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92. The Dulles International Airport handled only 782,250 passengers (arrivals and departures) and had 131,726 total aircraft operations in 1964. Washington National Airport in the same year handled 6,188,292 passengers and 290,640 total aircraft operations. Federal Aviation Agency, FAA Statistical Handbook of Aviation, 13, 15 (1965).
93. For example, the Port of New York Authority could construct an airport at two of the new sites suggested, Bowling Green Mountain or Bearfort, only if it were subsidized by amounts exceeding 300 to 400 million dollars, because of the huge acquisition and construction cost in those areas. it has been doubted that such a sum would be available. Veerling, at 31.
94. The Dulles International Airport example shows how complicated it may be to secure adequate heat, light, power and sewage disposal in a rural area. See Ammann & Whitney, Dulles International Airport--Master Plan, 39-45 (1964).
95. "Combining the many factors of terrain, glidepaths, turning movements and urban development, it is recommended that no new Air Carrier airport or General Aviation airport be constructed within the Greater Anchorage Area. To introduce additional airports within existing air traffic patterns would present serious problems in air safety. In fact, any additional fields would have the effect of reducing the capacities of the existing field by further complicating the traffic control picture. This would cause unnecessary delays. The problem, therefor, is how can Anchorage meet the projected 1980 air operations without additional airfields being located within its metropolitan area?"
Anchorage, at 23 (emphasis in original quote).

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