130 



tion to meet the socioeconomic needs of the coastal zone while preserv- 

 ing its ecolog3^ and the quality of the environment. Our actions in this 

 area today will undoubtedly be difficult to reverse and will have a 

 long-term future impact. 



Thank you. 



Dr. Chapman. Thank you, Mr. Tribus, for a very interesting 

 statement. 



On the matter about transportation, perhaps we will have some 

 comment from our nest speaker later, but at this halfway point in our 

 afternoon program, I would like to pay a tribute to our two speakers 

 so far. When I come to Washington, D.C. as I frequently do, to serve 

 'on committees and stay up half the night, I like to have a little nap 

 in the afternoon. I have been appreciative of the fact that I have seen 

 onl3^ two or three nodding heacis. 



Mr. Beggs, will you be so kind as to go ahead. 



STATEMEFT OF EON. JAMES M. BEGGIS, TJITDEII SECEETAEY, 

 DEPAKTMEIJT OF TRANSPOETATION 



Mr. Beggs. Thank you, Mr. Chairman. 



Ladies and gentlemen, the Department of Transportation appreciates 

 the opportunity to join this Conference today and to discuss some of 

 the problems that relate to transportation and coastal zone 

 management. 



I will try today to cover briefly the various ways in which the De- 

 partment of Transportation is concerned about the uses of the Nation's 

 coastal zone. These concerns stem not simply from the many programs 

 administered by the Secretary of Transportation but, to a significant 

 degree, from the Secretary's role as the President's principal adviser 

 on the whole spectrum of national transportation policies. 



Transportation, of course, is one of the major users of the N'ation's 

 coastal zone. Whether it be ports and harbor facilities — or highways, 

 railroads, airports, or pipelines — transportation is a competing claim- 

 ant on the zone. 



There are no exact figures available, but it is vrell known that high- 

 w^ays, with their associated bridges and other appurtenances, require 

 thousands of acres of land that lies within the coastal zone. So, too, do 

 railroads and airports. Kennedy and LaGuarclia Airports in New York, 

 Logan Airport in Boston, the San Francisco International Airport, 

 and Washington National Airport are actually built on lands partly 

 reclaimed from the water. 



These are but a few examples, but they help document my belief that, 

 in thinking about the relationship between transportation and the 

 coastal zone, too often we think of it in terms only of ports, harbor 

 facilities, and seagoing vessels. 



We must be equally concerned with the other aspects of transporta- 

 tion, for they also represent large claimants on the physical space lying 

 within tlie zone — space that can be used for myriad other purposes, 

 ranging from wildlife preserves, to recreation, to housing, or to general 

 industrial development. 



In looking to the future and assessing transportation trends, it is 

 clear that the transportation demands on the coastal zone are certain to 

 become greater. International cargo movement alone, by sea and by air, 



