Innovative Approaches to Addressing Aviation Capacity Issues in Coastal Mega-regions (2010) / Chapter Skim
Currently Skimming:
Pages 90-112
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 90... ...
Highlights and key themes included in Chapter 5. 33 See Chapter 2 for a discussion of strategies that are designed to decrease the number of passengers flying.
|
From page 91... ...
5.2.1 SFO Fleet Mix The research team examined SFO arrivals on four days in June 2008: the 5th, 13th, 18th, and 25th. These days were chosen because they feature varying levels of congestion and delay, as measured by on-time performance.
|
From page 92... ...
The variability is particularly notable for segments of Figure 5.2. SFO fleet mix profile (June 2008)
|
From page 93... ...
Aircraft size versus segment length, SFO arrivals (June 2008)
|
From page 94... ...
This implies that arriving flights at SFO were delayed during the latter part of the day. The total amount of this delay can be obtained by subtracting the sum of the scheduled arrival times from the sum of the actual arrival times.
|
From page 95... ...
Queuing diagram, SFO arrivals (June 5, 2008)
|
From page 96... ...
Queuing diagram, SFO arrivals (June 18, 2008)
|
From page 97... ...
Seat-minute delay can be calculated from a queuing diagram in which one counts seats on the vertical axis instead of counting flights. To predict the seat-delay impact of eliminating short-haul flights, a set of hypothetical "cut-off" distances (80, 150, 200, and 300 miles)
|
From page 98... ...
5.2.5 Up-gauging Through Flight Consolidation A second approach to up-gauging is to encourage, when appropriate, the substitution of less frequent large jet service for more frequent commuter service. As discussed, there are situations in which segments of comparable length and total seat capacity vary differently -- for example, Boise to SFO with five small jet flights a day on one airline versus Portland to SFO with two large jet flights on another.
|
From page 99... ...
Queuing delay is clearly more expensive than schedule delay, as it ties up aircraft and forces passengers to wait in planes and airport terminals, whereas schedule delay can be Figure 5.12. Cumulative distribution of SDI, SFO arrivals (June 2008)
|
From page 100... ...
On June 25, diverting aircraft of 15 seats or fewer saves over Figure 5.13. Cumulative distribution of SDI, SFO arrivals (June 2008)
|
From page 101... ...
5.4 The Role of Airport Managers in Increasing Capacity Airport operators in the United States are only one element of a complex set of factors that affect the creation and resolution of airport capacity issues. A major, yet highly constrained and limited, role is played by the airport managers.
|
From page 102... ...
This assurance is threefold: that their airports will be available for public use on reasonable conditions and without unjust discrimination, that air carriers making similar use of an airport will be subject to substantially comparable charges, and that the airport operator will not withhold unreasonably tenant/ signatory status from an air carrier that assumes obligations substantially similar to those already imposed on air carriers of that classification or status. This assurance, required by Title 49 USC 47107, and the restrictions contained in Title 49 USC 40116 on state and local taxes, fees, and other charges on air travelers and air transportation, have proven to be significant issues with local efforts to allocate traffic among airports.
|
From page 103... ...
5.5 Guiding Principles for Demand Management 5.5.1 Legitimation In light of the potential to reduce delay with innovative freight management and the unclear role of aviation stakeholders in managing delay, a demand management approach could be tried, to better align flight scheduling decisions with the needs of society. The most fundamental, and therefore the most difficult, would be for all relevant parties to recognize demand management as a legitimate alternative to capacity expansion as a means of ameliorating airport congestion problems.
|
From page 104... ...
• Variability in capacity. Some airports have fairly similar capacities under most weather conditions, whereas in others, capacity is highly variable.
|
From page 105... ...
Airlines could then make adjustments to their schedules accordingly, thereby alleviating or preventing the congestion that would otherwise have occurred. This is the basic logic of the Massport demand management plan put in place several years ago at BOS.
|
From page 106... ...
An example is the Massport 1993 Strategic Assessment Report, which evaluated regional solutions for intercity travel demand. The demand management plan could outline the steps an airport would take to enforce the delay trigger.
|
From page 107... ...
Some airports could be able to remain revenue neutral with a demand management plan because they have a significantly long off-peak period in which they can offer discount landing fees. These airports could be given the option of remaining revenue neutral.
|
From page 108... ...
Figure 5.16 displays the process for implementing the peak period pricing at BOS. The FAA provided clear guidance to Massport to develop a capacity enhancement and demand management proposal in response to the airport's findings that both a runway for increased capacity and a demand management program would be necessary to balance future capacity and demand.
|
From page 109... ...
Changing the way aircraft operations are charged allows for demand management. Air carriers would have an incentive to use scarce runway capacity more efficiently, through up-gauging or rescheduling flights to less congested periods.
|
From page 110... ...
This again points to the importance of performing demand management pro-actively, rather than waiting for high delays to occur before intervening. 5.7.2 Flexibility in Capacity Allocation Airports undertaking demand management could be able to experiment with any or all of the capacity allocation policies.
|
From page 111... ...
5.7.3 Setting Operational Limits Most demand management schemes require that operational caps be established. In some instances, the cap pertains 111
|
From page 112... ...
Airports with delays exceeding a certain level, and who fail to act to address the situation, could be subject to slot controls such as exist today at the New York airports. The range between the high and low values could be a "zone of indifference" in which airport demand management is an option.
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.