HomeMy WebLinkAboutComprehensive Plan and Development Program for Airports and Airport TerminalsCounty of Suffolk
NEW YORK
COMPREHENSIVE PLAN AND
DEVELOPMENT PROGRAM
F'OR
AIRPORTS AND AIR TERMINALS
I N
SUFFOLK COUNTY
SUFFOLK COUNTY
H. Lee Dennison
County Executive
Planning Commission
SETH A. HUBBARD, Chairman
Department of Public Works
HERMAN F. BISHOP, Commissioner
Board of Supervisors
BABYLON —Arthur M. Cromarty
BROOKHAVEN —August Stout, Jr.
EAST HAMPTON —William P. Bain, Sr.
HUNTINGTON —Robert J. Flynn
ISLIP —Thomas J. Harwood
RIVERHEAD —William J. Leonard
SHELTER ISLAND — Evans K. Griffing
SMITHTOWN — Robert A. Brady
SOUTHAMPTON — Stephen F. Meschutt
SOUTHOLD — Henry H. Tuthill
MALCOLM S. S1::'ELMA1q ASSOCIATES
Oonsulting Engineers
Table of Contents
AIRPORT DEVELOPMENT PROGRAM
Summary of Conclusions and Recommendations ............
iii
SUFFOLK COUNTY AIRPORT SYSTEM
1939 World of Tomorrow ..............................
1
Long Island—The Cradle of Aviation ......................
2
Long Island A Separate Community ........................
2
Development of Air Transportation ........................
3
Growth of Air Passengers and Air Traffic ... ...............
4
Changes in New York Metropolitan Area ...................
6
Survey of Airports .....................................
7
Demand for Air Transportation in Suffolk County ...........
8
Inter -airport Air Service ................................
9
Aircraft Noise .......................................
9
Air Terminal Unification Policy for Suffolk County ...........
10
Air Terminal Program for Suffolk County ...................
11
County Airport Survey .................................
12
County Airport System .................................
14
Grumman Calverton Airport .......... .. I ............ I .
17
Financing the Program .................................
18
Financing the System ...................................
19
Administration .................................... ..
19
Organization .........................................
20
Operation ............................................
20
Report Summarized to Insure Official Individual Review .. ...
20
Appendices
Comprehensive Plan of Airports
Suffolk County Airport
Deer Park Airport
MacArthur Airport
Brookhaven Airport
East Hampton Airport
Mattituck Airport
Montauk Airport
Zahn's Airport
Davis - Edwards Airport
Port Jefferson Airport
Orient Airport
Shelter Island Airport
Fishers Island Airport
f
AIRPORT DEVELOPMENT PROGRAM
SUMMARY OF CONCLUSIONS AND
RECOMMENDATIONS
1. The 1960 World of Tomorrow will see
even greater advances than those forecast
twenty years ago at the last New York
World's Fair "World of Tomorrow".
2. The tremendous population growth of
Suffolk County, as well as of Nassau and
Queens, coupled with the vast increase in
automobiles, has created a physical barrier
of highway congestion against transportation
and trade between Suffolk County and the
rest of the country.
3. Because our population must be
served by air transport, commercial air
service directly into Suffolk County from
other points in the country must be pro-
vided as soon as possible. Unless air trans-
port is made readily available at reasonable
fares, the business and economy of the
County will suffer and decline, possibly
resulting in economically depressed areas
of unemployment.
4. Air terminals for air commerce, as
well as for general aviation, are essential
and must be provided now if we are to
progress and survive in the national econ-
omy. When compared with the cost of
highways and other public facilities, the
cost of providing airports is relatively small.
Because the costs of land and construction
are rising at the rate of 5% to 10% annu-
ally, any delay in this program will prove
costly.
5. The New York Metropolitan Area
comprises three separate county groups,
geographically and economically distinct,
known as New York City (5 counties),
Northern New Jersey (8 counties) and
Long Island (2 counties). The fust two
county groups make up most of the Port
District within which the Port of New York
Authority has provided transportation and
terminal facilities in accordance with the
Compact of 1921 between New York and
New Jersey.
6. In accordance with State statutory
policy, the Port District has a unified system
of airports under the control of the Port
Authority. Two-thirds of the Port District's
1,200 square miles of land area is in
Northern New Jersey. Its population con-
tributes less than 20% of the Metropolitan
Area's 17,000,000 air passengers.
7. The Port District airports have now
reached their practical maximum air traffic
capacity, except for Newark. Before 1970
an equal number of additional air passengers
must be accommodated in the New York
area which handles approximately 25% of
the nation's total air passengers. At least
four more airports like LaGuardia Airport
are needed before 1970. Two of these
should be on Long Island because Long
Island contributes more air passengers per
thousand of population than any community
in the Metropolitan Area, State or nation.
Additional airports cannot be established in
either New York City or in Nassau County.
LaGuardia and Newark Airports cannot be
expanded to accommodate more air traffic.
Idlewild will be used increasingly for inter-
national traffic and less and less for domestic
passengers, accentuating the need for air-
ports to serve domestic passengers which
comprise 85% of the total.
8. Of equal importance and even exceed-
ing commercial airline aviation in growth is
general aviation. This includes corporate
and business aircraft, personal and instruc-
tional flying, and industrial and cargo
aircraft. Compared with 1,900 airline air-
craft, there are now over 80,000 general
aviation aircraft which are increasing at the
rate of 10,000 annually. By 1975, between
New York and Washington, for example,
the number of flights by general aviation
aircraft is estimated to be 1,240,000, nearly
three times that of the airlines at 430,000,
resulting in a total of 1,670,000 flights
annually between these two points alone.
Today Zahn's Airport in western Suffolk
exceeds LaGuardia Airport in flight opera-
tions and based aircraft. Deer Park Air-
port, also in western Suffolk, has increased
substantially in the last year or so to be
nearly equal to Westchester County Airport 1
and Newark Airport in flight operations.
Decentralization of traffic to reduce con-
gestion is of even greater importance in the
air than on the ground. For the greater
safety of our own air travellers, it is impera-
tive that we provide air services directly into
Suffolk County to avoid and minimize the
increasing hazard caused by the present cen-
tralized terminal approaches to New York
City airports over densely populated areas
like Brooklyn.
9. Suffolk County should establish a uni-
fied airport system for Long Island which
is approximately equal in land area to the
Port District. Such an airport system can
develop seven million airline passengers an-
nually by 1970 and accommodate more than
5,000 general aviation aircraft. The system
will generate 20,000 new jobs in Suffolk
County and add more than $120 million to
its payrolls.
10. The proposed airport system includes
8 existing airports and 4 new ones, with pos-
sibly three or more to be added in a few
years. The system will not require tax sup-
port and will eventually contribute payments
in lieu of taxes, to the County and the Towns
having airports in the system. The system
will include the following airports: new
County airport in western Suffolk, Deer
Park, Zahn's, Davis -Edwards, Mastic, new
Port Jefferson airport, East Hampton, Mon-
tauk, new Shelter Island, new Ma.ttituck,
Charles Rose, and Fishers Island.
11. The estimated cost of the system is
approximately $70 million, exclusive of
hangars but including terminals. The sys-
tem will be eligible for federal aid of $33
million. The balance will be provided by
revenue bonds payable solely from airport
revenues. The initial cost will be $42 mil-
lion of which nearly $19 million will be for
7,500 acres of property at 12 airports in 7
Towns.
12. A State revolving fund for airport
development credit for all publicly -owned
airports in the State is proposed to be estab-
lished by the 1961 Legislature.
13. A Suffolk County public authority
should be created, after careful expert study
and preparation, similar to the fort Au-
thority, to acquire and own or lease all air-
ports and air terminals on Long Island, as
far as practicable.
14. Estimated revenues will be adequate
to finance all operations and improvements,
to provide eventually a surplus for local
benefit, and to undertake related public
projects authorized by the County, without
tax support.
15. Grumman Calverton Airport and
Suffolk County Air Force Base should be
acquired eventually, modified and used for
air transport and general aviation, as the
need for manned aircraft declines further -
and the national guided missile progran
develops.
16. Authorization by the County should
now be made to enable the County Executive
to proceed immediately with the airport de-
velopment program and systern recom-
tic
]at
an
M
mended in this Report. Funds for financing
the program and airport system can be read-
ily obtained from revenue anticipation notes,
to be repaid from funds derived from the
sale of airport revenue bonds, when and
as issued, beginning in two years. A mar-
ket for the notes and bonds has been deter-
mined to be ready and available.
17. The County Executive should now
be empowered generally to do all things
necessary or proper for or incidental to the
establishment, operation and maintenance
of a Suffolk County airport system, as rap-
idly as practicable; and specifically to per-
form, among other things, the following:
(a) retain special professional services to
carry out the program recommended by this
Report; (b) intervene with the Civil Aero-
nautics Board for air routes and services;
(c) seek Congressional aid and support and
intervene in Congressional hearings on avia-
tion; (d) seek federal grants in aid of airport
construction and improvements, including
land acquisition; (e) acquire airport sites
and airports; (f) prepare and seek the pas-
(v)
sage of enabling legislation creating a County
public authority to finance, operate, main-
tain and improve the airport system, to-
gether with legislation protecting the author-
ity and the airport system; (g) prepare detail
plans, specifications and contract documents
and award contracts for the construction
and/or improvement of the County airports
and sites; (h) negotiate and execute agree-
ments for leases of airport lands and facili-
ties; (i) prepare financial prospectus, official
statements, ordinances, engineering reports
and financial data, and loan agreements for
revenue anticipation certificates and/or rev-
enue bonds; (j) appoint bipartisan members,
with the advice and consent of the Board
of Supervisors, to any commission or public
authority, if and when created for the oper-
ation, maintenance and improvement of the
County airports and airport system; and (k)
generally to supervise the development and
operation of the airports, air terminals and
air services and related facilities of and for
the County, supplemented by periodic re-
ports relating thereto, for the information
of the Board and the general public.
SUFFOLK COUNTY AIRPORT SYSTEM
1939 WORLD OF TOMORROW
A little more than 20 years ago, at the
time of the New York World's Fair, there
were many and varied predictions on the
WORLD OF TOMORROW. Quoting from the
Nassau Daily Review Star of June 7, 1939:
"Forty years ago, it was the horse and buggy
era. Twenty years ago it was the trolley
era. Today it is the bus era. Smart, mod-
ern, stream -lined buses carry millions of pas-
sengers a year through the county. Speed
and efficiency have been instituted. The
Long Island Railroad operates one main line
with 11 branch lines through Nassau County
from one end of the Island to the other. To-
day the railroad carries more than 20 million
persons annually and the buses over 30 mil-
lion annually."
In 1940, highway traffic crossing the City
boundary on Long Island was approximately
88,500 daily. Today it exceeds 520,000
daily. Crossing the Suffolk -Nassau bound-
ary today, there are nearly 200,000 vehicles
daily. Ten years ago over 8 million cars used
Southern State Parkway; in 1958 there were
more than 32 million. On Northern State
Parkway there were 6 million cars ten years
ago; in 1958 there were over 24 millions.
In 1950 Nassau -Suffolk motor vehicle reg-
istrations totaled nearly 370,000. By 1957
registrations had increased to nearly 725,-
000, or an annual increase of nearly 50,000.
For 1960, based on dealers' sales, it is esti-
mated that registrations will reach nearly
900,000, with nearly 300,000 in Suffolk.
In 1939, for the World of Tomorrow, State
Motor Vehicle Commissioner C. E. Mealey
forecast that "super -roads would bring safety
and, in spite of increased motor travel, the
next 25 years will bring a very material re-
duction in traffic accidents with their costly
toll of human lives, injuries and property
damage".
Unfortunately, this prediction has not been
realized. As reported in 1957, congestion
on the Long Island highways results in death
tolls of 3 killed each week in Queens, 2 in
Nassau and 1.5 in Suffolk. The number of
injured amounts to a daily total of 82 in
Queens, 65 in Nassau and 25 in Suffolk, as
reported in 1957.
Twenty years ago the population of Suf-
folk County was 197,355 and of Nassau
406,748. A decade later, in 1950, the popu-
lation of Suffolk was 276,129 and of Nassau
672,765. Today, in 1960, Suffolk has a pop-
ulation of 661,354 and Nassau 1,290,854,
according to the preliminary 1960 federal
census. In other words, Suffolk today has a
population approximately equal to that of
Nassau a decade ago. If Suffolk's growth in
population is not accelerated in the next dec-
ade by any more than it has been in the past
decade, it will have a population of over
1,000,000 in 1970. With Nassau now run-
ning out of land area for further growth, its
increase in population has become retarded
and Suffolk's is correspondingly increased
and accelerated. In the decade after the
World's Fair, Suffolk's annual increase was
7,800; in the last decade it was 38,500.
Correspondingly Nassau's was 27,000 in the
1940s and 62,000 in the past decade. With
a continued decelerated rate of growth in
Nassau and an accelerated rate of growth in
Suffolk, the average annual increase may be
expected to rise above 50,000 in Suffolk
County by 1965 and provide a further in-
crease in the County of more than a half mil-
lion by 1970.
LONG ISLAND -THE CRADLE OF AVIATION
In the 1939 World of Tomorrow, Nassau
was hailed as the aviation center and the
"cradle of aviation". Roosevelt Field, estab-
lished a dozen years before, was being made
into a great air freight depot for the Metro-
politan area. Mitchel Field was being recon-
structed at a cost of $1.5 million into one of
the largest and most important army airports
in the United States. Air mail was first flown
in 1911, two years after the Kitty Hawk
flight by the Wright brothers, when Earl
Ovington flew an American Queen mono-
plane from a vacant field at Nassau Boule-
vard, Garden City, to another open field in
Mineola, a mile away, carrying mail which
had been collected from boxes specially sept
up at the starting field. Adjoining Roosevelt
and Mitchel Fields in the 1920s for a time
was Curtiss Field, later relocated in Valley
Stream and now a shopping center (Green
Acres). Roosevelt Field has since ceased
to be an airfield and has also become a
huge shopping center. The first transatlan-
tic, transcontinental and round -the -world
flights nearly all started from these fields.
LONG ISLAND A SEPARATE COMMUNITY
Previously, a century ago, New York City
consisted of what is now Manhattan and the
Bronx. Brooklyn was a city, incorporated
in 1834, and included what were previously
towns (Wallabout, Cripplebush, Bedford,
Gowanus, Red Hook, Bushwick, etc.) . In
1899, New York was combined with Brook-
lyn, Queens County (with Nassau detached)
and Richmond County (Staten Island) to
form the present City of New York. Bronx
County was created in 1914 from part of
Manhattan but remained a part of New York
City.
New York City is therefore today a 5 -
county metropolis and the core of the New
York metropolitan area. Across the Hudson
River, opposite New York City in New Jer-
sey, are separate counties—Bergen, Essex,
Hudson and Middlesex.
2
In order to prepare a comprehensive plan
and program for the development of the
transportation and terminal facilities of this
area comprising New York City and the op-
posite New Jersey counties, as well as lower
Westchester County, The Port of New York
Authority was created by the Compact of
1921 between the States of New Mork and
New Jersey. This Authority is a self-
supporting non-political metropolitan agency
of the two States and was created to help pro-
duce "a better coordination of the terminal,
transportation and other facilities of com-
merce" in the Port of New York and to re-
place interstate controversy with cooperation.
The Compact supplemented the Treaty of
1834 by a mutual pledge of "faithful cooper-
ation in the future planning and development
of the port of New York" by the creation of
a Port of New York District, with specific
boundaries as shown on the Comprehensive
Plan of Airports bound herewith.
Long Island, consisting of Nassau and Suf-
folk Counties, is outside the Port. District,
except for a small portion along the City
boundary.
In the past decade we have witnessed a
decline in the population of Manhattan and
Brooklyn and a spectacular rise in Nassau
and Suffolk, greatest in the nation. What
has already happened in the past decade in
Nassau and in western Suffolk must be an-
ticipated and planned for by Suffolk County
in the next decade in order to secure an
orderly and prosperous development. Suf-
folk can no longer hold back advancing prog-
ress and development as it has in the past ten
years. It must capitalize on its natural assets
and take full advantage of the available prof-
its resulting from growth in this air age, in
order to compete successfully in the nation's
economy and development.
Long Island is no longer a suburb of New
York City but a separate, two -county com-
munity. It ranks sixth in the nation in popu-
lation, with over two million people. Its buy-
ing power, of nearly $5 billion, is exceeded
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Detroit and Philadelphia. It ranks far ahead
of such communities as Cleveland, Pitts-
burgh, Baltimore, Boston and San Francisco.
Less than 15 per cent of Long Island's two
million population regularly commute to New
York City; the remainder live, work, grow
up and take their leisure on Long Island.
New York City is a separate community
consisting of five counties. The Port Dis-
trict is a larger conglomerate community
(including all of New York City and all or
part of 12 other counties) in two states,
comprising about 1,200 square miles of
land, two-thirds of which lie in New Jersey.
Long Island, a separate community con-
taining about 1,200 square miles of land, is
outside of and adjacent to the Port District.
Quoting from an editorial in Long Island's
NEWSDAY of August 26, 1957, Long Island
is "made up of Nassau and Suffolk Coun-
ties, with its own stores, elections, police
force, beaches, parks, highways—and its
own problems".
Long Island has natural geographic
boundaries, except for the political man-
made one on its west end with New York
City. While these natural boundaries of
water have created a natural community for
industry and agriculture, they also have
created difficult problems for transporta-
tion and commerce. As a result of the
automobile era and its resulting severe and
increasing highway congestion between
Long Island and the rest of the nation, the
isolation of our Island community has been
greatly increased. In order to overcome
this growing isolation and prevent the re-
sulting shrinkage of our business, industry
and employment, it is most vital and essen-
tial to develop and fully utilize the latest
and now the largest mode of public trans-
portation—aviation.
DEVELOPMENT OF AIR TRANSPORTATION
A little over 30 years ago, lagging behind
European aviation by nearly a decade, the
first American international route was
inaugurated between Florida and Cuba by
Pan American Airways. A small concern
with but a half million dollars in capital,
it could not hope to challenge the powerful
French and German subsidized airlines al-
ready intrenched in South America. But
the exploits of Charles Lindbergh and
others rekindled American interest in avia-
tion and reestablished Long Island as the
"cradle of aviation" and one of the nation's
greatest aviation centers.
By the time of the 1939 World's Fair,
America had finally awakened to the im-
portance of civil aviation and Congress had
enacted legislation in support of a strong
American air service at home and abroad,
in the interests of national defense. In 1938
Pan American Airways was carrying the
American flag over 54,000 route -miles for
85 million passenger -miles. Twenty years
later, passenger -miles flown by American
international carriers exceeded 5,980 mil-
lion passenger -miles.
Quoting from the New York Herald
Tribune of October 30, 1938, "scientists
foresee the establishment of non-stop plane
service across 2,000 and 3,000 mile
stretches of land. Thirty-two passengers
could board this air giant (DC -4) at New
York City's new municipal airport at North
Beach, Queens (now LaGuardia Airport)
of an evening and arrive about seventeen
hours later on the Pacific coast without
experiencing discomfort of any kind. The
size of the airship's cabin, with its comfort-
able lounge chairs, compares with the club
car of the railroad, and all the lower berths
on the plane are wide enough to accom-
modate two persons."
In the past decade such fantastic predic-
tions have not only been fully realized but
far exceeded. Today travel to the west
coast takes less than six hours and in the
next decade will take less than two hours.
Further developments of commercial planes,
with ram jet engines, will speed air travel
at 2,000 to 3,000 miles an hour, bringing
Miami within 50 minutes of New York and
London within a couple of hours. Easy
and rapid access to an airport, both on the
ground and in the air, has become of vital
importance.
GROWTH OF AIR PASSENGERS AND
AIR TRAFFIC
Ten years ago in the New York area
there were less than 5 million air passengers.
Today, in 1960, there are 17 millions, of
which only 3 millions are overseas pas-
sengers. By 1965, the number to be ac-
commodated at the New York area airports
annually will be 25 millions and, by 1970,
will be 35 millions.
LaGuardia Airport reached its peak of
passenger capacity in 1957 at 5.7 millions
and has not equalled that number since.
Because 85% of the passengers in the New
York area come from east of the Hudson
River, Newark Airport is not used by 4 out
of 5 passengers. Idlewild has shown the
greatest increase, being centrally located on
the eastern boundary of New York City
with Long Island, but its capacity will soon
be reached, for all practical purposes, by
1962 or sooner. Therefore, in the next
four years, we must provide for an addi-
tional 8 million passengers in the New York
area and by 1970 an additional 17 million.
Recent studies by the Port Authority
have concluded that "there is no practical
way to expand the capacity of LaGuardia
or Newark Airports". Exhibits presented
by us in 1957 to the Civil Aeronautics
Board in behalf of Islip for local -carrier
scheduled air service to Long Island at
MacArthur Airport reached the same con-
clusions.
In view of this, it is obvious that air pas-
senger demand will exceed the existing air-
port capacity in the New York area by 1962.
Before 1970, airport capacity must be at
least doubled if reasonably adequate service
is to be provided.
4
, While air carrier operations have
creased 300% in the past decade, in th;
United States, and 500% in the New )?ori,
area, general aviation flying has also been
steadily increasing, so that today there are
over 80,000 aircraft engaged in general
aviation as compared with only 1,900 air-
craft in service by the airlines.
General aviation (corporate and personal
flying) is one of the fastest-growing se,t_
ments of the aviation industry. Teterboro
Airport in New Jersey, for example, annu-
ally handles over 225,000 plane movements,
or about the same as LaGuardia Airport.
Lahn's Airport at Amityville, Lone Island,
with over 300 planes based there, is esti-
mated to handle nearer 300,000 aircraft
operations annually. Westchester County
Airport near White Plains handles about
two-thirds as many as does Deer Park in
the Town of Babylon.
The number of flights, for example, i,,-
tween New York and Washington in 1055
by general aviation aircraft has been e>ti-
mated at 455,000, more than twice that of
commercial aircraft. The number of flights
in 1975 by general aviation aircraft it
estimated to be at least 1,240,000, neariv
three times that of the air carriers ;it
430,000, for a total of 1,670,000 flic►tt,
annually between these two points alone.
This is one of the reasons why airport facii-
ities must be greatly increased in Su(lolk
County if that number of flights is to h:
accommodated.
Hourly aircraft movements over the New
York area between 8 A. M. and 6 P. ;\1.
averaged about 500 in 1956, of which the
air carriers provided only about 80. R.
1975 peak hour aircraft movements ;i% -
expected
r.expected to increase to 1,048, of whi.:
only 160 will be air carrier but 354 will h:
civil itinerant, 498 will be civil local
craft and the remainder (40) will be mi l i r i rr.
The peak at any one instant in 1956 (111kec
at 10 A. M. July 14th) was 123, of
only 26 were air carrier aircraft. By 1971
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the number of aircraft over the New York
area at a peak instant is expected to be 366,
of which only 75 will be air carrier but 211
will be civil itinerant, 56 will be civil local
aircraft, and 34 will be military. These
estimates appear too conservative because
the estimated number of aircraft operations
for 1965 will be equalled or surpassed this
year (1960).
The annual increase nationally in the
number of general aviation aircraft is esti-
mated to exceed 10,000. Today there are
more than 40 times as many general avia-
tion aircraft as there are airline aircraft.
Since 1950 the total annual dollar sales of
business and utility aircraft has increased
over 700% to more than $200 millions in
1960. A recent FAA survey showed that
3,284 business firms operate nearly 5,000
aircraft and employ 6,172 professional
pilots. Considering the rising cost of com-
petitive forms of transportation, many more
firms and individuals will purchase aircraft
in the future. Local banks are prepared to
"offer the fixed base operator dealer financ-
ing of flight instruction, purchase of new
and used aircraft, radio equipment, inspec-
tions, overhaul, conversions and power plant
installations on a package basis."
If the current annual increase in the num-
ber of general aviation aircraft remains the
same and does not continue to rise as it has
in recent years, there will be more than
200,000 aircraft to be accommodated in
1970 at the nation's airports, instead of
only 86,000 as estimated in 1957. Cali-
fornia, ranking second behind New York,
has 20% less population and air passengers
compared with New York but it has nearly
four times the number of general aviation
aircraft and nearly twice the number of
airports. If adequate air terminals are pro-
vided, in Suffolk County, the number of
aircraft using its airports may easily exceed
5,000 in 1970, an increase of over 600%.
Exhaustive studies of air traffic for the
National Requirements for Aviation Facili-
ties: 1956-75 reached the following con-
clusions:
"1. The solution to the air traffic con-
trol problems of the major terminal com-
plexes will be the most difficult task of
planning.
2. Extensive additions and moderni-
zation of facilities will be required in the
terminal area.
3. Although construction of additional
airports within a terminal complex will
increase runway capacity, the terminal
area traffic control problem may be
further complicated because of the over-
lap and interaction of the traffic to and
from the additional airports.
4. The solution of the air traffic
problem for the major terminal areas
should be designed in such a fashion that
it can be economically scaled down to
operate in less dense air-traffic areas.
5. En route traffic is not expected to
reach the densities of the major terminal -
area complexes.
6. The civil itinerant category of air
traffic will become the largest single air-
space user.
7. The capability of all-weather fly-
ing, which will increase mostly in the
field of general aviation, will increase the
requirements for air-traffic control serv-
ices.
8. If some form of positive control is
adopted for all-weather conditions, the
demands made upon the air-traffic con-
trol system will be greatly increased.
9. The air-traffic forecasts predicted
cannot be realized without extensive
modernization of air-traffic facilities and
expansion and development of airports in
dense terminal areas."
5
The inescapable conclusion becomes most
obvious and self evident—MORE and BETTER
AIRPORTS are urgently needed now in Suffolk
County in order to adequately serve our
present population and that of the New
York area. If we do not provide the proper
terminal facilities, we will increasingly choke
our own growth, economy and progress.
CHANGES IN NEW YORK
METROPOLITAN AREA
The Regional Plan Association has pre-
pared numerous reports, based on detailed
studies, to forecast the changes in growth
patterns of the New York metropolitan
area. These reports have reflected hopes,
as well as facts, so that the decline of the
central city and the growth of independent
suburbs have both been minimized to re-
flect an unrealistic picture of the future.
As a result the decline in population in
Manhattan and Brooklyn in the past decade
and the replacement of middle-income pop-
ulation with lower-income population has
been largely overlooked or minimized by
this Association.
Recent studies concluded by the Harvard
Graduate School of Public Administration
under a Ford Foundation grant indicates
the general direction in which we are mov-
ing today. Recent programs for urban
renewal leave little hope for the restoration
of the "grey belt" between the City core and
the green suburbs. As people move out of
deteriorated areas to something better, they
leave behind more structural blight and
growing decay. The result is transporta-
tion strain, decay in the older sections,
wasteful sprawl, inadequate public services,
cramped recreational facilities, losses in tax
revenues, and accelerated decline.
For Long Island, the change from cen-
tral -commuting to decentralized suburban
industry is expected to continue. Various
estimates of population growth have been
made, ranging from 2,245,000 for Nassau -
Suffolk in 1975 by the Regional Plan Asso-
0
ciation to 7 million in 1985 by the Franklin
National Bank. The inaccuracy of the
Regional Plan Association's forecast and
thinking is demonstrated by the fact that its
estimate of the Nassau -Suffolk population
of 2,130,000 in 1970 has been nearly
reached today (1960).
Suffolk's population has been growing at
the rate of 35,000 a year and this rate will
increase, rather than decline, because of the
previous population growth in Nassau and
western Suffolk, resulting in a substantial
reduction in the available living areas. The
effect of this growth has been to double the
population of the Towns in western Suffolk
in the past decade. In the next: decade, it
will affect eastern Suffolk as well, not so
much with people from New York City as
with an increasing influx from the popula-
tions of Nassau and western Suffolk, moving
to eastern Long Island for better living
space.
To accommodate this vast change in in-
creased population and buying power will
require vastly increased public services and
facilities, as well as thousands of additional
jobs to support the County's rapidly ex-
panding economy.
To accommodate this vast change and to
surmount the increasing isolation of Suffolk
County resulting from increasing ground
congestion, air transportation and air ter-
minals must be provided. To induce an
influx of summer resort business and rec-
reation as well as light industry (electronics,
personal and business services, construction,
retail trade, research laboratories, advertis-
ing, equipment rental, government services,
etc.), adequate and rapid transportation be-
tween Suffolk and other points in the nation
must be provided by the newest form—air
transportation. Today people come from
many points in the nation for summer rec-
reation on Long Island (boating, fishin,,,
theatre, etc.), not so much from New Eng-
land as from the central and middle Atlan-
tic states as far west as Cleveland and
Pittsburgh.
s,
c ar" ft
di
la
00- th
Su
Suf
25
fou
of c
dou
shot
grea
In the next decade Suffolk's population is
expected to at least double again. To
serve a population of over a million before
1970 will require prompt and effective ac-
tion now. In the past decade local circum-
stances and a lack of unity in planning have
tended to prevent adequate progress and
development in many services, particularly
in aviation, now the nation's leading indus-
try. With a strong unified central county
government now taking the leadership, it
now becomes readily possible to develop a
financially sound and integrated system of
air terminals in Suffolk County, similar in
many respects to the Port Authority's re-
gional airport system for New York City
and northern New Jersey. The full co-
operation of the Port Authority in such a
system of airports for general aviation and
domestic passenger service has been as-
sured.
In the past decade, seven airports in Suf-
folk County have been abandoned and have
disappeared from use. In the past decade,
land values have increased tremendously and
the number of aircraft and air passengers has
more than tripled. Like the existing high-
ways, airports remaining in western Suffolk
have become inadequate and cannot be ex-
panded and improved to meet the rising
demands, except at relatively high costs. As
with the problems of needed highways and
schools, to delay becomes increasingly costly.
SURVEY OF AIRPORTS
A comprehensive survey of the airports in
Suffolk County reveals that 18 remain out of
25 in existence a decade ago. Seven of these
are not for public use, being privately owned
and used, or are for military use only. Only
four are publicly owned for public use.
Such a decline in the air terminal facilities
of Suffolk County in the face of the tremen-
dous growth of aviation all around us is a
shocking condition which we are all agreed
must be corrected as soon as possible by
greater foresight, constructive leadership and
proper planning. Unless immediate steps are
taken to make up our present "aviation gap"
in this "missile age", we must expect the
economy of the County to be adversely af-
fected. As a result, industry and business
in our County will decline and some com-
panies, in order to survive, will be compelled
to move to better business climates in other
states where aviation facilities are readily
available.
Because privately owned airports for pub-
lic use are unable to finance the improve -
merits and expansion necessary to provide
adequate services and facilities, they have
shown a high mortality rate of over 50% in
the past decade. Although many publicly -
owned airports in the United States are par-
tially supported by pLblic funds, particularly
in the smaller communities, there are many
publicly -owned airports, small as well as
large, which are supported by airport reve-
nues and financed solely by revenue bonds
which do not constitute obligations of the
city, county or state, and are without burden
on the local taxpayer.
Although the Airman's Guide of the U. S.
Department of Commerce and the Directory
of Airports of the New York State Depart-
ment of Commerce list more than a score of
existing and abandoned airports in Suffolk
County, the National Airport Plan for 1959
of the Federal Aviation Agency is the con-
trolling program, because of federal aid. This
Plan lists only eight existing airports in Suf-
folk County, together with two new ones to
be built in the County on sites to be selected.
Inasmuch as the first step in creating a
County system of public airports for which
federal aid may be obtained, is the inclusion
of these airports on this Plan, only those now
listed on the Plan, plus the Orient Point
(Charles Rose) Airport and a new Shelter
Island Airport, have been considered in this
Report and are shown on our Comprehensive
Plan of Airports for Suffolk County.
Inclusion of additional airports ( such as
the eventual acquisition of Grumman Calver-
ton as we move into the missile age) can be
undertaken in the second stage of County air-
port development later in this decade but,
due to the need for federal aid, cannot be
undertaken initially.
DEMAND FOR AIR TRANSPORTATION
IN SUFFOLK COUNTY
The first step in the planning of airport
facilities is to determine the extent of pres-
ent and future demand. Estimates must be
made of the number of people who will be
travelling by air, the number of pieces and
tonnage of mail and cargo to be shipped by
aircraft and the number of aircraft and air-
ports to be available to accommodate the
demand. Estimates must also be made of
the number of business and corporate air-
craft likely to need space for landing, main-
tenance and storage and of the number of
personal, instructional and commercial air-
craft likely to develop if the proper facilities
were made available.
As previously mentioned, commercial avi-
ation has experienced in recent years the
most phenomenal rate of growth ever at-
tained by any major transportation or other
business activity. United States domestic air
passengers have tripled from about 15 mil-
lion in 1949 to about 44 million in 1958. By
1965 we can expect nearly 100 million pas-
sengers and by 1970 there will be more than
125 million, at the present rate of increase.
Personnel employed by the domestic sched-
uled airline industry increased from about
81,000 in 1949 to about 143,000 in 1958,
or about 75%. Total assets of the United
States scheduled airlines more than tripled
from over $500 million in 1949 to about
$1,656 million in 1958.
Similarly, general aviation has grown even
more rapidly, to 80,000 aircraft and a $200
million sales volume. Changes and advances
in aviation have been even more rapid than
in the automobile industry.
The New York metropolitan area has
shared in the growth of air transportation
more than any other area in the world.
About one-fourth of the country's commer-
cial passengers either arrive or depart from
the area's airports. This area's passengers in
1960 will exceed 17 millions, or more than
the entire population of the State. Air ter-
minal payrolls will exceed $250 millions this
year (1960).
Long Island's 2 million population of
Nassau -Suffolk now supplies more air pa,-
sengers than Brooklyn or Queens and about
the same number as Manhattan, or about
12% of the total for the area. Some of those
included in the Manhattan count undoubt-
edly originated from Nassau. or Suffolk
homes. Based on earlier surveys, there is
little doubt that Long Island provides the
highest ratio (Passenger Index) of air pas-
sengers to population of any part of the area,
if not in the world. It is therefore well above
the average for the area, as it is in buying in-
come. If air service were both adequate and
readily accessible (within a 10 -mile radius,
as in New York City), Nassau -Suffolk would
contribute a far larger number of air passen-
gers to the area's total than at present.
The severe ground congestion on the high-
ways leading to the City airports, particularly
domestic LaGuardia, and the increasing near -
capacity present volume of air traffic at both
LaGuardia and Idlewild result in numerous
and costly delays detrimental to passengers.
This discourages increased passenger volume.
When we consider that 85% of the passen-
gers are domestic, not overseas passengers,
it becomes obvious that a domestic airport in
western Suffolk would attract a very large
share of Long Island's domestic passengers,
thus relieving some of the congestion at the
City airports. Recent studies have shown
that a new major domestic airport for trunk -
line service, located in western Suffolk near
the Nassau boundary, with adequate run-
ways, would serve more than 3 million do-
mestic passengers in 1965 and over 7 million
in 1970 with continuing increases thereafter.
In addition to the tremendous increase in
domestic passenger service which would re-
sult IF adequate air terminal facilities were
9
made available, general aviation on Long
hattan will be developed by vertical take -off
Island, as well as in the State and nation,
and landing (VTOL) aircraft in this decade,
would increase even more spectacularly. As
similar to that which has been developed be -
previously mentioned, estimates made in
tween the City airports and Manhattan in the
-
1957 by the Aeronautical Research Founda-
past decade. In 1961 new helicopters carry -
tion for the Federal Government on the
ing 25 passengers and powered by twin -rotor
National Requirements for Aviation Facili-
gas -turbine engines will begin scheduled air
f
ties: 1956-75, showed 66,600 planes for
service into Nassau County at Rockville
-
general aviation in 1960; 75,200 planes in
Centre, under a new certificate issued by the
t
1965; and 85,900 planes in 1970. These
Civil Aeronautics Board to New York Air -
t
estimates have now proved to be too low.
ways on March 17, 1960.
Present best estimates for 1960 show 80,000
A new heliport near the foot of Wall
-
planes and an annual increase of 10,000
Street, opened December 8, 1960, now pro -
k
planes, or a 20% larger number than previ-
vides air service directly to the lower Man-
s
ously estimated and about the same annual
hattar business and financial district. In
increase. The number of planes used for
1961, in the new helicopters, Rockville Cen-
-
business will constitute about 50% of the
tre will become a 10 -minute trip to Wall
total, while planes used for pleasure trips
Street. If proposed plans for air service from
e
will account for about 25% and commercial
Nall Street to Market Street in Philadelphia
.-
and instructional planes about 15% and
are approved by the CAB, these points will
d
10% respectively.
become only minutes away from our pro -
The New York area is estimated to pro-
posed heliports in Nassau and Suffolk
d
vide the largest share of general aviation air-
Counties.
t-
craft, particularly business and corporate air-
When adequate terminal facilities and
craft, with more than four times that of Chi-
trunkline carrier air service are established
1'
cago and five times more than Los Angeles.
and developed in Suffolk County, it will be
ly
Accordingly, if adequate terminal facilities
possible to travel from selected airports by
'
can be provided, we can expect 20,000 planes
air to Manhattan, LaGuardia and Idlewild,
in the New York area in 1965 and 27,000 in
as well as to one or two points in Nassau, in
is
1970. When we consider that existing gen-
comparatively few minutes at relatively low
S.
eral aviation airports in the New York area
cost, presently anticipated to be less than ten
e•
now accommodate from 50 to 300 aircraft
cents per seat mile by 1964.
a-
each, it becomes obvious that there is a very
's,
urgent and imperative need for more air-
AIRCRAFT NOISE
in
ports, as well as for the rapid expansion of
The Civil Aeronautics Administration
�e
the existing airports, particularly in Suffolk
(CAA), now replaced by the Federal Avia-
s,
County. If adequate facilities are provided
tion Agency (FAA), in its Progress Report
�e
allo.
in Suffolk County, we can expect 2,000 cor-
3 of January 1953 relating to Jet Age
vn
porate or business planes in 1965 and an
Planning, stated "it is imperative that the
k-
equal number of personal, instructional and
major effort for future noise reduction must
ar
commercial planes. By 1970 we can expect
be directed to reduction of noise at its
n-
over 1,200 more planes to be based on Long
0-
Island.
source".
Dn
Substantial progress has now been made
,r'
INTER -AIRPORT AIR SERVICE
by the jet engine manufacturers, such as Gen -
in
eral Electric Co. Large commercial airlines
.e-
Air service between airports in Suffolk
should now be required to use noise sup -
,re
County and LaGuardia, Idlewild and Man-
pressors, just as truck manufacturers are re-
quired to use mufflers. Furthermore, existing
jet engines will soon be replaced with new
turbofan engines of increased power which
will bring shorter, quieter takeoffs, faster
climbs, greater range, increased passenger -
carrying capacity and notably lower fuel
costs.
It is anticipated that the 1961 Legislature
will pass suitable laws regulating commercial
flights over densely populated areas and re-
quiring the major airlines to install engine
noise suppressors. Proper and adequate
noise and traffic control, with regulations
promptly enforced, will greatly reduce air-
craft noise as a public nuisance at all airports
in the metropolitan area. However, com-
mercial aircraft will be only a small part of
the operations in Suffolk County and the
noise level from civil aircraft which will be
using the Suffolk County terminals has been
checked, by test meter readings, and the
noise level of such aircraft, as heard by per-
sons on the ground, is less than that of large
trucks on the main highways and of passing
steam or diesel railroad trains.
Because Idlewild will continue to be the
major airport in the New York area for
long-haul and international flights, it is not
expected that such flights will be made from
any Suffolk County airport by the present
generation of large commercial jet -engine
aircraft. More than 4 out of S aircraft
using Suffolk airports will be either single -
or twin -engine aircraft for general aviation,
rather than airline aircraft.
AIR TERMINAL UNIFICATION POLICY FOR
SUFFOLK COUNTY
During and after World War II, there
were many airports located and built in
Suffolk County as part of the national
defense. Several of these were received as
gifts by individual Towns in which they
were located. Since then, and particularly
in the last decade, many of these airports
have disappeared. Now, with the accel-
erated growth in air transport, particularly
10
in general aviation, the remaining airports
are urgently needed to be put to more
effective use and new ones must be built, in
order to meet the rising demand.
To most effectively meet this demand
with the greatest economy of time and
money, the past individual local efforts
should be abandoned in favor of a larger,
united, central effort. To induce industry
to locate in Suffolk County, a two -county
industrial development council has proven
most effective. A Long Island Fair has
contributed to publicizing our many com-
munity advantages. Now we must provide
the needed public services to back up our
professed advantages, or else we will surely
lose out in our competition with communi-
ties elsewhere in the State and nation. A
centralized County government now pro-
vides the necessary vehicle :for a larger
united effort.
A practical demonstration of a united
centralized effort in air terminal unification
is that in the nearby Port District under
The Port of New York Authority. The
Port District, shown on the Comprehensive
Plan attached hereto, comprises a land
area, as previously mentioned, approxi-
mately equal to that of Nassaa and Suffolk
Counties. New York City forms nearly a
third of the District and northern New
Jersey two-thirds. Because it has become
impracticable to establish public airports
(excepting heliports) in Nassau County at
this late date, it is essential and imperative
now that Suffolk County establish Long
Island air terminals outside the Port Dis-
trict, before it is too late.
It is the established policy of the State,
consistent with Chapter 802 of the Laws of
New York of 1947 with respect to air
terminals, to encourage the integration of
air terminals, so far as practicable, in a
unified system. For New 'fork City and
the several counties of northern New Jersey
comprising the Port District, the law states
"that so far as practicable the effectuation,
establishment, acquisition, construction, re-
a�
us
tm
in
er
ie
ve
id
d-
Jk
1w
ne
its
at
ive
mg
)is-
ite,
of
air
of
i a
ind
sey
ites
on,
re-
habilitation or improvement, and mainte-
nance and operation of air terminals within
the Port of New York District, shall be
unified and integrated under The Port of
New York Authority".
i Because the past separate efforts to es-
tablish adequate air terminals in Suffolk
County have been difficult, changeable and
agreed to be lacking in foresight and effec-
tiveness, it is essential that more effective
action be taken now on a larger basis than
in the past, comparable with other and
competing air services in the State and na-
tion. We have been assured by the State,
the Port Authority, and the FAA of their
fullest cooperation in our efforts to estab-
lish a unified County system of airports,
similar to those in the Port District. For
immediate action as a step in this direction,
we recommend the adoption of a resolution
of policy by the County, to be implemented
by statute by the 1961 Legislature, as
follows:
"It shall be the policy of the County
of Suffolk that, so far as practicable,
the effectuation, establishment, acquisi-
tion, construction, rehabilitation or
improvement, and maintenance and
operation of air terminals on Long
Island outside the Port of New York
District shall be unified and integrated
by Suffolk County (or an authority or
commission thereof when created)."
AIR TERMINAL PROGRAM FOR
SUFFOLK COUNTY
The planning of the Port Authority's air
terminal program marked a long step for-
ward in the development of air transportation
and established a new and successful pattern
as a guide for all other areas with air terminal
problems. What the Port Authority has
done is to substitute forethought for subsidy.
What the Port Authority has done can be
successfully accomplished by Suffolk County
by using similar methods and thinking, pro-
vided the same determination and fore-
thought are permitted to be applied. This
we propose to supply for the County.
Many public officials seem to take it more
or less for granted that air terminals must of
necessity be operated on a deficit basis and
that any attempt to make them self-support-
ing will place an undue burden on the air
carriers and thus handicap the growth of an
important transportation industry. If these
assumptions were valid, they would point to
greatly increased tax responsibilities for the
municipal owners of air terminals and to
much larger subsidy for the federal govern-
ment in order to secure the fully adequate
airport system to be built. Such has not
proved to be the case.
More than 10 years ago an intensive field
study was made under the direction of the
Division of Research of the Harvard Busi-
ness School. It reached the conclusion that
"the majority of terminal type airports can
be made self-supporting within a compara-
tively few years without an undue burden on
aviation, provided that a sound financial plan
is established and all revenue sources includ-
ing terminal building concessions are aggres-
sively developed."
That air terminals have not demonstrated
greater ability to become self-supporting, de-
spite the rise of commercial aviation to the
status of the nation's major transportation
industry, is due largely to the fact that their
planning and administration have not con-
centrated sufficiently on the objective of self-
support.
The prerequisites for making air terminals
self-supporting are highly technical and ex-
acting and cannot be met by the routine type
of municipal administration. The require-
ments range through every phase of planning,
designing and management. The design and
layout of the airport, and particularly of the
central terminal area and structures, must
meet a variety of specialized requirements,
aside from operational efficiency and safety,
to avoid foreclosing, at the very start, the
basic opportunities for financial self-suffi-
11
ciency. Extravagance in capital cost must,
of course, be avoided; but there must be no
stinting of capital outlay that will be effi-
ciently productive of revenue.
For any airport to approach financial self-
sufficiency, much more is needed than traffic
volume. It must be designed to save money
through operational economy and to produce
enough money from nonflight sources to
bridge the gap between fair charges to users
and full budgetary requirements. It must
have a stable, versatile and aggressive man-
agement, alert to every potentiality for pro-
ductive operation of the enterprise.
Placing airports on a self-supporting basis
does not mean abandonment, or even cur-
tailment, of public aid to commercial avia-
tion. Adherence to such a policy would not
affect the federal government's expensive re-
sponsibility for air traffic control or its
granting of mail subsidies. Neither private
users nor local governments, moreover,
should be expected to stand the cost of ex-
panding airports for national defense pur-
poses beyond the needs of commercial avia-
tion. There is abundant recognition of
this principle in the continuing capital
expenditures by the federal government for
civil aviation in the United States.
Even if the public owners of airports
should operate their facilities on a service -at -
cost basis, they would still be in the position
of offering very substantial fiscal aid to both
commercial and general aviation. Their will-
ingness to finance not only general purpose
facilities but hangars and other ground facili-
ties for lease to individuals and airlines,
makes available, through tax-exempt bonds,
the cheapest possible credit. Airlines, as
well as business and corporate users and in-
dividuals, also continue to receive at least
partial tax exemption in connection with their
use of municipal property. If, in addition to
providing cheap credit, partial tax exemp-
tion, and the necessary access facilities, the
public owners supply an efficiently operated
airport, attractively developed to promote
12
both commercial and general aviation and
designed to support a substantial portion of
the costs through nonflight revenues, they
can justifiably charge the users for the re-
mainder.
This is substantially the policy which has
proven successful elsewhere in this country
and which we now recommend be adopted
by the County for our development of the
airport program and system.
COUNTY AIRPORT SURVEY
After site inspections, examinations of fa-
cilities, and analyses and reviews of the exist-
ing airports in Suffolk County and after
detailed consideration of the needs of avia-
tion and the potentials for possible develop-
ment, a summary of our conclusions has
been prepared.
The current FAA National Airport Plan
—1959 contains no "Airports for Com-
merce" in Suffolk County (including Nassau
County). The Plan lists, for Suffolk County,
"Airports for General Aviation" only and
limits these to six existing airports and two
new airports to be constructed on sites to be
selected.
The "aeronautical requirement" ; in the
Plan's forecast data classifies as "Executive"
the following: Zahn's; Deer Park; Mac-
Arthur; Mastic; and East Hampton. It clas-
sifies as "Commercial" Mattituck and Mon-
tauk. Fishers Island Elizabeth Airport is
classified as "Special". Other airports, such
as Grumman Bethpage, Republic, Grumman
Calverton, Suffolk County AF '.Base, Shelter
Island's two airports, Orient (Charles Rose),
Gardiners Island, Davis -Edwards, etc. are
not included in the National Airport Plan.
The classifications of "aeronautical re-
quirement" are intended to convey major
categories of use, and have the following
meaning, as explained in the National Air-
port Plan:
(1) Executive—Accommodates a consider-
able volume of intercity flights by
Nev
be c
folk
Nati
Dee:
Sion
trun
ing
and
craft
Mac.
�;. limit
and
craft.
(•) T
h;
A.
A
I�
corporate aircraft or similar types pro-
viding passenger and cargo transporta-
tion for hire. The aircraft engaged in
such flying, range from post-war single-
cngine planes (four -place and over) to
multi -engine types.
(2) Commercial—Serves local aviation ac-
tivities primarily, including instruc-
tional flying under licensed supervision.
The intercity itinerant flying is usually
performed in single-engine aircraft of
less than four places.
(3) Industrial—Airports where most of the
traffic is created by local flights essential
to the community's economy, such as
crop dusting, aerial photography, and
pipeline patrol.
(4) Special—Those airports needed because
surface transportation is inadequate or
non-existent.
The foregoing elements of the National
Airport Plan are unrealistic, outmoded and
should be revised as follows:
Airports for Air Commerce
Suffolk County Airport—A new airport of
medium -hub type, equal to LaGuardia or
Newark, for trunkline air carrier service, to
be constructed immediately in western Suf-
folk, as one of two new airports on the FAA
National Airport Plan.
Deer Park Airport—For immediate expan-
sion into small -hub type airport for limited
trunkline and local -carrier air service, pend-
ing development of major County airport,
and for cargo, corporate and business air-
craft.
MacArthur Airport—Of non -hub type, for
limited local -carrier passenger service only
and cargo, corporate and business air-
craft. ( * )
(*) The policy of the Islip Town Board, owner of
MacArthur, declines to permit service by trunk -
line carriers, or to sell, lease or integrate this
Airport into the County system.
Brookhaven Airport (Mastic Flight Strip)—
Of small -hub type for local -carrier service
initially and combination trunkline and
local -carrier service ultimately, with general
aviation aircraft of advanced categories, by
1965.
Air Commerce/General Aviation Airports
East Hampton Airport—Of small -hub type
for local -carrier service and mainly for cor-
porate and business aircraft, with possible
trunkline and cargo carrier service by 1965,
depending on Town light -industry develop-
ment.
Mattituck Airport—For acquisition and relo-
cation on larger site to permit expansion into
facilities for summer local -carrier service and
business and personal aircraft and instruc-
tional flying.
Montauk Airport—For immediate expansion
on a modified basis for summer local -carrier
service and for corporate, business and per-
sonal aircraft.
Airports for General Aviation
Zahn's Airport—For immediate expansion
on a modified basis as major base for corpo-
rate and business aircraft, cargo carriers,
helicopter hub and instructional flying.
Davis -Edwards Airport—For immediate ex-
pansion on a modified basis for personal air-
craft and personal flying.
Port Jefferson Airport—A new airport, on
site selected in lieu of that shown on existing
Plan, for corporate, business and personal
aircraft.
Orient Point (Charles Rose) Airport—For
immediate expansion on modified basis for
limited cargo and summer local -carrier serv-
ice, and for personal flying.
13
General Aviation Airports of
Special Classification
Fishers Island Elizabeth Airport—Fishers
Island is three miles off the coast of Con-
necticut and Rhode Island and is part of the
Town of Southold and Suffolk County. It
is estimated to have a summer population
of 2,500 to 3,000 and a year around popu-
lation of 500.
The airfield is part of a former U. S.
Army post named Fort H. G. Wright guard-
ing the entrance to Long Island Sound. The
post buildings and military installations have
been unused for more than a decade and are
ready for demolition and removal.
The airfield has been maintained by the
Fishers Island Ferry District which is a
special district created by the 1947 Legis-
lature for the public benefit, like a park or
school or other public district. The air-
field comprises the major portion of the
military post and has been estimated to
have an area of about 120 acres. By
acquisition of the remainder of the military
reservation, like an urban renewal project,
together with some adjacent property, the
airfield can be readily expanded as shown
on the plan for this airport in the Appen-
dices. This will provide an airport of much
greater usefulness.
Storm damage to the airfield shore line
has been a major source of trouble, hazard
and maintenance expense and must be
protected against when the necessary im-
provements and expansion of the airfield
into an adequate airport are made. The
cost of such improvements and expansion
to the Town or County can be greatly
reduced by federal aid and will enable the
development to become more nearly self-
sustaining.
Activity at the airfield is reported to
exceed 10,000 operations (arrivals and de-
partures) annually, of which more than 60
per cent occur between mid-June and mid-
September, involving 3,000 planes.
14
With increased use and development, this
airport can be made a valuable public asset
at minimum costs. Like any public highway
or park, it is not likely to be self-supporting.
However, the public need, as for a highway,
is ample justification for the public expense.
Shelter Island Airport—On Shelter Island
there are two existing airfields. The one
on the west side of the Island Zit Westmore-
land is privately owned and for private use
only. The one in the center of the Island
at Shelter Island is privately owned for
public use. The first is unavailable for use
and the second is too small and unsuitable
for development. Several new sites have
been considered, but the one presently pro-
posed, if it can be acquired at little expense,
is located on unimproved property at
Nichol's Point, southeast of the center of
the Island. This site will afford good
elevation and adequate runways with ex-
cellent clear -zone protection.
With proper development and increased
local use, this airport can become a valu-
able asset at minimum expense. Like any
public highway or park, it is not likely to
be self-sustaining. However, like a public
highway, the public need justifies the neces-
sary public support and expense.
The foregoing modifications recommended
in the National Airport Plan for "Forecast
Data" and "Recommended Airport Develop-
ment" are shown in the attached Appendices
for the respective Airports.
COUNTY AIRPORT SYSTEM
Suffolk County comprises 65% of the
total land area of Long Island when we
include the two City counties and the two
suburban counties. Furthermore, to serve
over 6 million people living in these four
counties will require at least four major
domestic airports for passenger service by
cc
1965 and eight by 1970. The three west-
ern counties, comprising one third of the
land area and 90% of the population, have
only two major airports to accommodate
75% of the 1965 passenger demand and
40% of the 1970 demand.
To capitalize on this anticipated new
business and large revenues, Suffolk County
can and should provide and develop a
unified integrated airport system, like that
in the Port District, which will provide
Suffolk County with over 20,000 new jobs
and add more than $120 millions to its
payrolls. Aviation is the largest industry
in the country today and its growth has
hardly commenced. The County should
make every effort to gain a maximum share
of it. Looking back at the automobile
industry of fifty years ago, there was little
expectation that today there would be more
than 700,000 cars in Nassau -Suffolk alone.
It would be most unsound and unwise for
the future planning for Suffolk County if it
were to adopt a provincial attitude and
provide only for the aviation needs of Suf-
folk's population because the use of a
County system, like that of the Port Dis-
trict, by others in the metropolitan area and
its visitors will not only induce substantially
greater business and needed income in the
County but it will also provide what is more
important, perhaps, the necessary revenues
with which to make the entire system self-
supporting and eventually to pay taxes
directly, as well as indirectly, to the County
and its Towns, thus relieving the County's
individual taxpayers.
Inasmuch as it has become the declared
policy of the Town of Islip neither to
develop MacArthur Airport for use by
trunkline carriers into a major domestic
passenger airport nor to sell or lease its
gift from the Federal Government to the
County for such development, it becomes
necessary for the County to develop its
airport system without including this ex-
cellent facility. This airport can, however,
be expected to do its full part by serving an
equally important public need—that of
general aviation, like Westchester County
Airport and Teterboro Airport.
For the purpose of insuring the financial
success of the system, like that in the Port
District, it will be necessary for the County
to acquire existing airports and to con-
struct new ones as well. To accommodate
the estimated demand, immediate expan-
sion and improvement of the existing air-
ports in western Suffolk must be undertaken
and the property acquisition for, and con-
struction of, two new airports commenced.
At this point it should be pointed out that
all estimates heretofore have been proven
too conservative, that the current ones are
also conservative and that the proposed two
new airports in western Suffolk are included
on the FAA National Airport Plan. To
delay such acquisition and construction will
jeopardize the success of the entire program
because it will enhance the proposed de-
velopment of other equivalent facilities on
the mainland and make more difficult, if
not impossible, adequate federal aid for the
County system.
The Comprehensive Plan of Airports for
Suffolk County, attached hereto, shows 11
existing airports available for public use,
of which only four are publicly owned.
Because of the inherent difficulties or in-
ability of most private owners to expand
and develop their airports, resulting in their
disappearance from use, it will be appro-
priate, in the public interest, that such
airports be acquired by the County and
substantially improved as part of the County
system. Similarly, a Town airport should
be incorporated into the County system, by
sale or long-term lease, to permit its full
development with larger financial support
and revenues, without burden on the local
taxpayers as at present. In any case, the
investment previously made by the Town
or an individual owner should be the basis
for determining the acquisition value and
not the contemplated accrued value, or
15
profit on the investment. To follow any delay and higher costs due to rising prices,
--- --
other policy will lead to charges of favorit- jeopardizing the airport's net revenues.
ism, scandal or other activities not in the With the anticipated_full cooperation of
public interest. the private and Town airport owners, it will
If the private owners cannot be guided be possible to develop immediately an in -
by this proposed policy for determination tegrated and unified system of airports con -
of value, the County will have no alternative trolled and operated by the County similar
than to substitute a new airport in a new to that in the Port District. 'The County
location which will be better able to provide system would include the following airports,
the needed expanded facilities. To ELoA based on the preliminary initial and final
to condemnation might entail too much costs shown:
Airports for Air Commerce
Initial Cost
Property Improvements Final Cost
t
Suffolk County Airport ............. $ 8,000,000 $21,500,000 $33,000,000
(New Site)
Deer Park Airport ................. $ 3,500,000 $ 4,000,000 $ 7,500,000
Brookhaven Airport ................ $ 1,200,000 $ 6,100,000 $ 8,000,000
(Mastic Strip)
Air Commerce/General Aviation Airports
East Hampton Airport .............. $ 1,300,000 $ 1,350,000 $ 4,000,000
Mattituck Airport ................. $ 250,000 $ 950,000 $ 1,200,000
(New Site)
Montauk Airport .................. $ 220,000 $ 1,000,000 $ 1,220,000
Airports for General Aviation (*
Zahn's Airport ....................
$
2,200,000
$
2,050,000
$
4,250,000
Davis -Edwards Airport .............
$
400,000
$
1,600,000
$
2,000,000
Port Jefferson Airport ..............
$
1,500,000
$
1,850,000
$
4,350,000
(New Site)
Orient Airport ....................
$
35,000
$
515,000
$
550,000
(Charles Rose) '
Shelter Island Airport ..............
S
180,000
$
1,020,000
$
1,700,000
(New Site)
Fishers Island Airport ..............
S
15,000
$
645,000
$
650,000
Total Costs .......................
$18,800,000
$42,580,000
$68,420,000
(*) Previously included, also Deer Park, Brookhaven, East Hampton, Mattituck.
clu
prc
fed
bui
The above estimated costs do not in-
clude the cost of hangars and other income -
f producing facilities which are not eligible for
1 federal aid, excepting terminal or operations
buildings which are included.
�. The amount of federal grants-in-aid for
y which these airports will be eligible is esti-
mated to be $33,500,000 of which two-
thirds would be for the three commercial
airports—the new Suffolk County Airport,
• Deer Park Airport and Brookhaven Airport
(Mastic Strip).
0
0
0
0
)0
.0
)0
)0
)0
)0
)0
)0
)0
The land to be acquired is estimated to be
more than 7,500 acres costing nearly $20
million. This does not include, however,
about 1,000 acres of the County Airport site
which would be used for park and recrea-
tional areas to be acquired by State aid, to
provide clear -zone protection. If the program
is delayed, the estimated costs of land and
construction will continue to rise at a rate of
5% to 10% annually. Land in western Suf-
folk is already at a premium and has risen
nearly 50% in the last two years when this
program was first proposed.
The new County Airport will be compa-
rable in size to Newark Airport but will have
nearly double the potential capacity at lower
cost. Deer Park will be comparable with
Teterboro Airport at less cost. Land costs
have risen so rapidly around Zahn's Airport
that its expansion to the extent necessary for
full development appears to be financially
doubtful; the need for this airport, however,
is so great that it should not be abandoned
but should be improved and developed to
the maximum shown, as soon as possible.
When this proposed unified and integrated
County airport system is created and devel-
oped, it should not be assumed that it will
be either entirely adequate or fully capable of
accommodating the public demand forecast
for either commercial aviation or general avi-
ation on Long Island in this decade, because
it will not. Further additions and many im-
provements will have to be made progres-
sively to try to close the present large "air
transport" gap. However, as the traffic
mounts, so will the revenues from the County
system, with the result that the additional
and increased costs can be readily absorbed
without any financial problems arising for
the County or the airport system.
GRUMMAN CALVERTON AIRPORT
The Navy Industrial Reserve Aircraft
Plant, occupied and operated by the Grum-
man Aircraft Engineering Corporation, was
completed in 1954. It is located 8 miles
west of Riverhead at Calverton in the Town
of Riverhead and comprises an estimated
7,000 acres. It has an airfield with two
runways, each of 10,000 feet. In 1958,
the Navy sought to expand the site by the
acquisition of 9,600 additional acres, or a
total of over 16,000 acres which would all
be tax exempt.
Idlewild comprises 4,900 acres and is
about half the size of Manhattan (New
York City). The jet airport proposed a
year ago by the Port Authority for Morris
County, N. J., would occupy less than
10,000 acres. The proposed new County
airport in western Suffolk will have only
3,000 acres, nearly half of which has been
tax exempt and 1,000 acres of which will
be used for park areas and serve for
approach zone protection.
The Calverton airport can be safely re-
duced to 3,000 acres. With another runway
added, it could provide aircraft capacity
equal to, or greater than, Idlewild. It has
been made available for possible service by
Pan American Airways and others using
the present largest jet aircraft.
In view of the present advances being
made in guided missiles, the necessity for
this airport solely for defense research and
production has declined, if not ended due
to obsolescence like Mitchel Air Force Base
of World War II prominence. Its use for
the next generations of supersonic civil
17
aircraft, however, will become increasingly
necessary before 1970.
A prompt retrenchment for this airport
is strongly recommended, with a view to its
conversion at an early date to a County air-
port of 4,000 acres, with three lengthened
runways and with continued and declining
use by the Navy, if desired. This will not
only restore considerable acreage to the
tax rolls but also induce substantial de-
velopment of all property in this area to far
more productive and taxable uses.
SUFFOLK COUNTY AIR FORCE BASE
In World War II, an Army airfield was
established in the Town of Southampton,
for national defense. It was located about
a mile north of Quogue. After the War, it
was acquired by the County from the
Federal Government, but was not properly
maintained, improved or developed as re-
quired by the Government.
In the past decade it became an important
Air Force Base for fighter interceptor air-
craft in the national defense. The airport,
has three runways, one of 7,000 feet and
two of 5,000 feet each. It is about twice:
the size of LaGuardia Airport and is readily
capable of accommodating, if the future
demands warrant it, an equal volume of
aircraft traffic.
If it is declared surplus in the future, like
Mitchel Air Force Base in Nassau County,
it would be not only excellent for general
aviation aircraft and very much needed but
it would also be suitable for commercial
air -carrier aircraft for domestic service. Its
reacquisition by the County for its airport
system is therefore recommended whenever
that becomes possible.
FINANCING THE PROGRAM
From the foregoing it is conclusive that,
during the present decade and beyond, we
will see further great advances in the air age,
18
that the proposed system is urgently needed,
and that its facilities will be fully used. Hav-
ing an established market, the existing facili-
ties for the system should be consolidated, as
soon, and as much, as possible, into a unified
and profitably integrated system, for in-
creased efficiency and lower operating and
maintenance costs in order to insure an or-
derly and comprehensive completion in the
shortest time.
Several methods of financing airport im-
provements have been developed and have
been successful, for the most part. How-
ever, a combination of methods and means
appears to be most suitable in this case.
Although the federal government has
shown an increasing reluctance to provide
adequate funds for airports, there is no rea-
son to expect that the purposes for which
federal aid funds are presently appropriated,
or to be appropriated, will be changed. Air-
port facilities for aircraft such as property,
runways, taxiways, lighting, etc. will con-
tinue to receive federal aid, as distinguished
from revenue-producing facilities such as
hangars, shops, terminals, parking, etc.,
which will not, because there; is no need for
it. The amount of federal aid varies from
50% for the most part, to hif;ller percentages
for air traffic control facilities, such as radar,
lighting, etc.
For the support of airport development in
this State, legislation should be enacted in
the 1961 Legislature to provide a revolving
fund of $200 millions by the State to provide
readily available credit for any political sub-
division of the State needing construction
funds for airport improvements. Such a
fund would be solely for the purpose of estab-
lishing credit and not for actual construction
costs. This has been done frequently for
other purposes, such as the presently pro-
posed $100 million fund to finance the pur-
chase and rental of railroad cars to com-
muter railroads in the New York City area.
For airports, this would be financially more
1,
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sound than for railroad equipment which can
get federal guarantees for such equipment
purchases.
Initial financing for planning and prelimi-
nary surveys can be readily provided by an-
ticipation notes to be repaid by airport
revenue bonds. In dozens of cases through-
out the country, many issues of revenue
bonds have been, and are being, sold for air-
ports and improvements which are much
smaller, as well as larger, than our proposed
program. In practically all cases, the bonds
are secured "solely from airport revenues"
and are not a pledge of the faith and credit
of the municipality, county, state or other
public agency of the same. To say that reve-
nue bond financing of airports cannot be
readily and successfully done is contrary to
the fact. There is a ready market for such
bonds in this area particularly, because of
the traffic density and large populations.
Because larger commercial airports pro-
vide greater revenues, due to larger volumes
of passenger traffic and air cargo, it is
important to our program that the new
County airport in western Suffolk be ex-
pedited into being as soon as possible in
order that its larger revenues may be real-
ized at the earliest date in order to carry
the major costs of the system and help
support the smaller airports in eastern
Suffolk.
FINANCING THE SYSTEM
On the basis of our experience over the
last decade, estimates of revenues, ex-
penses, construction costs and other capital
expenditures will be prepared to show, m
our planning, a sound and reasonable basis
and that such estimates will contain those
elements of flexibility necessary to permit
of adjustment to such minor modifications
or changes in timing as may be deemed
necessary or desirable in the planning as
presently proposed, without material effect
upon the overall cost and income pattern.
There have been developed sufficient reli-
able data and forecast information in the
operation of airports of the types and
magnitude proposed herein, to insure a
successful pattern of capital expenditures,
operating expenses and revenues which may
reasonably be expected to obtain in the
development and operation of the County
airport system.
For the first four or five years of con-
solidated operations, it is anticipated that
the net revenues may be small or even non-
existent, due to the necessarily heavy initial
rehabilitation costs, interest during con-
struction, and administrative expenses for
an accelerated program needed to close the
existing "air transport gap".
Qn the basis of 30 -year revenue bonds at
not more than 4%, it is estimated that there
should be annual net revenues by 1965 of
$800,000, increasing to $2,600,000 by
1970, and increasing annually thereafter by
$450,000 or more.
If the passenger and cargo revenues
should prove to be higher than anticipated,
as has happened consistently in the past
decade, the gross and net revenues will
climb faster than estimated. The original
estimated revenues and expenses for the
three Port District airports varied widely
in detail, due largely to changes in planning
and execution, but the total estimates were
conservative, with the result that the 1959
gross revenues were nearly $35 million,
after 12 years of development and opera-
tion, yielding nearly $17 millions in net
revenues and $14 millions to apply to the
funded debt, already reduced to less than
$67 millions in outstanding bonds.
ADMINISTRATION
In order to carry out the program and the
plans for an integrated and unified County
airport system like that in the Port Dis-
trict, an organization must be provided
which possesses the necessary experience
and capabilities to develop the airports and
their revenues. Our experience gained in
19
N
the successful development of the nearby
Port District airports provides the County
with the needed personnel suited to this
program, which will enable the County to
train its personnel for the future operation
of the airports after they have been devel-
oped and placed in successful operation.
Because the airports can and should be
made self-sustaining, without local tax sup-
port, if properly developed, a separate
agency such as a public authority or com-
mission like the Port Authority, is recom-
mended. This will be better received for
revenue bond financing. Such an agency
should have broad powers to enable it to
carry out an adequate program without
undue restraint and also be able to under-
take related projects which the County may
request.
A seven -member board of commissioners,
appointed by the County Executive with the
advice and consent of the Board of Super-
visors, for five-year terms of sequential
expiring terms, similar to the Port Author-
ity, with not more than four members from
any one political party, is recommended, in
order to enhance public and financial sup-
port. Necessary legislation to exactly suit
this need can be quickly drawn by our
trained group for enactment promptly. A
provision for veto power by the County
Executive over the actions of the authority
can be provided, the same as for the Port
Authority and the Governor.
ORGANIZATION
. The acquisition of existing airports will
provide an opportunity to utilize the ex-
perienced personnel now engaged in airport
operation and maintenance. Whenever the
Port Authority acquired an existing facility,
it inducted the established personnel into
its organization, for those who desired it,
and thus gained the value of their knowledge,
experience and cooperation.
Additional personnel must also be re-
cruited and trained, but under experienced
supervision like ours, this poses no problems
for the County.
OPERATION
As an airport is developed and completed,
it is necessary to establish, or realign, a
proper organization for its most efficient
and economical operation. Unless this is
done smoothly and promptly, rauch valuable
time and revenues will be lost and net rev-
enues will be farther in the future. Bene-
fitting from our experience on many public
facilities, such losses can be avoided. A
centralized system for audit and control,
as well as for purchase of equipment and for
maintenance, has been demonstrated to be
sound and desirable. Certain units of
equipment should be able to perform dual
functions for the County or Towns, as well
as the airports.
REPORT SUMMARIZED TO INSURE OFFICIAL
INDIVIDUAL REVIEW
Neither time nor space has permitted an
elaboration in this Report of the many and
complicated aspects of airport planning,
development and operation. Details of de-
sign, configuration of runways and aircraft,
construction and operating costs, revenues
and expenses, and many other items, can
only be touched upon or sketched out.
These are more properly a part of the de-
velopment program after it is authorized.
The Supervisors lack the time: to consider
these various matters in any detail.
It is hoped and anticipated that this survey
and report are, however, sufficiently detailed
and informative that it will be carefully and
completely read and easily understood by
each Supervisor. From such a clear under-
standing and knowledge, there; should de-
velop sufficient confidence and enthusiasm
in the mind of each Supervisor about the
entire program and the need and urgency
for prompt and effective action that author-
ization for us to proceed will be forthcoming
immediately.
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APPENDICES
FAA AIRWAY SYSTEM
FAA JET ROUTE SYSTEM (OVER 24,000)
COMPREHENSIVE PLAN OF AIRPORTS
Airports for Air Commerce
SUFFOLK COUNTY AIRPORT
DEER PARK AIRPORT
MACARTHUR AIRPORT
BROOKHAVEN AIRPORT (Mastic Strip)
Air Commerce/General Aviation Airports
EAST HAMPTON AIRPORT
MATTITUCK AIRPORT
MONTAUK AIRPORT
Airports for General Aviation
ZAHN'S AIRPORT
DAVIS - EDWARDS AIRPORT
PORT JEFFERSON AIRPORT
ORIENT AIRPORT
SHELTER ISLAND AIRPORT
FISHERS ISLAND AIRPORT
AERIAL VIEWS COURTESY OF LOCKWOOD, KESSLER & BARTLETT, INC.
r
on
FEDERAL AIRI
C,�,
-�•� _� _ � rueru.
�-
°T."'"r
c1E21 r4,
r UGc.
WMrr.
Wn. ✓
LEGEND
Main Airways
-------- Routes within which there is positive air traffic control
of all aircraft at all times at altitudes of 17000 feet MSL
to and including 22000 feet MSL.
NOTE.
For clarity a great number of alternate or minor airways are not shown see detail at right) .
Wr�uew
FEDERAL JET f
(FLIGHT LEVEL 24,OC
>';•�j•• I N O R T H D A K O T A
�( I •........................... `
O;�� ..•.. ......
•• ......
.....
•H ••••D A K O T A
::.................... ............
.
LEGEND
Traffic Advisory Routes for Civil Turbojets. -
""""""""' Other Jet Routes
)ERAL JET ROUTE SYSTEM
IGHT LEVEL 24,000 FEET AND ABOVE)
-----------
N 0 R T H D A K 0 T A
...............
41
c 0
K•O T A
.............
..... ............
•
•
.1 : A ......
............... ... . .....
0
SOUND
MATTITUCK
FFOLK COUNTY
O AFB
q
COMPREHENSIVE
-AN OF AIRPORTS
_K COUNTY, NEW YORK
"mm
CHAS. ROSE
tt ORIENT PT.
SHELTER
ISLAND
~i AIRPORT (PROP.)
)y .
EASTHAMPTON
IH? ® AIRPORT
L..1
o�
Io
NEW I
LONDON I STRATFORD
'26
ELIZABETH
AIRFIELD FISHERS I.
BLOCK ISLAND
SOUND
GARDINERS
ISLAND
I
MONTAUK
I
i
I
AIRPORT LEGEND
O PRIVATE
B GENERAL AVIATION
® GENERAL AVIATION & LOCAL CARRIER
TRUNKLINE
4- INTERNATIONAL
O MILITARY
O HELIPORT
MALCOLM S. SPELMAN ASSOCIATES
CONNECTICUT
STAMFORD
-� LONG
1
�G } ISLAND
t
SUFFOLK COUNTY
U NTY AIRPORT (PROP.)
,l.
;RUMMAN
O t REPUBLIC DEER PARK
AIRFIELD ® AIRPORT
O
ea
AIRPORT
A
VTI C OCEAN
BRIDGEPORT
PORT JEFFERSON AIRPORT
(PROP.)
SUFFOLK COUNTY
MACARTHUR AIRPORT
DAVIS EDWARDS
e AIRPORT
5CALE Ix MILES g
I
5 10 n1
JURCE: U. S. GEOLOGICAL SURVEY—`
NEW HAVEN
IM
ISLAND
GRUMMAN AIRPORT
O
BROOOKHAVEN�NAT. LAB.CSUFFOLK
:_ iBROOKHAVENAIRPORT (MASTIC) �`,
COMPREH
PLAN OF A.
SUFFOLK COUNT
NEW
� � 1
t
�P
00J?
I PATERSON
CI
YORK
I y
I WESTCHESTER
COUNTY
% J
WHITE PLAINS STAMFORD
WESTCHESTER
COUNTY o
QO eI �
/ TETERBORO
AIRPORT / BRONX
W JERSEY
H
/ LONG } ISL
vARK AIRPORT % H?'LAGVARDIA p
AIRPORT
SUFFOLK COUNTY
NASSAU COUNTY AIRPORT (PROP.)
ROOSEVELT FIELD
QUEENS GRUMMAN
-zi O O I REPUBLIC T DI
O I m AIRFIELD
` MITCHEL AFB
N. Y. INT. AIRPORT j O
IDLEWILD / A�
N BROOKLYNy i e NQ
ZAHN'S
/ y ROCKVILLE CENTRE AIRPORT
, 1
FLOYD BENNETT N.
\ ATLANTI C
~o
n
POR l
T DISTRICT _ SCALE ]lit MILESSPORT BO
1_N' Y AUT ND ARY/ 0 5 ]p
�HORIn) SOURCE: U. S. GEOLOGICAL SURVEY
SUFFOLK COUNTY AIRPORT
Classification: Air Commerce Airport
type: Medium Hub
Community: Towns of Babylon and
Huntington
Location: 400 47'/730 20'
Elevation: 150
Acreage: Initial Stage
........
2,000
Final Stage
.......
3,000
Initial
Final
Stage
Stage
Runways: 4L -22R
8,000'
10,000'
4R -22L
8,000'
12,000'
R_2fi
10,000'
16,000'
1965 Aircraft Type: Turbine
Passengers: 1960 ..
None
1965 ....... 3,000,000
Ultimate TSO-N6b Category: Continental
Nonstop Flight Range: 2,500 Miles
Recommended Airport Development
1961-1965: Runways; taxiways; apron;
lighting; utilities; access roads; termi-
nal building; hangars; auto parking;
cargo building; fencing.
National Airport Plan 1959 includes a
new General Aviation Airport in this
approximate location in the Town of
Huntington.
• QKy.
Sj PZE
NOR�NER�
MELVILLE
HALF HOLLOW RD.
40' 47' 30 HALF
HOLLOW
i
p Wp,y i� �G % L
PARKA
ARE G ISLAND i // A
L 0 rl / i� ARE
Oy ,_ SUFFOLK COUNTY D
AIRPORT m 0000 %
m —
r
PARK / s"
/// AREA _ �/ j-26
r
10000
1j6p00 MPX f�
� � A
I_ r 0
p0\I'' E OGptF�l / 0
CO�011v `
+ / NATIONAL CEMETERY \ pR/NGS
• h
•� C7 LON(
\\ ! ROAD
SUFFOLK COL
SCALE IN FEE
o I 0 1000 200C
SOURCE: U. S. GEOLOG,
r
1
s
i
I
i
i• a
Q
PARK
/ AREA
cl,XAJ 1 0
_
G•{ ON
NU Ol gPe1�0N
OF
10`pIN O
y
PO p,VE•
O D
gRENZ
�O
Ile
DE
Q� ,co``S RD yo�`oPI, PARK
\ N
O Rp SVD
• ��
\ .o u 6
. EER PARK
GRAND D10-28
2G \S�PND R R \SoPND 5,600'
O `ON `ONG AIRPORT
� BIRCHWOOD
SUFFOLK COUNTY AIRPORT '
SCALE IN FEET
0 1000 2000 3000
I -..—I I I PARK
SOURCE: U. S. GEOLOGICAL SURVEY AREA
L
AIRPORT
o
Q STATE HOSPITAL +�
0
V)
1 0
XAOvAl�GI pN
SOON OF�XA Op p,; Z
10 O a
b
co V)
Q —
m
0
Z
0
H 1
r-
/
/
/
P
DEER PARK
GRpN° , . 10-29
3,600'--
• AIRPORT ,
• BIRCHWOOD '
v
PARK
AREA
DEER PARK AIRPORT
Classification: Air Commerce Airport
Passengers: 1960 .......... 100
from previous General Aviation
1965 .......... 50,000
Airport
Ultimate TSO-N6b Category: Local
Type: Trunk 1961-1965
Executive and co -terminal Trunk
E
Nonstop Flight Range: 200 Miles
Community: Deer Park, Town of
Runways: New 4-22 6,000'
Babylon
New 10-28 5,000'
Location: 40° 45'/73° 19'
1965 Aircraft Type: Piston and Turbine
Elevation: 78
Recommended Airport Development
1961-1965: Runways; taxiways; apron;
Acreage: Existing ............ 50
lighting; utilities; access roads and auto
Final Stage .......... 370
parking; terminal building; fencing.
Based Aircraft: 1960 .......... 200
On National Airport Plan 1959 as Gen -
1965 .......... 400
eral Aviation Airport.
i
MAcARTHUR AIRPORT
Classification: Air Commerce Airport Passengers: 1960 .......... 2,000
General Aviation Airport 1965 .......... 50,000
Type: Small Hub
Executive 1965 Aircraft Type: Piston and Turbine
Community: Town of Islip Nonstop Flight Range: 200 Miles
Location: 40' 42'/73' 06'
Elevation: 98 Ultimate TSO-N6b Category: Local
Acreage: 1,300 Recommended Airport Development
Based Aircraft: 1960 .......... 50 1961-1965: Extend runways; taxiways;
1965 .......... 200 terminal building; cargo building; hang -
Final ars; lighting; access roads; auto park -
Existing Stage ing.
Runways: 6-24 5,000' 9,000'
10-28 5,000' 6,000' On National Airport Plan 1959 as Gen -
14 -32 5,000' 7,000' eral Aviation Airport.
RONKONKOMA
LONG ISLAND R. R.
1
,
v
- � I
vFrFRgNs
MEMORIAL HY.
I
� d
,
v
�
v
�
=
1
O
z
D
m
1.
I BOHEMIA
M SCALE IN FEET
0 1000 2000 3000
o
N' I SOURCE: U. S. GEOLOGICAL SURVEY
CHURCH AVE.
MACARTHUR
AIRPORT
a
HOLBROOK
40' 47'
t r '
•
BROOKHAVEN AIRPORT
(MASTIC FLIGHT STRIP
Classification: Air Commerce Airport
Type: Small Hub
Executive
Community: Moriches, Town of Brook-
haven
Location: 40° 49'/72° 52'
Elevation: 70 Ultimate TSO-N6b Category: Trunk
Acreage: Existing ........... 565 Recommended Airport Development
Final Stage ........ 1,100, 1961-1965: Land; new runway; run-
way extension; taxiways; apron; light -
1965 Aircraft Type: Piston; turbine ing; operations building; auto parking;
Nonstop Flight Range: 200 Miles fencing.
Based Aircraft: 1960 .......... 50 On National Airport Plan 1959 as Gen -
1965 .......... 300 eral Aviation Airport.
Existing
Final
or Initial
Stage
Runways: 15-33
6,000'
7,500'
7-25
6,000'
9,000'
Passengers: 1960 .........
None
1965 .........
150,000
Elevation: 70 Ultimate TSO-N6b Category: Trunk
Acreage: Existing ........... 565 Recommended Airport Development
Final Stage ........ 1,100, 1961-1965: Land; new runway; run-
way extension; taxiways; apron; light -
1965 Aircraft Type: Piston; turbine ing; operations building; auto parking;
Nonstop Flight Range: 200 Miles fencing.
Based Aircraft: 1960 .......... 50 On National Airport Plan 1959 as Gen -
1965 .......... 300 eral Aviation Airport.
0
--T >
i
w � Q
J
O
• w r
wQ
MORic ES3:
YAPHANK RD.
i
40° 50'
l�
m =i
Ln 3
� o
m
m
G
a \AZO
2
�L
to
O
i G
r
SHIPLEY
SCALE IN FEET
th
0 1000 2000 3000
� I�111 i
N SOURCE: U. S. GEOLOGICAL SURVEY
MONS PUK N�
LONG
ISLAND R. P.
MASTIC C
BROOKHAVEN AIRPORT
(MASTIC FLIGHT STRIP)
= w wa %pt, % AMEMPP"- -.;W�T-- A*� 'M
K
� _ e .�' ` Via♦ � f ' � t�
EAST HAMPTON AIRPORT
Classification: Air Commerce Airport
General Aviation
Type: Local Non -Hub
Executive
Community: East Hampton, Town of
East Hampton
Location: 40° 57'/72° 15'
Elevation: 40
Acreage: Existing ...........
600
Final Stage ........
900
Final
Existing
Stage
Runways: 8-26 4,200'
8,000'
4-22 2,500'
7,000'
14-32 2,500'
—
Based Aircraft: 1960 ......... 50
1965 ......... 300
Passengers: 1960 ........... 500
1965 ........... 25,000
Nonstop Flight Range: 200 Miles
1965 Aircraft Type: Piston; turbine
Ultimate TSO-N6b Category: Local and
trunk
Recommended Airport Development
1961-1965: Land; runway extensions;
taxiways; apron; lighting; terminal
building; hangars; access roads; fenc-
ing.
On National Airport Plan 1959 as Gen-
eral Aviation Airport.
I
SCALE IN FEET
0 1000 2000 3000
�n
.-
SOURCE: U. S. GEOLOGICAL SURVEY
n
pG�p,N
EASTHAMPTON
AIRPORT
a®
Im
TWO HOLES
�n
cq TFD
� `qG
��IFR
O
NgRe R
Rp
RO
O
HARBOR—EAST
HAMPTON
JP k
S qG
Q�
EXiSrrN�
POWER
VIE
e
R D.
Q
�t
i
R/MPjpN
4,200' b,000' X M O EAST Hg40° 5T 30"
�.` (8,000' MAX.) X
x
+
_IL
\ TED ER 11NE
POW
MIDHAMPTON
01.
Z
�Q
MONT AVK
04-
4Z
11
WAINSCOTT
ao
SCALE IN FEET
0 1000 2000 3000
�n
.-
SOURCE: U. S. GEOLOGICAL SURVEY
n
pG�p,N
EASTHAMPTON
AIRPORT
a®
Im
MATTITUCK AIRPORT
Classification: Air Commerce Airport
General Aviation Airport
Type: Non -Hub
Executive or Commercial
Community: Mattituck, Town of
Southold
Location: Relocate from 400 59'/720 32'
to 400 01'/72° 31'
g g .............
Acreage: Existing
70
New Location .......
470
Elevation: 30
Runways: Existing 0-18
2,500'
New 2-20
4,000'
New 10-28
4,000'
Based Aircraft: 1960 ........... 12
1965 ........... 50
Passengers: 1960 ............ 50
1965 ............ 1,000
1965 Aircraft Type: Piston
Nonstop Flight Range: 200 Miles
Ultimate TSO-N6b Category: Local
Recommended Airport Development
1961-1965: Land; relocate airport;
clearing; new runways; taxiway; apron;
lighting; operations building; auto
parking; fencing.
On National Airport Plan 1959 as Gen-
eral Aviation Airport.
i
i
\
\
i V \
F
\17
1
y �1 4,000'
AIRPORT
(RELOCATED)
D
/
, N I
1
o �
• O
•�� 4: AVE. J ��
S�FFOIK
.y •MATTITUCK 11�
J 11�
%`�• r Z o11 C4
\- AIRPORT
' G
GRE
P� PEC
qel
b
ri
N
n
`y�,P�' ' C U
1 O
°c JL10-26
_
SCALE IN FEET
0 1000 2000 3000
SOURCE: U. S. GEOLOGICAL SURVEY
MATTITUCK
AIRPORT
;UE
41 ° 00'
U
MONTAUK AIRPORT
Classification: General Aviation Airport Based Aircraft: 1960 .......... 50
Air Commerce Airport 1965 .......... 200
Type: Executive
Non -Hub
Community: Montauk, Town of East
Hampton
Location: 41' 05'/71' 55'
Elevation: 5
Acreage: Existing 230
Final Stage ......... 460
Runways: 5-23
10-28
Final
Existing Stage
3,500' 3,500'
— 5,000'
i
1965 Aircraft Type: Piston
Passengers: 1960 ............ 500
1965 ............ 5,000
Ultimate TS®-N6b Category: Local
Recommended Airport Development
1961-1965: Land; runway; taxiways;
apron; operations bulding; lighting;
auto parking; hangars.
On National Airport Plan 1959 as Gen-
eral Aviation Airport.
Ln
Ln
n O SHAGW
r., NG PT.
41 5' LONG ISLAND SOUND N
+
40
10-28
70-0(y 70,
5' goo PFJ
OYSTER
U S. COAST PROSPECT HILL POND
GUARD RES.
<0
STAR
ISLAND
� 10,0,tAl U. S. COAST GUARD
RESERVATION
LE IN2000T
0 ce PJA
0 1000 2000 3000 MONTAUK
I - AIRPORT
SOURCE: U. S. GEOLOGICAL SURVEY
m
ZAHN'S AIRPORT
Classification: General Aviation Airport
Based Aircraft: 1960 .......... 300
Type: Executive
1965 .......... 500
Community: Amityville, Town of
1965 Aircraft Type: Piston
Babylon
Ultimate TSO-N6b Category: Local
Location: 40° 42'/73° 24'
Elevation: 54
Recommended Airport Development
1961-1965: Land; widen and extend
Acreage: Existing.
g ' ' '
130
runways; taxiways; apron; terminal
.
Final Stage ........
210
building and tower; additional light -
Final
ing; hangars; auto parking; fencing.
Existing
Stage
Runways: 16-34 4,200'
6,000'
On National Airport Plan 1959 as Gen -
9 -27 3,000'
4,800'
eral Aviation Airport.
���,oj
^ ST. CHARLES
REPUBLIC CEMETERY m
AIRFIELD
li I-
0
O
0
YL Im
S.1 PSE
PKC '
sQ�j��RN
--I
' FARM/ GDq�E RD
1 t
G
NS �
4,800 — / N
r - = ' • U ZAHN / n
1 r AIRPORT
40° 42'30"
a -
C iii•' �1
a
1 '
7-
i
71
DTn r . 11
c
��0 NORTH > ,�•e. N\
0 o - AMITYVILLE
r
co
`i
E�'
SVNR\S
1
LINDENHURST
COPIAGUE
SCALE IN FEET
0 1000 2000 3000
i�
SOURCE: U. S. GEOLOGICAL SURVEY
ZAHN'S AIRPORT
ham' Al. ••:�rf�`
�y ?7�/.� YY
'�`A"
4
d� �� ' ]�� Y t • .i• E%1
j "" i-- �at�iii' a�3 `� ��ryn�trF`5�1± � ��,y� I*' �•
l
le
S�S?�i "'"-+�� /.a }. a Sy $rad � .y. f < x-31 � 4e✓1m`�((v�,e1
•' f7,. 17 I�b. 94 .. _� ♦fir ;�.A�:�,r,Yj .
WisiOR
�ia6 i N' rr r y
a
fir ~ �1 i•' ib K
£• ' kyr .'+POlig
ORM Y 7
oil
II
DAVIS - EDWARDS AIRPORT
Classification: General Aviation Airport
Type: Executive
Community: Patchogue, Town of Brook-
haven
Location: 40° 45'/73° 03' in Bayport,
Town of Islip
Acreage: Existing ............ 30
Final Stage ......... 260
Elevation: 41
Based Aircraft: 1960 .......... 40
1965 .......... 300
1965 Aircraft Type: Piston
Ultimate TSO-N6b Category: Local
Recommended Airport Development
1961-1965: Land; new paved run-
ways; taxiways; operations building;
hangars; auto parking; fencing.
Not included on National Airport Plan-
1Q1;Q
Existing Stage Included in Airman's Guide of U. S.
Runways: 16-34 2,720' 4,800' Department of Commerce, located at
6-24 — 5,000' Bayport, N. Y. Type: Public.
IN
PORT JEFFERSON AIRPORT
Classification: General Aviation Airport Based Aircraft: 1960 ......... None
Type: Executive
1965 ......... 400
Community: Port Jefferson, Town of
Brookhaven
Location: 40° 33'/73° 04'
Elevation: 130
Acreage: 1,500
Runways: 4-22
12-30
Initial
Final
Stage
Stage
5,000'
8,000'
5,000'
8,000'
Ultimate TSO-N6b Category: Local
1965 Aircraft Type: Piston
Recommended Airport Development
1961-1965: Land; clearing; runways;
taxiways; apron; lighting; operations
building; hangars; auto parking; ob-
struction lighting; fencing.
This airport will be in lieu of a new air-
port included on the National Airport
Plan 1959 to be located at Hauppauge.
N
0
C �
A
n O
m
0
3SBOH
,
O m
701 D
8
K
POWER LINE
C
o0
HAMMOND RD.
/ t
• O
3�
ai
rn
NORTH COLEMAN
ti
I `+ 14-
o
';
1
A_
AIRPORT BOUNDAR
o
BOYLE
1 RD.
! a
_D
c- .
... .
�M ,
N
� �
TERRYVILLE
RD.
rp
X
Z
(n EVERGREEN
DR.
JAYNE
BLVD.
Z
I . %
ORIENT POINT AIRPORT
(CHARLES ROSE
Classification: General Aviation Airport
Type: Commercial
Community: Orient, Town of Southold
Location: 41' 09'/72° 16'
Elevation: 10
Acreage: Existing ............. 40
Final Stage 70
Runways: 16-34
7-25
Final
Existing Stage
1,600' 1,800'
— 4,200'
Based Aircraft: 1960 ........... 5
1965 ........... 50
1965 Aircraft Type: Piston
Ultimate TSO-N6b Category: Local
Recommended Airport Development
1961-1965: Land; new runway; taxi-
way; apron; lighting; operations build-
ing; hangar; auto parking.
41' 07' 30"
1 ".
LONG ISLAND SOUND
i
RD•
LONG BEACH BAY
SCALE IN FEET
0 1000 2000 3000
I
SOURCE: U. S. GEOLOGICAL SURVEY
P\�eOlo,zS�
/ ORIENT
POINT
a
� do
D
A.
T
co
4
ORIENT PT.
i
0
ORIENT BEACH
STATE PARK
CHARLES ROSE AIRPORT
ORIENT POINT
�n
N
0
SHELTER ISLAND AIRPORT
i
Classification: General Aviation Airport
Not included on National Airport Plan
1959.
Type: Special
Community: Town of Shelter Island
Airman's Guide of U. S. Department of
Commerce lists Westmoreland Farm
Location: 41° 03'/72° 17'
t
Airport on Shelter Island, privately
owned by James Roe; limited use; not
Elevation: 40
open to public.
e
Acreage: 60
New York State Directory of Airports
Runways: 6-24 5,000'
lists existing Shelter Island Airport,
14-32 5,000'
located 0.5 miles east of Shelter Island
near center of Town of Shelter Island.
Based Aircraft: 1960 ........ None
1965 50
This new Airport will be located on unde-
veloped land at Gibson's Beach on the
1965 Aircraft Type: Piston
east side of Shelter Island. Due to its
Ultimate TSO-N6b Category: Local
small size and location, the existing
Shelter Island Airport cannot be ade-
Recommended Airport Development
quately developed and its operations
" 1961-1965: Land; clearing; grading;
should be transferred to the new Air -
runways; taxiways; apron; lighting; op-
port, including, if possible, its operat-
erations building; hangar; auto parking.
ing facilities and personnel.
�:.
0
r`
N
SHELTER ISLAND
I
SMITH \ `
I.
COVE
NO
O � �
O ` o
Al' 2' 30" F,
o
o �
MAJORS
SHELTER HARBOR
ISLAND
SOUND
NORTH
HAVEN
SCALE IN FEET
0 1000 2000 3000
IW �
SOURCE: U. S. GEOLOGICAL SURVEY
h
s
s
GARDINER'S BAY
NICHOL'S
POINT
p0
MA5H0MACK
POINT
SHELTER ISLAND
AIRPORT
smil-L, VII,
9
'" f . .
FISHERS ISLAND AIRPORT
(ELIZABETH AIRFIELD
Classification: General Aviation Airport
Type: Special
Community: Fishers Island, Town of
Southold
Location: 41' 15'/72' 01'
Elevation: 10
Acreage: Existing .............
25
Final Stage ..........
35
Final
Existing
Stage
Runways: 7-25 2,200'
5,000'
10-28 2,800'
2,800'
Based Aircraft: 1960 ... _ .......
5
1965 ..
50
1965 Aircraft Type: Piston
Ultimate TSO-N6b Category: Local
Recommended Airport Development
1961-1965: Land; shore protection;
extend runway; taxiway; apron; op-
erations building; hangars; additional
lighting; auto parking; clearing and
demolition.
This Airport is part of the former Fort
H. G. Wright Military Reservation
and is on the National Airport Plan
1959. It has been maintained in sound
condition by the Fishers Island Ferry
District and should now be improved
and expanded for wider use as part of
the Suffolk County airport system.
. , 'r,f
' w
FORT H. G. WRIGHT
MIL. RES.
RACE PT.
so�
a°
O
P�
NORTH
HILL
" HAY
HARBOR
J
WEST
HARBOR
GOLF
COURSE f
RES. t
`�'• ' • •� MT. PROSPECT
1p-28 `
2,800'
SCALE IN FEET
0 1000 2000 3000
I�1f
SOURCE: U. S. GEOLOGICAL SURVEY
WILDERNESS PT.
BLOCK ISLAND SOUND
FISHERS ISLAND
ELIZABETH AIRPORT
41' 15' I
" , FW- . .