the Transportation Systems Center. The total employment of the Center is now 575 people, of whom 350 are professionals.
2. Fields of specialization of scientific investigators in laboratories. Advanced degrees they hold.
Data follow for investigators at the Transportation Systems Center, Cambridge, Massachusetts, performing environmental research and development in direct support of TST:
3. Present level of funding for environmental research.
Fiscal year 1971 obligations for environmental research by TST are $1.302 million. In additions, the Department has requested Congressional approval for plans to reprogram $2.5 million of fiscal year 1971 funds previously earmarked for Air Traffic Capacity Improvement to the Climatic Impact Assessment Program, as authorized by Congress.
Fiscal year 1972 TST requests for environmental research and development total $15,075,000. The total may be subdivided as follows: Transportation Noise Abatement & Control
$9, 745, 000 Advanced Automotive Power Systems.
425, 000 Climatic Impact Assessment.--
4, 755, 000 Pollution Control...
15, 075,000 4. Kinds of environmental problems being addressed. Proportion of work to be considered as basic research, technology development and technology assessment.
1 Assumed to include assessment of the state of the art in a given technology area.
5. Current projects on ecosystem structure and function.
None 6. Breakdown of where environmental research is performed.
Percent of TST fiscal year 1971 total
9 1 9
100 7. Mechanisms for identifying and addressing large-scale environmental questions. Mechanisms for coordinating activities with the EPA. Noise Abatement
Research and Development efforts relating to the abatement of transportation noise are coordinated within the Department of Transportation through the Department of Transportation Noise Abatement Committee. Attachment i is a copy of the order establishing the Committee and outlining its objectives, composition, sponsor, and procedures.
Mechanisms for interdepartmental coordination of the Federal Aircraft Noise Abatement Program are well established. President Johnson's Transportation Message of March 2, 1967, directed the initiation of the program (see Attachment 2). His memorandum of March 22, 1967, further clarified that direction (see Attachment 3). Attachment 4 delegates the responsibility for the Aircraft Noise Abatement Program, including the coordination of the efforts of the various agencies, to the Department of Transportation. Attachment 5 shows the organizational structure of the Interagency Aircraft Noise Abatement Program.
Coordination of activities in the noise abatement areas with the EPA is achieved by personal contact at the working level. Specific relationships are currently in the process of being formalized. Adranced Unconventional Automobile Porcer Systems
In February of 1970, President Nixon announced a new Federal Program under the general leadership of the Council on Environmental Quality (CEQ) to develop a nonconventionally powered, virtually pollution free automobile by 1975. Chair. man Russell Train in May 1970 assigned the lead agency role to the Department of Health, Education, and Welfare, which at that time had the responsibility for air pollution control. At the same time he asked the Department of Transportation to consider the mass production aspects of nonconventionally powered cars, or as it has come to be known, Advanced Automotive Power Systems. On June 17, 1970, Secretary Volpe accepted the responsibility for considering the mass production aspects and offered to support the research and development program with the resources of the Department to the extent possible.
Subsequently, the Secretary designated the Assistant Secretary for Systems Development and Technology to conduct liaison with the National Air Pollution Control Administration (now part of the Environmental Protection Agency (EPA)) on the AAPS program. He also requested the Assistant Secretary to coordinate the Department's activities that relate to advanced unconventional power systems. The Assistant Secretary, in turn, established a working group to effect the intra-departmental coordination, composed of representatives from UMTA, NHTSA, and appropriate Secretarial offices. (See Attachment 6.) He also appointed a Department of Transportation representative to the CEQ's Advisory Committee on Advanced Power Systems to further aid in interdepartmental coordination of the AAPS program (see Attachment 7). Liaison on the working level between DOT and the Air Pollution Control Office of the EPA is conducted by DOT's Transportation Systems Center. Climate Impact Assessment
DOT, under the management responsibility of TST, currently has underway a Climatic Impact Assessment Program (CIAP). The objective of the program is to assess by mid-1974 the effects upon climate of the projected subsonic and supersonic aircraft fleet in the 1985 time frame. To accomplish the CIAP objectives, the established expertise of other government agencies is being utilized. For a relatively small expenditure, it is possible to incorporate in specific programs or other agencies a set of aeronautical considerations which will result in an examination of the effects of increasing supersonic and subsonic flight in the stratosphere. Where necessary, new projects are established.
The Environmental Advisory Committee, composed of scientific experts from other agencies of the government, provides advice on the content and direction of CIAP. The EPA is represented on the committee. Additionally, the Commerce Technical Advisory Board (CTAB) Panel on Environmental Research, composed of nongovernmental experts, gives an independent appraisal of research programs related to assessment of the environmental effects of aircraft. A joint CIAP project with the AEC is already underway. Extensive coordination discussions have been held with NASA, DOD, NOAA, NBS, and the AEC.
8. Important questions unable to research adequately within existing research structure. Main hinderances to proceeding with such research.
The Department of Transportation is proceeding in an orderly fashion to develop the research capability essential to answer the important environmental questions associated with present and future transportation systems.
DEPARTMENT OF TRANSPORTATION,
OFFICE OF THE SECRETARY, Washington, D.C., September 2, 1969.
SUBJECT : DEPARTMENT OF TRANSPORTATION NOISE ABATEMENT COMMITTEE 1. PURPOSE. This order establishes the Department of Transportation (DOT) Noise Abatement Committee to consider and make recommendations to the Secretary through the Assistant Secretary for Research and Technology concerning the development and implementation of transportation noise abatement programs. 2. OBJECTIVES: (a) The principal objectives of the Committee are:
(1) to define the general requirements for all programs concerned with transportation noise abatement; and,
(2) to provide a mechanism whereby the Office of the Secretary (OST) and the operating administrations can coordinate their efforts to obtain the maximum use of noise abatement technology in the
design of transportation systems.
(1) by copy of significant documentation, coordinate with the Chair. man and other personnel in the Office of Noise Abatement, OST, during the planning stages of all research and development efforts involving transportation noise;
(2) consult with the committee concerning proposed standards and criteria relating to transportation noise abatement so that uniformity can be achieved to the extent deemed practicable, involving acceptable rating scales;
(3) represent the appropriate operating administrations in deriving suggestions that are deemed to be appropriate, involving noise abatement; and
(4) when appropriate, develop Department-wide posture for noise
abatement activities. 3. COMPOSITION:
(a) The Chairman of the Committee is the Director of Noise Abatement, OST.
(8) Committee Members will be individually appointed by the heads of operating administrations and should be representatives of the operating administrations who are primarily involved in noise abatement programs on a day-to-day basis.
(c) Committee Members from secretarial offices (TPI), TEU and TGC) who are concerned with policy and legal aspects of noise abatement covered by paragraph 2 will be individually appointed by the heads of the secre
tarial offices, 4. SPONSOR. The Director of Noise Abatement, OST, is designated as the official sponsor of this Committee. As sponsor, he will:
(a) appoint an Executive Secretary to serve on the Committee;
(c) perform any other duties required of the sponsor by DOT 1100.22, Committee Management.
(a) Meetings will be held at the call of the Chairman.
(0) Agenda items will be formulated by the Chairman at his discretion or at the request of Committee Members. 6. Statement. The formation and use of the DOT Noise Abatement Committee is determined to be in the public interest in connection with the performance of duties imposed on the Department by law.
7. Activation. The sponsor shall activate the DOT Noise Abatement Committee as soon as practicable upon approval of this order.
JAMES M. BEGGS, Acting Secretary of Transportation.
The jet age has brought progress and prosperity to our air transportation system. Modern jets can carry passengers and freight across a continent at speeds close to that of sound.
Yet this progress has created special problems of its own. Aircraft noise is a growing source of annoyance and concern to the thousands of citizens who live near many of our large airports. As more of our airports begin to accommodate jets and as the volume of air travel expands, the problem will take on added dimension.
There are no simple or swift solutions. But it is clear that we must embark now on a concerted effort to alleviate the problems of aircraft noise. To this end, I am today directing the President's Science Advisor to work with the Administrators of the Federal Aviation Agency and National Aeronautics and Space Administration, and the Secretaries of Commerce, and of Housing and Urban Development, to frame an action program to attack this problem. I am asking this group to:
Study the development of noise standards and the compatible uses of land near airports,
Consult with local communities and industry,
Recommend legislative or administrative action needed to move ahead in this area,
139. MEMORANDUM ON AIRCRAFT NOISE AND LAND USE IN THE VICINITY OF AIR
PORTS-MARCH 22, 1967
MEMORANDUM FOR HEADS OF DEPARTMENTS AND AGENCIES
Subject: Aircraft Noise and Compatible Land Use in the Vicinity of Airports.
Air traffic in the vici ty of airports has increased enormously in recent years and the expansion of air commerce and air travel promises to continue. One of the results is that persons and property in the vicinity of airports are being exposed to an increasing amount of aircraft noise. At the same time, our growing economy and population create pressures for increasingly intensive land use near transportation facilities, including airports.
It is imperative to the growth of aviation and to the welfare of our people that means be found to contain such noise within levels compatible with the pursuit of other desirable activities and the quiet enjoyment of property. We must do all in our power to assure that the environment in which we live is not overburdened with any form of pollutant, including excessive noise.
Various agencies of the Federal Government either have programs which affect land use near airports or participate in various ways in actions affecting such land. They must all be deeply concerned with seeking solutions to the problems of noise and compatible land use around airports. To obtain_the maximum benefit from knowledge and technology developed within the Federal Government, each Federal Agency or Department should coordinate its efforts and cooperate fully with the particular Departments most concerned, which are the Department of Transportation in matters relating to the prevention, control and abatement of aircraft noise, and the Department of Hous. ing and Urban Development in matters relating to the compatible use of land in the vicinity of airports.