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Landside | Airside pp 125–174Cite as

Palgrave Macmillan

“The Landside Airside Concept”: Breaking to Reconnect—The “People Mover” at Tampa International Airport, 1962–1971

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Abstract

In this chapter, author discusses changes in the landside–airside boundary as a result of the world’s massification of air travel and the new availability of planning experts. At Tampa International Airport, or TIA (1971), some of the first qualified airport planners pioneered the way the landside–airside boundary could be set in a different spatial dimension, which they called the “Landside Airside Concept” (1963). The outcome was a radical innovation that became an instant airport-planning touchstone and a model adopted worldwide. In the mind of Marge Brink Coridan, Tampa’s head planner, airside included both the apron and the satellite buildings split from the center; landside referred to a central facility that would work as a transportation node. In fact, LF&A rapidly copyrighted the revolutionary scheme. This section collects and analyzes the key voices of those experts who intervened in the conception of TIA.

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Notes

  1. 1.

    In the following citations, I have added emphasis, underlining the words, phrases, or passages that help to trace the origins of their Landside –Airside Concept , as well as their own opinions about the landside –airside boundary in general.

  2. 2.

    Seaton, G. (Director). (1970). Airport [Film]. Los Angeles : Universal.

  3. 3.

    Hillsborough County Aviation Authority. (1965). A new approach to jet age air terminal development: Progress Report 1961–65. Tampa International Airport .

  4. 4.

    As in SCOT (Social Construction of Technology; Pinch & Bijker, 1987).

  5. 5.

    As in social construction of technology (Pinch & Bijker, 1987).

  6. 6.

    It is in fact somehow confusing that the two report-books have been labeled volume I & II, while they differ in title and contents and their publications are separated by three months. On the other hand, volume I contains the “basis for planning” and volume II the “planning criteria” itself, forming in a way a single integrated study all together.

  7. 7.

    The cited Progress Report: A New Approach to Jet Age Air Terminal Development, 1961–1965, by the HCAA, was based on LF&A’s previous studies (Volumes I & II). This document served the HCAA basically as a way to persuade the Board of the Aviation Authority, who would have the last word on the new scheme.

  8. 8.

    As I have shown in Chapter 2, this is historically imprecise. The first usage of these two terms dates back to the late 1930s, and later they fall in disuse around the 1950s. This would explain their feeling of “coining” new technical terms.

  9. 9.

    As criticized in the first volume of LF&A study, the “Mobile Lounge ” was not flexible enough to cope with technological changes such as larger aircraft with higher passenger capacity or the passengers’ uneasiness in case of long waits due to traffic delays.

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Authors and Affiliations

  1. Mexico City, Mexico

    Victor Marquez

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  1. Victor Marquez
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Correspondence to Victor Marquez .

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Marquez, V. (2019). “The Landside Airside Concept”: Breaking to Reconnect—The “People Mover” at Tampa International Airport, 1962–1971. In: Landside | Airside. Palgrave Macmillan, Singapore. https://doi.org/10.1007/978-981-13-3362-0_4

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  • DOI: https://doi.org/10.1007/978-981-13-3362-0_4

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  • Publisher Name: Palgrave Macmillan, Singapore

  • Print ISBN: 978-981-13-3361-3

  • Online ISBN: 978-981-13-3362-0

  • eBook Packages: Social SciencesSocial Sciences (R0)

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