The National Plan Of Integrated Airport Systems

* Cargo operating out of the northern edge of DIA, increasing time and cost for deliveries to Denver.

The land that was chosen for the Airport site was in Adams County but it lacked infrastructure development. This means DIA will need to create that infrastructure like water, power, and sewage disposal. In turn, this will increase DIA project costs. In the case study from Project management: a systems approach to planning, scheduling and controlling, Adams County also negotiated an agreement with DIA but it limited DIA “to such businesses as airline maintenance, cargo, small package delivery, and other such airport-related activities” (Kerzner, 2001, p. 643). In both the examples, we see that negative stakeholder involvement was detrimental to

Denver’s geographic location and the growing size of its population and commerce made it an attractive location for airline hubbing operations. There was a growth on the determination of the “ pro New Airport”.

Following the September 11, 2001 terrorist attack, airport security has received considerable attention from the government as well expect in the aviation industry. The damages that transpired following the attack have remained fresh in the minds of peace loving citizens. In fact, security has become everybody’s business because a security lapse in the aviation industry paralyzes various sector of the economy. Today, the government has encouraged redesigning of the airport with much consideration given to security. The new concerns in the wake of 9/11 terrorist attack propose integration of security into airport design and planning. Although the airports may not accommodate redesigning of the general layout, critics agree that an

This case study will discuss the pros and cons of operating an airport with a government-operated system of security versus returning to a privately owned and operated security organization. The Transportation Security Administration (TSA) was introduced to the airline industry after the attacks on September 11th, 2001. Complaints of slow wait times during periods of heavy traffic and the ability to manage the labor force have recently sparked an interest of Airports switching their security to a privatized company.

This report will be discussing the history of the Columbia Regional Airport, from day one to present day. The report will discuss the management structure, how it is broken down, as well as, with the facilities that are being used. The wildlife and environmental challenges, goals, marketing strategy, financial overview, future challenges and recommendations will as well be discussed in the report. It is my goal to present the overview of the Columbia Regional Airport throughout this report.

Today the hub and spoke concept is used at most major airports throughout the United States such as Atlanta, Chicago, and Dallas. The new system allows air travelers two key concepts in air travel. The first, experienced by those that live in close proximity to the central hub, saw a significant increase in both flights available and service areas. The second key point is with air travelers that live near the spoke or regional areas of the routes. Those near the spokes have gained hundreds of new destinations with the new system. By traveling from the serving airports to the hubs air travelers are able to reach destinations on servicing or regional airlines that would not have existed prior to deregulation.

As the research data was collected, especially with the case study comparative analysis’ between the Texas airports, the statistical occurrences began to detail flight/economic improvements, not only at Love Field, but also at Austin, DFW, Houston, and San Antonio. As seen by the data below all the major airports saw an increase in airline ridership, flights and overall operations.

With the rapid growth of commercial air travel in the 1970s, the FAA recognized that the nation’s airports contributed significantly to the national economy and international commerce, as well as being a critical mode of transport for the public. Airports needed funding to improve safety and maintain airport infrastructure such as runways, taxiways, NAVAIDS, and land acquisition. The Federal Aviation Administration (FAA) formed the National Airport System Plan (NASP) to ensure these significant airports received Federal grants to make these improvements. The FAA revised the NASP with the Airport and Airway Improvement Act of 1982 and called the National Plan of Integrated Airport Systems (NPIAS) to reflect the further expansion.

The National Plan of Integrated Airport systems describes three different types of airports that are used in aviation today. They include Commercial services airports, reliever airports, and general aviation airports. They come in a variety of sizes, shapes, and locations and are classified by the FAA in the NPIAS.

In the early 1980’s, Denver experienced significant economic growth due to the booming oil, real estate, and tourism industries. The major airport that operated within Denver during that time was the Stapleton Airport. Up to 1970, the Stapleton Airport was able to accommodate the demands of Denver but in subsequent years it was unable to meet the ever growing needs of the city. The Stapleton Airport was seen as a liability and limited the attractiveness of businesses that were swarming to it. Issues with handling high traffic volume, disruptions in connection schedules, and an overall poor airport layout led the city of Denver to decide whether they wanted to expand or replace the Stapleton Airport. A study performed in 1983

Miami International Airport (MIA) is one of the largest airports in the US. This case study gives the information on the airport, its history and some background. A report provides the information on the ownership type of the airport and its owner. I tried to enlist specific issues and certain facts about the operations and financial information.

In the opinion of Dr. Grace S. Thomson, “a heterogeneous mix of long and short-haul in very thing segments, passenger, density, and per capita income at end points gives [Southwest Airlines] competitive advantage. The way to establish a company in such a market as the airline industry would be to strategically expand in to airports with less competition. Southwest Airline capitalized on this fact to become a national airline (Keller 2008). Southwest Airlines satisfies what were once negligible markets. Southwest serves “64 cities in 411 non-stop city pairs” (Thompson 2008). Saturating these markets has allowed Southwest Airlines to expand without putting a strain on its pocket book (Keller

Another emerging trend in the past five years has involved the progress made on open skies agreements between the United States and other countries. Open skies agreements serve to liberalize Orlando International Airport transport markets between the two signing countries or parties in the agreement. These agreements remove government restrictions, such as limits to the number of flights any one airline is allowed to operate per week between countries. The removal of these limitations has opened some routes up to increased competition, by allowing Orlando International Airport to fly more frequently and making these routes more accessible. Orlando International Airport could not previously justify the capital expense of operating on routes with limited flights are now able to profit on routes with high demand.

A survey completed by the Government Accounting Office of the 50 busiest commercial airports, accounting for 80% of air carrier operations in 1998 revealed that noise, water, and air quality were the top three concerns. About 90% of the management of these airports thought that balancing environmental concerns with airport operations was much more or somewhat more difficult than it was in 1989. Because 13 of these facilities were at or above capacity with another four considered to be at capacity in