TWEED NEW HAVEN AIRPORT AUTHORITY

NEW HAVEN, CONNECTICUT

Dun & Bradstreet DUNS Number: 800203864

PROPOSAL UNDER THE: 

SMALL COMMUNITY 

AIR SERVICE DEVELOPMENT PROGRAM

DOCKET DOT-OST-2014-0113

SUBMITTED:

Thursday, July 31, 2014
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 a

APPLICATION UNDER

SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM 

DOCKET DOT-OST-2014-0133

SUMMARY INFORMATION1

All applicants must submit this Summary Information schedule, as the application 

coversheet, a completed standard form SF424 and the full application proposal on 

www.grants.gov.

For your preparation convenience, this Summary Information schedule is located at

http://www.dot.gov/policy/aviation-policy/small-community-rural-air-service/SCASDP

A. PROVIDE THE LEGAL SPONSOR AND ITS DUN AND BRADSTREET (D&B) DATA UNIVERSAL 

NUMBERING SYSTEM (DUNS) NUMBER, INCLUDING +4, EMPLOYEE IDENTIFICATION NUMBER 

(EIN) OR TAX ID.

Legal Sponsor Name: Tweed New Haven Airport Authority

Name of Signatory Party for Legal Sponsor: Diane Jackson

DUNS Number:800203864

EIN/Tax ID:

B. LIST THE NAME OF THE COMMUNITY OR CONSORTIUM OF COMMUNITIES APPLYING:

1. City of New Haven

2.

3.

4.

C. PROVIDE THE FULL AIRPORT NAME AND 3-LETTER IATA AIRPORT CODE FOR THE 

APPLICANT(S) AIRPORT(S) (ONLY PROVIDE CODES FOR THE AIRPORT(S) THAT ARE ACTUALLY

SEEKING SERVICE).

1. Tweed New Haven Regional Airport (HVN) 2.

3. 4.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 b

DOES THE AIRPORT SEEKING SERVICE HOLD AN AIRPORT OPERATING CERTIFICATE ISSUED BY 

THE FEDERAL AVIATION ADMINISTRATION UNDER 14 CFR PART 139? (IF “NO”, PLEASE 

EXPLAIN WHETHER THE AIRPORT INTENDS TO APPLY FOR A CERTIFICATE OR WHETHER AN

APPLICATION UNDER PART 139 IS PENDING.)

Yes No (explain)

D. LIST THE 2-DIGIT CONGRESSIONAL DISTRICT CODE APPLICABLE TO THE

SPONSORING ORGANIZATION, AND IF A CONSORTIUM, TO EACH PARTICIPATING

COMMUNITY.

1. CT-03 2.

3. 4.

E. APPLICANT INFORMATION: (CHECK ALL THAT APPLY)

Not a Consortium Interstate Consortium Intrastate Consortium

Community currently receives subsidized Essential Air Service

Community (or Consortium member) previously received a Small Community Air

Service Development Program Grant

If previous recipient: Provide year of grant(s): 2007 ; and, 

the text of the grant agreement section(s) setting forth the scope of the grant project:

- Address Southern Connecticut’s air service deficiencies by securing access to New England’s largest airport,

Boston Logan International, and the hundreds of connecting opportunities available there.

- Re-engage the New Haven Community in the effort to recruit quality air service to HVN.

- Further expand the benefits of quality air service to the citizens of the Southern Connecticut region.

F. PUBLIC/PRIVATE PARTNERSHIPS: (LIST ORGANIZATION NAMES)

PUBLIC PRIVATE

1. Tweed New Haven Airport Authority 1. Economic Development Corp. of New Haven

2. City of New Haven 2. Greater New Haven Chamber of Commerce

3. 3. AvPORTS
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 c

G. PROJECT PROPOSAL:

1. GRANT GOALS: (CHECK ALL THAT APPLY)

Launch New Carrier Secure Additional Service Upgrade Aircraft

First Service 

Regional Service 

Other (explain below)

New Route

Surface Transportation

Service Restoration

Professional Services

2

2. FINANCIAL TOOLS TO BE USED: (CHECK ALL THAT APPLY)

Marketing (including Advertising): promotion of the air service to the public

Start-up Cost Offset: offsetting expenses to assist an air service provider in setting

up a new station and starting new service (for example, ticket counter reconfiguration) 

Revenue Guarantee: an agreement with an air service provider setting forth a

minimum guaranteed profit margin, a portion of which is eligible for reimbursement 

by the community

Recruitment of Air Carrier: air service development activities to recruit new air

service, including expenses for airport marketers to meet with air service providers to 

make the case for new air service

Fee Waivers: waiver of airport fees, such as landing fees, to encourage new air service;

counted as in-kind contributions only

Ground Handling Fee: reimbursement of expenses for passenger, cabin, and ramp 

(below wing) services provided by third party ground handlers

Travel Bank: travel pledges, or deposited monetary funds, from participating parties 

for the purchase of air travel on an air carrier, with defined procedures for the

subsequent use

of the pledges or the deposited funds; counted as in-kind contributions only
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 d

Other (explain below)

H. EXISTING LANDING AIDS AT LOCAL AIRPORT:

Full ILS Outer/Middle Marker Published Instrument Approach

Localizer Other (specify)

I. PROJECT COST: DO NOT ENTER TEXT IN SHADED AREA

LINE DESCRIPTION SUB TOTAL TOTAL AMOUNT

1 Federal amount requested $640,000

2 State cash financial contribution

Local cash financial contribution

3a Airport cash funds

3b Non-airport cash funds $260,000

3 Total local cash funds (3a + 3b) $260,000

4 TOTAL CASH FUNDING (1+2+3) $900,000

In-Kind contribution

5a Airport In-Kind contribution** $100,000

5b Other In-Kind contribution**

5 TOTAL IN-KIND CONTRIBUTION

(5a + 5b)

$100,000

6 TOTAL PROJECT COST (4+5) $1,000,000

J. IN-KIND CONTRIBUTIONS

For funds in lines 5a (Airport In-Kind contribution) and 5b (Other In-Kind contribution), please 

describe the source(s) of fund(s) and the value ($) of each

5a) Funds consist of $100,000 in marketing cost assistance.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 e

K. IS THIS APPLICATION SUBJECT TO REVIEW BY AN AFFECTED STATE UNDER EXECUTIVE

ORDER 12372 PROCESS?

a. This application was made available to the State under the Executive Order 12372

Process for review on (date) .

b. Program is subject to E.O. 12372, but has not been selected by the State for review. 

c. Program is not covered by E.O. 12372.

L. IS THE LEAD APPLICANT OR ANY CO-APPLICANTS DELINQUENT ON ANY FEDERAL DEBT? 

(IF “YES”, PROVIDE EXPLANATION)

 No Yes (explain)

APPLICATION CHECKLIST

INCLUDED? ITEM

For Immediate Action

Determine Eligibility

New Grants.gov users must register with www.grants.gov.

Existing Grants.gov users must verify existing www.grants.gov account has not expired 

and the Authorized Organization Representative (AOR) is current.

For Submission by 5:00 PM EDT on July 31, 2014

Communities with active SCASDP grants: notify DOT/X50 of intent to terminate

existing grant in order to be eligible for selection in FY2014

Complete Application for Federal Domestic Assistance (SF424) via www.grants.gov

Summary Information schedule complete and used as cover sheet (see Appendix B)

Application of up to 20 one-sided pages (excluding any letters from the

community or an air carrier showing support for the application), to include:

• A description of the community’s air service needs or deficiencies.

• A strategic plan for meeting those needs under the Small Community Program.

• A detailed description of the funding necessary for implementation of the

community's project.

• An explanation of how the proposed project differs from any previous projects

for which the community received SCASDP funds (if applicable).

• Designation of a legal sponsor responsible for administering the program.

• A motion for confidential treatment (if applicable) – see Appendix D below.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 i

Table of Contents:

 

Section 1: The New Haven Market....................................................... 1

Introduction .............................................................................................. 1

Passenger Traffic & Air Service Trends..................................................... 3

Catchment Leakage (CY 2013) .................................................................. 3

Differentiating Connecticut’s Two Metropolitan Area Markets............... 4

Section 2: Description of Air Service Needs & Deficiencies................... 5

Danger of Losing Existing Service.............................................................. 5

Deficiencies of Alternative Airports in the Region.................................... 5

HVN’s Limited Air Service as Compared to Its Peers................................ 6

Section 3: Proposed Upgraded Jet Service ........................................... 7

Growing Local Demand............................................................................. 7

Limitations of Turboprop Service ............................................................. 7

HVN’s Need for Business Traveler Convenience ...................................... 7

Long-Term Viability of Air Service @ HVN................................................ 8

Embraer 170/175 Jet Service: A Benefit to the Entire Region.................. 8

Section 4: HVN’s Air Service Development Efforts & Future Plans........ 9

Infrastructure Improvements................................................................... 9

Community Engagement .......................................................................... 9

Community Support................................................................................ 10

Section 5: Requested Funds & Plans to Self-Sufficiency ..................... 11

Requested Amount (Local share & Federal grant request).................... 11

Timely Plan after SCASDP Funds are Acquired ....................................... 11

How Service Becomes Self-Sufficient ..................................................... 11

Section 6: Difference from Past Air Service Development Efforts....... 13

One Grant for Present and Future.......................................................... 13

Target Airline Already Here and Invested............................................... 13

Appendices:

Community Letters of Support .................................................Appendix A

Airline Letter of Support ...........................................................Appendix B
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 1

Figure 1: Alexion Pharmaceuticals is moving its headquarters to this 

new $140 million facility currently under construction in downtown 

New Haven. Alexion, together with other tenants, will bring nearly 

1,000 new jobs to the city in 2015. Photo Credit: Elkus Manfredi 

Architects

Section 1: The New Haven Market

Introduction

About New Haven

New Haven is in the midst of a historic 

revitalization that solidifies its place as the 

innovation and biosciences capital of 

Connecticut. With major investments in 

public infrastructure, new commercial / lab 

space and residential developments, the City 

is attracting young professionals and new 

startups to the Downtown. A massive $1.5 

billion downtown development plan is 

currently underway with major investments 

at Yale University, Yale-New Haven Hospital 

and other major community stakeholders. 

The $467 million Yale New-Haven Smilow 

Cancer Hospital, completed in 2009, has catalyzed this renewed and vibrant economic base. Emerging 

from the recession, Covidien relocated its 400-person Surgical Devices Unit to New Haven, Alexion 

Pharmaceuticals announced plans to move back to the center city and double its workforce to 

approximately 1,000; and HigherOne developed a new $50 million headquarters to support a growing 

600 employee financial services company.

In turn, some 1,800 new market rate residential units are under construction or completing the zoning 

approval process as New Haven is consistently rated one of the hottest rental markets in the nation. 

Economic and residential growth is closely related. HigherOne and Alexion both originated at Yale and 

chose to stay and grow in the region. The so-called 'millennial demographic' is establishing itself in the 

workforce and New Haven offers both high quality of life and career path employment opportunities.

Greater New Haven's continued growth is at risk due to deteriorated transportation infrastructure 

conditions in the metropolitan New York region which impede access to the regional and global 

marketplaces. In addition to the limited air service at HVN (documented extensively herein), Interstate 

95 is rated the 6th most congested highway in America; there are over $2.0 billion in deferred capital 

investments on the MTA Metro-North passenger rail service line (including the repair of numerous 

bridges); and Amtrak has proposed significant investment for a new high speed rail line which would 

altogether bypass New Haven in order to better serve other markets, including Hartford. All of these 

factors adversely affect the City's ability to create even more jobs and enhance the nation's economic 

competitiveness.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 2

Key Facts about the Market:

Population: 861,113 (Top 60 metro market in the country) 

Employment Base: 300,000 (with 79,000 located in a densely concentrated urban core) 

Economic Drivers:

Higher Education: There are seven colleges/universities located within 15 miles of 

Downtown with a total enrollment of 50,756 students, 24,000 

employees and a total economic impact of over $1.5 billion. Yale 

University is currently expanding its undergraduate college by 15% (800 

new students).

Advanced Manufacturing: Schick, Covidien and Assa Abloy are all industry leaders. Assa Abloy not 

only has a 600-employee manufacturing center here, but also its 

headquarters for the 9,400-employee North American division of the 

company. 

 

Financial Services: The Knights of Columbus, a fraternal benefit society based in New 

Haven (725 employees) ranks among the Fortune 1000 list of America’s 

largest companies. 

 

Health Care: Yale-New Haven Hospital is the 4th largest nationally by bed count and 

is the headquarters of a statewide hospital system. YNHH has over 1.1 

million outpatient cases per year and over 80,000 inpatient discharges.

About Tweed-New Haven Regional Airport

Located in the heart of southern Connecticut and just 15 minutes from downtown, Tweed-New Haven

Regional Airport (HVN) has a catchment area that contains a population of 1,749,116 residents. The 

Airport is currently served by only one carrier, US Airways Express with four daily flights operated by 37 

seat Dash-8-100 turboprop aircraft to the carrier’s hub in Philadelphia. The Airport’s main runway, RWY

20, is 5,600 feet long. A 400 foot displaced threshold on the north end of the runway forces RWY 02 to 

be only 5,200 feet long. The runway’s short length has limited the potential for new air service at the 

Airport.

Superior flight options along at surrounding airports have historically caused residents to drive between 

one and three hours to other airports when traveling by air.

Legal Sponsor Designation

Tweed New Haven Airport Authority

155 Burr Street

New Haven, CT 06512

(203) 466-8833

Tim Larson, Executive Director Diane Jackson, Airport Manager

tlarson@flytweed.com djackson@flytweed.com
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 3

Figure 2: New Haven's Primary Catchment Area, shaded in purple, has a 

population of just over one million people. When including HVN’s 

Secondary Catchment Area shaded in blue, HVN’s total catchment area 

has a population of 1.75 million people.

Passenger Traffic & Air Service Trends

During the calendar year 2013, 78,070 O&D passengers used Tweed-New Haven Regional Airport (HVN) 

according to BTS O&D passenger data. This 2013 traffic represented a 2.0% increase from 2012 when 

there were 76,570 O&D passengers using HVN. The overall trend during the past five years has been a

slow and steady growth in passenger traffic. In 2013 passenger traffic was up 14.0% when compared to 

2009, when only 68,470 O&D passengers used the Airport. 

Over the course of the past five years, US Airways has adjusted the frequency of its HVN-PHL service 

(between 3-4 daily departures) and size of aircraft in the market (the larger Dash 8-300 has been used 

on occasion, with the route primarily being served by the Dash 8-100). Meanwhile, air fares at HVN have 

increased 18.2% over this time period, which is in line with national averages.

Catchment Leakage (Complete Year 2013)

Tweed New Haven Regional Airport’s 

Catchment Area is segmented into two 

different regions, a Primary Catchment 

Area and a Secondary Catchment Area. 

Slightly over one million people reside 

within HVN’s Primary Catchment Area, 

which is defined as all zip codes within a 

30 minute drive of HVN. An additional 

750,000 residents live within HVN’s 

Secondary Catchment Area which is 

defined as the area outside the Primary 

Catchment Area whereby residents can 

drive to HVN in less time than they could 

to any other commercial service airport. 

The total catchment area boasts a 

population of approximately 1.75 million people.

Leakage from HVN’s Primary Catchment Area totaled 2,910,656 O&D passengers during the calendar 

year 2013, or 3,987 PDEW (passengers daily each way). Total leakage from HVN’s combined total 

catchment area was 5.1 million O&D passengers or 6,988 PDEW (passengers daily each way). 

45% of all airline bookings within the State of Connecticut take place within Tweed New Haven

Regional Airport’s combined catchment area. However, HVN only retains 1.2% of those passengers with 

the other 98.8% leaking to other airports in the surrounding region.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 4

Figure 3: Drives from New Haven to BDL and Providence to BOS.

Top 10 Domestic Leakage Markets (CY 2013 Data):

1) South Florida, FL (FLL, MIA, PBI) 388,303 (532 PDEW)

2) Orlando, FL (MCO) 385,103 (528 PDEW)

3) Chicago, IL (MDW, ORD) 185,802 (255 PDEW)

4) Los Angeles, CA (BUR, LAX, ONT, SNA) 159,202 (218 PDEW)

5) Tampa, FL (TPA) 158,435 (217 PDEW)

6) Las Vegas, NV (LAS) 144,387 (198 PDEW)

7) SF Bay Area, CA (OAK, SFO, SJC) 142,833 (196 PDEW)

8) Washington/Baltimore (BWI, DCA, IAD) 138,852 (190 PDEW)

9) Denver, CO (DEN) 112,450 (154 PDEW)

10) Atlanta, GA (ATL) 109,822 (150 PDEW)

(It should be noted that the leakage data outlined above is drastically different from the data provided in last year’s SCASDP grant application. 

This variance is a result of different sources of point of sale data. The previous leakage data was calculated using MIDT data, which captures the 

zip codes of travel agencies that book tickets. The most current study uses ARC data, which captures the actual billing zip code from credit cards 

used to purchase airline tickets. MIDT data can severely understate or overstate passenger leakage depending on the number of travel agencies 

within an airport’s catchment area. In the case of HVN’s previous leakage study, the MIDT data severely understated passenger leakage. The 

current 2013 leakage data is a more accurate representation of the market.)

Differentiating Connecticut’s Two Metropolitan Area Markets: New Haven & Hartford

Despite both being in the State of Connecticut, New Haven and Hartford are distinctly different 

metropolitan areas, each with their own passenger bases. The New Haven-Milford, CT CBSA has a 

population of 862,597 and consists only of New Haven County. The Hartford-East Hartford-West 

Hartford, CT CBSA has a population of 1,210,570 and consists of three counties, Hartford, Middlesex & 

Tolland. This population distribution gives New Haven a population that is roughly 2/3 the size of 

Hartford, making it large a centralized unique population center with its own identity and its own need 

for air service.

The distance between Downtown New Haven 

and Hartford’s Bradley International Airport is 

52 miles and requires a drive through or 

around Downtown Hartford. To put this into 

perspective, the distance between Downtown 

Providence and Boston’s Logan International 

Airport is also 52 miles and it too requires a 

drive through or around the larger airport’s 

city, in this case Boston. Although many 

people who live in the suburbs between 

Providence and Boston may use the other 

city’s airport, these are two distinct markets just as New Haven and Hartford are. Figure 3 provides a 

map detailing the drives from New Haven and Providence to Hartford and Boston respectively. 
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 5

0

10

20

30

BOS EWR JFK LGA

19.37 21.07

26.47 26.28

Average Taxi-Out Time (in Minutes) for 

Major US Carriers - CY 2013

Figure 5: NYC's airports had average taxi-out times exceeding 20 minutes 

in 2013. Congestion both on the ground and in the air at airports that 

would otherwise serve as suitable alternates for New Haven passengers 

further increases the need for expanded service at HVN. Source: BTS

Figure 4: Displaced Threshold Limits Runway Length 

to 5,200 feet.

Section 2: Description of Air Service Needs and Deficiencies

Danger of Losing Existing Service

The length of HVN’s primary runway causes weight 

restrictions that prevent certain aircraft from carrying 

enough fuel to travel to distant hubs and often require 

airlines to limit the number of passengers on the plane to 

reduce weight. This limits the air service opportunities 

available to the airport. There are only a few airlines that 

operate aircraft capable of flying fully loaded from HVN to 

their nearby hubs. For US Airways, the Dash-8 is one of 

the few aircraft in its fleet that can profitably serve HVN 

unrestricted from its Philadelphia hub. While the Dash-8-

100/200 & 300 series aircraft have been a workhorse for 

short regional flights at the US Airways Express

Philadelphia hub for over 20 years, it is an aging aircraft 

that is getting more expense to maintain and is no longer 

in production. As a result of its age and lack of newer 

airframes to acquire, US Airways intends to retire the 

Dash-8 from its regional fleet during the next few years. 

Once the Dash-8 is removed from its fleet, US Airways will 

not have a similarly sized aircraft type to maintain service between HVN and Philadelphia. Replacing the 

Dash-8 with regional jet service is the only way to preserve HVN commercial air service. 

Deficiencies of Alternative Airports in Region

Many passengers within New Haven’s 

catchment area are forced by lack of service 

to use the crowded New York City airports at 

JFK, Newark and LaGuardia. While these 

premier domestic and international gateways 

offer nonstop flights around the country and 

around the world, congestion both on the 

ground and in the air can present a 

significant limitation on the ease, reliability 

and availability of air service for New Haven 

Catchment Area passengers. The travel time 

by car to La Guardia from New Haven is 90 

minutes in no traffic with drives to Newark 

and JFK being even longer. 
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 6

212,535

862,597

1,027

16

0

200

400

600

800

1,000

1,200

0

100,000

200,000

300,000

400,000

500,000

600,000

700,000

800,000

900,000

2013 MSA

Population

Daily Seats per

100,000 Residents

Figure 6: Tweed-New Haven Regional Airport has a level of air service far below its peers as this side by side seats to population 

comparison demonstrates. Data Source: US Census and Data Based Products Airline Schedules for the week of June 03-09, 2014.

The three main New York City airports are the most congested and delay-prone in the country, 

responsible for schedule disruptions and passenger inconveniences across the national air space 

system. Taxi-out times from these airports regularly exceed 20 minutes, further adding to the already 

significant amount of time New Haven Catchment Passengers spend on the ground when they are 

forced by lack of service to use alternate airports for air travel. 

HVN’s Limited Air Service as Compared to Its Peers

When compared to the airports serving metropolitan areas of similar size to New Haven, the level of air 

service at Tweed-New Haven Regional Airport is far below its peers. In fact, Figure 6 below shows more 

than thirty airports that are located in MSA’s smaller than New Haven that offer more seats per resident

than HVN does. 

The New Haven Metropolitan Area has 861,113 people. For the week of June 03-09, 2014, US Airways’

schedule offered 16 daily seats at HVN per 100,000 New Haven residents. By comparison, Burlington, VT 

has a metropolitan area one quarter the size of New Haven’s and yet Burlington International Airport 

(BTV) offers 1,027 daily seats per 100,000 local residents.

Even airports in similar proximity to the major New York Airports have significantly greater service. The 

Lehigh Valley International Airport (ABE) located near Allentown, PA is the same distance from Newark 

Liberty (EWR) as Tweed-New Haven is from LaGuardia (LGA). The metropolitan area populations of 

Allentown and New Haven are similar in size, with New Haven being the larger of the two. Yet ABE 

offered 150 daily seats per 100,000 residents in June 2014 compared to HVN’s 16.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 7

Figure 7: Local passenger traffic between New Haven and 

Philadelphia has doubled since 2009. Source: US O&D Passenger 

Survey Data

0

2

4

6

8

10

CY

2008

CY

2009

CY

2010

CY

2011

CY

2012

CY

2013

5.0 4.5

8.0

6.7 5.9

8.9

New Haven-Philadelphia

O&D Passenger Traffic

PDEW

Section 3: Proposed Upgrade to Jet Service

Growing Local Demand

Having a substantial local passenger market 

on a route that connects a city with an 

airline’s hub is key to making the economics 

of that route work profitably for the airline. It 

is one of the primary considerations taken 

into account when gauging the prospects for 

additional flights or capacity through the 

positioning of larger aircraft on a route. 

Philadelphia is the largest air passenger O&D 

market from New Haven and among the 

fastest growing markets over the last five 

years. The Local PDEW (Passengers Daily Each 

Way) on the HVN-PHL route has doubled 

growing from 4 to 9 in that time period, and 

grew 50% in the last year alone. Revenues have grown 51% since 2012 and 91% since 2009 as well. 

Additionally, there are currently 19 PDEW leaking to surrounding airports to fly to Philadelphia. 

Passenger Demand Limitations of Turboprop Service

All service currently offered at Tweed is on 37-seat turboprop aircraft. Turboprops suffer from a public 

perception of poorer safety standards and lower levels of service than larger jet aircraft due to high 

profile crashes in the 1990’s and early 2000’s as well as the perceived added noise, less cabin space, and 

limitation to economy class only service. Industry accepted forecasting models routinely estimate that a 

turboprop fails to capture between 20-30% of potential market demand that would have otherwise 

been captured if a jet were operated on the route. For New Haven, this represents the potential loss of 

over 25,000 O&D passengers a year. In a large metropolitan region such as the New Haven Catchment 

Area, with renowned institutions such as Yale University and Fortune 1000 companies like Alexion 

Pharmaceuticals, the failure to attract passengers through turboprop aversion is likely greater than the 

national average, due to the minimal use of turboprops by airlines serving larger markets in general 

making the natural loss of passengers to the Airport even higher. 

HVN’s Need for Business Traveler Convenience

A large portion of the airline passengers living and working in the Tweed-New Haven Regional Airport 

catchment area are business travelers. As such, these passengers require frequent reliable air service 

that provides them with flight options in the morning, midday and evening. Any replacement of HVN’s 

current air service must provide these customers with the similar schedules and improved reliability

versus the current HVN flights to ensure that existing business travelers are retained and business 
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 8

Figure 8: The Embraer 170/175 can be the eventual replacement for Dash-8 service to 

Philadelphia. It will offer local passengers jet service for the first time in years as well as 

additional seating capacity, enhanced access to the national air transportation system, and 

the first introduction of premium cabin service on the route. Photo Credit: Wikimedia.org

travelers using other airports might choose HVN for the first time. Without a frequent schedule, growing 

or maintaining this part of HVN’s passenger base will be difficult.

Long-Term Viability of Air Service @ HVN

Without a viable alternative to the Dash-8, Tweed New Haven Regional Airport risks losing all scheduled 

air service when US Airways Express retires the fleet type in the next two years. Without a financial 

incentive to mitigate initial operating losses, US Airways may choose not to take the financial gamble 

that upgrading service to regional jets brings with it, choosing instead to simply discontinue the market 

when the Dash-8s are retired. In effect, the long term viability of commercial air service at Tweed New 

Haven Regional Airport may hinge on the ability to provide financial incentives for regional jet aircraft to 

replace the Dash-8s.

Embraer 170/175 Jet Service: A Benefit to the Entire Region

The Embraer 170/175 can be the replacement for the Dash-8 to effectively serve HVN-PHL. By 

introducing the Embraer 170/175 to the New Haven market, US Airways will offer area passengers jet 

service in addition to providing the option to fly in a first class cabin. This service will be particularly 

attractive to business travelers looking for an enhanced way to reach Philadelphia and destinations 

beyond as well as to travelers who might have previously avoided HVN because of the stigma of 

turboprop-only service. The added seat capacity will provide more local passengers increased 

opportunities to travel to Philadelphia as well as greater access to the national air transportation 

system. The offering of jet service with premium class seats will stimulate further demand that will 

strengthen the financial performance of the route and ensure its profitability and sustainability. It would 

lay the ground work for transitioning all Philadelphia service to jets at HVN and thus preserve future 

commercial service after the Dash 8 is retired. It would also prove the aircraft’s viability in New Haven 

for potential service to 

other markets in the 

future. The upgrade to 

service with an Embraer 

170/175 Regional Jet 

greatly improves TweedNew Haven’s ability to 

survive in a highly 

competitive industry.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 9

Section 4: HVN’s Air Service Development Efforts and Future Plans

Tweed New Haven Regional Airport’s Plan for overcoming its air service deficiencies and meeting the air 

service needs of area residents takes a three-pronged approach. It begins with the continued 

implementation of the Master Plan Update which includes infrastructure improvements to allow for 

safer flight operations and expanded runway length that will enable airlines to provide the airport with

more potential air service. It continues beyond the airport’s perimeter through pervasive and effective 

community engagement to raise awareness about the Airport, be a familiar face at local events and 

demonstrate the Airport’s commitment to the region. Following from that is the mission to elicit 

expanded community support to finance the Airport’s operations and growth efforts. 

Infrastructure Improvements

Tweed New Haven Regional Airport is actively engaged in the recruitment of new air service. In 2002, 

the Airport Authority adopted four phases of an updated Master Plan which focused on the physical 

constraints that prevent HVN from securing additional air service. Phase 1 included the construction of 

runway safety areas 1,000 feet in length at end of the main runway. Phase 2 included the systematic 

removal of runway obstructions identified in a recent aeronautical study. Lighting upgrades and the 

lowering of instrument approach minimums on Runway 02 were also a part of this phase. The Airport 

continues with an extensive tree removal program as part of the on-going runway obstruction removal. 

Phase 3 is crucial to developing future air service as it involves the paving of the safety areas of Runway 

02 and 20 which would effectively provide 6,200 feet of runway for takeoffs and enable HVN to handle 

larger jets flying to further destinations. The Airport continues to work with the FAA to secure approval 

and funding for Phase 3 implementation. 

HVN maintains one of the lowest CPE’s (cost per enplanement) for its tenant airlines in the region. The 

Airport is in continual dialogue with airlines interested in potentially serving HVN now as well as when 

the safety areas are paved and runway performance is improved.

Community Engagement

In addition to a concerted effort to improve the Airport infrastructure, Tweed New Haven Regional 

Airport maintains strong ties and partnerships with the community in an aggressive marketing campaign 

to increase local awareness and utilization of the Airport. Airport staff maintains close relationships with 

travel managers at many of the region’s largest employers and travel generators, these travel managers 

provide the airport with vital information regarding their organizations travel needs, budgets and most 

popular destinations. When discussing new air service opportunities with targeted airlines, the 

information provided by these individuals is used to complement the analysis done by the airport to 

identify passenger traffic that will shift toward the new airline if it chooses to serve HVN.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 10

Community Support

Both the City of New Haven and the State of Connecticut understand how important Tweed New Haven 

Regional Airport is to the local economy which is why these regional government agencies actively 

support the Airport with millions of dollars provided by both the City of New Haven ($325,000 annually) 

and the State of Connecticut ($1,500,000 annually) to cover the airport’s operating expenses. To ensure 

HVN has the best chances possible of securing additional air service, the airport has spent over $144,000 

during the past four years on air service development efforts and will continue to spend money in 

support of air service development initiatives. In addition to these funds, Tweed New Haven Regional 

Airport also works with local employers, businesses and other economic drivers to promote the use of 

HVN through cooperative advertising, partnerships, promotions and sponsorships. 

In the past the community has pledged overwhelming support for new air service to ensure its success. 

In 2007 many of New Haven’s local media outlets including; The New Haven Register, The Connecticut 

Post, Comcast Cable and our local ABC and NBC affiliates combined to pledge $50,000 for marketing 

assistance. This was in addition to the incentives already being offered by Tweed New Haven Regional 

Airport. It is our belief that similar pledges will be made by local media outlets this time as well. The 

exact list of contributors and pledge amounts have not yet been finalized; however, past showing of 

support makes us confident to believe it can be done again.

For the sake of accuracy, the in-kind services outlined in the grant application do not include such 

pledges from local media outlets since the exact amount of those pledges is yet to be determined.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 11

Section 5: Requested Funds and Plan to Self-Sufficiency

Requested Amount (Local share, Federal grant request)

The Federal Amount requested in the grant proposal is $640,000. The “Local Match” will be an 

additional $260,000 in matching cash or 29% of the combined dollar amount. Local funds will be 

provided by the Economic Development Corporation of New Haven, a private non-profit organization, 

dedicated to business and economic development within the City of New Haven. Together, these two 

amounts will combine for a total of $900,000 in cash to be used to provide revenue assistance to US 

Airways to upgrade its existing Dash-8 aircraft at HVN to regional jets.

In addition to the local matching funds of $260,000 in cash, Tweed New Haven Regional Airport will be 

providing at least $100,000 in additional marketing support for the upgraded flights. The $100,000 will 

be used to market and promote the new jet service within the catchment area. With the value of HVN’s 

cash contribution to “In-Kind Services” taken into account, Tweed New Haven Regional Airport will be 

able to provide US Airways with an incentive package with a total value of $1,000,000. The value of 

HVN’s total “Local Match” contribution will be $360,000 ($260,000 + $100,000) or 36% of the total 

$1,000,000 incentive value. The combination of these funds into a single $1,000,000 incentive package 

for US Airways will effectively create a public/private partnership between the New Haven EDC, the 

Tweed New Haven Airport Authority and the U.S. DOT.

Plan after SCASDP Funds are Acquired

The Tweed New Haven Airport Authority has been in discussions with US Airways regarding the eventual 

upgrade of service at HVN. The carrier has expressed interest in upgrading HVN’s flights to jet service 

provided some level of revenue assistance were made available to them. Once the SCASDP funds are 

acquired, the Tweed-New Haven Regional Airport Authority will notify US Airways of the grant receipt 

and begin discussions for upgrading the service during the first half in 2015. 

How Service Becomes Self-Sufficient

Based on the market data we have compiled, it is clear that a growing market exists between New 

Haven and Philadelphia and that more than adequate demand for connecting markets via PHL exists to 

ensure the success of the upgrade. This market should easily be able to support the upgraded flights 

without assistance after an initial startup period. 

To ensure that HVN’s enhanced service to Philadelphia and beyond is a success; the airport will start a 

local marketing campaign, using the $100,000 in marketing funds to inform the traveling public of the 

upgraded service. Emphasizing the introduction of jet and premium class service will be central to the 

campaign. The New Haven EDC will also take an active role as the “Private” piece of our public/private 

partnership by promoting the flights to the community, informing the local business community of the 

upgraded flights and actively encouraging its membership to support the flights. 
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 12

The airport will also work with New Haven’s largest companies and universities, the drivers of most 

business travel in the region, to both inform them of the upgraded flights and to solicit their travel 

budgets toward the flights. It is our strong belief that the efforts put forth by the airport to promote 

upgraded jet service and to engage the local business community that will use the flights will ensure that 

this “road to sustainability” is as short as possible.

Once upgraded service is announced, the remaining $900,000 will be available to US Airways as a 

revenue guarantee to cover any operating losses the carrier might incur during the first year of 

upgraded operations as market demand begins to match the increased available seat capacity.

In order to qualify for the $1,000,000 incentive, US Airways must replace HVN’s four daily Dash-8 flights 

to with 3 daily larger regional jets (70 seats or more). Such a schedule will ensure the HVN-PHL market 

maintains a frequent and competitive schedule while also ensuring a daily seat capacity increase of 50%. 

If US Airways wishes to upgrade HVN’s Dash-8 flights to 50 seat regional jets, all four daily flights must 

be upgraded at the same time.

The following timelines highlight the most plausible scenarios for regional jet upgrades at HVN.

Timeline #1: Upgrade to EMB-170/175s

- Oct 15, 2014: Award - $640,000 SCASDP grant award to HVN

- Nov 1, 2014: Coordinate - Engage US Airways to finalize HVN upgrade plans

- Feb 1, 2015: Announcement - Upgrade of 2 daily flights to EMB-170/175s loaded in res 

system for Apr 6th launch

- Feb 1, 2015: Local marketing campaign to promote upgraded flights begins

- Apr 1, 2015: 2

nd Announcement - Remaining 2 daily Dash-8 flights replaced with a third EMB170/175 in the res system for a June 1st launch

- Apr 6, 2015: Launch - EMB-170/175s begin serving 2 of HVN’s 4 daily PHL flights

- Jun 1, 2015: 2

nd Launch - 3rd EMB-170/175 replaces 2 remaining Dash-8s leaving HVN with 

three flights per day to PHL on EMB-170/175 aircraft

Timeline #2: Upgrade to 50 seat jets

- Oct 15, 2014: Award - $640,000 SCASDP grant award to HVN

- Nov 1, 2014: Coordinate - Engage US Airways to finalize HVN upgrade plans

- Feb 1, 2015: Announcement - Upgrade of 2 daily flights to CRJ/ERJs loaded in res system

for Apr 6th launch

- Feb 1, 2015: Local marketing campaign to promote upgraded flights begins

- Apr 1, 2015: 2

nd Announcement - Remaining 2 daily Dash-8 flights replaced with third & 

fourth CRJ/ERJs in the res system for a June 1st launch

- Apr 6, 2015: Launch – CRJ/ERJs begin serving 2 of HVN’s 4 daily PHL flights

- Jun 1, 2015: 2

nd Launch - 3rd & 4th CRJ/ERJs replace 2 remaining Dash-8s leaving HVN with 

four flights per day to PHL on CRJ/ERJ aircraft
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 13

Section 6: Difference from Past Air Service Development Efforts

The difference between this and previous air service development efforts lies essentially on two points: 

1) Seeks to preserve existing service while growing future service and 2) can benefit an existing carrier 

serving the airport rather than attempting to attract a new carrier not already invested in the market. 

One Grant for Present and Future

Unlike previous air service development efforts which sought to address HVN’s limited air service and 

pending retirement of the Dash-8 by securing service to a new destination, this effort seeks to enhance 

existing service to a level which will ensure the route survives future airline fleet decisions. By enhancing 

existing service with a superior product, HVN will generate more interest and demand in using the 

airport. That success opens the door to new service to other destinations with aircraft similar to the 

Embraer 170/175 in much the same way service to a new destination proves the existence of market 

demand. 

The Target Airline Is Already Here and Invested

Previous air service development efforts often focused on the attraction of a new carrier or the opening 

of a new destination. Both efforts entail greater risk to success than seeking to improve and expand a 

service that already exists. When the launch of a new carrier or destination fails, that market is dropped 

and the level of service goes to zero for area passengers. The damage done to the community is great in 

terms of wasted financial capital and loss of credibility in reliable air transportation that will stick around 

for the long-haul. If the upgrade to Embraer 170/175 jet service does not prove to be financially 

profitable for US Airways, even though we have every reason to believe that it will be, then the Airport 

and Community do not risk losing the service all together. Instead, US Airways would simply return to 

flying the Dash-8 on the route and future air service development efforts would return to finding 

another suitable replacement. 
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 Appendix A

Letter of Support: New Haven Mayor Toni N. Harp
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 Appendix A

Letter of Support: East Haven Mayor Joseph Maturo Jr.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2014-0113 Appendix A
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-012 Appendix B

Letter of Support: American Airlines/US Airways