The Role of U.S. Airports in the National Economy (2015) / Chapter Skim
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28 C H A P T E R 5 The analysis of MFP examined how improvements in connectivity between the U.S. airports and between the U.S.
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29 Code Airport/region Multi-airport Regions SF Bay San Francisco Bay Area SFO, OAK, SJC Chicago Chicago metropolitan region ORD, MDW ATL Hartsfield-Jackson Atlanta International Airport CVG Cincinnati/Northern Kentucky International Airport STL Lambert-St. Louis International Airport PIT Pittsburgh International Airport RDU Raleigh-Durham International Airport DEN Denver International Airport Phoenix Phoenix metropolitan region PHX, AZA SLC Salt Lake City International Airport Boston Boston metropolitan region BOS, MHT, PVD PHL Philadelphia International Airport DTW Detroit Metropolitan Wayne County Airport SAN San Diego International Airport PDX Portland International Airport TPA Tampa International Airport MCI Kansas City International Airport TUL Tulsa International Airport SAT San Antonio International Airport BNA Nashville International Airport Airports in the Four Multi-Airport Regions SFO San Francisco International Airport OAK Oakland International Airport SJC Mineta San Jose International Airport ORD Chicago O'Hare International Airport MDW Chicago Midway Airport PHX Phoenix Sky Harbor International Airport AZA Phoenix-Mesa Gateway Airport BOS Boston Logan International Airport PVD Theodore Francis Green State Airport (Providence)
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30 Translating National MFP for Regions The U.S. BLS provides measures of MFP by industry over time at the national level.
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Table 15. Summary statistics for airport air service variables used in regressions.
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32 percentage of the world GDP served by flights at different frequencies is based on the total GDP of countries with airports served by nonstop flights at the frequency in question (irrespective of the geographical size of the country or the number of airports within each country that are served at the relevant frequency)
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Table 16. Estimation results for multifactor productivity regressions.
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Table 16. (Continued)
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35 Table 18 illustrates how these elasticities can be used to measure the impact on GDP, measured for year 2010. Based on data for the 11 industries and aggregating across the 20 regions, the increase in each industry's value added is calculated for a onepercent change in those connectivity measures that were statistically significant for that industry sector.
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Industry GRP over 20 MSAs (3) Number of Airlines Domestic Nonstop Departures Airline Hubs Served-Domestic Domestic Nonstop Destinations Two or More Daily Nonstop Domestic Flights Manufacturing $358,857.91 $157.54 $85.05 $123.45 $355.63 Wholesale Trade $199,956.26 $42.99 $51.39 $30.39 Information $158,156.77 $23.88 $19.14 Finance & Insurance $315,875.87 $151.30 $226.17 $98.55 Real Estate, Rental & Leasing $444,512.52 $94.68 $176.47 $180.47 Professional Scientific & Technical Services $311,416.85 $56.68 $112.42 Management of Companies & Enterprises $80,042.52 $8.48 $25.69 Administration & Support Waste Management Services $108,779.27 $11.31 $32.74 Art, Entertainment & Recreation $34,213.83 $3.18 $4.45 Accommodation & Food Services $87,114.85 $0.09 $19.95 Other*
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37 The most robust aggregate impacts across industries are generated by an increase in the number of destinations with two or more daily nonstop flights. The variable with the smallest return differs according to jobs, labor income, economic output, or value added, based on the industry mix affected.
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Table 21. Differences in direct job impacts by connectivity variable and industry sector.
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39 by industry sector according to a 1% change in each connectivity variable. 5.3 MFP Air Cargo Air cargo is well developed in the United States; however, the analysis shows only a small impact of air cargo activity on MFP.
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