Laserfiche WebLink
AVIATION DEMAND FORECASTS <br />gauges its flight to ORD using an A-320 and increases frequency of flights to SFO to total of 5 <br />daily flights seven days a week. Allegiant increases its frequency to Las Vegas from 2 to 4 weekly <br />flights. <br /> <br />The annual passenger enplanement levels generated by these hypothetical flight schedules is represented <br />by the purple dashed line in Figure 2-19 below. It is important to recognize that the flight schedules were <br />made to represent the peak month. This is the primary reason why the schedule based enplaned <br />passenger levels are higher than Scenario 1 and the preliminary 2016 TAF, and why these levels are not <br />used as the forecast for annual enplanements. The exercise of comparing the schedule based levels to the <br />scenarios and the TAF is to ensure the schedule based analysis is valid, and is within reasonable forecast <br />parameters. <br /> <br />As shown, the enplanement levels estimated by these flight schedules is within the middle portion of the <br />range represented by the various enplanement scenarios. This fact serves to validate that the schedules <br />and planning factors used to estimate these passenger levels are within reason, and that they will provide <br />a solid basis for facility planning. <br /> <br />FIGURE 2-19 <br />ESTIMATED ANNUAL PASSENGER VOLUMES BASED ON PLANNING DAY FLIGHT SCHEDULES COMPARED WITH ALTERNATIVE SCENARIOS <br />Sources: FAA 2015 TAF, Preliminary FAA 2016 TAF data, RS&H Computations, Bureau of Economic Analysis, Woods and Poole, 2016 <br /> <br />Annual passenger volumes, design day levels, and design hour levels that were identified from the <br />planning day flight schedules for each planning year are detailed in Table 2-18. Appendix B provides the <br />hypothetical gate schedule for each planning year as well the associated analysis for each planning year’s <br />peak hour enplanement and deplanement data and gate occupancy levels. <br /> <br />The analysis of existing passenger volumes identified slightly more annual enplaned passenger volumes <br />than deplaned passenger volumes. This anomaly is attributed to similar regional service factors that <br />resulted in higher enplaned cargo than deplaned cargo. As noted above, there is a limited number of <br />inbound non-stop markets available directly into Eugene Airport compared to the larger number of <br />EUGENE AIRPORT MASTER PLAN 2-28 <br /> <br />