Regional Airport Planning
Regional Airport Planning Process
The Association of Bay Area Governments (ABAG), San Francisco Bay Conservation and Development Commission (BCDC) and MTC jointly prepare and update the Regional Airport System Planning Analysis (RASPA) under the direction of the Regional Airport Planning Committee (RAPC). RAPC is made up of elected officials from the three regional agencies and staff from the region's airports.
The purpose of the RASPA is to provide analysis and policy level guidance on aviation requirements for commercial and general aviation airports in the region. The Plan is considered by the airports and FAA during the course of preparing airport master plans and environmental documents for proposed airport improvements.
MTC uses the plan to guide decisions about surface transportation investments that provide access to airports. BCDC’s Bay Plan airport policies refer to the Regional Airport System Plan for guidance when evaluating proposals for airport improvements that would require Bay fill. The Bay Area Air Quality Management District will consider the aviation emission estimates in preparing federal and state air quality plans for meeting adopted air quality standards.
Regional Airport System Planning Analysis: 2011 Update
With projected growth in business and recreational travel, as well as with growth in the shipment of air cargo, Bay Area airports may face capacity issues in the future, possibly around 2020.
Current forecasts estimate that by 2035:
In addition to forecasting future air traffic demand and capacity, the RASPA explored a number of different scenarios that can serve future traffic demand at the Bay Area airports. It evaluated the scenarios against seven specific goals:
As is often the case, there were tradeoffs between the various goals that had to be accounted for when choosing between two alternate scenarios – Scenario A and Scenario B.
A key report finding was that demand for air travel at San Francisco International Airport (SFO) is expected to exceed capacity by 2030, whereas Metropolitan Oakland International Airport (OAK) and Norman Y. Mineta San Jose International Airport (SJC) are expected to have excess capacity. This finding, along with evaluation of each scenario against the above goals’ performance measures, led to RAPC’s recommendation to implement Scenario B. The key strategies recommended for Scenario B are as follows:
MTC oversaw the study with ABAG and BCDC, and in conjunction with RAPC, which includes the Bay Area Air Quality Management District, the Federal Aviation Administration, the San Francisco International Airport, the Oakland International Airport, the San Jose International Airport and Caltrans. The study was completed in 2011.
For more information:
MTC contact: Doug Kimsey, email@example.com, 510.817.5790.
Metropolitan Transportation Commission • 101 Eighth Street, Oakland, California 94607
This page was last modified Monday May 21, 2012
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