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OCR for page 66
66 Atlantic City, NJ: Atlantic City International 300,000 250,000 200,000 150,000 100,000 Lehigh Valley JFK 50,000 Newark Liberty Philadelphia Atlantic City 0 Southeast US Southern California Upper Midwest Transatlantic South-Central America Lower Middle West New England Northwest Zone Transpacific NY/NJ/PA Alaska/Canada Mid-Atlantic Northern California Atlantic City PHL EWR JFK Destination Zone Intl. (%) (%) (%) (%) Southeast U.S. 74 16 7 2 Southern California 40 31 15 14 Upper Midwest 23 55 18 4 Transatlantic 1 21 36 42 South-Central America 20 27 24 28 Lower Midwest 3 62 27 7 New England 0 83 8 7 Northern California 8 45 23 23 Northwest Zone 3 55 28 14 Transpacific 2 25 31 42 NY, NJ, PA 0 68 8 24 AlaskaCanada 0 52 35 12 Mid-Atlantic 0 45 24 30 Grand Total 48 28 14 10 Figure 3.9. Present airport of departure for Atlantic City International natural market area, by trip destination. Figure 3.13 shows that, of the 5.8 million flights taken in 2007 3.6 Reviewing the Potential Roles by passengers whose closest airport is Tweed-New Haven of the MPOs and the Need for Regional, only about 30,000 of these were from that airport. Larger Geographic Coverage Nearly 1.4 million of these passenger trips were to the Southeast. The vast majority of fliers traveled 6090 min to 3.6.1 Background reach their outbound airport, mainly JFK, LGA and Bradley A powerful regional transportation planning process is a (Hartford, CT). mandatory aspect of federal aid for surface transportation in In short, of those travelers for whom Tweed-New Haven major metropolitan areas. However, the mandate does not Regional Airport is the closest local airport, 99% choose to go extend to aviation, with the result that airport involvement in elsewhere--primarily to JFK. regional planning varies from city to city.

OCR for page 66
67 Islip, NY: Long Island-Macarthur 800,000 700,000 600,000 500,000 400,000 300,000 Other Logan 200,000 Newark Liberty JFK 100,000 LaGuardia Long Island-Macarthur 0 Northwest Zone Northern California Southern California South-Central America Southeast US Mid-Atlantic Alaska/Canada Upper Midwest New England Lower Middle West NY/NJ/PA Transatlantic Long Island- Transpacific LGA JFK EWR Destination Zone Macarthur (%) (%) (%) (%) Southeast U.S. 63 25 10 1 Upper Midwest 45 47 6 1 Transatlantic 0 1 95 4 Southern California 50 9 39 2 Lower Midwest 39 45 14 2 Mid-Atlantic 70 25 5 0 South-Central America 1 15 80 3 Northern California 26 13 57 3 Transpacific 1 11 85 3 NY, NJ, PA 19 31 47 1 New England 1 73 25 1 Northwest Zone 34 25 37 3 AlaskaCanada 1 79 17 2 Grand Total 44 27 27 2 Figure 3.10. Present airport of departure for Long Island-Macarthur Airport natural market area, by trip destination. Only a handful of the nation's MPOs (notably Washington, ity analysis using an advanced discrete choice model (RADAM) D.C., Philadelphia, St. Louis, and Southern California) have that replicates air passenger choice behavior based on airport been able to maintain a staff specialist dedicated to aviation passenger surveys collected since 1992. SCAG is now plan- issues, and only one (Washington, D.C.) receives a steady and ning a new program to work with the airports of Southern reliable stream of federal aid to support aviation activities. In California to address multijurisdictional issues. the Washington metro area, ongoing activities include fore- The amount of cooperation and coordination between the casting and passenger surveys. The development of effective planning staff of major airports and MPOs depends largely reliever airports to serve general aviation has been an impor- on the activities the MPO has underway. The broadest and tant activity in Philadelphia and St. Louis. best defined relationship is in the Washington, D.C., area, In Southern California, numerous studies have been under- where three major airports (IAD, DCA, and BWI) draw on taken, including airspace utilization and potential sites for new the Washington metro area MPO for passenger survey data, airports. The ongoing program of SCAG (the MPO for South- forecasts, and support in airport ground access analysis. The ern California) in regional aviation system planning includes airport managers are pleased with the arrangement and rely multi-airport demand allocation modeling and airport capac- on the data as a sound basis for planning. The more typical

OCR for page 66
68 Newburgh/Poughkeepsie, NY: Stewart 600,000 500,000 400,000 300,000 Westchester County 200,000 Newark Liberty LaGuardia 100,000 JFK Stewart 0 Northwest Zone Northern California Southern California South-Central America Southeast US Mid-Atlantic Alaska/Canada Upper Midwest New England Lower Middle West NY/NJ/PA Transatlantic Transpacific Long Island- Stewart JFK LGA EWR Westchester Macarthur Bradley Destination Zone (%) (%) (%) (%) County (%) (%) (%) Southeast U.S. 57 8 16 13 6 1 0 Transatlantic 0 68 1 31 0 0 0 Upper Midwest 21 7 45 18 7 1 1 South-Central 3 61 9 27 0 0 0 America Lower Midwest 24 13 34 25 2 0 1 Southern California 17 45 8 27 1 1 0 Northern California 15 48 9 25 2 0 0 Transpacific 3 65 7 25 0 0 0 Mid-Atlantic 11 15 59 6 4 2 2 Northwest Zone 18 30 16 32 3 0 1 AlaskaCanada 2 15 55 23 3 0 0 New England 1 25 59 15 0 0 0 NY, NJ, PA 12 50 26 9 1 0 0 Grand Total 32 25 20 19 4 0 0 Figure 3.11. Present airport of departure for Stewart Airport natural market area, by trip destination. arrangement, however, is an annual meeting of the airport ciently will be important to maintaining the viability of air and MPO staff, with briefings on current activities and sur- travel while accommodating forecasted growth in demand for face transportation plans. air travel. To do so will require airport managers and govern- ing bodies to think beyond their traditional fence lines and embrace the concept of capacity-sharing with other airports 3.6.2 Improvements in their market areas. There are important opportunities to improve aviation It may not, however, be necessary to engineer an entirely new system capacity and airport operations by embracing more way of regional planning to make this possible. Rather, facilitat- collaborative and cooperative regional approaches to airport ing such collaboration is a traditional and well-established role planning. Particularly in the coastal mega-regions, proactively for MPOs. MPOs can offer airport managers truly regional seeking ways to use commercial airport capacity more effi- perspectives on planning, data, and analyses on travel behav-

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69 White Plains, NY: Westchester County 1,600,000 1,400,000 1,200,000 1,000,000 800,000 600,000 Other Bradley 400,000 Newark Liberty Westchester County 200,000 JFK LaGuardia 0 Northwest Zone Northern California Southern California South-Central America Southeast US Mid-Atlantic Alaska/Canada Upper Midwest New England Lower Middle West NY/NJ/PA Transatlantic Transpacific LGA JFK Westchester EWR Bradley Stewart BOS Destination Zone (%) (%) County (%) (%) (%) (%) (%) Southeast U.S. 43 13 30 8 3 2 0 Upper Midwest 64 6 19 6 4 0 0 Transatlantic 2 83 0 15 0 0 0 Lower Midwest 62 14 7 11 5 1 0 South-Central America 17 68 1 12 2 0 0 Southern California 17 57 6 13 5 1 0 Mid-Atlantic 68 10 9 2 8 0 1 AlaskaCanada 70 12 9 7 2 0 0 Northern California 18 58 7 12 4 0 1 New England 76 19 0 4 0 0 0 Transpacific 12 73 2 11 2 0 0 NY, NJ, PA 41 47 3 3 3 0 2 Northwest Zone 31 35 12 15 6 1 0 Grand Total 41 30 15 9 3 1 0 Figure 3.12. Present airport of departure for Westchester County Airport natural market area, by trip destination. ior and demand in a geographically broad area and a neutral Consult with the FAA, state aviation agency, and local air- "table" at which airport managers and other key stakeholders ports to determine role, identify critical issues, and discuss can sit to work through coordination options and opportuni- needed study types; ties. Further, MPOs are in a logical position to lead or facilitate Manage regional aviation studies; development of county-to-county trip tables for travel within Complement state aviation studies; and to mega-regions, which could assist in aviation planning Advocate for aviation enhancement and preservation; and in a way that serves passenger demand while acknowledging Serve as a contact for regional surface access, air quality, flight demand. and land-use planning issues (7). In April 2008, a staff member of the FAA gave the follow- ing views on a possible framework for the MPO's role in air- Consistent with this framework, the research team believes port planning: that airport planning could be regionalized by reaching out