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The scheduled airlines enjoyed a significant market share on <br />fast, comfortable, and -convenient transportation for many years. <br />The airlines, however, serve only about 400 airports and 15 of <br />these 400 generate approximately 70 percent of their total <br />passenger traffic. General aviation, meanwhile, complements the <br />national air transportation system with a network of over 12,500 <br />airports. Despite the many instances of deregulation's negative <br />impacts on service, the scheduled and commuter airlines can be <br />expected to remain important competitors in areas served by air <br />carrier airports. <br />Inter -city bus and rail service offer alternative transportation <br />modes, however, often their schedules are far less convenient <br />and more time consuming. Their roles as competitors to aviation <br />has virtually disappeared in the business sector other than for <br />transporting certain types of packages and cargo. Their roles <br />have also greatly diminished in the recreation passenger arena <br />as well due to increased value placed on leisure time, limited <br />service, and convenience. <br />4.6 "NO ACTION" ALTERNATIVE <br />The "no action" alternative is for the City not to acquire or <br />improve the airport. From a short term economic perspective <br />this alternative would be the least costly to the City. The <br />major drawback to this alternative, however, is that it is <br />increasingly difficult for privately owned airports to raise the <br />needed capital to build facilities capable of meeting aviation <br />demand. That demand is evidenced by the number of based <br />aircraft at the existing field and by the support of both <br />current and potential business users. There is little doubt <br />that if the airport would not be acquired by the City, that <br />ultimately the opportunity would be lost to development <br />pressure, and aviation needs would have to be met at other <br />facilities. <br />The City still would need to address airport safety zoning and <br />land use compatibility issues if the airport would be expected <br />to continue operations as a privately owned facility for any <br />length of time. Any potential private investors in facility <br />improvements, hangars, or aviation related business improvements <br />would necessarily be concerned that adequate controls are in <br />place so that their investment could be fully amortized. <br />All adverse environmental impacts associated with the proposed <br />development at Gateway North Industrial Airport would be <br />eliminated with the selection of the "no action" alternative. <br />"No action" would not require the removal of existing homesites <br />and businesses, the relocation of residences, or the removal of <br />vegetation. Short term adverse effects attributed to construc- <br />tion operations would also be eliminated. <br />4-14 <br />