National Airport Research Articles

Lessons in leadership and character

Performance ImprovementVolume 41, Issue 3 p. 13-16 Article Lessons in leadership and character James A. Wilding, James A. Wilding michael.brogan@mwaa.com James A. Wilding is the President and CEO of the Metropolitan Washington Airports Authority, the independent authority that operates Ronald Reagan Washington National and Washington Dulles International Airports. Mr. Wilding has served as the Chair of the Airports Council International-North America, on the Board of Directors of the regional organization, and on the Board of its worldwide parent based in Geneva, Switzerland. He currently serves on the Policy Review Committee of the American Association of Airport Executives. He has served on the Advisory Board of the Eno Transportation Foundation and currently serves on the Board of the Washington, DC, Convention and Tourism Corporation and on the Executive Committee of the Transportation Research Board.Search for more papers by this author James A. Wilding, James A. Wilding michael.brogan@mwaa.com James A. Wilding is the President and CEO of the Metropolitan Washington Airports Authority, the independent authority that operates Ronald Reagan Washington National and Washington Dulles International Airports. Mr. Wilding has served as the Chair of the Airports Council International-North America, on the Board of Directors of the regional organization, and on the Board of its worldwide parent based in Geneva, Switzerland. He currently serves on the Policy Review Committee of the American Association of Airport Executives. He has served on the Advisory Board of the Eno Transportation Foundation and currently serves on the Board of the Washington, DC, Convention and Tourism Corporation and on the Executive Committee of the Transportation Research Board.Search for more papers by this author First published: 08 February 2007 https://doi.org/10.1002/pfi.4140410305 AboutPDF ToolsRequest permissionExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinked InRedditWechat Volume41, Issue3March 2002Pages 13-16 RelatedInformation

A Meeting of Minds, Bodies, and Spirits to Address Cancer: Comprehensive Cancer Care 2001

C omprehensive Cancer Care 2001 (CCC2001) convened in Arlington, Virginia, October 19–21, 2001, as local and national news coverage of anthrax-contaminated mail had started to replace the preceding 5 weeks’ intensive coverage of clean-up operations at the Pentagon and the World Trade Center sites. At the time of the conference, air traffic into and out of Reagan National Airport was still limited by travel restrictions following the September 11 terrorist attacks, and the sharp decline in air travel, overall, was a frequent news topic. All these factors notwithstanding, CCC2001 drew 1200 participants and attendees. Organized by the Center for MindBody Medicine in Washington, D.C., and supported by the National Center for C omp l emen t a r y a nd A l t e r n a t i v e Medicine (NCCAM) and the National Cancer Institute (NCI), both in Bethesda, Maryland, the conference brought together a diverse group of individuals affected by cancer as patients or caretakers, cancer support groups, care-giving institutions, and public-interest institutions committed to the issues of people with cancer. The attendees included 30 percent physicians, 30 percent other health care providers and representatives of wellness and cancer care centers, and 30 percent people with cancer, cancer survivors, or families of people with cancer. Throughout the meeting, participants focused on the integration of complementary and alternative modalities with the best that conventional medicine has to offer to people with cancer. On October 17th and 18th , pract it ioners had the opportunity to attend day-long workshops with many of the conference speakers. On October 19th and 21st, during the conference itself, hour-long plenary and keynote presentations alternated with 10 blocks of 5 concurrent 90-minute sessions.

BACK-ESTIMATION OF SLAB CURLING AND JOINT STIFFNESS

The analysis of the Heavy Weight Defelctometer (HWD) data from the FAA National Airport Pavement Test Facility (NAPTF) indicates that the measured Sum of two Deflections (SD) on two sides of dummy joints increase proportionally to the slab curling but are insensitive to the joint Load Transfer capability defined by Deflection (LTD). This discovery is verified and extended by finite element analysis in this paper. HWD data collected from pavements at the NAPTF are used to first back-estimate the slab curling assumed due to an equivalent temperature gradient then the shear stiffness of the dummy joints are calculated. The numerical comparison of the predicted and directly measured joint and corner deflections verifies that the backestimated parameters are reasonable.

Still a Mile too Far? International Law Implications of the Location of an Airport in the Sea

This essay discusses international law aspects of an airport in the Exclusive Economic Zone (EEZ), concentrating on the law of the sea and air law. The law of the sea gives a more positive answer to the question regarding the feasibility of the operation of an airport in the EEZ than air law. At the same time, the evolution of regimes, including also EC law and policy, may facilitate acceptance of international operations at a national airport in the EEZ. Finally, the prevailing circumstances, such as economic, financial and environmental considerations, will be liable to affect the acceptability of an airport in the sea, more particularly in the EEZ.

Handbook of children and the media

Handbook of Children and the Media Dorothy G. Singer and Jerome L. Singer, eds. Los Angeles, CA: Sage Publications, 2012. Tables, charts, indexes. 803 pp. $150.00 cloth. isbn: 978141298249Sir, is this your bag? TSA agent looked serious. Yes, I responded, surprised. As a frequent traveler, I have become adapt at moving smoothly through airport screening lines. Why was my laptop-free bag being searched? She reached in my bag and pulled out the second edition of Singer and Singer's Handbook of Children and the Media. To my amazement, she dropped the heavy 803-page hardcover onto a stainless steel examination table and began carefully swiping the inside pages for explosive residue. She told me the thick hardcover was blocking the x-ray machine's view of my bag's contents.This raises some questions. If a hardcover book is an outlier for our national airport security system, are the ideas it contains-frozen in ink and on paper- equally as troublesome? Or does this heavy book achieve its intellectually heavy goal review, through the contributions of research experts, the past and potential future impact of the electronic media on growing (p. 3). answer is yes to both questions.The book meets its goal in part due to the skill, experience, and deep scholarly connections of the editors-Jerome and Dorothy Singer, the Yale-based husbandand- wife team who have been conducting and reviewing research on children's television since 1961, when former Federal Communications Commission chair man Newton Minnow called the medium a vast wasteland. historical frame, which stretches back to media as cave drawings, is provided in the introduction as well as in each of three sections, containing, in all, thirty-five articles from sixty-four researchers. Short biographies, with research interests and university affiliations, appear for each, which makes it possible to spot that all but three writers come from the United States.Part 1is the largest and the most useful part of the book, with twenty-three articles loosely organized under the heading The Popular Media as Educators and Socializers of Growing Children. Its buffet of themes have appeared throughout television-inspired discourse for the last sixty years, many massaged here, sans specifics, to account for new digital media. Many of the articles follow a similar pattern: they state that older children are spending vast amounts of time-seven hours and thirty-eight minutes per day, to cite Vicky Ridout's 2010 Kaiser Family Foundation survey-with various forms of media, and then they look at what this means from different angles. well-worn media worries are present and accounted for, including video game violence (Anderson, Gentile, and Dill), reducing (or enhancing) creativity (Valkenburg and Calvert), food marketing (Battle Horgen, Harris, and Brownell), gender stereotyping (Signorielli), advertising (Kunkel and Castonguay), and drugs (Strasburger). …

Political Not Patriotic: Democracy, Civic Space, And The American Memorial/Monument Complex

Political Not Patriotic: Democracy, Civic Space, And The American Memorial/Monument Complex Steven Johnston (bio) Democracy has no monuments. It strikes no medals. It bears the head of no man on a coin. John Adams [T]he profession of most monuments is to call forth a remembrance, or rivet the attention and give the feelings a pious direction because one assumes they somehow need it; and in this, their major profession, monuments always fail.... Well, doubtless this can be explained. Everything permanent loses its ability to impress.... In a word, monuments today should do what we all have to do, make more of an effort! Anybody can stand quietly by the side of the road and allow glances to be bestowed on him; these days we can demand more of monuments. Robert Musil Late in the afternoon on 3 July 2000 in Gettysburg, Pennsylvania, the Gettysburg National Tower, a three hundred-foot observation citadel on the civil war’s decisive battlefield, was demolished. While it may have been functional (it allowed visitors to view the entire field of conflict), it was also widely considered an aesthetic atrocity. A diverse movement to restore the battlefield, as much as possible, to its original 1863 condition succeeded in eliminating the tower. The cost was $1 million. Interior Secretary Bruce Babbitt presided over the destruction. He said: “This is sacred ground. Americans come here to learn of their past, to understand how it was in those days when we remade ourselves as a new nation.”[1] Also on 3 July the Washington Monument, with Bruce Babbitt again presiding, was rededicated. Restoration work totaled three years and $10 million. Babbitt said: “[This] is a sacred place. It’s where Americans have come for generations to reflect on who we are and the extraordinary history that has converged to make our nation.... We honor that experience and we honor this place by taking care of it.”[2] Meanwhile, other sacred sites have been making news, too. Work on the Lincoln Memorial’s two decorative murals has been completed. While time and weather may be the principal enemies of the murals, National Airport also contributes its fair share to the assault on the Lincoln (and not it alone). Routine air traffic compromises its foundation and structure, which means that its preservation is a more or less perpetual project. What’s more, a new memorial is experiencing birth pangs. The long-awaited tribute to WWII and its veterans has finally taken shape. Cost estimates for the WWII Memorial, slated to take a prized position midway between the Washington and Lincoln, a location symbolizing the status accorded it, approach $150 million. A less prominent site was rejected — precisely because it was less prominent. Objections have been raised to the proposed site on aesthetic grounds. For example: building it there would mar the unobstructed view from one end of the Mall to the other, thus compromising the visual effects between the Washington and Lincoln. Even (some) WWII veterans were opposed, which suggests that aesthetic questions on the Mall are complicated. On sacred ground, if you will, site lines involve more than untrammeled vision.[3] Secretary Babbitt’s public remarks at both Gettysburg and the Washington seem appropriate, fitting. They belong to a patriotic discourse. For what possible reasons might his declarations of sanctity be flagged? After all, the Washington Monument pays tribute to the birth of the republic. It speaks to an American “in the beginning.” It stands for life. This constructed site has become sacred by virtue of its multiple political significations, and we as a people are responsible for its sanctification by making pilgrimage to it. And the Gettysburg battle effectively sealed the future of the Republic. The Civil War reconstructed and consolidated the nation’s founding. This blood-drenched, grave-filled ground verges on the inherently holy. Death made rebirth possible. Yet the very idea of sacred space in a democracy, whatever its mode of production, seems problematic — Babbitt’s presumption notwithstanding. That which is sacred, honoring the eternal and unchanging, symbolic of truth and fidelity, eliciting reverence and awe, demanding deference and devotion, committed to unity and consensus, runs counter to a vibrant democratic ethos featuring...

Vertical profiling of the Indian aerosol plume with six‐wavelength lidar during INDOEX: A first case study

During the Intensive Field Phase (IFP) of the Indian Ocean Experiment (INDOEX) lasting from 15 February to 26 March 1999, a large number of pollution outbreaks from India and southeast Asia were observed with a unique six‐wavelength aerosol lidar at Maldives International Airport, Hulule (4.1°N, 73.3°E). An example is presented here. Above the polluted marine boundary layer a 3‐km deep aerosol layer was advected from the Indian subcontinent. The aerosol optical depths of the marine boundary layer and the free‐troposphere layer were approximately 0.2 and 0.4 at 532 nm, respectively. Inversions using spectrally resolved particle backscatter and extinction data indicate an effective particle radius of 0.17 µm, volume and surface concentrations around 13 µm³ cm−3 and 600 µm² cm−3, respectively, and considerable absorption by the free‐tropospheric particles.

Dynamic tourism processes; A case study of the effects of multiple development actions on regional level

Regional development was the main goal when Norway applied for the Winter Olympics in the 1980'ies. The intention was to use the Games as a strong impulse to a stagnating region, starting a dynamic development process and creating an international tourism destination in the southeast parts of the country. When the International Olympic Committee chose Lillehammer to be the host of the 1994 Games, expectations became high and several scientists predicted strong growth of tourist not only in the host town, but on regional and national level, too. Later on Parliament decided to strengthen this regional development process even further by locate the new national airport in the interior part of Eastern Norway.

Assessing health impact of environmental pollution sources using space-time models.

We used disease mapping for health impact assessment of the national airport of the Netherlands. Spatio-temporal models were used to relate hospital discharge data for acute myocardial infarction and bronchitis in 1991, 1992 and 1993 to noise and distance from the airport. To compare models a discrepancy measure (expected predictive deviance) proposed by Carlin and Louis was used. The best fitting model was the most general one with inclusion of spatial and temporal components. Results on the effects of the covariates noise and distance from the airport were somewhat inconsistent between men and women and between the two diseases: for women no association between bronchitis and distance from the airport was found, whereas for men no association between acute myocardial infarction and noise was found.

Relaxing the perimeter and high-density rules: implications for Washington Dulles International Airport

The Perimeter and High-Density Rules have been the foundation upon which the physically limited capacity of Ronald Reagan Washington National Airport has been allocated. The perimeter rule at National Airport requires nonstop scheduled airline flights from that airport to serve destinations within a 1250-mile perimeter. The distance limit was initially introduced for a combination of reasons including environmental conservation (especially with respect to noise nuisance) and the desire to offer some protection for other airports in the Washington DC area as they built up traffic to reach a critical mass. The US Senate has recently taken actions to adjust the perimeter rule at National Airport. Any major relaxing of the rule will have implications for the other major airports in the National Capital Region; namely Washington Dulles International Airport and Baltimore–Washington International Airport. The resultant knock-on effects of this development on the wider economy of the region is examined here. The main attention of the paper is on the impact of any major change in the perimeter rule on Washington Dulles International Airport, and on the subsequent knock-on effects this would have on the region's employment level and structure.

Evaluating Capital Investments in the National Airport System

This article develops a statistical model that relates delay at an airport to aircraft demand, airport capacity, and aircraft-peaking patterns. The results of estimating the model suggest that both airport capacity and aircraft demand are significant determinants of delay. However, enhancements in airport capacity seem to be more effective in reducing delay than strategies aimed at reducing aircraft demand. Some policy implications are also discussed.

Educational Requirements for a Career in Airline Management: An Industry Perspective

Presidents at thirty of the top United States airlines were asked to indicate what educational preparation they felt students seeking a career in airline management should possess. They were asked to rate 18 courses offered in the Aviation Management baccalaureate degree curriculum at Southern Illinois University at Carbondale. They were also asked to rank 14 suggested courses from the Council on Aviation Accreditation (CAA) Curriculum Guideline. Following analysis, courses were placed in three categories: Inclusionary, Exclusionary and Uncertain/Diverse. Findings indicate that airline presidents place the greatest value on courses stressing fiscal requirements, legal aspects, airline operations and operating in a global environment. Conversely, courses including Applications of Technical Information, The National Airspace System, Airport Planning, Airport Management, Professional Development and General Aviation Operations were ranked low in importance.

Microplate Technology Conference, June 22 – June 25, 1997 Hyatt Regency, Crystal City, Washington National Airport, Arlington, VA

Responses from the participants and exhibitors at MipTec'96 have provided the format for MipTec'97. The mission, once more, is to promote breakthrough reports and information exchange among the numerous disciplines that use array analysis in discovery. Emphasis will be place on quality presentations and open discussion periods linked with each session. Designs and applications of the microplate in 384 and 864 formats, tracking these technologies as they evolve into higher densities and the response of instrument and data management industries in meeting the numerous challenges will be included. MipTec'97 will be held from Sunday, June 22 through Wednesday, June 25, 1997, at the Hyatt Regency Crystal City at Washington National Airport (Arlington, Virginia). This site has been selected as the preferred location in lieu of San Diego, the first proposed site, since the facilities at the Hyatt are ideal for the MipTec conference structure; access and accommodations are similarly superb.

Combating terrorism against commercial aviation

General concern about terrorism and sabotage in the United States has grown in the aftermath of the sabotage of Amtrak in Arizona, the bombing of the federal office building in Oklahoma City, the bomb threat at the New York regional air traffic control center, and the bombing of the World Trade Center. A concomitant concern has developed with regard to the adequacy of security at domestic airports and in commercial aviation. Twice in a three month period in 1995 the Federal Aviation Administration (FAA) increased airport security. In August 1995, the ordered heightened airport security procedures due to concern within the Clinton Administration about the threat of more frequent and more deadly terrorist attacks in the United States. (1) Then, in October 1995, the once again increased airport security due to concern about the visit of Pope John Paul II, progress in the Palestinian and Israeli peace process, and the conviction of ten Muslim terrorists. Concern with the security of commercial aviation reached an all-time high after the bombing of Pan Am Flight 103 over Lockerbie, Scotland in December 1988. This deadly act of terrorism prompted passage of the Aviation Security Improvement Act of 1990 (1990 Act) which set a number of goals for the enhancement of commercial aviation security. In the early 1990s concern seemed to ebb as acts of terrorism against U.S. targets decreased only to be heightened by the events in Oklahoma City and the explosion aboard TWA Flight 800 in July 1996. (2) There was a realization that terrorists are finding targets in the United States more attractive and attacks on the traveling public were likely to increase. Heightened commercial aviation security, while good for the safety of the traveling public, is not without its costs. Besides the direct costs associated with employing additional security personnel and are the indirect costs--the opportunity costs--associated with the inevitable delays that accompany more careful screening of passengers and their luggage. Tighter security requires the traveler to allot more time to make flights because curbside check-in is not available, metal detectors are more sensitive leading to more false alarms, more luggage is searched, and gate agents are asking passengers more questions. (3) The obvious question is whether the benefits gained from enhanced aviation security justify the costs. During the first part of the 1990s strides have been made in the improvement of commercial aviation security in the United States. Despite these advancements, there is a lot yet to be done. This paper provides an overview of developments in commercial aviation security in the United States during the first part of the 1990s, discussing the accomplishments and setbacks encountered, and outlines the challenges that remain. BACKGROUND The has responsibility for the safety and security of commercial aviation in the United States. The FAA's approach to ensuring security in commercial aviation has evolved over the years in response to changes in the complexion and frequency of terrorism. The bombing of Pan Am Flight 103 heightened concern about the security of commercial aviation to such an extent that Congress passed the Aviation Security Improvement Act of 1990. The 1990 Act underscored concern about aviation security shared by Congress and the general public. It contained many mandates and directives for the including: * FAA and the FBI were required to jointly assess the threats to and vulnerabilities of the nation's airports * was required to review the security programs of foreign air carriers and approve those that provide a level of protection similar to that provided by U.S. carriers serving the same airport * was required to study the need for additional measures to safeguard the transportation of cargo and mail by passenger aircraft * was directed to support the acceleration of research to develop explosive detection equipment (4) It was hoped these measures would greatly improve commercial aviation security in the U. …

Becoming a travelers aid volunteer: Communication in socialization and training

The study explored newcomer socialization in a volunteer agency, Travelers Aid Society (TAS), at Washington, D.C.’s National Airport. It focused on how the organization's members used communication to achieve organizational goals for newcomer volunteers, and what motivated the volunteers to do the job. To collect data to answer these questions, I participated in classroom and on‐the‐job training to become a Travelers Aid Volunteer, and interviewed volunteers and paid staff. I analyzed the data inductively to allow the organization's goals and members’ rewards to emerge in members’ own language. The study identified three types of goals and related rewards. First, volunteers were expected to understand the context of TAS work, how Washington and the airport affected the situations and clients they would serve. Second, volunteers needed to be able to do the job—duties ranging from providing simple directions to identifying and helping social service clients. Third, volunteers had to build organizational rel...

Naive, not stupid.

In Jane Mayer and Jill Abraham's (1994) new book, Strange Justice, Anita Hill and a longtime friend, flying into Washington for Hill's appearance before the Senate Judiciary Committee to testify in the Clarence Thomas confirmation hearings, begin to realize that they are of their league. The friend and Anita have begun to sense that his supporters will do anything to defend Thomas from slander but that no one is going to protect Anita Hill. Anita actually expects Thomas to agree with her on at least some of the facts; it never dawns on them that the hearings be a political free-for-all. Over the Potomac approaching National Airport, her friend declares, feel like we're a couple of stupid farm girls: Naive, Hill said, correcting her, I was reading Strange Justice on November 8 as the electoral returns came rolling in, and I was feeling very stupid. I had not yet recovered from the ignominious demise of health care reform in September, when I felt suddenly broadsided by this new political agenda. It threatens to break many deeply held contracts Americans have with their government. Both the Congress and the statehouses have experienced a thunderous stampede to the right. The Republicans won a majority in both houses of Congress for the first time in 40 years; the Democrats had held a majority in both chambers in no fewer than 17 of the last 20 Congresses. The House has shifted from 256 to 178 in favor of the Democrats to 230 to 208 in favor of the Republicans, a gain for the Republicans of 49 seats. The balance in the Senate shifted from 56 Democrats and 44 Republicans to 53 Republicans and 47 Democrats, a gain of nine seats for the GOP. The Republicans also gained 9 governorships for a total of 30 - their first majority since 1970. These governorships now include seven of the eight largest states, gubernatorial clout that could shape the electoral college in 1996. Republicans also picked up 481 seats in state legislatures, winning control of 19 new legislative chambers. They now control both chambers in 19 states, Democrats control both in 18, and in 12 states the chambers are split (Nebraska's unicameral legislature is nonpartisan) - the first time in 60 years that state legislatures have had such parity (Rosenbaum, 1994). Some say that the seeds of this Republican victory, especially in the South and in rural areas, were sown in the gains achieved by the civil rights, antiwar, feminist, environmental, and gay rights movements. The theme that has now come to dominate the political landscape is the refrain that government is not only not the answer to our problems, government is the problem. The reader will have to make his or her own judgment as to whether this is naive, stupid, or otherwise. NEW CONTRACTS IN AMERICA On September 27, a number of Republicans proposed a new Contract with America, to be passed within the first 100 days of the new Congress: legislation to fight crime, reform welfare, restrict child pornography, reform product liability laws, impose term limits on Congress, and give the President veto power over individual items in spending bills. Mainly, however, it proposed a constitutional balanced budget amendment and wholesale tax cuts that would drastically reduce federal revenues. The tax cuts - on capital gains, families with children, corporate investment, retirement savings, and social security benefits - would generate severe revenue losses costing about $40 billion a year in the first five years. Thereafter, the costs would soar to about $80 billion a year. In addition, the deficit reductions would require cutting another $140 billion a year. All in all, the contract knocks about $200 billion a year out of a $1.5 trillion budget (Contract's Brutal Arithmetic, 1994). Agreeing on the details of such draconian cuts will not be easy. Proposals by Republican representatives John Kasich (OH) and Gerald Soloman (NY) in the last Congress spelling out far lesser cuts failed to obtain Republican support. …

The Making of Virginia Architecture.

This book covers the history of architecture in Virginia, from the early colonial period to the present. It aims to bring the architectural process to life, pairing the architects' own drawings with photographs of the finished buildings, and concludes a nationwide search that uncovers some 200 early architectural drawings from 1719 to 1870. The long tradition of architecture in Virginia began with the earliest structures at the Jamestown settlement in 1607 and continues today with some of the most advanced buildings yet completed anywhere. The state boasts representative works by nearly every major American architect - William Buckland, Ralph Adams Cram, Alexander J. Davis, Bertram Grosvenor Goodhue, Richard Morris Hunt, Minard Lefever, Robert Mills, Richard Neutra, John Russell Pope, James Renwick, William Strickland, Thomas U. Walter, Stanford White, Eero Saarinen and Frank Lloyd Wright among them. In its legendary landmarks - Mount Vernon, Monticello, the Virginia Capitol in Richmond, the James River plantation mansions, Washington National Airport and Dulles International Airport - as well as in the homes, churches, stores and office buildings across the state, Virginia's architecture is a mirror of the many expressions of America's built environment. "The Making of Virginia Architecture" invites the reader on a journey through the eye and mind of the architect, from the very drawings that give shape and form to the idea, through the tracks and traces found in long-lost letters, office records, architects' drawings and other primary sources. Many of the architectural drawings are works of art in themselves, such as those of B. Henry Latrobe and Alexander J. Davis. Others - such as the almost crude drawings of Thomas Jefferson, with their notes and erasures - fall into the category of rare documents, showing the thought processes of a highly original designer, albeit an unskilled draughtsman. As the book compares the architectural idea to the finished buildings, it brings history to life through the people and patrons behind Virginia's architecture and through the changing tools and technology of the architect, from the first rough sketch on the back of a handwritten contract to the complex wonders of the computer printout.

Grounded Beefs: Monopoly Prices, Minority Business, and the Price of Hamburgers at U. S. Airports

Recently in an attempt to improve the quality and appearance of airport food and merchandise, both concessionaires and airport officials have made a concentrated effort to change the way they do business (Weinstein and Madrigal, 1991; Finney, 1991) They are shying away from selling hackneyed tourist items and stale hotdogs. They are changing the type of merchandise they carry and are offering brand name products. Wellknown merchandise is replacing standard airport selections. It is not unusual to find familiar dining and snacking opportunities (Pizza Hut, Nathan's, and Mrs. Field's cookies) and popular fashion and merchandising selections (Walt Disney, Bloomingdales, and Benjamin Books). With merchandise that resembles the selection available at many shopping malls, the belief is that more passengers will be more willing to spend their time in airports spending money on familiar products. Despite these changes, the price of the merchandise is usually more than one would pay for the same product in a shopping mall or in the area surrounding the airport. For example, a hotdog at Baltimore-Washington International (BWI) airport ranges between $1.50 and $1.69, but at Hardees outside the airport it is $99. A hamburger; at BWI costs $1.89; outside the airport, at Wendy's, it is $.89. Coffee is $1.09 at National Airport, $1.09 at Dulles, $.89 at BWI, and $.72 at a neighborhood 7-11. At the BWI Pizza Hut, all single pan pizzas are $2.99; at a neighborhood Pizza Hut, the same thing is $1.99 for plain, or $2.29 for pepperoni or sausage. Table 1 shows the results from a survey of the prices of several food and nonfood items sold by three airports in the Washington, DC area, and compared with the prices of he same items sold by a local drugstore and convenience store. Although some individual items sold at airports cost less than the same item sold elsewhere, in every case, the total marketbasket of items sold at an airport costs more than the same marketbasket purchased at a nearby convenience store or drug store. Table 1 Comparable Marketbaskets of Items Sold at Washington, DC Area Airports and Local Drug/Convenience Stores Pair 1 (12 items) Average Price($) National Airport 17.67 Peoples Drugstore 14.52 Pair 2 (13 items) National Airport 16.72 7-11 15.65 Pair 3 (11 items) Dulles Airport 16.51 Peoples Drugstore 13.79 Pair 4 (12 items) Dulles Airport 15.57 7-11 14.86 Pair 5 (9 items) BWI Airport 13.39 Peoples Drugstore 9.89 Pair 6 (10 items) BWI Airport 12.80 7-11 10.38 Source: Washingtonian Magazine, March 1992, p. 16. These price disparities between airport goods and the same items sold in nearby neighborhoods are puzzling for two reasons. First, airport concessionaires are contractually required to sell their goods and services for prices competitive with the area surrounding the airport. The airport administration (AA) is supposed to keep track of prices by comparison shopping; if the prices are too high, the concessionaire required to lower them. Second, there is competition within airports. Many airports have more than one newsstand, more than one place selling clothes or toys or gifts, and numerous places to eat. Assuming that the real costs of doing business in an airport are no higher than the costs of doing the business in, say, a shopping mall, the presence of numerous sellers should prevent any one seller from collecting monopoly rents by exploiting the consumers' somewhat captive location at an airport. Yet, despite administrative rules and competitive forces that should the price of airport food and merchandise at competitive levels, keep often remain higher than outside the airport. In this article, we explain how the institutional design of airport administration leaves neither the airport administrator nor the concessionaires with the incentive set rices competitively. …

The Making of Virginia architecture

This book covers the history of architecture in Virginia, from the early colonial period to the present. It aims to bring the architectural process to life, pairing the architects' own drawings with photographs of the finished buildings, and concludes a nationwide search that uncovers some 200 early architectural drawings from 1719 to 1870. long tradition of architecture in Virginia began with the earliest structures at the Jamestown settlement in 1607 and continues today with some of the most advanced buildings yet completed anywhere. state boasts representative works by nearly every major American architect - William Buckland, Ralph Adams Cram, Alexander J. Davis, Bertram Grosvenor Goodhue, Richard Morris Hunt, Minard Lefever, Robert Mills, Richard Neutra, John Russell Pope, James Renwick, William Strickland, Thomas U. Walter, Stanford White, Eero Saarinen and Frank Lloyd Wright among them. In its legendary landmarks - Mount Vernon, Monticello, the Virginia Capitol in Richmond, the James River plantation mansions, Washington National Airport and Dulles International Airport - as well as in the homes, churches, stores and office buildings across the state, Virginia's architecture is a mirror of the many expressions of America's built environment. The Making of Virginia Architecture invites the reader on a journey through the eye and mind of the architect, from the very drawings that give shape and form to the idea, through the tracks and traces found in long-lost letters, office records, architects' drawings and other primary sources. Many of the architectural drawings are works of art in themselves, such as those of B. Henry Latrobe and Alexander J. Davis. Others - such as the almost crude drawings of Thomas Jefferson, with their notes and erasures - fall into the category of rare documents, showing the thought processes of a highly original designer, albeit an unskilled draughtsman. As the book compares the architectural idea to the finished buildings, it brings history to life through the people and patrons behind Virginia's architecture and through the changing tools and technology of the architect, from the first rough sketch on the back of a handwritten contract to the complex wonders of the computer printout.

Towards a European response to terrorism: National experiences and lessons for 1993

This essay discusses the importance of the Schengen Agreement as a first step towards making the free movement of persons in Europe a reality after 1992. The removal of borders will have to be balanced by the introduction of computer checks on persons, the harmonization of visa policy and the abolition or transfer of goods inspection, as well as the harmonization of long‐term residence rights, social welfare policies regarding migrants, and controls on the sale of firearms. There is also a need for increased inter‐state police co‐operation, such as in the area of the right of pursuit. While the free movement of persons should only apply to European citizens, not extra‐European persons, in practice this is only feasible at external borders and at national ports and airports. An intensification of certain types of controls (e.g., on aliens) and the upgrading of international contacts and information exchange will be necessary to compensate for the greater freedom of land traffic in the post‐1992 Europe.