Innovative Approaches to Addressing Aviation Capacity Issues in Coastal Mega-regions (2010) / Chapter Skim
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Appendix A - Airport Interviews and Technology Issues
Appendix A - Airport Interviews and Technology Issues
Pages 122-134
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From page 122... ...
The regional planning process is now looking at issues such as A P P E N D I X A Airport Interviews and Technology Issues
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From page 123... ...
Airport Date of Interview Airport Official and Title BOS 30 April 2008 Flavio Leo: Aviation Planning, Dept. of Aviation, Massachusetts Port Authority JFK, LGA, and EWR 24 June 2008 William Radinson: Assistant Director of Capital Programs for Aviation Tom Bock: Assistant Director for Operational Enhancement Patty Clark: Senior Advisor to the Director of Aviation Ronnie Taste: Certified transportation planner Linda Bentz: Assistant Director of the Policy and Planning Department Richard Milhaven: Manager of the Aviation Department's Federal Aid Programs Gregory B.Wong: Policy analyst with the Policy and Planning Department Jeff Zupan: Senior research fellow with the Regional Planning Association; direct- ing the Future of the NY Region Airports Study Richard Barrone: Researcher with the Regional Planning Association; working on the Future of the NY Region Airports Study Matt Lee: With Landrum & Brown, lead consultant on the Nine Airport Regional Air Service Demand Study PHL 5 May 2008 Calvin M
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From page 124... ...
Regional planning has not addressed reliever airport issues. An effective regional planning effort aimed at reducing airport congestion was the airspace planning for the Potomac TRACON, which was conducted by the FAA.
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From page 125... ...
The airport is participating in a Bay Area regional planning study and also supported the recent referendum on HSR. The research team's findings reflect a sense that local solutions to airport congestion can be crafted, but the federal government must be supportive.
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From page 126... ...
They prefer schedule coordination procedures similar to those already in use in other countries, developed by the IATA, as better suited to the New York airports. A regional airport system planning effort is underway in the Bay Area to address issues related to the distribution of traffic among the three major airports (SFO, OAK, and SJO)
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From page 127... ...
A.1.2.7 Ad Hoc Regional Planning Many major airports have been or are now involved in regional planning efforts on an ad hoc basis, addressing issues that extend beyond their immediate service areas. A notable example is the New England Regional Airport System Plan, sponsored by the FAA and a coalition of 6 states and 11 airports.
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From page 128... ...
Major airports are not heavily involved with metropolitan planning agencies, which are a mandatory part of the federal funding process for federal aid to surface transportation. The coordination between airports and regional planning organizations depends greatly on whether the planning agency maintains a specialist in aviation and on the studies that are currently underway.
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From page 129... ...
Looking to a future that might require substantial increases in the number of aircraft operations needed to satisfy passenger demand, as is assumed by the NextGen program, this lack of individual airport capacity could pose a serious constraint at an increasing number of airports in the study areas. The solutions to individual airport capacity limitations range from the construction of new runways, to improved air traffic procedures, to increased use of regional airports, to NextGen2 technology improvements, to rational congestion management techniques that limit excessive scheduled activity.
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From page 130... ...
Most of the major airports in the megaregions either currently suffer from some degree of individual airport capacity constraint or are likely to under the NextGen traffic assumptions. Several of the major metroplexes also suffer regional airspace congestion that threatens to limit the ability of the en route ATC system to feed or accept traffic from study area airports.
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From page 131... ...
Expanding the terminal airspace permits air traffic control to use terminal separation rules as well as the more flexible terminal holding rules over a larger area. This improved flexibility should make traffic flow more efficient, even in poor weather conditions.
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A.3.1 Effects of Air Carrier Hubbing on Airport Peaking Although air carriers in practice operate using different competitive strategies for constructing optimal flight schedules, the use of hub airports suggests that carriers will try to match arrival and departure schedules so as to minimize passengers' connect times. As hub airports in the coastal mega-regions also serve passengers with local origins and destinations, flight schedules at these airports typically exhibit AM and PM peaking patterns that correspond to the peak demands of both local and connecting passengers.
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From page 133... ...
During the peak periods and at the busiest hub airports, much of that connect time could be consumed by flight delays. As a result, knowledgeable air travelers whose itineraries require connections may well prefer itineraries with connections that are longer than the specified airport/carrier minimum connect times.
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From page 134... ...
The magnitude of the effects of delayed flights, both on passengers and on carriers, should constitute a strong incentive to address at least one of the root causes: congestion caused by flight schedules that approach or exceed airport capacity. Most experienced travelers are well aware of the locations and patterns of flight delays from their own personal experience and may further inform themselves using information from the numerous on-line sites that offer both historical and real-time flight performance data.6 However, the less-experienced air travelers, who constitute the majority in most air markets, do not necessarily apply similar knowledge when choosing among alternative travel itineraries.
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