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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.