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Innovative Approaches to Addressing Aviation Capacity Issues in Coastal Mega-regions (2010)

Chapter: Chapter 6 - What Was Learned, and What Are the Next Steps

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Suggested Citation:"Chapter 6 - What Was Learned, and What Are the Next Steps." National Academies of Sciences, Engineering, and Medicine. 2010. Innovative Approaches to Addressing Aviation Capacity Issues in Coastal Mega-regions. Washington, DC: The National Academies Press. doi: 10.17226/14363.
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Suggested Citation:"Chapter 6 - What Was Learned, and What Are the Next Steps." National Academies of Sciences, Engineering, and Medicine. 2010. Innovative Approaches to Addressing Aviation Capacity Issues in Coastal Mega-regions. Washington, DC: The National Academies Press. doi: 10.17226/14363.
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Suggested Citation:"Chapter 6 - What Was Learned, and What Are the Next Steps." National Academies of Sciences, Engineering, and Medicine. 2010. Innovative Approaches to Addressing Aviation Capacity Issues in Coastal Mega-regions. Washington, DC: The National Academies Press. doi: 10.17226/14363.
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Suggested Citation:"Chapter 6 - What Was Learned, and What Are the Next Steps." National Academies of Sciences, Engineering, and Medicine. 2010. Innovative Approaches to Addressing Aviation Capacity Issues in Coastal Mega-regions. Washington, DC: The National Academies Press. doi: 10.17226/14363.
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Suggested Citation:"Chapter 6 - What Was Learned, and What Are the Next Steps." National Academies of Sciences, Engineering, and Medicine. 2010. Innovative Approaches to Addressing Aviation Capacity Issues in Coastal Mega-regions. Washington, DC: The National Academies Press. doi: 10.17226/14363.
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Suggested Citation:"Chapter 6 - What Was Learned, and What Are the Next Steps." National Academies of Sciences, Engineering, and Medicine. 2010. Innovative Approaches to Addressing Aviation Capacity Issues in Coastal Mega-regions. Washington, DC: The National Academies Press. doi: 10.17226/14363.
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Suggested Citation:"Chapter 6 - What Was Learned, and What Are the Next Steps." National Academies of Sciences, Engineering, and Medicine. 2010. Innovative Approaches to Addressing Aviation Capacity Issues in Coastal Mega-regions. Washington, DC: The National Academies Press. doi: 10.17226/14363.
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113 6.0 Introduction Chapter 6 is presented in four major sections. The sections are designed to build upon the four major themes established in the project. Each section presents some major conclusions concerning that theme, and some specific suggestions for action or further research. Each of the major suggestions and conclusions are presented here in order to carry out the objec- tive of this research. The objective of this research is to identify potential actions to address the constrained aviation system capacity and growing travel demand in the high-density, multijurisdictional, multi- modal, coastal mega-regions along the East and West Coasts. New and innovative processes/methodologies are needed if the aviation capacity issues in these congested coastal mega- regions are going to be successfully addressed. These high- density areas invite an entirely new approach for planning and decision making that goes beyond the existing practice for transportation planning and programming that is usually accom- plished within single travel modes and political jurisdictions or regions. The conclusions and suggestions that follow tend to share (to a greater and lesser extent) a common theme (see Exhibit 6.0). C H A P T E R 6 What Was Learned, and What Are the Next Steps The scale of the capacity problem • Analysis should continue on the questions of airport choice, schedule-based delay, and whether alternative forms of hub- bing could relieve key mega-region airports. Making the process more multimodal • The aviation system is not well equipped to undertake the kind of multimodal analysis associated with the present wider choice of options for long distance trip making; both the tools and the structure could be improved. • The potential role of rail complementarity in the United States should be documented further. Making the process more multijurisdictional • Regional solutions could gain optimized capacity from a “family of airports” concept. • Regional organizations could be crafted based on unique local requirements and (at least partially) on a passenger-centric basis. • Multimodal tools and procedures could be developed to support integration with the comprehensive planning process. Dealing with airport management, the report explores a variety of approaches, including the following: • Giving individual airport operators the primary responsibility for developing demand management programs appro- priate for their local circumstances within broad national guidelines; • Enhancing the ability of airports to manage demand through a variety of operational and pricing-related options; and • Outlining an example of a potential framework for demand management that would define a set of critical-delay airports, along with the establishment of delay standards and an accepted method of predicting delay. Exhibit 6.0. What was learned and what are the next steps.

The research project concludes that the aviation planning process could become more user-based and thus more accountable. If indeed, the service reliability at a given airport reaches a “trigger point,” the operating rules could be changed to regain the lost level of reliability. If indeed the service levels of HSR, as experienced by the user, provide a superior overall product for the customer, that customer could be encouraged to select the higher quality good. If indeed, a planning process can understand why a given customer would fail to select ser- vices at an airport serving in a “reliever” function, that planning process could employ the market research tools of expectation and user preference to form policies to bring about a change in those service conditions. If major agencies can learn to organize their most basic planning data in a manner that can be shared with others, a user-based description of demand could be assembled, replacing a modally-based format for the benefit of all. Although suggestions range from the macro-scale to the micro-scale, they share the common theme of increasing accountability for actions. While this theme may appear to be new, it is in fact borrowed from a revolution in the manage- ment practices of the American intermodal freight industry, whose basic strategy was summarized in the phrase, “We seek to place strategic vision as high as possible in the organization and accountability as low as possible” (1). 6.1 Concerning Theme No. 1: The Scale of the Problem 6.1.1 What was Learned This research has concluded that, under the present relation- ship between the airports and the airlines, there is a serious lack of usable aviation capacity in key airports in the mega-regions. The team also concluded that, unless a solution is found for the improved management of existing scarce runway capacity, assumptions made throughout the industry about available 2025 capacity in the mega-regions may be invalid. Chapter 1 built the case that there is a growing problem at key airports in the mega-regions and that the economic and environmental cost of doing nothing is significant. Under that assumption of doing nothing, the project estimated the cost of congestion at the largest airports in the study area in 2025 would range between $9 and $20 billion, depending upon the definitions of costs included.36 The research has documented the scale of intra-region air travel in the two study areas. The East and West Coast study areas have about the same geographic scale, and their longest air trips within each study area are about the same length. But the study found that the trip-making patterns were very dif- ferent. The research team concluded that a properly defined family of airports approach showed that the air passenger volumes between the Bay Area and the Los Angeles basin are roughly 5 times the scale of either the NYC–Boston or NYC–Washington, D.C. corridors. The two OD desire-line diagrams (Figures 1.3 and 1.4, respectively) document about 10 million intra-area air trips in the East Coast, versus about 20 million in the West. Given that the East Coast study area has a population that is about 80% larger that of the West Coast study area, the West Coast has an overall short-distance air trip generation rate that is more than 3 times that of the East Coast. So the volumes are on the West, but the conges- tion is on the East. In short, there is no simple formula that suggests that higher amounts of short-distance air travel are linearly associated with higher levels of airport congestion. The causes of the delay needed to be examined more care- fully, as was done in Chapter 5. 6.1.2 Suggestions Concerning Theme No. 1 The research analyzed the cost of present issues in airport capacity management in coastal mega-regions. The research team believes that further work in the field of issue definition, such as was undertaken in Chapter 1 for the mega-regions only, needs to be undertaken for the larger question of the potential lack of capacity for major hubbing operations. It must be noted that the FACT 2 calculations of the potential lack of capacity in 2025 made the simplifying assumption that the selection of transfer airports in 2025 would mirror (exactly) the pattern established in the base data. It is suggested that the highly usable MITRE FATE OD data be examined in a process that would allow the location of key hubbing activity to be a variable for examination, rather than a given. Logically, this should be done before the conclusion that a given hub location is, inherently, in need of further capacity. 6.2 Concerning Theme No. 2: Making the Process Multimodal The research team concluded that to gain the benefit of capacity provision by other high-quality inter-city transporta- tion modes, the aviation capacity planning system could ben- efit from becoming more multimodal. Chapter 2 reviewed the extent to which aviation planning is inherently intertwined with the planning and analysis of capacity increases in other longer distance modes, specifically HSR and highway planning. There are key conclusions from this portion of the research on two very different levels. First, Section 6.2.1 reviews key results and conclusions concerning the potential scale of candi- date HSR investment in the East and West Coast Mega-regions. Then, Section 6.2.2 reviews the need to integrate the aviation capacity planning process with that of other transportation modes for more general transportation planning purposes. 114 36 See Chapter 1 for the range of definitions reported, from both Table 1.4 and accompanying text.

6.2.1 What was Learned The federal government is now committed to an increase in federal participation in HSR projects of at least $8 billion (over and above previous investment commitments). The implica- tions of this federal commitment for the need to undertake detailed multimodal analysis in such corridors as Boston– NYC, NYC–Washington, D.C., and SFO–LAX are immediate in nature, with ramifications for intermodal and multimodal policy making. 6.2.1.1 What was Learned: Intermodal Considerations Given the variety of data sources reviewed in Chapter 2, it is difficult to firmly quantify the extent to which HSR services could divert passengers away from congested airports. How- ever, this research helps to give a sense of scale to the dis- cussion. When examined on an aggregate basis, Chapter 2 reported that the forecasting process developed by the MTC for the California HSR authority predicted that about 10 mil- lion interregional passengers could be diverted to rail away from air. About 16% of forecasted interregional HSR trips were expected to have been diverted from airports. On the East Coast, a wide variety of sources must be exam- ined together: a key U.S. DOT study forecast that moderate improvements to HSR between Boston and Washington, D.C., would divert an additional 11% of air passengers in that corri- dor; with the assumption of European-style HSR travel times, the diversion factor would be about 20% of air volumes. Chapters 2 and 4 presented what the research team believes to be the first summary of the impact of alternative HSR sys- tem assumptions on airport-to-airport flows and total East Coast study area flows.37 That early analysis suggested a total potential diversion of between 1.5 million (low estimate) to 3.8 million (high estimate) air travelers as a result of system- wide implementation of HSR throughout the East Coast Mega-region. This number could be compared, in theory, with the 11 million air travelers forecast to be diverted in Cal- ifornia and Nevada. Chapter 2 noted that much of the “diver- sion” to rail in key East Coast markets has already occurred, as documented in Section 3.4, which helps to explain some of the difference in scale between East and West Coast levels of potential diversion from air. However, the research concluded in Chapter 4 that the lev- els of diversion on an airport-specific basis do not support the concept that the provision of HSR in either corridor will make the problem of airport congestion disappear. The research team’s preliminary analysis of possible decreases in airport boardings ranged from a high of 6% at SAN, to under 1% at JFK and at EWR. Finally, the research shows that the beneficial impacts of HSR on airport congestion might not be fully realized unless they were undertaken as part of a comprehensive multimodal strategy to optimize the use of capacity in a given corridor. Section 2.4 carefully documents the historical experience in the Boston–NYC airports market, where a very significant lowering of air passenger volume did not lead to a correspon- ding decrease in actual flights. The research summarized in Chapter 2 suggests that a combination of lowering of actual air travel and a well-developed program to optimize the efficiency of the airports as discussed in Chapter 5 will bring about the objective of lowering congestion and producing the kind of 2025 aviation capacity the industry has been assuming. 6.2.1.2 Suggestions: Intermodal Coordination While it is generally beyond the scope of this ACRP project, the research team notes that there are major financial hurdles to be overcome before any of the HSR projects referenced in this document can become a reality (3).38 Chapter 2 reported that, although the California bond issue was for less than $10 billion, the estimated costs of the full project are closer to $40 billion. The estimated costs for the attainment of the half-hour improvement in NEC travel times are estimated at $13 billion. This research has concluded that the systems resulting from these total investments would have serious implications for the next years of aviation capacity planning. Overall, the implications for diverting shorter distance air travelers to rail are potentially very positive, but it is the research team’s conclusion that procedures to coordinate investments would be beneficial. 6.2.2. Suggestions Concerning Theme No. 2 6.2.2.1 What was Learned: The Planning Process The research team concluded that an enhanced level of incorporation of alternative long-distance modes in the plan- ning process could be beneficial. The general state of data on which to base policies and judgments concerning the longer distance trip (i.e., beyond the metropolitan area, or beyond the state borders) is in need of improvement. There has been no major update of long-distance travel patterns since 1995. In an age when decisionmakers are being asked to allocate $8 billion to HSR, and even greater amounts to highways, the absence of a common data source for interstate and interregional trips is of concern. 115 37 The East Coast analysis examined improvement on both the Northeast Corri- dor itself, and the feeder system to it. 38 This theme is developed in some detail in the recent GAO report (3).

There is at present no publicly owned data set that describes county-to-county (or even state-to-state) automobile vehicle trip flows on a multistate basis. In this manner, multimodal analysis capacity is far behind the MITRE FATE forecasts (5), which have created national county-to-county aviation trip flows. As a result, the mode share of airline trips as a portion of total trips is not documented even for the largest, most dominant city-pairs. This poses a challenge even to the best-intentioned analyses of longer distance travel. Until very recently, airport forecasting has been focused on an airport-specific approach to demand. The current shift to a county-of-origin to county-of-destination forecasting approach is laudable, but could be widened considerably to accommodate recent policy and funding changes. It could become more multimodal in nature, to be merged with sim- ilar work from other modes. In many cases, modal agencies, such as Amtrak, use elaborate descriptions of multi-state travel, but these resources are considered “proprietary”39 and are not shared with government agencies, which would ben- efit from such sharing. The result is that the quality of debate suffers from a lack of good supporting information. 6.2.2.2 Suggestions: Updating the Long-Distance Planning Process This research has begun the task of creating a set of actual- origin to actual-destination trip tables.40 What results from this process is a description of travel by aviation that can be melded and integrated with descriptions of travel by automobile and descriptions of travel by rail and bus. When these resources are assembled together, a trip table could be created that looks very similar in concept to the output of the 1995 ATS. This research has assisted in the creation of a workable combination of the existing airport-of-origin to airport- of-destination DB1B data (2) with other sources, such as NERASP, the FAA New York Region Study, and, when needed, the surveyed results of local airport-based ground access sur- veys. From those assembled data together, the research team has made a first approximation of the actual origins of airline passengers (e.g., the county in which they started their trip, not the airport in which they started their flight) to the actual des- tinations (e.g., the county in which they end the trip, not the airport at which they land.)41 With the commencement and early application of these tools, the research team suggests: • That an intermodal approach to the analysis of long- distance trip-making and trip provision be developed. Given the congestion at mega-regions’ airports, a unit of capacity created on an HSR system need not be seen as a “competi- tor” to the aviation system, but as a complementary provider of services over a full multimodal system. • That early examples of “Corridors of the Future,” such as the I-95 Corridor Coalition, be reviewed to find ways to help states who come together on a voluntary basis to improve their data concerning longer distance trip-making. This research has made great strides in beginning the develop- ment of true-origin to true-destination aviation trip-making. The research team suggests that the initial county-by-county aviation trip tables for the East Coast Mega-region be inte- grated with other modal efforts to build a region-wide county-by-county auto vehicle trip table. In short, the team believes that the existing Coalition institution would repre- sent a perfect “test bed” in which the cost-effectiveness of creating truly multimodal data needed in the analysis of a wide variety of longer distance investments and policies could be tested. • That the issue of integrating aviation trip flows with other modal trip flows be undertaken by the relevant entities in the East and in California. The research team notes that the existing statewide trip tables developed by the MTC for the HSRA could be expanded to serve as a truly statewide resource. This could encourage and support the transfor- mation of the MTC HSR trip table and model from its present coverage of the areas impacted by HSR to a state- of-the-art statewide data resource. • That activities be pursued that would make the analysis of the intricate relationship between air travel patterns and rail travel patterns more immediately available to a wide variety of players involved. These players would include those that are inherently involved. The research team does not believe that high-quality analytical procedures do not exist; the research team believes that they are not available to support the public debate. • The research team believes that the lack of data resources and tools concerning the major role of the intercity bus industry in trip-making of under 300 miles could be improved. Interviews conducted for the research revealed a uniform belief that the needs and potential of this industry simply could not be integrated into the public debate. Whatever research tools are developed could make special effort to create analyses that would help to better harness the potential of the privately owned inter- city bus industry. 116 39 According to interviews, consulting firms tend to regard their methods as pri- vately owned, and not to be shared with their competitors. 40 These county-to-county aviation trip tables were used in the analysis of the market areas for underutilized airports presented in Chapter 3. 41 The integration of airport ground access origin with flight destination was pio- neered in the east coast by NERASP. The geographic scale of that project, how- ever, did not allow many trips to be covered in terms of both their origin and their destination. Geographic coverage goes from the Boston family of airports in the north to the Washington family of airports in the south and covers most air travel with the East Coast Mega-region.

• The research team located an impressive amount of analyt- ical work documenting the potential for rail to substitute for air travel, particularly from the EU. Concerning the poten- tial role of rail to complement air travel (e.g., as a feeder mode to longer distance flights), the research team found a pro- found dearth of analytical work. The research team suggests that research at a high level would help better understand the possible role of the two modes working together. 6.3 Concerning Theme No. 3: Making the Process Multijurisdictional 6.3.1 What was Learned This research has concluded that to gain better use of exist- ing underutilized capacity at smaller airports in the region, the aviation capacity planning system could benefit from becom- ing more multijurisdictional. Chapter 3 reviewed how the cre- ation of a unified, coordinated multi-airport planning process (NERASP) was associated with the creation of a more rational “family of airports” for the Boston region. The chapter showed how a regional analysis (rather than an airport-based analysis) can support the study of the potential of lesser scale regional airports to provide additional capacity to the systems of the two mega-regions, provided that the operating carriers decided to take advantage of their presence. The chapter examined the importance of gathering and analyzing data on a multi-airport, super-regional basis and provided examples of how such new regional aviation planning tools could be used. The research concluded that certain issues are best addressed at a multi-airport level, which may or may not correspond with the geographic coverage of MPOs. For example, the geographic scope of the MPO in the Bay Area effectively reflects the service area of three major, important airports; an MPO covering the northern New Jersey portion of the NYC metro area would not be the logical location to better define the competitive roles of EWR and Stewart Airport. Thus, this research does not con- clude that existing MPOs automatically represent the best locus for multijurisdictional aviation planning. But the pioneering work of NERASP demonstrates that some form of institution can be created that shifts the focus of transportation planning away from sole reliance on the individual airport, to a focus on the needs of a set of customers who really do have a choice of airports to patronize. A key conclusion of this research is that enhanced metro- politan (or supra-metropolitan) airport system planning could be helpful in addressing airport congestion issues in regions that include major metropolitan areas. There are a variety of remedial measures available, from more efficient use of exist- ing runways to expanded use of secondary airports and the shifting of some trips to surface transportation, particularly HSR. The evaluation of these options should take account of the need to generate passenger acceptance and public support. The research team concludes that system planning is partic- ularly useful when it provides insight into traveler needs and preferences. This information is useful for a host of manage- ment purposes in addition to development decisions. Indica- tors of the level of service that passengers experience at major airports are particularly useful. Eventually, the team expects that information about passenger level of service will be a major factor in the decision-making process, because it can illustrate the difference between passenger expectations and their experiences. Passengers are most interested in avoiding long and unpredicted air traffic delays that can lead to flight cancellations, missed connections, and disrupted travel plans. Performance measures can be used to track both average and severe delays and help in the development of multi-airport regional strategies. 6.3.2 Suggestions Concerning Theme No. 3 • An expanded version of system planning could be made available throughout the congested mega-regions on the East and West coasts. Chapter 3 noted that the FAA has been willing to expand the scope of system planning in a number of specific cases to address the distribution of travel demand among airports and to other modes. This has been done in NERASP, which helped to identify unused capac- ity at secondary airports that could be used to relieve con- gestion at BOS. Similarly, the MTC RASP is now underway in the Bay area, involving the cooperation of several major airports and looking into alternatives to meet the long-term travel demand, including the potential role of HSR passen- ger service. • The general indicators of airport congestion are similar from one city to another, but the underlying details and options for improvement vary greatly. As a result, it is not suggested that much effort be spent on standardized guidance for regional airport system planning. Instead, it is suggested that studies be tailored to specific regional requirements, giving wide discretion to local leadership and initiative. • To support these efforts, applied research should be contin- ued on the question of “airport choice” by the traveler with multiple airports to choose from. The NERASP data, for example, provide much of the basic information required to truly improve the research team’s understanding of just when an air traveler would divert to a smaller airport, and when she/he would not. This existing path of research should be supported, as it is critical to making these multi- airport planning processes truly meaningful. The research team believes the raw data are already in place to support improvements in these methods. 117

Support for expanded regional system planning could be provided in a number of ways: • Reports such as FACT 2 (5) are very useful in presenting a national overview and summarizing the current outlook for airport congestion. They stimulate local action and sig- nal a willingness to provide financial aid for solutions. • The availability of specialists with expertise in airport capac- ity analysis could be very helpful. For example, capacity spe- cialists are able to help local officials and planners design studies to address regional concerns and to coordinate those studies to ensure a high level of cooperation and tech- nical acceptability. The capacity specialists could provide technical assistance for regional planning studies. Those charged with managing new multijurisdictional efforts should use state-of-the-art practices in collection and analysis of data to be used by both aviation and non-aviation sectors: • As multi-airport planning processes are established, the separate airports could be encouraged to undertake data collection efforts on as close to a simultaneous basis as pos- sible, following the example set in both NERASP and MTC RASP. Standardization of data collection format and of period of acquisition allows for the creation of a meaning- ful, useful regional data resource. • As regional processes are established, it is important that data about the ground origin (or destination) of the avia- tion trip be collected together with the data concerning the final destination of the trip. At its most basic, this would allow for county-to-county analysis to be undertaken in the data analysis phase. To make it most useful, the data collection method should allow for quick conversion to latitude and longitude descriptions needed for present-day applications of GIS technology. • Even without new supra-regional studies, existing MPOs could become more involved in the collection, analysis, and support of data collection and management in the aviation sector, following the example of the Washington Metropolitan Council of Governments, among several other advanced examples of MPO participation in aviation planning. 6.4 Concerning Theme No. 4: The Potential for Demand Management 6.4.1 What was Learned The research has concluded that the current system suffers from unclear responsibility, that no one has authority and accountability for the management of congestion at mega- region airports. The research team found that opportunities to reduce mega-region airport congestion and improve the overall cost and quality of passenger service do exist; what is needed is for key decisionmakers to grasp them. The chapter concluded that the management of existing resources could be improved. Chapter 5 suggested that capacity in the mega- regions will be increased only when the all the major players are empowered to solve the problem. 6.4.2 Suggestions Concerning Theme No. 4 In the following paragraphs, the research team identifies an example in which appropriate entities come together to develop a framework for demand management. The purpose of demand management as identified here is to limit delays that occur when the number of aircraft scheduled to arrive at an airport during a particular time exceeds the capacity of that airport. The most fundamental change required is that demand management be recognized as a legitimate alterna- tive to capacity expansion as a means of ameliorating airport congestion problems. To carry out this vision, an example of a potential framework for demand management is outlined, with the following elements: • Individual airport operators would have the primary responsibility for developing demand management pro- grams that are appropriate for their local circumstances. These programs could potentially include a diversity of approaches and would require the removal of current con- straints on the ability of airports to undertake demand management. In addition, the development and dissemi- nation of knowledge concerning demand management methods could be encouraged. • A set of critical-delay airports for which controlling delay is considered to be important would be defined. It is the research team’s view that this set of airports would be smaller than the 35 airports currently identified in the OEP. Such airports could be provided with information on creating a demand management program. Demand management would be viewed as one of a wide range of strategies—including capacity expansion, development of alternative airports, and investments in alternative modes— to reduce delay. It is suggested that demand management be incorporated along with capacity expansion programs into the airport planning activities. • Delay metrics for airports would be established, along with an accepted method of predicting delay from published airline schedules several months in advance. The metrics would define minimum levels of delay required for an air- port to implement demand management and maximum levels of delay beyond which delay management is needed. Using the metrics and delay prediction method, airports 118

could be identified as eligible for demand management, and airports for which demand management is required. Concerning guidance on airport demand management pro- grams, a set of potential approaches could be identified. The airports would have the flexibility to choose a single or com- bination of methods to reduce delays. Two possible demand management actions are given as examples: • Airports could levy a fee for use of the airfield. The most common proposal is a peak-period surcharge that applies to all flights regardless of size. • Airports could assume the ability to manage demand through slot controls and setting operational caps at the airport. Airports could have substantial flexibility in estab- lishing these caps, which should be established in a scientific manner and linked to delay thresholds. Flexibility in using revenue from their demand manage- ment program could help incentivize the airport managers. The operator could have wide latitude in using the demand management funds to make airport improvements as well as certain off-airport expenditures that would contribute to alle- viating delay. The research team describes a number of options that could be considered to support such flexibility. These include re- definition of nondiscrimination across aeronautical users, cost recovery and revenue neutrality and setting operational limits. 119

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TRB Airport Cooperative Research Program (ACRP) Report 31: Innovative Approaches to Addressing Aviation Capacity Issues in Coastal Mega-regions examines the aviation capacity issues in the two coastal mega-regions located along the East and West coasts of the United States. The report explores integrated strategic actions to that could potentially address the constrained aviation system capacity and growing travel demand in the high-density, multijurisdictional, multimodal, coastal mega-regions.

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