August 27, 2010 

An Integrated Program of Air Service Development via: 

An Enhanced Marketing and Advertising Campaign 

 In Support of Lehigh Valley Air Service 

Sponsor: Lehigh – Northampton Airport Authority 

 Allentown, Pennsylvania 

George F. Doughty, Executive Director 

 Congressional Code: PA-015 

 Dun & Bradstreet Number: 045140415 

LEHIGH VALLEY INTERNATIONAL AIRPORT 

ALLENTOWN, PENNSYLVANIA 

Proposal Under the Small Community Air Service Development Program 

 

Docket: DOT-OST-2010-0124

Before the Office of the Secretary of Transportation 

US Department of Transportation
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 2

TABLE OF CONTENTS

Section Page 

Summary Information 3 

Introduction 6 

Primary Objectives of Proposal 8 

Executive Summary 9 

Detailed Explanation of Proposal 14 

Current Air Service 17 

Air Service Deficiencies 23 

Extenuating Factors Affecting Air Service 28 

Availability of Alternate Airports 31 

Use of Local/Federal Funds 32 

Public/Private Partnerships 33 

Pennsylvania’s Proposed Air Service Grant Program 34 

Implementation Timeline 36 

Air Service Advisory Groups 37 

Local Air Service Development Efforts 38 

In-kind Services from the Community 39 

Performance Measures 40 

Legal Sponsor 41 

Financial Controls 42 

Return on Investment 43 

DOT Exit Strategy 44 

Airport Information 45 

Community Profile 46 

Comparisons to Regional Communities 58 

Conclusions 65 

 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 3

SUMMARY INFORMATION 

Small Community Air Service Development Program 

Docket DOT-OST-2010-0124 

A. Applicant Information 

 Not a Consortium Community now receives EAS subsidy 

 Interstate Consortium Intrastate Consortium 

 Community previously received a Small Community Grant 

 If previous recipient, date of Grant: ____________________________ 

 expiration date of Grant: ___________________ 

B. Public/Private Partnership

Public: 

1. Lehigh-Northampton Airport Authority 

2. City of Allentown 

3. City of Bethlehem 

4. City of Easton 

5. Lehigh County 

6. County of Northampton 

Private: 

 

1. Lehigh Valley Economic Development Corporation 

2. Greater Lehigh Valley Chamber of Commerce 

3. Lehigh Valley Convention and Visitors Bureau 

4. Pocono Mountain Vacation Bureau 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 4

C. Project Proposal 

 Marketing Upgrade Aircraft New Route 

 Personnel Increased Frequency Low Fare Service 

 Travel Bank Service Restoration Subsidy 

 Surface Transportation Regional Service Other (Specify) 

 Revenue Guarantee Launch New Carrier 

 Start Up Cost Offset First Competitive Service 

 Study Secure Additional Carrier 

D. Existing Landing Aids at Airport

 Full ILS Outer/Middle Marker Published Instrument Approach 

 Localizer Other:

E. Project Cost 

1. Federal amount requested: $ 200,000 

2. State cash financial contribution: $ 0

3. Local cash financial contribution: $ 50,000

 3a. Airport cash funds: $ 50,000

 3b. Non-Airport cash funds: $ 0 

 3c. Total local cash funds: $ 50,000

4. TOTAL CASH FUNDING: $ 250,000

5. Local funds contributed from already existing

Programs of projects included in line 3c: $ 0

6. Local funds contributed from new commitments 

Or new resources included in line 3c: $ 50,000

7. Airport In-Kind contribution: $ Various

Description: Additional In-Kind Marketing

8. Other In-Kind contribution: $ Various

Description: Advertising and marketing match money

9. TOTAL IN-KIND CONTRIBUTION: $ Undetermined

10. TOTAL PROJECT COST: $ 250,000
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 5

F. Enplanements at Airport

 2000: 450,854 

2001: 435,490

 2002: 352,195

 2003: 349,265

 2004: 355,745

 2005: 343,335

 2006: 360,085

 2007: 396,005

 2008: 319,995 

2009: 374,896 

G. Is Application Subject to Review by State Under Executive Order 12372 Process?

 This application was made available to the State on ______. 

 Program is subject to review, but has not been selected by the State. 

 Program is not covered. 

H. Is Applicant Delinquent on any Federal Debt? 

 No 

 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 6

INTRODUCTION 

The Lehigh Valley International Airport continues to be hurt by airline flight and seat cuts. These 

cuts have reduced the Airport’s overall capacity by more than 605,000 available seats in per 

year in just the last six years. In the last 12 months the Airport has lost service on two network 

carrier routes. Delta ended service between the Lehigh Valley and its hub in Cincinnati, after 

the merger with Northwest. Allentown retained service to both Atlanta and Detroit, but both 

routes saw frequency reductions. In fact, Delta now 

operates just one frequency per day between Allentown 

and Atlanta. Additionally, Continental ended its service 

between Allentown and Cleveland, leaving it to serve just 

one route from the Lehigh Valley International Airport. 

With fewer available seats and higher average fares, 

there isn’t much incentive for Lehigh Valley travelers to fly 

from their hometown airport, other than its convenience. 

Airlines serving the Lehigh Valley simply don’t offer enough seats to satisfy local demand. And 

because, for so long, the Allentown market has been underserved, local residents are 

conditioned to expect to have to drive to other airports in the region to catch flights. Moreover, 

there is little incentive for Allentown’s incumbent airlines to offer additional flights, as they can fill 

the planes they fly into and out of the market, while earning a fare and yield premium for their 

scarce product. The only incentive to increase service will be enplanements that continue to 

push the Allentown load factor to the 90% mark, forcing airlines to add seats to handle 

increased demand. The Airport believes its proposal for advertising and marketing funds in this 

application will have that impact. 

The Lehigh Valley International Airport seeks a Small Community Air Service Development Grant 

in order to provide marketing and advertising support for all the current local service provided. 

As the Airport has lost two network carrier routes in the last 12 months, it has new urgency in 

requesting a SCASD Grant. In the past, the Airport has requested funding for revenue 

guarantees for additional service. This year the Airport sees its focus on service retention and 

support – which is why it has changed strategies for this Grant proposal. 

“In the past, the Airport has 

requested funding for revenue 

guarantees... this year the 

airport [is focusing] on service 

retention and support.” 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 7

The best way to grow passengers in the short term in the Lehigh Valley will be to promote the 

current service to potential local travelers, and then in the longer term, to promote any new 

service the Airport is able to attain. The Department of Transportation has a unique opportunity 

to invest a small amount in this grant proposal that could go a long way towards changing 

attitudes and impressions about air service in eastern Pennsylvania. 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 8

PRIMARY OBJECTIVES OF PROPOSAL 

Objectives for Program: 

 Bolster performance of Lehigh Valley air service 

 Increase enplanements through increased awareness 

 Decrease leakage to other airports in the region through lower fares 

 Long term service improvements due to increased viability of local air service 

Means to Achieve Objectives: 

 Build a larger budget for marketing and advertising efforts in the Lehigh Valley 

 Target segments of the population in the region most likely to use local air service 

 Work with businesses to increase usage of current air service through increased 

awareness 

Course of Action to Support Means: 

 Develop targeted marketing and local advertising campaign for potential airport 

users in the Lehigh Valley 

 Ensure campaign saturates the market with the message that local air service is 

competitive with service offered at other airports in the region 

 Ensure campaign has funding to run for a significant period of time – at least 12 

consecutive months 

 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 9

EXECUTIVE SUMMARY 

The Lehigh Valley continues to be hurt by airline capacity cuts and fare increases. The Lehigh 

Valley International Airport has lost 43% of all of its airline seats in the last ten years. In fact, 

available airline seats have declined in Allentown in each of the last six years by at least 5%. 

These seat cuts have caused load factors to jump 44% in the same time period. But they have 

also caused a suppression of passenger traffic, as access to air service in the Lehigh Valley has 

become more difficult. 

The Lehigh Valley International Airport is positioned at the heart of the region between 

Philadelphia and New York City. The Airport is in Allentown, but it serves a much larger area 

including the cities of 

Bethlehem and Easton, among 

others. The immediate 

metropolitan area is home to 15 

Fortune 1000 companies, 

including 12 in the Fortune 500. 

Yet Allentown, the Lehigh Valley, 

and the region as a whole have 

long been underserved in terms 

of commercial air service. 

The Lehigh Valley International 

Airport doesn’t draw from as 

wide an area as some other 

airports in the region, largely due 

to the competing service found 

in Philadelphia and New 

York/Newark. The Airport’s 

catchment area is limited to a 30-minute drive in all directions. Even in this tightly defined area – 

where all residents are within 30 miles of the Airport – the population is almost 1.7 million (see 

Figure 1). 

For the purposes of this proposal, those who live on the outskirts of Philadelphia, within the sphere 

of influence of the Philadelphia Airport, are not included in the analysis, even though many of 

FIGURE 1: The Lehigh Valley International Airport’s  

Immediate Catchment Area
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 10

those travelers might choose to fly out of Allentown as an alternative to Philadelphia. This was 

done so as to narrow the Lehigh Valley catchment area, and to prove the strength of the local 

market without inflating the size of the local population. 

The primary Lehigh Valley International Airport catchment area, as defined in Figure 1, is home 

to 1,691,525 people as of the most recent US Census estimates. The primary catchment area has 

grown by a solid 5.9% since 2000, with 93,700 new residents moving to the region in the last ten 

years. 

In the last 12 months the 

Airport has lost service on 

two network carrier routes, 

and had one less-than-daily 

leisure route shifted to a 

different airport. In the 

summer of 2009 Delta ended 

service between the Lehigh 

Valley and its hub in 

Cincinnati, after the merger 

with Northwest. Allentown 

retained service to both 

Atlanta and Detroit, but both 

routes saw frequency 

reductions. Then, 

Continental ended its 

service between Allentown 

and Cleveland, leaving it to 

serve just one route from the 

Lehigh Valley International 

Airport. Allegiant Air also shifted service, ending the route between Allentown and Orlando’s 

Sanford Airport and shifting that service to Orlando International (MCO) to better compete with 

AirTran, which also serves MCO from Allentown. 

As of August of 2010, the Lehigh Valley International Airport has non-stop service to 13 cities (see 

Figure 2). It’s important to make a distinction between the Airport’s “network” daily service and 

Lehigh Valley/Allentown

Newark

Toronto

Detroit

Chicago O’Hare

Philadelphia

Washington Dulles

Atlanta

Charlotte

Myrtle Beach

Orlando (MCO)

Tampa/St. Petersburg

Punta Gorda/Ft. Myers

Ft. Lauderdale

Legend

Denotes Year ‘Round Service

Denotes Seasonal Service

FIGURE 2: Current Service at the

Lehigh Valley International Airport, August 2010
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 11

its less-than-daily leisure and seasonal service. In terms of daily network service, the Airport has 

access to eight hubs, with service operated by seven airlines: Air Canada, AirTran, American 

Eagle, Continental, Delta, United, and US Airways. The Airport also has less-than-daily service 

provided by Allegiant Air and DirectAir to five leisure-oriented destinations. Service to three of 

the leisure destinations is operated seasonally. 

This less-than-daily leisure service has the impact of lowering the market’s overall average fare, 

while not truly providing adequate fare relief in the vast majority of larger markets. While 

Allentown’s overall average fare has been declining in recent years, the average is brought 

down by the ultra-low fares offered by Allegiant, DirectAir, and even AirTran in specific leisure 

markets. The non-low cost carrier average is much higher. 

In the last three years, Allentown has seen a decline in both the number of available seats in the 

market and in the number of passengers using the Lehigh Valley International Airport. As of the 

year ended first quarter 2008, airlines serving the Lehigh Valley offered a total of 1.2 million 

available seats (see Figure 3). By the year ended first quarter 2010 this number had dropped to 

just over one million – a loss of almost 200,000 annual available seats or 17% fewer seats for sale. 

931,250

809,350

689,870 702,770 718,420 676,480

753,280 797,840

700,430 708,270

0

200,000

400,000

600,000

800,000

1,000,000

1,200,000

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

$200

$177 $172 $177

$162

$181

$169

$160 $165

$141

1,777,643

1,406,451

1,175,432

1,615,281

1,474,329

1,388,013

1,208,875

1,133,857

1,041,710 1,009,627

FIGURE 3: Available Seats, O&D Passengers, and Average One Way Fare at ABE

YE1Q01 – YE1Q10; Sources: US DOT Table DB1A and US DOT T100 Data
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 12

At the same time, passengers were suppressed by 11%. As of the year ended first quarter 2008, 

the Lehigh Valley International Airport saw a total of 797,840 origin and destination passengers 

(see Figure 3). That number dropped to 708,270 passengers as of the year ended first quarter 

2010. Passengers were suppressed by the lack of available seats, and by the reduced network 

connectivity with the loss of service through Delta’s Cincinnati hub and Continental’s Cleveland 

hub. 

While the overall average one way fare at the Lehigh Valley International Airport looks 

competitive, at $141 each way as of the year ended first quarter 2010 (see Figure 3), that fare 

does not adequately represent the cost of access to the national air transportation system. That 

average is brought down by fares on less-than-daily service to leisure destinations. 

When the average network carrier fare and average low cost carrier fare is broken out from the 

overall average fare in the Allentown market it is clear that network connectivity is still much 

more expensive at the Lehigh Valley International Airport than at other airports in the region. The 

average one way network carrier 

fare in Allentown for 2009 was 

$165 each way (see Figure 4). 

The average one way less-thandaily leisure fare is just $71 for 

2009. This low leisure fare, while 

excellent for vacation travelers, 

does little to support the 

economic growth of the region. 

Moreover, the leisure fare brings 

down the market’s overall 

average fare and makes it 

appear as though air service is 

much cheaper in Allentown than 

it really is. 

This is also illustrated by Allentown’s position among the Northeast region’s airports in terms of 

average one way fare. Of Northeast region airports (as defined by the FAA) with catchment 

area populations between 800,000 and 1.5 million, the Lehigh Valley International Airport has the 

second highest average one way network carrier fare, at $165 each way or $330 roundtrip in 

$198

$183 $177 $177

$165

$175

$186 $183 $189

$165

$107

$94

$86 $91

$71

$0

$50

$100

$150

$200

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 

Network Fare

LCC Fare

FIGURE 4: Average One Way Fare at ABE, Network Carriers vs. LCC

CY2000 – CY2009; Source: US DOT Table DB1A
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 13

2009 (see Figure 5). Only Hartford has a higher average fare for network carrier service – and its 

just $1 more each way than the fare in Allentown. Allentown’s average fare is 4.4% higher than 

the regional average of 

$158 each way in 2009. It 

should also be noted that 

the average one way 

network carrier fare at 

Philadelphia was $152 in 

2009 - $13 less each way 

than the fare at Allentown. 

The higher average fares 

found at the Lehigh Valley 

International Airport cause 

many travelers to “leak” to other airports – primarily Philadelphia – without ever checking local 

service first. Those who live in the Airport catchment area are conditioned to check 

Philadelphia fares first, as those fares have typically been cheaper than the fares found in 

Allentown. Local area travelers immediately book flights from Philadelphia, or in some cases 

Newark, without ever checking to see if fares would be cheaper in the Lehigh Valley itself. This 

lack of general air service awareness is draining the local economy of valuable travel dollars, as 

travelers spend more than they would locally by flying from other airports. 

Now is the time for the Airport to reverse this trend and change the regional mindset, by 

marketing the availability of local air service in a more aggressive way. The Airport cannot 

undertake a wide ranging advertising campaign on its own – its revenues simply cannot cover 

that kind of expense. It needs a federal partner for financial assistance in this case. The Airport 

believes a federal Small Community Air Service Development Grant will not only help it publicize 

its flight availability, but that it will also capture some leakage, and capture more local 

passenger traffic. 

The Airport has a comprehensive plan to achieve its air service goals – in line with the SCASDG 

Program. The Airport’s marketing and advertising program includes many media platforms, and 

will blanket the region, ensuring widespread outreach throughout the Lehigh Valley. 

 

$166

$165

$161

$149

$142

$138

$132

$120

$100.00 $110.00 $120.00 $130.00 $140.00 $150.00 $160.00 $170.00 

Hartford, CT

Allentown, PA

Albany, NY

Newburgh, NY

Providence, RI

White Plains, NY

Newport News, VA

Buffalo, NY Northeast Region Average: $158

FIGURE 5: Average One Way Network Fares at Northeast Region Airports

CY2009; Source: US DOT Table DB1A
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 14

DETAILED EXPLANATION OF PROPOSAL 

The Lehigh Valley International Airport seeks a Small Community Air Service Development Grant 

in order to provide marketing and advertising support for all the current local service provided. 

The Airport has lost two network carrier routes in the last 12 months, which gives it new urgency in 

requesting a SCASD Grant for marketing and advertising. In the past, the Airport has requested 

funding for revenue guarantees for additional service. This year the Airport sees its focus on 

service retention and support – which is why it has changed strategies for this Grant proposal. 

The declining number of available airline seats in the Allentown market is well documented in 

this proposal. But it must also be noted that, despite this loss of seats, the Lehigh Valley 

International Airport has done an excellent job of community outreach and advertising, despite 

a limited budget. This has been evidenced by a large increase in the percentage of seats that 

are being filled by paying passengers – or the Airport’s load factor. 

In the last ten years, the load factor on all airlines serving the Lehigh Valley International Airport 

has gone up by 23 points, or 43%, to a high of 76% of seats filled in Allentown as of the year 

ended April 30, 2010 (see Figure 6). 

In the year ended April 30, 2001, the 

Airport filled just 53% of its seats. In 

the last three years, the average 

load factor has not dipped below 

70%. This high load factor is a 

testament to strong community 

outreach and marketing work. 

Nonetheless, most Lehigh Valley 

travelers access air service at airports 

other than the Lehigh Valley 

International Airport. This passenger 

“leakage” happens due to higher 

fares at Allentown, but also because of the lack of local knowledge about available local air 

service. Those who live in the Airport catchment area have not been educated to check local 

fares first, before booking flights from other airports. This lack of general air service awareness 

can only be overcome through a major investment in widespread marketing and advertising. 

53%

53%

56%

64%

61%

59%

68%

76%72%

76%

40%

45%

50%

55%

60%

65%

70%

75%

80%

85%

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

FIGURE 6: Load Factor Trend at the Lehigh Valley Int’l Airport,  

Year Ended April 30 2001 – 2010; Source: US DOT T100 Data
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 15

In order to counteract this trend the Airport plans a wide-ranging marketing campaign, 

saturating the entire Lehigh Valley. The campaign will include frequent radio, television, 

billboard, and newspaper advertising, along with social media and giveaways. The Airport 

seeks $200,000 in federal funds, to be paired with $50,000 in brand new local funds – which is 

above and beyond the current Airport marketing budget – to support this marketing and 

advertising campaign. The campaign is planned to last for at least 12 months, and possibly as 

long as 18 months depending on the in-kind matching donations made by local media 

companies. 

The Airport has already developed a comprehensive marketing and advertising placement 

plan, which will include large buys on local and regional radio stations, along with local and 

regional newspapers and 

magazines (see Figure 7). 

The campaign will be 

focused in the immediate 

Lehigh Valley MSA, however 

it will also have limited ad 

placement in bordering 

counties. It will not include 

any placement in the 

immediate Philadelphia 

and/or Newark airport 

catchment areas. 

Other types of marketing will 

include new website 

materials for ease of booking 

and better awareness of 

specific flight schedules. The 

Airport also plans specific 

outreach to area businesses, 

through Airport-affiliated 

employees, to meet with those who travel most frequently and ensure they are aware of the 

benefit of using local air service. Additionally, the Airport will have new support from its newly 

formed air service focus group that’s made up of many regional business leaders. 

FIGURE 7: Print Advertising Example for AirTran at Lehigh Valley Int’l Airport,  

January 2010; Source: Lehigh Valley Int’l Airport
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 16

The actual advertising will build upon the targeted campaigns that the Airport has been running. 

These campaigns push local catchment area residents to check the fares at the local airport 

before booking their flights, and to think 

about the time and expense of driving to 

other airports in the region to access air 

service. 

Airport leaders believe the marketing and 

advertising campaign will dramatically 

increase awareness of the service offered at the Lehigh Valley International Airport, thus 

increasing enplanements, and helping, in the long-term, to lower fares in the market, making the 

Airport more competitive with other airports in the region. Moreover, the Airport believes the 

marketing and advertising campaign, on this wide scale, will have an immediate impact. 

“The actual advertising... [will] push 

local catchment area residents to 

check the fares at the local airport 

before booking their flights.” 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 17

CURRENT AIR SERVICE IN THE LEHIGH VALLEY 

In the last 12 months, the Lehigh Valley International Airport has lost network service to two 

separate hub airports on two separate airlines. After the summer of 2009, Delta ended service 

between Allentown and Cincinnati (see Figure 8). Additionally, Continental ended service to 

Cleveland, in favor of service to its larger hub at Newark. In that same time period, the Airport 

was able to recruit American Eagle to the 

market, with non-stop flights to Chicago 

O’Hare, providing direct competition to 

United on that route.

The Airport has current service to eight hub 

airports and five origin and destination cities 

on seven network carriers and two low cost 

leisure airlines. Air Canada has daily service 

to its hub in Toronto. American Eagle now 

serves Chicago O’Hare with three daily 

regional jet non-stops in each direction. 

Continental Express has multiple daily flights 

to its hub at Newark. Delta Connection has 

multiple daily regional jet flights to its hubs in 

Atlanta and Detroit. United Express has 

multiple daily regional jet flights to its hubs at 

Chicago O’Hare and Washington Dulles. US 

Airways has multiple daily flights to its hubs in 

Charlotte and Philadelphia. AirTran has low 

cost, seasonal daily network service to 

Atlanta (which operates during the summer), 

with less than daily service to Orlando and Ft. 

Lauderdale. Allegiant Air has mainline jet service several times per week to Orlando, with 

seasonal service to Myrtle Beach, and St. Petersburg/Tampa. DirectAir provides non-stop flights 

to Myrtle Beach and, seasonally, to Punta Gorda. 

Lehigh Valley/Allentown

Cleveland

Cincinnati

FIGURE 8: Service Lost at Lehigh Valley Int’l Airport,  

Summer 2009 – Summer 2010
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 18

Current Passenger Traffic in the Lehigh Valley 

Over the last seven years, despite large gains in less-than-daily low cost service at the Lehigh 

Valley International Airport, the Allentown market has lost available seats in each and every 

year. From the year ended April 30, 2004 to the year ended April 30, 2010, the Allentown market 

lost more than a third of its available seats (see Figure 9). As of the year ended April 30, 2004, 

airlines offered 1.6 million available seats into and out of Allentown. By the year ended April 30, 

2010, that number had dropped to just over one million available seats – a loss of available more 

than 600,000 annual available seats, or 37% of the market’s total capacity. 

At the same time, total onboard passengers have been suppressed by the lack of available 

seats at the Lehigh Valley International Airport. In the year ended April 30, 2004, the Airport saw 

a total of just over a million origin and destination passengers (see Figure 9). By the year ended 

April 30, 2010, the market enplaned and deplaned just under 771,000 total passengers – a loss of 

more than 260,000 passengers, or 26% of passenger traffic. 

1,777,643

1,406,451

1,175,432

1,615,281

1,474,329

1,388,013

1,208,875

1,133,857

1,041,710 1,009,627

945,385

740,257

662,149

1,038,227

902,059

824,636 827,704 862,743

752,360 770,938

500,000

700,000

900,000

1,100,000

1,300,000

1,500,000

1,700,000

1,900,000

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

Available Seats

Onboard Passengers

FIGURE 9: Available Seats and Onboard Passengers at the Lehigh Valley Int’l Airport,  

Year Ended April 30, 2001 – Year Ended April 30, 2010; Source: US DOT T100 Data
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 19

Non-stop, low cost service has elevated Orlando International (MCO) and Orlando/Sanford 

(SFB) to the position of Allentown’s top two origin and destination passenger markets. Allegiant 

has now shifted its Orlando service to MCO to better compete with AirTran and Allentown’s 

other carriers, but as of the year ended first quarter 2010, Sanford still generated 96 passengers 

per day each way (PDEW) on Allegiant service (see Figure 10). That ranked Sanford just behind 

Orlando International, which saw 114 passengers per day each way in the same period. 

Allentown passenger markets with non-stop low cost service have seen similar growth, with traffic 

on the Allentown – St. Petersburg/Tampa route now producing 59 passengers per day each way 

(PDEW). At the same time, the route between the Lehigh Valley and Ft. Lauderdale produced 

almost 42 passengers per day each way as of the year ended first quarter 2010. 

While low cost markets thrive, some of the legacy carriers’ strongest markets in and out of 

Allentown have been struggling. In the last four years, the Allentown – Atlanta route has fallen 

from the Lehigh Valley’s third largest origin and destination passenger market to the seventh 

largest, with 26.5 passengers per day each way (PDEW) (see Figure 10). Other major business 

83,370

70,120

43,300

30,870

30,620

24,660

19,380

16,750

16,470

16,100

14,420

13,390

12,120

11,140

10,140

9,620

9,530

7,520

7,450

7,390

114.2

96.1

59.3

42.3

41.9

33.8

26.5

22.9

22.6

22.1

19.8

18.3

16.6

15.3

13.9

13.2

13.1

10.3

10.2

10.1

0 10,000 20,000 30,000 40,000 50,000 60,000 70,000 80,000

Orlando

Sanford

St. Petersburg

Chicago-O'Hare

Ft. Lauderdale

Cleveland

Atlanta

Charlotte

Los Angeles

Myrtle Beach

Las Vegas

San Francisco

Tampa

Detroit

Dallas/Ft. Worth

Minneapolis/St. Paul

Phoenix

Nashville

San Diego

Ft. Myers

Annual Passengers PDEW

FIGURE 10: Top 20 O&D Passenger Markets at the Lehigh Valley Int’l Airport,  

Year Ended First Quarter 2010; Source: US DOT Table DB1A
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 20

markets that have fallen on Allentown’s list of top 20 passenger markets include Chicago (which 

used to rank first, as of four years ago), Charlotte, Detroit, Los Angeles, San Francisco, and 

Dallas/Ft. Worth. 

As high fares suppress origin and destination passenger traffic on the Allentown – Atlanta route, 

airline revenues on the route have fallen dramatically, as well. Atlanta has fallen from 

Allentown’s second largest revenue market to its fourth largest revenue market during the last 

four years. As of the year ended first quarter 2008, the Allentown – Atlanta route produced 

$6,100 in airline revenue per day each way (RDEW). By the year ended first quarter 2010 Atlanta 

revenue had dropped to just $4,830 per day each way – a loss of 21% of revenue on the route 

(see Figure 11). 

While legacy carrier revenues on major business routes in and out of the Lehigh Valley fall in 

ranking, due to high fares suppressing passenger traffic, low cost carrier routes continue to see 

explosive revenue growth from Allentown. Low cost service on the Allentown – Orlando route 

has elevated it to the Lehigh Valley’s largest origin and destination revenue market, with more 

than $7.5 million in revenue in the year ended first quarter 2010, or $10,283 in revenue per day 

7,506,470

6,457,520

4,824,130

3,525,900

3,274,640

3,119,070

3,035,390

3,034,240

2,938,680

2,459,440

2,366,980

2,344,050

1,797,450

1,618,010

1,527,200

1,512,090

1,369,990

1,362,250

1,264,070

1,235,100

$10,283

$8,846

$6,608

$4,830

$4,486

$4,273

$4,158

$4,156

$4,026

$3,369

$3,242

$3,211

$2,462

$2,216

$2,092

$2,071

$1,877

$1,866

$1,732

$1,692

0 1,000,000 2,000,000 3,000,000 4,000,000 5,000,000 6,000,000 7,000,000 8,000,000

Orlando

Chicago-O'Hare

Sanford

Atlanta

St. Petersburg

Ft. Lauderdale

Cleveland

Charlotte

Los Angeles

San Francisco

Las Vegas

Detroit

Dallas/Ft. Worth

Phoenix

Tampa

Minneapolis/St. Paul

San Diego

Houston

Denver

Seatte

Annual Revenue

RDEW

FIGURE 11: Top 20 O&D Revenue Markets at the Lehigh Valley Int’l Airport,  

Year Ended First Quarter 2010; Source: US DOT Table DB1A
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 21

each way (RDEW) (see Figure 11). Low cost carrier routes from the Lehigh Valley International 

Airport to St. Petersburg/Tampa and Fort Lauderdale saw similar revenue growth in the year 

ended first quarter 2010, with St. Petersburg/Tampa producing revenues of more than $3.2 

million, or $4,486 in revenue per day each way. Fort Lauderdale airline revenues from Allentown 

grew to more than $3.1 million, or $4,273 in revenue per day each way. 

There is a disconnect between pricing in those leisure markets from Allentown and all other 

markets with either direct or connecting network service. The less-than-daily leisure carrier 

average fare in the Lehigh Valley as of the year ended first quarter 2010 was $71 each way, 

compared to the network carrier average fare of $165 each way (see Figure 12). While low 

fares to Florida are available in Allentown, there are few low fares to other, non-leisure 

destinations, causing many business travelers to assume fares are too high at Allentown, thus 

“leaking” to other airports in the region. 

While the average fare between the Lehigh Valley International Airport and Orlando is just $93 

each way, before taxes, fees, and ancillary charges, the average fare to Chicago – which is half 

$93

$209

$102

$123

$182

$181

$178

$164

$184

$126

$210

$177

$157

$170

$129

$184

$144

$130

$190

$182

$0 $50 $100 $150 $200

Orlando

Chicago-O'Hare

Ft. Lauderdale

Cleveland

Atlanta

Charlotte

Los Angeles

Las Vegas

San Francisco

Tampa

Detroit

Dallas/Ft. Worth

Minneapolis/St. Paul

Phoenix

Nashville

San Diego

Ft. Myers

Jacksonville, FL

Houston - Bush

Denver

Non-LCC Average: $165

FIGURE 12: Average One Way Fares at Top 20 O&D Passenger Markets at the Lehigh Valley Int’l Airport,  

Year Ended First Quarter 2010; Source: US DOT Table DB1A
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 22

the distance from Allentown – is $209 each way as of the year ended first quarter 2010 (see 

Figure 12). These fare disparities are found in many of the Lehigh Valley’s top 20 passenger 

markets, based on whether that market is primarily serving business travelers or leisure travelers, 

and the kind of service in those markets – daily versus less-than-daily. 

Air Carrier Market Share in the Lehigh Valley 

US Airways has been, and continues to be, the largest carrier in the Allentown market, although 

its market share has been eroded by about five points in the last two years. As of the year 

ended first quarter 2010, US Airways carried more than a quarter of all Allentown travelers who 

flew through the Lehigh Valley International Airport (see Figure 13). While US Airways market 

share has fallen slightly, Delta was able to 

grow its Allentown market share by more 

than 75% through its acquisition of 

Northwest Airlines. In 2008, Delta carried 

12% of Lehigh Valley passengers. 

Allegiant Air continues strong growth in the 

Allentown market, and is now ranked as the 

Airport’s second largest passenger airline 

(see Figure 13). In 2007, Allegiant was 

ranked as a distant fourth in terms of the 

largest passenger airlines at Allentown. By 

the year ended first quarter 2010 Allegiant 

carried almost 20% of all Allentown 

passengers. Allegiant’s strong market share 

makes it appear as though the Lehigh 

Valley market is stronger than it really is – 

and that fares are lower than they really are. While Allegiant’s ultra low fares are perfect for 

vacation travelers to specific leisure destinations, they do not translate to lower fares in markets 

where Allegiant provides no direct competition to Allentown’s network carriers. 

US 25%

G4 20%

DL 19%

UA 19%

FL 8% Other 8%

US Airways (US) 179,770 25.4%

Allegiant Air (G4) 140,420 19.8%

Delta (DL) 137,740 19.4%

United (UA) 137,720 19.4%

AirTran (FL) 59,720 8.4%

Other 52,900 7.5%

FIGURE 13: Passenger Market Share at the Lehigh Valley Int’l Airport,

Year Ended First Quarter 2010; Source: US DOT Table DB1A
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 23

AIR SERVICE DEFICIENCIES IN THE LEHIGH VALLEY 

Although the Lehigh Valley International Airport catchment area represents a large proportion 

of the population of the larger region, the Airport does not retain the number of passengers 

equal to its share of the regional population. In other words, the Airport is “leaking” a large 

percentage of its passengers to other airports – even though those airports are not particularly 

close. 

The Allentown-Bethlehem-Easton metropolitan statistical area (MSA) had a population of 

808,210 as of the latest US Census estimates (see Figure 14). The larger region comprised of the 

metro areas of Allentown, Philadelphia, Harrisburg, and Wilkes-Barre/Scranton has a current 

combined population of 7,885,873. Allentown’s share of the regional population is 10.3%. 

In many markets, an 

Airport draws a number 

of passengers 

proportional to its 

overall population in 

the region. If that were 

to be the case in the 

Allentown market, one 

could reasonably 

expect the Airport to 

retain about 10% of the 

total passengers using 

all four airports in the 

larger region. However, 

in the case of 

Allentown, the Lehigh 

Valley International 

Airport does not retain 

anywhere close to a 

tenth of the region’s passengers. 

Source: US Census Share of Population of Combined PHL/ABE/MDT/AVP Catchment

Philadelphia (PHL) 5,838,471 74.3%

Allentown (ABE) 808,210 10.3%

Harrisburg (MDT) 660,042 8.4%

Wilkes-Barre/Scranton (AVP) 549,150 7.0%

Population Share

ABE

MDT PHL

AVP

Regional Population

FIGURE 14: Regional Population Distribution,  

Source: US Census Estimates
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 24

While the Allentown MSA is home to 10% of the region’s total residents, its airport retains just 2.6% 

of the region’s total origin and destination passengers as of the year ended first quarter 2010 

(see Figures 15 and 16). In the region, Allentown “leaks” more passengers to other airports than 

any other airport. As of the year ended first quarter 2010, the Lehigh Valley International Airport 

saw a total of 377,794 outbound origin and destination 

passengers. If the Airport had been able to enplane the 

number of regional passengers proportional to its share of 

population in the region, it would have been used by 

another 1,110,956 departing passengers. In effect, the 

Lehigh Valley International Airport “leaked” these 

passengers to other airports in the region – a leakage rate 

of 74.6%. The bottom line is that the Lehigh Valley 

International Airport only retains about a 25% of the 

departing passengers that should be expected based on 

its share of the regional population. 

The largest beneficiary of Allentown’s passenger leakage 

appears to be Philadelphia. The Philadelphia 

International Airport had “reverse leakage” as of the year 

ended first quarter 2010, when it drew 23.5% more 

passengers than its proportion of the regional population. 

While Philadelphia makes-up 74.3% of the region’s 

population, it boards 91.8% of the region’s total departing 

origin and destination passengers (see Figures 15 and 16). 

If Philadelphia retained a number of departing origin and destination passengers proportional to 

its regional population share, it would be expected to generate 10.7 million outbound 

passengers annually. As of the year ended first quarter 2010, Philadelphia enplaned almost 13.3 

million outbound O&D passengers – almost 24% above its regional share. Many of those 

passengers likely came at the expense of the Lehigh Valley International Airport. 

Allentown 

10.3%

Philadelphia 

74.3%

Harrisburg 

8.4%

Scranton 

7.0%

Allentown 

2.61%

Philadelphia 

91.75%

Harrisburg 

4.25%

Scranton 

1.38%

FIGURE 15: Regional Population Share,  

Source: US Census Estimates

FIGURE 16: Regional Departing Pax Share,  

Source: US DOT T100 Data
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 25

Another way of determining passenger leakage from the Lehigh Valley International Airport to 

other airports in the region is by comparing the economy of the Lehigh Valley to the economies 

of the nearest three cities with commercially-served airports. The easiest way to gauge each 

catchment area’s contribution to the economy of the region is to compare the gross 

metropolitan products (GMP) of each. A GMP is much like a gross national product – an overall 

gauge of economic activity in an area in dollars earned. 

The United States Council of 

Mayors reports the 

Allentown metro area 

(MSA) produced a GMP of 

$29 billion, which 

represented 7.3% of the 

total gross regional product 

(GRP) of the area including 

Allentown, Philadelphia, 

Harrisburg, and WilkesBarre/Scranton (see Figure 

17). Philadelphia 

generated the largest 

portion of the GRP, with 

more than $321 billion, or 

81%, while Harrisburg 

produced a GMP of $27.2 

billion – good for almost 7% of the GRP. 

Despite producing more than 7% of the total gross regional product (GRP), the Lehigh Valley 

International Airport retains just 2.6% of the region’s total origin and destination passengers (see 

Figures 18 and 19). In the region, Allentown leaks more passengers to other airports, relative to its 

gross metro product (GMP), than any airport in the region as of the year ended first quarter 2010. 

As of the year ended first quarter 2010, the Lehigh Valley International Airport generated a total 

of 377,794 enplaned origin and destination passengers (see Figures 18 and 19). If the Airport had 

been able to board the number of outbound regional passengers proportional to its share of the 

GRP, it would have been used by another 677,339 passengers. In effect, the Lehigh Valley 

Source: United States Council of Mayors, June 2008

ABE

MDT PHL

AVP

GMP Share

Philadelphia (PHL) $321.4 Billion 81.1%

Allentown (ABE) $29.0 Billion 7.3%

Harrisburg (MDT) $27.2 Billion 6.9%

Wilkes-Barre/Scranton (AVP) $18.6 Billion 4.7%

Gross Metropolitan Product (GMP)

FIGURE 17: Regional Gross Metro Product (GMP) Distribution,  

Source: US Council of Mayors
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 26

International Airport “leaked” these departing passengers to other airports in the region – a 

leakage rate of 64.2%. The Airport retains about 35% of the outbound passengers that should be 

expected based on its share of the gross regional product. 

The main beneficiary of Allentown’s outbound passenger 

leakage, based on GRP, is, again, Philadelphia. 

Philadelphia experienced “reverse leakage” as of the 

year ended first quarter 2010, when it drew 13.1% more 

departing passengers than its proportion of the gross 

regional product (GRP). While Philadelphia generates 81% 

of the GRP, it boards almost 92% of the region’s total 

outbound origin and destination passengers (see Figures 

18 and 19). If Philadelphia retained a number of origin 

and destination passengers proportional to its GRP share, it 

would be expected to generate 11.7 million departing 

passengers annually. As of the year ended first quarter 

2010, Philadelphia saw almost 13.3 million outbound O&D 

passengers – more than 13% above its projected GRP 

share. 

It has been established that the Lehigh Valley 

International Airport is losing a significant number 

passengers from its catchment area. Attention then turns 

to the reasons why travelers are driving to other airports. 

As is the case with many other airports experiencing 

leakage, it all comes down to the availability of flights on the right airlines at the right times, and, 

perhaps even more importantly, airfare perception. There is a perception in the region that 

fares at airports outside of Philadelphia International are priced much higher than the fares 

found at PHL, itself. This is often not the case, but those who live in the communities surrounding 

Philadelphia have been conditioned to not even check local airfares before booking from PHL. 

Allentown 

7.3%

Philadelphia 

81.1%

Harrisburg 

6.9%

Scranton 

4.7%

Allentown 

2.61%

Philadelphia 

91.75%

Harrisburg 

4.25%

Scranton 

1.38%

FIGURE 18: Regional GMP Share,  

Source: US Council of Mayors

FIGURE 19: Regional Departing Pax Share,  

Source: US DOT T100 Data
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 27

The Lehigh Valley International Airport has designed this Grant-supported project to change that 

regional mindset. This wide-ranging advertising campaign proposed in this application will 

challenge local consumers to check fares at the Lehigh Valley International Airport first, by 

publicizing the deals available at the local airport. The campaign will result in a much widerbased knowledge of local air service availability, and eventually lead to reduced leakage. 

 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 28

EXTENUATING FACTORS AFFECTING AIR SERVICE 

The major extenuating factor affecting air service in the Lehigh Valley is the fact that airlines 

serving the Lehigh Valley International Airport offer far fewer seats available for sale in Allentown 

than they do at other adjacent airports in the region. The lack of sufficient available seats for in 

the Lehigh Valley forces many travelers to drive to other airports to access the national air 

transportation system – with most flying in and out of the overcrowded Philadelphia International 

Airport. The small number of available seats at the Lehigh Valley International Airport as of the 

year ended first quarter 2010 is partially responsible for the Airport’s inability to retain a number of 

origin and destination passengers proportional to its population and gross metropolitan product. 

As of the year ended first quarter 2010, airlines offered a little more than 497,000 outbound 

available seats at the Lehigh Valley International Airport (see Figure 20). While airlines offered 

fewer available seats at Scranton than in 

Allentown, Scranton’s local population is a third 

less than the population of the Lehigh Valley. 

Airlines offered 59% more departing seats at 

Harrisburg than they offered in Allentown. And as 

of the year ended first quarter 2010, airlines 

offered 35 times the available seats in Philadelphia 

that they offered in Allentown. 

With fewer available seats and higher average 

fares, there isn’t much incentive for Lehigh Valley 

travelers to fly from their hometown airport, other than its convenience. In many cases, the 

convenience does not outweigh the greater flight offerings and lower fares at other airports in 

the region. Moreover, in many cases local, Lehigh Valley passengers don’t even realize the 

breadth of flights offered at their airport, as they are conditioned to naturally use Philadelphia, 

instead. 

There is another illustration of just how few seats are available in the Lehigh Valley, especially 

when considering how large the market is: the number of departing seats available per capita 

as of the year ended first quarter 2010. Of the four adjacent airports in the region – Philadelphia, 

Harrisburg, Wilkes-Barre/Scranton, and Allentown, itself – the Lehigh Valley International Airport 

has the second fewest outbound available airline seats per capita (see Figure 21). Airlines 

17,451,742

790,906

497,026

260,408

0 5,000,000 10,000,000 15,000,000

Philadelphia

Harrisburg

Allentown

Scranton

FIGURE 20: Available Departing Seats at Regional Airports,  

YE1Q10; Source: US DOT T100 Data
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 29

serving Lehigh Valley International offered just 0.61 outbound seats per resident of the AllentownBethlehem-Easton metro area as of the year ended first quarter 2010. Allentown had 95% fewer 

departing seats per resident than Harrisburg, which is a smaller community, and 386% fewer 

departing seats per capita than 

Philadelphia. The regional average 

number of departing seats per 

capita for the year ended first 

quarter 2010 was 2.42 - 293% higher 

than the average at the Lehigh 

Valley International Airport. 

The number of seats per capita is 

an excellent data point for 

understanding how underserved non-hub and small-hub markets are. The data in this case 

illustrates how airlines have neglected the Lehigh Valley market, and forced residents of the 

Lehigh Valley International Airport’s metro area to seek out air service at other airports in the 

region. 

With so few available seats in the Allentown market, it is no surprise that the Airport’s 

enplanements are well under the regional average for departing origin and destination 

passengers per capita. As of the year ended first quarter 2010, the Lehigh Valley International 

Airport generated just 0.47 departing 

passengers per residents of its metro 

area - 293% fewer than the regional 

average of 1.84 outbound passengers 

per capita (see Figure 22). The Lehigh 

Valley International Airport generated 

the second fewest outbound 

passengers per capita of all adjacent 

airports as of the year ended first 

quarter 2010, producing 99% fewer 

departing origin and destination 

passengers per capita than Harrisburg and 386% fewer departing O&D passengers per capita 

than Philadelphia. Philadelphia was the only airport in the immediate region that generated 

more passengers per capita than the regional average as of the year ended first quarter 2010 – 

2.99

1.20

0.61

0.47

0.0 0.5 1.0 1.5 2.0 2.5 3.0

Philadelphia

Harrisburg

Allentown

Scranton Average Seats Per Capita: 2.42

FIGURE 21: Available Departing Seats Per Capita,  

YE1Q10; Source: US DOT T100 Data and US Census Estimates

2.27

0.93

0.47

0.36

0.0 0.5 1.0 1.5 2.0 2.5

Philadelphia

Harrisburg

Allentown

Scranton Average Passengers Per Capita: 1.84

FIGURE 22: Enplaned Passengers Per Capita,  

YE1Q10; Source: US DOT T100 Data and US Census Estimates
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 30

meaning it has the impact of raising that average well above the average enplanements of 

other adjacent airports. 

Although it may appear that the Lehigh Valley market doesn’t produce as many O&D 

passengers as other markets, that is not necessarily the case. The likely reality is that there aren’t 

enough seats to accommodate the demand for travel in the Allentown market, so many of 

those who live in the Lehigh Valley International 

Airport metro area are forced to drive to other 

airports, such as Philadelphia, to access the national 

air transportation system. 

Airlines serving the Lehigh Valley simply don’t offer 

enough seats to satisfy local demand. And 

because, for so long, the Allentown market has 

been underserved, local residents are conditioned 

to expect to have to drive to other airports in the 

region to catch flights. Moreover, there is little incentive for Allentown’s incumbent airlines to 

offer additional flights, as they can fill the planes they fly into and out of the market, while 

earning a fare and yield premium for their scarce product. The only incentive to increase 

service will be enplanements that continue to push the Allentown load factor to the 90% mark, 

forcing airlines to add seats to handle increased demand. The Airport believes its proposal for 

advertising and marketing funds in this application will have that impact. 

“...Because, for so long, the 

Allentown market has been 

underserved, local residents are 

conditioned to expect to have to 

drive to other airports in the region 

to catch flights.” 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 31

AVAILABILITY OF ALTERNATE AIRPORTS 

The Lehigh Valley is surrounded by a number of airports offering various levels of service. 

However, the drive to all of these airports can be difficult due to traffic congestion. The closest 

alternate airport is Philadelphia 

International, which is 73 miles to the 

south of Allentown, a drive – without 

taking into account prevailing traffic 

conditions – of an hour and 20 minutes. 

The drive to Philadelphia also requires the 

use of a toll road – the Pennsylvania 

Turnpike (see Figure 23). 

The Lehigh Valley’s second closest 

alternate airport is Newark Liberty 

International, which lies 83 miles to the 

east of Allentown (see Figure 23). Traffic 

on this route can be quite heavy, so the 

drive often takes much longer than the 

hour and a half it should. 

FIGURE 23: Airports in the Region

With the Lehigh Valley International Airport (ABE)
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 32

USE OF LOCAL/FEDERAL FUNDS 

Marketing and Advertising 

The Lehigh Valley International Airport proposes to spend a total of $250,000 on marketing and 

advertising promotions in support of local air service. $50,000 of the marketing budget will come 

from new Airport sources – in addition to the normal advertising budget of the Airport. $200,000 

of the budget will come from federal funds under this application. The funding should be 

sufficient to blanket the market with the message that local service is more convenient than 

service provided at other airports in the region. The campaign will be developed so that it 

targets specific segments of the population who are most likely to fly locally. For examples, see 

the “detailed explanation of the proposal” section of this application. 

Additional Costs 

As part of this program, the Lehigh Valley International Airport understands that additional 

expenses will be incurred, such as monitoring the results of the program and reporting those 

results back to the US DOT. The Airport will pay for these additional expenses out of other airport 

sources and will not incorporate these fees and charges into this proposal. 

 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 33

PUBLIC/PRIVATE PARTNERSHIPS 

A number of local partners will be working with the Lehigh Valley International Airport to 

promote and market the new service. Contacts will be made to all Allentown-Bethlehem-Easton 

members of chambers of commerce and similar organizations, and those with an interest in 

growing the economic base of the community through local business growth, attraction of new 

businesses and the promotion of tourism and visitor traffic via the airport. 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 34

PENNSYLVANIA’S PROPOSED AIR SERVICE GRANT PROGRAM 

Another potential partner in the Lehigh Valley International Airport’s Small Community Air Service 

Development Grant proposal is the State of Pennsylvania. The State is currently working towards 

an air service development grant program of its own. Should the program be passed before the 

award of this federal grant, the Airport would use any funding obtained from the State as an 

additional match to its federal SCASD Grant application. 

The proposal for this additional grant program, submitted to State leaders in Pennsylvania, is 

below. The program has not yet been passed, but there is widespread support for its 

introduction. 

Draft 7/7/10

Pennsylvania Air Service Development Grant Program

Background

Pennsylvania airports continually strive to maintain and expand airline service.  

Airlines are requiring significant marketing support and start up funding as a condition for 

providing any new air service, or in some cases, just to maintain existing air service.  This 

trend is affecting most airports across the United States and airports in the Commonwealth 

of Pennsylvania are no exception.  Pittsburgh International Airport recently worked with 

the Governor’s Office and Allegheny County officials to provide millions of dollars to secure 

non‐stop flights to Europe.  The intense competition for air service is occurring at a time 

when airports are experiencing a decline in revenues, which makes it more difficult to fully 

fund air service development initiatives.   

Airports are limited, both by their budgets and by federal regulations, as to the types 

and kinds of air service development incentives that can be offered to airlines to begin new 

service or to retain existing service.  Other states have recognized the importance of 

supporting air service development by funding marketing for commercial service airports. 

South Carolina and Kansas are examples of national leaders in supporting and funding air 

service development and retention. These states understand that direct financial support is 

often the only way to successfully attract new air service.   

The creation of the Pennsylvania Air Service Development Grant Program would 

provide an additional tool for Pennsylvania airports to use as part of their efforts to attract 

and retain airlines to their respective communities.  
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 35

Pennsylvania is beginning a debate on the funding of transportation and how to 

meet infrastructure needs.  The future of Pennsylvania airports and the significant 

economic impact they generate must be part of a policy solution.  Despite having significant 

positive economic impact in their regions, airports have not been well‐integrated with 

community economic development objectives, particularly outside of Philadelphia and 

Pittsburgh.  PENNDOT and DCED must become more involved in a concerted effort to bring 

state resources to aviation economic development initiatives.

Proposal

  

It is proposed that Pennsylvania establish an Air Service Development Grant Program

that would provide funding to help airports/communities attract and retain air service.  A 

program funding level of $2M‐$3M annually is recommended for grants to PA airports, 

regional economic development agencies or municipalities.  The program will allow all 

Pennsylvania communities and their commercial service airports to more aggressively 

compete for air service.  All Pennsylvania commercial service airports would be eligible for 

these grants. 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 36

IMPLEMENTATION TIMELINE 

The Airport’s proposed implementation timeline for the project assumes the Department will 

award Small Community Grant Funding in December 2010. Once the award is announced, the 

Lehigh Valley International Airport will begin work with private marketing and advertising firms, 

along with the Airport incumbent airlines, to build the campaign materials and to finalize the 

placement plan. 

The first two milestones on the Airport's timeline are to execute the grant agreement with the 

Department and execute an agreement with a marketing and advertising firm to begin work. 

These milestones should be achieved by the end of January 2011. Additionally, the Airport will 

submit grant status reports on a quarterly basis to the Department throughout the proposed term 

of the marketing and advertising program. The specific timeline is listed below. 

Activity/Project Milestone Estimated Date

SCASD Grant Award Announcement December 2010

Executive Grant Agreement with DOT January 2011

Executive Agreement with Marketing Firm January 2011

Develop Creative February 2011

Develop Comprehensive Placement Strategy February 2011

Launch Campaign March 2011

Sustain Campaign March 2011 - May 2012

Monitor Route Performance March 2011 - May 2012

Submit Grant Status Reports to DOT Quarterly Q1 2011 - Q2 2012

Close Grant May 2012
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 37

AIR SERVICE ADVISORY GROUPS 

The Lehigh Valley International Airport is governed by the public Lehigh-Northampton Airport 

Authority (LNAA). The LNAA is a 19-member Board of Governors. The members of the Board are 

appointed by county executives of Lehigh and Northampton. It is governed by the Pennsylvania 

Municipal Authorities Act. The airport authority owns and operates the Lehigh Valley 

International Airport (LVIA, airport code ABE) and manages Queen City Airport & Braden Airpark. 

 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 38

LOCAL AIR SERVICE DEVELOPMENT EFFORTS 

The Lehigh Valley International Airport continues its efforts to bring additional airline competition 

to the Allentown/Bethlehem/Easton air service region. The Airport has been actively recruiting 

additional service on a number of airlines – both majors and regionals. The Airport has 

participated in several dozen airport-airline meetings per year over the last few years, as it 

continues to make its case for new air service. 

In 2005, the Airport realized it must curb leakage and lower average fares in the market through 

service from low cost carriers. The Airport developed a wide ranging plan to bring low cost 

carriers to the market, including a large scale incentive package for marketing, advertising, and 

airport fee waivers. This program was successful in bringing Allegiant Air to the Allentown 

market. Today, Allegiant serves three Florida 

routes from the Lehigh Valley International 

Airport, and Allegiant’s presence in the 

market has helped to lower average fares by 

8% in the last calendar year. 

In 2009, the Airport’s continuing talks with 

AirTran culminated in the introduction of 

service on non-stop routes to both Orlando 

and Ft. Lauderdale. Both routes are served less-than-daily. Then, in 2010, the Airport was able to 

convince AirTran to expand its presence in the market by adding daily non-stops to Atlanta, 

operated seasonally in the summer. 

The Airport also had recent success in recruiting American Eagle to launch non-stop flights to the 

Chicago O’Hare hub, providing better competition on westbound connecting service. These 

flights operate three times per day as of August of 2010. 

The Airport has been able to secure this service expansion entirely through local funding. The 

Lehigh Valley International Airport has never received a Small Community Air Service 

Development Grant. All air service development work has been entirely funded by the Airport 

and the community. 

 

The Airport has been able to 

secure... service expansion entirely 

through local funding... [having] 

never received a Small Community 

Air Service Development Grant.” 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 39

IN-KIND SERVICES FROM COMMUNITY 

The following organizations will help promote the new service through their various membership 

groups. There is no estimated value to these services. 

 Lehigh Valley Air Service Focus Group 

o New group comprised of top business leaders in the region 

 Lehigh Valley Economic Development Corporation 

 Greater Lehigh Valley Chamber of Commerce 

 Discover Lehigh Valley (formerly known as the Lehigh Valley Convention and Visitors 

 Bureau) 

 Pocono Mountain Vacation Bureau 

 City of Allentown 

 City of Bethlehem 

 City of Easton 

 County of Northampton 

 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 40

PERFORMANCE MEASURES 

The success of the program will be based on a pair of variables. The Airport will judge the first 

measure of success by the increased number of enplanements on its local air service. The 

second measure of success will be based on how much average airfares charged in the 

community have gone down, with the increase in enplanements. The measurement of 

enplanements will include a monthly comparison, once the program begins, to past 

enplanements numbers. The measurement of airfares will be derived from US DOT OD1A reports. 

 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 41

LEGAL SPONSOR 

The Lehigh-Northampton Airport Authority is the legal sponsor responsible for administering the 

program. The Authority is a government entity. 

Lehigh-Northampton Airport Authority 

Lehigh Valley International Airport 

3311 Airport Road 

Allentown, Pennsylvania 18109 

George F. Doughty, Executive Director 

610.266.6001 

George@lnaa.com 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 42

FINANCIAL CONTROLS 

As the sponsor, the Lehigh-Northampton Airport Authority will be the responsible party for all 

fiscal matters and DOT reporting requirements. The group is established as an Airport Authority, 

which is a public governing body. As a public entity the DOT can be assured that proper 

financial controls are in place to guarantee that the DOT’s grant will be used in accordance 

with any subsequent agreement. The Airport understands that the grant is a reimbursable grant, 

meaning the Airport is responsible for program expenditures and will submit invoices to the DOT 

for reimbursement, based on a percentage of the total grant request. 

 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 43

RETURN ON INVESTMENT 

The Lehigh-Northampton Airport Authority has developed a cost effective and achievable 

strategy to increase enplanements and lower airfares at the Lehigh Valley International Airport. 

The proposal uses proven methods of achieving air service improvements, allowing the DOT to 

be comfortable with choosing this proposal. The increased awareness of air service, increased 

enplanements on the service, and access to lower airfares with increased enplanements, is in 

line with the major goals of the Small Community Air Service Development Program. 

 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 44

DOT EXIT STRATEGY 

The Lehigh Valley International Airport has developed this proposal as a one-time grant. The 

advertising and marketing program will commence as soon as this grant is awarded and last for 

at least twelve months. It is projected that local enplanements will grow within the first few 

months of the launch of the advertising program. 

 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 45

AIRPORT INFORMATION 

The Lehigh Valley International Airport is the primary gateway for the communities of Allentown, 

Bethlehem, and Easton, Pennsylvania. The Airport is also an alternate for residents living in the 

northern suburbs of Pennsylvania’s largest city: Philadelphia. The Airport was originally built in 

1929, and it’s one of the few in the country that still serves its community from its original location. 

The facility’s previous name was the Allentown – Bethlehem – Easton Airport, hence its threeletter designator “ABE,” which 

the Airport still carries today. 

The Lehigh Valley International 

Airport has two runways. The 

primary runway, 6/24, is 7,600 

feet in length, with dual ILS 

(instrument landing system) 

approaches – able to handle 

virtually any aircraft in virtually 

any weather (see Table 30). 

The Airport’s secondary, 

crosswind runway, 13/31, is just 

under 5,800 feet in length, with 

a single ILS approach. 

FIGURE 24: Aerial Photo of the Terminal of the

Lehigh Valley International Airport (ABE)
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 46

LEHIGH VALLEY COMMUNITY PROFILE 

Allentown is the largest city in the area known as Pennsylvania’s Lehigh Valley, joined in the 

Valley by Bethlehem and Easton. The region was originally settled in 1735, and formally 

incorporated in 1811. The region’s biggest growth 

occurred at the end of the 1800s, as the steel industry hit 

its stride. While Bethlehem Steel is still based in the 

region, the Lehigh Valley’s economy has shifted away 

from heavy manufacturing in the last few decades. 

Today, high tech consumer electronics and health care 

are mainstays of the economy of the Lehigh Valley. 

The region is increasingly recognized for its high quality 

of life – preserving a smaller town feel with the amenities 

of the large cities that surround the Valley. The Lehigh 

Valley also offers the lowest cost of living in the northeast corridor, a good base of jobs requiring 

highly educated workers, a vibrant arts and culture scene, and close proximity to the world’s 

biggest and best cities. 

The Lehigh Valley is also blessed 

with a beautiful natural 

environment. The three cities of 

the Valley are situated between 

a pair of ancient mountain 

ranges – Blue Mountain to the 

north and South Mountain to the 

south. The Valley’s 730 square 

miles of rolling hills offer hiking, 

biking, skiing, and many other 

outdoor adventures, just steps 

from the city. 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 47

What’s New in the Lehigh Valley in 2010 

The Lehigh Valley continues to attract new investments, even in the recovering economy. Many 

businesses and investors from the larger cities in the region are now moving away from those 

more expensive markets, to the Lehigh Valley, due to its close proximity and the availability of 

resources. The area surrounding Allentown has seen a number of recent business developments 

that signal it is an up-and-coming place for new development. 

 The Lehigh Valley has become a center for gaming. The Sands Casino Group of Las 

Vegas has opened the Sands Bethworks in Bethlehem. The integrated resort offers a 300-

room hotel, 200,000-square feet of retail space, a mutli-purpose convention center, and 

3,000 slot machines.

 It was, perhaps, the largest business development since the first steel mill came to the 

Lehigh Valley – the announcement in 2006 that Olympus, the Japanese camera 

company, would relocate its North American Headquarters to the Allentown MSA. The 

move continues to pay big dividends in the community, with Olympus now employing 

more than 800 people in administrative jobs in the Lehigh Valley. Today, Olympus not 

only helps to drive the region’s economy, but also its demand for air travel, as the 

company’s senior officers seek more reliable air transportation from the Lehigh Valley 

International Airport.

 The Dunn Twiggar Company announced one of the largest commercial and residential 

developments in Allentown’s history. The Company will invest more than $175 million in 

“The Waterfront” – a ten year project along the Lehigh River. The development will 

revitalize a blue collar neighborhood and aging industrial site.

 Adding to the Lehigh Valley’s increasingly high-paying job base, Detroit-based NHT 

Consultants engineering firm moved into a new home office in Bethlehem. NHT will work 

on a number of major building projects in eastern Pennsylvania from its Lehigh Valley 

office, initially employing 16 engineers.

 The Lehigh Valley’s high-tech infrastructure has been upgraded significantly by start-up 

EMV Technologies, a leader in the use of nanotechnology to find new ways to handle 

kidney dialysis. The company, based in Bethlehem, near Lehigh University, has won 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 48

millions in federal grant money to make its site the leader in research in its field. As 

company CEO William Van Geertruyden said, “The research and production of 

nanotechnology products require a skilled labor force and a good technology 

infrastructure. The Lehigh Valley has both.”

Allentown Economic Overview 

While manufacturing was, at one time, the dominant industry in the 

Lehigh Valley, it has declined to just 15% of the total employment in the 

region. That might sound like economic disaster, but it’s been just the 

opposite. The economy in the Allentown MSA continues to diversify and 

expand, with 17% job growth in just the last year. 

Major corporations still anchor the local economy, with companies such 

as Mack Trucks and Bethlehem Steel providing a base of well-paying 

steady jobs. But today, new industries in the high tech, nanotechnology, heath care, and 

engineering fields provide more jobs than the traditional “power companies.” 

The Lehigh Valley is also a prime location for trade, with 25% of the entire nation’s population 

located within 250-miles of downtown Allentown. More than 50 motor freight carriers provide 

daily service to the area, and the Norfolk Southern rail line has a major hub in Allentown. 

The Lehigh Valley labor pool is highly skilled, but its big drawback is that there aren’t enough 

workers to fill the available jobs. A severe workforce shortage in the region has caused a 

massive in-migration, causing the population in the Lehigh Valley to jump by 13% in the last ten 

years. The main job surge is in the high tech field, while other fields are either slowly increasing 

employment, or holding steady. 

A number of major corporations have operations in the Lehigh Valley. In fact, the region’s list of 

largest employers reads like a “who’s who” of multinational companies. Among the most 

notable names are Mack Trucks, Guardian Life Insurance, Crayola, T-Mobile, LSI, Aetna, 

Olympus, Kraft Foods, Dun and Bradstreet, Verizon, Georgia Pacific, and Nestle Purina. 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 49

1 LEHIGH VALLEY HOSPITAL CENTER 

2 ST LUKE'S HOSPITAL 

3 AIR PRODUCTS & CHEMICALS INC 

4 LEHIGH COUNTY GOVERNMENT CTR 

5 ALLENTOWN SCHOOL DISTRICT 

6 STATE GOVERNMENT 

7 LEHIGH VALLEY PHYSICIAN GROUP 

8 MACK TRUCKS INC 

9 PARKLAND SCHOOL DISTRICT 

10 B BRAUN MEDICAL INC 

11 LEHIGH VALLEY HOSPITAL MUHLENBERG 

12 LUTRON ELECTRONICS CO INC 

13 PPL SERVICES CORP 

14 SACRED HEART HOSPITAL 

15 DORNEY PARK/WILDWATER KINGDOM 

16 EAST PENN SCHOOL DISTRICT 

17 HARTFORD FIRE INSURANCE CO 

18 ALLENTOWN, CITY OF 

19 THE WOOD COMPANY 

20 GIANT FOOD STORES LLC 

21 WEIS MARKETS INC 

22 CARBON-LEHIGH INTERMEDIATE 

23 T MOBILE USA 

24 AGERE SYSTEMS INC 

25 WAL-MART ASSOCIATES INC 

26 FEDERAL GOVERNMENT 

27 WACHOVIA SHARED RESOURCES LLC 

28 MUHLENBERG COLLEGE 

29 THE RECEIVABLE MANAGEMENT 

30 F L SMIDTH INC 

31 GOOD SHEPHERD HOME 

32 LEHIGH CARBON COMMUNITY COLLEGE 

33 HEARTLAND EMPLOYMENT SERVICES 

34 ALLIED PERSONNEL SERVICES INC 

35 RODALE INC 

36 HEALTH NETWORK LABORATORIES 

37 THE MORNING CALL INC 

38 AETNA LIFE INSURANCE COMPANY 

39 WHITEHALL-COPLAY SCHOOL DISTRICT 

40 KIDSPEACE NATIONAL CENTER FOR KIDS 

41 BOSCH REXROTH CORP 

42 DUN AND BRADSTREET INC 

43 FISHER CLINICAL SERVICES INC 

44 PPL GENERATION LLC 

45 EASTERN INDUSTRIES INC 

FIGURE 25: The Lehigh Valley’s 45 Largest Employers

Source: Lehigh Valley Economic Development Corporation
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 50

1, Wal-Mart 

13, Verizon Communications 

17, Home Depot 

44, Walgreens 

82, The Hartford 

85, Aetna Services, Inc. 

131, Manpower, Inc. 

257, Guardian Life Insurance 

275, Air Products and Chemicals (Headquarters) 

332, VF Corporation 

336, PPL Utilities (Headquarters) 

565, HCR Manorcare Health Services 

864, LSI, Inc. 

872, CF Martin 

Select Company Profiles 

Air Products and Chemicals 

Based in Allentown, and ranked 275 on the Fortune 500 list, Air Products 

and Chemicals produces atmospheric gases and the materials and equipment to dispense 

those gases. The company has annual revenues topping $10 billion, with markets in every state 

in the US and in 40 foreign countries. All administrative and executive staff is based in Allentown. 

Mack Trucks 

Founded in 1900, Mack Trucks is one of the oldest and largest heavy-duty truck 

producers in the world. Mack has its headquarters in Allentown, and the 

company is overseen by its owner, Volvo. All sales staff is based in Allentown. 

Mack has dealers in every state in the country, and a number of foreign countries from Australia 

to Europe. 

FIGURE 26: Fortune 1000 Companies in the Lehigh Valley, By 2010 Rank

Source: Fortune Magazine
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 51

Crayola, Inc. 

The worldwide leader in children’s creative products, Crayola has called 

Easton its home since the early 1900s. The company’s world headquarters 

and main manufacturing plant are still located in the Lehigh Valley. 

Crayola is a wholly-owned subsidiary of Hallmark Cards. The Easton factory is also home to the 

“Crayola FACTORY,” a hands on Crayola museum designed for kids. 

Just Born, Inc. 

Called the “maker of everyone’s favorite candies,” Just Born is a familyowned confectionery company based in Bethlehem. The company has its 

world headquarters in Bethlehem, in addition to its main factory, which offers 

daily tours. Among the Just Born products are household names like Mike and Ike, Peeps, Hot 

Tamales, and Teenee Beanee. 

Olympus USA 

Olympus is a world renowned maker of cameras. The company is 

based in Tokyo, Japan, but its North American headquarters are located in Center Valley, 

Pennsylvania – just outside Allentown. Olympus moved operations to the Lehigh Valley in 2006, 

due to the high cost of operations at its Long Island headquarters. Olympus has 2,900 

employees worldwide, not including its subsidiaries – including 800 in the Lehigh Valley. 

Dun and Bradstreet 

Known best as “D & B,” Dun and Bradstreet is one of the leading providers of business 

information in the country. Businesses and communities are known nationwide by their 

“DUNS Number” – which helps track credit information. With revenues topping $1.4 

billion in 2007, D & B has a major operation in Allentown. 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 52

Higher Education in the Lehigh Valley 

The Lehigh Valley is home to 11 colleges and universities, drawing 45,000 full-time students from 

around the US and more than 40 foreign countries. These institutions range from community 

colleges to major state universities, from small liberal arts campuses to major engineering 

schools. The Lehigh Valley’s colleges and universities offer excellence for the region’s students 

and the region’s economy. 

Cedar Crest College 1,600 

DeSales University 2,900 

East Stroudsburg University 6,300 

Kutztown University 8,600 

Lafayette College 2,300 

Lehigh-Carbon Community College 5,500 

Lehigh University 6,700 

Moravian College 2,100 

Muhlenberg College 2,500 

Northampton Community College 5,800 

Penn State University – Lehigh Valley 700 

Total Enrollment 45,000 

Select Higher Education Profiles 

Lafayette College 

Located in Easton, Lafayette College is a private liberal arts institution with a 

history of excellence dating back to 1826. US News and World Report ranks 

Lafayette the 34th best liberal arts college in America. The school is also listed, 

by Barron’s, as one of the 65 most competitive schools in the country for admission. Lafayette’s 

endowment is one of the largest in the country, indicating the general wealth of alumni. 

FIGURE 27: Higher Education Enrollment in the Lehigh Valley, Fall 2010

Source: Lehigh Valley Economic Development Corporation
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 53

Lehigh University 

Founded in 1865, Lehigh University is named after the Valley in which it 

sits. The campus is located in Bethlehem, specializing in 

undergraduate and graduate programs in engineering. Lehigh is the 

“technical” campus for the region, providing an outstanding, highly skilled workforce for the 

growing technical trades in the region. A number of small, high-tech companies have recently 

located to the area surrounding the campus in Bethlehem, taking advantage of the University’s 

research and faculty for their new advancements in the sciences. Lehigh is listed as, by US News 

and World Report, as one of the “top tier” universities. 

East Stroudsburg University 

One of 14 state universities in the Pennsylvania State System of Universities, East 

Stroudsburg is located about 40 minutes to the north of the Lehigh Valley 

International Airport. The University was founded in 1893 as a teachers’ college, 

but today the campus offers programs in 68 liberal arts fields. The University’s 

teams compete in the NCAA’s Division II. 

Kutztown University 

Kutztown University is another school in the Pennsylvania State System of 

Universities. The campus is located in Kutztown, which is about 15 

minutes to the west of Allentown. The University is one of the oldest 

public institutions in the State, founded in 1866. Today, Kutztown offers 

students more than 100 programs in four undergraduate colleges and one graduate college. 

Muhlenberg College 

Located in Allentown, Muhlenberg College is a private liberal arts 

institution. The College is affiliated with the Evangelical Lutheran Church of America, but it 

maintains a religiously diverse student body. The College was ranked in the top 100 liberal arts 

colleges in the country by US News and World Report. 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 54

Tourism in Eastern Pennsylvania 

The Lehigh Valley is well known for its picturesque beauty, with the Lehigh River carving a wide 

valley through the hills of eastern Pennsylvania. The region is made up of three primary cities: 

Allentown, Bethlehem, and Easton. Each of the three cities offers excellence in the arts, cultural 

attractions, fine dining and shopping. 

In the winter, the region becomes a mecca for skiers, with a pair of 

major ski resorts located within a short drive of the Lehigh Valley 

International Airport. In the summer, the region turns its attention to 

hiking, fishing, and biking, with a number of large lakes and trails through 

the hills that surround all three cities. 

Four large festivals are held in the Lehigh Valley each year. Musikfest is 

a large, 10 day festival held in Bethlehem each August. Mayfair is an 

arts and crafts festival held in Allentown each May. In September, 

attention turns back to Bethlehem for the Celtic Classic, a large Celtic 

heritage festival. Finally, the Great Allentown Fair is the oldest festival in 

the region. It’s been held on the Allentown Fairgrounds each August for 

the last 150 years. 

The Lehigh Valley offers attractions that draw visitors not just from the 

major cities surrounding the region, but also from around the northeast, and around the country. 

The Valley has a wide variety of things to do, from amusement parks to natural caves. 

Bear Creek and Blue Mountain Ski Areas 

Located in the southernmost part of the Pocono Mountains, Blue Mountain 

and Bear Creek together offer more than 50 ski runs and 20 lifts, with a vertical 

drop of more than 1,600 feet. Blue Mountain, the larger of the two resorts, 

also offers night skiing. The resorts are located within 45 minutes of the Lehigh 

Valley International Airport. 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 55

Dorney Park and Whitewater Kingdom 

Drawing more than a million visitors each year, Dorney Park and Whitewater 

Kingdom is one of the largest amusement parks on the east coast. Many of the 

park’s visitors travel some distance, with more than half those who buy tickets 

coming from Philadelphia and New York. The Park offers seven roller coasters, 

and a huge water park. It is open from the end of spring through fall. 

America on Wheels Museum 

America On Wheels offers a glimpse of the past, present and future of the 

nation's over-the-road transportation system and preserve its history by looking 

back in time, collecting valuable artifacts and vehicles and illustrating the 

tremendous impact transportation has had on people's daily lives. The 

elaborate galleries of America On Wheels feature the vehicles that put our 

nation, literally, on the road to international leadership in automotive 

transportation. Exhibits range from the latest in personal transportation vehicles, such as scooters 

and Segways, to the grand Mack Trucks that help feed and supply a growing country. Since its 

opening in April 2008, more than 50,000 visitors have toured America On Wheels. 

Dutch Springs 

A spring-fed quarry lake near Nazareth, in the Lehigh Valley, Dutch Springs has 

become a major inland attraction for SCUBA divers. The lake is more than 100 

feet deep, as water continues to fill the area left over by a large rock quarry. 

The park offers a number of “submerged attractions” for SCUBA divers to search 

for underwater including submerged aircraft, buses, and transport trucks. 

Colonial Industrial Quarter 

Downtown Bethlehem has been transformed back to the 

way it was in the last 1700s. The Colonial Industrial Quarter is 

home to a number of living history attractions that operate 

the same way they did in the 1760s, including a tannery and 

waterworks. The Quarter also includes a full-scale village 

and an open air museum. 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 56

Allentown Art Museum 

Founded in 1934 by noted impressionist painter Walter Emerson Baum, the 

Allentown Art Museum now houses a collection of more than 13,000 pieces, 

along with a library and archives housing more than 16,000 volumes. The 

Museum is best known for its collections of impressionist painting, textile arts, and 

drawings. 

Zoellner Arts Center 

Located on the campus of Lehigh University in Bethlehem, the Zoellner 

Arts Center opened in 1997 as a magnet for major arts performances. 

The Center houses a collection of three large theatres, along with 

studio performance space, and a small art museum. The Center has 

hosted such well known performing groups as the New York 

Philharmonic, Hubbard Street Dance Chicago, MOMIX, and the Aquila 

Theatre Company. 

No. 9 Mine and Museum 

A tribute to the Lehigh Valley’s mining economy of the past, the No. 9 Mine 

and Museum is the oldest continually operating anthracite coal mine in the 

world, having been opened in 1855. Each year, tens of thousands of visitors 

tour the mine shaft, descending 1,600 feet into the hillside, for a look at 

what coal mining was like at the turn of the century. 

Crystal Cave 

One of the most popular natural attractions on the east coast, Crystal Cave 

is located just 15 minutes west of the Lehigh Valley International Airport in 

Kutztown. Discovered in 1871, the Cave is more than a half-million years old. 

It descends 155 feet below ground level, and draws tens of thousands of 

visitors each year. 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 57

DaVinci Science Center 

Opened in 1996, Allentown’s DaVinci Science Center has quickly become one of the 

hottest cultural attractions in the Lehigh Valley. The facility contains more than 200 

hands-on exhibits, teaching lessons in biology, physics, and chemistry. The Center has 

partnerships with area schools and businesses to make sure all students have an 

adequate science education, supporting the growth of high-tech industry in the region. 

Lehigh Valley Iron Pigs Baseball 

The AAA affiliate of the Philadelphia Phillies, the Lehigh Valley Iron Pigs play in 

the brand new Coca-Cola Park in Allentown. The Iron Pigs compete in the 

International League. The team draws almost a quarter-million fans to the park 

each year. 
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 58

COMPARISONS TO REGIONAL COMMUNITIES 

FIGURE 28: Top 50 Northeast Region Airports by Domestic Flights Completed,

CY2009; Source: US DOT Form 41 Schedule T100

Outbound Percent of

Airport CY 2007 CY 2008 CY 2009 Flights / Day CY 2009 07-09 08-09

1 Philadelphia, PA 198,351 198,023 191,665 525.1 11.4% -1.7% -3.2% 

2 New York La Guardia, NY 177,880 171,913 160,626 440.1 9.6% -5.0% -6.6% 

3 Boston, MA 161,278 150,625 146,557 401.5 8.7% -4.7% -2.7% 

4 New York New ark, NJ 155,682 153,549 145,385 398.3 8.6% -3.4% -5.3% 

5 New York J F Kennedy, NY 141,504 136,852 130,334 357.1 7.7% -4.0% -4.8% 

6 Washington National, DC 131,104 131,372 128,796 352.9 7.7% -0.9% -2.0% 

7 Washington Dulles, DC 135,072 126,582 121,966 334.2 7.3% -5.0% -3.6% 

8 Baltimore, MD 116,276 111,315 110,704 303.3 6.6% -2.4% -0.5% 

9 Pittsburgh, PA 84,057 64,117 55,017 150.7 3.3% -19.1% -14.2% 

10 Buffalo, NY 37,456 37,555 36,842 100.9 2.2% -0.8% -1.9% 

11 Hartford, CT 41,477 37,183 32,298 88.5 1.9% -11.8% -13.1% 

12 Richmond, VA 33,519 32,563 29,797 81.6 1.8% -5.7% -8.5% 

13 Norfolk, VA 33,199 30,544 28,678 78.6 1.7% -7.1% -6.1% 

14 Providence, RI 35,895 32,071 28,522 78.1 1.7% -10.9% -11.1% 

15 Rochester, NY 26,411 25,693 24,655 67.5 1.5% -3.4% -4.0% 

16 Albany, NY 25,387 23,344 24,260 66.5 1.4% -2.2% 3.9% 

17 Syracuse, NY 24,089 22,551 20,918 57.3 1.2% -6.8% -7.2% 

18 Manchester, NH 26,974 24,418 20,435 56.0 1.2% -13.0% -16.3% 

19 Nantucket, MA 26,054 23,473 19,741 54.1 1.2% -13.0% -15.9% 

20 White Plains, NY 19,584 18,039 17,374 47.6 1.0% -5.8% -3.7% 

21 Portland, ME 15,847 16,304 15,028 41.2 0.9% -2.6% -7.8% 

22 Harrisburg, PA 16,082 15,139 14,423 39.5 0.9% -5.3% -4.7% 

23 Burlington, VT 14,671 14,703 13,608 37.3 0.8% -3.7% -7.4% 

24 Hyannis, MA 18,185 15,409 12,494 34.2 0.7% -17.1% -18.9% 

25 Long Island, NY 14,457 12,024 10,106 27.7 0.6% -16.4% -16.0% 

26 New port New s, VA 10,090 10,022 9,488 26.0 0.6% -3.0% -5.3% 

27 Roanoke, VA 10,947 10,347 9,042 24.8 0.5% -9.1% -12.6% 

28 Allentown, PA 10,983 9,465 8,986 24.6 0.5% -9.5% -5.1% 

29 Charleston, WV 10,723 9,559 8,598 23.6 0.5% -10.5% -10.1% 

30 Martha's Vineyard, MA 8,760 8,661 8,227 22.5 0.5% -3.1% -5.0% 

31 Charlottesville, VA 7,971 7,600 6,774 18.6 0.4% -7.8% -10.9% 

32 Wilkes-Barre/Scranton, PA 6,580 5,915 5,667 15.5 0.3% -7.2% -4.2% 

33 Atlantic City, NJ 5,795 5,091 5,100 14.0 0.3% -6.2% 0.2% 

34 Bangor, ME 6,248 4,346 4,572 12.5 0.3% -14.5% 5.2% 

35 State College, PA 5,223 4,539 4,365 12.0 0.3% -8.6% -3.8% 

36 Ithaca, NY 3,753 3,796 4,171 11.4 0.2% 5.4% 9.9% 

37 Binghamton, NY 4,347 3,893 3,779 10.4 0.2% -6.8% -2.9% 

38 Erie, PA 5,230 3,888 3,764 10.3 0.2% -15.2% -3.2% 

39 New burgh, NY 7,376 5,959 3,475 9.5 0.2% -31.4% -41.7% 

40 Elmira/Corning, NY 3,645 3,337 3,105 8.5 0.2% -7.7% -7.0% 

41 Westerly, RI 3,143 3,196 2,786 7.6 0.2% -5.9% -12.8% 

42 Block Island, RI 3,029 3,159 2,783 7.6 0.2% -4.1% -11.9% 

43 New Bedford, MA 3,256 3,200 2,716 7.4 0.2% -8.7% -15.1% 

44 Lynchburg, VA 2,295 1,987 2,470 6.8 0.1% 3.7% 24.3% 

45 Salisbury, MD 2,850 2,655 2,464 6.8 0.1% -7.0% -7.2% 

46 Huntington, WV 2,154 2,147 2,402 6.6 0.1% 5.6% 11.9% 

47 Provincetow n, MA 2,490 2,522 2,273 6.2 0.1% -4.5% -9.9% 

48 Lebanon, NH 1,210 1,163 2,075 5.7 0.1% 31.0% 78.4% 

49 Dubois, PA 1,094 747 1,617 4.4 0.1% 21.6% 116.5% 

50 Plattsburgh, NY 496 1,139 1,612 4.4 0.1% 80.3% 41.5% 

Total of Above 1,840,179 1,743,694 1,652,540 4,527.5 98.3% -5.2% -5.2% 

Total Flights Completed 1,878,274 1,769,973 1,681,893 4,607.9 100.0% -5.4% -5.0% 

Avg. Ann. Change

Rank
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 59

FIGURE 29: Top 50 Northeast Region Airports by Domestic Seats Available,

CY2009; Source: US DOT Form 41 Schedule T100

Outbound Percent of

Airport CY 2007 CY 2008 CY 2009 Seats / Day CY 2009 07-09 08-09

1 Philadelphia, PA 19,134,703 18,735,464 17,779,804 48,712 11.7% -3.6% -5.1% 

2 New York J F Kennedy, NY 16,405,343 16,146,423 15,256,287 41,798 10.0% -3.6% -5.5% 

3 New York La Guardia, NY 16,684,744 16,203,930 15,074,750 41,301 9.9% -4.9% -7.0% 

4 Boston, MA 15,922,073 15,233,581 14,893,464 40,804 9.8% -3.3% -2.2% 

5 New York New ark, NJ 16,213,781 15,819,388 14,746,259 40,401 9.7% -4.6% -6.8% 

6 Baltimore, MD 14,576,319 13,892,993 13,541,214 37,099 8.9% -3.6% -2.5% 

7 Washington National, DC 12,664,343 12,614,694 12,109,299 33,176 8.0% -2.2% -4.0% 

8 Washington Dulles, DC 11,995,107 11,394,509 10,896,154 29,852 7.2% -4.7% -4.4% 

9 Pittsburgh, PA 6,648,776 5,755,453 5,094,222 13,957 3.3% -12.5% -11.5% 

10 Buffalo, NY 3,368,176 3,603,401 3,459,366 9,478 2.3% 1.3% -4.0% 

11 Hartford, CT 4,222,296 3,922,607 3,327,728 9,117 2.2% -11.2% -15.2% 

12 Providence, RI 3,379,928 3,035,371 2,763,249 7,571 1.8% -9.6% -9.0% 

13 Norfolk, VA 2,574,745 2,459,385 2,269,351 6,217 1.5% -6.1% -7.7% 

14 Richmond, VA 2,464,029 2,446,264 2,254,985 6,178 1.5% -4.3% -7.8% 

15 Manchester, NH 2,608,610 2,433,556 2,055,872 5,633 1.3% -11.2% -15.5% 

16 Albany, NY 1,905,343 1,829,797 1,758,013 4,816 1.2% -3.9% -3.9% 

17 Rochester, NY 1,913,689 1,875,495 1,751,934 4,800 1.2% -4.3% -6.6% 

18 Syracuse, NY 1,566,156 1,483,295 1,362,403 3,733 0.9% -6.7% -8.2% 

19 Long Island, NY 1,685,655 1,463,066 1,267,148 3,472 0.8% -13.3% -13.4% 

20 White Plains, NY 1,248,275 1,224,125 1,240,878 3,400 0.8% -0.3% 1.4% 

21 Portland, ME 1,045,208 1,160,385 1,132,812 3,104 0.7% 4.1% -2.4% 

22 Burlington, VT 922,102 1,021,665 948,468 2,599 0.6% 1.4% -7.2% 

23 Harrisburg, PA 855,686 848,474 825,599 2,262 0.5% -1.8% -2.7% 

24 New port New s, VA 822,742 795,633 718,183 1,968 0.5% -6.6% -9.7% 

25 Atlantic City, NJ 757,125 700,255 703,663 1,928 0.5% -3.6% 0.5% 

26 Allentown, PA 582,252 531,115 520,029 1,425 0.3% -5.5% -2.1% 

27 Roanoke, VA 535,734 511,468 455,416 1,248 0.3% -7.8% -11.0% 

28 Charleston, WV 432,410 409,022 392,615 1,076 0.3% -4.7% -4.0% 

29 Charlottesville, VA 319,161 303,593 280,471 768 0.2% -6.3% -7.6% 

30 Wilkes-Barre/Scranton, PA 295,285 283,592 270,631 741 0.2% -4.3% -4.6% 

31 New burgh, NY 657,248 499,904 256,785 704 0.2% -37.5% -48.6% 

32 Bangor, ME 285,204 251,358 252,521 692 0.2% -5.9% 0.5% 

33 Nantucket, MA 288,353 254,328 215,712 591 0.1% -13.5% -15.2% 

34 State College, PA 218,998 192,767 192,603 528 0.1% -6.2% -0.1% 

35 Ithaca, NY 143,828 147,503 165,403 453 0.1% 7.2% 12.1% 

36 Erie, PA 208,866 174,412 163,305 447 0.1% -11.6% -6.4% 

37 Elmira/Corning, NY 155,683 154,915 159,636 437 0.1% 1.3% 3.0% 

38 Binghamton, NY 185,116 162,826 157,692 432 0.1% -7.7% -3.2% 

39 Huntington, WV 99,668 120,899 155,161 425 0.1% 24.8% 28.3% 

40 Hyannis, MA 176,825 146,597 119,229 327 0.1% -17.9% -18.7% 

41 Lynchburg, VA 99,768 88,044 111,382 305 0.1% 5.7% 26.5% 

42 Salisbury, MD 112,415 106,971 100,307 275 0.1% -5.5% -6.2% 

43 Martha's Vineyard, MA 96,118 89,511 87,380 239 0.1% -4.7% -2.4% 

44 Plattsburgh, NY 10,959 51,266 85,594 235 0.1% 179.5% 67.0% 

45 New Haven, CT 63,885 57,412 55,379 152 0.0% -6.9% -3.5% 

46 Staunton, VA 25,072 41,696 47,545 130 0.0% 37.7% 14.0% 

47 Morgantow n, WV 31,934 39,430 42,879 117 0.0% 15.9% 8.7% 

48 Worcester, MA 1,206 7,083 40,148 110 0.0% 477.0% 466.8% 

49 Augusta, ME 22,159 22,078 39,216 107 0.0% 33.0% 77.6% 

50 Clarksburg, WV 26,444 36,575 38,558 106 0.0% 20.8% 5.4% 

Total of Above 166,659,545 160,783,574 151,636,702 415,443 99.6% -4.6% -5.7% 

Total Seats Available 167,694,842 161,509,040 152,302,146 417,266 100.0% -4.7% -5.7% 

Avg. Ann. Change

Rank
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 60

FIGURE 30: Top 50 Northeast Region Airports by Domestic Onboard Passengers,

CY2009; Source: US DOT Form 41 Schedule T100

Outbound Percent of

Airport CY 2007 CY 2008 CY 2009 Paxs / Day CY 2009 07-09 08-09

1 Philadelphia, PA 14,076,810 13,923,683 13,366,637 36,621 11.8% -2.6% -4.0% 

2 New York J F Kennedy, NY 12,814,483 12,705,658 12,078,954 33,093 10.6% -2.9% -4.9% 

3 New York New ark, NJ 12,933,127 12,186,307 11,392,705 31,213 10.0% -6.1% -6.5% 

4 Boston, MA 11,911,514 11,066,922 10,850,190 29,727 9.5% -4.6% -2.0% 

5 Baltimore, MD 10,774,516 10,474,645 10,572,450 28,966 9.3% -0.9% 0.9% 

6 New York La Guardia, NY 11,929,228 11,001,254 10,572,067 28,965 9.3% -5.9% -3.9% 

7 Washington National, DC 8,963,773 8,617,308 8,414,920 23,055 7.4% -3.1% -2.3% 

8 Washington Dulles, DC 9,064,513 8,510,226 8,277,522 22,678 7.3% -4.4% -2.7% 

9 Pittsburgh, PA 4,907,682 4,293,616 3,947,837 10,816 3.5% -10.3% -8.1% 

10 Buffalo, NY 2,682,247 2,733,456 2,667,153 7,307 2.3% -0.3% -2.4% 

11 Hartford, CT 3,184,753 2,945,829 2,613,955 7,162 2.3% -9.4% -11.3% 

12 Providence, RI 2,493,413 2,331,741 2,150,859 5,893 1.9% -7.1% -7.8% 

13 Norfolk, VA 1,898,596 1,785,484 1,731,105 4,743 1.5% -4.5% -3.0% 

14 Richmond, VA 1,820,217 1,744,527 1,655,437 4,535 1.5% -4.6% -5.1% 

15 Manchester, NH 1,914,047 1,828,928 1,574,197 4,313 1.4% -9.3% -13.9% 

16 Albany, NY 1,423,660 1,366,346 1,305,031 3,575 1.1% -4.3% -4.5% 

17 Rochester, NY 1,428,543 1,346,647 1,272,251 3,486 1.1% -5.6% -5.5% 

18 Syracuse, NY 1,184,152 1,113,714 1,022,792 2,802 0.9% -7.1% -8.2% 

19 White Plains, NY 805,635 888,313 959,090 2,628 0.8% 9.1% 8.0% 

20 Long Island, NY 1,167,086 1,049,070 930,611 2,550 0.8% -10.7% -11.3% 

21 Portland, ME 819,987 875,655 871,351 2,387 0.8% 3.1% -0.5% 

22 Burlington, VT 702,971 746,619 698,229 1,913 0.6% -0.3% -6.5% 

23 Harrisburg, PA 644,464 638,532 619,824 1,698 0.5% -1.9% -2.9% 

24 Atlantic City, NJ 568,785 534,289 534,601 1,465 0.5% -3.1% 0.1% 

25 New port New s, VA 549,314 531,776 512,443 1,404 0.5% -3.4% -3.6% 

26 Allentown, PA 432,394 396,104 382,662 1,048 0.3% -5.9% -3.4% 

27 Roanoke, VA 348,937 312,108 298,211 817 0.3% -7.6% -4.5% 

28 Charleston, WV 270,088 240,884 237,954 652 0.2% -6.1% -1.2% 

29 Wilkes-Barre/Scranton, PA 220,190 219,762 205,840 564 0.2% -3.3% -6.3% 

30 New burgh, NY 473,138 393,454 204,493 560 0.2% -34.3% -48.0% 

31 Bangor, ME 205,121 188,876 199,117 546 0.2% -1.5% 5.4% 

32 Charlottesville, VA 186,872 167,342 180,660 495 0.2% -1.7% 8.0% 

33 State College, PA 143,836 130,673 130,670 358 0.1% -4.7% 0.0% 

34 Erie, PA 142,419 124,080 121,091 332 0.1% -7.8% -2.4% 

35 Elmira/Corning, NY 99,171 104,698 114,651 314 0.1% 7.5% 9.5% 

36 Nantucket, MA 161,804 144,374 112,836 309 0.1% -16.5% -21.8% 

37 Ithaca, NY 85,569 91,895 110,039 301 0.1% 13.4% 19.7% 

38 Huntington, WV 62,284 81,176 104,013 285 0.1% 29.2% 28.1% 

39 Binghamton, NY 120,169 105,408 98,086 269 0.1% -9.7% -6.9% 

40 Lynchburg, VA 55,390 55,098 86,353 237 0.1% 24.9% 56.7% 

41 Plattsburgh, NY 3,703 41,489 72,341 198 0.1% 342.0% 74.4% 

42 Salisbury, MD 60,515 58,923 59,849 164 0.1% -0.6% 1.6% 

43 Hyannis, MA 95,466 78,117 47,643 131 0.0% -29.4% -39.0% 

44 Martha's Vineyard, MA 48,614 44,588 42,107 115 0.0% -6.9% -5.6% 

45 New Haven, CT 37,572 33,901 32,982 90 0.0% -6.3% -2.7% 

46 Worcester, MA 440 3,138 25,726 70 0.0% 664.6% 719.8% 

47 Williamsport, PA 25,350 23,825 19,827 54 0.0% -11.6% -16.8% 

48 Niagara Falls, NY 8,692 15,920 18,818 52 0.0% 47.1% 18.2% 

49 Hagerstow n, MD 2,715 1,671 13,365 37 0.0% 121.9% 699.8% 

50 Presque Isle, ME 15,589 13,224 13,300 36 0.0% -7.6% 0.6% 

Total of Above 123,969,554 118,311,273 113,524,845 311,027 99.8% -4.3% -4.0% 

Total Onboard Passengers 124,307,925 118,561,249 113,735,435 311,604 100.0% -4.3% -4.1% 

Rank

Avg. Ann. Change
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 61

FIGURE 31: Top 50 Northeast Region Airports by Domestic Load Factor,

CY2009; Source: US DOT Form 41 Schedule T100

Seats Overall

Airport CY 2007 CY 2008 CY 2009 CY 2009 3 Yr Avg 07-09 08-09

1 Plattsburgh, NY 33.8% 80.9% 84.5% 85,594 79.5% 58.2% 4.4% 

2 New burgh, NY 72.0% 78.7% 79.6% 256,785 75.8% 5.2% 1.2% 

3 New York J F Kennedy, NY 78.1% 78.7% 79.2% 15,256,287 78.6% 0.7% 0.6% 

4 Bangor, ME 71.9% 75.1% 78.9% 252,521 75.2% 4.7% 4.9% 

5 Hartford, CT 75.4% 75.1% 78.6% 3,327,728 76.2% 2.0% 4.6% 

6 Baltimore, MD 73.9% 75.4% 78.1% 13,541,214 75.7% 2.8% 3.6% 

7 Providence, RI 73.8% 76.8% 77.8% 2,763,249 76.0% 2.7% 1.3% 

8 Lynchburg, VA 55.5% 62.6% 77.5% 111,382 65.8% 18.2% 23.9% 

9 Pittsburgh, PA 73.8% 74.6% 77.5% 5,094,222 75.1% 2.5% 3.9% 

10 White Plains, NY 64.5% 72.6% 77.3% 1,240,878 71.4% 9.4% 6.5% 

11 New York New ark, NJ 79.8% 77.0% 77.3% 14,746,259 78.1% -1.6% 0.3% 

12 Buffalo, NY 79.6% 75.9% 77.1% 3,459,366 77.5% -1.6% 1.6% 

13 Portland, ME 78.5% 75.5% 76.9% 1,132,812 76.9% -1.0% 1.9% 

14 Manchester, NH 73.4% 75.2% 76.6% 2,055,872 74.9% 2.2% 1.9% 

15 Norfolk, VA 73.7% 72.6% 76.3% 2,269,351 74.1% 1.7% 5.1% 

16 Wilkes-Barre/Scranton, PA 74.6% 77.5% 76.1% 270,631 76.0% 1.0% -1.8% 

17 Atlantic City, NJ 75.1% 76.3% 76.0% 703,663 75.8% 0.6% -0.4% 

18 Washington Dulles, DC 75.6% 74.7% 76.0% 10,896,154 75.4% 0.3% 1.7% 

19 Philadelphia, PA 73.6% 74.3% 75.2% 17,779,804 74.3% 1.1% 1.2% 

20 Harrisburg, PA 75.3% 75.3% 75.1% 825,599 75.2% -0.2% -0.2% 

21 Syracuse, NY 75.6% 75.1% 75.1% 1,362,403 75.3% -0.4% 0.0% 

22 Albany, NY 74.7% 74.7% 74.2% 1,758,013 74.5% -0.3% -0.6% 

23 Erie, PA 68.2% 71.1% 74.2% 163,305 70.9% 4.3% 4.2% 

24 Burlington, VT 76.2% 73.1% 73.6% 948,468 74.3% -1.7% 0.7% 

25 Allentown, PA 74.3% 74.6% 73.6% 520,029 74.1% -0.5% -1.3% 

26 Long Island, NY 69.2% 71.7% 73.4% 1,267,148 71.3% 3.0% 2.4% 

27 Richmond, VA 73.9% 71.3% 73.4% 2,254,985 72.9% -0.3% 2.9% 

28 Boston, MA 74.8% 72.6% 72.9% 14,893,464 73.5% -1.3% 0.3% 

29 Rochester, NY 74.6% 71.8% 72.6% 1,751,934 73.0% -1.4% 1.1% 

30 Elmira/Corning, NY 63.7% 67.6% 71.8% 159,636 67.7% 6.2% 6.3% 

31 New port New s, VA 66.8% 66.8% 71.4% 718,183 68.2% 3.4% 6.8% 

32 New York La Guardia, NY 71.5% 67.9% 70.1% 15,074,750 69.9% -1.0% 3.3% 

33 Washington National, DC 70.8% 68.3% 69.5% 12,109,299 69.5% -0.9% 1.7% 

34 State College, PA 65.7% 67.8% 67.8% 192,603 67.0% 1.6% 0.1% 

35 Huntington, WV 62.5% 67.1% 67.0% 155,161 65.9% 3.6% -0.2% 

36 Ithaca, NY 59.5% 62.3% 66.5% 165,403 62.9% 5.7% 6.8% 

37 Roanoke, VA 65.1% 61.0% 65.5% 455,416 63.8% 0.3% 7.3% 

38 Charlottesville, VA 58.6% 55.1% 64.4% 280,471 59.2% 4.9% 16.9% 

39 Worcester, MA 36.5% 44.3% 64.1% 40,148 60.5% 32.5% 44.6% 

40 Binghamton, NY 64.9% 64.7% 62.2% 157,692 64.0% -2.1% -3.9% 

41 Charleston, WV 62.5% 58.9% 60.6% 392,615 60.7% -1.5% 2.9% 

42 Salisbury, MD 53.8% 55.1% 59.7% 100,307 56.1% 5.3% 8.3% 

43 New Haven, CT 58.8% 59.0% 59.6% 55,379 59.1% 0.6% 0.9% 

44 Nantucket, MA 56.1% 56.8% 52.3% 215,712 55.3% -3.4% -7.9% 

45 Martha's Vineyard, MA 50.6% 49.8% 48.2% 87,380 49.6% -2.4% -3.3% 

46 Hyannis, MA 54.0% 53.3% 40.0% 119,229 50.0% -14.0% -25.0% 

47 Morgantow n, WV 12.5% 26.3% 27.7% 42,879 22.9% 49.0% 5.2% 

48 Clarksburg, WV 16.8% 27.7% 26.6% 38,558 24.4% 25.8% -4.2% 

49 Staunton, VA 19.5% 18.4% 18.7% 47,545 18.8% -2.1% 1.5% 

50 Augusta, ME 18.9% 14.7% 10.1% 39,216 13.7% -27.1% -31.5% 

Average Load Factor 74.1% 73.4% 74.7% 152,302,146 74.1% 0.4% 1.7% 

Rank

Avg. Ann. Change
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 62

FIGURE 32: Top 50 Northeast Region Airports by Domestic O&D Passengers,

CY2009; Source: US DOT Table DB1A

PDEW Percent of

Airport CY 2007 CY 2008 CY 2009 CY 2009 CY 2009 07-09 08-09

1 Boston, MA 10,443,310 9,633,410 9,462,580 25,925 10.8% -4.8% -1.8% 

2 New York La Guardia, NY 10,681,270 9,713,780 9,355,590 25,632 10.6% -6.4% -3.7% 

3 New York J F Kennedy, NY 9,156,270 8,940,940 8,514,630 23,328 9.7% -3.6% -4.8% 

4 New York New ark, NJ 9,779,510 9,055,060 8,103,840 22,202 9.2% -9.0% -10.5% 

5 Baltimore, MD 8,001,400 7,826,830 7,851,870 21,512 8.9% -0.9% 0.3% 

6 Philadelphia, PA 8,753,160 8,309,670 7,811,050 21,400 8.9% -5.5% -6.0% 

7 Washington National, DC 6,886,690 6,377,320 6,326,990 17,334 7.2% -4.1% -0.8% 

8 Washington Dulles, DC 5,330,520 4,862,320 4,525,960 12,400 5.1% -7.9% -6.9% 

9 Pittsburgh, PA 3,899,760 3,664,520 3,437,190 9,417 3.9% -6.1% -6.2% 

10 Buffalo, NY 2,474,600 2,554,600 2,464,510 6,752 2.8% -0.2% -3.5% 

11 Hartford, CT 2,986,960 2,771,040 2,458,010 6,734 2.8% -9.3% -11.3% 

12 Providence, RI 2,395,080 2,247,660 2,080,480 5,700 2.4% -6.8% -7.4% 

13 Manchester, NH 1,865,850 1,782,750 1,544,090 4,230 1.8% -9.0% -13.4% 

14 Norfolk, VA 1,674,960 1,592,950 1,516,950 4,156 1.7% -4.8% -4.8% 

15 Richmond, VA 1,631,860 1,560,450 1,495,300 4,097 1.7% -4.3% -4.2% 

16 Albany, NY 1,336,900 1,278,240 1,221,190 3,346 1.4% -4.4% -4.5% 

17 Rochester, NY 1,297,820 1,222,280 1,150,970 3,153 1.3% -5.8% -5.8% 

18 White Plains, NY 804,130 883,630 956,900 2,622 1.1% 9.1% 8.3% 

19 Long Island, NY 1,159,930 1,040,860 924,490 2,533 1.1% -10.7% -11.2% 

20 Syracuse, NY 1,084,220 998,580 918,510 2,516 1.0% -8.0% -8.0% 

21 Portland, ME 776,980 832,960 830,720 2,276 0.9% 3.4% -0.3% 

22 Burlington, VT 653,510 697,650 649,750 1,780 0.7% -0.3% -6.9% 

23 Harrisburg, PA 583,130 570,290 557,970 1,529 0.6% -2.2% -2.2% 

24 New port New s, VA 492,230 481,850 477,990 1,310 0.5% -1.5% -0.8% 

25 Atlantic City, NJ 478,860 438,250 456,560 1,251 0.5% -2.4% 4.2% 

26 Allentown, PA 395,680 366,060 352,580 966 0.4% -5.6% -3.7% 

27 Roanoke, VA 301,470 268,260 256,040 701 0.3% -7.8% -4.6% 

28 Charleston, WV 237,930 208,220 206,870 567 0.2% -6.8% -0.6% 

29 New burgh, NY 451,310 371,240 192,990 529 0.2% -34.6% -48.0% 

30 Wilkes-Barre/Scranton, PA 203,400 205,210 187,570 514 0.2% -4.0% -8.6% 

31 Bangor, ME 188,290 165,080 179,470 492 0.2% -2.4% 8.7% 

32 Charlottesville, VA 163,500 144,110 158,270 434 0.2% -1.6% 9.8% 

33 State College, PA 125,580 116,480 112,240 308 0.1% -5.5% -3.6% 

34 Erie, PA 131,010 112,360 111,310 305 0.1% -7.8% -0.9% 

35 Nantucket, MA 157,250 141,990 109,900 301 0.1% -16.4% -22.6% 

36 Elmira/Corning, NY 92,160 96,190 105,630 289 0.1% 7.1% 9.8% 

37 Huntington, WV 57,940 78,950 101,150 277 0.1% 32.1% 28.1% 

38 Ithaca, NY 79,840 82,430 99,900 274 0.1% 11.9% 21.2% 

39 Binghamton, NY 113,900 97,060 92,790 254 0.1% -9.7% -4.4% 

40 Lynchburg, VA 50,460 50,320 80,100 219 0.1% 26.0% 59.2% 

41 Plattsburgh, NY 2,290 34,130 61,080 167 0.1% 416.5% 79.0% 

42 Salisbury, MD 55,390 54,320 56,470 155 0.1% 1.0% 4.0% 

43 Hyannis, MA 86,430 77,400 47,140 129 0.1% -26.1% -39.1% 

44 Martha's Vineyard, MA 46,360 43,910 41,130 113 0.0% -5.8% -6.3% 

45 New Haven, CT 34,610 31,850 31,200 85 0.0% -5.1% -2.0% 

46 Williamsport, PA 24,270 23,040 19,340 53 0.0% -10.7% -16.1% 

47 Presque Isle, ME 15,310 16,240 14,390 39 0.0% -3.1% -11.4% 

48 Hagerstow n, MD 2,390 1,590 13,040 36 0.0% 133.6% 720.1% 

49 New Bedford, MA 14,520 13,830 11,650 32 0.0% -10.4% -15.8% 

50 Provincetow n, MA 11,890 11,170 10,590 29 0.0% -5.6% -5.2% 

Top 50 Airports 97,672,090 92,149,330 87,746,930 240,403 99.8% -5.2% -4.8% 

Total Regional Passengers 97,934,180 92,289,980 87,886,830 240,786 100.0% -5.3% -4.8% 

Avg. Ann. Change

Rank
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 63

FIGURE 33: Top 50 Northeast Region Airports by Domestic O&D Revenue,

CY2009; Source: US DOT Table DB1A

RDEW Percent of

Airport CY 2007 CY 2008 CY 2009 CY 2009 CY 2009 07-09 08-09

1 Boston, MA $1,714,021 $1,755,244 $1,451,023 $3,975 11.1% -8.0% -17.3% 

2 New York J F Kennedy, NY $1,585,292 $1,629,313 $1,374,068 $3,765 10.5% -6.9% -15.7% 

3 New York New ark, NJ $1,655,869 $1,691,456 $1,362,325 $3,732 10.4% -9.3% -19.5% 

4 New York La Guardia, NY $1,564,413 $1,557,268 $1,325,496 $3,631 10.1% -8.0% -14.9% 

5 Philadelphia, PA $1,260,285 $1,312,924 $1,121,397 $3,072 8.6% -5.7% -14.6% 

6 Washington National, DC $1,161,979 $1,221,334 $1,088,039 $2,981 8.3% -3.2% -10.9% 

7 Baltimore, MD $978,993 $1,063,718 $954,067 $2,614 7.3% -1.3% -10.3% 

8 Washington Dulles, DC $933,434 $941,455 $805,874 $2,208 6.2% -7.1% -14.4% 

9 Pittsburgh, PA $517,130 $530,378 $450,115 $1,233 3.4% -6.7% -15.1% 

10 Hartford, CT $484,952 $479,422 $382,696 $1,048 2.9% -11.2% -20.2% 

11 Buffalo, NY $298,432 $335,832 $285,183 $781 2.2% -2.2% -15.1% 

12 Providence, RI $323,573 $330,494 $278,422 $763 2.1% -7.2% -15.8% 

13 Norfolk, VA $273,976 $272,636 $242,316 $664 1.9% -6.0% -11.1% 

14 Richmond, VA $251,430 $253,495 $213,700 $585 1.6% -7.8% -15.7% 

15 Manchester, NH $244,829 $253,252 $199,469 $546 1.5% -9.7% -21.2% 

16 Albany, NY $202,858 $209,957 $184,551 $506 1.4% -4.6% -12.1% 

17 Rochester, NY $179,509 $184,308 $148,842 $408 1.1% -8.9% -19.2% 

18 Syracuse, NY $173,646 $177,822 $145,414 $398 1.1% -8.5% -18.2% 

19 White Plains, NY $112,015 $130,507 $127,515 $349 1.0% 6.7% -2.3% 

20 Portland, ME $129,413 $143,459 $122,888 $337 0.9% -2.6% -14.3% 

21 Long Island, NY $118,903 $125,608 $106,995 $293 0.8% -5.1% -14.8% 

22 Burlington, VT $105,311 $113,270 $96,501 $264 0.7% -4.3% -14.8% 

23 Harrisburg, PA $109,229 $112,458 $92,249 $253 0.7% -8.1% -18.0% 

24 New port New s, VA $64,296 $69,470 $62,248 $171 0.5% -1.6% -10.4% 

25 Allentown, PA $62,933 $61,151 $48,672 $133 0.4% -12.1% -20.4% 

26 Roanoke, VA $56,853 $54,156 $43,920 $120 0.3% -12.1% -18.9% 

27 Charleston, WV $47,147 $46,633 $39,891 $109 0.3% -8.0% -14.5% 

28 Atlantic City, NJ $48,213 $34,071 $36,506 $100 0.3% -13.0% 7.1% 

29 Bangor, ME $39,948 $37,322 $33,814 $93 0.3% -8.0% -9.4% 

30 Wilkes-Barre/Scranton, PA $37,194 $38,997 $31,512 $86 0.2% -8.0% -19.2% 

31 Charlottesville, VA $32,311 $31,711 $28,551 $78 0.2% -6.0% -10.0% 

32 New burgh, NY $53,826 $50,855 $27,820 $76 0.2% -28.1% -45.3% 

33 State College, PA $24,391 $25,160 $20,488 $56 0.2% -8.3% -18.6% 

34 Binghamton, NY $20,156 $19,539 $16,252 $45 0.1% -10.2% -16.8% 

35 Elmira/Corning, NY $15,303 $17,117 $15,781 $43 0.1% 1.6% -7.8% 

36 Ithaca, NY $14,149 $16,273 $15,640 $43 0.1% 5.1% -3.9% 

37 Erie, PA $20,992 $18,700 $15,152 $42 0.1% -15.0% -19.0% 

38 Lynchburg, VA $11,925 $11,866 $12,942 $35 0.1% 4.2% 9.1% 

39 Huntington, WV $10,039 $11,536 $10,507 $29 0.1% 2.3% -8.9% 

40 Nantucket, MA $9,790 $10,509 $8,690 $24 0.1% -5.8% -17.3% 

41 Salisbury, MD $8,837 $9,313 $8,320 $23 0.1% -3.0% -10.7% 

42 Plattsburgh, NY $288 $4,187 $6,107 $17 0.0% 360.5% 45.8% 

43 New Haven, CT $5,827 $5,999 $5,293 $15 0.0% -4.7% -11.8% 

44 Martha's Vineyard, MA $3,787 $4,736 $4,446 $12 0.0% 8.3% -6.1% 

45 Presque Isle, ME $3,935 $5,201 $4,288 $12 0.0% 4.4% -17.6% 

46 Williamsport, PA $4,794 $4,741 $3,550 $10 0.0% -13.9% -25.1% 

47 Bar Harbor, ME $2,334 $2,890 $2,335 $6 0.0% 0.0% -19.2% 

48 Morgantow n, WV $1,066 $1,873 $2,012 $6 0.0% 37.4% 7.4% 

49 Hyannis, MA $2,439 $2,350 $1,621 $4 0.0% -18.5% -31.0% 

50 Johnstow n, PA $1,912 $1,374 $1,476 $4 0.0% -12.1% 7.4% 

Top 50 Airports $14,984,176 $15,423,337 $13,066,984 $17,900 99.9% -6.6% -15.3% 

Total Regional Revenue $15,013,510 $15,442,721 $13,083,141 $17,922 100.0% -6.6% -15.3% 

Avg. Ann. Change

Rank
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 64

 

FIGURE 34: Top 50 Northeast Region Airports by Average Domestic Yield,

CY2009; Source: US DOT Table DB1A

Itinerary Average

Airport CY 2007 CY 2008 CY 2009 Mileage Fare 07-09 08-09

1 New Bedford, MA 72.87¢ 73.40¢ 73.53¢ 45 $33.08 0.5% 0.2% 

2 Hyannis, MA 49.60¢ 56.11¢ 51.13¢ 67 $34.47 1.5% -8.9% 

3 Martha's Vineyard, MA 34.64¢ 42.24¢ 42.25¢ 260 $110.01 10.4% 0.0% 

4 Nantucket, MA 34.89¢ 39.12¢ 34.71¢ 231 $80.20 -0.3% -11.3% 

5 Provincetow n, MA 29.80¢ 28.97¢ 30.20¢ 171 $51.72 0.7% 4.2% 

6 Presque Isle, ME 20.11¢ 24.39¢ 21.84¢ 1,402 $306.29 4.2% -10.5% 

7 Charleston, WV 20.56¢ 22.99¢ 19.20¢ 1,059 $203.41 -3.4% -16.5% 

8 Roanoke, VA 21.31¢ 23.21¢ 18.72¢ 975 $182.60 -6.3% -19.3% 

9 Charlottesville, VA 21.35¢ 23.41¢ 18.48¢ 1,047 $193.49 -7.0% -21.1% 

10 Washington National, DC 18.77¢ 20.69¢ 18.04¢ 1,004 $181.20 -2.0% -12.8% 

11 New York La Guardia, NY 16.63¢ 18.16¢ 15.87¢ 944 $149.86 -2.3% -12.6% 

12 State College, PA 17.88¢ 19.10¢ 15.78¢ 1,236 $195.07 -6.1% -17.4% 

13 Williamsport, PA 18.66¢ 18.18¢ 15.61¢ 1,252 $195.37 -8.5% -14.1% 

14 New Haven, CT 16.97¢ 16.73¢ 15.47¢ 1,127 $174.30 -4.5% -7.5% 

15 Bangor, ME 16.27¢ 18.52¢ 15.21¢ 1,315 $200.01 -3.3% -17.9% 

16 Lynchburg, VA 24.49¢ 24.01¢ 15.21¢ 1,113 $169.29 -21.2% -36.7% 

17 Salisbury, MD 17.77¢ 17.97¢ 15.13¢ 1,011 $152.94 -7.7% -15.8% 

18 New port New s, VA 16.52¢ 17.45¢ 15.13¢ 875 $132.43 -4.3% -13.3% 

19 Harrisburg, PA 17.26¢ 17.82¢ 14.80¢ 1,164 $172.22 -7.4% -16.9% 

20 Richmond, VA 16.60¢ 17.12¢ 14.73¢ 1,009 $148.69 -5.8% -14.0% 

21 Binghamton, NY 15.72¢ 16.43¢ 14.16¢ 1,322 $187.26 -5.1% -13.8% 

22 Norfolk, VA 14.69¢ 15.19¢ 14.14¢ 1,189 $168.15 -1.9% -6.9% 

23 Syracuse, NY 14.60¢ 15.81¢ 14.04¢ 1,187 $166.68 -1.9% -11.2% 

24 Pittsburgh, PA 14.51¢ 15.32¢ 13.56¢ 1,006 $136.37 -3.3% -11.5% 

25 Washington Dulles, DC 14.08¢ 15.02¢ 13.50¢ 1,415 $191.09 -2.1% -10.1% 

26 Allentown, PA 15.88¢ 16.41¢ 13.40¢ 1,077 $144.32 -8.1% -18.3% 

27 White Plains, NY 14.52¢ 14.93¢ 13.38¢ 1,035 $138.44 -4.0% -10.4% 

28 Wilkes-Barre/Scranton, PA 15.21¢ 15.68¢ 13.37¢ 1,317 $176.04 -6.2% -14.7% 

29 New burgh, NY 10.95¢ 12.55¢ 13.32¢ 1,117 $148.78 10.3% 6.1% 

30 New York New ark, NJ 13.52¢ 15.13¢ 13.26¢ 1,350 $179.01 -1.0% -12.4% 

31 Burlington, VT 13.83¢ 14.18¢ 13.17¢ 1,183 $155.85 -2.4% -7.1% 

32 Ithaca, NY 17.13¢ 16.83¢ 13.14¢ 1,236 $162.41 -12.4% -21.9% 

33 Huntington, WV 20.59¢ 17.89¢ 13.13¢ 805 $105.64 -20.1% -26.6% 

34 Erie, PA 16.87¢ 16.53¢ 13.12¢ 1,079 $141.55 -11.8% -20.6% 

35 Elmira/Corning, NY 15.81¢ 15.81¢ 13.01¢ 1,197 $155.71 -9.3% -17.7% 

36 Portland, ME 14.65¢ 15.07¢ 12.94¢ 1,196 $154.71 -6.0% -14.1% 

37 Albany, NY 13.17¢ 14.18¢ 12.89¢ 1,252 $161.40 -1.1% -9.1% 

38 Philadelphia, PA 13.11¢ 14.26¢ 12.84¢ 1,174 $150.77 -1.0% -10.0% 

39 Hartford, CT 13.43¢ 14.26¢ 12.80¢ 1,300 $166.46 -2.4% -10.2% 

40 Rochester, NY 14.29¢ 15.17¢ 12.78¢ 1,054 $134.64 -5.4% -15.8% 

41 Baltimore, MD 12.45¢ 13.98¢ 12.46¢ 1,019 $126.92 0.0% -10.9% 

42 Providence, RI 12.38¢ 13.67¢ 12.44¢ 1,141 $141.89 0.2% -9.0% 

43 Boston, MA 13.72¢ 14.95¢ 12.34¢ 1,319 $162.82 -5.2% -17.5% 

44 Manchester, NH 12.12¢ 13.12¢ 11.99¢ 1,145 $137.31 -0.5% -8.6% 

45 Long Island, NY 10.12¢ 12.29¢ 11.77¢ 1,070 $125.99 7.8% -4.2% 

46 Buffalo, NY 12.54¢ 13.40¢ 11.67¢ 1,027 $119.83 -3.5% -12.9% 

47 New York J F Kennedy, NY 11.80¢ 12.18¢ 10.76¢ 1,599 $172.04 -4.5% -11.7% 

48 Atlantic City, NJ 10.67¢ 9.59¢ 9.53¢ 863 $82.23 -5.5% -0.6% 

49 Hagerstow n, MD 23.43¢ 7.53¢ 9.23¢ 733 $67.62 -37.2% 22.6% 

50 Plattsburgh, NY 13.79¢ 10.41¢ 8.36¢ 1,199 $100.27 -22.1% -19.7% 

Average Regional Yield 13.95¢ 15.06¢ 13.24¢ 1,187 $157.19 -2.6% -12.1% 

Avg. Ann. Change

Rank
Lehigh Valley International Airport – Small Community Air Service Development Grant – August 2010 65

CONCLUSIONS 

The Lehigh Valley continues to be hurt by airline capacity cuts and fare increases. The Lehigh 

Valley International Airport has lost 43% of all of its airline seats in the last ten years. In fact, 

available airline seats have decline in Allentown in each of the last six years by at least 5%. 

These seat cuts have caused load factors to jump 44% in the same time period. But they have 

also caused a suppression of passenger traffic, as access to air service in the Lehigh Valley has 

become more difficult. 

There is a perception in the region that fares at airports outside of Philadelphia International are 

priced much higher than the fares found at PHL, itself. This is often not the case, but those who 

live in the communities surrounding Philadelphia have been conditioned to not even check 

local airfares before booking from PHL. 

The Lehigh Valley International Airport has designed this Grant-supported project to change that 

regional mindset. This wide-ranging advertising campaign proposed in this application will 

challenge local consumers to check fares at the Lehigh Valley International Airport first, by 

publicizing the deals available at the local airport. The campaign will result in a much widerbased knowledge of local air service 

availability, and eventually lead to 

reduced leakage. 

The Airport’s current marketing budget 

isn’t large enough for a wide scale 

marketing and advertising blitz, so the 

Airport must apply for funding from other sources. It is essential that the Airport take advantage 

of the current trend – using it to increase the number of passengers who fly locally, before 

average fares rise even more significantly. 

The Airport believes a marketing blitz will cause passengers to book locally, rather than “leaking” 

to other airports. Then, as passenger traffic grows in the market, through the increased 

marketing and advertising proposed in this application, service will grow naturally. The Airport 

has made a major change in its SCASD Grant strategy this year, with a more sustainable 

approach to new service development. The Airport hopes this change will help it receive its first 

ever funding under the program. 

“...those who live in the communities 

surrounding Philadelphia have been 

conditioned to not even check local 

airfares before booking from PHL.”