Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter.
Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.
Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.
OCR for page 15
15
Table 9. Relevant universe of air taxi flights for 2007.*
Region of Departure Count Percent of Total
Central 28,098 10
Eastern 28,463 10
Great Lakes 67,881 25
New England 11,860 4
Northwestern Mountain 22,791 8
Southern 71,249 26
Southwestern 28,051 10
Western Pacific 13,524 5
Total 271,917 100
*Note: Figures and percentages may not add to totals due to rounding.
The ETMS observations are flights that are shown on an ness passengers who are already paying something close to
airport-to-airport basis; in order to calculate total trip time full coach fares or business fares. However, the actual fare
(which should include airport access and egress times for the class data in the DB1B are not reliable, so the decile filter
commercial air and air taxi modes), it was necessary to distrib- was used instead. The minimum market size restriction of
ute the passengers on these flights to surrounding areas. As one passenger per day should not significantly affect the re-
noted earlier, this was done using Census population estimates sults since markets smaller than that collectively compose
to generate synthetic observations of air taxi travel at the Cen- less than 6% of total trips. This resulted in estimates of cur-
sus tract level. The conversion of ETMS flights into passenger rent relevant commercial air passenger trips as shown in
trips is discussed below in the Model Assumptions section. Table 10.
The raw DB1B commercial air dataset is constructed on
an airport-to-airport basis. As with the ETMS data, the
Current Commercial Air Population
DB1B passengers were ultimately distributed geographi-
The population of current commercial air traffic that poten- cally using Census population estimates to generate syn-
tially could be affected by VLJ competition was derived from thetic observations of commercial air travel at the Census
the Ten Percent Origin-Destination Ticket Sample (DB1B) col- tract level.
lected by the U.S.DOT for the period October 2006 through
September 2007 (FY2007). Unlike the ETMS dataset, the DB1B
Current Automobile Population
data is measured in passenger trips directly, not flights. As an
initial screen, only domestic trips within the lower 48 states The population of current automobile traffic that poten-
and between 150 and 800 miles were considered; these trips tially could be affected by VLJ competition was derived
were then further filtered by keeping only those trips in the from the 1995 ATS. This survey provided only limited geo-
top decile (10%) of fares for each origin-destination mar- graphic information, including the MSA of the trip origin
ket and by excluding any origin-destination markets where and/or destination if relevant. If the origin/destination was
the corresponding number of average daily passengers was outside of an MSA, then only the State where the trip started
less than one. or ended was identified. These automobile trips were ulti-
The logic behind the decile filter is that VLJ services are mately assigned to specific VLJ catchment areas based on
likely to be considered only by current commercial air busi- population and distance ratios.
Table 10. Relevant universe of commercial air trips for 2007.*
Region of Departure Count Percent of Total
Central 479,019 3
Eastern 3,292,341 18
Great Lakes 2,796,151 15
New England 695,091 4
Northwestern Mountain 1,410,906 8
Southern 3,558,592 19
Southwestern 1,948,360 11
Western Pacific 4,342,707 23
Total 18,523,167 100
*Note: Figures and percentages may not add to totals due to rounding.
