The National Academies Press

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Pages 19-33

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From page 19... ... • 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. Read the entire page →
From page 20... ... In case after case, airline managers were scheduling more small planes than could reasonably operate on time under any weather conditions of less than perfect visibility. The interviews with airport managers on the West Coast reported the same concern as those on the East Coast. Read the entire page →
From page 21... ... The East Coast study area has about 69 million inhabitants; the West Coast study area has about 38 million. This difference will become far more dramatic later in this chapter, where the numbers of internal aviation trips within each study area are compared. Read the entire page →
From page 22... ... and 1.2. The geographic extent of the East Coast study area and the West Coast study area (scale is constant) Read the entire page →
From page 23... ... 1.3.1 Metro-area to Metro-area Pair Air Passenger Flows within the Eastern Mega-region Figure 1.3 summarizes air passenger travel within the East Coast study area between January and December 2007. It can be best understood as a desire line diagram showing the flows between airports of origin to the airports of destination of somewhat under 10 million air trips. Read the entire page →
From page 24... ... It is 4.7 times the volume between the Boston region family of airports and the New York region family of airports. It is also clear that air travelers on the West Coast have a short-distance trip generation rate that is more than three times that of air travelers on the East Coast. Read the entire page →
From page 25... ... . 25 Total Delay Index for East and West Coast Airports, 2007 Airport Delay Index Airport Delay Index Newark 32.6 SFO 18.7 LaGuardia 29.5 LAX 13.3 JFK 27.7 LAS 13.2 Philadelphia 23.5 Burbank 12.3 Dulles 23.0 John Wayne 12.0 Boston 22.3 San Diego 11.7 Reagan National 20.1 Long Beach 11.3 Providence 19.3 OAK 10.9 Manchester 18.2 Ontario 10.5 Bradley 17.3 San Jose 10.4 BWI 14.5 Table 1.2. Read the entire page →
From page 26... ... or it beats driving." Furthermore, not mentioned with this reasoning is that the airlines defend their market share by providing frequency; abandonment of service does not immediately lead to a reduction in flights, as a competing airline can enter into the schedule at any time. The impact of lowering overall volume on the number of flights scheduled is examined in Chapter 2, which presents a case study of the impact of a decline of air passengers between Boston and the New York airports. Read the entire page →
From page 27... ... Regular increases in taxi-out and taxi-in times due to congestion can be accommodated by adjusting scheduled flight times, but at a cost to passengers of additional travel time and to the airlines of additional crew, equipment, and fuel costs. However, the larger cost of airport congestion is more likely attributable to the additional random delays beyond scheduled times. Read the entire page →
From page 28... ... quantifies the increased travel times that passengers incur as a result of delays. However, it explicitly excludes the additional delays that result from missed connections and from the inconvenience imposed on travelers as a result of delays. Read the entire page →
From page 29... ... That is, air passengers on average are willing to spend an additional $47 in higher fares to save an hour of travel time or, conversely, will be willing to accept an hour of additional travel time for a fare reduction of $47. The FAA uses a value of time of $28.60/hour (in 2000 dollars) Read the entire page →
From page 30... ... In addition, it is assumed that there are not significant airport capacity enhancement projects at the major airports nor any significant capacity increase from NextGen initiatives nor any policy intervention to reduce delays -- in other words, a "do nothing" assumption. 1.6.1 Future Costs of Delays at the Mega-region Airports The FAA's FACT 2 report (1) Read the entire page →
From page 31... ... 9 The actual regression equation used percent of flights delayed as the dependent variable. It included constants to represent the unique conditions at each airport and the weather conditions in each month. Read the entire page →
From page 32... ... The 2025 projections of GHG emissions (which are in turn based on the air traffic forecasts in the FACT 2 report) assume that mega-region airports will continue to function in much the same way as they do now, that air travel patterns will remain similar to the current ones, and that the fleet mix does not change substantially. Read the entire page →
From page 33... ... the average number of passengers per plane over the past decade, the research team believes that this assumption needs more analytic attention. The research team addresses this in Chapter 5 after presenting a review of both multimodal and multijurisdictional issues facing the industry. Read the entire page →

From page 19...

... • 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.