August 2, 2011

Sponsor: Southwest Oregon Regional Airport, North Bend, Oregon

Theresa Cook, AAE, Executive Director

Congressional Code: OR-004

Dun & Bradstreet Number: 051460470

Tax Identification Number (EIN): 72-1557818

Application for Federal Support for New Air Service via:

Revenue Guarantees

Advertising/Marketing Program

Start-Up Cost Offsets

In Support of Non-Stop Service between North Bend/Coos Bay and Salt Lake City

SOUTHWEST OREGON REGIONAL AIRPORT

NORTH BEND/COOS BAY, OREGON

Proposal Under the Small Community Air Service Development Program

Docket DOT-OST-2011-0119
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 2

TABLE OF CONTENTS

Introductory Letter of Support 3

Summary Information – Appendix C 4

Introduction 7

The North Bend/Coos Bay Air Service Market 8

Current and Historical Service 8

Air Service Development Efforts 15

Air Service Needs and Deficiencies 16

Strategic Plan for New Air Service 23

Proposed New Route 23

Implementation Timeline 30

Alternate Plan 31

Public/Private Partnership 32

Funding Plan 35

Performance Measures and Financial Controls 37

Legal Sponsor 38

Availability of Alternate Airports 39

Airport Information 40

Community Profile 41

Comparison to Other Communities in Region 47

Conclusions 53

Section Page Number
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 3

INTRODUCTORY LETTER OF SUPPORT
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 4

SUMMARY INFORMATION – APPENDIX C

Small Community Air Service Development Program

Docket DOT-OST-2011-0119

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: ______ September 6, 2006_________

expiration date of Grant: __ August 8, 2009_______

B. Public/Private Partnership

Public:

1. Southwest Oregon Regional Airport

2. Coos County Airport District

3. City of Coos Bay

4. City of North Bend

5. Coos County 

6. Curry County

7. Douglas County

8. South Coast Development Council, Inc.

9. CCD Business Development Corporation

10. International Port of Coos Bay

11. Bay Area Tourism and Promotions Bureau

12. Southwestern Oregon Community College
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 5

Private:

1. Bandon Dunes Golf Resort

2. SkyWest Airlines

3. Bay Area Chamber of Commerce

4. Coos Bay Visitor Information Center

5. Bay Area Hospital

6. Friends of New and Sustainable Business (FONSI)

7. Bandon Chamber of Commerce

8. Coquille Chamber of Commerce

9. Lakeside Chamber of Commerce

10. Myrtle Point Chamber of Commerce

11. Reedsport/Winchester Bay Chamber of Commerce

12. CEDCO

13. Campbell Group (Menasha)

14. Sause Brothers

C. Project Proposal

 Marketing Upgrade Aircraft New Route

 Travel Bank Service Restoration Subsidy

 Surface Transportation Regional Service Revenue Guarantee

 Launch New Carrier Start-Up Cost Offset First Service

 Study Secure Additional Service Other (Specify)

D. Existing Landing Aids at Airport

 Full ILS Outer/Middle Marker Published Instrument Approach

 Localizer Other: MALSAR Approach Lighting
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 6

E. Project Cost

1. Federal amount requested: $ 600,000

2. State cash financial contribution: $ 0

Local cash financial contribution:

3a. Airport cash funds: $ 0

3b. Non-Airport cash funds: $ 180,000

3. Total local cash funds: $ 180,000

4. TOTAL CASH FUNDING: $ 780,000

In-Kind Contribution:

a. Airport In-Kind contribution: $ Various

b. Other In-Kind contribution: $ Various

5. TOTAL IN-KIND CONTRIBUTION: $ Undetermined

6. TOTAL PROJECT COST: $ 780,000

F. In-Kind Contributions

For funds in lines 7a (airport in-kind contribution) and 7b (other in-kind contribution), 

please describe the source(s) of fund(s) for each.

Fee waivers: landing and terminal fees (airport)

Advertising and marketing match money (media companies)

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
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 7

INTRODUCTION

The Southwest Oregon Regional Airport in North Bend/Coos Bay is the highest fare airport in the 

Pacific Northwest, with an average fare in 2010 of $205 each way – 17% above the regional 

average of $175 each way. Fares have continued to increase as capacity is continually cut. 

Total capacity, in terms of available airline seats, is down 25% in the last two years at North 

Bend/Coos Bay – a loss of an average of 50 departing seats every day. In just the last year, 

airlines have cut capacity by 7%.

Despite rising fares and capacity cuts, the Airport, and its major partner, Bandon Dunes Golf 

Resort, were able to recruit the Oregon coast’s first ever jet service, which launched this summer 

on SkyWest/United Express to San Francisco. The jet has been well received, supporting load 

factors around 80% in its first few weeks of service.

With this recent success in mind, the Airport is 

working to build on its momentum by recruiting Delta 

coded service to the Salt Lake City hub. The Airport 

and the Resort have met with both Delta and 

SkyWest to pitch the idea. As part of the overall 

project, Bandon Dunes has contributed $180,000, in cash – 23% of the total project cost of 

$780,000. Additionally, SkyWest has written a letter of support in favor of this Grant proposal.

With strong, local financial support the project is already on solid footing. The Grant request of 

$600,000 will help move the project forward on an accelerated timeline, with service launch

being targeted for May of 2012.

This project is a key, not only to the future of the Southwest Oregon Regional Airport, but also to 

the region as a whole. As will be demonstrated in this application, the proposed service will 

bring an influx of new tourism dollars to a region of the Pacific Northwest that has been largely 

unexplored. The service has the potential to boost the economy through increased tourism 

spending, increased business connectivity, and better access to the rest of the country.

“As part of the overall project, 

Bandon Dunes has contributed 

$180,000, in cash – 23% of the 

total project cost...”
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 8

THE NORTH BEND/COOS BAY AIR SERVICE MARKET

Current and Historical Air Service

In the summer of 2011, the Southwest Oregon Regional Airport and the communities of North 

Bend and Coos Bay are celebrating a win. For the first time ever, the Oregon coast has 

scheduled jet service. SkyWest/United Express added a third daily flight to San Francisco for this 

summer, with a 50-seat regional jet. This increased capacity on the San Francisco route by a fifth 

– and the route, which was originally supported by a Small Community Air Service Development 

Grant, continues to perform well, illustrating the value of the 

SCASD Program.

However, the news is not all good in North Bend/Coos Bay. 

Overall capacity continues to drop – a trend that has 

continued since the beginning of 2008. Even with recent 

success, the market has lost an average of 50 departing seats 

per day since the summer of 2008. On average, the aircraft 

serving the market are smaller, and the flights are chronically 

delayed due to air traffic constraints at the Airport’s main hub 

in San Francisco.

The Southwest Oregon Regional Airport is the only airport on 

the Pacific Northwest coast with scheduled service now that 

service has ended at both Astoria and Newport. The Airport

remains one of the few in the country that has no other air 

service options within a two hour drive (see figure 1). The 

region is isolated by its topography – with the Pacific Ocean to 

the west and the Pacific Coast Range of mountains to the 

east.

The Southwest Oregon Regional Airport catchment area 

includes the area defined by the US Census Bureau as the North Bend/Coos Bay Metropolitan 

Statistical Area (MSA), along with other regions where the Airport is the nearest with commercial 

air service – including all areas of the Oregon coast from Florence in the north to the California 

border in the south (see figure 1). This catchment area is home to 108,261 people as of the 

latest US Census estimates. There are no true competing airports within two hours of North 

FIGURE 1: The Southwest Oregon Regional 

Airport Catchment Area
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 9

Non-Stop Departures Seats Departures Seats Capacity

Carrier Destination Per Day Per Day Per Day Per Day Change

United PDX 2 60 1 30 -50.0%

SFO 3 90 3 110 22.2%

United Total 5 150 4 140 -6.7%

North Bend/Coos Bay Total 5 150 4 140 -6.7%

Aug-10 Aug-11

Bend/Coos Bay. The Southwest Oregon Regional Airport catchment area covers more than half 

of the Oregon coast, but the Airport is classified by the FAA as a non-hub due to its low 

passenger numbers.

All current air service at the Southwest Oregon Regional Airport is provided by SkyWest Airlines, 

doing business as United Express. SkyWest/United Express offers direct daily flights from North 

Bend/Coos Bay to its hub in 

San Francisco and its focus 

city in Portland, with three

flights per weekday to San 

Francisco, and one flight per 

weekday to Portland (see 

figure 2). Three off the four 

daily flights are flown with 30-

seat Embraer 120 Brasilia 

turboprop aircraft, while one 

round trip per day to and 

from San Francisco is now 

flown with a 50-seat 

Canadair Regional Jet (CRJ) 

– the first scheduled jet to 

ever serve the Oregon coast.

The Portland route has been 

reduced, once again, in 

2011. The route used to have 

as many as four flights per day in each direction when it was operated by Horizon Air in 2007 and 

2008. Today, the route has just one departure in each direction per day, with just 30 seats 

offered in each direction per day (see figure 2). Capacity on the San Francisco route, 

meanwhile, has been increased, with 110 seats per day each way being offered in August of 

2011.

United Express/SkyWest has been the Airport’s sole commercial carrier since October 2008. Just

three months after SkyWest entered the market with non-stop service to San Francisco, Horizon 

Air terminated its longstanding nonstop service from North Bend to Portland. SkyWest later filled 

FIGURE 2: Service at the Southwest Oregon Regional Airport 

August 2010 vs. August 2011; Source: Airline Schedules
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 10

this gap to Portland, but its lack of true connectivity outside of a handful of one-stop destinations 

on United has significantly impacted the performance of the Portland route – and is part of the 

reason service to Portland is only provided with a single flight per day each way.

A major reason for Horizon’s departure from the North Bend market was the retirement of its fleet 

of smaller, 37-seat, Dash 8-200 turboprops. This aircraft was perfectly suited for markets such as 

North Bend/Coos Bay. The aircraft offered higher frequency with fewer seats per flight. Horizon’s 

small market aircraft is now the 76-seat Q400 turboprop – which is not the right kind of aircraft for 

the more frequent service that is required in markets such as the South Coast.

Since Horizon left the market, capacity has been significantly reduced, and passengers have 

tumbled. In 2010, the Airport averaged just 59.8 passengers per day each way on all service 

(see figure 3). 2010 passengers were down almost 6% from 2009, and they were down 38% from 

passengers seen in 2008, when almost 97 passengers per day each way flew in and out of the 

Airport.

FIGURE 3: O&D Passengers and Average One Way Fares at North Bend/Coos Bay

2001 – 2010; Source: US DOT Table OD1A

56,120 58,770 57,990 58,240

69,290

66,270 69,220 68,400

44,780 42,380

1,700

1,680 2,110 1,750

2,450

2,480

2,440 2,280

1,470

1,260

79.2

82.8 82.3 82.2

98.3

94.2

98.2 96.8

63.4

59.8

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

PDEW Int'l Pax Domestic Pax

$135 $133

$147

$160 $161

$181 $178

$183

$154

$205
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 11

Additionally, in the last year, the average one way fare at the Southwest Oregon Regional 

Airport has jumped by $51 each way, or 33%, to an average of $205 (see figure 3). This is the 

highest average fare in the North Bend/Coos Bay market in the last decade, and it has had the 

impact of suppressing local passengers and forcing them to make the more than two hour drive 

to Eugene to access air service.

Another reason for the passenger drop in the market has been the loss of Horizon’s connectivity 

at the Alaska/Horizon hub in Portland. When service shifted to SkyWest/United Express, the 

frequency was cut from three flights per day in each direction to just one. At the same time, 

with the shift to a new airline, passengers on the South Coast lost access to the 40 one-stop 

Alaska/Horizon destinations at Portland, trading that for the eight one-stop destinations offered 

by United at Portland. This lack of connectivity made Portland service unattractive for all but 

local passengers.

Although these 

trends coincide 

with a nationwide 

downturn in 

domestic air 

travel, macro-level 

economic forces 

are secondary in 

explaining the 

precipitous slide in 

passenger 

demand at North 

Bend. The Airport’s 

current passenger 

declines more fundamentally relate to the current structure of its air service, specifically, the 

absence of competition among carriers, and limited, unreliable service. To bring passengers 

back, Southwest Oregon Regional Airport must have an additional competing carrier, one with 

a strong position in a market currently not served by the Airport. The best solution would be new 

service from a United Express rival that could establish a direct link to a major eastbound hub

that would not be affected by the same weather delays as San Francisco.

FIGURE 4: Flights, Seats, and Passengers per Day Each Way at OTH

July 2008 – March 2011; Source: US DOT T100

194 198

166

134

116

110 111

117 120 120 118 120 117 120 120

94 90 88 84 89 89 88 90

132

147 148 148

97

88 87 83 89 88

134.3

144.7

121.9

82.0

57.3 54.5

43.3

49.6

56.0 61.5 64.0 68.2

74.3

81.4 79.0

57.0

47.7 46.5 41.0 45.4

51.6 51.8 55.9

75.8

82.4

93.1 93.0

59.5 55.3

47.5

40.6 43.3

49.7

0

50

100

150

200

Available SDEW Onboard PDEW Flights DEW

5.5 5.7

4.9

4.2

3.9 3.7 3.7 3.9 4.0 4.0 3.9 4.0 3.9 4.0 4.0

3.1 3.0 2.9 2.8 3.0 3.0 2.9 3.0

4.4

4.9 4.9 4.9

3.2

2.9 2.9 2.8 3.0 2.9
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 12

While some of the decline in North Bend/Coos Bay passengers can be attributed to increasing 

fares in the last year, it is clear the main reason for the decline is the reduced capacity in the 

market. Since summer of 2008, airlines in the market have cut total available seats by 25% (see 

figure 4 on previous page). Summer capacity in North Bend/Coos Bay, which is an admittedly 

highly seasonal market, is down by 50 departing seats per day, while winter capacity has been 

cut by 29 departing seats per day. In 

summer of 2008, airlines offered an 

average of 5.6 departing flights per day. 

By summer of 2010 that number had fallen 

to 4.9 departing flights per day. And by 

winter of 2010/2011 airlines were offering 

just 2.9 departing flights per day in North 

Bend/Coos Bay.

While, as recently as 2008, Portland was the 

number one origin and destination market 

to and from North Bend/Coos Bay, it has 

now fallen to fourth, with just 3.3 

passengers per day each way (see figure 

5). This is an indication of just how 

unfavorable the recent Portland flight 

schedule is for North Bend/Coos Bay-based 

traveler. The only northbound flight leaves 

after 8pm, while the only southbound flight 

leaves before 8am. The North Bend/Coos 

Bay-based traveler must spend two nights in Portland for one day of business. This has caused 

more travelers headed north to drive, instead.

With better service to the south, through San Francisco, thanks to the support of a previous Small 

Community Air Service Development Grant, southern destinations have grown passengers to 

and from North Bend/Coos Bay. Los Angeles is now the Airport’s number one O&D market, with 

an average of 4.8 passengers per day each way (see figure 5). San Francisco ranks second, 

followed by San Diego. Las Vegas, Orange County, Phoenix, and Burbank have all grown in 

passengers since SFO service was launched.

FIGURE 5: North Bend’s Top 20 O&D Passenger Markets

CY2010; Source: US DOT Table OD1A

3,500

3,430

2,960

2,420

1,980

1,810

1,630

1,610

1,570

1,300

1,300

990

780

740

670

510

500

500

470

460

4.8

4.7

4.1

3.3

2.7

2.5

2.2

2.2

2.2

1.8

1.8

1.4

1.1

1.0

0.9

0.7

0.7

0.7

0.6

0.6

0 500 1,000 1,500 2,000 2,500 3,000 3,500

Los Angeles, CA

San Francisco, CA

San Diego, CA

Portland, OR

Las Vegas, NV

Washington, DC

Chicago, IL

Denver, CO

Orange County, CA

New York/Newark, NY

Phoenix/Mesa, AZ

Burbank, CA

Seattle/Tacoma, WA

Boston, MA

Houston, TX

Philadelphia, PA

Dallas/Ft Worth, TX

Honolulu, HI

Orlando/Sanford, FL

Charlotte, NC

Annual Passengers 

PDEW
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 13

Still, the challenge is that average fares to all but those southbound destinations are much 

above regional averages. The overall average fare at the Southwest Oregon Regional Airport

climbed to $205 each way, or $410 

roundtrip, in 2010 (see figure 6). In 

the top 25 O&D passenger markets, 

all destinations to the east of the 

Rockies had average fares above 

the overall market average in 2010. 

For example, the average fare to 

Washington, DC, was $282 each 

way, the average fare to Chicago 

was $295 each way, and the 

average fare to Dallas/Ft. Worth was 

$363 each way. These fares have 

the impact of suppressing and 

discouraging local air travel, and can 

be cited as part of the reason 

passengers in the market have 

declined by almost 40% in the last 

two years.

The North Bend/Coos Bay market 

cannot adequately be analyzed 

without looking a specific air service data related to the largest generator of air travel in the 

region – the Bandon Dunes Golf Resort. The Resort has been named among the top ten golf 

destinations in the world. It draws more than 40,000 visitors a year from all 50 states and more 

than 25 foreign countries.

In preparing this application, the Airport and the Resort worked together to develop detailed air 

service data for Resort visitors. This data shows an average of 42.7 passengers per day each 

way travel to and from Bandon by air (see figure 7). Just 18.1 passengers per day each way use 

current SkyWest service at the Southwest Oregon Regional Airport, meaning the Airport leaks 

24.6 Bandon passengers per day each way, or 58%, to other airports in the region.

FIGURE 6: Average One Way Fares in Top 20 O&D Markets

CY2010; Source: US DOT Table OD1A

$161

$127

$154

$77

$135

$282

$295

$230

$162

$329

$139

$177

$105

$327

$311

$305

$363

$278

$262

$233

$0 $50 $100 $150 $200 $250 $300 $350

Los Angeles, CA

San Francisco, CA

San Diego, CA

Portland, OR

Las Vegas, NV

Washington, DC

Chicago, IL

Denver, CO

Orange County, CA

New York/Newark, NY

Phoenix/Mesa, AZ

Burbank, CA

Seattle/Tacoma, WA

Boston, MA

Houston, TX

Philadelphia, PA

Dallas/Ft Worth, TX

Honolulu, HI

Orlando/Sanford, FL

Charlotte, NC

Average One Way Fare: $205
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 14

Total PDEW

Southwest Oregon Regional Airport

13,204 18.1

Coos Aviation, FBO

5,301 7.3

0 0.0

5,301 7.3

Ocean Air, FBO

2,600 3.6

0 0.0

2,600 3.6

Connoisseur's Shuttle

Ground Transfers from EUG and PDX

10,079 13.8

8,567 11.7

1,512 2.1

13,204 18.1

8,567 11.7

9,413 12.9

Total Bandon-Related Passengers: 31,184 42.7

Private Passengers, OTH:

Commercial Passengers, Other Airports:

Commercial Passengers, OTH:

Commericial Aviation:

Annual Passengers:

Private Aviation:

Commericial Aviation:

Annual Passengers:

Private Aviation:

Commericial Aviation:

Totals

Annual Passengers:

Private Aviation:

Bandon Dunes Air Passengers

Calendar Year 2010

Current SkyWest Service:

The respective fixed base operators 

at the Southwest Oregon Regional

Airport carry an average of 10.9 

passengers per day each way to 

and from Bandon (see figure 7). At 

the same time, a ground shuttle 

service to airports in Eugene and 

Portland carries an average of 27.6 

passengers per day each way to 

and from the Resort.

The Resort is committed to reducing 

this passenger leakage, and 

ensuring its clients can travel through 

the nearest airport, in order to 

increase the amount of time they 

have to play on the courses. It is 

backing up that commitment with its 

cash sponsorship of this application, 

in the amount of $180,000 – 23% of 

the total project cost of this 

proposal.

The air service profile of the South 

Coast over the last three years underlines the vital importance of creating competition among 

carriers. Taken together, Horizon’s success in maintaining and growing its Portland route until 

2008 and United Express’ success in expanding service to San Francisco over the past two years 

are proof that South Coast passengers will use their airport when the right carrier operates the 

right route. The falloff in passengers on the Portland route is an unfortunate and opposite 

corollary of this principle. When service is not timed properly, is not competitive with other 

regional airports on fare, and does not offer sufficient connectivity, it will suppress and 

discourage the use of the local airport.

FIGURE 7: Breakdown of Bandon Dunes Air Passengers

CY2010; Source: Bandon Dunes Golf Resort
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 15

AIR SERVICE DEVELOPMENT EFFORTS

A key to previous air service development efforts at the Southwest Oregon Regional Airport has 

been the Small Community Air Service Development Program. The Airport won a SCASD Grant 

in 2006 in support of United Express/SkyWest service between North Bend and San Francisco. This 

service is still in operation today, and is now self-sustaining. In fact, the service was upgraded this 

summer to include the first ever regional jet service to the Oregon coast. Additionally, the 

Airport committed $400,000 in 

local cash to recruit 

SkyWest/United Express to take 

over the North Bend – Portland 

route after Horizon’s decision 

to leave the market.

The Airport partners with a 

local business, Bandon Dunes 

Golf Resort, to split the cost of 

an air service consulting firm. 

This firm has undertaken 

several market studies in the 

last year to determine areas of 

unmet demand, the best 

options for new service, and 

the potential for that new service to be successful. Additionally, the Airport meets with a number 

of airlines each year, in one-on-one settings. Within the last year, the Airport has met with Delta 

Air Lines, Frontier Airlines, Alaska Airlines, and SeaPort Airlines. Additionally, the Airport has hosted 

SkyWest executives in North Bend/Coos Bay on two occasions within the last year (see figure 8).

SkyWest Airlines is a partner in this application. SkyWest would be the operator of the proposed 

service between North Bend/Coos Bay and Salt Lake City, operating under the Delta 

Connection brand. SkyWest has expressed support for the application, and the option of 

beginning service, should this Grant be awarded, in May of 2012.

FIGURE 8: OTH Presentation to SkyWest Airlines

March 2011; Source: Sixel Consulting Group
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 16

AIR SERVICE NEEDS AND DEFICIENCIES

The Southwest Oregon Regional Airport has several air service deficiencies including a declining 

number of available seats and departures, service that is often operationally unreliable due to 

hub weather, and fares that are among the highest in the country. All of these deficiencies can 

be remedied by fulfilling a single need: service to a new hub on a second airline brand to bring 

new connectivity, seats, flights, and competition to the market.

Of all Oregon and Washington airports with current scheduled air service, the South Coast has 

the highest average one way fare as of calendar year 2010 (see figure 9). North Bend/Coos 

Bay’s average one way fare was $205, which is 

$30 each way, or 17%, higher than the 

Northwest region average of $175 each way.

The next closest airport, in terms of average one 

way fare, is Medford, where the non-Allegiant 

average is $192 each way (see figure 9). 

Medford’s average fare is still 7% below the 

average at North Bend/Coos Bay. Moreover, 

the South Coast’s main competing airport –

Eugene – has average fares of $177 each way 

as of 2010, which is much in line with the overall 

Northwest regional average. Eugene’s average 

fare is $28 less each way than the average in 

North Bend/Coos Bay, or 16% less on average.

Fare disparities are more pronounced in specific 

markets to the east of the Northwest where other Northwest markets have competitive air 

service, and where the Southwest Oregon Regional Airport does not. For example, the average 

fare in 2010 between North Bend/Coos Bay and New York Kennedy was $345 each way (see 

figure 10). The average fare from Medford to New York Kennedy was $232 each way - $113 less 

each way, or 33% less, than the fare from North Bend/Coos Bay. The fare from Eugene was even 

lower in 2010 – just $215 each way, which is 38% less than the North Bend/Coos Bay fare.

FIGURE 9: Average One Way Fares in OR and WA Markets

CY2010; Source: US DOT Table OD1A

$205

$192

$184

$177

$176

$175

$172

$163

$163

$152

$149

$139

$103

$92

$62

$59

$0 $50 $100 $150 $200

North Bend, OR

Medford, OR

Klamath Falls, OR

Eugene, OR

Seattle/Tacoma, WA

Portland, OR

Wenatchee, WA

Walla Walla, WA

Redmond, OR

Spokane, WA

Pullman/Moscow, WA

Moses Lake, WA

Bellingham, WA

Pendleton, OR

Newport, OR

Seattle Boeing Field, WA

NW Average: $175
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 17

The same can be said about the fare to Boston. From North Bend/Coos Bay it was $296 each 

way in 2010, while it was $60 each way less from Medford and $86 each way less from Eugene 

(see figure 10). Both Chicago 

O’Hare and Denver had smaller 

fare disparities in 2010, but the 

fact remains that to the vast 

majority of markets to the east, 

North Bend/Coos Bay has 

significantly higher average fares 

than either Medford or Eugene.

The fare disparities put the 

Southwest Oregon Regional 

Airport at a natural 

disadvantage. It should also be 

noted that, with far fewer airline 

seats for sale in the South Coast market than either Medford or Eugene, the lower fare buckets 

sell out much more quickly on the South Coast than in either Medford or Eugene. It is difficult for 

South Coast travelers to secure low fares, which forces them to two lane highways through the 

Coast Range mountains to access air service at other airports.

Part of the reason behind the recent rise in average fares in North Bend/Coos Bay is the 

continued loss of available seats. Total available seats are down by 25% in the last two years, 

while SkyWest is offering 7% fewer seats in the market in August 2011 than it did in August 2010. 

Nowhere is the decline in available seats better illustrated than in the North Bend/Coos Bay –

Portland market.

When Horizon Air still served the Portland market, in the summer of 2008, it operated an average 

of 3.9 departures per day in each direction, offering an average of 146 seats per day each way 

(see figure 11 on next page). When SkyWest took over in the fall of 2008, it quickly reduced 

capacity to roughly two departures per day and 60 seats per day each way, mainly due to the 

fact that the United Express brand has much less connectivity in Portland than does the 

Alaska/Horizon brand. United offers very few one-stop connections beyond Portland – only eight

(not counting Eugene and San Francisco – which would be backtrack connections). For 

FIGURE 10: Average One Way Fares to Select Eastern Markets

From OTH, MFR, and EUG; CY2010; Source: US DOT Table OD1A

$345

$296

$242

$200

$232 $236 $234

$176

$215 $210 $212

$168

$0

$50

$100

$150

$200

$250

$300

$350

$400

New York Kennedy Boston Chicago O'Hare Denver

North Bend Medford Eugene
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 18

comparison, the route’s former operator, Horizon, has three times the number of connections in 

Portland, while United has more than 70 one-stop connections at San Francisco.

By winter of 2009/2010, SkyWest had pulled the Portland route down to a single daily flight, with 

30 seats per day in each direction (see figure 11). The schedule is far from ideal, with a morning 

flight from Portland to North Bend/Coos Bay, and the return after 8pm. This makes it impossible 

for North Bend/Coos Bay-based travelers to go to Portland for less than two nights at a time. This 

schedule has been another major reason the service has faltered.

A historical look back shows that Portland - North Bend/Coos Bay service can be successful. 

Horizon was able to average a load factor of 74.2% for its last full year of service at the

Southwest Oregon Regional Airport (see figure 12 on next page). Horizon adjusted its flying 

seasonally, which is often required in the North Bend/Coos Bay market due to its position on the 

coast as a tourist destination, but managed to support load factors above 70% in all but two 

months between the beginning of 2006 and its end of service in October of 2008. In all months 

FIGURE 11: Flights, Seats and Passengers per Day Each Way, OTH-PDX

July 2008 – March 2011; Source: US DOT T100

146

138

107

74

56 54 54

58 60 60 59 60 58 60 60

34

30 29 29 29 30 30 30

53

58 59 59

30 29 30 28 30 29

108.8107.7

83.8

41.3

20.0 19.3

15.7

19.4 19.5

23.6 23.8

26.9 29.1

33.8 31.8

12.9

7.0 8.0 6.1 8.3 9.6 10.1 10.7

20.5 21.9

28.3

32.2

12.4 9.8 8.3 6.8 9.0 9.9

0

20

40

60

80

100

120

140

160

Available SDEW Onboard PDEW Flights DEW

3.9

3.7

2.9

2.2

1.9 1.8 1.8

1.9 2.0 2.0 2.0 2.0 1.9 2.0 2.0

1.1

1.0 1.0 1.0 1.0 1.0 1.0 1.0

1.8

1.9 2.0 2.0

1.0 1.0 1.0 0.9 1.0 1.0
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 19

Horizon offered at least three flights a day in each direction between Portland and North 

Bend/Coos Bay.

Portland was a good hub for reasons other than its connectivity on the Alaska/Horizon brand. 

Namely, it was not prone to the same kind of delays that are seen in San Francisco due to air 

traffic control holds during cloudy and foggy weather. Current air service at the Southwest 

Oregon Regional Airport has been plagued by operational delays. These delays have caused 

many of the Airport’s major users to consider sending their passengers to fly in and out of the 

Eugene Airport – 106 miles away over a range of mountains.

The Airport tracks the on-time performance of its flights on a daily basis. In this proposal, it has 

included data from the last three months available – April, May, and June of 2011. In April, the 

morning departure to San Francisco was late 30% of the time, while the afternoon San Francisco 

departure was late just 10% of the time (see figure 13). The late evening departure to Portland 

was late 13% of the time. Total on-time performance for April at North Bend/Coos Bay was 82%.

FIGURE 12: Flights, Seats and Passengers per Day Each Way, OTH-PDX, on Horizon Air

January 2006 – October 2008; Source: US DOT T100

109 106 104 102 106

147

176 179

147

118

102 100 101 104 105 106

129

176 178 181

152

140 140 139

113 113 113 116

141

149 146

138

107

36

70.3

75.9

82.0

87.6 87.9

116.2

128.1

138.7

116.2

96.9

83.7

77.7

70.6 73.2

79.4

85.2

104.8

135.6133.6

139.9

115.3

110.7

98.4

91.2

79.6 82.6

88.5 90.6

104.8

113.8

108.8108.2

84.0

26.2

0

50

100

150

200

Available SDEW Onboard PDEW Load Factor

64.8%

71.9%

78.5%

85.6%83.1%78.6%

72.5%77.1%78.3%82.4%82.2%77.4%

69.6%70.5%75.5%80.3%81.2%76.9%75.1%77.1%76.1%78.9%

70.3%65.7%70.7%73.3%78.5%78.2%74.4%76.5%74.7%78.0%78.3%

71.8%
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 20

That performance dropped to 79% on-time in May. The morning San Francisco flight – the most 

popular flight from a load factor standpoint – continued to perform poorly in terms of on-time 

performance 

due to ground 

holds dictated 

by air traffic 

control. It was 

late 37% of the 

time in May (see 

figure 14). The 

afternoon San 

Francisco flight 

was late 13% of 

the time in May, 

while the 

Portland flight in 

the late evening 

was also late 

13% of the time.

On-time 

performance 

dropped further 

in May, just 

when the 

weather in San 

Francisco 

should be 

getting better. Altogether, just 75% of North Bend/Coos Bay flights operated on-time in June of 

2011. The morning San Francisco flight again was a trouble spot, with just 60% of those flights 

departing within 15 minutes of schedule (see figure 15). The early afternoon San Francisco 

departure had 30% of its flights delayed. The new regional jet flight performed better, as it 

operated in the late afternoon, with a 10% late mark. The Portland flight, meanwhile, was late 

17% of the time in June.

FIGURE 13: On-Time Performance of North Bend Departures,

April 2011; Source: Southwest Oregon Regional Airport

FIGURE 14: On-Time Performance of North Bend Departures,

May 2011; Source: Southwest Oregon Regional Airport
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 21

Again, these delays are mostly due to weather in San Francisco, which has been socked in with 

low clouds for much of the last few months, causing ATC backups for nearby markets. The 

Airport would 

benefit from 

having another 

flight option 

through 

another hub. 

On the Portland 

route, the flight 

is often delayed 

due to a late 

arriving aircraft. 

The aircraft that 

operates 

between the Southwest Oregon Regional Airport and Portland arrives from San Francisco. When 

it arrives late, the Portland flight is delayed, as well.

The region’s world-renowned golf club, Bandon Dunes, accounts for an estimated 30% of the 

enplanements at the Southwest Oregon Regional Airport in the summer. Customers have

expressed extreme dissatisfaction with the San Francisco service. If another alternative is not 

created it is likely Bandon will change its current marketing strategy, bringing players into the 

area through the airport in Eugene, instead of using the Southwest Oregon Regional Airport. 

Bandon Dunes spends hundreds of thousands in marketing of air service each year and is the 

major cash sponsor of this application.

With substantial seat cuts over the last 

two years, the South Coast ranks as one of 

the most underserved markets in the 

Pacific Northwest. As of calendar year 

2010, the South Coast had just 0.62

available departing airline seats per 

capita of its Metropolitan Statistical Area 

(MSA) (see figure 16). With less than one 

departing seat per resident per year, the 

FIGURE 16: Available Seats Per Capita in Northwest Markets

CY2010; Source: US DOT T100, US Census Estimates

FIGURE 15: On-Time Performance of North Bend Departures,

June 2011; Source: Southwest Oregon Regional Airport

5.06

4.49

3.64

3.18

2.19

2.05

1.69

1.37

0.62

0 1 2 3 4 5

SEA

GEG

PDX

BOI

RDM

MFR

PSC

EUG

OTH

Northwest Average: 4.02
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 22

North Bend/Coos Bay MSA had fewer available departing seats than Eugene, Eureka/Arcata, 

Pasco, Medford, and the other, larger airports in the region. The Pacific Northwest average 

number of available departing airline seats per capita was 4.02 as of 2010. The South Coast’s 

available departing seats per capita was 15% of that average – meaning the South Coast is the 

most underserved market in its surrounding region.

The same can be said about enplaned passengers per capita. The South Coast lags behind all 

other Northwest cities of as calendar year 2010 (see figure 17). The Southwest Oregon Regional 

Airport saw just 0.36 passengers per 

resident of the North Bend/Coos Bay 

MSA – less than half the number of 

passengers per capita of the 

nearest airport, Eugene. The 

Northwest average number of 

passengers per capita was 2.43 in 

2010 – almost eight times the 

average in North Bend/Coos Bay’s 

MSA.

These indicators illustrate how the Southwest Oregon Regional Airport is relatively underserved 

when compared to corollary cities in its own region. The challenge for the Airport in recruiting 

additional service is the declining number of passengers using the Airport. But, as illustrated in 

this proposal, passengers in the market have been suppressed by large seat cuts over the last 

two years and increasing fares – which rank as the highest average fares in the Pacific 

Northwest.

FIGURE 17: Passengers per Capita in Northwest Markets

CY2010; Source: US DOT T100, US Census Estimates

3.06

2.93

2.28

1.98

1.39

1.25

1.15

0.92

0.36

0.0 0.5 1.0 1.5 2.0 2.5 3.0

GEG

SEA

PDX

BOI

MFR

RDM

PSC

EUG

OTH

Northwest Average: 2.43
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 23

STRATEGIC PLAN FOR NEW AIR SERVICE

In order to increase the number of available seats and departures in North Bend/Coos Bay, offer 

more operationally reliable service, and bring down fares that are among the highest in the 

country, the Southwest Oregon Regional Airport is working to secure SkyWest Airlines/Delta 

Connection service to the Salt Lake City hub (see map 2). The service is targeted to launch in 

May of 2012. This service is designed to provide better connectivity to the east of the market, as 

all of the South Coast’s current service goes 

directly north and south from the community.

The Airport has already secured a local cash 

match of $180,000, or 23% of the total project 

cost of $780,000, from Bandon Dunes Golf 

Resort in support of the new service. This cash 

match is new to the project, and was not part 

of the application made to the DOT last year. 

The federal portion of funding for the project, 

under the Small Community Air Service 

Development Grant, is $600,000. Additionally 

the Airport has committed to fee waivers in 

support of the new non-stop service, and 

additional marketing cash and in-kind 

contributions to advertise the new service on the Oregon coast.

The Airport proposes to begin service with one daily flight on the route in each direction. It is 

likely the service will begin as summer seasonal, operating in the first season from the middle of 

May of 2012 to the middle of September. If successful the Airport envisions the possibility of the 

service moving to year ‘round after the second season. 

The route between North Bend/Coos Bay and Salt Lake City would cover 655 miles in a flight 

time of one hour and 30 minutes, on average, assuming an average groundspeed of 400 knots 

on a Canadair CRJ200 regional jet aircraft seating 50 in an all-economy layout (see figure 18).

MAP 2: Proposed Route:

North Bend – Salt Lake City
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 24

Origin Destination Departs Arrives Block Time Equipment

OTH SLC 11:05am 12:01pm 1:54 CRJ

SLC OTH 1:00pm 3:54pm 1:54 CRJ

The proposed schedule aims to connect North Bend/Coos Bay to Delta’s largest connecting 

banks at Salt Lake City, in order to ensure optimum connection options for travelers heading 

beyond Salt Lake City (see figure 18). For the purposes of this schedule, flights are designed to 

connect into the South Coast from the mid-morning inbound bank into Salt Lake City. Flights 

would then depart the South Coast at midday, arriving in Salt Lake City in time to connect to the 

late afternoon bank. This schedule would not require an overnight aircraft at the Airport –

making it more attractive to the airline and making it easier for the airline to insert into its 

schedule for the summer of 2012. Moreover, this schedule would allow for inbound visitors to go 

directly to their hotels and meetings, and then, at normal check-out time, go directly back to 

the Airport to depart.

The Southwest Oregon Regional Airport proposes that a relatively small portion of the cost of 

starting the new service be supported up front with federal funds from the Small Community Air 

Service Development Program. None of the Grant award will go toward immediate start-up 

costs – those costs will be covered by other sources.

The Southwest Oregon Regional Airport projects that all of the grant money be available to 

provide insurance in case SkyWest incurs a loss during the first two years of operations. With 

demand for eastbound connecting service in the North Bend/Coos Bay market, and demand 

for connectivity over a new airline network, the Airport projects the new flights will be profitable 

following the first season of service. 

If, for some unforeseen reason, service is not commenced in a timely manner by SkyWest or 

another Delta Connection carrier, the Southwest Oregon Regional Airport proposes to use 

federal grant money awarded under the Small Community Air Service Development Program to 

help another carrier launch a currently unserved route. Among the options that would be 

considered is Alaska Airlines/Horizon Air service to Seattle, San Jose, Los Angeles, or Sacramento; 

FIGURE 18: Proposed Flight Schedule:

North Bend – Salt Lake City
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 25

United Express service to Denver; US Airways service to Phoenix; or Frontier Airlines service to 

Denver.

Should these options, for an unforeseen reason, not be available for new service at the

Southwest Oregon Regional Airport, the Airport will continue its discussions with all other carriers 

that can provide additional seats to a hub not currently served.

Route Specific Data: North Bend/Coos Bay – Salt Lake City

Delta’s Salt Lake City hub would give South Coast travelers one-stop access to a number of 

markets in which there is little current competition. Delta Connection service from North Bend to 

Salt Lake City would provide connections to 52 markets beyond SLC, from Los Angeles to Mexico 

City and from New 

York/Newark to 

Tokyo, Japan (see 

map 3). There are 

17 North Bend/Coos 

Bay markets that 

flow over Salt Lake 

City on Delta that 

have no current 

one-stop service 

through either San 

Francisco or

Portland on current 

United Express 

flights.

The North 

Bend/Coos Bay 

market currently 

produces 37.6 unstimulated origin and destination passengers per day each way (PDEW) to 

destinations that naturally connect over the Delta hub at Salt Lake City – not taking into account 

any stimulation from additional non-stop service. As of calendar year 2010, the South Coast 

produced 27,490 total origin and destination passengers that would flow over Salt Lake City on 

MAP 3: One-Stop Connections over Salt Lake City on Delta Air Lines

July 2011; Source: Sixel Consulting Group Hub Builder Software
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 26

Delta (see figure 19). In all, the South Coast – Salt Lake City route has the potential to access 

63% of the current passengers flying in and out of the Southwest Oregon Regional Airport, itself, 

without taking into account any passenger leakage. Leakage is significant – especially to 

airports such as Eugene – due to the lower fares, more frequent flights, and the lack of the same 

kind of weather delays found at those airports, especially to destinations to the east of the 

market.

At the same time, the Delta Salt Lake City hub could access 64% of the current revenue 

generated at the Southwest Oregon Regional Airport (see figure 19). Currently, Delta markets 

from the South Coast that flow over the Salt Lake City hub generate more than $5.7 million in 

annual airline revenue, or $7,815 in revenue per day each way (RDEW) to and from the 

Southwest Oregon Regional Airport.

The Salt Lake City hub is especially well-positioned to capture traffic traveling to destinations in 

the intermountain West, the Southwest, the Midwest, and along the East Coast. The Salt Lake 

Hub can be expected to capture traffic in markets such as Los Angeles, which produces 8.8

passengers per day each way (PDEW) as of calendar year 2010; San Diego, which produces 4.1

PDEW; Washington-Baltimore, which produces 2.9 PDEW; Las Vegas, which produces 2.7 PDEW; 

Denver, which produces 2.2 PDEW; and Chicago which also produces 2.2 PDEW in 2010 (see 

figure 20).

FIGURE 19: North Bend O&D Passengers and Revenue Flowing over Salt Lake City on Delta

CY2010; Source: Sixel Consulting Group Hub Builder Software

Salt Lake 

City 63%

Other 

Hubs 37%

Salt Lake 

City 64%

Other 

Hubs 36%

North Bend O&D Revenue $8,962,120 100%

Revenue Flowing Over Salt Lake City $5,705,100 64%

North Bend O&D Passengers 43,640 100%

Passengers Flowing Over Salt Lake City 27,490 63%
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 27

It is likely new nonstop service to a hub 

to the east of North 

Bend/Coos Bay 

would stimulate the 

passenger market 

significantly, with a 

projected stimulation 

rate in its market of, 

at least, 100% to the 

eastern markets that 

would connect 

better over Salt Lake 

City than over either 

San Francisco or 

Portland. This gives 

the Airport reason to 

be optimistic that the 

service can be selfsustaining in its 

second full summer 

season.

Should it launch 

service between the 

South Coast and Salt 

Lake City, Delta/SkyWest would be competing in markets that have current fares averaging 

$205 each way, which is the exact average one way fare in the North Bend/Coos Bay market as 

of 2010 (see figure 21 on next page). The average fare from North Bend/Coos Bay to markets 

over the Delta hub at Salt Lake City is 17% higher than the average fare in the Northwest region 

to those markets – which is $175 each way.

It is likely that service over the Delta hub at Salt Lake City will have the impact of bringing down 

fares in markets to the east of the Rockies where the Delta brand would not only introduce

competitive pricing, but also provide a much less circuitous connection at a lower cost than a 

FIGURE 20: North Bend’s Top 20 O&D Passenger Markets Over Salt Lake City

On Delta; CY2010; Source: Sixel Consulting Group Hub Builder Software

6,400

2,960

2,150

1,980

1,610

1,610

1,300

1,270

740

690

510

500

500

470

360

360

360

350

300

290

8.8

4.1

2.9

2.7

2.2

2.2

1.8

1.7

1.0

0.9

0.7

0.7

0.7

0.6

0.5

0.5

0.5

0.5

0.4

0.4

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

Los Angeles Basin

San Diego

Washington-Baltimore

Las Vegas

Denver

Chicago

Phoenix

New York/Newark

Boston

Houston

Philadelphia

Dallas/Ft. Worth

Honolulu

Orlando

Kansas City

Palm Springs

San Antonio

Minneapolis/St. Paul

Austin

St. Louis

Annual Passengers 

PDEW
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 28

backtrack 

connection over 

San Francisco or 

Portland. 

Examples of 

markets where 

fares might be 

expected to come 

down would be 

WashingtonBaltimore, where 

the current (2010) 

average one way 

fare is $261; New 

York/Newark, 

where the current 

(2010) average 

one way fare is 

$309; Boston, 

where the current 

(2010) average 

one way fare is 

$296; and 

Dallas/Ft. Worth, 

where the current 

(2010) average 

one way fare is $356 (see figure 21).

The best chance at fare relief in South Coast markets that flow over Salt Lake City on Delta is for 

an additional airline to offer competing service. Delta’s non-stop eastbound service would go a 

long way toward providing enough competition to bring fares in line with those found in other 

markets in the region, such as Eugene.

FIGURE 21: North Bend’s Average One Way Fares Over Salt Lake City

On Delta; CY2010; Source: Sixel Consulting Group Hub Builder Software

$155

$151

$261

$133

$200

$241

$136

$309

$296

$275

$281

$356

$244

$250

$201

$151

$194

$270

$256

$216

$0 $50 $100 $150 $200 $250 $300 $350

Los Angeles Basin

San Diego

Washington-Baltimore

Las Vegas

Denver

Chicago

Phoenix

New York/Newark

Boston

Houston

Philadelphia

Dallas/Ft. Worth

Honolulu

Orlando

Kansas City

Palm Springs

San Antonio

Minneapolis/St. Paul

Austin

St. Louis

Average Over SLC: $205
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 29

It must be noted that service on SkyWest/Delta Connection to Salt Lake City is in line with the 

overarching regional tourism goals of the South Coast, including its major tourist attraction, 

Bandon Dunes Golf Resort. 

Bandon reports that visitors from 

eastern markets tend to stay in the 

region and tend to spend more 

money at regional attractions. 

Bandon’s own data shows that 

visitors from New York State stay 

longer at the resort than visitors 

from any other place – an average 

of 6.3 room nights per visitor (see 

figure 22). Similarly, visitors from 

Colorado, Virginia, Vermont, 

Alabama, and New Jersey all stay, 

at least, an average of 3.7 room 

nights per visitor. 

These travelers are much more 

valuable to the regional economy 

than travelers driving in for a day or 

two from nearby states. The best 

way for the region to access these 

travelers is to provide better airline 

connectivity. The best way to 

provide better airline connectivity is 

to provide more one-stop 

destinations through a new hub. The Delta Salt Lake City hub fits this need perfectly.

FIGURE 22: Bandon Dunes’ Top Visitor Markets by Length of Stay

CY2010; Source: Bandon Dunes Golf Resort

6.3

5.5

4.1

4.0

3.8

3.7

3.6

3.6

3.5

3.4

3.4

3.4

3.4

3.4

3.4

3.4

3.3

3.3

3.3

3.3

3.3

3.3

3.2

3.2

3.2

3.2

3.2

3.1

3.1

3.1

2 3 4 5 6

New York

Colorado

Virginia

Vermont

Alabama

New Jersey

New Hampshire

Mississippi

Pennsylvania

West Virginia

Michigan

Connecticut

Georgia

Manitoba

Ohio

Indiana

Florida

Quebec

Louisiana

Illinois

Missouri

Massachusetts

North Carolina

Nebraska

Washington, DC

Iowa

Saskatchewan

Rhode Island

Tennessee

Ontario
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 30

IMPLEMENTATION TIMELINE

The proposed implementation timeline for the project assumes the Department of Transportation

will award Small Community Grant Funding in September of 2011. Once the award is 

announced, the Southwest Oregon Regional Airport will conduct additional airline meetings to 

secure a new service that is mutually beneficial. Based on discussions the Airport has already 

had with the airline, it is optimistic service can begin in May of 2012.

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

Department of Transportation, meet with SkyWest and Delta to negotiate for service, and sign

the minimum revenue guarantee agreement. Once service is announced and schedules are 

published, the Airport would begin marketing the new route and working with the new carrier to 

monitor advance bookings. The Airport will continue its marketing program and continue to 

work with the new carrier to monitor the route once service begins. The Airport would submit 

grant status reports on a quarterly basis to the Department throughout the proposed two year 

term of the minimum revenue guarantee.

While the estimated dates are targets, it is possible service could be secured and launched on a 

more aggressive timeline once Grant funding is awarded. It is also possible that new service 

could slip to 2013 should an airline require additional risk mitigation, beyond that included in this 

proposal, from the community.

Activity/Project Milestone Estimated Date

SCASD Grant Award Announcement September 2011

Executive Grant Agreement with DOT October 2011

Meet With Prospective Airlines Oct/Nov 2011

Negotiate Minimum Revenue Guarantee (MRG) With Airline Dec 2011 - Jan 2012

Announce Service January 2012

Publish Schedule January 2012

Begin Marketing of New Route January 2012

Monitor Advance Bookings January - May 2012

Service Launch May 2012

MRG Available for Service May 2012 - October 2014

Monitor Route Performance May 2012 - October 2014

Submit Grant Status Reports to DOT Quarterly Q4 2011 - Q4 2014

Close Grant October 2014
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 31

ALTERNATE PLAN

If, for some unforeseen reason, service is not commenced in a timely manner by SkyWest or 

another Delta Connection carrier, the Southwest Oregon Regional Airport proposes to use 

federal grant money awarded under the Small Community Air Service Development Program to 

help another carrier launch a currently unserved route. Among the options that would be 

considered is Alaska Airlines/Horizon Air service to Seattle, San Jose, Los Angeles, or Sacramento; 

United Express service to Denver; US Airways service to Phoenix; or Frontier Airlines service to 

Denver.

Should these options, for an unforeseen reason, not be available for new service at the

Southwest Oregon Regional Airport, the Airport will continue its discussions with all other carriers 

that can provide additional seats to a hub not currently served.
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 32

PUBLIC/PRIVATE PARTNERSHIP

The Cities of Coos Bay and North Bend, Coos County, the Southwest Oregon Regional Airport, 

and the Bandon Dunes Golf Resort consistently work together on air service development 

projects. Other local partners which work on a regular basis to strengthen the air service at the 

airport include the International Port of Coos Bay and the South Coast Development Council. All 

of these partners, along with others not specifically listed, will be working with the Airport to 

promote and market this proposed new service. The Airport will manage and coordinate the 

marketing program.

Among the partners in this application are Bandon Dunes Golf Resort, which supports this effort 

for additional air service in North Bend/Coos Bay with the matching cash for this application, the 

South Coast Development Council, regional economic development corporations, and the Bay 

Area Chamber of Commerce. These partners will play vital roles in promoting new service and 

ensuring that service is a success. All of the Airport’s partners are listed below, explaining their 

organization’s focus in the region, and including their role in the effort to retain current air service 

and recruit additional air service.

Bandon Dunes Golf Resort

Bandon Dunes Golf Resort recognizes the importance of the Southwest Oregon Regional Airport 

to its ultimate success in bringing golfers from around the world to the Oregon coast. The Resort 

has pledged $180,000 in cash to this application – which equates to 23% of the total project 

cost.

The Resort features four distinctive, top-15 nationally ranked courses, built on a beautiful stretch 

of sand dunes perched 100 feet above the Pacific Ocean. Bandon Dunes and Pacific Dunes 

feature a dozen holes that run along the bluff overlooking 23 miles of sweeping, undisturbed 

shoreline. Bandon Trails begins on a massive dune, works its way through open meadows and 

upland forest, and then finishes in the dunes. Old Macdonald moves through dunes to ocean 

revealing breathtaking views throughout. The courses here weren't built as much as discovered. 

Among the coastal forest, dunes and gorse, lie golf holes that yield fresh rewards each time they 

are played. 
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 33

SkyWest Airlines

SkyWest Airlines is a partner in this application. SkyWest would be the operator of the proposed 

service between North Bend/Coos Bay and Salt Lake City, operating under the Delta 

Connection brand. SkyWest has expressed support for the application, and the option of 

beginning service, should this Grant be awarded, in May of 2012.

The South Coast Development Council, Inc.

The South Coast Development Council, Inc. is a regional economic development organization, 

serving Coos, Curry and Western Douglas counties on the Oregon Coast. It is a 501(c)3

public/private partnership, which exists to enhance the economic vitality of the South Coast 

region. Its leadership and member partners, including the Southwest Oregon Regional Airport, 

Southwestern Oregon Community College, Bay Area Hospital, the International Port of Coos Bay, 

all Coos County communities and county government, work to build collaboration, consensus 

and partnerships with other economic development entities at the local, regional and state 

levels.

Recently, the SCDC was successful in producing a visioning process for sustainable growth in the 

region, through an application to the American Institute of Architects Sustainable Design 

Assessment Team. This effort brought to Coos County and its communities, a team of specialists 

in sustainable economic growth to the area for a three-day, intense, county-wide public 

meetings, culminating in a development plan to be delivered to the organization by the 

program in several weeks. Keenly identified by the team of nationally accomplished specialists 

for focus on improvement for the future sustainability of the region is Transportation; including 

enhanced air service for tourism and business travel in and out of OTH. Its importance to the 

future of this region is, according to the team, crucial to the future of this area.

Bay Area Chamber of Commerce

Founded in 1980, the Bay Area Chamber of Commerce was created from a merger of the Coos 

Bay and North Bend Chambers, and additionally serves the tourist/commercial fishing village of 

nearby Charleston. With over 650 members, the Chamber's strength lies in the number and 

diversity of its membership. The activities of the BACC vary in response to the needs of the 

business community. Much of the Chamber's work is accomplished through the volunteered 
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 34

time and efforts of its members, primarily through committees, providing community leadership 

in the areas of economic development, government affairs, leadership development, natural 

resources, tourism and transportation. The Chamber also manages the City of Coos Bay Visitor 

Center, greeting over 36,000 visitors and responding to approximately 23,000 requests for 

information annually. Additionally, the BACC has just completed a new $1.2 million visitor’s 

center.

Oregon’s Adventure Coast

“Oregon’s Adventure Coast” is the name of the Visitor and Convention Bureau of North Bend, 

Coos Bay, and Charleston. The Group works to promote the “Bay Area” throughout the country. 

The Group spends much time and money publicizing the region’s outdoor activities, unique 

festivals, exciting events and spectacular scenery. The Group works with the Airport to spur 

additional inbound travel to the southern Oregon coast.

The International Port of Coos Bay

With a deep appreciation for the beauty, diversity and resources of the magnificent region 

where it is located, the Oregon International Port of Coos Bay has a vision for the future and 

respect for the Bay Area’s past.

As Oregon’s Gateway, the port actively seeks ways to promote the use of Coos Bay’s deepwater port to enhance the economy and quality of life in the region and strives to build a 

diversified, healthy and stable regional economy along southern Oregon’s coast.

As a major economic driver in the region, the Port has historically been proactive in the 

transportation issues which impact this isolated region of the south Oregon Coast. It has played 

a key role in the development of the Airport since its inception. Today, the Port has taken on the 

daunting task of acquiring and re-establishing a closed rail service between Coquille and the 

northern cities of Oregon, in order to keep that leg of transportation -- a key to economic vitality 

of the region's industries -- functioning for the greater economic future of the region. They 

continue to be a strong advocate for the Airport and its vital role as a major transportation hub 

of cargo and carrier service.
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 35

FUNDING PLAN

Revenue Guarantee

The Southwest Oregon Regional Airport proposes to make available $750,000 in funds for a 

revenue guarantee to SkyWest/Delta Connection, to cover start-up losses that may occur during 

the first two seasons of service. Subject to negotiation, payments will be made to the new 

carrier at the end of each season when income derived from passengers and cargo is less than 

agreed expenses on the route. Revenue generated that exceeds expenses will be carried 

forward and tapped before any grant funds are used.

Marketing and Advertising

The Southwest Oregon Regional Airport proposes to spend at least $30,000 in funds, plus

substantial in-kind from Bandon Dunes Golf Resort and other community partners, on marketing 

and advertising promotions in support of new service introductions. The goal is to increase 

ridership and usage of new service through targeted regional campaigns.

In-Kind Services

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

groups. There is no estimated value to these services.

• Bandon Dunes Golf Resort

• Bay Area Chamber of Commerce

• South Coast Development Council

• The International Port of Coos Bay

• Coos County Government

• Oregon’s Adventure Coast

• Coos County Airport District

• City of Coos Bay

• City of North Bend

• Southwestern Oregon Community College

• The Southern Oregon Marketing Team/SCDC
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 36

• Bay Area Hospital

• CEDCO

• Campbell Group (Menasha)

• Sause Brothers

Additional Costs

As part of this program, the Southwest Oregon Regional 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. In addition, the Airport expects to incur some expenses in the 

recruitment of the new carrier. The Airport will use other sources of funding to pay for these 

efforts, ensuring the DOT funding goes to the revenue guarantee and marketing program.
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 37

PERFORMANCE MEASURES AND FINANCIAL CONTROLS

The success of new service under this proposal will be based on three measurable variables: the 

increase in available seats in the market, the number of enplanements, and the average 

airfares charged in the affected city-pairs. The first two measurements will include a monthly 

comparison, once the program begins, to past numbers. The second measurement will be 

derived from US DOT OD1A reports.

As the sponsor, the Southwest Oregon Regional Airport and the Coos County Airport District will 

be the responsible parties for all fiscal matters and DOT reporting requirements. 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 Coos County 

Airport District 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.

The Airport has developed this proposal as a one-time grant. The advertising and marketing 

program will commence a few months before service starts, and last for at least two seasons. 

The revenue guarantee program will also be in place for two seasons, with an additional twelvemonth period available for negotiation. It is projected that the service on the route will be 

financially self-sustaining by the second season of service. 
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 38

LEGAL SPONSOR

The Coos County Airport District is the legal sponsor responsible for administering the program.

The Coos County Airport District is a government entity.

Coos County Airport District 

Southwest Oregon Regional Airport

1100 Airport Lane

North Bend, Oregon 97459

Theresa Cook, AAE, Executive Director

541.756.8531

theresa@flyoth.com
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 39

AVAILABILITY OF ALTERNATE AIRPORTS

The Southwest Oregon Regional Airport is relatively isolated. The nearest airport with scheduled 

airline service is Eugene, located 106 miles from North Bend. A drive to Eugene, which includes 

crossing the Coast Mountain Range in frequently foggy conditions, takes two hours and 15 

minutes (see map 4). After Eugene, North Bend travelers are likely to use Portland International 

Airport, in spite of the long distance 

(235 miles) and significant time 

(about four hours and 15 minutes) 

required. Crescent City is a 139-mile 

drive that consumes about three 

hours, but offers significantly less 

commercial air service than North 

Bend. Medford is a final adjacent 

airport, a 172-mile drive that takes 

about three and a half hours.

The net result is that the entire 

population of the South Coast lives 

in what is already an economicallychallenged region. The region is 

underserved in transportation 

opportunities that would, if 

supported by a second air carrier service to a major hub -- such as Salt Lake City -- be able to 

secure a greater economic, livable, and sustainable future.

MAP 4: Locations of Alternate

Airports
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 40

AIRPORT INFORMATION

As the Oregon coast's only commercial airport, the Southwest Oregon Regional Airport in North 

Bend is the connection to the coast. Formerly known as North Bend Municipal Airport, Southwest 

Oregon Regional Airport is operated by the Coos County Airport District and serves the entire 

county. The Southwest Oregon Regional Airport features full-service air carriers, executive aircraft 

accommodations, and shipping facilities.

The airport has recently been inundated by private jets filled with golfers on their way to Bandon 

Dunes Golf Resort, located just miles from the airport. It is estimated that as many as 50 percent 

of travelers flying into North Bend are headed to Bandon Dunes, which features four nationally 

ranked golf courses. The airport 

opened a new $15 million dollar 

regional air terminal in July 2008, 

funded by the state and federal 

governments. A brand new air traffic 

control tower was commissioned for 

the airport in 2009.

ConnectOregon, a lottery-bondbased funding that invests in rail, 

ports and marine, air and transit 

infrastructure in Oregon, has aided 

the Coos County Airport District in 

constructing an air cargo handling 

area, portions of a new apron, and 

runway extension for passengers and freight at the North Bend Airport. The project makes the 

Southwest Oregon Regional Airport a more viable option for handling cargo. Enhancing freight 

capabilities at the airport improves the modal connectivity between air, trucking, marine and 

potentially, rail. This project not only reduces transportation costs, but also creates permanent 

jobs for Coos County residents.

FIGURE 23: Airline Terminal Building,

Southwest Oregon Regional Airport
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 41

COMMUNITY PROFILE

Coos Bay, with a population of 16,670, is the largest of the communities that comprise Oregon’s 

Bay Area. Founded in the 1850s, the city has been the commercial center of Oregon’s southern 

coast. Coos Bay offers its residents a healthy lifestyle, from state-of-the-art medical facilities and 

an expanding college, to endless outdoor adventures in its beautiful coastal environment. With 

world-class sporting opportunities, the largest expanse of 

coastal sand dunes in North America, several museums, and 

local theaters, Coos Bay provides attractions for everyone. The 

Oregon Dunes Recreation Area attracts approximately 1.5 

million visitors each year. Major events include the longest 

running community theater group in Oregon, Little Theatre on 

the Bay, which holds performances at the historic Liberty 

Theater in North Bend. Every September is the Prefontaine 

Memorial Run. Musicians from across the country return yearly 

to play for South Coast residents in the Oregon Coast Music 

Festival.

North Bend and Coos Bay flow seamlessly into one another. Coos Bay, the larger of the two, has 

become the commercial center of Oregon’s southern coast. These former lumber towns are 

experiencing an exciting revitalization. Storefronts are being renovated. Major expansion 

projects are planned or underway. And for the first time in its history, the area has direct access 

to natural gas. The Jordan Cove Energy Project is a proposed new, state-of-the-art liquefied 

natural gas (LNG) import terminal that will be a catalyst for regional economic development 

through job creation and increased port use, as well as access to competitive sources of 

energy.

Due to its proximity to the Pacific Ocean, the Coos Bay Port harbor is positioned to serve as a 

regional marine trade center to receive the projected doubling of Trans-Pacific cargo between 

2015 and 2020. The Oregon International Port of Coos Bay Port plans to develop marine industrial 

property on the North Spit of lower Coos Bay and expand marine terminal capacity in the 

harbor to handle bulk commodities and intermodal containers. Potentially, it could become the 

third largest container port in the Pacific Northwest. Also, in the future, the Coos Bay waterfront 
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 42

will have a new set of condominiums, a $3 million historic maritime museum, and a large retail 

center.

South Coast Economic Overview

The City of Coos Bay is developing a vibrant, dynamic economy capitalizing on its waterfront 

and proximity to a geographically unique area. The City is poised as the region’s hub to support 

industrial growth. Employment in natural-resource industries, such as fishing and wood products, 

has decreased in recent years. Of 

increasing importance are retirementrelated industries and tourism. Growth of 

the retirement sector has added 

employment in retail trade and services, 

especially healthcare. The City’s 

commercial and industrial economic 

development is a balance of increasing 

the amount and occupancy of useable 

industrial land and maintaining a focus 

on services, hospitality, the retirement 

community, and related support services. 

Currently, forest products, tourism, fishing, and agriculture drive the Coos County economy. The 

service industry is replacing the former lumber-driven economy. Tourists from around the world 

are attracted to Bandon Dunes Golf Resort, north of Bandon and south of Coos Bay. Boating, 

dairy farming, Myrtlewood manufacturing, shipbuilding and repair, and agriculture specialty 

products, including cranberries, also play an important role. Untapped rich deposits of iron ore 

and lead await development.
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 43

Higher Education on the South Coast

Coos Bay’s Southwestern Oregon Community College is located within two miles 

of the Pacific Ocean. Enrollment has increased from 815 total students in 1961 to 

around 10,000 students annually. Currently, Southwestern has about 60 full-time 

faculty members, in addition to approximately 200 part-time instructors. 

Thousands of guests are drawn to the college from the various cultural and athletic events. The 

College is also home to one of the finest culinary institutes in the Pacific Northwest, the Oregon 

Coast Culinary Institute, which draws students from across the country.

The new Curry campus on the northern end of Brookings is currently being constructed. 

Scheduled to open in the fall of 2011, this new facility is a 27,000-square-feet, two-story building 

equipped with wireless internet, advanced learning technology, and sited/designed to 

maximize sustainability options. Included in the classrooms are an allied health suite, science lab, 

and computer lab. A community wing, available for college classes, will provide a new and 

much needed venue for large public and private gatherings in Curry County.

As a partner in the South Coast’s economic development, Southwestern offers the regions’ 

employees, employers, and industrial partners educational opportunities to meet their needs. 

Whether students enroll for a short course, a two-year transfer, or a two-year associate’s degree, 

they are preparing for a rewarding future and lifelong learning.
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 44

Tourism on the South Coast

Growing in importance, tourism is an integral part of the Coos Bay economic and cultural 

landscape. Visitors are drawn to Coos Bay and the surrounding area primarily for the variety of 

recreation opportunities offered by Oregon’s uniquely beautiful southwestern coast, including 

fishing, golfing, hiking, cycling, and a host of other outdoor activities. Additionally, tourists come 

to indulge in the seafood, visit wineries, and visit a host of museums.

Bandon Dunes Golf Resort

Bandon Dunes is true to the spirit of 

Scotland’s ancient links. Here, players 

immerse themselves in the traditions of 

a timeless game and the grandeur of 

Oregon’s rugged coast. Sweeping, 

untamed shores stretch for miles. 

Primeval grassy dunes roll to the sea.

Four distinctly different courses have 

been conceived in harmony with the 

natural environment. All four courses 

are rated in the top 15 nationally by 

Golf Digest. They combine with all the 

essential elements to reveal a new golf 

experience every time they are played. The soul of the game resides here, and draws more than 

a hundred thousand out of town visitors to the Bay Area of Oregon each year.

Coos Art Museum

Coos Art Museum, established in 1850, is the third oldest museum in Oregon. An art deco style 

building, the museum features an impressive permanent collection, as well as a Prefontaine 

Memorial gallery.
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 45

Coos Historical and Maritime Museum

Visitors to the Coos Historical and Maritime Museum learn of the county's challenging and varied 

terrain. A 20-foot-long photo collage timeline captures Coos Bay’s history. The county's diverse 

history is communicated through artifacts and images, including items associated with the Coos 

and Coquille Indians, coal miners, loggers, ranchers, and shipbuilders. Local shipwrecks are 

chronicled for the period 1860 through1975.

Oregon Coast Historical Railway

This museum has an outdoor display area and a mini-museum with photos and railroad 

memorabilia. The signature piece is a restored 1922 Baldwin steam locomotive that worked for 

many decades in the region’s forests. Also displayed is a diesel switcher locomotive used in a 

local sawmill, along with road building machines used in conjunction with railroad logging and a 

recently acquired Southern Pacific caboose.

Recreation

Wind-sculpted sand dunes rising to 500 feet above sea level provide numerous recreational 

opportunities including off-highway vehicle use, hiking, 

photography, fishing, canoeing, horseback riding, and 

camping. The Oregon Dunes National Recreation Area 

extends for 40 miles along the Oregon Coast, including 

the Coos Bay Area. Formed by the ancient powers of 

wind, water, and time, these dunes are unique, the 

largest expanse of coastal sand dunes in North 

America.

Fishing

Sport fishing, clamming, and crabbing are popular outdoor recreational activities and Oregon’s 

southern coast provides outstanding opportunities to land a great catch throughout the year.

Hiking

Oregon’s southern coast offers a wealth of hiking trails. Here is a small sample of some of the 

locals’ favorite trails to be enjoyed.
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 46

Bluebill Trail

Located off Horsefall Road in the Oregon National Recreation Area, this trail loops around a 

seasonal lake, which is home to various bird species and aquatic animals. Bring your camera 

and binoculars to view the sights. A moderate trail, it offers easy access, but hikers will 

experience several surface changes from soft sands to packed trails.

Oregon Coast Trail

Located off Cape Arago Highway, visitors are 

treated to four miles of trails winding along one of 

the most breathtaking coastlines in Oregon. This 

trail winds through coastal bluffs and offers 

amazing coastline views.

Empire Lakes at John Topits Park

John Topits Park is situated next to Southwestern 

Oregon Community College. The trail system 

located within is centered on the natural beauty 

of two lakes and dunes, offering four miles of paved walkways and another 1.5 miles of dirt 

paths. Along the trails are viewing areas of the lakes with benches to sit and enjoy the views and 

wildlife.

Estuary Study Trails

South Slough National Estuarine Research Reserve is located off Cape Arago Highway along 

Seven Devils Road. The South Slough watershed covers 19,000 acres and offers hiking trails for all 

levels. The Estuary Study Trail begins in the uplands and follows Hidden Creek down the valley to 

the slough. This trail is perfect for wildlife observation.
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 47

COMPARISON TO OTHER COMMUNITIES IN THE WEST

Outbound Percent of

Airport CY 2008 CY 2009 CY 2010 Flights / Day CY 2010 08-10 09-10

1 Seattle/Tacoma, WA 147,221 136,307 134,199 367.7 33.3% -4.5% -1.5% 

2 Portland, OR 88,016 80,751 79,730 218.4 19.8% -4.8% -1.3% 

3 Boise, ID 25,763 22,071 21,001 57.5 5.2% -9.7% -4.8% 

4 Spokane, WA 23,099 19,365 20,835 57.1 5.2% -5.0% 7.6% 

5 Friday Harbor, WA 9,494 9,711 9,484 26.0 2.4% -0.1% -2.3% 

6 Billings, MT 7,637 8,444 8,357 22.9 2.1% 4.6% -1.0% 

7 Eugene, OR 8,295 7,817 7,620 20.9 1.9% -4.2% -2.5% 

8 Bellingham, WA 6,853 6,884 7,248 19.9 1.8% 2.8% 5.3% 

9 Medford, OR 8,874 7,312 6,900 18.9 1.7% -11.8% -5.6% 

10 Bozeman, MT 6,574 6,181 6,620 18.1 1.6% 0.3% 7.1% 

11 Eastsound, WA 5,964 6,025 6,143 16.8 1.5% 1.5% 2.0% 

12 Pasco, WA 6,082 5,566 6,070 16.6 1.5% -0.1% 9.1% 

13 Redmond, OR 7,147 5,854 5,766 15.8 1.4% -10.2% -1.5% 

14 Missoula, MT 5,315 5,235 5,449 14.9 1.4% 1.3% 4.1% 

15 Seattle Boeing Field, WA 4,802 6,045 5,276 14.5 1.3% 4.8% -12.7% 

16 Seattle Lake Union SPB, WA 4,512 4,952 4,460 12.2 1.1% -0.6% -9.9% 

17 Great Falls, MT 3,991 3,938 3,719 10.2 0.9% -3.5% -5.6% 

18 Jackson, WY 3,935 3,807 3,448 9.4 0.9% -6.4% -9.4% 

19 Kalispell, MT 4,045 3,344 3,370 9.2 0.8% -8.7% 0.8% 

20 Anacortes, WA 3,362 3,361 3,362 9.2 0.8% 0.0% 0.0% 

21 Idaho Falls, ID 3,907 3,715 3,292 9.0 0.8% -8.2% -11.4% 

22 Gillette, WY 2,587 3,121 3,151 8.6 0.8% 10.4% 1.0% 

23 Helena, MT 2,963 3,247 2,876 7.9 0.7% -1.5% -11.4% 

24 Sun Valley, ID 3,454 2,659 2,553 7.0 0.6% -14.0% -4.0% 

25 Casper, WY 3,075 2,485 2,265 6.2 0.6% -14.2% -8.9% 

26 Lew iston, ID 2,406 2,034 2,141 5.9 0.5% -5.7% 5.3% 

27 Cheyenne, WY 2,116 1,660 2,096 5.7 0.5% -0.5% 26.3% 

28 Rock Springs, WY 1,951 2,008 2,078 5.7 0.5% 3.2% 3.5% 

29 Port Angeles, WA 2,056 2,082 1,763 4.8 0.4% -7.4% -15.3% 

30 Tw in Falls, ID 1,843 1,602 1,701 4.7 0.4% -3.9% 6.2% 

31 Sheridan, WY 1,311 1,218 1,645 4.5 0.4% 12.0% 35.1% 

32 Pullman/Moscow , WA 1,662 1,447 1,524 4.2 0.4% -4.2% 5.3% 

33 Westsound, WA 1,509 1,653 1,450 4.0 0.4% -2.0% -12.3% 

34 Pocatello, ID 1,664 1,442 1,402 3.8 0.3% -8.2% -2.8% 

35 Kenmore, WA 1,278 1,466 1,393 3.8 0.3% 4.4% -5.0% 

36 Laramie, WY 1,397 977 1,351 3.7 0.3% -1.7% 38.3% 

37 Klamath Falls, OR 1,313 1,420 1,344 3.7 0.3% 1.2% -5.4% 

38 Roche Harbor, WA 1,354 1,553 1,315 3.6 0.3% -1.5% -15.3% 

39 North Bend, OR 1,455 1,352 1,307 3.6 0.3% -5.2% -3.3% 

40 Cody, WY 1,175 1,025 1,261 3.5 0.3% 3.6% 23.0% 

41 Bellevue, WA 1,320 1,308 1,260 3.5 0.3% -2.3% -3.7% 

42 Riverton, WY 1,296 1,000 1,187 3.3 0.3% -4.3% 18.7% 

43 Yakima, WA 1,896 1,399 1,178 3.2 0.3% -21.2% -15.8% 

44 Pendleton, OR 953 1,086 1,057 2.9 0.3% 5.3% -2.7% 

45 Wenatchee, WA 1,460 1,139 1,005 2.8 0.2% -17.0% -11.8% 

46 Sidney, MT 395 1,165 932 2.6 0.2% 53.6% -20.0% 

47 New port, OR 2 575 894 2.4 0.2% 2014.2% 55.5% 

48 Lopez Island, WA 927 961 818 2.2 0.2% -6.1% -14.9% 

49 Butte, MT 1,160 688 792 2.2 0.2% -17.4% 15.1% 

50 Lew istow n, MT 382 558 766 2.1 0.2% 41.6% 37.3% 

Total of Above 431,248 401,015 396,854 1,087.3 98.4% -4.1% -1.0% 

Total Flights Completed 438,062 409,651 403,223 1,104.7 100.0% -4.1% -1.6% 

Rank

Avg. Ann. Change

FIGURE 24: Top 50 Western Region Airports Ranked by Domestic Flights

CY2010, Source: US DOT T100 Data
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 48

Outbound Percent of

Airport CY 2008 CY 2009 CY 2010 Seats / Day CY 2010 08-10 09-10

1 Seattle/Tacoma, WA 18,790,716 17,676,803 17,251,062 47,263 48.0% -4.2% -2.4% 

2 Portland, OR 9,015,092 8,170,960 8,151,615 22,333 22.7% -4.9% -0.2% 

3 Spokane, WA 2,295,774 1,983,695 2,105,924 5,770 5.9% -4.2% 6.2% 

4 Boise, ID 2,408,842 2,097,076 2,011,644 5,511 5.6% -8.6% -4.1% 

5 Billings, MT 581,220 566,717 529,668 1,451 1.5% -4.5% -6.5% 

6 Eugene, OR 509,273 484,562 482,574 1,322 1.3% -2.7% -0.4% 

7 Bellingham, WA 371,385 405,161 469,029 1,285 1.3% 12.4% 15.8% 

8 Bozeman, MT 516,114 459,255 466,451 1,278 1.3% -4.9% 1.6% 

9 Pasco, WA 356,146 378,969 414,146 1,135 1.2% 7.8% 9.3% 

10 Medford, OR 445,119 428,085 412,572 1,130 1.1% -3.7% -3.6% 

11 Jackson, WY 433,463 411,177 402,261 1,102 1.1% -3.7% -2.2% 

12 Missoula, MT 380,977 356,154 368,196 1,009 1.0% -1.7% 3.4% 

13 Redmond, OR 363,100 341,607 347,476 952 1.0% -2.2% 1.7% 

14 Great Falls, MT 260,097 274,361 255,714 701 0.7% -0.8% -6.8% 

15 Kalispell, MT 260,161 221,845 226,886 622 0.6% -6.6% 2.3% 

16 Idaho Falls, ID 225,760 215,778 194,017 532 0.5% -7.3% -10.1% 

17 Helena, MT 167,938 195,026 176,522 484 0.5% 2.5% -9.5% 

18 Lew iston, ID 142,515 140,848 147,027 403 0.4% 1.6% 4.4% 

19 Casper, WY 137,474 121,859 122,575 336 0.3% -5.6% 0.6% 

20 Pullman/Moscow , WA 110,129 110,850 116,513 319 0.3% 2.9% 5.1% 

21 Sun Valley, ID 131,882 94,355 96,680 265 0.3% -14.4% 2.5% 

22 Yakima, WA 115,269 108,509 91,645 251 0.3% -10.8% -15.5% 

23 Gillette, WY 76,677 81,308 77,472 212 0.2% 0.5% -4.7% 

24 Wenatchee, WA 68,590 86,356 76,304 209 0.2% 5.5% -11.6% 

25 Friday Harbor, WA 61,814 63,146 61,630 169 0.2% -0.1% -2.4% 

26 Rock Springs, WY 54,438 61,707 60,996 167 0.2% 5.9% -1.2% 

27 Tw in Falls, ID 56,766 49,025 60,445 166 0.2% 3.2% 23.3% 

28 Seattle Boeing Field, WA 58,004 62,078 57,258 157 0.2% -0.6% -7.8% 

29 Cheyenne, WY 50,363 45,120 53,788 147 0.1% 3.3% 19.2% 

30 Walla Walla, WA 46,097 76,001 49,783 136 0.1% 3.9% -34.5% 

31 Cody, WY 47,846 43,217 43,501 119 0.1% -4.6% 0.7% 

32 Pocatello, ID 52,616 45,038 42,910 118 0.1% -9.7% -4.7% 

33 Klamath Falls, OR 45,282 42,720 40,732 112 0.1% -5.2% -4.7% 

34 Butte, MT 70,830 35,200 40,100 110 0.1% -24.8% 13.9% 

35 Sheridan, WY 35,557 34,626 39,532 108 0.1% 5.4% 14.2% 

36 North Bend, OR 50,526 40,469 39,118 107 0.1% -12.0% -3.3% 

37 Eastsound, WA 33,396 33,753 34,806 95 0.1% 2.1% 3.1% 

38 Seattle Lake Union SPB, WA 35,015 36,769 33,792 93 0.1% -1.8% -8.1% 

39 Riverton, WY 32,368 29,043 30,473 83 0.1% -3.0% 4.9% 

40 Laramie, WY 27,834 20,852 27,745 76 0.1% -0.2% 33.1% 

41 Sidney, MT 8,842 29,384 23,681 65 0.1% 63.7% -19.4% 

42 Anacortes, WA 16,758 16,758 16,764 46 0.0% 0.0% 0.0% 

43 Port Angeles, WA 18,357 18,341 15,444 42 0.0% -8.3% -15.8% 

44 Lew istow n, MT 7,258 10,602 14,554 40 0.0% 41.6% 37.3% 

45 Worland, WY 12,217 21,394 13,756 38 0.0% 6.1% -35.7% 

46 Glasgow , MT 2,147 15,105 12,927 35 0.0% 145.4% -14.4% 

47 Miles City, MT 5,985 16,389 12,901 35 0.0% 46.8% -21.3% 

48 Kenmore, WA 10,008 11,252 10,858 30 0.0% 4.2% -3.5% 

49 Havre, MT 2,166 8,436 10,532 29 0.0% 120.5% 24.8% 

50 Westsound, WA 10,905 11,780 10,526 29 0.0% -1.8% -10.6% 

Total of Above 39,017,108 36,289,521 35,852,525 98,226 99.7% -4.1% -1.2% 

Total Seats Available 39,154,489 36,407,495 35,943,713 98,476 100.0% -4.2% -1.3% 

Rank

Avg. Ann. Change

FIGURE 25: Top 50 Western Region Airports Ranked by Domestic Seats Available

CY2010, Source: US DOT T100 Data
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 49

Outbound Percent of

Airport CY 2008 CY 2009 CY 2010 Paxs / Day CY 2010 08-10 09-10

1 Seattle/Tacoma, WA 14,616,854 14,155,834 14,174,129 38,833 50.5% -1.5% 0.1% 

2 Portland, OR 6,852,309 6,290,549 6,446,407 17,661 22.9% -3.0% 2.5% 

3 Spokane, WA 1,695,993 1,501,900 1,565,395 4,289 5.6% -3.9% 4.2% 

4 Boise, ID 1,673,488 1,495,863 1,476,662 4,046 5.3% -6.1% -1.3% 

5 Bellingham, WA 278,503 326,996 398,752 1,092 1.4% 19.7% 21.9% 

6 Billings, MT 424,635 399,739 391,060 1,071 1.4% -4.0% -2.2% 

7 Eugene, OR 351,396 340,973 370,235 1,014 1.3% 2.6% 8.6% 

8 Bozeman, MT 365,319 344,243 365,187 1,001 1.3% 0.0% 6.1% 

9 Pasco, WA 249,309 270,226 313,762 860 1.1% 12.2% 16.1% 

10 Medford, OR 297,850 302,210 312,465 856 1.1% 2.4% 3.4% 

11 Jackson, WY 304,512 284,132 296,692 813 1.1% -1.3% 4.4% 

12 Missoula, MT 289,391 281,837 290,535 796 1.0% 0.2% 3.1% 

13 Redmond, OR 242,626 227,123 233,534 640 0.8% -1.9% 2.8% 

14 Great Falls, MT 172,398 181,942 177,430 486 0.6% 1.4% -2.5% 

15 Kalispell, MT 186,712 160,412 175,458 481 0.6% -3.1% 9.4% 

16 Idaho Falls, ID 146,648 143,675 145,900 400 0.5% -0.3% 1.5% 

17 Helena, MT 104,068 117,523 115,021 315 0.4% 5.1% -2.1% 

18 Casper, WY 75,240 74,426 84,816 232 0.3% 6.2% 14.0% 

19 Lew iston, ID 78,814 80,829 80,641 221 0.3% 1.2% -0.2% 

20 Pullman/Moscow , WA 59,088 60,976 62,995 173 0.2% 3.3% 3.3% 

21 Sun Valley, ID 69,314 53,584 57,536 158 0.2% -8.9% 7.4% 

22 Yakima, WA 71,487 60,830 54,825 150 0.2% -12.4% -9.9% 

23 Wenatchee, WA 48,100 51,440 46,932 129 0.2% -1.2% -8.8% 

24 Tw in Falls, ID 30,659 29,322 37,294 102 0.1% 10.3% 27.2% 

25 Gillette, WY 34,177 31,766 34,027 93 0.1% -0.2% 7.1% 

26 Seattle Boeing Field, WA 33,770 32,678 32,666 89 0.1% -1.6% 0.0% 

27 Walla Walla, WA 30,542 35,379 29,292 80 0.1% -2.1% -17.2% 

28 Cody, WY 25,847 26,605 28,489 78 0.1% 5.0% 7.1% 

29 Rock Springs, WY 26,649 25,117 27,488 75 0.1% 1.6% 9.4% 

30 Butte, MT 39,113 25,166 25,410 70 0.1% -19.4% 1.0% 

31 North Bend, OR 35,501 22,333 23,050 63 0.1% -19.4% 3.2% 

32 Cheyenne, WY 21,045 18,953 22,553 62 0.1% 3.5% 19.0% 

33 Klamath Falls, OR 26,982 20,093 21,575 59 0.1% -10.6% 7.4% 

34 Pocatello, ID 26,601 22,543 21,281 58 0.1% -10.6% -5.6% 

35 Friday Harbor, WA 21,710 21,518 20,569 56 0.1% -2.7% -4.4% 

36 Seattle Lake Union SPB, WA 21,624 22,271 19,391 53 0.1% -5.3% -12.9% 

37 Sheridan, WY 18,702 15,769 17,798 49 0.1% -2.4% 12.9% 

38 Riverton, WY 17,332 14,371 15,193 42 0.1% -6.4% 5.7% 

39 Laramie, WY 13,765 9,381 12,310 34 0.0% -5.4% 31.2% 

40 Port Angeles, WA 12,138 12,809 10,193 28 0.0% -8.4% -20.4% 

41 Eastsound, WA 7,062 5,676 6,213 17 0.0% -6.2% 9.5% 

42 Roche Harbor, WA 5,691 6,562 5,413 15 0.0% -2.5% -17.5% 

43 Westsound, WA 5,231 5,633 4,939 14 0.0% -2.8% -12.3% 

44 Pendleton, OR 15,801 3,998 4,632 13 0.0% -45.9% 15.9% 

45 West Yellow stone, MT 4,180 4,318 4,433 12 0.0% 3.0% 2.7% 

46 Sidney, MT 1,329 2,885 3,605 10 0.0% 64.7% 25.0% 

47 Worland, WY 3,666 4,648 3,179 9 0.0% -6.9% -31.6% 

48 New port, OR 3 2,225 2,856 8 0.0% 2985.4% 28.4% 

49 Lopez Island, WA 3,156 3,344 2,851 8 0.0% -5.0% -14.7% 

50 Kenmore, WA 2,714 3,406 2,744 8 0.0% 0.6% -19.4% 

Total of Above 29,139,044 27,636,031 28,075,813 76,920 99.9% -1.8% 1.6% 

Total Onboard Passengers 29,181,442 27,661,608 28,093,644 76,969 100.0% -1.9% 1.6% 

Avg. Ann. Change

Rank

FIGURE 26: Top 50 Western Region Airports Ranked by Domestic Onboard Passengers

CY2010, Source: US DOT T100 Data
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 50

PDEW Percent of

Airport CY 2008 CY 2009 CY 2010 CY 2010 CY 2010 08-10 09-10

1 Seattle/Tacoma, WA 10,354,990 9,918,300 9,972,880 27,323 46.1% -1.9% 0.6% 

2 Portland, OR 5,467,020 5,055,210 5,111,120 14,003 23.6% -3.3% 1.1% 

3 Spokane, WA 1,568,980 1,386,280 1,433,040 3,926 6.6% -4.4% 3.4% 

4 Boise, ID 1,401,650 1,247,610 1,252,190 3,431 5.8% -5.5% 0.4% 

5 Bellingham, WA 261,920 314,950 387,330 1,061 1.8% 21.6% 23.0% 

6 Billings, MT 393,730 367,710 357,220 979 1.7% -4.7% -2.9% 

7 Bozeman, MT 325,010 316,240 332,350 911 1.5% 1.1% 5.1% 

8 Eugene, OR 308,360 297,900 323,550 886 1.5% 2.4% 8.6% 

9 Pasco, WA 220,150 234,420 283,400 776 1.3% 13.5% 20.9% 

10 Medford, OR 260,940 259,000 279,190 765 1.3% 3.4% 7.8% 

11 Missoula, MT 266,300 260,430 268,470 736 1.2% 0.4% 3.1% 

12 Jackson, WY 278,640 261,350 260,370 713 1.2% -3.3% -0.4% 

13 Redmond, OR 211,140 196,560 197,740 542 0.9% -3.2% 0.6% 

14 Kalispell, MT 173,640 150,330 163,460 448 0.8% -3.0% 8.7% 

15 Great Falls, MT 134,390 135,070 144,450 396 0.7% 3.7% 6.9% 

16 Idaho Falls, ID 137,170 128,080 134,940 370 0.6% -0.8% 5.4% 

17 Helena, MT 79,450 82,450 89,060 244 0.4% 5.9% 8.0% 

18 Casper, WY 68,540 67,000 75,320 206 0.3% 4.8% 12.4% 

19 Lew iston, ID 58,350 56,600 54,980 151 0.3% -2.9% -2.9% 

20 Sun Valley, ID 60,460 47,000 48,310 132 0.2% -10.6% 2.8% 

21 Yakima, WA 61,450 51,220 46,240 127 0.2% -13.3% -9.7% 

22 Wenatchee, WA 42,730 45,240 41,650 114 0.2% -1.3% -7.9% 

23 Pullman/Moscow , WA 27,610 28,650 31,480 86 0.1% 6.8% 9.9% 

24 Tw in Falls, ID 24,760 23,300 27,910 76 0.1% 6.2% 19.8% 

25 Gillette, WY 26,840 25,470 27,310 75 0.1% 0.9% 7.2% 

26 Walla Walla, WA 27,470 30,360 27,110 74 0.1% -0.7% -10.7% 

27 Seattle Boeing Field, WA 25,490 28,150 26,260 72 0.1% 1.5% -6.7% 

28 Cody, WY 23,320 25,220 24,450 67 0.1% 2.4% -3.1% 

29 Butte, MT 26,850 22,230 23,830 65 0.1% -5.8% 7.2% 

30 North Bend, OR 34,860 23,470 22,510 62 0.1% -19.6% -4.1% 

31 Rock Springs, WY 24,700 17,610 19,910 55 0.1% -10.2% 13.1% 

32 Klamath Falls, OR 26,170 20,940 19,880 54 0.1% -12.8% -5.1% 

33 Cheyenne, WY 14,400 10,390 17,440 48 0.1% 10.1% 67.9% 

34 Pocatello, ID 22,210 19,350 16,040 44 0.1% -15.0% -17.1% 

35 Sheridan, WY 17,210 13,680 14,830 41 0.1% -7.2% 8.4% 

36 Riverton, WY 16,470 13,740 14,660 40 0.1% -5.7% 6.7% 

37 Friday Harbor, WA 13,410 12,620 12,080 33 0.1% -5.1% -4.3% 

38 Seattle Lake Union SPB, WA 11,690 12,650 10,390 28 0.0% -5.7% -17.9% 

39 Port Angeles, WA 11,980 12,740 10,130 28 0.0% -8.0% -20.5% 

40 Laramie, WY 9,140 7,350 7,780 21 0.0% -7.7% 5.9% 

41 Pendleton, OR 6,670 3,830 4,900 13 0.0% -14.3% 27.9% 

42 Eastsound, WA 4,060 3,380 3,720 10 0.0% -4.3% 10.1% 

43 Sidney, MT 1,320 2,740 3,650 10 0.0% 66.3% 33.2% 

44 West Yellow stone, MT 4,320 3,970 3,260 9 0.0% -13.1% -17.9% 

45 New port, OR 0 1,990 3,010 8 0.0% 100.0% 51.3% 

46 Worland, WY 2,980 2,630 2,880 8 0.0% -1.7% 9.5% 

47 Roche Harbor, WA 2,840 3,220 2,510 7 0.0% -6.0% -22.0% 

48 Westsound, WA 1,790 1,880 1,730 5 0.0% -1.7% -8.0% 

49 Glasgow , MT 310 1,130 1,610 4 0.0% 127.9% 42.5% 

50 Moses Lake, WA 0 2,610 1,430 4 0.0% 100.0% -45.2% 

Top 50 Airports 22,543,880 21,254,250 21,639,960 59,288 100.0% -2.0% 1.8% 

Total Regional Passengers 22,570,220 21,264,430 21,648,580 59,311 100.0% -2.1% 1.8% 

Avg. Ann. Change

Rank

FIGURE 27: Top 50 Western Region Airports Ranked by Domestic O&D Passengers

CY2010, Source: US DOT Table DB1A
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 51

RDEW Percent of

Airport CY 2008 CY 2009 CY 2010 CY 2010 CY 2010 08-10 09-10

1 Seattle/Tacoma, WA $1,678,175 $1,448,859 $1,623,302 $4,447 46.4% -1.6% 12.0% 

2 Portland, OR $848,117 $743,848 $824,678 $2,259 23.6% -1.4% 10.9% 

3 Spokane, WA $217,781 $186,117 $202,177 $554 5.8% -3.6% 8.6% 

4 Boise, ID $192,100 $164,787 $181,047 $496 5.2% -2.9% 9.9% 

5 Bozeman, MT $69,890 $57,912 $63,984 $175 1.8% -4.3% 10.5% 

6 Billings, MT $72,775 $61,028 $63,513 $174 1.8% -6.6% 4.1% 

7 Jackson, WY $61,126 $47,198 $54,530 $149 1.6% -5.5% 15.5% 

8 Eugene, OR $55,198 $47,884 $52,545 $144 1.5% -2.4% 9.7% 

9 Pasco, WA $46,410 $44,480 $50,345 $138 1.4% 4.2% 13.2% 

10 Missoula, MT $53,673 $47,982 $49,643 $136 1.4% -3.8% 3.5% 

11 Medford, OR $46,084 $39,067 $43,401 $119 1.2% -3.0% 11.1% 

12 Bellingham, WA $32,920 $31,983 $39,099 $107 1.1% 9.0% 22.2% 

13 Kalispell, MT $38,001 $29,339 $33,937 $93 1.0% -5.5% 15.7% 

14 Great Falls, MT $30,457 $26,644 $28,895 $79 0.8% -2.6% 8.4% 

15 Redmond, OR $32,317 $26,372 $28,837 $79 0.8% -5.5% 9.3% 

16 Idaho Falls, ID $28,753 $25,027 $27,530 $75 0.8% -2.2% 10.0% 

17 Helena, MT $20,076 $18,239 $19,630 $54 0.6% -1.1% 7.6% 

18 Casper, WY $17,967 $14,158 $15,348 $42 0.4% -7.6% 8.4% 

19 Lew iston, ID $10,067 $9,444 $9,726 $27 0.3% -1.7% 3.0% 

20 Sun Valley, ID $12,414 $8,795 $9,049 $25 0.3% -14.6% 2.9% 

21 Yakima, WA $11,174 $8,259 $7,901 $22 0.2% -15.9% -4.3% 

22 Wenatchee, WA $6,828 $6,645 $6,423 $18 0.2% -3.0% -3.3% 

23 Butte, MT $7,404 $5,745 $6,251 $17 0.2% -8.1% 8.8% 

24 Gillette, WY $6,603 $5,368 $5,798 $16 0.2% -6.3% 8.0% 

25 Cody, WY $5,594 $4,880 $4,774 $13 0.1% -7.6% -2.2% 

26 North Bend, OR $6,110 $3,536 $4,303 $12 0.1% -16.1% 21.7% 

27 Pullman/Moscow , WA $4,085 $4,004 $4,261 $12 0.1% 2.1% 6.4% 

28 Rock Springs, WY $5,930 $3,771 $4,206 $12 0.1% -15.8% 11.5% 

29 Walla Walla, WA $4,615 $4,325 $3,952 $11 0.1% -7.5% -8.6% 

30 Klamath Falls, OR $4,801 $3,174 $3,488 $10 0.1% -14.8% 9.9% 

31 Cheyenne, WY $2,996 $2,059 $3,355 $9 0.1% 5.8% 63.0% 

32 Tw in Falls, ID $3,363 $2,856 $3,275 $9 0.1% -1.3% 14.7% 

33 Riverton, WY $3,659 $2,787 $3,219 $9 0.1% -6.2% 15.5% 

34 Sheridan, WY $3,779 $2,811 $3,074 $8 0.1% -9.8% 9.4% 

35 Pocatello, ID $3,512 $2,361 $2,437 $7 0.1% -16.7% 3.2% 

36 Seattle Boeing Field, WA $1,287 $1,606 $1,539 $4 0.0% 9.4% -4.2% 

37 Laramie, WY $1,805 $1,325 $1,500 $4 0.0% -8.8% 13.2% 

38 West Yellow stone, MT $705 $669 $732 $2 0.0% 1.9% 9.5% 

39 Sidney, MT $234 $482 $716 $2 0.0% 74.9% 48.4% 

40 Friday Harbor, WA $609 $596 $571 $2 0.0% -3.2% -4.1% 

41 Worland, WY $528 $534 $551 $2 0.0% 2.1% 3.1% 

42 Seattle Lake Union SPB, WA $616 $641 $548 $2 0.0% -5.7% -14.6% 

43 Port Angeles, WA $557 $592 $471 $1 0.0% -8.0% -20.5% 

44 Pendleton, OR $1,101 $354 $452 $1 0.0% -35.9% 27.9% 

45 Miles City, MT $24 $146 $239 $1 0.0% 217.0% 64.2% 

46 Glasgow , MT $28 $148 $218 $1 0.0% 180.9% 47.0% 

47 Moses Lake, WA $0 $303 $193 $1 0.0% 100.0% -36.3% 

48 New port, OR $0 $124 $188 $1 0.0% 100.0% 51.3% 

49 Havre, MT $19 $119 $178 $0 0.0% 202.6% 49.3% 

50 Eastsound, WA $165 $150 $172 $0 0.0% 1.9% 14.2% 

Top 50 Airports $3,652,435 $3,149,533 $3,496,201 $4,789 100.0% -2.2% 11.0% 

Total Regional Revenue $3,655,860 $3,150,430 $3,496,920 $4,790 100.0% -2.2% 11.0% 

Avg. Ann. Change

Rank

FIGURE 28: Top 50 Western Region Airports Ranked by Domestic O&D Revenue

CY2010, Source: US DOT Table DB1A
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 52

Itinerary Average

Airport CY 2008 CY 2009 CY 2010 Mileage Yield 08-10 09-10

1 Butte, MT $304.31 $285.23 $284.91 1,393 20.46¢ -3.2% -0.1% 

2 West Yellow stone, MT $174.43 $180.83 $245.77 1,244 19.75¢ 18.7% 35.9% 

3 Helena, MT $280.27 $250.06 $244.80 1,358 18.02¢ -6.5% -2.1% 

4 Jackson, WY $252.40 $209.76 $244.29 1,500 16.29¢ -1.6% 16.5% 

5 Kalispell, MT $259.20 $231.33 $241.90 1,443 16.76¢ -3.4% 4.6% 

6 Riverton, WY $224.49 $205.08 $222.17 886 25.08¢ -0.5% 8.3% 

7 Idaho Falls, ID $230.03 $215.25 $221.57 1,115 19.87¢ -1.9% 2.9% 

8 Gillette, WY $250.67 $216.44 $219.37 1,122 19.55¢ -6.5% 1.4% 

9 Bozeman, MT $249.01 $207.69 $217.33 1,358 16.00¢ -6.6% 4.6% 

10 Rock Springs, WY $242.34 $217.49 $217.14 1,067 20.35¢ -5.3% -0.2% 

11 Great Falls, MT $245.76 $213.17 $214.13 1,259 17.01¢ -6.7% 0.5% 

12 Casper, WY $279.04 $224.16 $213.37 1,098 19.43¢ -12.6% -4.8% 

13 Cody, WY $265.13 $214.04 $210.14 1,292 16.27¢ -11.0% -1.8% 

14 Sheridan, WY $221.65 $206.82 $208.66 904 23.08¢ -3.0% 0.9% 

15 Sun Valley, ID $234.85 $213.63 $208.21 1,132 18.39¢ -5.8% -2.5% 

16 North Bend, OR $187.21 $160.01 $206.29 1,527 13.51¢ 5.0% 28.9% 

17 Missoula, MT $224.40 $206.10 $204.64 1,283 15.95¢ -4.5% -0.7% 

18 Cheyenne, WY $209.98 $200.27 $197.26 929 21.23¢ -3.1% -1.5% 

19 Sidney, MT $177.28 $175.95 $196.07 818 23.97¢ 5.2% 11.4% 

20 Laramie, WY $199.24 $180.73 $195.60 686 28.50¢ -0.9% 8.2% 

21 Worland, WY $179.03 $203.83 $192.58 730 26.37¢ 3.7% -5.5% 

22 Lew iston, ID $187.02 $180.53 $192.18 1,131 16.99¢ 1.4% 6.5% 

23 Billings, MT $198.54 $176.50 $189.90 1,199 15.84¢ -2.2% 7.6% 

24 Pasco, WA $227.87 $205.08 $189.81 1,300 14.60¢ -8.7% -7.4% 

25 Yakima, WA $197.71 $175.39 $186.69 1,131 16.51¢ -2.8% 6.4% 

26 Klamath Falls, OR $197.55 $158.85 $183.97 1,554 11.84¢ -3.5% 15.8% 

27 Eugene, OR $199.79 $178.08 $177.46 1,286 13.80¢ -5.8% -0.3% 

28 Seattle/Tacoma, WA $176.03 $157.06 $175.98 1,507 11.68¢ 0.0% 12.0% 

29 Portland, OR $168.40 $159.11 $175.07 1,407 12.44¢ 2.0% 10.0% 

30 Wenatchee, WA $175.48 $163.11 $172.21 1,017 16.94¢ -0.9% 5.6% 

31 Medford, OR $197.96 $164.99 $168.95 1,204 14.03¢ -7.6% 2.4% 

32 Pocatello, ID $169.39 $133.84 $167.40 1,104 15.16¢ -0.6% 25.1% 

33 Walla Walla, WA $184.38 $159.49 $162.95 1,022 15.94¢ -6.0% 2.2% 

34 Redmond, OR $173.21 $149.92 $162.69 1,188 13.70¢ -3.1% 8.5% 

35 Boise, ID $146.15 $141.17 $154.36 996 15.50¢ 2.8% 9.3% 

36 Spokane, WA $148.53 $144.24 $151.82 1,116 13.60¢ 1.1% 5.3% 

37 Pullman/Moscow , WA $161.65 $154.46 $149.47 811 18.44¢ -3.8% -3.2% 

38 Moses Lake, WA $0.00 $118.43 $138.94 1,185 11.72¢ 100.0% 17.3% 

39 Glasgow , MT $89.20 $131.30 $135.50 440 30.83¢ 23.3% 3.2% 

40 Tw in Falls, ID $146.36 $132.72 $124.20 969 12.82¢ -7.9% -6.4% 

41 Bellingham, WA $131.64 $104.82 $103.29 1,023 10.10¢ -11.4% -1.5% 

42 Pendleton, OR $175.82 $92.30 $92.30 182 50.71¢ -27.5% 0.0% 

43 New port, OR $0.00 $62.30 $62.30 100 62.30¢ 100.0% 0.0% 

44 Seattle Boeing Field, WA $50.48 $57.05 $58.60 95 61.51¢ 7.7% 2.7% 

45 Westsound, WA $54.47 $54.51 $54.42 84 64.88¢ 0.0% -0.2% 

46 Roche Harbor, WA $54.23 $54.26 $54.05 83 64.98¢ -0.2% -0.4% 

47 Seattle Lake Union SPB, WA $52.73 $50.70 $52.75 81 65.43¢ 0.0% 4.0% 

48 Friday Harbor, WA $45.44 $47.20 $47.26 71 66.46¢ 2.0% 0.1% 

49 Port Angeles, WA $46.50 $46.50 $46.50 69 67.39¢ 0.0% 0.0% 

50 Eastsound, WA $40.75 $44.50 $46.18 68 67.83¢ 6.5% 3.8% 

Average Regional Fare $175.95 $159.95 $174.78 1,375 12.71¢ -0.3% 9.3% 

Avg. Ann. Change

Rank

FIGURE 29: Top 50 Western Region Airports Ranked by Domestic Fares

CY2010, Source: US DOT Table DB1A
Southwest Oregon Regional Airport • Small Community Air Service Development Grant Proposal • August 2, 2011 53

CONCLUSIONS

Despite being the only airport on the Pacific Northwest coast with scheduled airline service, the 

Southwest Oregon Regional Airport has seen huge cuts in service in the last two years. Total 

capacity has been slashed by an average of 50 departing seats per day, or 25%. At the same 

time, the average one way fare in the market has shot up to $205 – the highest average in the 

Pacific Northwest states of Oregon and Washington. The North Bend/Coos Bay average fare is 

17% higher than the Northwest average, and 15% higher than the average fare at Eugene.

The good news in the market is that in the summer of 2011, for the first time ever, the Oregon 

coast has scheduled jet service. SkyWest/United Express added a third daily flight to San 

Francisco for this summer, with a 50-seat regional jet. This increased capacity on the San 

Francisco route by a fifth – and the route, which was originally supported by a Small Community 

Air Service Development Grant, 

continues to perform well, illustrating the 

potential for success of the SCASD 

Program in North Bend/Coos Bay.

The Southwest Oregon Regional Airport is 

working to secure SkyWest Airlines/Delta 

Connection service to the Salt Lake City 

hub. The service is targeted to launch in May of 2012. SkyWest has written a letter of support for 

this application.

The Airport has already secured a local cash match of $180,000, or 23% of the total project cost 

of $780,000, from Bandon Dunes Golf Resort in support of the new service. This cash match is 

new to the project, and was not part of the application made to the DOT last year. The federal 

portion of funding for the project, under the Small Community Air Service Development Grant, is 

$600,000. Additionally the Airport has committed to fee waivers in support of the new non-stop 

service, and additional marketing cash and in-kind contributions to advertise the new service on 

the Oregon coast.

It is unlikely the project will be able to go forward without Grant support. The Airport has proven 

these kinds of Grants work in the market to build sustainable service. This project is another 

change for DOT success, due to the large amount of local funding already in place. 

“It is unlikely the project will go forward 

without Grant support. The Airport has 

proven these kinds of Grants work in the 

market to build sustainable service.”