Keeping their eyes on the skies: Jet aviation, Delta Air Lines and the growth of Atlanta

Journal of Transport History

Volumn 21, Issue 1, 2000, Pages 73-91

  Whitelegg, Drew ^a  

^a NONE

Author keywords

Airport cities; Atlanta Ga; Commercial jet aviation; Delta Air Lines; Urban boosterism

Indexed keywords

AIR TRANSPORTATION; HISTORICAL GEOGRAPHY; TRANSPORTATION DEVELOPMENT; TWENTIETH CENTURY;

ATLANTA; GEORGIA; UNITED STATES;

EID: 0034128229     PISSN: 00225266     EISSN: None     Source Type: Journal    
DOI: 10.7227/TJTH.21.1.5     Document Type: Article

References (100)

1. For a thematic approach to the role of airports within this competitive network see D. Sudjic, The 100 Mile City (1992), pp. 143-63. A useful discussion of the European context can be found in O. Sutton, 'Airports boost Europe's entrepreneurial cities', Interavia 49 (1993), pp. 40-3. The world scenario is addressed in J. Moffatt, 'The world's airports: gateways to growth,' Airport Technology International (1997), pp. 11-14. The problems of airport expansion are well dealt with by Colin Simmons and Viv Caruana, 'Neighbourhood issues in the development of Manchester Airport, 1934-82', Journal of Transport History 15, 2 (1994), pp. 117-43.
2. For a thematic approach to the role of airports within this competitive network see D. Sudjic, The 100 Mile City (1992), pp. 143-63. A useful discussion of the European context can be found in O. Sutton, 'Airports boost Europe's entrepreneurial cities', Interavia 49 (1993), pp. 40-3. The world scenario is addressed in J. Moffatt, 'The world's airports: gateways to growth,' Airport Technology International (1997), pp. 11-14. The problems of airport expansion are well dealt with by Colin Simmons and Viv Caruana, 'Neighbourhood issues in the development of Manchester Airport, 1934-82', Journal of Transport History 15, 2 (1994), pp. 117-43.
3. For a thematic approach to the role of airports within this competitive network see D. Sudjic, The 100 Mile City (1992), pp. 143-63. A useful discussion of the European context can be found in O. Sutton, 'Airports boost Europe's entrepreneurial cities', Interavia 49 (1993), pp. 40-3. The world scenario is addressed in J. Moffatt, 'The world's airports: gateways to growth,' Airport Technology International (1997), pp. 11-14. The problems of airport expansion are well dealt with by Colin Simmons and Viv Caruana, 'Neighbourhood issues in the development of Manchester Airport, 1934-82', Journal of Transport History 15, 2 (1994), pp. 117-43.
4. For a thematic approach to the role of airports within this competitive network see D. Sudjic, The 100 Mile City (1992), pp. 143-63. A useful discussion of the European context can be found in O. Sutton, 'Airports boost Europe's entrepreneurial cities', Interavia 49 (1993), pp. 40-3. The world scenario is addressed in J. Moffatt, 'The world's airports: gateways to growth,' Airport Technology International (1997), pp. 11-14. The problems of airport expansion are well dealt with by Colin Simmons and Viv Caruana, 'Neighbourhood issues in the development of Manchester Airport, 1934-82', Journal of Transport History 15, 2 (1994), pp. 117-43.
5. The best description of the city's early days as a railroad town is J, Russell, Atlanta, 1847-1890: city building in the old south and new (Baton Rouge LA, 1988). On the railroad's impact on early settlement see R. Roark, 'Atlanta: urban patterns', in The American Institute of Architects Guide to Atlanta (Atlanta GA, 1975), pp. 12-23. On Georgia's railroad boosters and the expansion of the rail network see P. DeCredico, Patriotism for Profit: Georgia's urban entrepreneurs and the Confederate war effort (Chapel Hill NC, 1990).
6. The best description of the city's early days as a railroad town is J, Russell, Atlanta, 1847-1890: city building in the old south and new (Baton Rouge LA, 1988). On the railroad's impact on early settlement see R. Roark, 'Atlanta: urban patterns', in The American Institute of Architects Guide to Atlanta (Atlanta GA, 1975), pp. 12-23. On Georgia's railroad boosters and the expansion of the rail network see P. DeCredico, Patriotism for Profit: Georgia's urban entrepreneurs and the Confederate war effort (Chapel Hill NC, 1990).
7. The best description of the city's early days as a railroad town is J, Russell, Atlanta, 1847-1890: city building in the old south and new (Baton Rouge LA, 1988). On the railroad's impact on early settlement see R. Roark, 'Atlanta: urban patterns', in The American Institute of Architects Guide to Atlanta (Atlanta GA, 1975), pp. 12-23. On Georgia's railroad boosters and the expansion of the rail network see P. DeCredico, Patriotism for Profit: Georgia's urban entrepreneurs and the Confederate war effort (Chapel Hill NC, 1990).
8. Of course this episode provided one of Hollywood's most famous scenes, Scarlett O'Hara's negotiation of the masses of wounded Confederate soldiers in Gone with the Wind. Atlanta became the centre of the Third Military District and the capital of Georgia in 1868 (reconstruction Georgia being the only state to move its capital). H. Rabinowitz, 'Continuity and change: southern urban development, 1860-1900', in B. Brownell and D. Goldfield (eds), The City in Southern History: the growth of urban civilization in the south (Port Washington NY, 1977), gives some indication of the damage done in Atlanta and other southern cities. The best account of the changing of the capital can be found, not surprisingly, in a history of the former one, Milledgeville. See J. Bonner, Milledgeville: Georgia's ante-bellum capital (Athens GA, 1978), pp. 215-32.
9. Of course this episode provided one of Hollywood's most famous scenes, Scarlett O'Hara's negotiation of the masses of wounded Confederate soldiers in Gone with the Wind. Atlanta became the centre of the Third Military District and the capital of Georgia in 1868 (reconstruction Georgia being the only state to move its capital). H. Rabinowitz, 'Continuity and change: southern urban development, 1860-1900', in B. Brownell and D. Goldfield (eds), The City in Southern History: the growth of urban civilization in the south (Port Washington NY, 1977), gives some indication of the damage done in Atlanta and other southern cities. The best account of the changing of the capital can be found, not surprisingly, in a history of the former one, Milledgeville. See J. Bonner, Milledgeville: Georgia's ante-bellum capital (Athens GA, 1978), pp. 215-32.
10. H. Preston, Automobile Age Atlanta: the making of a southern metropolis, 1900-1930 (Athens GA, 1979), provides an excellent study of this period. A system of viaducts was introduced downtown that effectively raised the street level by one storey and almost relegated the railroad to a position of invisibility,
11. Hartsfield played a conventional booster trick, invinng the relevant FAA official to a civic reception in Atlanta, and lavishing on him all that the city and Coca-Cola money could bestow. On Hartsfield see H. Martin, William Berry Hartsfield, Mayor of Atlanta (Athens GA, 1978).
12. Some of the information regarding the airport comes from interviews conducted in Atlanta with Miguel Southwell, Manager of Marketing, Hartsfield Atlanta International Airport (16 February 1995), and Nancy Nolan, Senior Project Manager, Economic Development, and Jeff Radar, Transportation Manager, Atlanta Chamber of Commerce (14 February 1995). The most comprehensive accounts of Atlanta's airport development can be found in B. Braden and P. Hagen, A Dream takes Flight: Hartsfield Atlanta International Aiport and aviation in Atlanta (Athens GA, 1989), and in Hartsfield Atlanta International Airport Historical Pamphlet (Atlanta GA, n.d.). A useful pictorial guide, which includes much advertising and promotional material, is G. Cearley, Jr, A Pictorial History of Airline Service at Atlanta (Dallas TX, 1991).
13. Some of the information regarding the airport comes from interviews conducted in Atlanta with Miguel Southwell, Manager of Marketing, Hartsfield Atlanta International Airport (16 February 1995), and Nancy Nolan, Senior Project Manager, Economic Development, and Jeff Radar, Transportation Manager, Atlanta Chamber of Commerce (14 February 1995). The most comprehensive accounts of Atlanta's airport development can be found in B. Braden and P. Hagen, A Dream takes Flight: Hartsfield Atlanta International Aiport and aviation in Atlanta (Athens GA, 1989), and in Hartsfield Atlanta International Airport Historical Pamphlet (Atlanta GA, n.d.). A useful pictorial guide, which includes much advertising and promotional material, is G. Cearley, Jr, A Pictorial History of Airline Service at Atlanta (Dallas TX, 1991).
14. Of the required $18 million for the new terminal, the federal government supplied about $3 million; Martin, William Berry Hartsfield, pp. 111-12. With a revenue bond, the borrower pledged that the income of the airport would be sufficient to cover about 1-2-1-4 times the cost of interest and capital repayments. With a general obligation bond, the borrower pledged full faith, credit and taxing power to the city. In the United States, by the 1970s, about a quarter to half of capital repayments of larger airports were from revenue bonds. See B. Schroder, 'Airport economics and financing', Proceedings of the Fifth Institution of Civil Engineers (1976), pp. 63-76. For a more recent discussion see H. Kluckhohn, 'Financing US airports', in N. Ashford and C. Moore (eds), Airport Finance (New York, 1992), pp. 26-55, and A. Graham, 'Airports in die US', in R Doganis, The Airport Business (1992), pp. 188-206.
15. Of the required $18 million for the new terminal, the federal government supplied about $3 million; Martin, William Berry Hartsfield, pp. 111-12. With a revenue bond, the borrower pledged that the income of the airport would be sufficient to cover about 1-2-1-4 times the cost of interest and capital repayments. With a general obligation bond, the borrower pledged full faith, credit and taxing power to the city. In the United States, by the 1970s, about a quarter to half of capital repayments of larger airports were from revenue bonds. See B. Schroder, 'Airport economics and financing', Proceedings of the Fifth Institution of Civil Engineers (1976), pp. 63-76. For a more recent discussion see H. Kluckhohn, 'Financing US airports', in N. Ashford and C. Moore (eds), Airport Finance (New York, 1992), pp. 26-55, and A. Graham, 'Airports in die US', in R Doganis, The Airport Business (1992), pp. 188-206.
16. Of the required $18 million for the new terminal, the federal government supplied about $3 million; Martin, William Berry Hartsfield, pp. 111-12. With a revenue bond, the borrower pledged that the income of the airport would be sufficient to cover about 1-2-1-4 times the cost of interest and capital repayments. With a general obligation bond, the borrower pledged full faith, credit and taxing power to the city. In the United States, by the 1970s, about a quarter to half of capital repayments of larger airports were from revenue bonds. See B. Schroder, 'Airport economics and financing', Proceedings of the Fifth Institution of Civil Engineers (1976), pp. 63-76. For a more recent discussion see H. Kluckhohn, 'Financing US airports', in N. Ashford and C. Moore (eds), Airport Finance (New York, 1992), pp. 26-55, and A. Graham, 'Airports in die US', in R Doganis, The Airport Business (1992), pp. 188-206.
17. Of the required $18 million for the new terminal, the federal government supplied about $3 million; Martin, William Berry Hartsfield, pp. 111-12. With a revenue bond, the borrower pledged that the income of the airport would be sufficient to cover about 1-2-1-4 times the cost of interest and capital repayments. With a general obligation bond, the borrower pledged full faith, credit and taxing power to the city. In the United States, by the 1970s, about a quarter to half of capital repayments of larger airports were from revenue bonds. See B. Schroder, 'Airport economics and financing', Proceedings of the Fifth Institution of Civil Engineers (1976), pp. 63-76. For a more recent discussion see H. Kluckhohn, 'Financing US airports', in N. Ashford and C. Moore (eds), Airport Finance (New York, 1992), pp. 26-55, and A. Graham, 'Airports in die US', in R Doganis, The Airport Business (1992), pp. 188-206.
18. US Bureau of the Census, Historical Statistics of the US (Washington DC,1975), p. 769.
19. J. Hamilton, 'Delta Airlines: the pre-jet age', Air-Britain Digest, January-February (1985), pp. 4-5. The story of Delta's growth up to 1980 has been adequately covered by W. Lewis and W. Newton, Delta: the history of an airline (Athens GA,1979), though the tone is somewhat uncritical of the Delta hierarchy. A more damning account concerning more recent decisions may be found in S. Davis, Debunking the Myth (Atlanta GA, 1988).
20. J. Hamilton, 'Delta Airlines: the pre-jet age', Air-Britain Digest, January-February (1985), pp. 4-5. The story of Delta's growth up to 1980 has been adequately covered by W. Lewis and W. Newton, Delta: the history of an airline (Athens GA,1979), though the tone is somewhat uncritical of the Delta hierarchy. A more damning account concerning more recent decisions may be found in S. Davis, Debunking the Myth (Atlanta GA, 1988).
21. J. Hamilton, 'Delta Airlines: the pre-jet age', Air-Britain Digest, January-February (1985), pp. 4-5. The story of Delta's growth up to 1980 has been adequately covered by W. Lewis and W. Newton, Delta: the history of an airline (Athens GA,1979), though the tone is somewhat uncritical of the Delta hierarchy. A more damning account concerning more recent decisions may be found in S. Davis, Debunking the Myth (Atlanta GA, 1988).
22. Atlanta Constitution, 23 January 1957; Floyd Hunter, Community Power Structure (Chapel Hill NC, 1953). Hunter followed up his study in Community Power Succession (Chapel Hill NC, 1980), For revisions to and critiques of Hunter's Atlanta work see M. Jennings, Community Influential (New York, 1964), and C. Stone, Regime Politics (Lawrence KS, 1989).
23. Atlanta Constitution, 23 January 1957; Floyd Hunter, Community Power Structure (Chapel Hill NC, 1953). Hunter followed up his study in Community Power Succession (Chapel Hill NC, 1980), For revisions to and critiques of Hunter's Atlanta work see M. Jennings, Community Influential (New York, 1964), and C. Stone, Regime Politics (Lawrence KS, 1989).
24. Atlanta Constitution, 23 January 1957; Floyd Hunter, Community Power Structure (Chapel Hill NC, 1953). Hunter followed up his study in Community Power Succession (Chapel Hill NC, 1980), For revisions to and critiques of Hunter's Atlanta work see M. Jennings, Community Influential (New York, 1964), and C. Stone, Regime Politics (Lawrence KS, 1989).
25. Atlanta Constitution, 23 January 1957; Floyd Hunter, Community Power Structure (Chapel Hill NC, 1953). Hunter followed up his study in Community Power Succession (Chapel Hill NC, 1980), For revisions to and critiques of Hunter's Atlanta work see M. Jennings, Community Influential (New York, 1964), and C. Stone, Regime Politics (Lawrence KS, 1989).
26. Atlanta Constitution, 23 January 1957; Floyd Hunter, Community Power Structure (Chapel Hill NC, 1953). Hunter followed up his study in Community Power Succession (Chapel Hill NC, 1980), For revisions to and critiques of Hunter's Atlanta work see M. Jennings, Community Influential (New York, 1964), and C. Stone, Regime Politics (Lawrence KS, 1989).
27. See B. Luckingham, Phoenix (Tucson AZ, 1989). On Dallas-Fort Worth see E. Bulban, 'Dallas/Ft. Worth seeks new gateway role', Aviation Week and Space Technology, 15 November (1971), pp. 81-9, and D. Boxshall, 'The Economic Impact of the Dallas-Fort Worth Regional Airport on the Southern Metroplex', unpublished M.Sc. dissertation, Birkbeck College, University of London (1981).
28. See B. Luckingham, Phoenix (Tucson AZ, 1989). On Dallas-Fort Worth see E. Bulban, 'Dallas/Ft. Worth seeks new gateway role', Aviation Week and Space Technology, 15 November (1971), pp. 81-9, and D. Boxshall, 'The Economic Impact of the Dallas-Fort Worth Regional Airport on the Southern Metroplex', unpublished M.Sc. dissertation, Birkbeck College, University of London (1981).
29. See B. Luckingham, Phoenix (Tucson AZ, 1989). On Dallas-Fort Worth see E. Bulban, 'Dallas/Ft. Worth seeks new gateway role', Aviation Week and Space Technology, 15 November (1971), pp. 81-9, and D. Boxshall, 'The Economic Impact of the Dallas-Fort Worth Regional Airport on the Southern Metroplex', unpublished M.Sc. dissertation, Birkbeck College, University of London (1981).
30. Many at Eastern felt it was commercial suicide to let Delta take all the DC-8s. Once jet services started, Eastern's Electra passengers were mainly overflows from Delta; R. Serling, From the Captain to the Colonel: an informal history of Eastern Airlines (New York, 1980), p. 278. Also, see Lewis and Newton, Delta, pp. 268-71.
31. Many at Eastern felt it was commercial suicide to let Delta take all the DC-8s. Once jet services started, Eastern's Electra passengers were mainly overflows from Delta; R. Serling, From the Captain to the Colonel: an informal history of Eastern Airlines (New York, 1980), p. 278. Also, see Lewis and Newton, Delta, pp. 268-71.
32. 'Jet finance program completed by Delta', Aviation Week, 19 January 1959, p. 6.
33. Delta Air Lines Annual Reports (1961 and 1962). See also J. Ashcock, 'Early profits indicate further Delta gains', Aviation Week and Space Technology, 22 October 1962; Georgia Institute of Technology, Industrial Development Division, Atlanta's Potential in an Aerospace Age (Atlanta GA, 1963), p. 2. On the 'girl specialists' hired to lure conventioneers to use Delta see F. Allen, Atlanta Rising: the invention of an international city, 1946-96 (Atlanta GA, 1996), p, 108.
34. Delta Air Lines Annual Reports (1961 and 1962). See also J. Ashcock, 'Early profits indicate further Delta gains', Aviation Week and Space Technology, 22 October 1962; Georgia Institute of Technology, Industrial Development Division, Atlanta's Potential in an Aerospace Age (Atlanta GA, 1963), p. 2. On the 'girl specialists' hired to lure conventioneers to use Delta see F. Allen, Atlanta Rising: the invention of an international city, 1946-96 (Atlanta GA, 1996), p, 108.
35. Delta Air Lines Annual Reports (1961 and 1962). See also J. Ashcock, 'Early profits indicate further Delta gains', Aviation Week and Space Technology, 22 October 1962; Georgia Institute of Technology, Industrial Development Division, Atlanta's Potential in an Aerospace Age (Atlanta GA, 1963), p. 2. On the 'girl specialists' hired to lure conventioneers to use Delta see F. Allen, Atlanta Rising: the invention of an international city, 1946-96 (Atlanta GA, 1996), p, 108.
36. Delta Air Lines Annual Reports (1961 and 1962). See also J. Ashcock, 'Early profits indicate further Delta gains', Aviation Week and Space Technology, 22 October 1962; Georgia Institute of Technology, Industrial Development Division, Atlanta's Potential in an Aerospace Age (Atlanta GA, 1963), p. 2. On the 'girl specialists' hired to lure conventioneers to use Delta see F. Allen, Atlanta Rising: the invention of an international city, 1946-96 (Atlanta GA, 1996), p, 108.
37. The success of these flights was illustrated by the findings of the CAB Domestic Passenger Fare Investigation of 1969, which noted that Delta, especially, was offering the only discounted fares in widespread use while the industry was rightly regulated. See E. Bailey, D. Graham and D. Kaplan, Deregulating the Airlines (1986), pp, 19-21.
38. Civil Aeronautics Board, Air Carrier Traffic Statistics (Washington DC, 1963-73).
39. J. Spalding, 'Atlanta', Atlanta Journal Constitution Magazine, 4 April 1965.
40. Braden and Hagen, A Dream takes Flight, p. 129.
41. Allen, Atlanta Rising, p. 108.
42. On the architectural development of downtown see J. Portman and J. Barnett, The Architect as Developer (New York, 1976); C. Rutheiser, Imagineering Atlanta: the politics of place in the city of dreams (1996). On the rise of the convention industry see V. Giovinazzo, 'Measuring convention impact', in A. Hamer (ed.), Urban Atlanta: redefining the role of the city (Atlanta GA, 1980), pp. 97-109.
43. On the architectural development of downtown see J. Portman and J. Barnett, The Architect as Developer (New York, 1976); C. Rutheiser, Imagineering Atlanta: the politics of place in the city of dreams (1996). On the rise of the convention industry see V. Giovinazzo, 'Measuring convention impact', in A. Hamer (ed.), Urban Atlanta: redefining the role of the city (Atlanta GA, 1980), pp. 97-109.
44. On the architectural development of downtown see J. Portman and J. Barnett, The Architect as Developer (New York, 1976); C. Rutheiser, Imagineering Atlanta: the politics of place in the city of dreams (1996). On the rise of the convention industry see V. Giovinazzo, 'Measuring convention impact', in A. Hamer (ed.), Urban Atlanta: redefining the role of the city (Atlanta GA, 1980), pp. 97-109.
45. This line of argument is taken by Braden and Hagen in A Dream takes Flight, p. 138 n. 2.
46. Atlanta Constitution, 2 October 1975.
47. It should be stressed that though this business community may have lost political power it had not lost economic influence. Like other citres where African-American gains were made at this period, local economic power was increasingly chanelled through private lobby groups and quangos. The best account of the political wrangling over the airport is A. Reed, 'A critique of neoprogressivism in theorizing about local development policy', in C. Stone and H. Sanders (eds), The Politics of Underdevelopment (Lawrence KS, 1987), pp. 199-215. Also see Braden and Hagen, A Dream takes Flight, pp. 180-1, and Stone, Regime Politics, pp. 86-9.
48. It should be stressed that though this business community may have lost political power it had not lost economic influence. Like other citres where African-American gains were made at this period, local economic power was increasingly chanelled through private lobby groups and quangos. The best account of the political wrangling over the airport is A. Reed, 'A critique of neoprogressivism in theorizing about local development policy', in C. Stone and H. Sanders (eds), The Politics of Underdevelopment (Lawrence KS, 1987), pp. 199-215. Also see Braden and Hagen, A Dream takes Flight, pp. 180-1, and Stone, Regime Politics, pp. 86-9.
49. It should be stressed that though this business community may have lost political power it had not lost economic influence. Like other citres where African-American gains were made at this period, local economic power was increasingly chanelled through private lobby groups and quangos. The best account of the political wrangling over the airport is A. Reed, 'A critique of neoprogressivism in theorizing about local development policy', in C. Stone and H. Sanders (eds), The Politics of Underdevelopment (Lawrence KS, 1987), pp. 199-215. Also see Braden and Hagen, A Dream takes Flight, pp. 180-1, and Stone, Regime Politics, pp. 86-9.
50. Radar, interview. Also see Braden and Hagen, A Dream takes Flight, pp. 175-99.
51. Civil Aeronautics Board, Air Carrier Traffic Statistics (Washington DC, 1970-78). Delta's commitment to local services continued beyond both deregulation and the new terminal: ' In the new environment of a free market, a number of trunk airlines have restructured their route systems to exclude service to alt cities except major traffic centers. Delta will continue to serve smaller markets ⋯ We believe that such service is a major source of our marketing strength,' Delta Air Lines, Annual Report (1980), p. 4.
52. Civil Aeronautics Board, Air Carrier Traffic Statistics (Washington DC, 1970-78). Delta's commitment to local services continued beyond both deregulation and the new terminal: ' In the new environment of a free market, a number of trunk airlines have restructured their route systems to exclude service to alt cities except major traffic centers. Delta will continue to serve smaller markets ⋯ We believe that such service is a major source of our marketing strength,' Delta Air Lines, Annual Report (1980), p. 4.
53. Hartsfield Atlanta International Airport Historical Pamphlet, p. 11. On the design of the new terminal see R. Dober, 'Welcome and workable', Building 240, 7171 (1981), pp. 28-9. The Le Corbusien concepts of airport terminals as 'machines for travel' are discussed by W. Small, 'Building airports as machines for travelling', Interavia 45, 4 (1990), pp. 303-5.
54. Hartsfield Atlanta International Airport Historical Pamphlet, p. 11. On the design of the new terminal see R. Dober, 'Welcome and workable', Building 240, 7171 (1981), pp. 28-9. The Le Corbusien concepts of airport terminals as 'machines for travel' are discussed by W. Small, 'Building airports as machines for travelling', Interavia 45, 4 (1990), pp. 303-5.
55. Hartsfield Atlanta International Airport Historical Pamphlet, p. 11. On the design of the new terminal see R. Dober, 'Welcome and workable', Building 240, 7171 (1981), pp. 28-9. The Le Corbusien concepts of airport terminals as 'machines for travel' are discussed by W. Small, 'Building airports as machines for travelling', Interavia 45, 4 (1990), pp. 303-5.
56. Bailey et al., Deregulating the Airlines, p. 79.
57. On the economics of Delta's new operation see D, Wooley, 'Atlanta terminal ready on time', Airports International, November (1980), pp. 18-23, and 'Delta develops its hubs', Airports International, February (1982), pp. 19-23. Also see A, Schwartz, 'Atlanta building new international terminal, adjusting to loss of Eastern Airlines', Airport Forum 5, October (1992), pp. 14-15.
58. On the economics of Delta's new operation see D, Wooley, 'Atlanta terminal ready on time', Airports International, November (1980), pp. 18-23, and 'Delta develops its hubs', Airports International, February (1982), pp. 19-23. Also see A, Schwartz, 'Atlanta building new international terminal, adjusting to loss of Eastern Airlines', Airport Forum 5, October (1992), pp. 14-15.
59. On the economics of Delta's new operation see D, Wooley, 'Atlanta terminal ready on time', Airports International, November (1980), pp. 18-23, and 'Delta develops its hubs', Airports International, February (1982), pp. 19-23. Also see A, Schwartz, 'Atlanta building new international terminal, adjusting to loss of Eastern Airlines', Airport Forum 5, October (1992), pp. 14-15.
60. Davts, Debunking the Myth, pp. 121-5.
61. Bulban, 'Dallas/Ft. Worth seeks new gateway role', p. 81; Aviation Week and Space Technology, 'Southwest continues fight to stay at Love Field', 25 September 1972, p. 29; T. Sullivan, 'Dallas-Ft. Worth', Airport Forum 2, May (1973), p. 33.
62. Bulban, 'Dallas/Ft. Worth seeks new gateway role', p. 81; Aviation Week and Space Technology, 'Southwest continues fight to stay at Love Field', 25 September 1972, p. 29; T. Sullivan, 'Dallas-Ft. Worth', Airport Forum 2, May (1973), p. 33.
63. Bulban, 'Dallas/Ft. Worth seeks new gateway role', p. 81; Aviation Week and Space Technology, 'Southwest continues fight to stay at Love Field', 25 September 1972, p. 29; T. Sullivan, 'Dallas-Ft. Worth', Airport Forum 2, May (1973), p. 33.
64. Aviation Week and Space Technology, 'Bramff optimism fueled by Southwest's growth', 29 May 1978, p. 43. On Braniffs demise see J. Nance, Splash of Colors: the self-destruction of Braniff International (New York, 1984).
65. Aviation Week and Space Technology, 'Bramff optimism fueled by Southwest's growth', 29 May 1978, p. 43. On Braniffs demise see J. Nance, Splash of Colors: the self-destruction of Braniff International (New York, 1984).
66. Airports International, 'Modest Texans prepare to dominate world', September (1989), p. 40; A. Schwartz, 'DFW: new terminal for American Airlines', Airport Forum 3, June (1987), pp. 32-6. For a succinct overview of the arguments over the future of hubbing see P. Hanlon, Global Airlines: competition in a transnational industry (Oxford, 1996), pp. 147-51.
67. Airports International, 'Modest Texans prepare to dominate world', September (1989), p. 40; A. Schwartz, 'DFW: new terminal for American Airlines', Airport Forum 3, June (1987), pp. 32-6. For a succinct overview of the arguments over the future of hubbing see P. Hanlon, Global Airlines: competition in a transnational industry (Oxford, 1996), pp. 147-51.
68. Airports International, 'Modest Texans prepare to dominate world', September (1989), p. 40; A. Schwartz, 'DFW: new terminal for American Airlines', Airport Forum 3, June (1987), pp. 32-6. For a succinct overview of the arguments over the future of hubbing see P. Hanlon, Global Airlines: competition in a transnational industry (Oxford, 1996), pp. 147-51.
69. A. Schwartz, 'Dallas updating old Love Field to handle growing traffic', Airport Forum 4, August (1984), pp. 34-5; Economist, 23 February 1991; R. Tomkins, 'Peanuts that cost peanuts', Financial Times, 8 December 1993.
70. A. Schwartz, 'Dallas updating old Love Field to handle growing traffic', Airport Forum 4, August (1984), pp. 34-5; Economist, 23 February 1991; R. Tomkins, 'Peanuts that cost peanuts', Financial Times, 8 December 1993.
71. A. Schwartz, 'Dallas updating old Love Field to handle growing traffic', Airport Forum 4, August (1984), pp. 34-5; Economist, 23 February 1991; R. Tomkins, 'Peanuts that cost peanuts', Financial Times, 8 December 1993.
72. M. Melosi, 'Dallas-Fort Worth: marketing the Metroplex', in R. Bernard and B. Rice, Sunbelt Cities: politics and growth since World War II (Austin TX, 1983), pp. 162-95. Like Atlanta, the local Dallas leadership acted in consensus from World War II, though through a more institutional forum known as the Citizens' Council. The council was limited to corporate executives, was dominated by bankers and exerted considerable control over local elections. In Fort Worth the business community was less organised but still guided civic progress. On American as 'Yankee invader' see Nance, Splash of Colors, pp. 208-12.
73. M. Melosi, 'Dallas-Fort Worth: marketing the Metroplex', in R. Bernard and B. Rice, Sunbelt Cities: politics and growth since World War II (Austin TX, 1983), pp. 162-95. Like Atlanta, the local Dallas leadership acted in consensus from World War II, though through a more institutional forum known as the Citizens' Council. The council was limited to corporate executives, was dominated by bankers and exerted considerable control over local elections. In Fort Worth the business community was less organised but still guided civic progress. On American as 'Yankee invader' see Nance, Splash of Colors, pp. 208-12.
74. D. Learmont, 'The Denver experience', Airport Technology International (1997), p. 45; E. Foster, 'Rocky Mountain high spenders', Airports International, December (1985), p. 15.
75. D. Learmont, 'The Denver experience', Airport Technology International (1997), p. 45; E. Foster, 'Rocky Mountain high spenders', Airports International, December (1985), p. 15.
76. Airports International, November (1985), p. 5.
77. The term 'growth machine' has been applied to the combined alliance of progrowth groups involved in city boosterism. The most comprehensive theoretical unpackaging of this concept can be found in J. Logan and H. Molotch, 'The city as a growth machine', in Urban Fortunes: the political economy of place (Berkeley CA, 1987), pp. 50-98.
78. See P. Dempsey, A. Goetz and J. Szyliowicz, Denver International Airport: lessons learned (New York, 1997), p. 159. Also D. Brown, 'Denver aims for global hub status with new airport under construction', Aviation Week and Space Technology, 11 March 1991, pp. 42-5.
79. See P. Dempsey, A. Goetz and J. Szyliowicz, Denver International Airport: lessons learned (New York, 1997), p. 159. Also D. Brown, 'Denver aims for global hub status with new airport under construction', Aviation Week and Space Technology, 11 March 1991, pp. 42-5.
80. This was the accusation of The Economist, 1 June 1991, Also, see N. Booth, 'Things to do in Denver', Aircraft Illustrated, October (1997), p. 76.
81. S. Forty, United Airlines (1997), p. 29.
82. Allen, Atlanta Rising, p. 138.
83. On the "scoffing" of Atlanta's claims to international status see D. Morrison, 'Atlanta not all that global, consuls say', Atlanta Journal Constitution, 11 October 1973; Atlanta Economic Review, 'Atlanta's international horizons' 22, 9 (1972), pp. 21-6.
84. On the "scoffing" of Atlanta's claims to international status see D. Morrison, 'Atlanta not all that global, consuls say', Atlanta Journal Constitution, 11 October 1973; Atlanta Economic Review, 'Atlanta's international horizons' 22, 9 (1972), pp. 21-6.
85. US Department of Commerce, Office of Policy Development, National Interest Aspects of the Private International Air Carrier System of the US (Washington DC, 1974), p. 16.
86. See R, Doganis, Flying off Course: the economics of international airlines (1985), pp. 46-68.
87. Flight International, 7 January 1978, p. 1247; Aviation Week and Space Technology, 'Caledonian gears for North Atlantic', 29 January 1973, p. 29.
88. Flight International, 7 January 1978, p. 1247; Aviation Week and Space Technology, 'Caledonian gears for North Atlantic', 29 January 1973, p. 29.
89. See A. Thomson, High Risk: the politics of the atr. The autobiography of Alan Thomson (1990) pp. 344, 354, 432.
90. The protracted arguments over the CAB decision are covered by Lewis and Newton, Delta, pp. 406-9. At the time Delta CEO Tom Beebe claimed that the London link 'practically assured Atlanta's future as a world city of major stature'. Lewis and Newton, Delta, p. 409. The thoughts of tne Atlanta Chamber of Commerce on the matter can be found in their publication International Atlanta (1995), p. 6.
91. The protracted arguments over the CAB decision are covered by Lewis and Newton, Delta, pp. 406-9. At the time Delta CEO Tom Beebe claimed that the London link 'practically assured Atlanta's future as a world city of major stature'. Lewis and Newton, Delta, p. 409. The thoughts of tne Atlanta Chamber of Commerce on the matter can be found in their publication International Atlanta (1995), p. 6.
92. The protracted arguments over the CAB decision are covered by Lewis and Newton, Delta, pp. 406-9. At the time Delta CEO Tom Beebe claimed that the London link 'practically assured Atlanta's future as a world city of major stature'. Lewis and Newton, Delta, p. 409. The thoughts of tne Atlanta Chamber of Commerce on the matter can be found in their publication International Atlanta (1995), p. 6.
93. Nolan and Radar, interview; Southwell, interview.
94. My thanks to Roger Collis business travel correspondent of the Daily Telegraph, for his information about twinning. On Atlanta's marketing see Airport Forum, 'Atlanta: a case study in airport marketing,' 1, February (1990), p. 10. Mayor Andrew Young responded to criticisms that he had been abroad too much by citing the capture of a JAL route for Atlanta instead of Houston. 'Interview with Mayor Andrew Young', Georgia Trend 2, 6 (1987), pp. 84-6. 50 Source: Atlanta Chamber of Commerce.
95. My thanks to Roger Collis business travel correspondent of the Daily Telegraph, for his information about twinning. On Atlanta's marketing see Airport Forum, 'Atlanta: a case study in airport marketing,' 1, February (1990), p. 10. Mayor Andrew Young responded to criticisms that he had been abroad too much by citing the capture of a JAL route for Atlanta instead of Houston. 'Interview with Mayor Andrew Young', Georgia Trend 2, 6 (1987), pp. 84-6. 50 Source: Atlanta Chamber of Commerce.
96. Atlanta Chamber of Commerce, The Economic Value of International Air Service to Atlanta and Georgia (Atlanta GA, 1988), p. 8.
97. Dempsey et al., Denver International Airport, p. 159.
98. Billy Payne, quoted, T. McCullough, 'Now the world begins coming', Georgia Trends 8, 1 (1992), p. 86.
99. Hanlon, Global Airlines, p. 130.
100. As Mayor Andrew Young declared, 'Looking back over my eight-year tenure as Mayor, I am struck by the enduring significance of this airport to our community. Our single greatest achievement during the 1980s has been the awakening of Atlanta as an international city, and no entity deserves more credit for expanding our horizons than Hartsfield Atlanta International Airport,' Hartsfield Atlanta International Airport, Annual Report (1988), p. 1. All of the interviews carried out by the author in Atlanta reiterated this claim. The population of the Atlanta metropolitan area grew (admittedly partly through annexation) from 1-6 million to 2-8 million between 1970 and 1990. In the early 1990s, job creation topped the nation, with over 90,000 new net jobs per year, while big names moving to the city included IBM, AT&T and Holiday Inn, along with UPS.