Economic Development Potential of Long Island Macarthur Airport March 16, 2016

LONG ISLAND CENTER FOR SOCIO-ECONOMIC POLICY

ECONOMIC DEVELOPMENT POTENTIAL

LONG ISLAND MACARTHUR AIRPORT

PREPARED FOR

SUFFOLK COUNTY INDUSTRIAL DEVELOPMENT AGENCY

PREPARED BY

DR. MARTIN R. CANTOR, CPA

March 16, 2016

The Long Island Center for Socio-Economic Policy Director, Dr. Martin R. Cantor, CPA 28 Woodmont Road Melville, New York 11747 Tel: (631) 491-1388 Fax: (631) 491-6744 E-Mail: [email protected] WEB SITE: WWW.MARTINCANTOR.COM

Economic Development Potential of Long Island MacArthur Airport March 16, 2016

Table of Contents

Abstract Page 3

Introduction Page 4

Chapter 1: County Demographic Comparisons: Age and Population Page 5

Chapter 2: County Economic Comparisons: Employed Population Over 16 Years Page 6 Industry Sector Employment Page 8 Regional Family and Household Income Page 9

Chapter 3: Business Activity in Vicinity of Regional Airports Page 10 Chapter 4: Airport Activity, Resources and Economic Impact Page 13 Chapter 5: Summary, Conclusions and Recommendations Page 15 Appendix A: Regional Airport Statistics and Resources Page 23 Long Island MacArthur Airport Page 23 Suffolk County and Islip Town Property Page 27 Westchester County Airport Page 30 Theodore Francis Green Airport (Providence) Page 35 Stewart International Airport Page 39 References Page 44 Bio of Principle Researcher Page 46

ABSTRACT This study evaluates and identifies the untapped economic development potential of Long Island’s MacArthur Airport by comparing the financial and economic impact generated by Long Island MacArthur airport with three selected regional suburban airports. To mirror conditions at Long Island MacArthur, the criteria used for selecting the three comparison airports was that they be both located near a major airport hub and in close proximity to commuter rail. The airports selected for evaluations were Stewart Airport in Orange County New York; Westchester County Airport in Westchester County New York; and T.F. Green in Providence County Rhode, Island. To provide greater context to these findings, regional economic, demographic, and financial data is analyzed for each of the airport’s host counties. The analysis revealed that T.F. Green Airport located in Providence Rhode Island, a county smaller in population than Suffolk County had fewer flights than Long Island MacArthur Airport but had more major air carriers and more passengers per plane than Long Island MacArthur Airport. The evaluation also identified economic development assets in and around Long Island MacArthur Airport that can be brought to higher and more valuable uses in order to attract more businesses and business travelers, both of which would be critical if Long Island MacArthur is to attract additional major air carriers.

INTRODUCTION

Airports play an important role in the regions they serve. They spur economic development through job creation, facilitate and attract tourism and both establish and encourage business links between their home territory and other geographic areas. With that focus, the purpose of this analysis is to assess and identify the untapped economic development potential of Long Island MacArthur Airport. This will be accomplished by evaluating the financial and economic impact generated by Long Island MacArthur Airport with three similar regional suburban airports. The three regional airports selected for analysis are: *Westchester County Airport in New Windsor, Westchester County (29 Miles from LaGuardia Airport); *Stewart International Airport in West Harrison, Orange County New York (77 miles from Newark International Airport and LaGuardia Airport); and *Theodore Francis Green Airport in Warwick, Providence County Rhode Island (60 miles from Logan Airport in Boston Massachusetts). In comparison, Long Island MacArthur Airport is 52 miles from JFK International Airport and 47 from LaGuardia Airport. The analysis is based upon descriptive, qualitative, and quantitative information derived from regional economic, demographic, and financial data of Orange County New York, Westchester County New York, Providence County Rhode Island and Suffolk County New York, including operating data for each airport. From the comparison of the three regional airports selected, areas of untapped economic development potential at Long Island MacArthur Airport were identified, including use of Suffolk County property located in and around Long Island MacArthur Airport, and recommendations made as to how that potential could be realized.

CHAPTER 1: COUNTY DEMOGRAPHIC COMPARISONS

The first criteria evaluated are the age and population of the county where each regional airport is located. Table 1 illustrates that while the 2013 Suffolk County population is the largest suburban county of the four included in this analysis, the percent of Suffolk County population age distribution is similar to the other counties.

Table 1: Demographic Comparison-2013 Age and Population

Orange Suffolk Westchester Providence

County, County, County, County,

New New York New York Rhode

York Island

Stewart MacArthur Westchester T F Green

Airport Airport Cty Airport Airport Total Total Total Total Total population 373,902 1,495,803 956,283 627,469 AGE Under 5 years 6.9% 5.6% 5.9% 5.9% 5 to 14 years 15.1% 13.4% 13.4% 11.9% 15 to 44 years 39.5% 38.3% 37.8% 42.6% 60 years and over 17.0% 19.5% 20.5% 19.0% 65 years and over 11.4% 14.0% 14.9% 13.6% Median age (years) 36.7 40.1 40.2 37.1 Source: 2009-2013 American Community Survey 5-Year Estimates – Table S0101: Age and Sex

While the median age in the populations of Suffolk County and Westchester County are nearly identical, it is nearly 10 percent older than the median ages in Orange County and Providence County. The age of a population is of significance to an airport because travel habits of individuals often change with age. While there are some differences between the county median ages, the percent distribution of each age category with-in each county are basically the same. Thus any variations in travel habits between the airports influenced by age can be considered minimal.

CHAPTER 2: COUNTY ECONOMIC COMPARISON

Tables 2, 3, and 4 compare the percent of the Suffolk, Westchester, Orange and Providence County’s: • Population that is in the workforce.

• Civilian population 16 years of age and older included in the workforce.

• Industry sectors where the over 16 population employed are working, and

• Median and mean household and family incomes in each county.

Also presented are the median full-time wages for both males and females in each county’s workforce. The results illustrate some interesting economic and industry sector differences.

Employment Status of Those 16 Year of Age and Older: Similar for Each County Table 2 illustrates that of the population over 16 years of age Suffolk County has the largest population, the largest labor force, the greatest percent distribution in both the civilian labor force and those employed, and the lowest unemployment rate.

Table 2: Economic Characteristics 2013- Employed Population Over 16 Years of Age Subject Orange County, Suffolk County, New Westchester Providence County, New York York County, New York Rhode Island Estimate Percent Estimate Percent Estimate Percent Estimate Percent

Population 16 285,563 285,563 1,190,240 1,190,240 757,716 757,716 508,331 508,331 Years and Over Population Over 191,163 66.9% 786,380 66.1% 498,912 65.8% 331,687 65.3% 16 In labor force Civilian labor 186,406 65.3% 785,784 66.0% 498,722 65.8% 331,311 65.2% force Population 170,981 59.9% 727,484 61.1% 456,825 60.3% 294,690 58.0% Employed Population 15,425 5.4% 58,300 4.9% 41,897 5.5% 36,621 7.2% Unemployed Population in 4,757 1.7% 596 0.1% 190 0.0% 376 0.1% Armed Forces Population Not in 94,400 33.1% 403,860 33.9% 258,804 34.2% 176,644 34.7% Labor Force Civilian Labor 186,406 186,406 785,784 785,784 498,722 498,722 331,311 331,311 Force Percent (X) 8.3% (X) 7.4% (X) 8.4% (X) 11.1% Unemployed Source: 2009-2013 American Community Survey 5-Year Estimates Table DP03:Selected Economic Characteristics

This, however is a product of Suffolk County’s larger population as the percent distribution of the over 16 population in the workforce and in the labor force is nearly the same as in Westchester, Orange, and Providence County.

Industry Sector Employment of Those 16 Years of Age and Older: Suffolk County Potential for Growth in Management, Science and Manufacturing

Table 3 illustrates that while Suffolk County had the largest civilian employed population 16 years of age and older, there were some similarities and differences in the percent distribution of the industry sector jobs between Suffolk County and Counties of Orange, Westchester, and Providence. Suffolk County had similar percent industry sector employment distribution with Orange, Westchester and Providence Counties in the Service and Sales (retail/wholesale) industry sectors. However, differences were found in the other categories. In the Management, Business and Science industry sectors, Suffolk County’s 37.8 percent was ten percent greater than Providence County and within range of Orange County. Suffolk County, although it has a larger population, more people employed and more businesses, had a smaller percentage of jobs (approximately 20 percent) in management, business, and science than the 45.5 percent of Westchester County’s jobs held by these categories. In the Manufacturing, Transportation, and Material Moving industry sectors, despite Suffolk County having the most jobs, these sectors represented only 9.6 percent of the Suffolk County industry sector employment. By comparison, Suffolk County was 28 percent lower than the 13.5 percent these sectors represented in Providence County’s industry sector employment, and 10 percent less than the 10.9 percent reported in Orange County. This is important because manufacturing is an essential leading indicator of regional economic activity due to its’ high economic multiplier. The more manufacturing and higher paying jobs created the more secondary service sector jobs created and their resulting economic impact.

As will be discussed later in this analysis, the area around MacArthur Airport has additional capacity that can be used to support and generate airfreight and business travelers, both of which are essential assets in attracting additional airlines.

Table 3: Population Employed-Industry Sector Employment By Occupation

Subject Orange County, Suffolk County, Westchester Providence County, New York New York County, New York Rhode Island Estimate Percent Estimate Percent Estimate Percent Estimate Percent

Civilian Employed 170,981 170,981 727,484 727,484 456,825 456,825 294,690 294,690 Population 16 Years of Age and Over Management, Business, 61,089 35.7% 274,762 37.8% 208,011 45.5% 98,991 33.6% Science, and Arts Service occupations 31,370 18.3% 125,053 17.2% 84,149 18.4% 61,962 21.0% Sales and Office 44,314 25.9% 190,382 26.2% 103,365 22.6% 74,012 25.1% Natural Resources, 15,553 9.1% 67,271 9.2% 32,513 7.1% 19,900 6.8% Construction, and Maintenance Manufacturing, 18,655 10.9% 70,016 9.6% 28,787 6.3% 39,825 13.5% Transportation, and Material Moving Source: 2009-2013 American Community Survey 5-Year Estimates – Table DP03: Selected Economic Characteristics

Regional Family and Household Income Suffolk County Economy Can Support More Flights at Islip MacArthur Airport

Table 4 illustrates the differences existing between the Counties of Suffolk, Westchester, Orange and Providence in median and mean family and household incomes, per-capita income, and median earnings of full-time employed males and females. In all the aforementioned income categories, Suffolk County exceeds Providence County, suggesting that Suffolk County residents have the family and household income capacity capable of supporting more flights at Islip MacArthur Airport. Illustrating that there is unfilled flight and passenger capacity at Islip MacArthur Airport is Table 6, which shows that Providence County’s TF Greene Airport reports fewer annual flights, more carrier flights, and more passengers; while at Islip MacArthur Airport there are more annual flights, fewer carrier flights, and fewer passengers.

Table 4 illustrates that Suffolk County had the most families and households, followed by Westchester, Providence, and Orange Counties. At $87,763 Suffolk County also had the highest median household income, followed by Westchester, Orange, and Providence Counties, with Providence County’s median household income 56 percent below Suffolk County. However, Westchester County led Suffolk, Orange, and Providence Counties in the remaining income categories

Table 4: Economic Characteristics: 2013 Income and Benefits (Adjusted for Inflation)

Subject Orange County, Suffolk County, Westchester County, Providence County, New York New York New York Rhode Island Estimate Estimate Estimate Estimate

Total Households 125,317 497,347 343,561 237,800 Median Household 70,458 87,763 81,946 49,297 Income (dollars) Mean Household 88,290 108,316 130,829 66,395 Income (dollars)

Families 89,873 374,411 237,934 146,971 Median Family 85,100 100,652 105,341 62,348 Income (dollars) Mean Family 100,210 120,896 157,937 78,936 Income (dollars)

Per Capita Income 30,583 36,945 47,984 26,308 (dollars)

Nonfamily 35,444 122,936 105,627 90,829 Households Median Nonfamily 36,983 45,622 44,050 28,839 Income (dollars) Mean Nonfamily 52,542 62,999 65,138 42,739 Income (dollars)

Median Earnings 34,882 40,869 43,006 30,136 (dollars) Median Earnings- 57,505 65,289 70,339 47,180 Male Full-Time Workers (dollars) Median Earnings- 44,716 49,516 55,463 40,273 Female Full-Time, Workers (dollars) Source:American Community Survey2009-2015-Year Estimates – Table DP03: Selected Economic Characteristics

The Westchester County mean household income, median and mean family income, per capita income, mean nonfamily income, median worker earnings, and median earnings for full-male and female workers exceeded Suffolk, Orange and Providence Counties in these same categories. However the data also indicates that while Westchester County displays some greater levels of wealth than Suffolk County, there is sufficient economic activity in Suffolk County that can support additional flights out of MacArthur Airport.

CHAPTER 3: BUSINESS ACTIVITY IN VICINITY OF REGIONAL AIRPORTS Untapped Economic Development Potential for Long Island MacArthur Airport

The convenience and location of Long Island MacArthur Airport provides it with an underutilized competitive advantage over JFK and LaGuardia Airports. The untapped economic potential of Long Island MacArthur Airport lies not only with the fact that it can serve Long Islander’s wanting ease of access to an airport but that it can also service local businesses requiring air freight service for their manufactured goods and also meet the business travel requirements of their employees. Tourism is also important for attracting air carriers. A tourist destination draws visitors who in turn create a demand for air travel. A coordinated marketing campaign that attracts air travelers to Long Island as a destination for beaches, museums, golf courses, culture, wineries and parks would create a demand for air carrier service to MacArthur Airport. Additionally, building a convention center, something that Long Island lacks, would add to the already $5 billion of economic activity that tourism generates for the Long Island economy and would create a consistent increase in demand for air service to MacArthur Airport. What is most sought after by major carriers, and what is most needed by Long Island MacArthur Airport, is the regular and sustained business traveler. The regular business traveler is essential to airports in their efforts to attract major air carriers because major air carriers calculate the regularity of passengers and ticket prices into their economic evaluation of which airports are profitable enough for them to provide service. As Table 5 illustrates, T.F. Green Airport in Providence, Rhode Island has met that challenge.

Table 5 illustrates that, of all the airports evaluated in this analysis, TF Green Airport in Providence, Rhode Island had the most businesses with 1,634, followed by the 1,470 businesses surrounding Long Island MacArthur Airport. Table 5: 2013 Business Census (by Zip Code) (Bold Italic Values Denote Businesses Most Likely to Utilize Air Travel)

Westchester MacArthur Stewart Int’l. TF Green Airport Airport Airport Airport Industry Industry Code New Windsor, NY Ronkonkoma, NY W Harrison, NY Warwick, RI- Code Description Zip Code 12553 Zip Code 11779 Zip 10604 Zip Code 02886 Total for all ------Sectors 624 1470 602 1634 22---- Utilities 1 1 2 -- 23---- Construction 58 244 37 94 31---- Manufacturing 29 141 2 64 42---- Wholesale Trade 40 159 28 84 44---- Retail Trade 68 138 19 267 Transportation 48---- and Warehousing 30 72 37 45 51---- Information 10 12 16 33 Finance and 52---- Insurance 30 71 79 119 Real Estate and Rental and 53---- Leasing 35 44 30 65 Professional, Scientific, and Technical 54---- Services 53 163 116 223 Management of Companies and 55---- Enterprises 3 5 21 14 Administrative and Support and Waste Management and Remediation 56---- Services 35 77 73 71 Educational 61---- Services 10 24 12 13 Health Care and 62---- Social Assistance 82 72 59 264 Arts, Entertainment, 71---- and Recreation 10 18 10 20 Accommodation 72---- and Food Services 66 85 20 136 Other Services (except Public 81---- Administration) 64 144 38 120 99---- Industries not classified 1 2 11---- Agriculture, Forestry, Fishing and Hunting 1 21---- Mining, Quarrying, and Oil and Gas Extraction 1 Source: U.S. Census Bureau – 2013 ZIP Code Business Patterns (ZBP)

Businesses in the vicinity of the regional airports evaluated in this study are a potential source of additional business air travelers and resulting revenue streams sought by major airlines and regional airports. These businesses are 25.6 percent of the 624 businesses in the vicinity of Westchester County Airport, 29.7 percent of the 1,470 businesses surrounding MacArthur Airport, 43.9 percent of the 602 businesses in Stewart Airport’s Zip Code, and 31.7 percent of the 1,634 businesses in the area surrounding Theodore Francis Green Airport. The business bases in the vicinity of T. F. Green Airport and Long Island MacArthur Airport are similar in size, comprised of similar percentages of business, and have a Foreign Trade Zone, all of which provide a market for business air travelers. However, because of its central location to businesses and business travelers, travelers and major carriers from T. F. Green Airport are greater in number than travelers and major air carriers flying out of Long Island MacArthur Airport. While there may be additional passenger travel, a reasonable expectation is that there is more of a significant and consistent business traveler flying from T. F. Green Airport. The consistency of air travel from T. F. Green generates a reliable and dependable return on the carriers’ investment. Obtaining that consistency of business travel, supplemented by other passenger travel such as tourism and leisure travel is critical for Long Island MacArthur Airport. Demonstrative demand for airline destinations from Long Island MacArthur is essential to address airline financial requirements if they are to establish a base in a regional airport such as Long Island MacArthur. In addition, creating better connectivity throughout the region could potentially ameliorate some of this challenge. This could include creating new infrastructure as well as better connecting existing infrastructure and regional assets and work centers. These considerations would indicate that there is untapped business travel potential at Long Island MacArthur Airport as nearly 70 percent of the businesses located in proximity to MacArthur are not likely utilizing its services. If businesses with air service needs could be attracted to the area, the number of consistent and sustained business travelers utilizing the MacArthur Airport could be increased. This potential is illustrated in Table 6 which presents a comparison of each airport’s resources, permanent carriers, and economic impact.

CHAPTER 4: AIRPORT ACTIVITY, RESOURCES AND ECONOMIC IMPACT

Table 6 further explores the untapped economic development potential at MacArthur Airport and compares its activity to the other regional airports.

Table 6: Comparison of Airport Resources, Activity, and Economic Impact

Stewart Long Island Westchester T. F. Green Airport and County International, MacArthur, County Air. Providence, where Located Orange Cty. Suffolk Cty Westchester Cty Miles to Major 77 miles to 52 miles to 29 miles to 60 Miles to Airport Hub Newark NJ- JFK and 47 LaGuardia Logan,Airport LaGuardia to LaGuardia Airport-NYC Boston NYC Region Airport NYC Foreign Trade Zone Yes-Airport, Yes-435,000 No Yes 65 acres ATT, IBM, Sq Ft in 52 Bus Pks. Business Pks acres Port+Airport Airport Ownership NY-NJ Port Town of Islip County of Quasi Govt`- Authority Westchester Rhode Island Airport Size 1,552 Acres 1,311 Acres 702 Acres 1,111 Acres Runways/Helipads 2 / 1 4 / 2 2 2 Runway Length 11,817 ft and 7,006ft/5,034 6,549 and 7,166 and 6,004 3,175/5,186 4,451 6,081 Mass Transit Yes-Metro Yes - LIRR Yes-Metro Yes – Rail and Options to Airport North + Short Suffolk North + Bee Bus service Line Bus Bus Line Bus Carriers (a) 4 2 6 7 +2 Seasonal Carrier Flights (a) 3,218 (8.0%) 9,953 (9.3%) 7,449 (5.4%) 33,701(44.7%) Annual Flights (a) 39,983 106,938 137,151 75,475 Passengers (b) 306,000 1,266,000 1,490,000 3,500,000 Passengers/Flight(c) 7.7 11.8 10.9 46.4 Depart on time (d) 82 % 77 % 77 % 85 % Direct Employ (e) 3,636 4,870 4,946 8,187 Direct Income (e) $254,870,100 $168,269,600 $251,026,700 $760,805,200 Secondary Jobs(e) 1,943 1,215 1,382 3,380 Secondary Income $78,751,800 $60,910,100 $83,111,500 $454,365,200 Tot Eco Impact(e) $750,722,800 $577,016,600 $735,879,600 $1,215,170,400 State/Local Tax(e) $60,775,500 $ 54,284,700 $ 72,056,200 $76,606,200 Note: (a) Carrier and annual flights, percent of carrier flights to annual flights-12 Months Ended 12/31/13. (b) Based on emplaned passengers both arriving and departure-12 months ending February 2015. (c) Passengers per flight include air taxi, general, local, iterant and military aviation.T.F. Green is significantly higher because it proportionately runs more commercial flights as opposed to private and charter flights. (d) For period April 2014 - March 2015. (e) New York Airports For year ended 12/31/09. T.F. Green Airport based on 2013/2014 year. Sources: Federal Aviation Administration, New York State Department of Transportation. Rhode Island Airport Commission. (Latest Information Available)

The comparison in Table 6 presents the varied airport resources, flight activity, and economic impact of Stewart International Airport, Long Island MacArthur Airport, Westchester County Airport and T.F. Green Airport. T. F. Green Airport has the most direct employment and highest economic impact because it has the most carrier and annual flights, the highest percent of carrier flights to annual flights and the most passengers per flight. The passengers per flight at T. F. Green Airport is significantly higher because it proportionately runs more commercial flights as opposed to private and charter flights.

Airport Location Matters: Distance from a Major Airport Hub a Factor

As illustrated in Table 6, review of the latest data from the Federal Aviation Administration reveals that excepting for Westchester County Airport, which is 29 miles from LaGuardia Airport; the other three airports are between 47 and 77 miles from a major airline hub. Long Island MacArthur Airport is 52 miles from JFK International Airport and 47 miles from LaGuardia Airport while T.F. Green Airport is 60 miles from Boston’s Logan International Airport. Furthermore, T. F. Green Airport not only provides service to Providence County and much of Rhode Island, but its central location also draws passengers from Eastern Connecticut and Massachusetts communities both North and East of the airport. There are few air choices for travelers, thus lessening the competition facing T. F. Green Airport. The result is more major carriers operating from T.F. Green Airport and more destination choices for the traveler flying from T. F. Green Airport. By comparison, unlike T.F. Green Airport, Long Island MacArthur Airport is located in the region with the largest population, but is not located convenient to Long Island’s population center. More than half the residents of Long Island live closer to LaGuardia and JFK Airports than MacArthur Airport. The result is greater competition facing Islip MacArthur Airport for the air traveler, making it more difficult to attract major air carriers who locate where the traveling public is. While distance from a major airline hub may impact travelers selecting Stewart International Airport and T.F. Green Airport, the closer the distance to a major airport

14 hub appears to have impacted flights from Long Island MacArthur Airport and Westchester County Airport.

Major Carriers Go Where the Passengers Are Another paradox is that while T.F. Green Airport has fewer annual flights it has the most emplaned passengers, more carriers and the largest percent of carrier flights to all annual flights. Westchester County Airport has the second largest emplaned passengers and the lowest percent of carrier flights to annual flights. The result is that T.F. Green Airport has the most passengers per flight and the lowest percentage of non-carrier flights to carrier flights. Non-carrier flights include taxi flights, local general aviation, itinerant general aviation and military. Clearly the ability to attract passengers also attracts the commercial carriers to T.F. Green Airport.

CHAPTER 5: SUMMARY, CONCLUSIONS AND RECOMMENDATIONS Summary and Conclusions

Suffolk County has the largest population, the largest population 16 years of age and older in the labor force and the largest population employed of the four counties evaluated. However despite these workforce advantages, Suffolk County lagged behind the other counties in jobs in higher paying industry sectors. The employment in Suffolk County’s management, business and science sectors was ten percent greater than Providence County and within range of Orange County. Yet Suffolk County had nearly 20 percent fewer jobs in this industry sector than Westchester County. With 9.6 percent of its workforce in the manufacturing, transportation, and material moving industry sectors, Suffolk County was 28 percent lower than the 13.5 percent reported for Providence County and 10 percent less than the 10.9 percent reported in Orange County. Manufacturing is an important leading indicator of regional economic activity because of its high economic multiplier. The more manufacturing and higher paying jobs created the more secondary service sector jobs created. When household and family incomes were compared, Westchester County exceeded Suffolk, Orange, and Providence Counties in mean household income, mean and median family income, per capita income, mean nonfamily income, median worker earnings, and

15 median earnings for full-time male and female workers. Suffolk County exceeded all counties in median household and nonfamily income. As for businesses in the vicinity of each airport that could generate air travel activity, T.F. Green Airport in Providence Rhode Island, with 1,634 businesses had the most businesses followed by the 1,470 businesses surrounding Long Island MacArthur Airport. An analysis of these businesses provided insight into which businesses could avail themselves of additional air travel needs. These included manufacturing; information; finance and insurance; real estate, rental and leasing; professional, scientific and technical services; and management and enterprise administration. These identified businesses constituted 25.6 percent of businesses in the vicinity of Westchester County Airport, 29.7 percent of businesses surrounding MacArthur Airport, 43.9 percent in Stewart Airport’s Zip Code, and 31.7 percent of businesses in the area surrounding Theodore Francis Green Airport. These results would indicate that there is untapped business travel potential at Long Island MacArthur Airport. A review of each airports activity, resources, and economic impact illustrates that potential. T.F. Green Airport having 75,475 annual flights, had the most emplaned passengers at 3.5 million, more major carriers at 7, and the largest percent of carrier flights to annual flights with 44.7 percent. Westchester County Airport had the second largest emplaned passengers and the lowest percent of carrier flights to annual flights. Long Island MacArthur Airport had 1.27 million emplaned passengers, the second most flights at 106,938, and the second highest ratio of carrier flights to total annual flights with 9.3 percent. The result is that T.F. Green Airport had the most passengers per flight and the lowest percentage of non-carrier flights to carrier flights. Non-carrier flights include taxi flights, local general aviation, itinerant general aviation and military. Clearly the ability to attract passengers also attracted the major carriers to T. F. Green Airport. Location appears to be a factor in the success of T. F. Green Airport which not only provides service to Providence County and much of Rhode Island, but its central location draws passengers from Eastern Connecticut, and Massachusetts communities both North and East of the airport. Other than Logan International Airport in Boston, there are few air carrier choices for these travelers, thus lessening the competition facing T. F. Green

Airport. The result is that more major carriers operate from T.F. Green Airport with more destination choices for air travelers. By comparison, while Suffolk County-based Long Island MacArthur Airport is located in a region with the largest population, it is not centrally located within that population. More than half of Long Island’s population lives closer to LaGuardia and JFK Airports than Long Island MacArthur Airport. This factor results in greater competition for the air traveler, making it more difficult for Long Island MacArthur Airport to attract major carriers. While distance from a major airline hub may impact travelers selecting Stewart International Airport and T.F. Green Airport, the closer the distance to a major airport hub appears to have adversely impacted flights from Long Island MacArthur Airport and Westchester County Airport. The business bases in the vicinity of T. F. Green Airport and Long Island MacArthur Airport are similar in size and comprised of similar percentages of business that can be a market for air travel. However, travelers and major carriers from T. F. Green Airport are greater in number than travelers and major carriers flying out of Long Island MacArthur Airport. While there may be additional passenger travel, a reasonable expectation is that there is a significant and consistent business traveler flying from T. F. Green Airport that is lacking at Long Island MacArthur. The consistency of business air travel from T. F. Green Airport generates a reliable and dependable return on investment for the major carriers. By comparison, while Long Island MacArthur Airport has passenger travel, a consistent business traveler, which is critical to Long Island MacArthur Airport in efforts to attract a major carrier, occurs less frequent. For Long Island MacArthur Airport to attract major carriers there must be a demonstrative business traveler demand for airline destinations flying from Long Island MacArthur Airport. This is essential to address airline financial requirements to establish a base in a regional airport such as Long Island MacArthur.

Recommendations

It is not for lack of effort that a regional airport such as Long Island MacArthur struggles in the ever-changing, consolidating, cost-conscious, profit-seeking and competitive airline industry. It is very difficult for Long Island MacArthur Airport to compete when cost and revenue imperatives drive major carrier decisions as where to establish gates and flights. Without guaranteed travelers, major carriers are difficult to attract to Long Island MacArthur Airport. As explained previously, for Long Island MacArthur Airport to attract major carriers there must be a demonstrative business traveler demand for airline destinations flying from Long Island MacArthur Airport. This is essential to address airline financial requirements to establish a base in a regional airport such as Long Island MacArthur. The following recommendations address this need. The recommendations appreciate the success that Long Island MacArthur Airport has had as a true regional airport with a major carrier and local and itinerant general aviation while constantly trying to attract additional major carriers. However, its location away from the traveling population center of Long Island presents a challenge of attracting passenger travel in the magnitude necessary to satisfy the financial and ridership requirements of major carriers, requirements that have been met by T. F. Green Airport in Providence Rhode Island as evidenced by the major carriers flying from there. Two important assets of Long Island MacArthur Airport are its convenience and proximity to businesses in Eastern Nassau County and Suffolk County. This provides Long Island MacArthur with an underutilized competitive advantage over JFK International and LaGuardia Airports. The untapped economic potential of Long Island MacArthur Airport lies not only with the fact that it can serve those Long Islander’s wanting ease of access to an airport but that it can also service local businesses requiring air freight service for their manufactured goods while also meeting the business travel requirements of their employees. Regular and sustained business travelers are most sought after by airports in their efforts to attract major air carriers. Long Island MacArthur Airport is no different. T.F. Green Airport succeeds because its location in Rhode Island is central to a population that requires air travel, it is connected to a transportation hub making it

18 convenient to access, it is surrounded by a Foreign Trade Zone that generates consistent business travelers, and its location is far enough away from Boston’s Logan Airport resulting in less competition for the air travelers. Long Island MacArthur Airport has several underutilized economic development assets that, when developed to their highest potential, can generate more air travel and economic activity. Long Island MacArthur Airport has more runways and helipads than the other airports reviewed, yet has fewer air carrier flights, fewer businesses and business travelers, an undeveloped transportation hub, and a smaller Foreign Trade Zone than T. F. Green Airport. With this perspective the following economic development recommendations have been identified for Long Island MacArthur Airport

Recommendation One: Develop a Coordinated Marketing Campaign to Generate Better Support for Long Island MacArthur Airport

Develop a comprehensive and standalone marketing campaign for Long Island MacArthur Airport involving input, participation and cooperation from regional government, corporate and community organizations. Successful regional airports are those supported by the business community, government and the residential community. Long Island MacArthur Airport can only benefit from stronger support from these groups, especially business travelers. Major carriers look for this support when they evaluate using Long Island MacArthur Airport. Part of the success of T. F. Green airport can be attributed to the robust and unwavering support by Rhode Island government, business, and community leaders. That same support for Long Island MacArthur Airport, which is crucial for its success, has waxed and waned amongst Long Island businesses, community and government leaders. For Long Island MacArthur Airport to reach its potential it is absolutely necessary that the talk of support be translated into strong, visible and actual support. This support is a vital part of the essential ingredients all regional airports need to succeed. Long Island’s business community must understand the

19 importance of this support and commit to making sure that support doesn’t vanish. The success of Long Island MacArthur depends upon it. To generate that support, the coordinated marketing campaign should be funded by multiple entities. New York State can support it by way of the Long Island Regional Economic Development Council and locally, the Long Island Convention and Visitors Bureau can contribute.

Recommendation Two: Create a Transportation Hub: Connectivity between Long Island MacArthur Airport, and the Ronkonkoma Long Island Railroad Station.

It has been noted that Long Island MacArthur Airport’s geographic location presents some challenges, especially as it relates to competition for travelers from JFK International and LaGuardia Airports. A significantly underutilized asset that Long Island MacArthur Airport could make use of to address this challenge is its proximity to the Long Island Rail Road’s (LIRR) Ronkonkoma station. Part of T. F. Green’s success can be traced to its proximity to a commuter rail station, which was capitalized on by creating an enclosed walkway between it and the airport’s terminal. Located just 50 minutes from Manhattan via train, the LIRR’s Ronkonkoma station sits at the northwestern edge of Long Island MacArthur’s property, separated only by 39 acres of county and town owned surface parking lots. If Long Island MacArthur Airport’s terminal were relocated to this location, the airport could offer Long Island and New York City travelers the only “one seat” airport connection in the entire region, an advantage that would make MacArthur a significantly more attractive option for both business and leisure travelers alike. To accomplish this, Long Island MacArthur Airport, Suffolk County and the Town of Islip should engage the public and the Island’s business community in a planning process to determine how the relocation and redevelopment of the entire 39 acre site could best serve all constituencies, especially in light of the soon to be developed Ronkonkoma HUB to the north of the station. Understanding that relocating the terminal is a long-term endeavor, it is recommended more immediate steps be taken to capitalize on the MacArthur’s proximity to Ronkonkoma station in the short-term. Establishing a reliable and frequent shuttle

20 service between the station and terminal would help boost airport business while plans for, and construction of, a new terminal play out. The ease of access created by such a service should be included as a selling point in the marketing campaign contemplated in recommendation #1 of this study. While creating connectivity to the LIRR station would help attract travelers from New York City and elsewhere, it would not, in and of itself, increase usage from the businesses that already exist on Long Island. In addition to the businesses surrounding MacArthur Airport, Brookhaven National Laboratory, Cold Spring Harbor Laboratory, Stony Brook University, the Hauppauge Industrial Park and Route 110 Corridor are all major employment centers in proximity to MacArthur Airport that represent potential consistent businesses air travelers. Existing plans to modernize mass transportation options along Suffolk’s major employment corridors and between major employers (MacArthur Airport included) should increase connectivity among these resources sufficiently to boost local business utilization of MacArthur’s services as well

Recommendation Three: Attract Business and Business Travelers to Long Island MacArthur Airport and Expand Islip Town Foreign Trade Zone

T. F. Green Airport is, in part, successful because the businesses that surround it are those that utilize its services, both in terms of shipping product and for business travel itself. The analysis of businesses surrounding Long Island MacArthur shows that the same is not true here. To remedy this, it is recommended that a reexamination of zoning and other incentives, including Islip’s Foreign Trade Zone be conducted to see if it’s possible to attract more businesses to the area that would become mainstay consumers of the airport’s services. In addition, while waiting for Long Island MacArthur Airport’s terminal to be relocated as described in Recommendation #2, the opportunity would exist to redevelop the existing surface parking lots surrounding the terminal. When and if the terminal is relocated, the vacated terminal space would be added to the redevelopment plans. To ensure these assets were developed to their “highest and best” uses, it is recommended proper planning take place that incorporates input from the County, 21

Town of Islip, residents, and the business community. It would stand to reason that creating a business park comprised of businesses that would generate usage for MacArthur Airport would make sense. Increased air travelers are essential in attracting major air carriers to Long Island MacArthur Airport.

Summation

The goal of this study is not to increase the capacity of the airport but to maximize the assets currently in place. Long Island MacArthur is an economic development asset that just can’t be underutilized or wasted. If implemented, the preceding recommendations would go a long way toward addressing the airport’s current challenges. Furthermore, it would get Long Island MacArthur airport on the path to become a major economic engine for Suffolk County and Long Island.

APPENDIX A: REGIONAL AIRPORT STATISTICS AND RESOURCES

The information in Table 6 and the resulting analysis has been developed from the following detailed information for the airports in this analysis; Long Island MacArthur Airport, Westchester Airport, T. F. Green Airport (Thomas Francis Green), and Steward International Airport.

Long Island MacArthur Airport

Vitals: Airport Code: ISP 52 Miles to JFK Airport Surrounding County: Suffolk County. Suffolk County Population (2014): 1,502,968 Foreign Trade Zone #52 • The Foreign Trade Zone has 435,000 square feet of prime warehouse and office space located on fifty- two acres of land. • There is direct access from the Foreign Trade Zone into Long Island MacArthur Airport. • The complex is situated along the well known Veterans Highway business corridor; an area abundant with restaurants, fine hotels, and world class recreational opportunities. • The Welcome Center is located at 1 Trade Zone Drive, Ronkonkoma, New York. • Additional acreage is available for development.

Ownership and Access: Publicly owned, Open to public Owner: Town of Islip 655 main st Islip, NY 11751 631-467-3300 Manager: Robert Schaefer Attendance Schedule: Open all months, days and hours

Address and Location: 100 Arrival Avenue, Ronkonkoma, NY 11779 www.macarthurairport.com (631) 467-3300 FAA Region / ADO Code: AEA NYC Airport Latitude: 40-47-42.9000N ESTIMATED Airport Longitude: 073-06-00.8000W Airport Elevation: 98.7 SURVEYED

Size: Acreage: 1,311

Non-Commercial Landing Fee: NO

Runways: Macarthur has four runways and two helipads. The runways are: 6/24 (length of 7,006’ and width of 150’); 10/28 (length of 5,034’ and a

width of 150’); 15L/33R (length of 3,175’ and a width of 75’) and 15R/33L (length of 5,186‘ and a width of 150’).

Public Transit Access: - The Long Island Railroad (LIRR) has one of its main hubs—the Ronkonkoma Station--located just one mile to the north of MacArthur Airport. It offers hourly service to and from New York City. - Suffolk Bus Route S57

Carriers: Southwest, U.S. Airways Express

Parking: Short, Long, handicapped and residential parking available

Based Aircraft & Operations: Based Aircraft: Single Engine (SE): 135 Multi Engine (ME): 16 Jet (J): 51 TOTAL FIXED WING: (SE + ME + J) 202 Helicopters: 23 Gliders: 0 Military: 8 Ultra-Light: 0 Operations for 12 months ending: 12/31/2013 Air Carrier: 9,953 Air Taxi: 8,853 General Aviation Local: 44,924 General Aviation Itinerant: 41,547 Military: 1,661 TOTAL OPERATIONS: 106,938

Airport Performance:

Summary Data (U.S. Flights Only) Passengers* 2014** 2015** %Chg Rank*** Arrival 669k 636k -4.93% 102 Departure 666k 630k -5.35% 103 Scheduled Flights Departures 7,257 6,427 -11.44% 156 Freight/Mail (lb.) (Scheduled and Non-Scheduled) Total 1,685k 1,649k -2.10% 218 Carriers Scheduled 7 6 -14.29% • Scheduled enplaned revenue passengers. ** 12 months ending February of each year. *** Among 823 U.S. • airports, 12 months ending February 2015

Carrier Shares for March 2014 - February 2015 Carrier Passengers Share

Southwest 1,164 91.94%

Piedmont 69.02 5.45%

Wisconsin 22.19 1.75%

Allegiant 6.72 0.53%

Peninsula 3.71 0.29%

Other 0.36 0.03% Based on enplaned passengers(000) both arriving and departing.

ISP On-Time Performance Summary (Major U.S. Carriers Only) Domestic Flights, 2010-2015 % On Time 2010 2011 2012 2013 2014 2015* Rank** Departure 81% 85% 84% 78% 74% 77% N/A Arrival 76% 80% 79% 71% 68% 70% N/A Avg Delay (min.) Departure 46.59 64.14 64.04 46.56 61.33 59.67 N/A Arrival 46.59 61.38 59.96 51.89 59.85 58.00 N/A % Cancelled Total 2.24% 1.96% 1.13% 1.40% 2.08% 0.22% N/A Number of Flights Total 7952 7499 5936 4985 4959 3589 N/A Number of Reporting Carriers Total 1 1 1 1 1 1 * April 2014 - March 2015 . ** Ranked only for major U.S. airports, April 2014 - March 2015.

Financials:

In 2010, the NYS Department of Transportation conducted a study to evaluate aviation’s contribution to New York state’s economy. Four components of economic impact were measured for the calendar year 2009

In 2009, the airport’s economic impact was measured through surveys that revealed 4,870 full- and part- time jobs and nearly $399.1 million in direct expenditures are a result of on-airport businesses, including airport management. Visitor spending is added to this impact to derive the total economic activity at the airport. Including indirect expenditures, the total impact for Long Island MacArthur Airport was $577 million, supporting 6,085 jobs.

26 incurred by providers and users of services at the airport. Direct impacts include the employment and expenditures related to on-airport contracted employees such as construction workers or contracted air traffic control employees. Direct impacts also include off-site economic activities that are attributable to the airport. The value of these impacts is the sum of the fees and charges paid, time and cost savings, expenses related to food, lodging, ground transportation and similar outlays.

Indirect impacts are those impacts resulting from the recirculation of direct impacts within the economy. Recirculation of direct impacts within an economy is frequently referred to as the “multiplier effect.” For example, as an airport employee spends his or her salary for housing, food or services, that spending circulates through the economy and leads to increases in associated spending, payroll, and employment throughout the local community and region. Regions that are more economically self-sufficient have higher re-spending "multipliers" than do regions that are more dependent on regional imports, since less of the money is siphoned out of the community for goods and services.

Sources: U.S. Census 2014 Population Estimates FAA info: http://www.gcr1.com/5010web/airport.cfm?Site=ISP&CFID=12930874&CFTOKEN=52363798 http://www.macarthurairport.com/ http://www.transtats.bts.gov/airports.asp?pn=1&Airport=ISP&Airport_Name=Islip,%20NY:%20Long%20Is land%20MacArthur&carrier=FACTS https://www.dot.ny.gov/divisions/operating/opdm/aviation/repository/NYSDOT%20EI%20Brochure%201 50_1.pdf Airport Website: www.macarthurairport.com http://www.suffolkcountyny.gov/Business/ImportandExportAssistance.aspx + http://www.ftz52.com/about

PROPERTY SURROUNDING LONG ISLAND MACARTHUR AIRPORT

The following illustrations present properties owned by Suffolk County and the Town of Islip that can be redeveloped and brought up to a higher and better economic development use. They are the 39 acres owned by Suffolk County and the Town of Islip compost facility. Approximately 30 acres is used for 3,200 parking spaces of which the Town of Islip is responsible for maintenance. If the 30 acres are not used as a parking lot the land reverts back to Suffolk County (a reverter clause exists). These parcels also include another approximately 9 acres of property owned by Suffolk County. This will add to the significant economic development activity that is planned for the north side of the Long Island Rail Road tracks around the LIRR's Ronkonkoma train station, near Long Island MacArthur Airport. The Town of Brookhaven has approved what will eventually be a $538 million investment in the Ronkonkoma Hub. When fully developed, the hub is expected to have

27 approximately 1,450 apartments and 545,000 square feet of retail and office space on approximately 50 acres. Because of their transit-oriented location with the Long Island Railroad and the proximity to the Ronkonkoma Hub, the adaptive reuse of the Suffolk County property should be evaluated so they can benefit Long Island MacArthur Airport by creating a transit hub. This transit hub would integrate well with relocation of the Long Island MacArthur Airport terminal similar to the transit oriented transportation hub benefiting T. F. Green Airport passengers.

MTA property in Ronkonoma

Ronkonkoma Rail Yard Addition – Land where rail yard is expanding. MTA Property at Ronkonkoma PR – Land transferred from SC to MTA for yard expansion

Key: Red – Ronkonkoma Hub Project Area

Light Blue – Land owned by Suffolk County. Town of Islip is responsible for maintenance. If they chose not to use it as a parking lot, the land gets reverted back to County (a reverter clause exists). Roughly 30 acres; approx. 3200 parking spaces.

Light Purple – Suffolk County owned land. Roughly 9 acres.

Blue – Registers as ‘Null’ for ownership in Suffolk County Tax Records. Being used by LIRR for Mid Suffolk Yard for train yard expansion. The project will build 11 more tracks South of the Existing Rail yard in the Town of Islip, North of Railroad Ave.

Green – Compost facility owned and operated by Town of Islip

Westchester County Airport

Vitals: Airport Code: (HPN) 29 Miles to Laguardia Surrounding County: Westchester Westchester County Population (2014): 972,634

Ownership and Access: Publicly owned, Open to public Owner: COUNTY OF WESTCHESTER COUNTY OFFICE BLDG WHITE PLAINS, NY 10604 914-995-4856 Manager: PETER SCHERRER Attendance Schedule: Open all months, days and hours

Address and Location: 240 AIRPORT ROAD SUITE 202, WHITE PLAINS, NY 10604 airport.westchester.gov 914-995-4850 FAA Region / ADO Code: AEA NYC Airport Latitude: 41-04-01.0299N ESTIMATED Airport Longitude: 073-42-27.2396W Airport Elevation: 438.9 SURVEYED

Size: Acreage: 702

Non-Commercial Landing Fee: Yes

Runways: It has two asphalt runways: 16/34 is 6,549 by 150 feet (1,996 x 46 m) and 11/29 is 4,451 by 150 feet (1,357 x 46 m).

Public Transit Access: - Bee-Line bus service to and from the airport Bee-Line bus route 12 provides daily service between the airport and the TransCenter in downtown White Plains. Route 12 also connects the airport with Purchase College (SUNY) and Manhattanville College.The fare is $2.75. MetroCard or exact change is required. The bus stop at the airport is located on the island in front of the main terminal. - MTA Metro-North Railroad service to and from White Plains The MTA Metro-North Railroad provides frequent local and express trains to and from White Plains. The White Plains railroad station is located downtown and is part of the TransCenter, where you may pick up the Bee-Line bus route 12 to the airport. MTA Metro-North trains travel south to Grand Central Terminal in New York City and as far north as Wassaic Station in Dutchess County.

Carriers: Westchester County Airport (HPN) is presently served by six scheduled passenger airlines (American Airlines, Delta, Jet Blue, United, U.S. Airways). It now has non-stop service to many destinations and convenient connections to cities worldwide.

Parking: There is a parking garage open 24 hours a day located adjacent to the main terminal building offering around 900 spots (called garage for this number). When the parking garage is near or at capacity, an overflow/long term lot is provided. The lot is located on Airport Road less than 1/2 mile from the main terminal. Discounted parking is available for long term stays in the overflow/long term lot. Shuttle service (via a Mercedes Sprinter van) is provided to transport passengers between the main terminal building and the overflow/long term lot. There are blue roadside signs to direct drivers to this area. The hours of operation for the overflow/long term lot is from 5:00 a.m. to 12:30 a.m. Accommodations will be made for late arriving flights.

Based Aircraft & Operations: Based Aircraft Single Engine (SE): 169 Multi Engine (ME): 35 Jet (J): 82 TOTAL FIXED WING: (SE + ME + J) 286 Helicopters: 14 Gliders: 0 Military: 0 Ultra-Light: 0 Operations for 12 Months Ending: 12/31/2014 Air Carrier: 7,449 Air Taxi: 17,098 General Aviation Local: 30,696 General Aviation Itinerant: 81,874 Military: 34 TOTAL OPERATIONS: 137,151

Airport Performance:

Summary Data (U.S. Flights Only) Passengers* 2014** 2015** %Chg Rank*** Arrival 728k 740k 1.60% 99 Departure 739k 750k 1.49% 99 Scheduled Flights Departures 15,216 14,286 -6.11% 95 Freight/Mail (lb.) (Scheduled and Non-Scheduled) Total 46k 54k 17.36% 508 Carriers Scheduled 12 12 0.00% * Scheduled enplaned revenue passengers. ** 12 months ending February of each year. *** Among 823 U.S. airports, 12 months ending February 2015

Carrier Shares for March 2014 - February 2015 Carrier Passengers Share

JetBlue 741 49.75%

ExpressJet 319 21.42%

Wisconsin 131 8.80%

PSA 68.32 4.59%

Endeavor 61.01 4.09%

Other 169 11.34% Based on enplaned passengers(000) both arriving and departing.

HPN On-Time Performance Summary (Major U.S. Carriers Only) Domestic Flights, 2010-2015 % On Time 2010 2011 2012 2013 2014 2015* Rank** Departure 80% 77% 81% 78% 75% 77% N/A Arrival 77% 73% 78% 73% 70% 73% N/A Avg Delay (min.) Departure 67.51 70.00 70.59 68.11 71.43 70.26 N/A Arrival 57.50 62.05 62.18 61.72 61.51 59.60 N/A % Cancelled Total 2.79% 3.62% 2.09% 3.10% 6.14% 4.66% N/A Number of Flights (000) Total 10.9 9.1 8.2 8.5 7.7 5.9 Number of Reporting Carriers Total 7 4 4 5 3 3 * April 2014 - March 2015 . ** Ranked only for major U.S. airports, April 2014 - March 2015.

Financials:

In 2009, the airport’s economic impact was measured through surveys that revealed 3,374 full- and part- time jobs and more than $500 million in direct expenditures. Including indirect expenditures, the total impact for Westchester County Airport was $735.9 million, supporting 6,328 jobs.

By way of definition for DOT 2010 airport study, direct impacts are associated with providers and users of services at the airport. They are immediate consequences of airport economic activity. The value of direct impacts is the sum of all payroll, capital expenditures, operating and maintenance costs, taxes and fees incurred by providers and users of services at the airport. Direct impacts include the employment and expenditures related to on-airport contracted employees such as construction workers or contracted air traffic control employees. Direct impacts also include off-site economic activities that are attributable to

33 the airport. The value of these impacts is the sum of the fees and charges paid, time and cost savings, expenses related to food, lodging, ground transportation and similar outlays.

Indirect impacts are those impacts resulting from the recirculation of direct impacts within the economy. Recirculation of direct impacts within an economy is frequently referred to as the “multiplier effect.” For example, as an airport employee spends his or her salary for housing, food or services, that spending circulates through the economy and leads to increases in associated spending, payroll, and employment throughout the local community and region. Regions that are more economically self-sufficient have higher respending "multipliers" than do regions that are more dependent on regional imports, since less of the money is siphoned out of the community for goods and services.

Source: http://www.gcr1.com/5010web/airport.cfm?Site=HPN&CFID=12930874&CFTOKEN=52363798 U.S. Census 2014 Population Estimates http://www.transtats.bts.gov/airports.asp?pn=1&Airport=HPN&Airport_Name=White%20Plains,%20NY: %20Westchester%20County&carrier=FACTS https://www.dot.ny.gov/divisions/operating/opdm/aviation/repository/NYSDOT%20EI%20Brochure%201 50_1.pdf Airport Website: airport.westchester.gov

Theodore Francis Green Airport

Vitals: Airport Code: PVD 60 miles from Boston Logan Airport Providence, RI Surrounding County: Providence County Providence County Population: 631,974 Foreign Trade Zone 105 FTZ # 105, originally designated in 1984 and expanded in 1997, consists of three different geographic locations in the state of Rhode Island: • Thirty-two (32) acres at the Port of Providence, a 185-acre commercial and industrial inter-modal facility owned and operated by Waterson Terminal Services, LLC • A 43-acre area at the Airport Business Park adjacent to T.F. Green Airport in Warwick, Rhode Island • The Quonset Business Park, an 880-acre area within the Economic Development Corporation's premier 3000-acre Quonset Business Park in North Kingstown, Rhode Island. Quonset's strategic location, situated between New York and Boston and at the entrance of Narragansett Bay, provides one of the best deep-water ocean ports on the East Coast. Major cargo arriving at the port includes automobiles, quarried stone, seafood products and general cargo. The Port offers three major piers with over 6,800 lineal feet of deep water dockage.

Ownership and Access: Publicly owned, Open to public Owner: STATE OF RHODE ISLAND RI AIRPORT CORP WARWICK, RI 02886 401-691-2000 Manager: KELLY FREDERICKS The Rhode Island Airport Corporation (RIAC) was created by the Rhode Island Port Authority and Economic Development Corporation, now the Rhode Island Commerce Corporation (RICC), On December 9, 1992, as a subsidiary public corporation, governmental agency and public instrumentality, having a distinct legal existence from the State of Rhode Island (State), and the RICC, and having many of the same powers and purposes of RICC. Pursuant to its Articles of

Incorporation, RIAC is empowered to undertake the planning, development, management, acquisition, ownership, operations, repair, construction, reconstruction, rehabilitation, renovation, improvement, maintenance, sale, lease, or other disposition of any “airport facility” as defined in Rhode Island General Law Attendance Schedule: Open all months, days and hours

Address and Location: 2000 Post Road, Warwick, RI 02886 www.pvdairport.com (401) 737-8222 FAA Region / ADO Code: ANE NONE Airport Latitude: 41-43-26.3970N ESTIMATED Airport Longitude: 071-25-41.5960W Airport Elevation: 55.0 SURVEYED

Size Acreage: 1,111

Non-Commercial Landing Fee: YES

Runways: It has two asphalt runways: 5/23 is 7,166 by 150 feet (2,184 x 46 m) and 16/34 is 6,081 by 150 feet (1,853 x 46 m).

Public Transit Access: - Located in Warwick, Rhode Island, adjacent to Interstate 95, the InterLink transportation hub is directly connected to T. F. Green Airport and is just minutes away (~9 Miles) from the Capitol City of Providence. It offers multiple transportation functions, with a consolidated rental car facility for T. F. Green Airport serving MBTA commuter trains traveling between Southern RI, Warwick, Providence and Boston. It also provides a new option for RIPTA bus service to connect to the air, rail and rental cars. - Weekday MBTA commuter rail service is available between Southern Rhode Island (Wickford Junction), Green Airport and downtown Providence, Attleboro, Boston (Back Bay & South Stations), Canton Junction, Mansfield, Sharon and South Attleboro, MA. Daily service is available from Providence Station and those points. - Rhode Island Public Transit Authority (RIPTA) offers 4 busses that service the airport Route #1: Cranston (Broad St. & Elmwood Ave.), Providence (Broad, Eddy & Richmond Streets), Warwick (Post Rd. & Warwick Ave.). Route #8: Providence (via Jefferson Blvd. & Rt. 95) and Warwick (Buttonwoods & Greenwood). Route #14: East Greenwich, Narragansett, Newport, North Kingstown, Providence (express), Warwick (south). Route #20: Cranston (Elmwood Ave.), Providence (Broad St. & Elmwood Ave.) , Warwick (Elmwood Ave. & Post Rd.). - Amtrak also offers daily service is available between Providence Station and Boston (Back Bay and South Stations), Kingston Station (URI), Westerly, and points in Connecticut. 36

Carriers: Cape Air (seasonal), Condor Airlines (seasonal), Delta Air Lines, JetBlue, Southwest Airlines, TACV Cabo Verde Airlines, United Airlines/United Airlines Express, US Airways, New England Airlines

Parking: Long-term and short-term options equaling a total of 8,535 parking spaces.

Based Aircraft Operations: Based Aircraft Single Engine (SE): 22 Multi Engine (ME): 1 Jet (J): 6 TOTAL FIXED WING: (SE + ME + J) 29 Helicopters: 2 Gliders: 0 Military: 0 Ultra-Light: 0 Operations for 12 Months Ending: 12/31/2013 Air Carrier: 33,701 Air Taxi: 15,913 General Aviation Local: 9,816 General Aviation Itinerant: 15,602 Military: 443 TOTAL OPERATIONS: 75,475 Airport Performance:

Summary Data (U.S. Flights Only) Passengers* 2014** 2015** %Chg Rank*** Arrival 1,858k 1,749k -5.89% 64 Departure 1,866k 1,751k -6.13% 64 Scheduled Flights Departures 22,337 20,256 -9.32% 74 Freight/Mail (lb.) (Scheduled and Non-Scheduled) Total 26m 28m 5.18% 121 Carriers Scheduled 22 22 0.00% * Scheduled enplaned revenue passengers. ** 12 months ending February of each year. *** Among 823 U.S. airports, 12 months ending February 2015

Carrier Shares for March 2014 - February 2015 Carrier Passengers Share

Southwest 1,619 46.25%

Republic 454 12.98%

US Airways 382 10.92%

Delta 351 10.03%

JetBlue 268 7.66%

Other 426 12.16% Based on enplaned passengers(000) both arriving and departing. PVD On-Time Performance Summary (Major U.S. Carriers Only) Domestic Flights, 2010-2015 % On Time 2010 2011 2012 2013 2014 2015* Rank** Departure 82% 82% 86% 83% 83% 85% N/A Arrival 78% 79% 81% 76% 75% 77% N/A Avg Delay (min.) Departure 56.21 63.97 61.53 55.71 58.79 56.39 N/A Arrival 49.71 55.86 53.07 52.94 56.53 55.80 N/A % Cancelled Total 2.01% 2.46% 1.40% 1.38% 2.11% 0.77% N/A Number of Flights (000) Total 19.0 17.1 13.9 15.4 12.2 9.3 Number of Reporting Carriers Total 10 7 7 9 6 5 * April 2014 - March 2015 . ** Ranked only for major U.S. airports, April 2014 - March 2015.

Financials:

Rhode Island Airport Corporation: FY 2015 Operation and Maintenance Budget Budget FY 2014 Budget FY 2015 Revenues $48,430,300 $50,175,900 Net Operating Income $21,507,300 $21,861,900

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Sources: U.S. Census 2014 Population Estimates FAA info: http://www.gcr1.com/5010web/airport.cfm?Site=PVD&CFID=12930874&CFTOKEN=52363798 DOT information: http://www.transtats.bts.gov/airports.asp?pn=1&Airport=PVD&Airport_Name=Providence,%20RI:%20Th eodore%20Francis%20Green%20State&carrier=FACTS Airport Website: www.pvdairport.com http://www.pvdairport.com/documents/financials/riairportcorpfy15budget.pdf Foreign Trade Zone: http://www.commerceri.com/resources/international/zone-105.php

Stewart International Airport

Vitals: Airport Code: SWF ~77 to Newark and LaGuardia Airports Surrounding County: Orange County Orange County Population (2014): 376,099 Newburgh/New Windsor, New York, at the intersection of the New York State Thruway (I-87) and Interstate 84. The airport is 60 miles north of New York City and within a 250-mile radius of Philadelphia, Baltimore, Washington, D.C., Buffalo, Boston, Toronto and Montreal. Foreign Trade Zone #37 The Orange County Foreign Trade Zone was established in May 1978. It started with two sites that included Regal Distribution Center adjacent to Stewart Airport and the Sage Building on the grounds of Stewart Airport. In the mid 1980's, two additional sites were made, Bally, Inc. and General Motor's assembly plant in Tarrytown. Both sub- zones are now deactivated.

In October of 2003, Orange County Executive Edward A. Diana re-organized the administration portion of the Orange County Foreign Trade Zone by bringing the administrative responsibilities back in-house. He is committed to increasing business awareness of the Orange County Foreign Trade Zone through intense marketing promotion of the benefits available. One major commitment is to enhance air cargo service at Stewart International Airport.

Presently, the Orange County-Foreign Trade Zone consists of the six following sites: • Newburgh Foreign-Trade Zone Industrial Incubator facility, adjacent to Port Newburgh, at 302 North Water Street, Newburgh, NY. • Stewart International Airport/Northeast Business Center, near the intersection of I-87 and I-84, New Windsor/Newburgh, NY. Tenants include: Preferred France, C&S Wholesale Grocers • IBM Hudson Valley Research Park, 1580 Route 52, Hopewell Junction, NY. • AT&T Rockland Export Center, 22 Hemion Road, Suffern, NY. • Newburgh/New Windsor site (Port Newburgh) off Exit 10, Interstate 84 at the Newburgh/Beacon Bridge, NY. The site includes only that area bounded by the Hudson River, Quassic Creek, South Water Street and South Williams Street. • Goshen/Westgate FTZ Industrial Park, off Exit 124 of NY Route 17, Village of Goshen.

Ownership and Access: Publicly owned, Open to public Owner: PORT AUTHORITY OF NY & NJ 1180 FIRST ST NEW WINDSOR, NY 12553 845-564-2100 Manager: EDMOND J. HARRISON The Port Authority of New York and New Jersey since November 1, 2007. In 2007, the Port Authority purchased the remaining 93 years of a 99-year operating lease for $87.5 million. Attendance Schedule: Open all months, days and hours Address and Location: 1180 1st Street, New Windsor, NY 12553 www.panynj.gov (845) 564-7200 FAA Region / ADO Code: AEA NYC Airport Latitude: 41-30-14.8000N ESTIMATED Airport Longitude: 074-06-17.4000W Airport Elevation: 491.0 SURVEYED

Size Acreage: 1,552 (2,400 acres according to airport website)

Non-Commercial Landing Fee: NO

Runways: Stewart International has two pairs of runways-one is 11,817 feet (3,602 meters) and the other is 6,004 feet (1,830 meters) long. Both are 150 feet (46 meters) wide. It also has a helipad.

Public Transit Access: - Metro-North’s Port Jervis line offers a direct connection to Hoboken, New Jersey, from the Salisbury Mills Station. Salisbury Mills is about three miles from Stewart. Taxi service is available. - Metro-North’s Hudson line provides a direct link to Grand Central Station in New York City from the Beacon Station. Leprechaun Bus Lines provides frequent and inexpensive connections from the Beacon Station to Stewart. Taxi service is also available. - Amtrak service is available from Poughkeepsie and Croton- Harmon. - The Shortline Bus provides service to and from the Newburgh Terminal. - Newburgh-Beacon-Stewart Link: Leprechaun Bus Lines provides service between the New York State Department of Transportation’s Park and Ride Lot on Route 17K and Stewart International Airport.

Carriers: Allegiant, Jet Blue, Delta Connection, US Airways Express Direct air service to these destinations is available from Stewart International: Detroit, Fort Lauderdale, Philadelphia, Orlando, and St. Pete-Clearwater. Flights are competitively priced, connecting you to anywhere in the world.

Parking: Long Term and Short Term Parking available

Based Aircraft Operations Based Aircraft Single Engine (SE): 19 Multi Engine (ME): 30 Jet (J): 52 TOTAL FIXED WING: (SE + ME + J) 101 Helicopters: 13 Gliders: 0 Military: 25 Ultra-Light: 0 Operations for 12 Months Ending: 10/31/2014 Air Carrier: 3,218 Air Taxi: 7,860 General Aviation Local: 7,031 General Aviation Itinerant: 18,092 Military: 3,782 TOTAL OPERATIONS: 39,983

Airport Performance:

Summary Data (U.S. Flights Only) Passengers* 2014** 2015** %Chg Rank*** Arrival 159k 153k -3.64% 195 Departure 161k 153k -5.10% 195 Scheduled Flights Departures 3,430 3,270 -4.66% 234 Freight/Mail (lb.) (Scheduled and Non-Scheduled) Total 35m 36m 3.01% 112 Carriers Scheduled 11 10 -9.09% * Scheduled enplaned revenue passengers. ** 12 months ending February of each year. *** Among 823 U.S. airports, 12 months ending February 2015

Carrier Shares for March 2014 - February 2015 Carrier Passengers Share

JetBlue 129 42.06%

Endeavor 72.19 23.58%

Piedmont 51.38 16.78%

Allegiant 31.31 10.23%

Wisconsin 20.41 6.67%

Other 2.06 0.67%

SWF On-Time Performance Summary (Major U.S. Carriers Only) Domestic Flights, 2010-2015 % On Time 2010 2011 2012 2013 2014 2015* Rank** Departure 83% 78% 86% 84% 81% 82% N/A Arrival 73% 63% 77% 75% 79% 81% N/A Avg Delay (min.) Departure 67.93 71.80 81.19 72.27 78.84 69.99 N/A Arrival 60.63 62.48 67.09 59.58 73.53 71.87 N/A % Cancelled Total 3.16% 2.92% 1.05% 1.50% 2.27% 1.58% N/A Number of Flights Total 2119 1440 1337 1802 750 570 N/A Number of Reporting Carriers Total 3 2 2 3 2 2 * April 2014 - March 2015 . ** Ranked only for major U.S. airports, April 2014 - March 2015.

Financials: In 2010, the NYS Department of Transportation conducted a study to evaluate aviation’s contribution to New York state’s economy. Four components of economic impact were measured for the calendar year 2009

In 2009, the airport’s economic impact was measured through direct employment inputs from PANY&NJ, along with capital spending and visitor spending estimates. These inputs revealed that 3,636 full- and part-time jobs and nearly $510.4 million in expenditures are a direct result of on-airport businesses, including airport management. Including indirect expenditures, the total impact for Stewart International Airport was $750.7 million, supporting 5,579 jobs.

43 incurred by providers and users of services at the airport. Direct impacts include the employment and expenditures related to on-airport contracted employees such as construction workers or contracted air traffic control employees. Direct impacts also include off-site economic activities that are attributable to the airport. The value of these impacts is the sum of the fees and charges paid, time and cost savings, expenses related to food, lodging, ground transportation and similar outlays.

Indirect impacts are those impacts resulting from the recirculation of direct impacts within the economy. Recirculation of direct impacts within an economy is frequently referred to as the “multiplier effect.” For example, as an airport employee spends his or her salary for housing, food or services, that spending circulates through the economy and leads to increases in associated spending, payroll, and employment throughout the local community and region. Regions that are more economically self-sufficient have higher respending "multipliers" than do regions that are more dependent on regional imports, since less of the money is siphoned out of the community for goods and services.

EMPLOYMENT AND ECONOMIC IMPACT: According to Stewart’s website, “About 2,700 people are currently employed at Stewart. The airport contributes about $450 million in economic activity to its region, generating about 3,300 total jobs and more than $160 million in annual wages and salaries. More than half the capital projects initiated by the Port Authority have been awarded to local firms and contractors.

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Sources: U.S. Census 2014 Population Estimates FAA info:http://www.gcr1.com/5010web/airport.cfm?Site=SWF&CFID=12930874&CFTOKEN=52363798 http://www.transtats.bts.gov/airports.asp?pn=1&Airport=SWF&Airport_Name=Newburgh/Poughkeepsie, %20NY:%20Stewart%20International&carrier=FACTS https://www.dot.ny.gov/divisions/operating/opdm/aviation/repository/NYSDOT%20EI%20Brochure%201 50_1.pdf AirportWebsite: www.panynj.gov Foreign Trade Zone info: http://www.orangecountygov.com/content/124/1330/default.aspx REFERENCES

Berger, Louis. The Louis Berger Group. Airport Management Study; Lehigh Northampton Airport Authority 6 February 2009.

Federal Aviation Administration. Long Island MacArthur Airport. http://www.gcr1.com/5010web/airport.cfm?Site=ISP&CFID=12930874&CFTOK EN=52 363798: From Internet 26 June 2015.

Federal Aviation Administration Theodore F Green Airport. : http://www.gcr1.com/5010web/airport.cfm?Site=PVD&CFID=12930874&CFTO KEN=52363798. From Internet 27 June 2015.

Federal Aviation Administration Stewart International Airport FAA http://www.gcr1.com/5010web/airport.cfm?Site=SWF&CFID=12930874&CFTO KEN=52363798. From Internet 28 June 2018.

Federal Aviation Administration. Westchester County Airport.

http://www.gcr1.com/5010web/airport.cfm?Site=HPN&CFID=12930874&CFTO KEN=52363798: From Internet 27 June 2015.

Islip Town Foreign Trade Zone (Long Island MacArthur Airport) http://www.townofislip-ny.gov/departments/other-agencies/foreign-trade-zone Long Island MacArthur Airport. http://www.macarthurairport.com/ From Internet 20 June 2015.

Long Island MacArthur Airport http://www.transtats.bts.gov/airports.asp?pn=1&Airport=ISP&Airport_Name=Isli p,%20 NY:%20Long%20Island%20MacArthur&carrier=FACTS. From Internet 20 June 2015.

New York State Department of Transportation. https://www.dot.ny.gov/divisions/operating/opdm/aviation/repository/NYSDOT% 20EI% 20Brochure%20150_1.pdf. From Internet 20 June 2015. Providence County Foreign Trade Zone (Theodore F Green Airport) http://www.commerceri.com/resources/international/zone-105.php. From Internet 27 June 2015.

Rhode Island Transportation Statistics. http://www.transtats.bts.gov/airports.asp?pn=1&Airport=PVD&Airport_Name= Providence,%20RI:%20Theodore%20Francis%20Green%20State&carrier=FACT S. From Internet 27 June 2015.

Stewart International Airport. www.panyn.gov From Internet 28 June 2015.

Stewart International Airport Transportation Statistics http://www.transtats.bts.gov/airports.asp?pn=1&Airport=SWF&Airport_ Name=Newburgh/Poughkeepsie,%20NY:%20Stewart%20International&carrier= FACTS

Stewart International Foreign Trade Zone htttp://www.orangecountygov.com/content/124/1330/default.aspx From Internet 28 June 2015.

SuffolkCounty. http://www.suffolkcountyny.gov/Business/ImportandExportAssistance.aspx. From Internet 20 June 2015.

Rhode Island Airport Corporation (2014). T.F. Green State Airport 2014 Economic Impact Study. December 2014.

Theodore F. Green Airport. www.5.pvdairport.com.

http://www.pvdairport.com/documents/financials/riairportcorpfy15budget.pdf. From Internet 27 June 2015.

U.S. Census: American Community Survey 2009-2013-5Year Estimates Table S0101: Age and Sex. From the Internet 24 June 2015.

U.S. Census: 2013 American Community Survey 2009-2013-5-Year Estimates Table DP03: Selected Economic Characteristics. From the Internet 24 June 2015.

U.S. Census Bureau – 2013 ZIP Code Business Patterns (ZBP). From the Internet 24 June 2015.

Westchester County Airport. Airport.westchester.gov. From Internet 27 June 2015. Westchester County Airport http://www.transtats.bts.gov/airports.asp?pn=1&Airport=HPN&Airport_Name= White%2 0Plains,%20NY:%20Westchester%20County&carrier=FACTS. From Internet 27 June 2015.

Zupan, Jeffrey M., Barone, Michael., Lee, Matthew H., (2011). Upgrading to World Class, The Future of the New York Region’s Airports. Regional Plan Association.

Dr. MARTIN R. CANTOR, CPA Director, Long Island Center for Socio-Economic Policy 28 Woodmont Road, Melville, New York 11747 www.martincantor.com

Tel: (631) 491-1388 - Fax: (631) 491-6744-E - Mail: [email protected]

Martin R. Cantor has a Bachelor of Science Degree in Accounting from Brooklyn College of the City University of New York, a Master of Arts Degree in Interdisciplinary Studies from Hofstra University focusing on the socio-economic relationships between education, household income, community and workforce development, and a Doctor of Education Degree from Dowling College. He has served as Suffolk County Economic Development Commissioner (New York State’s largest suburban county), brought Computer Associates to Suffolk County, and created over 23,000 jobs with an estimated $1.4 billion annual payroll economic impact. He has served as: Chief Economist-New York State Assembly Subcommittee for the Long Island Economy; Senior Fellow at the White Plains, New York based Institute for Socioeconomic Studies - a public policy think tank concentrating on poverty in America and senior citizen quality of life; Chair and Chief Economist of the Long Island Development Corp; a building trades labor/management arbitrator; a consultant to the Nassau Interim

Financial Authority; a faculty member in the Brooklyn College Department of Economics; Executive Director of the Patchogue Village Business Improvement District; and Director of Economic Development and Chief Economist for Sustainable Long Island, and the Long Island Fund for Sustainable Development, providing financial, technical assistance to businesses and not-for-profit organizations His work is included in the National Tax Rebate-A New America With Less Government, and has prepared downtown revitalization plans for Long Island and New York City neighborhoods featuring arts districts, economic restructuring, waterfront projects and community organizing. He was the architect of the Nassau County Comptroller’s debt restructuring plan for resolving Nassau County’s fiscal crisis; has been a Long Island Business Journal columnist; has authored: federal, state and local legislation; economic impact analyses; analysis of Long Island’s economic, demographic, employment, tax, and educational bases; a convention center feasibility study; taxpayer cost of acquiring open space; and health care reform; and Director of Dowling College’s Long Island Economic and Social Policy Institute; and an Adjunct Associate Professor of Economics He is a Certified Public Accountant in private practice; Director of the Long Island Center for Socio-Economic Policy, chief economist for Destination LI, a consulting economist and economic development consultant to public officials, counties, towns, villages, Industrial Development Agencies, and communities; and Chairman of the Suffolk County Judicial Facilities Agency which financed the acquisition of the Cohalan State Court Complex, oversaw the construction of the Suffolk County Jail in Yaphank and financed the $70 million purchase/leaseback of the Dennison Building to Suffolk County. He provides economic and business commentary on television and radio; was Co- host of Focus 55, a public affairs program on Channel 55, is a columnist for the Long Island Business News, Long Island’s largest business weekly, and Networking Newspaper for Women, has appeared in the New York Times, Newsday, and LI Pulse, and has been syndicated nationally by Newsday, Bridge News and Knight-Ridder/Tribune News Service. He is an Honorary Member of Delta Mu Delta - The National Honor Society in Business Administration and has been recognized by the National Association of Counties for innovative uses of Industrial Revenue Bonds, for international trade promotion initiatives, for downtown revitalization policies, and for minority business incubator initiatives. He was invited by Dr. William Julius Wilson of Harvard University’s John F. Kennedy School of Government to present his paper entitled Race Neutral Sustainable Economic Development. He is the author of the recently published Long Island, The Global Economy and Race: The Aging of America’s First Suburb.