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Airport area planning and implementation: A review and analysis
470
BibliographicSection
The author has provided sets of recommendations concerning air policy to the U.S. government, the airline industry, and foreign concerns, all directed towards the proposal for changing attitudes to achieve their desired individual and national interests.
Airport Area Planning and Implementation: A Review and Analysis, Elise Marie Bussard Bright, 1980, UMI 8023085 (Dissertation at the Texas A & M University, College Station, TX 77840). Planning for the secondary impacts of airport development is a complex process which requires the involvement of agencies at all levels of government as well as private individuals. This dissertation evaluates the effectiveness of this process. The term "secondary impacts" includes changes in employment, population growth, housing, land use, ground transportation and public facilities demand which result from airport development projects. Some of the more difficult tasks which must be performed when planning for these impacts include defining the boundaries of the impacted area, forecasting the magnitude of these impacts, and forecasting their location. The FAA planning process includes the National Airport System Plan, state and regional system plans, airport master plans, and environmental assessments. Several aspects of each of these programs hinder efforts to produce beneficial results. Each program is outlined and suggestions for improvement are made. Identifying and using appropriate implementation methods can be difficult in an airport area. All major legal and financial implementation methods are described and evaluated. Methods examined include many types of zoning; subdivision regulations, building codes and control of the provision of utilities; purchase, including fee simple, development rights, and easements; and taxation methods. Although there are many problems with the airport area planning process, these problems do not in themselves explain the frequent failure of airport area planning to achieve the desired results. The advantages of planning, which range from the preservation of passenger's lives to the protection of public investment in the airport, are certainly important enough to warrant the effort. Some primary causes for this failure lie in the link between planning and implementation. The language of required grant assurances, enforcement of assurances, administrative practices regarding the FAA master planning and environmental assessment programs, Federal appropriations procedures, and personnel practices all present roadblocks to the achievement of sound planning. In addition, widespread confusion about the proper role of each level of government in the planning and implementation process creates difficulties. The author examines each of these problem areas in detail and offers suggestions for improving the process. The dissertation concludes with an examination of most promising approach, which treats the airport as a
"development of regional impact" or DRI. Several state laws for regulating DRIs are examined, including Florida, Vermont, Maine and Washington. Planning for the Kansas City International Airport provides an example of successful approach without the use of special state legislation.
Th'e State Role in the Development o[ Scheduled Passanger Air Service to Small Communities, Kenneth Charles Williamson, 1979, UMI 8012496 (Dissertation at the University of Tennessee, Nashville, TN 37203). The purpose of this dissertation was to identify specific measures which can be initiated and administered at the state level of government for the purpose of developing schedule passenger air service to small and/or isolated communities. These measures can enable the states to assume more of what has heretofore been a responsibility primarily of the federal government. The motivation for this research was twofold. First, the direct operating subsidy required to the local service class of air carriers (locals) to provide scheduled passenger service to unremunerative points has been increasing during the 1970s. Simultaneously, however, the total number of points in the 48 contiguous United States receiving scheduled passanger air service from the locals has, with the exception of four years, declined since 1962. Second, the Airline Deregulation Act of 1978 obligates the federal government to guarantee an "essential" level of small community service through 24 October 1988. The new Act makes the commuter class of air carriers eligible for the first time to receive a direct operating subsidy by providing scheduled passenger service to subsidy eligible communities. Consequently, there is a distinct possibility that the total subsidy outlay will increase as many communities and air carriers strive to obtain and to provide guaranteed service with federal support. The research briefly reviewed the historical precedents for state level initiatives in the development of transportation services and facilities. It also reviewed the history of federal policy toward the locals since the mid-1940s. It demonstrated that commuter air carriers have been successfully developing a characteristically short-haul, light-density scheduled passenger service to small communities without the benefit of federal economic regulation or aid. In contrast, federal economic regulation and air extended to the locals for the purpose of insuring small community service has proven to be an essentially frustrating and self-defeating experience. The present negative (economic regulatory) and positive (promotional) roles of six states were examined in order to test the hypothesis that the states generally play a very limited role in the development of scheduled passenger air service to their respective small and/or isolated communities. The six states investigated included Texas, Florida, Virginia, Kentucky, Tennessee, and Georgia. It was concluded that overall these six
BibliographicSection
The author has provided sets of recommendations concerning air policy to the U.S. government, the airline industry, and foreign concerns, all directed towards the proposal for changing attitudes to achieve their desired individual and national interests.
Airport Area Planning and Implementation: A Review and Analysis, Elise Marie Bussard Bright, 1980, UMI 8023085 (Dissertation at the Texas A & M University, College Station, TX 77840). Planning for the secondary impacts of airport development is a complex process which requires the involvement of agencies at all levels of government as well as private individuals. This dissertation evaluates the effectiveness of this process. The term "secondary impacts" includes changes in employment, population growth, housing, land use, ground transportation and public facilities demand which result from airport development projects. Some of the more difficult tasks which must be performed when planning for these impacts include defining the boundaries of the impacted area, forecasting the magnitude of these impacts, and forecasting their location. The FAA planning process includes the National Airport System Plan, state and regional system plans, airport master plans, and environmental assessments. Several aspects of each of these programs hinder efforts to produce beneficial results. Each program is outlined and suggestions for improvement are made. Identifying and using appropriate implementation methods can be difficult in an airport area. All major legal and financial implementation methods are described and evaluated. Methods examined include many types of zoning; subdivision regulations, building codes and control of the provision of utilities; purchase, including fee simple, development rights, and easements; and taxation methods. Although there are many problems with the airport area planning process, these problems do not in themselves explain the frequent failure of airport area planning to achieve the desired results. The advantages of planning, which range from the preservation of passenger's lives to the protection of public investment in the airport, are certainly important enough to warrant the effort. Some primary causes for this failure lie in the link between planning and implementation. The language of required grant assurances, enforcement of assurances, administrative practices regarding the FAA master planning and environmental assessment programs, Federal appropriations procedures, and personnel practices all present roadblocks to the achievement of sound planning. In addition, widespread confusion about the proper role of each level of government in the planning and implementation process creates difficulties. The author examines each of these problem areas in detail and offers suggestions for improving the process. The dissertation concludes with an examination of most promising approach, which treats the airport as a
"development of regional impact" or DRI. Several state laws for regulating DRIs are examined, including Florida, Vermont, Maine and Washington. Planning for the Kansas City International Airport provides an example of successful approach without the use of special state legislation.
Th'e State Role in the Development o[ Scheduled Passanger Air Service to Small Communities, Kenneth Charles Williamson, 1979, UMI 8012496 (Dissertation at the University of Tennessee, Nashville, TN 37203). The purpose of this dissertation was to identify specific measures which can be initiated and administered at the state level of government for the purpose of developing schedule passenger air service to small and/or isolated communities. These measures can enable the states to assume more of what has heretofore been a responsibility primarily of the federal government. The motivation for this research was twofold. First, the direct operating subsidy required to the local service class of air carriers (locals) to provide scheduled passenger service to unremunerative points has been increasing during the 1970s. Simultaneously, however, the total number of points in the 48 contiguous United States receiving scheduled passanger air service from the locals has, with the exception of four years, declined since 1962. Second, the Airline Deregulation Act of 1978 obligates the federal government to guarantee an "essential" level of small community service through 24 October 1988. The new Act makes the commuter class of air carriers eligible for the first time to receive a direct operating subsidy by providing scheduled passenger service to subsidy eligible communities. Consequently, there is a distinct possibility that the total subsidy outlay will increase as many communities and air carriers strive to obtain and to provide guaranteed service with federal support. The research briefly reviewed the historical precedents for state level initiatives in the development of transportation services and facilities. It also reviewed the history of federal policy toward the locals since the mid-1940s. It demonstrated that commuter air carriers have been successfully developing a characteristically short-haul, light-density scheduled passenger service to small communities without the benefit of federal economic regulation or aid. In contrast, federal economic regulation and air extended to the locals for the purpose of insuring small community service has proven to be an essentially frustrating and self-defeating experience. The present negative (economic regulatory) and positive (promotional) roles of six states were examined in order to test the hypothesis that the states generally play a very limited role in the development of scheduled passenger air service to their respective small and/or isolated communities. The six states investigated included Texas, Florida, Virginia, Kentucky, Tennessee, and Georgia. It was concluded that overall these six