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  پرینتخانه » فيلم تاریخ انتشار : 19 ژانویه 2013 - 2:39 | 31 بازدید | ارسال توسط :

فيلم: ارتباط فرودگاه ها با برنامه ریزی حمل و نقل

Title:ارتباط فرودگاه ها با برنامه ریزی حمل و نقل ۱-۱۸-۲۰۱۳ این وب‌کست فقط برای مشاهده در دسترس است، برای اعتبارات AICP CM قابل استفاده نیست. ارائه دهندگان: لیسان هارمون، دیوید دیتز و درک کانتار طبق گزارش FAA، ۹۸٪ از جمعیت ایالات متحده در ۲۰ مایلی فرودگاه NPIAS زندگی می کنند. اما با وجود این توزیع […]

Title:ارتباط فرودگاه ها با برنامه ریزی حمل و نقل

۱-۱۸-۲۰۱۳ این وب‌کست فقط برای مشاهده در دسترس است، برای اعتبارات AICP CM قابل استفاده نیست. ارائه دهندگان: لیسان هارمون، دیوید دیتز و درک کانتار طبق گزارش FAA، ۹۸٪ از جمعیت ایالات متحده در ۲۰ مایلی فرودگاه NPIAS زندگی می کنند. اما با وجود این توزیع جغرافیایی خدمات هوایی، سفر هوایی به ندرت یک رویداد مسافرتی مستقل است و دسترسی به حمل و نقل هوایی در سراسر کشور به طور چشمگیری متفاوت است. بیشتر مسافران هوایی به خودروهای شخصی به عنوان روش اصلی دسترسی زمینی خود به فرودگاه‌های سراسر کشور متکی هستند و تنها ۳۵ درصد فرودگاه‌های خدمات تجاری با حمل و نقل عمومی خدمات رسانی می‌کنند. تنها ۲۷ فرودگاه شلوغ کشور ما دارای خدمات ریلی هستند. وبینار پیشنهادی ارتباط بین هوانوردی و سایر حالت‌های سفر و چالش‌هایی را که فرودگاه‌ها و جوامع آن‌ها هنگام ادغام فرودگاه‌ها در سیستم‌های حمل‌ونقل منطقه‌ای و جوامع مجاور با آن‌ها روبرو هستند، بررسی می‌کند. ما پیش‌زمینه‌ای را ارائه می‌کنیم که برنامه‌ریزان حمل‌ونقل هنگام شروع به برنامه‌ریزی حمل‌ونقل یا پروژه‌های توسعه سایت که شامل ارتباطات مستقیم یا غیرمستقیم با فرودگاه‌ها یا دارایی‌های فرودگاهی تحت تعهد فدرال است، باید بدانند. موضوعات خاصی که در طول سمینار پوشش داده می شوند عبارتند از: • انواع فرودگاه های NPIAS (خدمات تجاری اولیه، غیراصولی، فرودگاه های کمکی، و فرودگاه های GA) • خدمات مهم ارائه شده توسط فرودگاه ها به جوامع مجاور، و نقش حمل و نقل سطحی در حمایت از آن خدمات • ملاحظات کلیدی هنگام برنامه ریزی تسهیلات حمل و نقل در نزدیکی فرودگاه ها (ملاحظات کنار زمین و کناره هوایی). این وبینار محدودیت‌های فیزیکی مرتبط با توسعه در نزدیکی فرودگاه‌ها، مانند قرار دادن جاده‌ها و مبادلات، یا سایر حمل‌ونقل سطحی در مناطق خشکی، ملاحظات فضای هوایی، و ملاحظات امنیتی مرتبط با حمل‌ونقل/ارتباطات مدال را شرح خواهد داد. ما همچنین به مشوق های مالی (و بازدارنده ها) برای ارائه خدمات مدال به فرودگاه ها خواهیم پرداخت. ما درباره فرودگاه‌ها و روند سفر بحث خواهیم کرد و یک پیش‌بینی کوتاه میان‌وجهی برای شناسایی نوع فرودگاه‌هایی که به احتمال زیاد واجد شرایط توسعه حمل‌ونقل هستند، ارائه خواهیم کرد.


قسمتي از متن فيلم: I hello my name is Benjamin Lee and I just want to welcome everyone it is not 1 p.m. so we’ll begin our presentation shortly today on January 18th we’ll we’ll have our presentation on linking airports to transportation planning for help during today’s webcast please feel free to type your questions in the chat

Box found in the webinar tool bar to the right of your screen or call one eight hundred 263 6317 for content questions please feel free to type those in the questions box and we’ll be able to answer those after the presentation here is the sponsoring chapters divisions and

Universities I would like to thank all of the participating chapters divisions and universities for making these webcasts possible these are the list of upcoming webcasts to register for these upcoming webcast please visit utah ap.org webcast and register for your webcast of choice we are now offering distance education

Webcast to help you get your ethics or law credits before the end of the year these webcasts are available to view at Utah ap.org webcast archive to log your distance education cm credits go to planning dot org CM select activities by provider select APA Ohio Chapter then select distance education and select

Your webcast of choice follow us on Twitter like us on Facebook to receive up-to-date information on planning webcast series sponsored by chapters divisions and universities we also upload the previous presentations on YouTube to log your CM credits for attending today’s webcast please go to planning that org cm select today’s date

And then select today’s webcast this webcast is available for 1.5 cm credit at this time I would like to introduce a present presenters for today mr. Harmon is an environmental environmental planner with 20 years experience with federal projects 12 of which are associated with especially with aviation planning and development her most recent

Work focuses on aviation and wildlife hazard management as well as land use compatibility planning and interagency coordination for projects involving aviation she holds degree from the minetta Transportation Institute and at San Jose State University and wells College David is on airport and environmental planner with over 35 years

Experience with local and state agencies and airport consulting he was on environmental planner a planning manager at san francisco international airport during development of the new international terminal his most recent work has included a range of environmental task in support of a major run runway extension at Sonoma County

Airport that will support direct airline service to Denver he received a bachelor degree from UC Davis and a master’s in city and regional planning from Harvard Graduate School of Design Derek is an aviation planner with the California Department of Transportation divisions of aeronautics he is located in their headquarters office in Sacramento

California he received his Bachelor bachelor’s and master’s degree in geography from california state university-fullerton with emphasis in urban and environmental planning he is a champion for helping communities understand how public-use airports can be integrated in local and regional planning programs using Smart Growth principles and at this time I’ll hand it over to

First presenter Lisa thanks a lot Benjamin can you hear me okay yeah it sounds good okay great I want to thank them for all of his help this week especially with setting up teaspoons an absolute asset to APA and we’d be really left without home and we’re going to

Transfer the head to our first slide here we’re having trouble getting to the slide presentation then i’m trikru up there we go thank you today we try to think about a context for today’s discussion and one of the things we wanted to talk about work from the special the special situations

Circumstances and challenges that come up with airport projects and a lot of times in transportation planning we focus mostly on surface transportation and one of the things about aviation is that we have to deal not only with what’s on the ground but what’s up in

The air and we wanted to talk about that in terms of what transportation links are available to connect airports with their surrounding communities Dave and I looked at the experience that we had collectively and we also try to supplement our experience by looking at recent research so each of our

Experience and unless the research and try to compare them so what you’ll see in today’s presentation tries to prevent it tries to present an amalgam of both of those things our objectives are simple we wanted transportation planners and our colleagues who may be cast in the future to consider connectivity with

Airports do you have a better idea about about what they need to think about when they go into such projects we hope that you guys will be able to walk away today having a better understanding of what happened in an airport environment and what tools and things are available to you to help

You when you may have that opportunity to link a surface transportation project to an aviation facility to possess today we came up with a sort of narrative about how we want to go about this we thought we’d start out with a brief discussion of airports and we called that affectionately airport anatomy it’s

Very basic and I’d like to offer an apology to the more sophisticated among us to probably know a lot of this backgrounds already but we thought we’d start with sort of 20,000 foot level about what happens at an airport Zen days going to talk to us about the

Different types of airport that you may become involved with during your planning career by airport types and then talk about the opportunities for links to other transportation modes that could happen with each type of airport we’ll talk briefly about constraints and considerations that you need to think

About and I’d like to emphasize with these discussions because they have to take place in an hour are quite general for example we were unable to discuss financing transportation because that subject is simply to dab for talking about within an hour and then because we’re planners nope no discussion would

Be complete without expression of smoke rose and eric cantor will pick up on that so let’s start out with a discussion of airport anatomy and we hope you can walk away with a better understanding of what happens at an airport and some tips for what to do if

You’re asked to do a project as an airport so let’s start out with some basic definitions and talk about what happens at an airport but the question is what kind of boxes do you need to have if somebody says I’d like you to create a transportation link to your

Community to to a community airport so one of the things about airports is that they’re regulated by the federal aviation administration and the Federal Aviation Administration promulgates what are known as FA hours or Federal Aviation Regulations which are also codified in the Code of Federal Regulations

And basically the fna says that an area an airport is any area of land or water that can be used to land or take off aircraft and that includes a variety of types of airport such as heliports which may be at the top of the building or in

A parking lot on a seaplane days or a spaceport and if you need to work on a spaceport I’m really jealous sounds like a great opportunity so what are some of the vocabulary we need to think about when we talk about you nana be in the airport we talk about airside and we

Talk about Vance side era side is the more complex side of an airport on some levels because it includes three dimensions rather than chew the arrow flight is the area where takeoff and landing happens we have vehicles on the ground getting to and from airplanes we have places where aircraft are parked

But all of these areas are regulated by the FAA with variety of different definitions for example we have runway safety areas or RSA we have safety areas around castaways known as GSA’s we have object free areas every single portion of a landslide has some sort of regulation or movements that can or

Cannot Kerr with that that camera can not her within it and we also refer to this area frequently as the area inside the fence it’s secure it’s regulated and that’s where you may have navigational aids or other sort of devices for the taxiways and runways are in the airplane

As we were saying before there are a lot of areas within the funds that are heavily regulated by FAA and one of them that we spend a lot of homes being concerned with airports owners is the one way protection zone which is a trapezoidal area at the end of the

Runway it’s the area that four points and pilots depend on to be free of objects so that in the event of the controls but emergency landing they have a place to go if they land if they overshoot the end of the runway or they take their takeoff

Person goes fog and there are serious useful notations associated with this area and the reason that’s important to us as transportation planners is because the runway protections on may vary according to the size of the right away or the type of aircraft or the type of navigation infused and it’s a big dent

Open space sometimes there may be existing roads with an MRP d but the FAA has come down pretty hard on that lately and no longer are we allowed to put roads in an RPG so the paperweight lesson here is that just because you see a lot of open space around an airport

Doesn’t mean that it’s empty space empty space and open space are not available to us as transportation planners all the time it’s probably open for a reason so now let’s talk about landslides is transportation planners putting links to airports chances are about 99% that we’re going to be working solely in the

Landslide and the landslide or outside the fences the area that’s not used to operate aircraft and when we talk about landslides generally will refer to the areas at all within two miles to airport one of the big things that happens in the landslide areas an airport is

Parking that can be published parking it can be employee parking it can be privately operated parking but for many many airports parking is the number one revenue generator that has so in a lot of cases it’s in their best inference interest on the financial side of the

House you have a lot of surface parking or garage parking other things that happen on the land side includes ground transportation shared vehicles linked to transit roadways that are both public or perhaps internal growth ways and other businesses like rental car facilities or restaurants things that people may

Likely use going to and from the airport but they are not directly related to aviation so that brings us to the terminal and environmental planner I like to think of the terminal as the edge habitat it’s what happens between land side in the air side and that’s where you may sort

Of have things like you know TSA baggage area is a big fat terminal building and security it’s the boundary that separates terrifies the landslide probably the greatest thing we need to remember is transportation planners when dealing with airports is that we have to deal with that third dimension airports

Are surrounded by a variety of what FAA refers to as imaginary surfaces but they still have very real numbers and dimensions attached to them they have approached surfaces or horizontal surfaces and our goal right now is not to say that we need to understand what each and every mathematical calculation

Is but as planners we need to know that this area is out there and it becomes really important if you’re trying to for example if you wanted to put in a new roadway interchange that have a grade separation involved are you far enough away from a runway that your potential

Um your potential ramp-up to an elevated roadway isn’t going to intrude upon perhaps perhaps an imaginary surface of some sort so as corner you need to be aware that these surfaces exist and there are places you can go to find out what their dimensions are so how do we

Find out what those dimensions are and what the facilities are around our Airport there are certain tools that are available to us to help us and the most important of them is the airport layout plan commercial service airports have an airport layout plan which is required by federal aviation administration this

Document is available would be available to you by asking the airport manager and we’re going to talk about its contents a minute there are also FAA regulations and advisory circulars for example FAA has designed standards for everything from internal roadways two runways to other facilities that belong on an airport and

They’re available from FAA’s website so if you’re asked to do an airport project to do an internal road you might want to go to the FAA website and see with your design criteria are excellent road you may also want to put the state transportation post and the local zoning

Planning and zoning codes to suit how the local community envisions its interaction with the airport and naturally we have master plans but not all airports have master plans but if those are also good resources if one exists and the last thing is in California we have things called airport

And use compatibility plans and they describe the relationship between airport development for an approximately 20 year period and nearby community development and those help us to find out what potential conflicts could occur not over the screen ok about that airport layout plan I can’t emphasize enough how important this particular

Document is if you’re being asked to do a project adjacent to or on an airport um the airport my opnion tells you not only what’s on the airport and where the locations of potentially in an object free area that but it also how you healthy what plans it’s sort of a

Diagrammatic depiction of a master plan it also includes the airspace plan so if you need to know whether you’re working in an imaginary surface where the what the dimensions those surfaces are and where they are one of the great things that an alt is it also provides you with

A property map oftentimes airport agencies will own land that may or may not be contiguous to the airport but you’ll need to know if your project is going to be affecting any Airport related property because as an FAA obligated as a federally obligated facility you’ll be working on federally obligated property and one

That you can never forget as planners is that sa a must approve everything the pond an ALP so even if you’re not proposing an aviation project but it affects federally obligated property FAA has to review that before it can be shown on the ALP and nothing can be

Constructed of an Air Force must shown on an alt so just to summarize as transportation planners what we need to know is that by and large transportation planning advanced side planning everything we do all of our links to transportation are going to happen on the land side we’re not going to be

Going inside the fence that may change in the future but I don’t think that’s going to change in the foreseeable future the other thing we need to remember is that planning your Air Force’s 3d you may not be planning on the air side but perhaps the imaginary surfaces that are associated with the

Airside extend beyond the fence you need to be aware of that the other thing is that as you said before empty space is not open safe it is not available space just because there’s nothing an area of an airport doesn’t mean that it’s developable third thing don’t forget to

Ask for the alt diagram and most importantly if you have a job that’s going to happen on or even you know within two or three miles an airport it’s worth your while to talk to the airport operator and then airport operator might be the city or the county

Or an airport board but you want to get themselves with them early and often so that’s all I have to say I’m going to turn this over to my colleague David beeps now to talk about airports and opportunities around transportation links thank you the next bit will continue to sort of background

Information by talking about four categories of airports on the broad continuum work into trends that will be useful background material for you and then get into the meat of this which is opportunities constraints things that directly relates to transportation planning for our discussion today we generated for through generic types of

Airports and it’s useful for our discussion will help you understand the spectrum but realize that these are not distinct types that are created by the FAA they are intended to be descriptive the FAA focuses on airports and a much more narrowly defined role that wouldn’t be particularly useful so we came up

With this this spectrum in discussions today a little bit of vocabulary to help you long commercial in the context of airports basically means airline service hub has a both a generic meaning of you know connections for airline service but in this context a hub is an airport that

In planes that it has passenger boardings of at least five hundredth of a percent of all those in the United States you don’t need to remember the number but think of these of the busy airline airport some of them are extraordinarily busy the lower end of spectrum with the FA divides them into

Small medium large which you don’t need to remember but these are the places that you think of as the major hub airports there are lesser categories called commercial non hub which also have airline service but at a lower level of frequency will come to that minute we provide the general aviation

Airports into a metropolitan and a serve rural exurban general aviation basically means privately-owned aircraft that are not airliners there’s some nuances to that but for your purposes think of them of Barbra Mary’s own personal aircraft corporate aircraft can be the full spectrum but it’s basically privately owned starting with commercial hub this

Is a picture of Chicago O’Hare this is really the quintessential major airport you’ll notice multiple runways those long straight roads the go anywhere and a hold spaghetti network of taxiways connection to the terminal the maintenance facilities multiple runways of different directions to account for different wind conditions different links for different categories

Of aircrafts a very complex setting as well presumably all of you have travelled you certainly know about major airports acres of parking parking structures because of the concentration of people you’ll see most of them have very extensive types of public transit we’ll come back to that in a minute

Ground transportation is huge they’re going to have their own interchanges and in addition to the passenger service which may be very visible you’re likely to see cargo and other sorts of things on here normally these airports will have most of terminals huge land holdings and so they’re in Ephesus city

On their own and will be in various obvious spot in your current transit and transportation system it’s a smaller end of the spectrum or the commercial non hub airports and the other ones that have airline service but they may only have 3 to 12 flights a day the thing

About their airfield as you know it’s much simpler normally they’ll have one maybe three occasionally four runways but generally they will be shorter if there’s a lot of general aviation light aircraft they may have a secondary runway parallel to one of them just revoke the next remains to accommodate

The capacity they will likely have higher quality instrument approaches which means that the airspace is going to be a bigger constraint around the facility this happens to be the airport here our office our office is about one mile to the right we have one of our corporate plane space here and we also

Use the airline service to get up to this is a north of San Francisco about an hour so this is very common of that that lower category Airport the types of things you’ll see if this Airport will be not only the airline service but the reality is this Airport is going to be

Dominated by general aviation on the commercial aviation use is going to be less than ten percent of all the activity these kinds of airports will expect to see both transient corporate aircraft but also based ones who expect to have jet space their larger turbo props you may have some small package

Delivery small aircraft FedEx UPS kind of folks collecting cargo and moving it into a larger one um there may be a fair amount of employees here certainly not like a Chicago O’Hare but this will be not only the airline side of it but also corporate and other aviation related

Services on parking lots are going to be important to not only the airline service here but also the businesses and one of the interesting features is you commonly find is there will be an airport shuttle service from this particular smaller regional airport to one of the major hub airports and the

Airport’s basically do this because there is usually some revenue from parking or from the service itself and they also know that they can only compete in circuit certain markets and so it’s okay to keep them in people’s minds I have been grabbing the airport shuttle here keeps them in front of the

Public so that’s one of the things you can look at in terms of either having a public or private shuttle service to connect with the major airport the next one down is a pure general aviation airport in other words it will not have any scheduled airline service but the

Facility may look just about the same long runways high quality instrument approaches um this happens to be Teterboro in New Jersey again a classic business airport depending upon the type of competing airports in the region the runway length it can either be a very high concentration of jets and larger

Turbo props or can be largely single and twin engine piston but this will be a very high activity level place there likely have air traffic control tower and in many ways will look like an airline airport terms of their facilities and five the key thing about this from a

Transportation set of consideration is that these tend to be busy places whether it’s a lot of business jet traffic or its smaller piston aircraft they tend to have high volumes of traffic will very often have hundreds of aircraft and with this becomes extensive parking area both for the businesses

There may be rental car there may be employees involved in maintenance refurbishing catering all the things that go with these business so one of the things you look at these classes of airport is there may be issues in terms of surface transportation capacity there may also be opportunities for transit

Because you’ll have people not only working after hours but a lot more of an eight-to-five operation for a lot of the facilities so there’ll be some opportunities there for you at the smallest end of the spectrum we’ve got a general aviation airport in Wisconsin you can see this one happens to have a

Single runway may have a secondary runway at Kauffman’s or a big issue Runaways tend to be shorter they tend to have lower quality instrument approaches which means the airspace although still a constraint nearby will be less so the orientation will be more recreational which means that you’re likely to have

Off-peak use weekend use other things like that ah like I say it’ll be a mixture of piston there maybe sailplanes this kind of airport might also have props ester other things that may relate in the agricultural or you know forestry other things in the vicinity I do not

Tend to have air traffic control tower things are a lot more informal and again these are probably as will come back to not a great impact in terms of surface transportation or much of an opportunity for transit related now I’d like to talk a little bit about sort of where things

Expected to go in terms of forecast broadly national level and some of the components that may affect how you relate to airports a new particular community the FAA is right now projecting that as the economy recovers things will come back to the fast pace of addition of additional passenger

Service they’re talking about over a fifty percent growth over the next 20 years just in terms of volume of passengers the other trend that will affect individual Airport is there continues to of all the increasing average size of aircraft if you’ve been flying commercially for years you may

Remember the days not too long ago when the 18 passenger bond arathi was a common that some of the smaller airports these days things are getting to the point where unless you live in alaska or an outline place the smallest aircraft you’re going to be likely to see a tan

On hub airport is probably going to be 50 passengers even the regional jet have increased in size the point where there are now going to be introduced regional jets that have the same seating capacity of some of the smaller 737s so it’s important to realize that small markets

May be seeing some changes if they can’t fill up the plane they’re going to lose their service and that obviously affects your ability to connect in any of your programs the other thing that continues to plague general aviation does many other end transportation industries is the volatility in the fuel prices what

This has done that is a large share of the variable price component to providing airline service is it affects the ability at the margin a marginal operation can be dropped fuel prices to be enough to put a particular connection from a smaller community to a hub out of

Reach from a financial standpoint the other thing going on is this is becoming more and more of a concentrated industry over the last dozen years a dozen of the major airlines have merged to form six so you’re getting more and more concentration your Airlines and this indirectly can also affect the type of

Service you have on the size of aircraft volume of passengers all of which translate into peak traffic and potential transit opportunities one of the big questions I have as an airport planner is where are we going to put all these 400 million additional passengers annually a lot of our major

Airports already severely constrained for aircraft as well as parking terminals you know you can keep squeezing them in but the question is in certain regions it’s going to be really interesting to see how these are accommodated because it’s not just the passengers but there will be an indirect

Effect that will affect employees hours of operation airports where I am San Francisco Airport has a tiny amount of real estate data compared to chicago so when they wanted to build a new terminal they had to tear down about half the buildings on the airport and make

Everything go up more so the constraints are going to become very real and metro areas and so my big question is is this an opportunity for intercity rail or other types of transit because California is busily trying to do their high-speed rail and we’ll see where that

Goes great idea we’ll see if it’ll ever work but in areas where you have an existing rail corridor there may be an opportunity really make use of that so that would be I guess the thing to keep an eye on this kind of situation some other more micro scale things to keep a

Look at yep well you probably all know just as travelers that the so-called low-cost airlines continue to nibble away at the domestic market it has reached the point where Southwest Airlines now has the most daily passenger seat of any domestic airline they have passed Delta and United and

This is true for some of the smaller low-cost ones this is becoming an increasingly large share of the market these folks tend to draw from a much larger area than the major airlines of other heritage airlines from earlier time people that are very price sensitive particularly those going on

Vacations are going to be willing to more drive longer distances for these kind of lower fares this makes the greater challenge in terms of transit service because this will give you a much disperse pattern that might be for the other airline so it may affect your

Roots it may affect the size of buses you use all those things have to be considered when you look at the low-cost airline a specialized sub says that is the resort Airlines and they’re going to be specially challenging to connect into the transit system they often operate

Unusual hours they may have an early evening departure late night departure depending upon the destination they normally are not every day of the week that may be only a couple times a week and so all that increases the challenge a broader issue for all the smaller airline airports is just inherent

Volatility if you are at the low end of the passenger bones you’re going to get things that get started get dropped airline services will change from one airline to another they’ll change aircraft sizes on you all that means forecasting for transit local roads a lot tougher to do it also means just

Planning and financing project gets more challenging we cannot count on any consistency in the volume of passengers or traffic this is not likely to change there’s nothing in the trends we see that will reduce the volatility broader discussion of the future of general aviation looking at the various classes

Of aircraft even the very optimistic FAA is seeing that the piston powered aircraft fleet is going to shrink as just a pure total number of active aircraft is going to decline slowly the FA believes that after 10 years it’s going to start picking up again and crawling back towards today’s peak

They’re made on why and frankly I’m skeptical it would really need to change how the industry works for that to be likely probably not terribly critical in any case this crowd as will come to is not going to generate a lot terms of either surface traffic or transit demand

The one bright spot off is mentioned just in passing is a couple of categories one called light sport aircraft the other more broadly mental uh which tend to be a lot more modern and interesting aircraft a lot of these are humble home built very elaborate pre-manufactured components

Many of these are much sexier in a Broadway more sports car ish if you will as well as some that harkens back to the early days of aviation and those had although it’s a small percentage of the larger piston market have seen the same growth potentially a more interest to

Transfer transit planners and transportation planners is the business crowd and that would be a turboprop which is basically a jet engine with a propeller attached to it and a pure jet which is obviously a business jet this have seen continued growth for many years still a small segment of the

Market but one that continues to grow obviously congestion road congestion travel from point A to point B the increasing hassle factor of getting through a commercial airport having to get there early imma take dick through TSA all the things that makes the total time of connecting from point A to point

B more difficult is fueling the demand for corporate aircraft charter and that’s whole package no obvious reason that any of this is going to be less attractive in the future so the FAS forecast growth in this segment of the market seemed very very plausible terms of things that are useful for planners

Generally at general aviation airports the only segment you’re probably going to be very interested in are the employees because of the concentration they’re more likely to have during peak trance transportation times and also the peak number of employees at a particular location that will make a better connection to transit some major

Corporations sort of run their own internal airline and your community may have that kind of regular service normally they’ll have their own coach connections or other one ah that they’ll be serving themselves but if you have one of those maybe there’s an opportunity to connect it in at the smaller generation airports because

They’re not Peak small volumes not likely to have much connection to either traffic issues or transit been on cargo obviously a much narrower market but could be very important in some of your communities air cargo is a big enough industry and it obviously then connects from airports

To roads and in some cases could well be rail so there’s definitely a reason to keep an eye on this the fa is talking about forecast doubling of the domestic air cargo segment and tripling of the international cargo even if these are optimistic everything we’ve seen in the

Recent history says that this segment of the market is going to grow so if you’re working from a facility that has cargo expect septic bigger one of the things is that the percentage of cargo that are on dedicated all cargo flight that is an all cargo airline no passengers just a

Crew and nothing but boxes in the back that segments increasing the other thing about cargo it is even more con narrowly concentrated than airlines are there are fewer airlines that fly cargo and fewer airports that have major cargo so if you’ve got air cargo service of any substantial sword in your community

Expect that to grow the there’s been recent during the fluctuation fuel prices and down shift in the economy at the lower end of the spectrum there has been some noted change from aircraft trucks because of reliability and frequency of service issue this is not so much an issue at the major ones but

The smaller one but any upon your community that may or may not be relevant something to inquire about from a transportation standpoint obviously the issue of truck volumes of cargo is important a rail transfer in some cases may be part of this the other thing is employee depending upon the nature of

The cargo you may have not only the daytime but late evening sorting facilities to the small cargo and as I said those places that have major cargo or likely to keep it and you’re not likely to see new places larger commercial airports can be the major components of

A trans transportation system and in some cases could also act as a transit hub got a couple examples of what a run by you to show what the potential may be the only example we have domestically that I’m aware of where there’s an airport system link to the rail system

Both regional and national is the airport is newer and it has those connections to Amtrak and also the newark new jersey transit systems what we found though is that while there’s a great success in connecting to regional system the use by amtrak users is very very small it’s just never jelled even

With a combined ticket the let me try that again oops shut mark even with the use of tickets that allow you to purchase both your rail and aviation a connection all in one ticket it’s been of limited interest for Amtrak users but very successful for regional the thing

In doing this try to put this together yourself you can look to the work done by the Port Authority of New York New Jersey and New Jersey Transit as the main leaders of this to put together consortium to jointly plan this a lot of airport a lot of money whether this is

Exportable to other areas you know an open question but you can look to them for the methods they use and the issues they had it’s important to realize that this is not just another rail station you’ve got baggage and connectivity issues as well as intertwining security issues that you’ll have to address one

Of the issues that I wrestled with while I was a planner at San Francisco International is that we have two types of rail service one traditional heavy rail through what was called caltrain which is located adjacent to the airport and then our Regional Transit rail will

Bark bay area rapid transit it came in and has a station immediately adjacent to one of the terminals in addition to all the other issues that go with this when I let me back up a little bit the bart term of the world’s adjacent swear large aircraft being parked so one of

The big issues was how big of a bomb can they carry on the rail car for bart and therefore how big of a blast walls we need in their terminal to protect the adjacent aviation not a topic you’re likely to bump into another circumstances so we need to remember

That airports have their own set of requirements as you move forward with this sort of stuff the other example you have from this is that we’ve got two rail systems each with their own physical limitations their own policy wide line you’re going to have to work with them none of these folks were

Connected into the local bus transit system so you may face a thing where you are looking at several different systems and having to juggle that and it’s going to vary area by area you’re just going to have to decide on your own yeah we talked about a lot of baggage issues a

Bit use of airport property the interest of time I think we’ll just last pass this we can deal with it again the question-answer interest and looking at a somewhat smaller airport if you can have it with this we saw sure I was fortunate enough to work at CWI for

Several years and one of the great things about CWI is but it was located very close to some other transit links and the airport was successful and LinkedIn and pulling them all together on one of the great things about DWI it was that it was located within one mile

Of the market and track system so one of the natural things it’s not of that was a free shuttle so you could get off of the Northeast Corridor Amtrak train and take that free shuttle a mile and get to bwi which is a much much less busy airports and say Dulles

Was there was also one of the great things that they came up with was sort of a limo bus connection so that if you live in DC but you didn’t want to fly out of Dulles because maybe there was a closer connection or you want it to use

A Southwest connection you could get a round trip bus ticket from bwi to the nearest DC metro stop so you could go from the airport in Maryland get on the limo bus for six dollars and get on the large washington DC metro system and get to your home that maybe even in Virginia

Um in addition there was a larger emphasis on providing shadows and shared ride and providing bus service right at the terminal one of the things that VW I tried really really hard to do was to promote transit in the terminal proper they tried to provide ease for coming on

Well especially arriving passengers by posting investment terminal schedules providing a comfortable seating area in the terminal where you can wait for your boss or transit connection so the idea wasn’t just you know once you’re in the airport you get your bags and leave the idea was that you can use services in

The airport to link to those other more local transportation services the final example I’ll give in terms of facilities is that we talked about at some airports having a connection to a major airport probably the most elaborate one that I’m aware of is from the Van Nuys Airport in

Los Angeles area where they’ve set a major facility of buses where people can park in the adjacent parking lot structures and get an expedited ride into Los Angeles International now this is not linked into the local airport per se but it is integrated with the facilities so this may be something you

Would consider in transportation linkages the other thing you need to look at is since there is often a lot of land around airports and relatively clear perimeters that pedestrian and bicycle paths can be a possibility the things that make airports some of us more challenging though is the concentration of roads

Some of which may be elevated may not have shoulders appropriate for bikes or pedestrian security is going to be heightened on and then last ones a little tricky all these facilities are going to have obligations through the federal system and section 4f of the Department of Transportation Act eliminating a significant publicly owned

Park recreation area that the rest of da can only be done if there’s no feasible alternative and that minimize harm to the property is part of the deal so if you put in an elaborate bicycle path system and you later on you to eliminate it to provide aviation facilities that

May be increasingly difficult to do so it’s one of the consideration Airport have to make because of their federal occasions we talked a bit earlier about how to facilitate transit it goes for high occupancy vehicles also let’s get those folks in close to the terminals so they have some equal level surface with

People who are serviced who are doing drop-offs good signing for people in the terminals so they can find this service that can be a challenge at some airports and again comfort at the shelter’s to make this good for people with baggage some general conclusions and this is

Lisa again one of the things you want to change ethic is increasing um it may not increase at the rate of FAA projects but we know that it is blowing up people are not going to stop using aircraft and as the traffic or as air traffic increases so will Broadway congestion your airport

At larger commercial airport so as a result of this we’re going to have to look more and more at more efficient transportation links in the past FAA because it’s funded for the separate from a separate bill that other circles transportation is one of the things is that FAA and

Other transit agencies have not always talked to each other easily or only when it’s necessary airports have in the past worked more you know in a more isolated set of conditions so what we’re going to see is as the need for transportation links increases the race relationship between airport airport operators and

Other modal agencies such as fga or federal rail or even local cause is going to have to increase and those relationships are going to become more and more interdependent on each other to be successful the other thing is that airports aren’t really considered outliers anymore metropolitan areas

Areas have grown closer and closer to airports so we need to think about our airports is more part of a regional transportation system and as a regional facility rather than standalone facilities so regional policy policy decisions are going to have to include airports we’re going to think about

Airports in terms of their contribution to a regional area both economically and as transportation facilities so I’d like to turn this discussion over now to derehem park oh sorry one of the things we wanted you to take away with this is that in order to really be successful we

All as planners need to understand and get involved with public policy decisions that may be associated or focused on airports as transportation planners you need to be able to look at the stakeholders and decision makers that are involved in airport access and that may not be just the airport it may

Not be just the airport operator it may be the cog it may be the local community and the other thing is is that some a lot of times as airports planners we find that our most of our interaction occurs with just the airport operator and Airport planners I think one of the

Things is incumbent upon us is to bring our client to a more regional table and sort of facilitate relationships with them and the greater community that may be beyond their jurisdiction so now we’re passing along to Derek cantar Caltrans division of aeronautics this is an excellent source it out sorry Garrett

There are times the charm one of the things is that Dave and I tried to base this presentation on our experience but one of the things that we found was an excellent resource for planners with a CRP or airport cooperative research report number four it came out in two

Thousand eight so the data are pretty fresh and it talks a lot about methodologies and tools that are available for projecting transit needs to airports to link them to public transportation systems I commence this particular publication to your attention if you want to learn more about this

Subject so number three back to Derek are you sure kept all yours now so far okay so no discussion about all this would be complete without getting into smart growth because it is part of the planning vernacular nowadays and you know as David was talking about trends

In passenger service cargo you know how are using you the truth is regularly scheduled passenger service hub airports are not the predominant airports in the United States in fact it’s the general aviation airport is what we have for up here in California eighty percent of our aircraft activity is actually general

Aviation so at the community scale and it’s planners this is one of the things we think about our should be thinking about a little bit more often is how we integrate our local airports our general aviation airports regardless of their scale into the fabric of our communities

And we are doing that with Smart Growth if the concept of smart growth and airports is is unfamiliar know that it’s it’s alive as well and it’s been going on for quite some time now and what we’re trying to do particularly here in California is bring smart growth concepts into into the land

Use planning programs that surround that surround airports we can do this we’re doing it well if it’s happening to give you some examples of that coming up but some but some of the things we need to think about when we talk about smart growth and we talk about the uses around

An airport because we are trying to make our airports compatible with our communities is noise one of the biggest issues that faces communities is the noise coming out of an airport now we know airports themselves don’t make noises it’s the aircraft and aircraft have become quieter and quieter over the

Years which is good but at the same time there are some uses that just aren’t appropriate right on top of your air or and we can talk about that a little bit more when we think about before we get into Smart Growth actually what we think

About is what kind of use are we trying to put next to the airport what is compatible and when we say aviation compatible what we mean is can that use handle being closed or runway safety or can it be close to a runway protection zone can it be close to the noise

Contours to come out of the airport many uses are very appropriate in that area others such as residential or not and in fact we don’t like to put residential uses right on top of airports to begin with when we think about the uses that we want to put around airports or near

Airports or co-locate with airports Lisa introduced earlier part 77 are those vertical obstructions planes come in and and leave in airports on fairly prescribed patterns we want to make sure that there’s not obstacles in the way of that aircraft trees antennas smokestacks you know anything that goes up we want

To take a look at and make sure that it’s not going to keep going up sometime we we look at some really nice landscape lands around an airport without realizing that the trees that were put in are going to at some point the future penetrates one of those those surfaces

That you know we don’t want to go there and then have to come back later and say we need to start chopping trees so we’re trying to get away from some of that but we can you know live advanced playing week we can work on that part some of

The other things we think about around an airport or what are some of the hazards that could possibly be put in that would cause us some concerns there are open spaces around airports that for a long time have been natural buffers agricultural areas golf courses what have you golf courses particularly ones

With water hazards tendon bring in Wildlife and Wildlife and aircraft usually don’t mix so good it’s so we’re trying to do what we can to minimize wildlife hazards the FAA is not has a big project going on right now around the United States to do wildlife hazard assessments at various airports to to

Understand and then reduce the conflict between wildlife and airports we’ve got a lot of those going on in California some of the lights from surrounding uses can be a challenge an auto mall right next to an airport is a real glare hazard for pilots at night coming in on

Final approach some of the electronics that can come out of some uses around airports such as wind turbines you know in a time when we want to go green with some of our energy technologies wind turbines have a proven impact on radar signatures so how do how do we work with

Wind turbines solar panels are appropriate in some applications thermal plumes that can come out of some power plants can cause disturbance two small aircrafts we want to look about look at how some of those uses come into being but when we talk about compatible uses one of the things

We we often don’t think about when we look at our little ga Airport is that that Airport can do more than just receive passengers or take off passengers small GA airports are really community serving pieces of infrastructure when we see a single story terminal one of the questions we

Get to ask ourselves as planners is what would happen if that terminal was it was a two-story structure and on one instead of having the typical flight shop flight school some of those type of uses that we would expect at an airport what if there was an accountant in town who just

Loved aviation and wanted to have his accounting business at that Airport is that a compatible use lots absolutely you know and as long as you know the accountant likes being there there’s nothing wrong with that it’s fine it’s not incompatible with what’s happening with aviation and that lease payments to

The airport helps keep the airport functioning and since most airports are owned by the public are there for their community anything to help defray the cost is a benefit so we can be doing more with our general aviation airports than just seeing them for airplane or airport only uses some some business

Parks are coming up on airport property on the land side they are coming in they’re working well fixed base operators this photograph here is a pic of one of the nicer fixed base operators who it makes a very nice comfortable place where business travelers can come

In they don’t have to leave the airport property to do business they fly in they hold their meetings here there’s conference room executive suites what have you they do their work they leave everything they need is that that FB oh okay um other compatible uses we’re seeing is that industrial uses

Warehousing around the airport these are really nice thing to have because not only do they provide a buffer between the residential uses and the airport but it also provides an opportunity for these packages would have to be moved over to the airport quickly efficiently we’re minimizing the truck trips on on

Local surface streets that’s a good use we’ve seen some small airports where unused hangers were used for small package transfers so a little Cessna would come in and and do that kind of air cargo and not all air cargo are these big 747 freighters there’s good

Cargo being moved around in in you know little yeah is it it’s perfect and we can do more of these things that’s at the community scale making connectivity’s between rail and truck and taxis and transit they’re working at airports we’ve a lot of the pre-world War two transportation infrastructure

Did a very good job of connecting multiple modes of transportation post-world War two we started to fracture our uses tend to start separating some of our uses particularly in the suburban sprawl era all that we started to get a rest get away from integrating our uses we are through you

Know pick your planning paradigm new urbanism neo-traditional town planning all that sort of stuff we’re starting to see airports come back to being a part of the fabric of their communities and that’s something that that we’re really a champion for out here in California is trying to make those uses work a little

Bit better fun thing about some airports is that city departments or county offices are since they already own the airport they’re moving some of their offices to the airport now they get a reduced rate they don’t get it for free but they the cost of leasing to themselves is less so that

Helps defray the cost of running my best public department fun thing about this this terminal is it’s got a wonderful little banquet room hall that overlooks the airport and it’s kind of fun for people who like aviation is the chance that to bring the the airport into the

Community instead of having it as this departure arrival only location I will say that although historically we haven’t done as much with smart growth and airports that that trend is has changed you know we’re really coming around to making things happen better if you get a chance go on the web look up

Keno Airport out here in California chino airport smart growth plan they’ve actually specifically done one for that down in the San Diego area Gillespie field is putting together a a gateway plan that incorporates a lot of smart growth elements into the way they integrate that airport into their community Buchanan field in concord

California had a enough sufficient leftover land it used to be a formal Naval facility that they have a small shopping mall so and and it’s and it’s creating airport revenues so these things can work so I guess what I want to say to conclude this part is that if

We only think of our airports a takeoff and land airplanes we’re missing the big picture airports have historically done more they can do more they’re certainly capable of doing more and they can be a part of the community if we plan them wisely it would be in a port Thank You

Derek it would be inappropriate to complete our presentation about thanking a couple of people one of whom is and fe on Katherine is one of the movers and shakers in the transportation planning division and she helps to put this webinar together and I want to thank her forever I want to thank you

Killed trans division of aeronautics for giving Derek to time out of the Occupy participate with us today and I also wanted to thank Ben Lee who sent our are sort of long-suffering technical guru as he helped us to set up this morning and ends with Ohio State and this webinar

Couldn’t have happened to that it so thank you to all of those people and now I guess take any questions okay thank you thank you and first question is when mass transit is used for airport CBD what percentage of people are deferred from cars and taxis probably the best

Number I the best I’ve seen is the numbers for of the Manhattan connection to the newark airport and they had twenty five percent which is got to be one of the highest in the country because of their you unique situation with a rail connection don’t have

Numbers elsewhere off the top of my head but that’s one that came out of the a crb study okay there’s a feedback so um I’ll just leave the questions up in the PowerPoint um no question about the effort Apollo state policy statement about our PC I don’t think that they’re going to

Relocate every existing Road in the RPC but certainly no new roads may be placed in the RPG Dave have you had any more experience with that lately there’s not a clear trend established but the FAA is definitely getting tougher to deal with what will probably trigger it is if the

Airport wants to do something or the community whose road it is wants to modify it the FAA likely use any opportunity where somebody is changing something to say oh we need to correct our past design problem probably your only defense is going to be physical impossibility or just cost and

Possibility if it’s a minor road the FAA will go to great extent to get a road out of the runway protection zone off the end of an airport we had a major project at the airport in San Luis Obispo we’re a fairly busy local raw material had to be moved on what seemed

Like a pretty trivial reason so I expect that to be a bigger and bigger problem for people but again it’s not likely to come out of the blue it’ll be triggered by something else okay okay regarding the parking lot revenues when there’s no one there to collect them one of the

Things I’ve seen it smaller airports is the use of tokens so when you come in you get a ticket you park and before you leave you present your parking ticket at one of the counters in the terminal and they give you enough tokens to get out

To get out of a lot that was done without any any person in the parking lot um how successful it’s been it was successful for them how broad the application is I don’t know but it’s one way that they were able to increase their revenues with minimal infrastructure costs um regarding Milwaukee

I understand that General Mitchell has an excellent connection to the amtrak station that involves the use of a shuttle bus getting to and from the amtrak station to the airport the point that we were trying to make with the new jersey-newark connection is that there’s no change that you required once you get

On there that train an Amtrak you go right to the airport and there’s no getting on and getting off to get on the train side to the air side of the work so yeah this constant has a great service now thanks from clean it out okay

Anybody and well I came in from local government the thing that in my particular case made it easy is the company I was winter work for was moving into compatibility planning and so they use somebody needed somebody who could speak local development processes so depending upon its actually which form

Of transportation is to find a company that can use that as an adjunct to airfield planning terminal planning I think there should be you know if you have to do some research to figure out where the connection is but that seems like a relatively easy connection the

Other is depending upon where you are in your career I just moving over starting at the bottom maybe a question if you can do it for a while that’s obviously less interesting and then you’ll have to find a firm that has enough of what you

Do or can extend what they do to make it make it viable one of the other options too in here is most states have aviation planning rules of some kind but most planners don’t understand what they are so if you can take it upon yourself to

Go get a copy of what those rules are and make your study on your own become your own subject matter expert on it and suddenly you become the go-to person pretty quick in in most planning programs and I’m thinking you know from the academic side we really don’t teach

How to connect communities to airports and in most planning curriculums so when a planner takes it upon themselves to go ahead and get that information and start challenging themselves to become the expert they very quickly become the go-to player and this is least that I would recommend that you volunteer for

Projects that have a transportation link I spent a lot of years when i started in planning sitting in an office cranking out neethu documents until my boss got a college that she needed to put a warm body at an airport to be adjuncts planning staff and it would be a

Six-week assignment I ended up there for five years so volunteer get to know that the folks in that planning offices in your local you know in your local regional planning agencies and you know get to know the folks and airport planning agencies and volunteer

Get to know them that way and APA is a great ending for that question about high speed rail um can we go back can you go back one then and there was a question about high speed rail that I’m afraid to be overlooked on the previous page one more advanced one more yeah

Diane asked about high high speed rail planners trying to make assumptions about how many fires can be diverted Eric joint ahead yeah we’re out here in California we’re working on our high-speed rail program and one of the end this question comes up all the time

In you know within the state and one of the things we’re finding is that there’s a certain cutoff when when air travel just becomes more efficient period this usually once it’s over 500 miles people tend to want to jump in an airplane because it really is faster and in high

Speed will always have a certain challenge in that it can’t the curve half you can only have a certain radius curve you can only go uphill and downhill of a certain grade and still keep the train running it at high speed it’s kind of hard to say exactly when

Someone is going to choose rail over aviation but right now that what we’re seeing more of is that once you get beyond 500 miles it starts to become more efficient from a time perspective to take an aircraft regionally that could change but within a state intrastate that will probably stand

Pretty firm for a while what that’s to be determined okay next ah first ones a great question the interesting thing is that the FA does not directly regulate any heights near an airport they say that the separation of State do not grant them the authorities that is a local land use

Decision it’s really the other way around community does not regulate this it affects the airport for example in the Las Vegas area one of the very large casino towers actually eliminated an instrument approach and so it’s really the other way around up to the community to take the FAA guidance and make sure

It is implemented the fa can’t do it the only hook they really have is in broadcast antennas where they do have an indirect regulatory but other than that it’s a local City County operation just to clarify FAA identifies the surfaces that must be free of obstructions they

Point out how far those distances are based on the air to type of airport the length of the runway the type of approach approaching departures etc etc but as they’ve said the implementation the implementation of those FAA regulated air spaces and Heights is up to the local jurisdiction regarding the

Electromagnetic question what the Air Force found in a lot of their studies was that one wind turbine three miles away from an airport wasn’t going to cause a lot of ems or electromagnetic field interference when we put in these wind farms that we see on some of our

Ridge tops where they’re putting in all you know fifty a hundred plus wind turbines those are the ones that tend to begin to cause interference so what a lot of this comes down to it is the scale and one or two not so much a wind

Farm yeah that’s when things start to to generate enough electromatic magnetics that we start seeing concerns with radar interference and in the next one very good point depend upon how much land you have at a given airport how its configured where the tax quasar the fa makes a principal

Role of the airport is to serve aviation and that these other uses are allowed as beneficial as they may be financially only if they are surplus to the needs of aviation so in order to get to the point where rental space needs holes whatever you have or use of our public facilities

You’re going to have to bring the fa to the table since they are a party to all this and say okay see from a connectivity standpoint we can’t get aircraft over here because of the road circulation pattern or based on the size type of every part of your arm you don’t

Need this additional space you can do that Airport differ faa regions differ on how hard they’re going to fight but basically you have to have a real convincing argument not just the g we don’t like our airports so we’re going to take some of this land so the real

Issue and you have to start by saying are we meeting to aeronautical needs if you are then you have an argument to play with a great question yeah yeah and and also on this one could be GA airports tend to have a little bit more excess land than the biggest

International is largely because a lot of the airport the GA s we have our leftover military airfields so they have more land than they they may have needed so we’ve got additional development opportunities that we typically don’t have one of the things the faa gets concerned about is that when they grant

Monies to an airport for development they want airport aeronautical uses so if the extension of the terminal your building is some of those things are privately funded or civically funded you’ve got a little bit more leeway than if you’re doing something that was done with a 100-percent faa grant okay and

I’d like to jump in a better question on Parks and Recreation use this Tom the two examples we gave you a bike trail both near bwi and peak and Portland the point that we were trying to make what that slide is that those airports were very successful in developing walking

And bike trails but they developed them as transportation facilities they are mapped out the airports were able to demonstrate that they were an alternative means of gaining access to the airport and they also happen to be used by recreational bikers and pedestrians but they are but they are transportation facilities therefore

They’re not 4f resources and that was a very important distinction that they had to make when putting those particular facilities on the alp for example pdfs has an entire bicycle facilities permit test except bicycles being a mode of accessing the airport rather than recreational facilities so that is a

Real important distinction yes because we’ve had airports allow quote-unquote temporary ballfields put on and then found out it’s impossible to get rid of them next how many ban have any more questions do we have so we can try and see how close we can get to addressing

All these um we have about about seven or 800 Oh what we do I awake and do for the Egyptians I’m just glad no idea I don’t understand the question what our car plane oh yeah I understand I haven’t seen anything recent on that and I don’t

Suspect it it’s really been studied that well to be honest with you a lot of folks don’t even know how to to make that interface happen right now it’s a nice concept it’s a really good idea I don’t know that anyone’s really tested that yet James financial tools I don’t

Know if anything new under the sun now there’s there isn’t a whole lot at the moment I mean the FDA has their airport improvement program grants some states have airport improvement matching dollars that they bring in as well but for the most part airport improvement grant money particularly

From the federal government I’ll run through the FAA it we’re starting to see a little bit more where the federal highway administration administration will help with road access projects up to the fence but there’s still this this little problem that the FAA dollars tend not to leave the airport fence or the

Airport boundary but we’ve we’ve helped some folks use leverage federal highway dollars in federal transit dollars to bring projects up two defense of the airport and thank you for the comment on the VW I light rail station and complete provided a picture that’s a fail to mention it but thank you for pointing

That out I’d also like to point out that when we’re talking about better integrating airports with other plans that’s one of the things that we’re seeing more and more of a need for and this observation that aviation spending is still often remote it’s absolutely true and that’s why as transportation

Planners it’s incumbent upon us to bring our clients if they are airport operators to more of the reach to bring them to the regional table and facilitate a relationship between airports and regional planning agencies that that’s a bit more direct and a bit weren’t integrated probably one of the

Easier menus for that if your airport happens to be city or county owned normally the cities and counties are tied into the regional mitigation communities much better than the airport may be so there may be something through the city or county planning offices to make that easier if it’s an independent

Airport Authority you’re just going to have to find interpersonal connections and professional connections to make that work on the urban urban transportation playing an Air Force bases well let’s just broaden that to all military bases but but if there’s an air naval air army airfield they have an air crews airport compatible

Compatibility installation zone if it’s their airport planning document and that that program is most commonly run by a civilian contractor to on that base and they have a pretty good understanding of how urban planning works they are probably first right in as a planner before they were brought in as a

Military installation planner they the department of defense is doing a really good job right now of knocking on the door of these various air installation planners and saying please reach out to your communities a little bit more you can do more their outreach process has significantly improved so if you’ve

Gotten an air installation next to your community you can probably knock on the planning door and say how can we collaborate collaborate with you a little bit better that outreach has improved significantly in the last few years and I’d be surprised if someone really pushed back and said we really

Don’t want to we don’t want to play they are doing a much better job now yeah there was a classic study on what basis I’m blanking on the name but it was in the eastern United States where there was a significant research component with a large number of employees where

They had a very elaborate connection into the adjacent communities and really almost functioned like a large corporations facility and much less distinct in terms of military obviously there’s the defense in the security issue but in terms of getting people to and from the facility it was really just another community facilities so I’ve

Seen some examples i wish i could give you the name of the facility though relationship really has improved in the last few years next i love this question on airport business plan absolutely they’ve been they’ve been successful and in Shaq here in California that’s one of

The things we stay on a pretty regular basis if you don’t have a business plan for your particular GA airports because the big international do this to some degree but every ga Airport should have a business plan they should they should have a marketing plan they should have

These type of things so they can get a better return on investment these local GA airports the airport manager or the management staff should have a really good relationship with the economic development department of the county or city is are located in business plans those airports that have business plans

Have done very well a CRP Airport profit of research program has put out some some guidance reports on how to develop airport business plans I encourage you to go look at those it’s there available right now they’re working well we we highly encourage GA airports to put

Together a business plan I think the one caveat I was thrown is make sure it’s the real deal and it’s specific enough and tied into the real world we have seen a sprinkling of using examples of sort of economic development snake oil salesman that are selling platitudes

With a shiny cover but real business plan can work for air airports of all sizes most issues you have the right people doing the job right Dave and that’s a really good point one of the things we really try to emphasize particularly as planners is every

Airport has has a story and your local airport should should be exactly what it is what is the scope and scale of that Airport it shouldn’t be intended to be something that it’s not airports can be very good community serving assets if they’re appropriately scoped and scale

For the community that they’re in so your business plan should be tailored to what the community needs for it needs that Airport to do trying to over embellish an airport is silly you know make it very real lipstick for your community Lisa can you wrestle the last one but I don’t click I

Understand everything that that I want to point out is that commercial service airport are heavily subsidized so I don’t think it’s fair to call them self-sufficient they receive a lot of money federal government but they probably have a greater opportunity for represent generation in terms of light

Rail a new start light rail if there’s a new start light rail train that has the ability to connect to a hub airport I’m not sure I understand completely what the question means at what pace should that lengthy implemented what I would like to say that and in terms of news

News starts and other opportunities for linkages I would think that the conversation about linking it to the rest of the airport should begin as soon as possible because it’s not just the link that goes after the railroad but all of the intermediate links that would be associated with it as well and the

Opportunity for federal to federal consultation has to start very very early in that possum part of the part of the new start and small start program with with federal transit administration as we always look at at ridership do we have do we have sufficient riders to

Justify the link so at some point one of the things we are saying out here was if we know we want to bring in a transit connection an LRT in particular to an airport but maybe we don’t have the ridership right now to justify all the numbers that we typically want in a

Smaller new start program go ahead and purchase the right away so that that’s preserved because the cost of buying right away is never going to be cheaper than it is today it’s always always can be more expensive later you can run bus rapid transit on it temporarily until

You get the necessary right ridership to justify the LRT so one of the things we’re trying to say is don’t wait to have all the numbers don’t wait for it to be the perfect time to bring LRT into into a an airport you can always

By the right away and use other modes of transportation on it until you have everything you need to convert it over to rail and we’ve seen some success with that with that concept so in some respect immediately is when you want to start working on your connection but

Think that think about using that connection for more than just LRT you can start it with a different mode check with this Federal Transit first but sometimes they get a little bit leery if if they are giving train dollars and and bus rapid transit is on it but there’s

There’s ways to work through that and that’s it we made it on time almost thank you everyone you you you

ID: gnVxjb7XDmU
Time: 1358550575
Date: 2013-01-19 02:39:35
Duration: 01:38:28

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