On Sat, 22 Jan 2005 23:02:37 -0800, Brian Burger
wrote in
.ca::

On Sun, 16 Jan 2005, Larry Dighera wrote:

On Sat, 15 Jan 2005 22:08:48 GMT, "G.R. Patterson III"
wrote in ::



Larry Dighera wrote:

BOYER BLASTS AIRPORT MANAGER FOR PRAISING MEIGS DEMISE

Thanks for posting this. Even though AOPA is my "home page", somehow I missed
this article.


You're welcome.

IIRC, it seems that airport managers are also in favor of user fees as
well. It sort of makes one wonder what they think they'll be managing
if they get their wishes.

Condo blocks.



http://www.rppi.org/ps254.html
Conclusions

For several decades, some observers have recognized the importance
of the profit motive and private ownership at U.S. airports. As
long ago as 1930, in a study of the airport industry conducted at
Harvard University, one of the main objectives was to explore the
interplay of private ownership and managerial "calibre."
Similarly, this report finds a revealing interplay between private
ownership and managerial culture.

Understanding the relationship between private ownership and
managerial culture is particularly important because it has the
potential to serve as common ground in the airport privatization
debate. The stimulation of a managerial culture at airports which
is responsive to passenger needs is highly desirable for all of
the main stakeholder groups in the debate—airlines, state and
local officials, and the traveling public. Given this background,
the following conclusions may be drawn from this report:


http://www.aopa.org/whatsnew/newsitems/news00q4.html
Airport managers propose efforts to exclude GA
Oct. 5, 2000 — Randall Walker of the Clark County Department of
Aviation in Las Vegas and Virginia Buckingham of MASSPORT in
Boston today claimed before the House aviation subcommittee that
general aviation is responsible for air transportation
inefficiency. Both blamed GA for their inability to expand
capacity at McCarran Airport in Las Vegas and Boston's Logan
International. Each wanted to restrict these airports to airline
traffic only. However, longtime AOPA supporter Rep. Jim Oberstar
(D-Minn.), the House Transportation and Infrastructure's Ranking
Minority member, jumped to the defense of GA. He told Walker, "You
haven't made your case" about keeping GA out of McCarran. He said
GA has a right to land at all airports if properly equipped.
Walker backed off saying he does not want to push GA out of
McCarran but would prefer that they use the Henderson Airport
instead. (By law, any airport receiving federal funds cannot
restrict access. GA accounts for only five to 10 percent of the
traffic at most hub airports and is not a factor in causing
airline delays.)


http://www.rppi.org/transportation/ps216.html
For these reasons, in parallel with the proposed devolution of
surface transportation to the states, airport funding and
responsibility should be devolved to the entities (mostly
municipalities) which own Americas airports. In 1987 the U.S.
Department of Transportation published a study on the possible
defederalization of air-carrier airports. It explored the ability
of airports to increase revenues enough to make up for the
elimination of federal AIP grants, the attitude of airport
managers toward defederalization, and the feasibility of a PFC
(which at that time was not legal). DOT researchers made use of a
survey of the management of the 288 largest airports, as well as
interviews with financial experts and a review of airport
financial statements.

The study used the commonly accepted typology of airports as
large, medium, or small hub airports and non-hub airports. The
survey found that 55 percent of large hubs favored
defederalization, as did 69 percent of medium hubs and 56 percent
of small hubs. These airports account for the large majority of
all airline service. For the smallest (non-hub) airports, only 31
percent favored defederalization. That is because federal funds
make up a much larger share of the budget of the smallest
airports. According to the DOT report, to make up for elimination
of federal grants (as of 1985), large hubs would need an average
of five percent increase in total revenues, compared with a 20
percent increase for non-hubs.