ACRP-Problem-No-10-03-05.pdf
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1、ACRP Problem No. 10-03-05 Recommended: No Impact of Connecting Passenger Operations on Nationwide Airport and Air Traffic Control Sytems ACRP Staff The period or duration is insufficient for ACRP research. 12 to 18 months would be more appropriate. TRB Aviation Group Aviation System Planning Cmte: T
2、his project is essentially a data synthesis effort. Data on passenger connection patterns is already available from the BTS and commercial data providers. While a national-level summary of these patterns might have some use, it would quickly become out-of-date and would need to be updated regularly
3、to be of value. Data on air cargo connectnig patterns is not readily available and it is unclear how this would be obtained.While this project could be useful in understanding what factors tend to make some hubs more successful than others, it is possible that the changing pattern of passenger conne
4、ctivity is caused by the airlines hub and spoke operations, not vice versa. The problem statement objectives need to be clarified. Panel for Future Finance & Business Strategies Emphasis Interesting topic but poorly written problem statement. Scope is very relevant to the industry but needs unbiased
5、 revision to show relevance to more airports and evade federal policy issues. Scope should examine system costs and passenger revenues for different types of passengers. Research duration is too short. ACRP Screening Panel Problem statement needs to be improved to broaden applicibility to more airpo
6、rts and to avoid federal policy issues. Emphasis Area: Future Finance and Business Strategies A AC CR RP P Problem Number Problem Number 10-03-05 I. PROBLEM TITLE Impact of Connecting Passenger Operations on Nationwide Airport and Air Traffic Control Systems. II. RESEARCH PROBLEM STATEMENT This prob
7、lem impacts future challenges, shape and condition of the aviation industry and future finance and business strategies. (Focus area of the FY2010 Program). Airlines have eliminated, reduced or relocated connecting passenger operations at major hubs like Pittsburgh, St. Louis, Dallas-Ft. Worth and Ci
8、ncinnati among others. This impacts nationwide airports, air traffic control, capacity, development and funding and finances. ATC workload has been reduced by 75% at several major airports where high levels of connecting operations have been reduced or eliminated. Based on FAA 2008-2025 Forecasts, 3
9、0% of 696.2M total U.S. domestic enplaning passengers connected to other flights. This means there were 487M originating passengers of which 209M connected and were counted twice as enplanements. This amounts to only 278M passengers who had non-stop flights. Average connections at the ten busiest hu
10、bs are almost 60%. International passengers increased enplanements to 776.5 and represented 9.6% of total enplanements. International passengers are processed as origination/destination passengers since after they clear customs they reclaim and recheck bags, get re-ticketed with boarding passes, cle
11、ar security checkpoints the same as originating passengers or depart the airport. The cost to airlines and airports for processing connecting and O&D passengers is significantly different. Connecting domestic passengers rarely leave the airside area to avoid delays and inconvenience associated with
12、re-entering through security checkpoints. O&D passengers require all airport facilities including road and rail access systems, parking, rental cars, surface transportation (limos, taxis and buses), ticketing, bag processing and security clearances and vertical and horizontal moving systems in passe
13、nger terminals. Federal entitlement funds are distributed based on total enplanements that do not distinguish between connecting and originating passengers. III. OBJECTIVE Produce a report addressing the trend of hub and spoke operations being impacted by the changing pattern of connectivity of dome
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