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Cost sharing Another element to consider in establishing priorities is how and when the project is to be funded. Revenues for airport development and operation come from the system users in the form of passenger ticket taxes, aviation fuel taxes, aircraft and parts taxes, landing fees, hanger leases, licensing fees, aircraft owners corporate taxes, concessions, and other miscellaneous income. These revenues are collected by various governmental and private entities which under their own set of laws, rules and regulations determine how the funds are to be disbursed. Figure 2, on the following page summarizes the estimated level of cost- sharing by federal, state, and local sotuces of revenue for the development program recommended for each reliever airport. The various revenue disbursement schemes usually involve formulas and criteria for funding participation rates. It also involves consideration of annual appropriations and budget limitations also, legal limits on bonding authority and debt-service requirements. A general sense of the participation rate from the various revenue sources is depicted in exhibit A. System considerations As each airport has matured a system role has been defined regarding its function and future level of development. The inventory section of the report identifies the current amount of development that has occurred at each airport and individual airport long term comprehensive plans indicate what additional enhancements appear to be needed to meet demand within a specified time horizon. As the system matures there are changes in the types of investments. When an airport is added to the system it involves land acquisition, airfield development, adding aircraft hangers and initial support facilities. As the airport grows, the focus changes to improving safety, minimising environmental impacts, optimizing operations and finally maintaining assets. The recommended development program has been categorized in exhibit B, to show the relative amounts of capital investments associated with: • maintenance activities such as reconditioning, rehabilitation, resurfacing, etc. • safety, involving airfield lighting, landing and navigation aids, etc. • environmental, to meet air, noise and water quality requirements, etc. • land acquisition for ground access to the airport, airport expansion, etc. • airside development, such as runways and taxiways; • landside development, such as FBO facilities, ramps, aprons and aircraft hangars and other support facilities. These categories aze not mutually exclusive, but have been defined to give a sense of how the focus of priorities can shift over time. ~J