Cover Image

Not for Sale



View/Hide Left Panel
Click for next page ( 119


The National Academies | 500 Fifth St. N.W. | Washington, D.C. 20001
Copyright © National Academy of Sciences. All rights reserved.
Terms of Use and Privacy Statement



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

OCR for page 118
119 could be identified as eligible for demand management, airport. Airports could have substantial flexibility in estab- and airports for which demand management is required. lishing these caps, which should be established in a scientific manner and linked to delay thresholds. Concerning guidance on airport demand management pro- grams, a set of potential approaches could be identified. The Flexibility in using revenue from their demand manage- airports would have the flexibility to choose a single or com- ment program could help incentivize the airport managers. bination of methods to reduce delays. Two possible demand The operator could have wide latitude in using the demand management actions are given as examples: management funds to make airport improvements as well as certain off-airport expenditures that would contribute to alle- Airports could levy a fee for use of the airfield. The most viating delay. common proposal is a peak-period surcharge that applies The research team describes a number of options that could to all flights regardless of size. be considered to support such flexibility. These include re- Airports could assume the ability to manage demand definition of nondiscrimination across aeronautical users, cost through slot controls and setting operational caps at the recovery and revenue neutrality and setting operational limits.