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From page 57... ... Government actions encouraged state DOTs to develop state aviation system plans, but those plans left off at the boundaries of major metropolitan areas. The operators of the largest commercial service airports retained authority over detailed planning and development decisions, subject only to review C H A P T E R 3 Multijurisdictional Issues in Aviation Capacity Planning • There is a gap in planning coverage between the scale of on-airport planning and national aviation planning: regional planning efforts have not yet met their potential. Read the entire page →
From page 58... ... Given that many airports already have aggressive programs to monitor customer satisfaction, this report will focus on those measures with regional or multi-airport ramifications. Such a multijurisdictional planning process could address such issues as benchmarking airport capacity, tracking projections for capacity enhancement, and raising issues of performance in the air traffic control arena. Read the entire page →
From page 59... ... As Figure 3.2 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. The conveners of the NERASP initiative believe the New England region has benefited by combining an understanding of the long-term needs of passengers with an appreciation for the financial risks in the air transportation industry and the interaction among the airport markets. Read the entire page →
From page 60... ... Since 1972, the MTC and the Association of Bay Area Governments (ABAG) , the principal regional planning bodies for the San Francisco Bay region, have periodically updated the Regional Airport System Plan (RASP) Read the entire page →
From page 61... ... The following subsections present examples of how data could be analyzed to more effectively explain air traveler behavior in the context of complete trips. By taking a complete-trip perspective, airport planners and managers would be able to manage airport capacity at a more regional level and potentially strike a balance between service frequency and capacity (using the mega-region as the geographic unit of analysis) Read the entire page →
From page 62... ... Chapter 5 will examine the potential of reducing delay at a hub airport by eliminating short-haul flights and diverting very small aircraft. The county-to-county trip tables allow for a regional analysis to understand whether traveler patterns could facilitate shifting traffic to non-hub airports to reduce hub delay and pressure. Read the entire page →
From page 63... ... There are more than twice as many passengers flying to this region than to the next most popular region, the Upper Midwest. In short, more than 75% of the population for whom Lehigh Valley International is the "closest" airport do not use it, choosing instead to travel to adjacent, congested airports. Read the entire page →
From page 64... ... Of the 254,000 air trips taken in 2007 to the U.S. Upper Midwest by passengers whose closest airport is Islip, about 47% flew from LGA. Read the entire page →
From page 65... ... 28 28 34 5 2 Upper Midwest 25 34 34 3 4 Transatlantic 52 13 1 33 0 Lower Midwest 35 36 21 5 3 Southern California 34 30 18 16 1 South-Central America 44 23 4 28 1 Northern California 33 29 19 18 1 Northwest Zone 35 30 23 9 1 New England 14 64 11 7 3 Transpacific 42 15 11 31 1 Alaska–Canada 35 23 30 7 5 NY, NJ, PA 14 52 9 23 2 Mid-Atlantic 26 22 17 18 14 Grand Total 33 29 23 12 2 Allentown/Bethlehem/Easton, PA: Lehigh Valley International 500,000 400,000 300,000 200,000 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 an sa tla nt ic Lo w er M id dl e W es t So ut he rn C al ifo rn ia So ut hCe nt ra l A m er ica N or th er n Ca lifo rn ia N or th w es t Z on e N ew E ng la nd Tr an sp ac ific Al as ka /C an ad a N Y/ NJ /P A M id -A tla nt ic 0 Figure 3.8. Present airport of departure for Lehigh Valley International natural market area, by trip destination. Read the entire page →
From page 66... ... 74 16 7 2 Southern California 40 31 15 14 Upper Midwest 23 55 18 4 Transatlantic 1 21 36 42 South-Central America 20 27 24 28 Lower Midwest 3 62 27 7 New England 0 83 8 7 Northern California 8 45 23 23 Northwest Zone 3 55 28 14 Transpacific 2 25 31 42 NY, NJ, PA 0 68 8 24 Alaska–Canada 0 52 35 12 Mid-Atlantic 0 45 24 30 Grand Total 48 28 14 10 Atlantic City, NJ: Atlantic City International 300,000 200,000 250,000 150,000 100,000 Atlantic City JFK Lehigh Valley Philadelphia Newark Liberty50,000 So ut he as t U S Up pe r M id we st Tr an sa tla nt ic Lo w er M id dl e W es t So ut he rn C al ifo rn ia So ut hCe nt ra l A m er ica N or th er n Ca lifo rn ia N or th w es t Z on e N ew E ng la nd Tr an sp ac ific Al as ka /C an ad a N Y/ NJ /P A M id -A tla nt ic 0 Figure 3.9. Present airport of departure for Atlantic City International natural market area, by trip destination. Read the entire page →
From page 67... ... 63 25 10 1 Upper Midwest 45 47 6 1 Transatlantic 0 1 95 4 Southern California 50 9 39 2 Lower Midwest 39 45 14 2 Mid-Atlantic 70 25 5 0 South-Central America 1 15 80 3 Northern California 26 13 57 3 Transpacific 1 11 85 3 NY, NJ, PA 19 31 47 1 New England 1 73 25 1 Northwest Zone 34 25 37 3 Alaska–Canada 1 79 17 2 Islip, NY: Long Island-Macarthur 800,000 700,000 600,000 500,000 400,000 300,000 200,000 Other Logan Newark Liberty JFK LaGuardia Long Island-Macarthur 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 Grand Total 44 27 27 2 Figure 3.10. Present airport of departure for Long Island-Macarthur Airport natural market area, by trip destination. Read the entire page →
From page 68... ... Southeast U.S. 57 8 16 13 6 1 0 Transatlantic 0 68 1 31 0 0 0 Upper Midwest 21 7 45 18 7 1 1 South-Central America 3 61 9 27 0 0 0 Lower Midwest 24 13 34 25 2 0 1 Southern California 17 45 8 27 1 1 0 Northern California 15 48 9 25 2 0 0 Transpacific 3 65 7 25 0 0 0 Mid-Atlantic 11 15 59 6 4 2 2 Northwest Zone 18 30 16 32 3 0 1 Alaska–Canada 2 15 55 23 3 0 0 New England 1 25 59 15 0 0 0 NY, NJ, PA 12 50 26 9 1 0 0 Newburgh/Poughkeepsie, NY: Stewart 600,000 400,000 500,000 300,000 200,000 Stewart LaGuardia Newark Liberty JFK Westchester County 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 Grand Total 32 25 20 19 4 0 0 Figure 3.11. Read the entire page →
From page 69... ... 43 13 30 8 3 2 0 Upper Midwest 64 6 19 6 4 0 0 Transatlantic 2 83 0 15 0 0 0 Lower Midwest 62 14 7 11 5 1 0 South-Central America 17 68 1 12 2 0 0 Southern California 17 57 6 13 5 1 0 Mid-Atlantic 68 10 9 2 8 0 1 Alaska–Canada 70 12 9 7 2 0 0 Northern California 18 58 7 12 4 0 1 New England 76 19 0 4 0 0 0 Transpacific 12 73 2 11 2 0 0 NY, NJ, PA 41 47 3 3 3 0 2 Northwest Zone 31 35 12 15 6 1 0 Grand Total 41 30 15 9 3 1 0 White Plains, NY: Westchester County 1,600,000 1,400,000 1,200,000 1,000,000 400,000 800,000 200,000 Other Bradley Newark Liberty Westchester County JFK LaGuardia 600,000 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 3.12. Present airport of departure for Westchester County Airport natural market area, by trip destination. Read the entire page →
From page 70... ... Southeast US 37 26 26 4 2 4 1 1 Transatlantic 95 0 1 3 0 0 0 0 South-Central America 85 5 7 2 0 0 0 0 Upper Midwest 19 42 30 3 2 2 1 1 Southern California 74 5 16 3 1 0 0 0 Lower Midwest 33 30 29 4 2 1 1 1 Transpacific 88 3 5 2 0 0 0 0 Northern California 76 5 14 3 1 0 1 0 Mid-Atlantic 20 28 41 1 6 1 1 2 NY, NJ, PA 68 13 12 1 4 0 2 1 Northwest Zone 56 11 25 4 2 1 1 0 Alaska–Canada 35 45 14 3 0 1 1 0 New England 53 44 0 2 0 0 0 0 Grand Total 59 17 17 3 1 1 1 1 New Haven, CT: Tweed New Haven 1,600,000 1,400,000 1,200,000 1,000,000 400,000 800,000 200,000 Other Bradley Newark Liberty Theodore Francis Green JFK LaGuardia 600,000 So ut he as t U S Up pe r M id we st Tr an sa tla nt ic Lo w er M id dl e W es t So ut he rn C al ifo rn ia So ut hCe nt ra l A m er ica N or th er n Ca lifo rn ia N or th w es t Z on e N ew E ng la nd Tr an sp ac ific Al as ka /C an ad a N Y/ NJ /P A M id -A tla nt ic 0 Figure 3.13. Present airport of departure for Tweed-New Haven Regional Airport natural market area, by trip destination. Read the entire page →
From page 71... ... To start the process of revitalizing and empowering the regional system planning process, the research team suggests that airport operators and MPOs could be contacted to outline the structure and content of regional planning efforts, tailored to the specific needs of each major metropolitan area. 71 31 The reader is referred to ACRP Report 4 for a complete discussion of these issues. Read the entire page →

From page 57...

... Government actions encouraged state DOTs to develop state aviation system plans, but those plans left off at the boundaries of major metropolitan areas. The operators of the largest commercial service airports retained authority over detailed planning and development decisions, subject only to review C H A P T E R 3 Multijurisdictional Issues in Aviation Capacity Planning • There is a gap in planning coverage between the scale of on-airport planning and national aviation planning: regional planning efforts have not yet met their potential.