TagStanley M. Greenfield(1)

· "There is a vital need for· ne , ai~rts to relieve ex- isting ones at or near ·criti· cal capacity, for example in northeast .(Bos- . ton•Washington; D. C.). · "Yet .only two major hub airports ·are being built - Kansas City and Dallas- Fort Worth .. . to put it more bluntly,. the American air-transportation system is in a crunch," Greenfield· said. He said the environmental impact of the aircraft indus- try, in the. opinion of -the public, centers on airports and not airplanes. An airpvrt has a primary environmental impact from noise pollution and ai r and water pollution, includ- ing waste oils, coming di· rectly from the airport. The secondary impact involves the pollution j:!enerate<f by industrial traffic and resi- dential areas attracted to , the vicinity ·of ·an airport. · The secondary effect of an airport can "produce large local impacts,'~ Greenfield said. The use of buffer zones requires land around the airport and it can be used in a number of ways, whi.ch cause pollution and traffic. "T he · implications for very large airports are great," he said. "Satellite industries attracted to San Francisco International Air- port, for instance, account for 90,000 jobs and 130 zoned industrial parks are locating within 3() miles of the new Dallas-Fort Worth airport. "It is obvious that plan- ning for only the primary impact of an airport will in- volve us in a vicious pollu- tion cycle, expensive and possibly insoluble as activi- ty grows unplanned around…