Innovative Approaches to Addressing Aviation Capacity Issues in Coastal Mega-regions (2010) / Chapter Skim
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Executive Summary
Executive Summary
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(2) ACRP Report 31: Innovative Approaches to Addressing Aviation Capacity Issues in Coastal Mega-regions was created to examine the nature of the problem of addressing aviation capacity issues in the two coastal mega-regions.
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• The number of air trips within the West Coast study area is vastly higher than the number of air trips within the East Coast study area, even though their geographic area is similar. • The present amount of air travel delay is vastly higher in the East Coast study area than in the West Coast study area, even though the intra-area volumes are much lower.
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"desire lines" are presented for the East Coast study area and the West Coast study area, making possible a startling comparison of the aviation passenger volumes between the two coastal areas. Metro-area to Metro-area Pair Air Passenger Flows within the Eastern Mega-region Figure S3 summarizes air passenger travel within the East Coast study area between January and December 2007.
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Implications of Scale between the Two Study Areas The first observation about our two study areas is that the West Coast generates about twice the volume of shortdistance air passengers than does the East Coast. And within the West Coast study area, it is the air trips between the Bay Area family of airports to the north and the Los Angeles Basin family of airports to the south that dominate the travel.
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to represent the perceived costs of aviation delays were calculated. The RSG study found that the average VOT for domestic air travelers is approximately $70/hour for travelers on business trips and $31/hour for non-business trips.
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Summary of Chapter 2 -- Aviation Capacity and the Need for a Multimodal Context This research has concluded that, to gain the benefit of capacity provision by other high-quality inter-city transportation modes, the aviation capacity planning system could become 6 3.00 2.50 2.00 1.50 Co st in B illi on s 1.00 0.50 0.00 JFK LAX EWR LAS PHL SFO LGA Airports BOS IAD BWI DCA SAN Year 2007 Year 2025 Figure S6. The cost of doing nothing: increase in passenger delay costs 2007–2025, assuming no resolution of key issues (based on Tables S1 and S2)
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• High-speed rail can decrease the number of air travelers; without better management of the airports, this may not result in a decrease in flights. • Although no breakthrough in highway capacity will change the need for air travel, the highway planning process could be better integrated with aviation capacity planning; better long-distance travel data will result when the two planning processes are combined.
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Chapters 2 and 4 present some of the first summary assessments of the impact of alternative HSR system assumptions on airport-to-airport flows and total East Coast study area flows. 8 3 Chapter 2 notes that since the publication of this graphic, better travel times and rail market shares have been established in Spain.
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air travelers as a result of system-wide implementation of HSR throughout the East Coast Mega-region, as shown in Table S3. This number could be compared, in theory, with the 11 million air travelers forecast to be diverted in California and Nevada.
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The research team found the literature base to be distinctly weaker, and of generally lower quality, on the subject of rail services in a complementary mode to support longer distances air services at major airports than for city-center to city-center markets. In carrying out the work program for the preparation of this report, it has become clear that the technical base for analyzing rail services as part of an intermodal passenger trip is weaker than for other aspects of this project.
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Summary of Chapter 3 -- Multijurisdictional Issues in Aviation Capacity Planning The research has concluded that changes could strengthen the aviation planning process in two dimensions. As discussed in the summary of Chapter 2, aviation decision making could benefit by being integrated with the decision-making process for the other long-distance modes -- most notably, HSR and highways.
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New England's regional airports have continued to evolve into a system in which increasingly overlapping service areas and improved ground access options are providing passengers with real options as they make air travel decisions. As Figure S10 shows, the goal of reducing passenger burden at BOS is being realized through this cooperative planning effort -- since 1980, the share of New England air passengers at BOS has declined from about 75% to less than 60% in 2005.
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Airport choice by trip destination and natural market area for Lehigh Valley international airport. Allentown/Bethlehem/Easton, PA: Lehigh Valley International 500,000 400,000 300,000 200,000 Destination Zone N um be r o f P a ss e n ge rs Other LaGuardia JFK Lehigh Valley Philadelphia Newark Liberty 100,000 So ut he as t U S Up pe r M id we st Tr a n sa tla nt ic Lo w e r M id dl e W e st So ut he rn C al ifo rn ia So ut hCe nt ra l A m er ic a N or th er n C al ifo rn ia N or th we st Z on e N ew E ng la nd Tr a n sp ac ific Al as ka /C an ad a N Y/ NJ /P A M id -A tla nt ic 0 Figure S11.
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• A quick, preliminary assessment of the potential roles of rail substitution, rail complementarity, and better regional cooperation, suggesting that none of these alone represents a "silver bullet" that will eliminate the problem of aviation capacity in the mega-regions. Exhibit S4.
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. The Implications of the Airport-by-Airport Review A quick, preliminary assessment of the potential roles of rail substitution, rail complementarity, and better local airport cooperation suggests that, while important, none of these represents a "silver bullet" that will eliminate the issue of lack of aviation capacity in the mega-regions, based on this airport-by-airport review.
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They do have proprietors' rights to use rates and charges to influence airline service patterns, but those rights are still being refined. In light of the potential to reduce delays with innovative management and the unclear role of aviation stakeholders in managing delays, a change in approach could better align flight scheduling decisions with the needs of society through demand management.
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Dealing with airport management, the report explores a variety of approaches including the following: • Giving individual airport operators the primary responsibility for developing demand management programs appropriate for their local circumstances, within broad national guidelines; • Enhancing the ability of airports to manage demand through a variety of operational pricing-related options; and • Outlining an example of a potential framework for demand management that would define a set of critical-delay airports, along with the establishment of delay standards, and an accepted method of predicting delay. Exhibit S6.
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, Innovative Approaches to Addressing Aviation Capacity Issues in Coastal Mega-Regions, Posted Date: 7/5/2007.
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