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Do We Need A New Transportation Solution?

Do We Need A New Transportation Solution?. Andres Zellweger Embry-Riddle Aeronautical University 25 February, 2000. The Scene in 2020. Our society is changing Personal time is becoming more valuable People are moving away from urban centers E-Commerce will predominate

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Do We Need A New Transportation Solution?

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  1. Do We Need A New Transportation Solution? Andres Zellweger Embry-Riddle Aeronautical University 25 February, 2000

  2. The Scene in 2020 • Our society is changing • Personal time is becoming more valuable • People are moving away from urban centers • E-Commerce will predominate • No indication that travel demand will not grow as predicted

  3. PEERING INTO THE NEW MILLENIUM "What does the 21st century traveler really want from the aerospace industry? An integrated, hassle free, personal mobility solution" James Womack, MIT David Fitzpatrick, Deloitte & Touche (Aviation Week, 1/1/00, p 52)

  4. The 2020 System • Should provide door to door transportation At a reasonable cost With minimal travel times • Must be an inter-modal system

  5. An Assessment • Today’s aviation and highway systems, with projected changes, are inadequate to meet door to door needs of 2020 GRIDLOCK and HUBLOCK Will result in significant increases in travel time • Inter-modal investment is lacking

  6. Alternativesfor Achieving the NeededFlexibility and Speed • More commercial air capacity? • “Bullet Trains”? • Mag Lev trains? • Personal Rapid Transit systems? • More roads?

  7. SATS Personal Use Concept

  8. First Look Accessibility Study Results • The 20 FL Airports that Provide 100% of Commercial Air-Carrier Service are Located Within a 30-Minute Ground Access Time to Less than 70% of the State’s Population • Six Regions Have been Identified as “Under Served” which Include about 20% of the Population. • Centrally Placing SATS Airports in these Regions would extend Air Travel Service to nearly 90% of Floridians. • Several Non-Commercial Carrier Airports in these Regions already have much of the SATS-Desired Infrastructure

  9. Conclusion • Increased investment in current NAS is essential to meet needs of next decade • Investments must start to provide flexibility and capacity for long term demand

  10. A Parting Thought (Jack Olcott, NBAA at the 1999 Annual TRB Meeting) • The wars of the 21st century -Will not be military - They will be economic • A strong transportation infrastructure is essential for a sound economy!

  11. Backups

  12. First Look Study Results • User Delays: Random and Minor; No Significant Increase in Delays at Orlando Executive Airport Due to SATS • ATC Capacity: Only Minor-Moderate Impacts in St. John’s Arrival Sector that Serves MCO, and in the North Satellite Departure Sector - Only Under Max SATS Loading (20% of Total Traffic) • ATC Workload: With the Exception of the St. John’s Sector, There is Little Increase in the Average or Maximum Number of Conflicts

  13. SATS Accessibility • Regional Benefits/Accessibility Improvements • Non-Hub Emplanement Level • Proximity to Ground Transportation • Lighted, Paved, 3500 Ft. Runway • EGPS, AWOS/ASOS • Amenable Politics SATS Partitions

  14. 30-Minute Iso-Access Contours • Via POV or Public Transportation • Primary & Secondary Roads

  15. First Look Study Results • However: • Proximity to a Commercial Carrier Airport is Not Synonymous with Service Adequacy • Many of the Floridians Wishing to Travel Efficiently Live Near one of the Four Major Airports and Routinely Suffer Delays and Congestion • Lack of Service Does Not Necessarily Equate to Unsatisfied Demand • Some Municipalities Oppose Increased Aviation Operations • So, Additional Study Must be Accomplished to Identify Viable Florida SATS Airport Candidates

  16. SATS Functional Requirements SATS Functions Areas End-State Performance • Self-separation capability onboard the aircraft results from exchange of aircraft position and flight plan information along preferred flight paths. • Voice will continue and supplement datalink. Communications will be primarily digital to the surface. • Near all-weather precise guidance to any runway end for any landing facility. • Situational awareness of all aircraft, landing facility surface movement, and weather in all phases of flight • Datalink display of real-time weather information and forecasts. • Integrated network of landing facilities. • Exchange local aviation and commercial info. • Create social and economic drivers for growth. • ATC/ATM • Communications • Navigation • Surveillance • Weather • Landing Facilities

  17. ATL DNL AGS MOB BFM TLH SATS MLB Air Carrier Executive Travel ScenarioFractional Ownership Two SATS trips per month. MLB to TLH to BFM to DNL to MLB. Saves 15.5 hours over Air Carrier. Air Carrier must connect in ATL for each leg, and connects only to MOB & AGS.

  18. Scenario Assumptions • SATS Aircraft • 700 nm range (805.57 statute miles) • 250 kts (287.69 statute miles/hour) • 150 kts in terminal area • 30 minutes from home/office to SATS airport • 30 minutes for enplanement and takeoff • 15 minutes to deplane and leave airport • Direct Org/Dest flight segments derived from www.landings.com • Transit time and speed includes all travel modes and connections

  19. Scenario Assumptions (continued) • Automobile • 25 mph in city • 30 mph residential • 50 mph rural highway • 60 mph interstate highway • 15 minute break for fuel after 3 hours driving • 1 hour meal break • Auto route profile using www.mapquest.com • Transit time and speed includes fuel, meals and overnight

  20. Scenario Assumptions (continued) • Commercial Air Carrier • 45 minute drive to/from airport • 30 minutes from long-term parking to gate • 45 minutes from gate to aircraft boarding • 45 minutes from gate arrival to long-term parking • 30 minutes to/from gate for rental car check-in/ drop-off • 45 minutes if rental agency is off-airport • OAG schedule for flight segments and distances • Flight speeds were adjusted to fit time schedules • Transit times and speeds include all travel modes, connections, and overnight stays

  21. D R A F T John McKinley, SAIC SATS Aircraft ATC/ATM TIS CIS FIS ePIREPS Communication NAS Wide Data Link NEXCOM TIS/FIS/CIS DIF AFSS OASIS FIS ePIREPS FIS Weather WARP ITWS AWIN SATS Aircraft ePIREPS TIS FIS CIS TIS FIS CIS Business Enterprises FBOs Hotels Rentals Restaurants Integrated SATS Landing Facilities SATS-Capable Aircraft Surveillance ADS-B Avionics CIS TIS AGATE GAP DIF CIS Surveillance ADS-B Ground Station Navigation WAAS LAAS DGPS Intermodal Connectivity SATS Architecture Overview

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